7 Mistakes You’re Making on Your Multi-Engine Add-On Checkride (and How to Fix Them)

Welcome to the final installment of Multi-Engine Mastery Week here at Ace Pilot Academy. We’ve spent the last few days breaking down everything from Multi-Engine V-Speeds to mastering the nuances of the PA-30 Twin Comanche. Today, we are putting it all together to help you cross the finish line.

The Multi-Engine Add-On checkride is often described as one of the most "fun" checkrides, but don’t let that reputation lower your guard. It is fast-paced, high-workload, and demands precision. Whether you are transitioning from a Cessna 172 or stepping up your career game, the DPE (Designated Pilot Examiner) is looking for mastery, not just "getting through it."

Here are the seven most common mistakes pilots make during their multi-engine checkride and exactly how to fix them.

1. Rushing the "Identify and Verify" Process

The moment an engine "fails" (simulated by the DPE pulling a throttle), adrenaline spikes. The most common mistake is a knee-jerk reaction. Pilots often stomp on a rudder pedal and immediately reach for a lever without confirming they have the correct one. In a twin, pulling the wrong fire extinguisher or feathering the wrong engine is a "downcheck" every single time.

How to Fix It:

Adopt a "Dead Foot, Dead Engine" mantra, but do it with a pause.

• Identify: Recognize which foot is doing no work. If your left foot is floorboarded, the left engine is likely the one with the issue.

• Verify: Retard the throttle of the suspected dead engine slightly to see if there is a change in performance.

• Action: Only after verification do you move to feathering or securing. Slow is smooth, and smooth is fast.

2. Superficial Systems Knowledge

Earlier this week, we talked about Mastering the PA-30 Twin Comanche. A common failure point in the oral portion is a lack of deep systems knowledge. It is not enough to know that the gear is electric or hydraulic; you need to know why it stays up, how it comes down in an emergency, and what specific safety switches are involved.

How to Fix It:

Go beyond the POH (Pilot’s Operating Handbook) checklists. Study the schematics of the fuel, electrical, and landing gear systems. You should be able to draw these systems on a whiteboard. If you can’t explain the flow of fuel from the tanks to the injectors, including the crossfeed system, you aren't ready for the oral.

3. Mismanaging the Vmc Demonstration

The Vmc (Minimum Controllable Airspeed) demonstration is the "climax" of the multi-engine checkride. The biggest mistake here is failing to recognize the loss of directional control or overshooting the heading. Many pilots focus so hard on the airspeed indicator that they forget to look outside and feel the airplane's limits.

How to Fix It:

• The 20-Degree Rule: As you slow down, do not allow the bank toward the operating engine to exceed 5 degrees, and do not let the heading wander more than 20 degrees.

• Recover Early: If you feel the rudder hit the stop or the nose start to yaw uncontrollably, recover immediately. Reducing power on the operating engine is the key to regaining control. Don't wait for the DPE to tell you to recover; that shows a lack of PIC (Pilot in Command) authority.

4. Forgetting the "GUMP" Check

In a complex multi-engine aircraft, the landing gear is your biggest liability. Forgetting to verify the gear is down and locked is a classic mistake, often caused by the distraction of flying a single-engine approach. If you’ve spent 200 hours in a fixed-gear Archer, your brain isn't wired to reach for that gear handle.

How to Fix It:

Use a standardized "GUMP" (Gas, Undercarriage, Mixture, Prop) check at multiple points in the pattern.

• Midfield Downwind: Gear Down.

• Turning Final: Check for "Three Green."

• Short Final: Final confirmation of gear and props. Verify the gear position every time you transition from one phase of flight to another.

5. Failing to Maintain "Zero Side Slip"

During OEI (One Engine Inoperative) flight, many pilots simply center the ball and think they are flying efficiently. However, a centered ball in a twin with an engine out actually results in a significant amount of drag. This can lead to a failure to maintain altitude or reach Vyse (Blue Line).

How to Fix It:

Establish a Zero Side Slip condition. This typically involves:

1. Bank: 2 to 5 degrees into the operative engine.

2. Ball: Displace the ball about half its width toward the operative engine. This alignment minimizes the drag created by the fuselage "crabbing" through the air, giving you the best possible climb performance: or at least the slowest rate of descent.

6. Poor Altitude and Airspeed Management on Approaches

Whether it’s the Commercial Multi-Engine Add-On or a Private Add-On, the ACS (Airmen Certification Standards) has strict tolerances. A common mistake is allowing the airspeed to bleed off during the transition from a clean configuration to landing configuration on a single-engine approach. Once you get "behind the power curve" on one engine, it is incredibly difficult to get back.

How to Fix It:

Fly the numbers. Know exactly what manifold pressure and RPM settings are required for a 500 fpm descent on one engine. If you are training at Ace Pilot Academy, our instructors will drill these "power settings by heart" until they are second nature. Aim to be stabilized at least 2 miles out from the FAF (Final Approach Fix).

7. Neglecting the ACS Standards

The DPE is not testing you based on their personal preference; they are testing you against the FAA’s Airmen Certification Standards. A common mistake is not knowing what the "passing" criteria are. For example, if you exceed the altitude tolerance by 100 feet during a maneuver and don't immediately narrate your correction, the DPE has to mark it.

How to Fix It:

Download the latest ACS and treat it like your Bible. During your prepping for the checkride, grade yourself against these standards. If the ACS says +/- 100 feet, hold yourself to +/- 50 feet.

The Ace Pilot Academy Advantage

Getting your multi-engine rating is a major career milestone. It opens the door to corporate flying, charter operations, and the airlines. But it requires more than just knowing how to fly; it requires the discipline to fly "by the book."

At Ace Pilot Academy, we specialize in accelerated flight training. We don't just teach you to pass the checkride; we teach you to be a competent multi-engine pilot. Our fleet, including the reliable PA-30, is maintained to the highest standards to ensure your training is seamless.

Ready to Ace Your Checkride?

Don't let these common mistakes hold you back. If you are ready to master the twin and add that rating to your certificate, we are here to help. Our team of experienced instructors knows exactly what DPEs are looking for and how to prepare you for success.

Contact us today to schedule your Multi-Engine Add-On course:

• Visit our Contact Page

• Explore our Multi-Engine Training Course

• Meet our expert instructors on the Team Page

Summary Checklist for Checkride Day:

• Master Systems: Can you draw the fuel system from memory?

• Slow Down: Did you "Identify and Verify" without rushing?

• Stay Square: Are you maintaining Zero Side Slip?

• Mind the Gear: Is "GUMP" part of your DNA?

• Know the ACS: Are you flying to the standards, or just flying?

The Multi-Engine Add-On is the gateway to the heavy iron. Avoid these seven mistakes, stay focused, and keep that blue line in sight. We’ll see you in the cockpit!