AirTalk.org

Ken Risley · Guest

Hello there,

I'm getting ready for my commerical check ride. Wondering from other
people's experience of what it was like. What type of IFR questions, any
approaches or how long the check ride.

Sincerely Yours
Kim

Brad Z · Guest

Read up on the Commercial PTS. There really is nothing instrument related.
Know what you can/cannot do as a Commercial pilot. Know what a part 135
operation is and when Part 135 is required as opposed to 91. Be able to
explain how a CS prop works. My checkride questions were largely out of the
oral exam guide.

"Ken Risley" <Risley (AT) FTIBUILD (DOT) COM> wrote

Ken Risley · Guest

Thanks,

I guess its a little pre-check ride nerves. I will look at Part 135 more.

Kim
[email]Kudos2Fly (AT) Tampabay (DOT) rr.com[/email]

Jim · Guest

Know what you can and can not do with your new commercial certificate. Study
part 119.1. Understand that there is a big difference between being able to
be paid for being a pilot and offering your services to the public. How are
you limited if you don't have an IFR rating? Be able to talk while you
perform the maneuvers, explaining what is happening and why. If you screw
one up, be able to explain what happened and what you should have done.
--
Jim Burns III
[email]jburns3 (AT) nospamuniontel (DOT) net[/email]
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"Ken Risley" <Risley (AT) FTIBUILD (DOT) COM> wrote

Andrew Sarangan · Guest

"Ken Risley" <Risley (AT) FTIBUILD (DOT) COM> wrote

Brad Z · Guest

Don't read through all of part 135! Just be able to know when flying for
hire can be conducted under part 135 versus part 91. Be able to explain
"common carriage" and "holding out". You're guaranteed to be asked about
this.

As others mentioned, know the aircraft systems: electrical, hydraulic,
flight controls etc. Heck, study the POH.

"Ken Risley" <Risley (AT) FTIBUILD (DOT) COM> wrote

Gordon Young · Guest

explain

Gordon Young · Guest

AC-120-12A explains the meaning without specific definitions.

Gordon

Jim · Guest

Gordon,
Maybe I'm just repeating things you've heard or read in the AC but, an
example (but not the only one) of holding out, would be to throw up a
shingle and advertise your piloting services to haul anything anybody
anywhere anytime, type of thing. Common carriage could be described as
either advertising or providing a service available to the general public
with a pre determined schedule, route, or rate. Most examples of holding
out, involve the pilot actually seeking the customers business, but I've
also heard it said that even building a reputaion of a willingness to fly
people or cargo "anywhere" just for the asking and getting paid constitutes
"holding out". These examples are just that, examples. There are other
examples that I'm sure other members of the group will point out.
--
Jim Burns III
[email]jburns3 (AT) nospamuniontel (DOT) net[/email]
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"Gordon Young" <gyoung01 (AT) rochester (DOT) rr.com> wrote

Ken Risley · Guest

Thanks for the tips, hopefully I will pass the test on the first try.

Sincerely Yours,
Kim

Brad Z · Guest

From AC-120-12A:
There are four elements in defining a common carrier; (1) a holding out of a
willingness to (2) transport persons or property (3) from place to place (4)
for compensation. This "holding out" which makes a person a common carrier
can be done in many ways and it does not matter how it is done.
a. Signs and advertising are the most direct means of "holding out" but are
not the only ones.
b. A "holding out" may be accomplished through the actions of agents,
agencies, or salesmen who may, themselves , procure passenger traffic from
the general public and collect them into groups to be carried by the
operator. It is particularly important to determine if such agents or
salesmen are in the business of selling transportation to the traveling
public not only through the '*group*' approach but also by individual
ticketing on known common carriers.

....these definitions seem pretty specific to me.

"Gordon Young" <gyoung01 (AT) rochester (DOT) rr.com> wrote