Commercial Pilot Check-Ride and Stage Check Exhaustive Check Study Guide

Required Airplane Inspections (AAV1ATE)

• A: Airworthiness Directives (ADs)
  • Comparable to a recall on a motor vehicle.
  • There are three distinct types of ADs:
    • Emergency AD: Issued when a specific problem causes the airplane to be unsafe for flight. This issue must be addressed immediately.
    • One-time AD: Requires a specific part to be replaced once to maintain compliance.
    • Recurring AD: Requires a part to be replaced and/or inspected at specific, repeated time intervals.
• A: Annual Inspection
  • Valid for 12 calendar months.
  • Must be performed by an Airframe and Powerplant (A&P) mechanic who holds an Inspection Authorization (I/A).
  • An Annual inspection can be used to replace a 100-hour inspection.
• V: VOR Check
  • Required every 30 days.
  • This is only necessary for aircraft operating under Instrument Flight Rules (IFR).
• 1: 100-Hour Inspection
  • Required only if the aircraft is being used for hire (carrying passengers for compensation or flight instruction).
  • An Annual inspection may be substituted for a 100-hour inspection, but a 100-hour inspection cannot replace an Annual.
• A: Altimeter and Static System Check
  • Valid for 24 calendar months.
  • Required only for IFR flights.
• T: Transponder Inspection
  • Valid for 24 calendar months.
  • Case Scenario: If a transponder inspection was due last month and a flight to KMHK is desired, the flight cannot be conducted legally. Under FAR $91.413(a)$, the transponder cannot be turned on if it has not been inspected within the preceding 24 calendar months. Furthermore, the Automatic Dependent Surveillance-Broadcast (ADS-B) Out system on modern airplanes utilizes the transponder to broadcast signals. FAR $91.225(f)$ dictates that ADS-B Out must be operated at all times if the equipment is installed; therefore, because the transponder cannot be turned on and the ADS-B cannot be turned off, the flight is prohibited.
• E: Emergency Locator Transmitter (ELT)
  • Inspected every 12 calendar months.
  • The ELT battery must be replaced when reaching $1/2$ of its useful life (expiration date in maintenance records) or after $1$ cumulative hour of use, whichever occurs first.

Airplane Required Documents (AROW-G)

• A: Airworthiness Certificate: Does not expire as long as the aircraft's required inspections are kept current.
• R: Radio Station License: Required only for international flights.
• R: Registration: Valid for 36 calendar months.
• O: Operating Limitations: Found in the Pilot’s Operating Handbook (POH).
• W: Weight and Balance: Specifically the current weight and balance document located in the POH inside the airplane.
• G: G1000 Cockpit Reference Guide: Required for the specific avionics suite.
• Location: The Airworthiness and Registration Certificates are typically located on the lower left side of the interior fuselage near the pilot’s feet.

Pilot Documents and Currencies

• Pilot Required Documents:
  • Commercial Pilot Certificate.
  • Medical Certificate: At least a second-class medical is required to exercise commercial pilot privileges.
  • Government-issued photo identification (e.g., driver's license or passport).
• Recent Flight Experience (FAR 61.57):
  • Daytime Passenger Carriage: To act as Pilot in Command (PIC) carrying passengers, the pilot must have completed 3 takeoffs and 3 landings within the preceding 90 days.
  • Nighttime Passenger Carriage: To act as PIC with passengers between 1 hour after sunset and 1 hour before sunrise, the pilot must have completed 3 takeoffs and 3 landings to a full stop at night within the preceding 90 days. These landings must occur during the specified night period.
  • Category/Class/Type: Landings must be in the same category (Airplane), class (Single-Engine Land), and type (if a type rating is required, though no type rating is required for the Cessna 172).
• Flight Review (FAR 61.56):
  • Must be accomplished every 24 calendar months with a Certified Flight Instructor (CFI).
  • Consists of a minimum of $1$ hour of flight training and $1$ hour of ground training.
  • The 24-month clock resets if a pilot passes a practical test for an additional rating (e.g., getting an Instrument rating on May 2nd, 2021, resets the requirement to May 2023).
  • If the date passes without a review, the pilot cannot act as PIC until a new review is completed.

