COMMERCIAL MULTI-ENGINE PTS ORAL EXAM GUIDE

"another useful load from www.simsamurai.com"

This guide will help you pass your commercial multi-engine check-ride. It includes all details
on the oral portion of the exam. You will have to perform added study in the aircraft you plan
to take the exam in as well possibly spend time in a flight simulator in order to prepare for the
in-flight practical portion of the exam. This 11 page study guide includes all of the oral
portions FAA PTS outline with the answers included in each section for you to review.
The commercial multi check-ride is essentially your VFR private pilot check-ride combined
with a multi-engine check ride at the same time. You will not fly any instrument approaches
during this check ride. You may however briefly perform Unusual Attitudes while wearing a
view-limiting device. You will be asked many of the same questions you have answered during
previous checkrides so in general you will want to review all of your core pilot knowledge as
well multi-engine principles, specifically the "PAWD" "PAST" and "SMACFUM" acronyms and
you should be able to discuss these in sufficient detail. Additionally, you should thoroughly
review the multi-engine aircraft you will be flying in and should be able to discuss all of its
core systems including electrical, gear / hydraulic and fuel. You must also discuss how a
constant speed propeller works. It is best to print out this study guide and fill in the blanks!
If you haven't already, you will also want to purchase a real Commercial PTS guide. These
typically contain both Single engine and Multi-engine data so only familiarize yourself with
the pages outlining the rating you seek. This guide only contains the oral exam portions.
Acceptable Aircraft
You will need to provide the following items for your examiner:
I

Aircraft Documents:
Airworthiness Certificate (located in the plane)
Registration Certificate (located in the plane)
Operating Limitations (weight and balance sheet)

Aircraft Maintenance Records

Logbook record of maintenance, inspections, and AD compliance.

II
III

Pilots Operating Handbook, and or an FAA approved Airplane Flight Manual

Personal Equipment
You should have all these items below readied in your flight bag the day before your exam.

View limiting device

Current aeronautical charts (SAC, TAC)
Flight computer (analog E6-B) and Flight Plotter (*also recommend a calculator)
Flight Plan form and Nav Log (*you will be given a cross country flight to plan)
Flight Logs / Nav Logs (extra in case the examiner wants to test you)
Current FAR-AIM (*recommended with tabbed references)
Current AFD airport facilities directory
iPad (* not required but recommended)

In regards to iPad usage you can use one in flight but you must still have the real paper charts
with you in your flight bag and they must all be current! Print off the necessary airport pages
you will be operating from via the FAA's AFD website page. Make sure you are familiar with
the testing airport, its general area, its traffic pattern procedures and TPA pattern altitudes.

Personal Records
Make sure you bring all of these items along with you to the examiners office;

Identification / Photo ID. (your drivers license)

Pilot Certificate
Current Medical Certificate
Completed FAA 8710 form (this can be completed online then printed out)
Completed written test report (sheet given to you after taking the written)
Your Logbook with appropriate CFI endorsements for taking the test
FAA 8060-5 form if you failed before and are now reapplying for this rating
Approved School Graduation Certificate (if applicable)
Examiner Fee (bring cash and find out how much a week in advance!)

Ok, now that you are ready to go...below are all the details of the oral exam.

AREA OF OPERATION : PRE-FLIGHT PREPARATION

TASK A : CERTIFICATES AND DOCUMENTS

REFS : 14 CFR Parts 43, 61, 91; FAA-H-8083-3, AC 61-23/FAA-H-8083-25; POH/AFM.

Part 1 -- Explain / Discuss...

a : Become familiar with and be able to generally explain the privileges, limitations, and
recency of flight requirements for a commercial pilot: cite FARs and Advisory Circulars.
-- See FAR 61.133(a)(b), 61.57, FAR 119 and Advisory Circular 120-12A
-- Whenever flying for hire you must be a commercially rated pilot.
-- You can work for an Air Carrier certified under Parts 119, 135, or 121.
-- Without an instrument rating you cannot fly passengers at night, nor can you fly more than 50NM.
-- You can do for hire work as a solo pilot doing flight instruction, banner towing, spotting, crop dusting etc.
-- You cannot use a plane (yours or private, or a clubs) to be a charter / air taxi service. This is called
"holding out". You could however buy a plane and apply for business licensure as a Part 121 (airline) or
Part 135 (on demand charter).and also be one of the paid pilots of the commercial operation. It is also
legal for someone else to rent or own a plane and then hire you out to fly it such as to ferry a plane from one
location or another. You cannot however set the price or fee. The aircraft provider must do this, nor could you
pick up any passengers along the way and charge them as this constitutes a charter operation. If you provide
an aircraft for hire you must also have an ATCO (Air Taxi Commercial Operator) certificate under Part 135.

b : Explain medical certs. classes and duration as it applies to a commercial pilot.

