Commercial Oral Prep - Recommendations?

CC268

CC268

Final Approach
Joined
Nov 4, 2015
Messages
5,532
Display Name
Display name:
CC268
Looking for any recommendations on good oral exam prep for the Commercial. I used ASA's Oral Exam guide for the Private. It was okay, but honestly kind of hard to get through. I found it to be very overkill (which I suppose is a good thing). I bought it for the Instrument as well, but I didn't end up using it.

I bought Jason Schappert's "Pass Your Instrument Pilot Checkride - Audiobook", which was absolutely amazing. I listened to it during my work commute. I was VERY well prepared for the instrument oral. Unfortunately, he doesn't have a Commercial Oral Exam audiobook. I learn and retain info much better through visual or audio forms, rather than reading.

At this point I may just buy ASA's oral exam book and try to get through that one.
 
I used ASA plus heavy study of the aircraft systems on both of mine.

Commonly seen questions are about “what can you legally do with this spiffy new Commercial certificate?” and detailed chats about how all the aircraft systems work.

ASA alone will only handle the typical questions and regulatory stuff, it won’t handle the systems knowledge or questions about the specific aircraft. “How does X work on this aircraft? What are the limitations? What are the common failure modes? What are the emergency or troubleshooting procedures?” Etc.
 
denverpilot said:
I used ASA plus heavy study of the aircraft systems on both of mine.

Commonly seen questions are about “what can you legally do with this spiffy new Commercial certificate?” and detailed chats about how all the aircraft systems work.

ASA alone will only handle the typical questions and regulatory stuff, it won’t handle the systems knowledge or questions about the specific aircraft. “How does X work on this aircraft? What are the limitations? What are the common failure modes? What are the emergency or troubleshooting procedures?” Etc.
Click to expand...

Gotcha. Well my Cherokee 140 is incredibly complex, so I will take some time to learn the systems on a deeper level.
 
My plan is to push through the ACS and sorta "roll my own" flash cards.

With the ACS being the open book of the oral exam, filling in the blanks with the right information from the indicated reference or the information from the aircraft I will be using, should make me ready to go a bit better than the "rote" ASA book.
 
It’s a overblown private, just read up on the different privileges and limitations in the FAR and do a mock oral with your CFI and know your systems (as you already should)

Honestly the CPL is mostly just a logbook audit and showing you have half decent stick and rudder skills.
 
The best thing I did was have a 90 minute call about a week or two before my checkride with a very good CFI who basically grilled me. After that call I knew exactly what areas I needed to drill into more before the checkride.
 
AggieMike88 said:
My plan is to push through the ACS and sorta "roll my own" flash cards.

.
Click to expand...

At the airline I'd make index cards with a question on one side, and answer/reference on the backside. Works very well for systems. Shuffle them up every time you review them. Used to get my mistress, uh, wife to read em to me too.
 
I used the ASA prep and that was more than adequate. I agree with James, the oral and checkride were really a non-issues. Just make sure to keep your eyes out of the cockpit, especially after just getting your IR... ;-)
 
91.213 for equipment stuff. Look up and tab a few of the fars for what your allowed to do. Honestly its a private pilot checkride 2.0 that comes down do can you hit a pwr off 180 and now that you can take it in any plane that takes a lot of systems off the table.
 
idahoflier said:
I used the ASA prep and that was more than adequate. I agree with James, the oral and checkride were really a non-issues. Just make sure to keep your eyes out of the cockpit, especially after just getting your IR... ;-)
Click to expand...

You mean your not supposed to stare at the instrument panel in VFR? I’ve never looked out before, I’m afraid of heights
 
James331 said:
It’s a overblown private, just read up on the different privileges and limitations in the FAR and do a mock oral with your CFI and know your systems (as you already should)

Honestly the CPL is mostly just a logbook audit and showing you have half decent stick and rudder skills.
Click to expand...

Sounds like good advice on how to flunk the comm ride.
 
I've got a job waiting for my graduation
Fifty thou a year, buys a lot of beer
Things are going great, and they're only getting better
I'm doing all right, getting good grades
The future's so bright, I gotta wear shades
I gotta wear shades
 
Clip4 said:
Sounds like good advice on how to flunk the comm ride.
Click to expand...

Worked great for this ATP

But I didn’t do my initial X/Cs with a iPad and know what the pedals on the floor are for, so there’s that.
 