Commercial Pilot Privileges and Limitations (FAR 61.133)

• Basic Privileges: A commercial pilot may act as PIC carrying persons or property for compensation or hire.
• Operational Distinction: This certificate alone DOES NOT allow a pilot to act as a "commercial operator." Obtaining necessary operating certificates (like Part 135 or 121) is separate from pilot certification. FAA Notice NOTC2238 clarifies that certificate privileges are distinct from the operational rules required for specific flights.
• Examples:
  • Charter companies hire commercial pilots, but the company must comply with FAR Part 135 and Part 119.
  • Airlines hire ATPs, but the airline must comply with FAR Part 121 and Part 119.
• Commercial Operator Definition: An entity that provides both pilot services and an airplane to a customer is generally acting as a commercial operator. If you provide the airplane and are paid to fly it, you are an operator and typically need a certificate under Part 119.

Common Carriage and Holding Out (AC 120-12A)

• Common Carriage: Type of operation requiring compliance beyond FAR Part 91. It requires a Part 119 certificate and operation under Part 121 or Part 135.
• Holding Out: This occurs when a carrier represents itself to the public (or a segment of the public) as willing to furnish transportation to anyone who wants it within the limits of its facilities.
• Methods of Holding Out:
  • Signs and advertising (including social media or flyers).
  • Using agents or salesmen to gather groups or sell individual tickets.
  • Physically holding out via a reputation of being willing to fly anyone for hire.
• Verbatim Definition of Common Carrier: "(1) a holding out of a willingness to (2) transport persons or property (3) from place to place (4) for compensation."

Private Carriage and Contract Carriage (AC 120-12A)

• Private Carriage: Carriage for hire that does not involve "holding out." This is essentially serving as a "contract carrier."
• Contract Scope: It involves one or few selected customers on a long-term basis. If the number of contracts becomes too high (e.g., 18 to 24 contracts), it implies a willingness to serve the general public and becomes common carriage. Some cases have found private carriage with as few as three contracts.
• Pilot Status: While a commercial pilot can operate under private carriage, any arrangement involving providing the aircraft risks being classified as a commercial operation requiring certification.

FAR 119.1 Exceptions (Operations Not Requiring an Operating Certificate)

• The following operations can be conducted under Part 91 without a Part 119 certificate (provided they do not involve large aircraft with $≥ 20$ seats or payload $≥ 6,000$ lbs):
  1. Student instruction.
  2. Nonstop Commercial Air Tours (conducted within 25 statue miles of the starting airport, beginning/ending at the same airport, involving $≤ 30$ seats and $≤ 7,500$ lbs payload, in compliance with $91.147$ Letter of Authorization).
  3. Ferry or training flights.
  4. Aerial work: Crop dusting, seeding, spraying, bird chasing, banner towing, aerial photography/survey, firefighting, and powerline/pipeline patrol.
  5. Sightseeing in hot air balloons.
  6. Parachute operations within 25 statue miles of the airport.

Private Pilot Privileges (FAR 61.113)

• A commercial pilot may use private privileges when not working for an operator.
• Pro Rata Share: A private pilot may not pay less than the equally proportional share (pro rata) of operating expenses (fuel, oil, airport expenditures, rental fees).
• Common Purpose: The FAA interprets $61.113(c)$ to mean the pilot and passengers must have a common reason for traveling to the destination.
• Scenarios and Legality:
  • Ride-share app (Uber for planes): Illegal; constitutes holding out.
  • Teams message to campus for shared costs: Illegal; advertising/holding out.
  • Stuck traveler offering $500: Legal only if costs are split pro rata and the pilot has a common purpose for that destination.
  • Local Ski Club: Pilot can share costs on the first leg only (common purpose). Subsequent legs to pick up more people lack common purpose; pilot must pay full costs.
  • Wet Lease Scenario: Leasing an airplane on the condition the owner pilots it is a "Wet Lease" and requires a Part 135 certificate.