-- To fly commercially you must maintain at minimum a second class medical. If you are under 40 a first class
expires after 1 year, the second class then lasts 1 year, and then the third class lasts a final year.(36mo)
-- If you are 40 or older a first class lasts 6 months, the second class 6 months, and third class 1 year. (24mo)
-- Therefore if you are either under or over 40 and only got a second class medical you would only have 1 year
from the last day of the month issued to exercise your second class medical privileges. FAR 61.23(a)(d)(2)

c : Explain Pilot Logbook and Flight Record requirements for a commercial pilot. (FAR 61.51)
-- A commercial pilot must at minimum log all applicable hours for training and certification requirements.

Part 2 -- Locate and Explain...

Airworthiness and Registration Certificates. How long are they valid? (FAR 91.7, 91.203)
-- These are located in the aircraft and must remain so at all times. They will remain valid unless the aircraft
does not meet its 100-hour or annual inspection requirements and or if it does not comply with its AD's.

NOTE : Make sure you become very familiar with your training aircraft. Review its POH.

You should have found out the weight of the examiner at least 2-3 days before the exam.

You should also learn of the aircraft's Basic Empty Weight (BEW) and Arm locations.

Be able to show its weight and balance sheet. Have a weight and balance filled out.
Be able to locate and point out where both it's Registration, / AROW docs are located.

TASK B : AIRWORTHINESS REQUIREMENTS

REFS : 14 CFR Part 91; AC 61-23/FAA-H-8083-25.

Be able to recite the "TOMATOFLAMESFA" and "FLAPS" acronyms. FAR 91.205 (b) and (c)
Be able to apply these acronyms to the test aircraft to confirm it is safe for testing in!
DAY VFR

T Tachometer
O Oil Pressure Gauge
M Manifold Pressure Gauge
A Airspeed Indicator
T Temperature Gauge (H20)
O Oil Temperature Gauge

DAY VFR

NIGHT VFR

F Fuel Gauges (all tanks)

F Fuses/Spares
L Landing Gear Indicator
L Landing Light
A Altimeter
A Anti-Collision Lights
M Magnetic Compass
P Position Lights (NAV)
E Emergency Locator
S Source of Electricity
S Seatbelts
If IFR rated know GRABCARDD too!
F Flotation Gear
A Anti-Collision Lights

Be able to point out specific maintenance items and inspections in the aircraft's maintenance
logbook. This should include all of the following items from the "AVIATES" acronym below.
You will need to provide the maintenance log for inspection if requested and should be able to
point out in the log where each letter in the acronym applies and if the aircraft is ok for flight.
These inspections were last completed on :

A - Annual
V - VOR check
I - 100 hour (if for hire)
A - Altimeter (every 24 mo.)
T - Transponder (every 24 mo.)
E - ELT (12 mo.-1/2 life. or 1 hr)
A - Airworthiness Directives

See FAR 91.409

________________
________________
________________
________________
________________
________________
________________ (tach time, monthly, or 1 time only)

Be able to discuss what an MEL is (Minimum Equipment List) and how or if it applies to your
aircraft. If it does not have an MEL ..why not? Is this o.k. ? Where is this found in the FARs?
FAR 91.213, AC 91-67 An MEL allows for an aircraft to continue operating with some equipment inoperative
providing that equipment is listed on the MEL and it does not pose a hazard to operational safety. Not all
aircraft have MELs. Those that do typically have the MEL listed in the POH or AFM in Section 6 Weight and
Balance. An MEL is required for Turbine Powered Aircraft (Turboprops or Jets) when operating under Part
135 Commuter and On-Demand operations and for Part 125 as Non-Airline Large Aircraft operations.

Be able to discuss the requirements and procedures for obtaining a special flight permit.
FAR 21.197, 8083-25A p.8-12. A SFP can be issued for an aircraft not meeting airworthiness requirements
but is capable of safe flight for flying the aircraft to a repair / maintenance location or delivery of aircraft to
base airport of a purchaser, or for conducting production flight tests, or for evacuation of aircraft from danger.
Also permitted are conducting customer demonstration flights in new production aircraft that have passed
production test flights and for excessive weight operations. (The Special Flight Permit form is 8130-6)

Be able to locate and explain the following four items :

1- Airworthiness Directives FAR 91.417
An AD is a formal notification to aircraft owners of certified aircraft that a known safety deficiency must be
corrected. This could be one time, monthly, or annually. If the aircraft is not in compliance with any or all AD's
it is non-airworthy. AD compliance is therefore mandatory. AD's should be in the aircraft's maintenance logs.
2- Compliance Records FAR 91.403, 91.405
The aircraft owner bares the primary responsibility for maintaining their aircraft and assuring that it is in
compliance with all applicable FAR's and Airworthiness Directives. Records must be kept safe from harm.
3- Maintenance / Inspection Requirements FAR 91.405, 407, 409, 411, 413, 415
All aircraft must have had an annual inspection within the preceding 12 months. Those which are for hire must
additionally receive a 100 hour inspection. Annuals can replace the 100 hour but not vice versa.
4- Appropriate Record Keeping FAR 91.417, 419, 421
Aircraft owners must keep strict, detailed records of both required and mandated maintenance (such as ADs)
as well all preventative maintenance. Anal retentiveness is an exceptional quality for an aircraft owner.

