7 Mistakes You’re Making on Your Commercial Multi-Engine Checkride (And How to Fix Them)

Welcome to the final installment of Multi-Engine Mastery Week here at Ace Pilot Academy. Over the last few days, we have broken down V-Speeds, explored the nuances of the Twin Comanche, and discussed whether accelerated training fits your career goals. Today, we focus on the finish line: the Commercial Multi-Engine Add-On checkride.

The commercial multi-engine checkride is often described as a "license to learn," but for the career-track pilot, it is a high-stakes demonstration of professional-grade proficiency. The DPE (Designated Pilot Examiner) isn't just looking for you to fly the plane; they are looking for a pilot who can manage a complex machine when things go wrong.

Even the most prepared candidates stumble on specific, preventable errors. Here are the seven most common mistakes made during the multi-engine checkride and the precise steps you need to take to fix them.

1. Speed Management: The Airspeed Bleed During Engine-Outs

The most critical moment of your checkride occurs when the DPE simulates an engine failure. The most common mistake is allowing airspeed to bleed off to unsafe levels while trying to maintain altitude. In a light twin, altitude is a luxury; airspeed is life.

When an engine fails, many applicants instinctively pull back on the yoke to stop a descent. This leads to a rapid decay in airspeed, moving the aircraft toward Vmc (Minimum Controllable Airspeed). If you drop below Vyse (Best Single-Engine Rate of Climb), your climb performance: which was already marginal: disappears entirely.

The Fix:

• Pitch for Blue Line: Immediately lower the nose to maintain Vyse.

• Prioritize Speed over Altitude: If the aircraft cannot maintain altitude at Vyse, accept a controlled descent. Never sacrifice airspeed for altitude in a single-engine scenario.

• Add Power Early: If you are on an instrument approach and need to arrest a descent, remember to add power before or as you raise the nose.

2. Misidentifying the Inoperative Engine

Under the pressure of a checkride, the "startle factor" is real. Applicants frequently misidentify which engine has failed, often leading to the disastrous error of attempting to feather the operating engine.

Relying solely on engine instruments (like the tachometer or manifold pressure gauge) is a common trap. In some failure modes, engine instruments can be misleading or slow to react.

The Fix:

• Dead Foot, Dead Engine: Use your feet. If you are pushing hard on the right rudder to keep the nose straight, your left foot is "dead." Therefore, the left engine is the one that has failed.

• Identify and Verify: Always speak your process aloud. "My left foot is dead, identifying the left engine as inoperative."

• The Verification Step: Before moving any lever to the detent, verify by retarded the throttle of the suspected dead engine. If there is no change in the aircraft's yaw or sound, you have the right one.

3. Poor Mastery of "Bold Face" Items

The FAA Airman Certification Standards (ACS) require commercial pilots to demonstrate mastery of emergency procedures. A common mistake is needing to refer to a checklist for immediate-action items that should be committed to memory. While the checklist is your best friend, there isn't time to read it while the aircraft is rolling toward a critical engine failure.

The Fix:

• Memory Items First: You must know your "Bold Face" items: typically Pitch, Power, Flaps, Gear, Identify, Verify, Feather: cold.

• Flow Patterns: Develop a cockpit flow that matches your checklist. Perform the flow, then use the physical checklist to verify that nothing was missed.

• Consistent Practice: Chair-fly your emergency flows until they are rhythmic. You should be able to perform them without looking at the levers.

4. Failure to Perform Clearing Turns

It sounds elementary, but "failure to clear the area" is a frequent reason for a Pink Slip. During the heat of the checkride, applicants often dive straight into steep turns or Vmc demonstrations without ensuring the airspace is clear of other traffic.

The Fix:

• Standardized Procedures: Make clearing turns a non-negotiable part of your pre-maneuver flow.

• Be Expressive: Don't just glance left and right. Physically move your head, look above and below the wing (especially in high-wing or low-wing transitions), and announce "Area is clear left, clear right, and clear above."

• Use Your Tech: If you have ADS-B In, use it, but remember that it does not replace your eyes.

5. Forcing a Bad Short-Field Landing

The commercial multi-engine checkride requires precision landings. A common mistake is trying to "save" a short-field landing that is clearly off-parameters. Whether you are too fast, too high, or not aligned, forcing the airplane onto the numbers often results in a bounce or an overrun simulation.

The Fix:

• Stabilized Approach: If you aren't stabilized by 200 feet AGL, something is wrong. Focus on your forces acting on an aircraft to maintain a steady glidepath.

• The Power of the Go-Around: DPEs love to see good judgment. If the approach isn't perfect, call "Go-around" and execute the procedure. This demonstrates that you value safety over ego: a key trait of a commercial pilot.

• Manage Ground Effect: Be aware of ground effect during the flare, which can cause the aircraft to float past your touchdown point if your speed is even a few knots too high.

6. Improper Engine Shutdown and Feathering Logic

In a multi-engine aircraft, the propeller system is complex. A common mistake is failing to understand the multi-engine propeller systems and why we feather. Applicants often forget that if an engine stops completely below a certain RPM (due to anti-feathering pins), they may not be able to feather the prop at all, creating massive drag.

The Fix:

• Understand the Mechanics: Know the RPM limits for your specific aircraft’s feathering locks.

• Zero Side Slip: When flying on one engine, you must maintain a zero side slip condition. This involves a small amount of bank (usually 2-5 degrees) toward the operating engine and the "ball" slightly out of center toward the operating engine. This minimizes drag and maximizes thrust.

• Drift Down Knowledge: Know your service ceiling on a single engine. If you are above it when an engine fails, you need a plan for a "drift down" to a flyable altitude.

7. Inadequate Systems Knowledge (The Oral Exam)

Many pilots fly the airplane beautifully but fail the ground portion because they lack deep systems knowledge. For a commercial rating, "it works by magic" is not an acceptable answer. You need to know the specifics of your aircraft's fuel cross-feed systems, anti-ice and de-ice systems, and landing gear extension logic.

The Fix:

• Beyond the POH: Don't just read the Pilot’s Operating Handbook; draw the systems. If you can’t draw the fuel system or the electrical bus diagram from memory, you don’t know it well enough.

• Specialized Systems: Be ready to discuss the multi-engine combustion heater, cowl flaps, or aircraft pressurization systems if your aircraft is equipped with them.

• Performance and Limitations: Be ready to calculate weight and balance and performance for various density altitudes. Understand how weight affects your maneuvering speed (Va).

Final Checklist for Success

The difference between a "Pass" and a "Retest" often comes down to the details. As you wrap up your multi-engine training series, keep these professional habits in mind:

1. Fly the Airplane First: No matter what happens, maintain aircraft control.

2. Narrate Your Flight: Tell the DPE what you are doing and why. It prevents them from wondering if you’ve noticed a deviation.

3. Stay Professional: Treat the checkride like a job interview. Your attire, your organization of documents, and your cockpit management should reflect a commercial standard.

The multi-engine rating is one of the most rewarding milestones in a pilot's career. It opens the doors to the airlines, corporate flight departments, and cargo operations. By avoiding these seven common mistakes, you aren't just passing a checkride: you are proving that you have the skills and judgment to command a multi-engine aircraft safely.

Ready to level up? Dive into our Multi-Engine Performance and Limitations course to ensure your ground knowledge is as sharp as your flying.

Good luck on your checkride. See you in the skies!