James331 said:
Worked great for this ATP

But I didn’t do my initial X/Cs with a iPad and know what the pedals on the floor are for, so there’s that.
Click to expand...
Being an ATP has little to do with it. As you know, the ATP is an extension of instrument flying, not commercial flying.

I know many examiners are a bit lax on the CP, but there are also many that keep it pretty tight, and it’s a lot more than a logbook audit.
 
Ahhh the proverbial PoA debates begin!
 
James331 said:
Worked great for this ATP

But I didn’t do my initial X/Cs with a iPad and know what the pedals on the floor are for, so there’s that.
Click to expand...

Some people do slip though the cracks in any testing system without being properly tested. And some people are overly tested.
 
Kritchlow said:
Being an ATP has little to do with it. As you know, the ATP is an extension of instrument flying, not commercial flying.

I know many examiners are a bit lax on the CP, but there are also many that keep it pretty tight, and it’s a lot more than a logbook audit.
Click to expand...

Can only speak for me and my students, but in my experience it was a log book audit and can you do a power off precision landing.
 
Last edited:
Lazy 8's are another easy one to fail on if DPE is sharp on the ACS criteria. But power off 180 is the tricky one. A nice DPE will let you save a bad p-o-180 and give you credit for short field, and try it again.

Big one is 119.1(e), know that one. Know constant speed prop. What happens if you lose oil pressure, that sort of stuff.
 
mtuomi said:
Lazy 8's are another easy one to fail on if DPE is sharp on the ACS criteria. But power off 180 is the tricky one. A nice DPE will let you save a bad p-o-180 and give you credit for short field, and try it again.

Big one is 119.1(e), know that one. Know constant speed prop. What happens if you lose oil pressure, that sort of stuff.
Click to expand...
What if you don't take the ride with a constant speed prop and never flew with one?
 
midlifeflyer said:
What if you don't take the ride with a constant speed prop and never flew with one?
Click to expand...

It’s probably still fair game. Not sure on that, but you’re headed for bigger and more complex things so most DPEs are in the mode of “make sure they’re actually understanding complex aircraft systems”. Of course they have to stick to the ACS, but... we all know they’re making a judgement call about a pilot.
 
I’m a terrible pilot so they probably won’t like me :(
 
CC268 said:
Gotcha. Well my Cherokee 140 is incredibly complex, so I will take some time to learn the systems on a deeper level.
Click to expand...
(*chortle*) (*snicker*) (*guffaw*)

(*spit take*)
 
But seriously, you can do the Commercial manuevers in the cherokee140 in utility category. Unfortuntately, it's difficult to get a cherokee 180 into utility category with pilot and DPE (at least not my cherokee).
 
murphey said:
But seriously, you can do the Commercial manuevers in the cherokee140 in utility category. Unfortuntately, it's difficult to get a cherokee 180 into utility category with pilot and DPE (at least not my cherokee).
Click to expand...

Is that a book limitation that it needs to be in the Utility category range?

(I don’t know Cherokees but I can’t imagine a Chandelle or Lazy 8 needs to be done in Utility Category unless there’s a mandate in the POH for that.)
 
murphey said:
But seriously, you can do the Commercial manuevers in the cherokee140 in utility category. Unfortuntately, it's difficult to get a cherokee 180 into utility category with pilot and DPE (at least not my cherokee).
Click to expand...
I did all of my commercial in my Cherokee 180 except for the demonstration that required the complex - which only consisted of putting the gear up and down. There was no discussion of whether we needed to be in normal or utility.
 
murphey said:
But seriously, you can do the Commercial manuevers in the cherokee140 in utility category. Unfortuntately, it's difficult to get a cherokee 180 into utility category with pilot and DPE (at least not my cherokee).
Click to expand...
I'll join the others who are unaware that any commercial checkride maneuver requires anything other than a normal category airplane.
 
For me, I figured out the Bryan Turner way to become a commercial pilot...

Get featured in a radio or TV ad about being a pilot.
 
We are in the same boat...checkride on the 21st in a PA28. My plan has been wearing out the FAR/AIM and studying the systems in the FHAK. Regs /systems /airspace
 
Just did my commercial check ride a couple weeks ago in a 172. Interesting that the oral didn't include one question on commercial privileges. I talked to someone who had just took the commercial check ride with this DE so I knew what to expect. One surprise was that we did an instrument approach.
 
You must log in or register to reply here.
Back
Top