TASK C : WEATHER INFORMATION

REFS : 14 CFR Part 91; AC 00-6, AC 00-45, AC 61-23/FAA-H-8083-25, AC 61-84; AIM.

You must exhibit knowledge of the elements related to weather information by analyzing
weather reports, charts, and forecasts from various sources with special emphasis on;

METARs, TAFs, and FAs (area forecasts)

Surface Analysis Chart
Radar Summary Chart
Winds and Temperatures Aloft Chart
Significant Weather Prognostic Chart
Convective Outlook Chart
AWOS, ASOS, and ATIS reports

AC 00-45E p.2-1 to 20. p.4-1, p.4-17

AC 00-45E p.5-1
AC 00-45E p.7-1
AC 00-45E p.10-1
AC 00-45E p.11-1
AC 00-45E p.12-1
AIM 7-1-12, AIM 4-1-3

Based on this data you must demonstrate that you can make a knowledgeable "go / no go"
decision based on this information. Therefore while performing your flight plan during the
next phase (Task D) make sure that you thoroughly review all of the charts listed above.
Make sure that you can point out specific areas where VFR flight is not permitted as well
where IFR flight may be below minimums. Be able to site areas which contain icing hazards
and areas which contain AIRMETS or SIGMETS. It is important to know where you can't go.

TASK D : CROSS COUNTRY FLIGHT PLANNING

REFS : 14 CFR Part 91; AC 61-23/FAA-H-8083-25, AC 61-84.

At least two or three days before the exam your CFI should have notified you where to plan a
cross-country flight. Typically this is a flight under 250 miles and it should have at least 10
waypoints every 25 - 35 miles (Do not do any less than 20 miles) You must create the flight
plan by hand and fill out all the data save for the final winds and ETE/ETA calculations. Then,
24 hours before your flight, get an outlook weather brief so as to determine whether or not you
will likely continue the exam and if so, use current weather charts and forecasts to complete
the flight plan's Nav Log. It would be wise to "test fly" the flight a few days before the exam.
The examiner must determine that you know the following:
1 - You must exhibit knowledge of all elements relating to cross country flight planning by
presenting and explaining your pre-planned VFR cross-country flight, (as had been previously
assigned). On the day of the practical test the final flight plan shall at minimum indicate a trip
to the first intended fuel stop based on the maximum allowable passengers, baggage and
cargo and this must be completed using real time weather. (within ~24 hours of test)
2 - Must exhibit appropriate use of current aeronautical charts.
3 - Must properly identify airspace, obstructions, and terrain features.
4 - Must select easily identifiable enroute checkpoints. (airports, lakes, towers, etc)
5 - Must select most favorable altitudes considering weather and equipment capability.
6 - Must compute headings, flight time, and fuel requirements.
7 - Must select appropriate navigation systems / facilities and communication frequencies.
8 - Must apply pertinent information from NOTAMs, AFD, and other relevant publications.
9 - Must complete a navigation log and simulate filing the VFR flight plan.
Review these key areas of VFR flight:
VFR Navigation Formula :
TC +/- MV = MC +/- WCA = MH +/- CD = CH
VFR Fuel Requirements
FAR 91.151
VFR Flight Plan Requirements FAR 91.153
VFR Cruising Altitudes
FAR 91.159
*NOTE: VFR Cruise altitudes are determined from the Magnetic Course. Do not blindly follow
the NavLog. Remember to try and not plan a flight with a due north or due south heading!

TASK E : NATIONAL AIRSPACE SYSTEM

REFS : 14 CFR parts 71, 91; Navigation Charts; AIM.

The examiner may ask you various questions about airspace including their heights,
limitations, and pilot requirements. Take an hour or two to re-familiarize yourself with all
airspace regulations and be able to recite the pilot requirements and restrictions for each
airspace category. Even though this is a VFR flight you still may be asked questions about
Class A IFR airspace especially if you are an IFR rated pilot.
You will probably be asked the basic VFR weather minimums for all classes of airspace.
You must exhibit knowledge of the Airspace Classes, their operating rules, pilot certifications,
and aircraft equipment requirements. Review web resources and diagrams as necessary.
The Basic VFR Weather Minimums are found in FAR 91.155 and AIM 3-1-4.

