Commercial Pilot Checkride Practical Test Standards (PTS)
Hopefully you have already read our “General Tips” section. Here we will focus on the specific required elements of the commercial pilot checkride. We will focus on the single engine land (SEL) and multi engine land (MEL) operations, because the majority of checkrides fall into these categories.

We are going to assume that you already have your private pilot certificate and have the knowledge and skills required to obtain that certificate. Therefor we will only focus on the specifics of the commercial checkride and how it defers. If you need a refresher go back and review our private pilot section.

AREAS OF OPERATION:
I. PREFLIGHT PREPARATION
A. Certificates and Documents
You should be able to describe the privileges and limitations of the commercial pilot certificate. Also the class of medical required for commercial operations.
B. Airworthiness Requirements
At this point you might be flying aircraft that have a Minimum Equipment List (MEL), if so you should be able to describe the MEL procedures and any limitations of using the MEL. Even if the airplane you’re flying doesn’t have an MEL you should be able to describe what an MEL is and how it is used. Most commercial aircraft use MELs to increase dispatch reliability.

C. Weather Information
Your knowledge of weather should be higher than that of a private pilot. You also might be flying an aircraft certified for icing, high altitude operations and IFR flight, which requires a new understanding of weather.
D. Cross-Country Flight Planning
The cross-country flight planning will be somewhat more challenging. The route given to you by the DE will require one or more fuel stops and push the limits of the plane. This is how the commercial pilot differs from the private pilot. It is the commercial pilots responsibility to balance safety and the mission.
E. National Airspace System
If you don’t know your airspace by now perhaps you shouldn’t be a pilot.
F. Performance and Limitations
Commercial aircraft have more limitations and many more factors to consider for performance planning. You should be familiar with the entire section of the POH. You should know the notes and modifiers that can drastically change performance based on nonstandard conditions.
G. Operation of Systems
The systems are going to be more complex and your understanding of them should be more solid. A good practical way to study systems is to look at each normal and emergency checklist and ask yourself why each task is listed. This helps you think of the airplane as one large system which can be helpful.
J. Aeromedical Factors
These are the same for private and commercial pilots, Review the AIM.

II. PREFLIGHT PROCEDURES
A. Preflight Inspection
Kick the tires and light the fires, giddy-up. At this point the preflight should be old hat, however that is no reason to rush or skip steps. Use a checklist and perform a slow and careful preflight.
B. Cockpit Management
By now you should own every item from the Sporty’s catalog. The cockpit should be so full of nic-nacs that there’s no room for the DE. At this point you should be more organized and smoother with all your tasks. Remember to give the DE a full safety brief. This test is to see if you’re safe enough to carry passengers. So treat the DE like you would treat a paying customer.
C. Engine Starting
Just because this step starts the hobbs ticking is no reason to rush. Take your time and do everything right. Doing everything slowly may cost you an extra $100 dollars, but that is a $100 very well spent.
D. Taxiing
Slowly, slowly, slowly.
F. Before Takeoff Check
This is setting the stage for the rest of the checkride. You are interacting with the airplane, following checklists and making decisions. Our guess is that 70% of DEs can tell if someone is going to pass or fail at this point. How many times can we say it. Slow down and take your time.

III. AIRPORT AND SEAPLANE BASE OPERATIONS
A. Radio Communications and ATC Light Signals
This section requires that you have the knowledge of a private pilot. Radio communications for private and commercial pilots are the same.
B. Traffic Patterns
Same as private pilot.
C. Airport/Seaplane Base, Runway, and Taxiway Signs, Markings, and Lighting
Ditto.

