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If I got hired by a 135 operator immediately after my checkride, yes. As for the second part, if it’s private carriage or one of the exempt operations per 119.1, then it falls under part 91, otherwise it would generally fall under 135

91 and 135

You have all applicable endorsements (or type rating if applicable) for the aircraft you are acting as PIC of (complex/HP/high altitude/TW), meet currency and flight review requirements, hold atleast a second class medical.

Inop equipment should be placarded and disabled per 91.213 (assuming its not required per 91.205/TCDS/STC/POH/KOEL/MEL. And 100 hour inspections are required if the aircraft is used for hire. You may only exceed the 100hr by 10h to fly it to a mechanic to perform the inspection

61.133

I can act as PIC of an airplane for hire/compensation. On this same note, and for the second part of the question, I can work for a commercial operator or exempt operations per 119.1, but I cannot engage in common carriage/hold out, or act as a commercial operator without an applicable operating...

Hi all, I'm taking my commercial checkride next week in a Cherokee. I feel pretty good for the oral, but I'm wondering if you all have any tough/stumper questions I can get prepared for? Thanks

No, but going off the assumption that it’s a solid overcast layer throughout the area and there’s no holes then I’d do what I said in the previous answer

I really like the scenario you posted, here’s what I’d do - first of all I’m an idiot for getting into that situation with poor planning, but let’s say the weather abruptly changed to that overcast layer at 3000, I’d tell ATC that I am diverting, still have 45 mins of fuel on board assuming...

I saw the thousand footers and the next set of touchdown zone markings beyond them = 1500 feet of visibility plus my distance from the runway at the DA means I had the visibility.

1. I cannot fly in icing conditions as the C172 is not certified for FIKI 2. Known icing conditions are conditions where icing may be expected to be observed or reported 3. No deicing equipment, but I do have antiicing equipment in the form of pitot heat 4. Get out of the icing conditions -...

How do I know if I have the required flight visibility? Only way to determine flight visibility is from the cockpit, so it would be my PIC determination to determine the visibility Also for the list of reports: MARVELOUSVFRC500 - Missed approach, airspeed +/- 10kts or 5% of filed, reaching a...

On the first one - threshold/markings/lights, runway/markings/lights, touchdown zone/markings/lights. To answer the second part, if I see the approach lights, but not the red terminating bars I can descend below MDA/DA to 100ft above my TDZE, if I see the approach lights and red terminating bars...

1. I can descent below the DA/MDA assuming 1. runway environment is insight, 2. I'm in a continuous and safe position to land using normal flight maneuvers, and 3. I have to have the required visibility for the approach. 2. Fly the procedure turn/course reversal unless - 1. cleared straight in...

Hey, I took my checkride with Steven Douglas (also Aviator Air student) earlier this year, if you want more details shoot me a PM.

Hi all, I'm taking my instrument checkride in two weeks. I feel very prepared for my checkride, flying portion I feel good on, and I feel good on the oral for the most part as well. I was wondering if you all could do sort of a "stump the chump" or anything that could possibly come up on my IR...

Hi all, I'm getting checked out in a Cherokee 180, everything I've flown to this point in my life has been fuel injected, and I've got a question about starting with a carb. For a cold start, the process seems pretty simple, prime 3 times, mixture full rich, slightly crack the throttle and...