A) AIM 3-2-2

B) AIM 3-2-3

C) AIM 3-2-4

D) AIM 3-2-5

E) AIM 3-2-6

G) AIM 3-3-2

You must exhibit knowledge of Special Use Airspace (SUAs) This can be remembered by the
acronym 'WARM PC". Explain them below; See AIM 3-4-1 to 3-5-7 and 8083-25A p.14-3
W - Warning Areas 3-4-4 : Hazards to all aircraft. Does not require ATC clearance but ATC can advise.
A - Alert Areas 3-4-6 : Contain high volume of pilot training. All pilots must be vigilant for collision avoidance.
R - Restricted Areas 3-4-3 : Military artillery, missiles, gun ranges. Consult charts and ATC for activity.
M - Military Operations 3-4-5 : Military aerial ops training area. Consult charts and ATC for activity.
P - Prohibited Areas 3-4-2 : Areas where flight is not allowed. Do not fly here.
C - Controlled Firing 3-4-7 : Temporary area of military firing activity. Consult ATC for activity.
Other Areas - Military Training Routes 3-5-2, TFR's 3-5-3, Parachuting Ops 3-5-4, VFR Routes 3-5-5
Terminal Radar Service Area (TRSA) 3-5-6, National Security Areas 3-5-7

TASK F : PERFORMANCE AND LIMITATIONS

REFS : AC 61-23/FAA-H-8083-25, FAA-H-8083-1, AC 61-84; POH/AFM.

Aside from the cross-country planning, this section can be one of the most difficult areas for
students. Make sure to spend sufficient time reviewing all of the performance charts of your
aircraft. Note: All performance data is found in the POH however you may also be able to find
larger enlarged charts online which you could print off. It would be wise and handy to have
these in a binder so as to appear more professional to your examiner.
1 - You must exhibit knowledge of the elements related to the aircrafts performance and
limitations by explaining the use of the charts, tables, and graphs to determine performance
and the adverse effects of exceeding limitations. Knowing where limits are is key.
2 - You must compute Weight and Balance. You must also be able to determine (and show) if
the computed weight and balance and center of gravity is within the aircrafts operational
limitations and also demonstrate if the weight and center of gravity will remain within
limitations during all phases of flight. (climb, cruise, descent)
Note: To best illustrate this, complete three weight and balance sheets i.e; one with full fuel,
one with half fuel, and one with 20 % fuel. You can complete these prior to meeting with the
examiner but they may have you complete one in person too so be prepared for it.
3 - You must demonstrate the use of the appropriate performance charts, tables, and data.
4 - You must be able to describe the effects of varying atmospheric conditions on the aircraft's
performance. Note; This means you need to know what Pressure Altitude is, Density Altitude
is, what True Airspeed is, and how they correlate with one another regarding performance.
Pressure Altitude - P.A. is the indicated altitude when the altimeter is set to 29.92. Indicated Altitude and
P.A. will be the same when ISA conditions exist. Therefore Pressure Altitude indicates the current height above
the standard datum plane which is the theoretical level where the weight of the atmosphere is 29.92 inches of
mercury. When you tune your altimeter to a local altimeter setting it should always be accurate within 75 feet
of the published field MSL altitude or if not it should be repaired before flight. True altitude will be lower than
indicated altitude with an altimeter setting of 29.92 when the air is colder than standard air temperature or it will
be higher if the temperature is warmer than standard air temperature.
Density Altitude - D.A. is pressure altitude corrected for non-standard temperature. Below is an easy rule of
thumb formula to calculate (with great approximation) density altitude from pressure altitude and International
Standard Atmosphere temperature deviation.
Density alt. in feet = Pressure altitude in feet + (120 x (OAT - ISA_temperature)
Where: OAT = Outside Air Temperature in C
ISA_temperature = 15 C - (1.98 C / 1000 ft actual alt. in thousands of feet)

True Airspeed - TAS is the actual speed through a volume of air. When outside air temperature increases
during a flight at constant power and at a constant indicated altitude the true airspeed will increase and true
altitude will increase. As the air temperature increases pressure levels rise father above sea level and true
altitude increases given a constant indicated altitude. As altitude increases with constant power, true airspeed
increases. TAS is the primary airspeed used in all aircraft engine / wing performance calculations.

As a final question you should also be able to discuss the meaning of the well-known term
"high to low...lookout below" or "low to high...you have clear sky".
Whenever you fly from an area of high pressure to low pressure without resetting your altimeter for the new
area it will read higher than you are actually are above the ground. Therefore this issue could create a very
dangerous situation when flying IFR in areas of terrain or coming in to land as you would be lower in altitude
than you think you are hence the phrase "look out below".
Inversely, when you fly from an area of low pressure to high pressure without resetting your altimeter for the
new area it will read lower than you actually are. While this could create a hazardous situation for traffic
avoidance it does give you an added safety factor of the higher altitude hence the phrase "clear sky".

TASK G : OPERATION OF SYSTEMS

REFS : AC 61-23/FAA-H-8083-25; POH/AFM.