IV. TAKEOFFS, LANDINGS, AND GO-AROUNDS
A. Normal and Crosswind Takeoff and Climb
A takeoff is a takeoff. However a commercial pilot should be smoother and more capable than a private pilot.
B. Normal and Crosswind Approach and Landing
A private pilot is given 400’ to land, a commercial pilot must land within 200’ of a given point. This is not hard to do, however many people fixate on the touchdown point and aim right at it. This guarantees that you will fly right past it. Aim short of your point and you’ll do fine. Make sure not to aim too short, that’s bad.
C. Soft-Field Takeoff and Climb
Same as private pilots.
D. Soft-Field Approach and Landing
Should be super soft. Remember to hold the nose gear off and use minimum braking.
E. Short-Field Takeoff and Maximum Performance Climb
Don’t make this too short. If you stall back onto the runway you’re done for the day.
F. Short-Field Approach and Landing
Even shorter than the private pilot. You are required to touchdown within 100’ of a given point. Airspeed control is the name of the game here. You should be slow enough that the plane stalls onto the runway right as you flare. If you’re too fast go around. The checkride is just as much a test of judgment as it is of skill.
K. Power-Off 180 Accuracy Approach and Landing
This is where you really get to show your knowledge of the airplane you’re flying. This requires a little bit of math, a lot of skill and a little luck. Remember to take local conditions into account. Strong headwinds and tailwinds can drastically change glide distances. If you really want to get technical, review the FAA Glider Flying Handbook. You’ll realize best glide speed is not always the correct speed.
L. Go-Around/Rejected Landing
Fly the airplane. Remember the flaps and the gear. Remember to add power, some people don’t.

V. PERFORMANCE MANEUVERS
A. Steep Turns
Same as the private pilot just more bank, which changes the entire speed and altitude equation. Talk yourself trough the maneuver and correct quickly for any mistakes. Failure only results from consistently breaking the tolerances without any corrections.
B. Steep Spiral
Don’t get dizzy. Like the next two maneuvers, steep spirals are meant to show your control of the aircraft. Remember these are visual reference maneuvers. With your CFI try performing these with all the instruments covered. You’ll do better.
C. Chandelles
Again, try to use as many outside references as you can.
D. Lazy Eights
Remember, this maybe a silly maneuver, but it does show you mastery of the airplane.

VI. GROUND REFERENCE MANEUVER
A. Eights on Pylons
Pick a safe place to perform these. Also have a good emergency landing area near by. This is a visual reference maneuver. You should be looking outside 90% of the time.

VII. NAVIGATION
A. Pilotage and Dead Reckoning
Same as the private pilot checkride, but the tolerances are narrower.
B. Navigation Systems and Radar Services
Chances are you are flying a more complex aircraft, make sure you know how to use each and every piece of equipment onboard. Don’t rely too much on any one item. If you’re glued to the GPS, the DE will unglue you by turning it off.
C. Diversion
Review all the airports near your planned route of flight. If you’ve reviewed the airports, their runways and all notams then the diversion should be a piece of cake.
D. Lost Procedures
Circle, climb and communicate.

VIII. SLOW FLIGHT AND STALLS
A. Maneuvering During Slow Flight
The tolerances are small, as they should be, but the maneuvers are the same. If you can’t fly slowly or recover from a stall at this point in your training there’s not much we can say to help you.
B. Power-Off Stalls
Make sure to recover.
C. Power-On Stalls
Stay coordinated, a spin isn’t recommended.
D. Spin Awareness
Be ready to demonstrate how you would recover from a spin.

IX. EMERGENCY OPERATIONS
A. Emergency Approach and Landing (Simulated)
At some point the DE will pull the throttle all the way out to simulate an engine failure. It’s your job to pick a place to land, start in that direction, run the appropriate checklists and make a simulated emergency radio call. This procedure can include an actual landing. Often times the DE will “fail” your engine near an airport. Remember this is a real simulated emergency. You can deviate from the regulations. It’s up to you. Remember to fly the airplane but also to complete the checklist items.
B. Systems and Equipment Malfunctions
The DE can fail anything they like. Your first job is to fly the airplane, then to deal with the problem. Many people have been killed by pilots who “freak out” when a door pops open. Even if both wings fall off, your job is to fly the airplane.
C. Emergency Equipment and Survival Gear
Know where it is and how to use it. Also know the regulations for what’s required to be on the airplane.

X. HIGH ALTITUDE OPERATIONS
A. Supplemental Oxygen
When is it required? What type of oxygen and oxygen systems are there?
B. Pressurization
You might be taking the test in a Cessna 172 but you need to understand how aircraft pressurization systems work. If you don’t know what an outflow valve is you’ll need to do some studying.

XI. POSTFLIGHT PROCEDURES
A. After Landing, Parking, and Securing
That is it. Remember that no matter what the outcome is to be respectful and polite. Aviation is a small community. Either way make sure the flight and oral exam is a learning experience.

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