Medical Certificates and BasicMed

• Medical Classes (FAR 61.23):
  • 1st Class: Required for ATP privileges.
  • 2nd Class: Required for Commercial privileges.
  • 3rd Class: Required for Private, Recreational, and Student privileges.
• BasicMed (AC 61-8 / FAR 61.113):
  • Allows pilots to fly without a traditional medical certificate after previously holding a medical issued after July 15th, 2006.
  • Commercial Prohibition: Commercial pilots cannot exercise commercial privileges under BasicMed (minimum 2nd class required).
  • Requirements:
    1. Valid U.S. driver's license.
    2. Comprehensive Medical Examination Checklist (CMEC) completed by a physician every 48 calendar months.
    3. BasicMed online education course completed every 24 calendar months.
  • BasicMed Limitations (Verbatim):
    1. No more than 5 passengers.
    2. Aircraft max certificated takeoff weight $≤ 6,000$ lbs.
    3. Aircraft authorized for $≤ 6$ occupants.
    4. Flight within U.S., at or below $18,000$ feet MSL, and indicated airspeed $≤ 250$ knots.
    5. Cannot fly for compensation or hire.
• Medical Deficiency (FAR 61.53): Pilots are prohibited from operating if they know of a medical condition or are taking medication that makes them unable to meet medical requirements or operate the aircraft safely.

Inoperative Equipment (FAR 91.213)

• Procedure (4 Checks, 3 Actions, 1 Decision):
  • Check 1: Reg $91.205$ (Day/Night VFR equipment).
  • Check 2: Airworthiness Directives (ADs).
  • Check 3: Kinds of Equipment List (KOEL) in POH Section 2 and Comprehensive Equipment List (CEL) in Section 6-17.
  • Check 4: Type Certificate Data Sheet (TCDS) and Supplemental Type Certificates (STCs).
  • Action 1: Remove OR deactivate the equipment.
  • Action 2: Placard the item "INOP."
  • Action 3: Record the action in maintenance logs.
  • Decision: The PIC determines if the flight can be conducted safely without the equipment.

Required VFR Equipment (91.205)

• Day VFR (ATOMATO FLAMES): Airspeed indicator, Tachometer, Oil pressure gauge, Manifold pressure (for altitude engines), Anti-collision lights, Temp gauge (liquid-cooled), Oil temp (air-cooled), Fuel gauges, Landing gear position light (retractable), Altimeter, Magnetic compass, ELT, Safety belts.
• Night VFR (FLAPS): Fuses (spares) or circuit breakers, Landing light (required if for hire), Anti-collision lights, Position lights (Nav lights), Source of electricity (Alternator).

Equipment Lists and Certifications

• CEL (Comprehensive Equipment List):
  • R (Required): Cannot fly without it.
  • S (Standard): May fly without if not required by $91.205$.
  • A/O (Optional): Handled case-by-case.
• TCDS: Lists regulations under which the aircraft was certified.
• Special Flight Permit (FAR 21.197): Issued for aircraft that don't meet airworthiness but are safe for specific flights (repairs, delivery, evacuation, etc.). Issued by local FSDO.
• Preventative Maintenance (Part 43): Simple tasks (tires, spark plugs, seat belts) a pilot can perform on an owned/operated plane. Must record: work description, date, name, signature, and certificate number/kind.
• SAIB: A recommendation bulletin to alert mechanics; non-mandatory, unlike an AD.