The objective of this task is to determine that you can exhibit knowledge of the elements
related to the operation of the main aircraft systems for the aircraft you will fly during the
practical portion of the flight. You should be able to both discuss and diagram at least 5 of
the following systems. The main ones you should familiarize yourself with are the Electrical,
Fuel, Hydraulic, Gear, and Variable Pitch Propeller system. Most of these are located in the
aircraft's POH. You should be able to draw a basic diagram of at least the main 4 systems.
1 - Primary Flight Controls and trim *
2 - Flaps, leading edge devices, and spoilers
3 - Water Rudders (ASES)
4 - Powerplant and propeller *
5 - Landing gear *
6 - Fuel, and oil *
7 - Electrical *
8 - Avionics
9 - Pitot-static, vacuum / pressure and associate flight instruments *
10 - Environmental
11 - Deicing and anti-icing

For all items consult the

aircraft's POH Section 7 for
details and diagrams. You
should re-create basic hand
drawings of these systems as it
helps commit them to memory.
Note: In regards to #9 you
should review the pitot static
systems and be able to recite
the common errors associated
with the blocking and or
freezing of both the pitot tube
and or static port.

1 - Primary Flight Controls and trim (Seminole 7-12)

Both the ailerons used roll and horizontal stabilator used for pitch, and rudder used for yaw are all controlled
via a cabled wire and pulley system. The pitch and roll trim are also controlled by a wound cable wire system.

2 - Flaps, leading edge devices, and spoilers

The flaps are spring loaded and manually actuated via a hand held lever mounted to the floor between the pilot
seats. There are 3 flaps settings of 10, 25, and 40. (and fully retracted) There are no LE devices or spoilers.

3 - Water Rudders (ASES)

Not applicable. Only applicable to all sea planes or amphibian aircraft.

4 - Powerplant and propeller *

"LHAND" acronym. Two Lycoming engines (O-360 & LO-360) 180hp each, Horizontally opposed, Normal
Aspirated (carburetion) and Direct Driven. Each has a two-blade Hartzell Propeller. The engine and propeller
are a constant speed variable pitch type where engine power is regulated via manifold pressure and propeller
RPM is regulated via a propeller governor, nitrogen hub /spring assembly and an unfeathering acculmulator.

5 - Landing gear *
The landing gear is hydraulically actuated, fully retractable, tricycle type. Hydraulic pressure is supplied via an
electrically powered reversible hydraulic pump. When retracted the pump stores pressure. In cases of failure
the emergency gear lever releases the pressure to allow the gear to drop.

6 - Fuel, oil, and hydraulics *

Fuel used is aviation 100 low lead. It is stored in two 55-gallon tanks, each behind the engine nacelle. Fuel is
fed to each engine via electric pumps and each engine has an auxiliary pump used during takeoff and landing
for safety. Cross feed levers pull the fuel from the opposite tank. Oil used is ashless dispersant. (6 or 8 qts)

7 - Electrical *
Contains two 70 amp hour alternators for a single 35 amp hour 12 volt battery located in the nose. Two solid
state voltage regulators share the load while keeping bus voltage at 14 volts. See BATMAN acronym.

8 - Avionics
Main avionics are analog type pitot static instruments supplemented by Garmin 430 GPS units. The Seminole
has dual vacuum pumps for the Attitude Indicator. The HSI is electrically driven as is the Turn Coordinator.

9 - Pitot-static, vacuum / pressure and associate flight instruments *

If the pitot freezes the airspeed drops to zero, if the drain hole is also blocked it acts like an altimeter due to
trapped pressure. If the Static port freezes airspeed becomes inaccurate, the Altimeter will freeze in place, and
the VSI will freeze at a zero indication. The Seminole is equipped with an alternate static source.
10 - Environmental -- Janitrol combustion heater in the aircraft nose uses .5 gallon /hr from the left fuel tank.
11 - Deicing and anti-icing -- No anti ice / de-ice system, only pitot heat and also cabin / defrost heat.

TASK H : PRINCIPLES OF FLIGHT - ENGINE INOPERATIVE

REFS : FAA-H-8083-3, AC 61-23/FAA-H-8083-25; POH/AFM.

The objective of this task is to determine that you can exhibit knowledge of the elements
related to the elements of engine inoperative flight.
1 - Meaning of the term "Critical Engine". (Review "PAST" and "SMACFUM" acronyms)
FAR 1.1 The engine whose failure would most adversely affect performance and handling qualities.

2 - Effects of Density altitude on the Vmc demonstration. (what happens if high or low?)
8083-3A p.12- Vmc will decrease as D.A. increases thus directional control can be maintained at a lower
airspeed. As power decreases with altitude, the thrust moment of the operating engine lessens, thereby
reducing the need for the rudder and it's countering yaw. So, ...at Sea Level the Vmc is the highest.
The higher the density altitude, the lower the Vmc. Thus on a very hot day.... you're actually in luck!

3 - Effects of airplane weight and center of gravity on control (aft CG vs. forward GC)
8083-3A p.12-28 Vmc is greatest when the CG is at the most aft position. An aft CG shortens the arm to the
center of the rudder's horizontal lift, which means a higher airspeed would be required to counteract the
engine-out yaw. So the aft CG has the highest Vmc and a forward CG would decrease Vmc.

