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

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

Moving from a single-engine aircraft to a twin isn't just about doubling the power; it’s about managing the increased complexity and the inherent risks of asymmetrical thrust. Even high-time pilots often stumble during the practical test because they treat the multi-engine rating like a "simple add-on" rather than a significant career milestone.

If you want to walk away with a temporary certificate and keep your career trajectory on track, you need to avoid these seven common pitfalls.

1. Hesitating on V-Speed Recall

In a single-engine plane, losing an engine means you become a glider. In a multi-engine plane, losing an engine means you become a test pilot. The margin for error is slim, and that margin is defined by your V-speeds.

A common mistake is having to "search" for V-speeds during the oral or, worse, during a maneuver. If the Designated Pilot Examiner (DPE) asks for your Vsse (Safe Single-Engine Intentional Speed) or your Vyse (Best Rate of Climb Single-Engine), you shouldn’t be thinking: you should be speaking.

The Fix:

Memorize your "Red Line" and "Blue Line" speeds until they are reactive.

• Vmc (Minimum Controllable Airspeed): You must know exactly what factors affect this. Check out our Multi-Engine Vmc Course to understand why this number changes in flight.

• Vyse: This is your lifeline. If you aren't at Blue Line when an engine fails, you aren't climbing.

2. Developing "Head-Down Syndrome"

When a simulated engine failure occurs, many candidates bury their heads in the cockpit. They become so focused on the checklist or the engine gauges that they forget to actually fly the airplane. This leads to altitude deviations, heading drifts, and a loss of situational awareness.

The DPE is looking for your ability to prioritize tasks. In the aviation world, this is "Aviate, Navigate, Communicate": in that strict order.

The Fix:

Keep your eyes outside. Use your peripheral vision to maintain the horizon and your instruments to verify your flight path. Verbally announce your actions. Saying "I am maintaining directional control with right rudder and banking 2 degrees into the operative engine" tells the DPE you are in control without you having to stare at the slip/skid indicator.

3. Treating Flows Like Checklists

There is a massive difference between a flow and a checklist. During an emergency: especially one close to the ground: you do not have time to read a book. Pilots who rely on the printed checklist to tell them how to identify and feather an engine often fall behind the aircraft.

The Fix:

Develop muscle memory through "chair flying." You should be able to close your eyes and touch every lever in the correct sequence.

1. Pitch for Blue Line.

2. Power (Mix, Prop, Throttle forward).

3. Clean up (Flaps and Gear up).

4. Identify (Dead foot, dead engine).

5. Verify (Retard the throttle of the suspected dead engine).

6. Feather/Secure.

Only after the aircraft is stable and the immediate "memory items" are complete should you call for the checklist to verify you didn't miss anything.

4. Misidentifying the Failed Engine

It sounds simple: "Dead foot, dead engine." If you are pushing hard with your right foot to keep the plane straight, the left engine is the one that has failed. However, under the stress of a checkride, many students panic. They feel the yaw, guess which engine it is, and then accidentally retard the throttle on the good engine.

In a real-world scenario, this is a double-engine failure. On a checkride, it is an immediate "disapproval."

The Fix:

Slow down. When you identify the failed engine, place your hand on the throttle you intend to pull and say, "Identifying left engine, verifying left engine." Look at the gauges, feel the rudder pressure, and then slowly retard the throttle. If the plane’s performance doesn't change, you’ve confirmed the correct engine is dead.

5. Shallow Knowledge of Systems

Multi-engine aircraft have systems that single-engine trainers don't: Propeller Feathering Systems, gear hydraulics, and complex fuel cross-feed systems.

A common mistake is knowing that something works without knowing how it works. If the DPE asks why the propeller doesn't feather when you shut down the engine on the taxiway (anti-feathering pins), you need to have a technical answer ready.

The Fix:

Study the POH (Pilot’s Operating Handbook) for your specific aircraft. You should be able to draw the fuel system from memory and explain the electrical bus architecture. If your aircraft is turbocharged, ensure you understand the Turbocharger Systems and how they affect your critical altitude.

6. Poor Stall Recovery Technique

Multi-engine stalls are not like single-engine stalls. The goal isn't just to recover; it’s to recover while maintaining directional control and avoiding a Vmc roll. Many candidates get "lazy" with the rudder during stall recovery or fail to recognize the forces acting on the aircraft as power is added.

The Fix:

Practice power-on and power-off stalls until you can catch the first indication of a buffet or horn. Remember, in a multi-engine plane, if you are practicing a maneuver and you lose directional control, you must reduce power on both engines immediately to stop the yaw. Review the Ground Effect and Va (Design Maneuvering Speed) standards in the ACS to ensure your recoveries meet professional standards.

7. Disorganized Paperwork and Logbooks

Believe it or not, many checkrides are "failed" or postponed before the pilot even preflights the plane. If your logbooks are a mess, if you are missing an endorsement, or if you haven't calculated the Weight and Balance correctly, you have already lost the DPE’s confidence.

The checkride is a job interview for your future career as a multi-engine pilot. Professionalism matters.

The Fix:

Organize your logbook with tabs for all required training (3 hours of prep, long cross-country, etc.). Ensure all maintenance logs for the aircraft are present and that the "AV1ATE" inspections are airworthy. Bringing a clean, organized folder to the table shows the examiner that you are a professional who respects the process.

How to Guarantee a Pass

The secret to a successful multi-engine checkride isn't being a "natural" pilot; it’s being a prepared one. The DPE isn't looking for perfection: they are looking for a pilot who is safe, follows procedures, and understands the Critical Engine concepts that keep twins in the air.

Checkride Day Checklist:

• The Night Before: Get 8 hours of sleep. Do not cram. If you don't know it by now, you won't know it at 2 AM.

• The Morning Of: Double-check the weather and NOTAMs. Verify the aircraft is ready and fueled.

• During the Oral: Answer only the question asked. Don't dig yourself into a hole by over-explaining.

• During the Flight: If you make a mistake, acknowledge it, correct it, and move on. Don't let one bad landing ruin the rest of the ride.

Final Thoughts

Earning your multi-engine rating is one of the most rewarding steps in a pilot's career. It opens the door to regional airlines, corporate flight departments, and high-performance cross-country flying. By avoiding these seven common mistakes, you aren't just passing a test: you are becoming a safer, more competent aviator.

If you are ready to take the next step in your training, explore our Aviation Training Categories to find the specific modules you need to sharpen your skills.

Blue skies and tailwinds( go get that rating!)