Commercial Pilot ACS Review - Part 3

Join me as I continue the Commercial Pilot ACS Series. The commercial pilot checkride is just like any other FAA practical test and uses the Airman Certification Standards. This test evaluates your knowledge and skills as a pilot to make sure you have what it takes to fly for compensation. In the third episode of the series, I discuss Area of Operations 5-11. These areas cover Performance Maneuvers, Navigation, Slow Flight and Stalls, High Altitude Operations, Emergency Operations and Postflight Procedure tasks! I would love to hear your feedback on the shows. If you have anything you would like to share, please email me at: [e-mail]. I look forward to hearing from you!
For more information about VSL, including the option to purchase the interactive ACS and support the show, visit vsl.aero/podcast

[@adamdobrzanski6631]

I completed and passed my instrument checkride yesterday. I watched your 3 part series as part of my study routine and I can say I had 0 surprises on my checkride. Thank you for putting this together. I have no feedback on how to even make this series better, it’s that good.

[@SethLakeDPE]

So glad to hear! Thank you!

[@jeffstewart9707]

😢

[@Tatumthornton]

This is very helpful! Thank you for taking the time to put this together.

[@halops117]

Ahh just in time for my Commercial checkride!

[@SethLakeDPE]

Nice! Best of luck!

[@eduardogrillo3829]

Oh boy! This is the best timing for you releasing this video! Commercial check ride in two days 🙂 Thanks a million!

[@SethLakeDPE]

You're welcome!

[@davis1472]

Hey Seth about to take my commercial ride soon and videos have been great. Was also thinking if you would make videos of maneuvers and actually teach it alongside the acs reviews. Would be amazing

[@SethLakeDPE]

I hope to do maneuver videos soon. Just have to find the time.

[@kmw4256]

I'm getting ready for my CPL checkride and this video answered many of the questions I had. Thanks!

[@SethLakeDPE]

Good to hear. Your welcome!

[@Dm001681]

Seth, these videos are SO GREAT!!!! Thank you for taking the time to do them and I'm looking forward to the multi-commercial as I have my check ride in a few weeks!

[@SethLakeDPE]

Glad you like them!

[@NathanBallardSaferFlying]

Excellent content, thanks!

[@SethLakeDPE]

Thank you, your welcome!

[@michaelgarrow3239]

I agree with you about calling stalls traffic pattern stalls.

[@SethLakeDPE]

Yup, I think it would be a better name.

[@Sailingairplanes]

Great stuff

[@SethLakeDPE]

👍

[@mytech6779]

Most of the older(late 60s early 70s) C172 that I have rented had an engine upgrade which makes power on stalls very nose high, and depending on current weight and balance it can be difficult to get a stall indication let alone a full break at full power. The upgrade mostly consists of a compression increase to take advantage of 100LL both in power and fuel economy, the original c172 O-320 were built for 80/87red.) The claim in the poh suppliment is a 10hp bump, but solo on cold days I've gotten over 900fpm at Vy on takeoff.

[@SethLakeDPE]

If you find yourself having to add excessive nose up pitch (anything over 20 degrees), consider reducing power by 100-200 rpms. The ACS allows for this safety consideration when completing the power on stall.

[@AlabamaComputerService]

I have a question, could you become a CFI (ASEL) if you have a limited commercial certificate , no instrument rating

[@SethLakeDPE]

Good question. As with most answers regarding the FAA, it depends. If you want to earn a Flight Instructor Certificate in a "other than sport pilot rating" (which is normally the case) then yes, you do need an instrument rating or ATP certificate. The exception is you can become a sport pilot instructor without having a instrument rating. FAR 61.415 lists all the limitations of a sport pilot instructor. Basically, you would be limited to providing instruction to sport pilots in LSA certified aircraft.

[@nikikuchi]

For eights on pylons, are you required to be back on your entry altitude and airspeed when finishing the maneuver?

[@SethLakeDPE]

Nothing in the ACS or AFH discusses finishing the maneuver on the entry altitude and airspeed. However, unless the wind changes while your doing the maneuver, you should be very close to your entry heading and airspeed at the completion of the pylon turns. If you're parameters are significantly different on exit, then you might be doing something wrong.

[@nikikuchi]

Thank you for replying! I’m training in Hawaii where the winds are gusty at times. I know that my newness to the maneuver is contributing to my results too, but still wanted clarification on this.

[@daveedwardenriquez7387]

Hello,what can I expect on my commercial single add on?

[@SethLakeDPE]

Page A-12 of the commercial ACS has the additional rating task table of adding a single engine rating to an existing commercial pilot certificate. Just start at the column that has the rating you currently hold and read down.

[@DaleEicher]

We have to do ALL these maneuvers? 😫🙄

[@SethLakeDPE]

Yessir!

[@DaleEicher]

@@SethLakeDPE So like the steep spiral and steep turns, it’s not either or, it’s both?

[@SethLakeDPE]

@@DaleEicher in part 4 I cover appendix 7, which states it's either. However, you need to be proficient in ALL the maneuvers since you don't know which ones your examiner will choose. So, on the checkride you don't have to do everything but in training you do.

[@DaleEicher]

@@SethLakeDPE Ok, yeah I was referring to the checkride specifically. I’m finishing up my commercial, checkride is scheduled for Nov 3. I’ve been practicing them all but some are definitely easier than others.

[@Guicci007]

***Spoiler Alert*** Fly dies at 4:44min mark

[@SethLakeDPE]

🤣🤣