4 - Effects of angle of bank on Vmc. 8083-3A p.12-29

During engine-out flight, keeping the ball centered and the wings level will actually cause a side-slip situation
because of the one failed engine and the resulting drag and loss of lift. A sideslip would make stall
characteristics worse, would decrease climb and acceleration capability, and would increase Vmc. Turning up to
5 degrees towards the good (operating) engine will prevent the airplane from being in a sideslip condition, will
improve climb capabilities, improve stall capabilities, improve performance and will decrease Vmc.

5 - Relationship of Vmc to stall speed. 8083-3A p.12-30

Stall speed REMAINS THE SAME with the changes of altitude but Vmc DECREASES with an increase in
altitude. So at a higher altitude Vmc decreases and can be LOWER than Vs(stall speed) (AFH Figure 12-21)
and adversely, as we descend, Vmc increases and can be higher than Vs at a lower altitude.

6 - Reasons for loss of directional control.

The faster the airspeed the more force the rudder can produce to resist the yawing tendency caused by
asymmetrical thrust. Once an aircraft nears both stall speed and or Vmc directional control is lost due to
ineffectiveness of the rudder.

7 - Indications of loss of directional control.

Indications of directional control loss are full rudder deflection into operating engine and inability to maintain
heading at a level attitude without having to pitch down for creating increased airspeed.

8 - Importance of maintaining proper pitch / bank attitude, and flight control coordination.
Loss of directional control is caused by asymmetrical thrust. Therefore the pilot must do something to
counteract this. A power reduction (of the good engine) will help to immediately restore directional control but
it also immediately decreases performance, reduce airspeed, etc. Therefore to maintain symmetrical control
with only one engine the pilot must apply rudder into the good engine as well bank towards the good engine.

9 - Loss of directional control recovery procedure.

On a multiengine airplane with an inoperative engine a centered ball is no longer an indication for zero sideslip
due to the result of asymmetrical thrust. Even with the ball centered, on a multiengine airplane producing
asymmetrical thrust, we are still flying in a side-slip due to the lateral force created by the rudder. The only
equipment that can indicate slip in an asymmetrical thrust condition is a yaw string attached to the windshield.
To achieve zero side-slip with one engine inoperative we should use both rudder and ailerons. Place 1/2-1/3 of
the ball out of its cage towards the operative engine and use about 2 of bank towards the operative engine
("raise the dead" engine). The opposing forces of horizontal component of lift and rudder side force will
eliminate the sideslip. A Zero side-slip condition will give us best performance and directional control.

10 - Engine failure during takeoff, including planning, decisions, and single engine operations.
The best action is a proper pre-take off briefing to review engine out emergency procedures. In a multi engine
aircraft an engine failure on take off would only be one engine of the two 99.9% of the time. In this situation
the immediate action is to identify the affected engine, feather the propeller, then shut it down, secure it, and
return to land. Only if you are above 3,000 AGL should you attempt to trouble-shoot and restart the engine.

TASK K: AEROMEDICAL FACTORS

REFS : AC 61-23/FAA-H-8083-25; AIM.

The objective of this task is to determine that you can exhibit knowledge of the elements
related to aero-medical factors by explaining the following.;
1 - The symptoms, causes, effects, and corrective actions of at least four of the following;
A - Hypoxia (AIM 8-1-2 (a) 8083-25A p.16-2)
Hypoxia is a state of oxygen deficiency in the body sufficient to impair functions of the brain and other organs.
Hypoxia from exposure to increased altitudes is due only to the reduction of barometric pressure with increase
of altitude. Carbon monoxide from smoking or inhalation of fumes, as well alcohol and other drugs such as
antihistamines, tranquilizers, sedatives, and analgesics can render the brain much more susceptible to onset.
B - Middle ear and sinus problems (AIM 8-1-2 (b)(c), 8083-25A p.16-4)
As an aircraft ascends the cabin pressure decreases. Expanding air in the middle ear pushes the Eustachian
tube open and by escaping down into the nasal passages it equalizes pressure with the cabin pressure. This
is done by yawning or the Valsalva maneuver. If a pilot has a cold or sinus infection the nasal passages and
ear can become blocked and therefore not allow pressure equalization. This can be extremely painful to the
inner ear and teeth, can cause ruptured ear drums, and can cause hearing loss for several hours or days.
C - Hyperventilation (AIM 8-1-3, 8083-25A p.16-3)
Hyperventilation is an abnormal increase in the volume of air breathed in and out of the lungs. It can occur
subconsciously when a stressful or frightening situation is encountered. When breathing rapidly the body
"blows off" excess carbon dioxide resulting in excess oxygen in the blood which causes light-headedness,
suffocation, drowsiness, and tingling in the extremities. This can be resolved by breathing into a paper bag.
D - Spatial Disorientation (AIM 8-1-5, 8083-25A p.16-5)
This is the inability to correctly interpret aircraft attitude, altitude or airspeed, in relation to the Earth or point of
reference. Spatial disorientation is a condition in which an pilot's perception of direction (proprioception) does
not agree with reality. While it can be brought on by disturbances or disease within the vestibular system, it is
more typically a temporary condition resulting from flight into IMC weather conditions with low or no visibility.
Under these conditions the pilot may be deprived of an external visual horizon, which is critical to maintaining a
correct sense of up and down while flying. To resolve you must focus, concentrate, and trust instruments.
E - Motion Sickness (8083-25A p.16-11)
Motion sickness or kinetosis, also known as travel sickness, is a condition in which a disagreement exists
between visually perceived movement and the vestibular system's sense of movement. Depending on the
cause it can also be referred to as seasickness, car sickness, simulation sickness or airsickness. Dizziness,
fatigue, and nausea are the most common symptoms of motion sickness. Sopite syndrome in which a person
feels fatigue or tiredness is also associated with motion sickness. Unlike ordinary sickness, vomiting in motion
sickness tends not to relieve the nausea. Medications such as Dramamine can help lessen symptoms.
F - Carbon Monoxide Poisoning (AIM 8-1-4, 8083-25A p.16-11)
Carbon monoxide poisoning occurs after excess inhalation of carbon monoxide (CO). Carbon monoxide is a
toxic gas, but, being colorless, odorless, tasteless, and initially non-irritating, it is very difficult for people to
detect. Carbon monoxide is a product of incomplete combustion of organic matter due to insufficient oxygen
supply to enable complete oxidation to become carbon dioxide (CO2).
G - Stress and Fatigue (AIM 8-1-1, 8083-25A p.16-11 & 12)
Stress is generally caused by over stimulation of emotions or over use of the brain. Fatigue is the over use of
energy and muscular strength. Both conditions are also commonly induced by lack of good rest and sleep.
H - Dehydration (8083-25A p.16-12)
In physiology and medicine, dehydration is defined as the excessive loss of body fluid. It is literally the removal
of water from an object; however, in physiological terms, it entails a deficiency of fluid within an organism.
Dehydration of skin and mucous membranes can be called medical dryness. Drink water to hydrate!
2 - The effects of drugs, alcohol and over the counter medications. (8083-25A p.16-13,14,15)
All of these can effect pilot performance and awareness. In short...do not take any of these before flight!

