Forgive me if this is briefer than usual, feel free to ask questions. Started at the FBO at 6:30, reviewed the usual aircraft documents, pilot records, etc... Oral exam focused on 2 areas: 1) Weather, discussed differences in air masses and how that can result in wind shear. One indication of this is virga, which there were at altitude this morning. We reinforced what Va is and why its important in unstable atmospheres. Also spent some time on general weather like the current high pressure system over New England 2) Commercial operations and what constitutes flying for compensation, with general review of what the differences between Part 91 commercial vs Part 121/Part 135 Reviewed the basics of airspace including SUA types and where to find info about them using the planned XC as a talking point. Went through the weather products that I used in planning and discussed things that may happen during the trip. Discussed aircraft systems, he seemed satisfied when I was able to describe in detail not only what the squat switch did but how its installed on the Comanche. Then we headed out to the plane. Preflight was uneventful, discussed the airplane since there aren't that many Comanches around. Engine start and taxied out. Started with the softfield takeoff, little pitchy but otherwise good Did the XC portion by pilotage only to the 1st checkpoint before encountering "clouds" and needing to divert to KBED using pilotage. Provided approx heading and ETE. Next setup for Lazy 8s/Chandelles, did some maneuvering since we were getting close to the restricted area and not talking to anyone. Even though we'd already done clearing turns we'd moved a distance and recleared the area. This was pointed out as a good thing. Steep turns were all over the place but within spec Setup for stalls and performed them to the buffet/stall light which happen at roughly the same time in my Comanche because of the tip tanks Follow that with a simulated engine fire/failure at the same time, performed an emergency descent followed by steep spiral while working the engine failure checklist once he cleared the engine fire Then off to 8s on Pylons, which I got called on in the debrief for using too much bank instead of altitude and doing more like turns around a point. I was in too close but completed the maneuver as required Went back to KASH, PAPI lights were stuck in night mode so no help there. The wind was picking up winds were 290@7G13 so lots of headwind coming in. Did a normal landing followed by short field takeoff, softfield landing, normal takeoff. At this point tower gave me the option to jump in front of an R22 on 3 mi final, which I took and shouldn't have. At about 1mi final I commented to my DPE that we may go around since airspeed was a bit high for a short field landing. If we got over the runway and it wasn't under control I was going to go around. We didn't get that far he called the go-around and we came back around for the short field which was spot on this time, followed by a normal takeoff and the power off 180. The moral here is manage airspeed carefully on approach and fly it by the numbers. It'll work out just fine. Feedback was about using too much pitch to extend the glide once I was over the runway instead of power. Point taken but not unsafe. Taxied back to the hangar, and shut down. This is my 3rd ride (PP, IA, now CP) so when I was asked how I thought it went I had some smart a$$ comment like "well the spec for the ride is that if I fail you have to tell me right away so ... I passed but we have a few things to talk about" All in all it was about a 20 min debrief and worth its weight in gold.