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

Welcome to the conclusion of Multi-Engine Mastery Week. Over the last few days, we’ve broken down everything from V-Speeds to the nuances of the PA-30 Twin Comanche. Today, we are focusing on the finish line: the Commercial Multi-Engine Add-On Checkride.

For many career-track aviators, this checkride is the final hurdle before entering the world of professional multi-engine operations. While you’ve already proven you can fly a single-engine aircraft to commercial standards, the multi-engine rating introduces a higher level of complexity, faster speeds, and the critical requirement of managing asymmetrical thrust.

Even the most skilled pilots fall into common traps during this evaluation. Here are the seven mistakes pilots frequently make on their multi-engine add-on checkride and, more importantly, how you can avoid them.

1. Hesitating on V-Speeds

The oral portion and the flight portion of your checkride will both heavily emphasize V-speeds. In a multi-engine aircraft, these aren't just numbers to memorize for a written test; they are the literal boundaries between controlled flight and a loss of control.

The Mistake: Taking more than a second to recall critical speeds like $V_{MC}$ (Minimum Controllable Airspeed) or $V_{YSE}$ (Best Rate of Climb Single-Engine). If you have to "hunt" for these numbers in your head, the Designated Pilot Examiner (DPE) immediately loses confidence in your preparation.

The Fix: You must have these speeds "on the tip of your tongue."

• $V_{MC}$ (Red Line): Know exactly where it is and what it represents.

• $V_{YSE}$ (Blue Line): This is your lifeline during an engine failure.

• $V_{SSE}$ (Safe Single-Engine Speed): The minimum speed for intentional engine cuts during training.

Practice instant recall. If a DPE asks for your blue line speed while you are task-saturated in the cockpit, you should be able to shout it out without looking at the airspeed indicator. Check out our deep dive on Multi-Engine V-Speeds to solidify this knowledge.

2. Rushing the "Identify, Verify, Feather" Process

When an engine fails, the instinct is to act fast. However, in a multi-engine airplane, acting too fast without a disciplined flow is a recipe for feathering the wrong engine: a mistake that results in an immediate failure of the checkride and a potentially catastrophic real-world scenario.

The Mistake: Moving levers before confirming which engine has actually lost power. Pilots often "slap" at the controls in a panic, failing to follow a methodical process.

The Fix: Adopt the "Dead Foot, Dead Engine" mantra, but execute it with professional deliberation.

1. Identify: "Left foot is dead, left engine is dead." (The leg not pushing the rudder is the side with the failed engine).

2. Verify: Retard the throttle of the suspected dead engine. Verbalize: "I am verifying the left engine by retarding the throttle. There is no change in performance."

3. Feather: Only after verification do you move the propeller control to the feather position.

By verbalizing every step, you show the DPE that you are in control of the aircraft and your own adrenaline. This is a core component of Multi-Engine Propeller Systems management.

3. Developing "Head-Down" Syndrome

Modern trainers are often equipped with advanced avionics like the G1000. While these tools are powerful, they can become a distraction during high-workload maneuvers.

The Mistake: Getting "sucked into the glass." Pilots often spend too much time staring at the primary flight display (PFD) or the multi-function display (MFD) while trying to troubleshoot an engine issue or set up an approach. This leads to altitude deviations and a loss of situational awareness.

The Fix: Prioritize the "Aviate, Navigate, Communicate" hierarchy.

• Aviate: Keep your eyes outside for at least 70% of the time during maneuvers. Use your peripheral vision to maintain the horizon and only glance at your instruments to verify your performance.

• Verbalize: Tell the DPE what you are looking at. "I'm checking my heading, now looking back outside for traffic."

Maintaining an outside scan proves you can handle the aircraft’s forces acting on it without relying solely on digital aids.

4. Neglecting Clearing Turns

This is perhaps the "simplest" mistake that leads to a failed checkride. It’s a basic private pilot skill that commercial candidates often overlook because they are focused on more complex multi-engine tasks.

The Mistake: Diving straight into a $V_{MC}$ demonstration or steep turns without clearing the area. The DPE is not there to look for traffic for you; they are there to evaluate if you are a safe PIC.

The Fix: Make clearing turns a non-negotiable part of your pre-maneuver flow.

• Perform two 90-degree turns or one 180-degree turn before every maneuver.

• Be vocal: "Clearing the area to the left... clearing the area to the right... area is clear."

If the DPE has to point out traffic that you should have seen, or if you begin a maneuver in a congested area, you have failed the "safety" portion of the exam.

5. Failing to Execute a Go-Around on Short Field Landings

The ACS (Airman Certification Standards) for the multi-engine add-on includes strict tolerances for short-field landings. You are usually required to touch down within 200 feet of a specified point.

The Mistake: Accepting a bad approach. Many pilots realize they are going to land short or long but try to "save it" by dragging the plane in with power or forcing it down. This often leads to a hard landing or an overshoot.

The Fix: Recognize the "No-Go" early.

• If you are not stabilized by 200 feet AGL, or if it's clear you will miss your touchdown point, execute a go-around immediately.

• A go-around is a demonstration of superior pilot judgment. A DPE will almost never fail a pilot for a well-executed go-around due to an unstable approach. They will fail you for missing your mark or creating a safety hazard.

Remember to account for ground effect when transitioning from a single-engine plane to a heavier twin; the flare characteristics will differ significantly.

6. Disorganized Paperwork and Endorsements

The checkride starts the moment you meet the DPE on the ground. Professionalism is evaluated from the first handshake.

The Mistake: Showing up with a messy logbook, missing endorsements, or an incomplete IACRA application. If the DPE has to spend an hour fixing your paperwork, they are already in a "scrutinizing" mindset before you even get to the aircraft.

The Fix: Conduct a "Paperwork Pre-Flight" three days before your checkride.

• Ensure all flight time requirements are met and clearly tabulated.

• Verify that your instructor has signed all necessary endorsements in your logbook.

• Check that your medical certificate and government ID are current and matching.

• Double-check the Weight and Balance for the specific aircraft you’ll be using.

A professional, tabbed logbook shows the DPE that you treat your flying like a career, not a hobby.

7. Forgetting the "Small" Systems Tasks

In a single-engine aircraft, there are fewer "moving parts" to manage. In a twin, the workload increases, and it’s easy to let small items slip through the cracks.

The Mistake: Forgetting to retract the landing gear after a maneuver, leaving the fuel pump on indefinitely, or failing to adjust cowl flaps. These are often called "cleanup" items, and missing them shows a lack of systems mastery.

The Fix: Use checklists religiously, but supplement them with flows.

• The "GUMP" Check: Gas, Undercarriage, Mixture, Propeller. Use this before every landing and after every major maneuver change.

• The "After-Takeoff" Flow: Once you have a positive rate and no usable runway remaining: Gear up, flaps up, pumps off, check pressures.

Mastering the Turbo-Charger Systems (if applicable) and other complex components of your trainer will prevent these small oversights from snowballing into major errors.

Conclusion: Preparation Eliminates Panic

The multi-engine add-on checkride is a test of your ability to manage a complex machine while one of its primary systems (an engine) is failing. The common thread among all seven mistakes is a lack of structured discipline.

By memorizing your V-Speeds cold, mastering the "Identify, Verify, Feather" flow, and maintaining a professional cockpit environment, you move from being a "student" to being a "multi-engine pilot."

If you’re ready to take the next step in your career, ensure you’ve reviewed all the technical requirements and maneuvers. Success on the checkride isn't about luck; it's about the hours of deliberate practice you put in before you ever meet the examiner.

Ready to master the twin? Explore our full Multi-Engine Training Series and get the competitive edge you need for your checkride.