3 - The effects of excess nitrogen during scuba dives upon a pilot or passenger in flight.
(AIM 8-1-2 (d), 8083-25A p.16-16) Excess nitrogen exists in the body after diving so pilots must allow for
appropriate rest time before flight. If not, the nitrogen can outgas causing painful or even fatal conditions.
The appropriate rest time is 12 hours for flight up to 8,000 MSL (for non "stop" decompression dives), and rest
of 24 hours for flights above 8,000 MSL and for any diving which required "stop" decompression points.

IX : HIGH ALTITUDE OPERATIONS

REFS : 14 CFR part 91; FAA-H-8083-3, AC 61-107; AIM, POH/AFM.

Task A : Supplemental Oxygen

Objective is to determine that the applicant exhibits knowledge of the elements related to
supplemental oxygen by explaining the following:
1 - Supplemental Oxygen Requirements for Flight Crew and Passengers when operating non
pressurized aircraft . (FAR 91.211 (a))
Cabin pressure altitudes of 12,500' up to and including 14,000' MSL requires minimum flight
crew provisional oxygen for that portion of flight lasting greater than 30 minutes.
Cabin pressure altitudes above 14,000' requires minimum flight crew oxygen for entire flight.
Cabin pressure altitudes above 15,000' requires oxygen for all crew, passengers, and animals.
2 - Identification and differences between aviators oxygen and other types (8083-25A p.6-34,35)
There are four kinds of oxygen that are merchandised or sold; Aviation, Medical, Welding and Research.
There is an ongoing controversy if there is any difference between the different types. Oxygen gas is produced
from the boiling off of liquid oxygen. It would appear that the oxygen is therefore the same. Where we obtain
oxygen, all the different types of oxygen are all supplied from the same manifold extraction system. Medical
oxygen has more moisture in it but this is only partly true. The oxygen going to a hospital bed is plain oxygen
that comes from liquid oxygen. At the bed location there is a unit on the wall that adds moisture. At this point it
becomes "medical oxygen". If the oxygen is in a pressure vessel or in a manifold system (like inside a hospital)
then it is regular oxygen. The cost of medical or welding oxygen is normally much less than oxygen you get at
an airport. The FAA however requires you buy "Aviators Oxygen" which is supposed to have a very low
moisture content to prevent possible freezing of lines or valves at high altitude. (welding ox has 0% H2O)

3 - Characteristics of Continuous Flow, Diluter Demand, and Pressure Demand Oxy Systems.
(8083-25A p.6-35) In a continuous-flow system, oxygen is provided to the user continuously. It does not matter
if the user is exhaling or inhaling as oxygen is flowing from the time the system is activated. Below the oxygen
mask is a rebreather bag that collects oxygen during exhalation and as a result allows a higher flow rate during
the inhalation cycle. Diluter-demand and pressure-demand masks supply oxygen only when the user inhales.
They each require a good seal between the mask and the users face. In a diluter-demand system, as the
altitude increases (ambient pressure, and therefore the partial pressure of ambient oxygen, decreases), the
oxygen flow increases such that the partial pressure of oxygen is roughly constant. Diluter-demand oxygen
systems can be used up to 40,000 feet. In a pressure-demand system, oxygen in the mask is above ambient
pressure, permitting breathing above 40,000 feet. Because the pressure inside the mask is greater than the
pressure around the users torso, inhalation is easy, but exhalation requires more effort.