Weather Fronts and Phenomena

• Cold Front: Cold air pushing into warm air. Moves twice as fast as warm fronts. Predicts thunderstorms (ahead), gusty winds/heavy rain (during), and dropped temps/clearer skies (behind).
• Warm Front: Warm air pushing into cool air. Predicts high/middle clouds (ahead) and low clouds/rain/thunderstorms (during).
• Stationary Front: Front stops moving; causes multi-day cloudy/rainy/snowy conditions.
• Occluded Front: Cold front overtakes warm front. Precipitation followed by clear air.
• Trough: A line of low pressure (poor weather).
• Isobars: Closely spaced = steep gradient/gusty winds; far apart = calm winds.
• Pressure Areas: High ("H") = descending air, clear skies. Low ("L") = ascending air, cloudy/storms.

Weather Advisories and Reports

• Convective SIGMET (2 hrs): Storm lines, heavy rain covering $≥ 40\%$ of $3,000$ sq mi, tornadoes, hail $≥ 3/4$ inch, surface winds $≥ 50$ knots.
• SIGMET (4 hrs): Severe icing/turbulence, dust/sandstorms reducing visibility to $< 3$ SM.
• AIRMET (6 hrs):
  • Zulu: Moderate icing.
  • Tango: Moderate turbulence, winds $> 30$ knots.
  • Sierra: IFR conditions ($V < 3$ SM, Ceilings $< 1,000$ ft), mountain obscuration.
• Atmospheric Composition: $78\%$ Nitrogen, $21\%$ Oxygen, $1\%$ Other.

Icing, Fog, and Thunderstorms

• Icing: Needs visible moisture and freezing temperatures. Types: Clear ($2^{\circ}\text{C}$ to $-10^{\circ}\text{C}$, glassy, changes airfoil shape), Rime ($-15^{\circ}\text{C}$ to $-20^{\circ}\text{C}$, opaque/milky, freezes instantly), Mixed ($-10^{\circ}\text{C}$ to $-15^{\circ}\text{C}$, combination).
• Lapse Rate: Standard temperature decrease of $2^{\circ}\text{C}$ per $1,000$ feet altitude gain.
• Fog Types: Radiation (ground cooling), Advection (warm moist air over cool ground/water), Steam (cold dry air over warm water), Upslope (air forced up terrain), Precipitation (warm rain through cool air), Freezing (supercooled droplets).
• Thunderstorms: Required: Water vapor, Unstable air, Lifting action. Stages: Cumulus (updraft), Mature (precipitation starts), Dissipating (downdrafts). Stay $20$ miles away.
• Microburst: Downdrafts up to $6,000$ FPM, about $2.5$ NM wide. Dangerous due to headwind-to-tailwind transitions.

Cross Country Planning and Airspeeds

• VFR Cruising Altitudes (above 3,000' AGL):
  • Magnetic Course $0^{\circ} - 179^{\circ}$: Odd thousands + $500$ ft.
  • Magnetic Course $180^{\circ} - 359^{\circ}$: Even thousands + $500$ ft.
• Airspeeds: IAS (indicated), CAS (instrument/position corrected), TAS (CAS corrected for temp/pressure).
• Altitudes: Indicated (on altimeter), Pressure (above standard datum $29.92$ in Hg), Density (pressure altitude corrected for non-standard temp).
• Speed Restrictions (91.117):
  • Below $10,000$ ft MSL: Max $250$ knots IAS.
  • Class B: Max $250$ knots IAS (under/VFR corridor: $200$ knots).
  • Class C/D: $200$ knots within $4$ NM and below $2,500$ ft AGL.
• Preflight Action (NW KRAFT): NOTAMs, Weather, Known ATC Delays, Runway lengths, Fuel requirements, Takeoff/Landing distances.
• Fuel Requirements: Destination plus $30$ mins (Day) or $45$ mins (Night).