Task B : Pressurization
Objective is to determine that the applicant:(1) Exhibits knowledge of the elements related
to pressurization by explaining A, B, C below and (2); Operates the pressurization system
properly and reacts appropriately to simulated pressurization malfunctions. (if so equipped)
A - Fundamental concept of cabin pressurization. (8083-25A p.6-32)
Pressurized aircraft contain sealed "low leak" cabins which can sustain pressure. Bleed air (for jets) or superchargers (turbines) or turbo-chargers (piston aircraft) all pump heated fresh air into the fuselage. Air is vented
back outside the cabin through a pressure regulated outflow value to therefore allow more fresh air in.
B - Supplemental oxygen requirements for aircraft with pressurized cabins. (FAR 91.211(b))
Above FL250 all passengers and crew must be supplied with at minimum a 10-minute supply of ox. for cases
of emergency depressurization. Above FL350 one pilot at the controls must wear / use a sealed ox mask at all
times which supplies continuous flow or will do so when cabin pressure altitude exceeds 14,000 ft. This is not
however required under FL410 if the masks are of quick donning type within one arms reach and can be
placed on the head / face with one hand within 5 seconds. When at or above FL350 if only one pilot is on
station at the controls (say pilot 2 takes a break) then they must wear the mask until the other pilot returns.
C - Physiological hazards with high altitude flight and decompression. (8083-25A p.6-33, 34)
Explosive Decompression can cause lung damage as it sucks out pressure much faster than the lung can
normally exhaust. It also creates fog due to the rapid drop of pressure and humidity. Nitrogen can also boil out
of tissues causing the bends. Rapid Decompression also quickly reduces pressure on the body and therefore
reduces useful consciousness. All types including Slow Decompression will cause hypoxia. (quickly or slowly)

In-Flight Practical Test - Procedures & Maneuvers

The final sections of the PTS are those tasks which will be completed during the in-flight practical
exam. Each section should all be completed in the same aircraft which you will use for the practical
exam. At minimum you should spend at least 5 to 10 hours practicing these procedures and if you
have access to a flight simulator you should spend an equal amount of time revisiting and perfecting
these procedures at home. For more details on each section, consult your actual PTS publication.
Please note that this commercial multi-engine handout has purposefully excluded the Single Engine
Land, Single Engine Sea, and Multi-Engine Sea portions of the actual FAA Commercial PTS guide.
Areas for your special attention and further review are marked with an asterisk.*
SECTION II - PREFLIGHT PROCEDURES
TASK A - Preflight Inspection
TASK B - Cockpit Management
TASK C - Engine Starting
TASK D - Taxiing
TASK F - Before Takeoff Checklist

SECTION III - AIRPORT OPERATIONS

TASK A - Radio Communications and ATC Light Signals
TASK B - Traffic Patterns
TASK C - Airport Runway and Taxiway Signs, Markings, and Lighting

SECTION IV - TAKEOFFS, LANDINGS, GO-AROUNDS

TASK A - Normal and Crosswind Takeoff and Climb
TASK B - Normal and Crosswind Approach and Landing
TASK C - Short Field Takeoff and Maximum Performance Climb
TASK D - Short Field Approach and Landing
TASK I - Go-Around / Rejected Landing

SECTION V - PERFORMANCE MANEUVERS

TASK A - Steep Turns *

SECTION VI - NAVIGATION
TASK A - Pilotage and Dead Reckoning
TASK B - Navigation Systems and Radar Service
TASK C - Diversion *
TASK D - Lost Procedures *

SECTION VII - SLOW FLIGHT AND STALLS

TASK A - Maneuvering During Slow Flight
TASK B - Power Off Stalls
TASK C - Power On Stalls
TASK D - Spin Awareness *

SECTION VIII - EMERGENCY OPERATIONS

TASK A - Emergency Descent
TASK B - Engine Failure During Takeoff Before Vmc (simulated)
TASK C - Engine Failure After Liftoff (simulated)
TASK D - Approach and Landing With Inoperative Engine (simulated)
TASK E - Systems and Equipment Malfunctions
TASK F - Emergency Equipment and Survival Gear

SECTION X - MULTI-ENGINE OPERATIONS (*review 8083-25A p.6-11 Super Chargers / Turbo Chargers)
TASK A - Maneuvering with one engine inoperative *
TASK B - Vmc Demonstration *
TASK C - Engine Failure During Flight (by ref. to instruments) *
TASK D - Instrument Approach, One Engine Inoperative *

SECTION XI - POST FLIGHT PROCEDURES

TASK A - After Landing Parking, and Securing