Airspace and Weather Minimums

• Class A: Regulated; IFR only; transponder/ADS-B required.
• Class B: ATC clearance required; Mode C transponder/ADS-B; visibility $3$ SM and Clear of Clouds.
• Class C/D/E (Below 10,000'): Visibility $3$ SM; cloud clearance $1,000'$ above, $500'$ below, $2,000'$ horizontal.
• Class G (Day below 1,200' AGL): $1$ SM, Clear of Clouds.
• Special VFR (SVFR): Requires $1$ SM visibility and Clear of Clouds. Non-instrument pilots: sunrise to sunset only.
• Special Use Airspace (WARMPC): Warning Areas, Alert Areas, Restricted Areas (need clearance), MOAs (exercise caution), Prohibited Areas, Controlled Firing Areas (CFAs - not on charts).

Weight, Balance, and Load Factors

• Forward CG: Higher stall speed, lower cruise speed, more stable, harder to flare.
• Aft CG: Lower stall speed, higher cruise speed, less stable, harder to recover from stalls.
• Limit Load Factors:
  • Normal Category: Flaps Up ($+3.8\text{G}, -1.52\text{G}$), Flaps Full ($+3.0\text{G}$).
  • Utility Category: Flaps Up ($+4.4\text{G}, -1.76\text{G}$), Flaps Full ($+3.0\text{G}$).

Aerodynamics: Left Turning Tendencies

• Torque: Newton's 3rd Law (prop rotates right, plane rolls left).
• Spiraling Slipstream: Prop wash hits the left side of the vertical stabilizer.
• Gyroscopic Precession: Force applied to prop is felt $90^{\circ}$ later. Tail up = yaw left.
• P-Factor (Asymmetric Loading): Descending blade has higher AOA and creates more thrust.

Airplane Systems: IO-360-L2A

• Engine Specs: Fuel Injected, Horizontally Opposed, $360$ cubic inches, $180$ HP at $2700$ RPM, Normally aspirated, Air cooled, Wet sump oil system.
• Magnetos: Two independent units for redundancy; drop limit $175$ RPM, max difference $50$ RPM.
• Fuel: $56$ total gallons, $53$ usable ($35$ usable at tabs). Blue $100\text{LL}$ or Green $100$.
• Electrical: Alternator ($28\text{V}, 60\text{A}$), Main battery ($24\text{V}, 8\text{Ah}$), Standby battery ($24\text{V}, 6.1\text{Ah}$; runs essential bus for approx. $30$ mins).
• Essential Bus Items: PFD, ADC/AHRS, COM 1, NAV 1, Engine Airframe Unit, Essential Bus Voltmeter, Standby indicator lights.

Avionics and G1000

• ADC (Air Data Computer): Calculates TAS, IAS, Altitude, Vertical Speed, and OAT.
• AHRS (Attitude Heading Reference System): Replaces gyros; uses accelerometers, tilt/rate sensors, magnetometer, and GPS.
• Pitot-Static Blockages:
  • Ram air blocked: Airspeed goes to zero.
  • Ram and drain blocked: Airspeed acts as altimeter (climbs indicate faster speed).
  • Static blocked: Altimeter freezes, VSI zero, Airspeed reads low in climbs/high in descents.

Physiology

• Hypoxia:
  • Hypoxic: High altitude (lack of oxygen pressure).
  • Hypemic: Blood can't carry oxygen (CO poisoning).
  • Stagnant: Blood not moving (G-forces).
  • Histotoxic: Cells can't use oxygen (alcohol/drugs).
• Supplemental Oxygen (91.211): Crew needs it if above $12,500'$ for $> 30$ mins; crew needs it always above $14,000'$; passengers provided with it above $15,000'$.
• Scuba Diving: Wait $12$ hours for flights $≤ 8,000'$; wait $24$ hours for flights $> 8,000'$ or if decompression stops were required.

NTSB Part 830

• Immediate Notification: Required for aircraft accidents and specific serious incidents.
• Reporting: Accident report must be filed within $10$ days ($7$ days for missing aircraft). Incident reports filed only if requested.