Everything you need to know about earning your multi-engine class rating — from requirements and costs to Vmc concepts, the checkride, and launching your airline career. No written test required.
By Renzo, CPL · Updated March 2026 · 15 min read
A multi-engine rating is an additional class rating added to your existing pilot certificate — it is not a separate certificate. Officially known as the “Airplane Multi-Engine Land” (AMEL) class rating, it authorizes you to act as pilot in command of aircraft with more than one engine.
Unlike earning your private pilot certificate or instrument rating, the multi-engine add-on does not require a separate FAA knowledge (written) test. Your competence is evaluated entirely through a practical test that includes an oral examination and a flight evaluation with a Designated Pilot Examiner (DPE).
You can add the multi-engine class rating to a Private Pilot Certificate (PPL), a Commercial Pilot Certificate (CPL), or an Airline Transport Pilot Certificate (ATP). The privileges you exercise in a multi-engine aircraft are limited to the certificate level you hold. For example, a private pilot with a multi-engine rating can fly multi-engine aircraft but only for non-commercial purposes.
For career-track pilots, the multi-engine rating is a non-negotiable milestone. Every airline, every Part 121 carrier, and virtually every Part 135 charter operator requires pilots to hold a multi-engine class rating. It is the gateway to building the multi-engine pilot-in-command time that airlines demand.
The multi-engine rating requirements are refreshingly straightforward compared to other pilot certificates and ratings. Under 14 CFR 61.63 (Additional Aircraft Ratings), here is what you need:
| Requirement | Details |
|---|---|
| Existing certificate | Hold at least a Private Pilot Certificate (airplane single-engine land) |
| Minimum flight hours | None specified by the FAA. There is no regulatory minimum number of multi-engine flight hours. You must simply demonstrate proficiency to the examiner. Most applicants log 10-15 hours of dual instruction. |
| Written test | Not required. The multi-engine add-on is one of the few ratings that does not require a separate FAA knowledge test. |
| Practical test | Oral exam + flight evaluation with a DPE, per the Airplane Multi-Engine ACS/PTS |
| Medical certificate | Current medical appropriate for the certificate level (3rd class for PPL, 2nd class for CPL) |
| English proficiency | Must be able to read, speak, and understand English |
| Logbook endorsement | Training record and endorsement from your multi-engine instructor certifying you are ready for the practical test |
Key Takeaway
The lack of a minimum hour requirement and no written test make the multi-engine rating one of the most accessible ratings in aviation. The entire process is proficiency-based: when your instructor determines you can safely operate a multi-engine aircraft, you are ready for the checkride.
Multi-engine training is divided into two phases: ground instruction and flight training. Because there is no written test, ground school focuses on preparing you for the oral exam portion of the checkride and building the aeronautical knowledge you need to safely operate a multi-engine aircraft.
Your ground training will cover these essential areas, all of which are fair game for the oral exam:
Minimum controllable airspeed with one engine inoperative — the single most tested concept
Asymmetric thrust, yaw, roll tendencies, P-factor effects on the critical engine
Propeller systems (constant speed, feathering), fuel crossfeed, electrical, hydraulics
Identify, verify, feather — the dead foot/dead engine method and memory items
Accelerate-stop distance, accelerate-go distance, single-engine service ceiling, rate of climb
CG effects on Vmc, fuel imbalance considerations, asymmetric loading
Engine fire, propeller malfunction, gear and flap emergencies, systems failures
14 CFR 61.63 additional class rating requirements, recent experience, currency
The flight portion of your training will cover normal multi-engine operations as well as the critical single-engine scenarios. Expect to practice:
The emphasis throughout training is on engine failure scenarios. You will practice engine failures at various phases of flight — during takeoff, during cruise, during approach — until the identify-verify-feather sequence becomes second nature. Your instructor will simulate engine failures by reducing one engine to idle (never actually shutting it down during training flights for safety reasons in most programs).
If you already hold an instrument rating, your training will also include single-engine instrument approaches. This is an important skill because a real-world engine failure will very likely occur in instrument conditions at some point in a professional pilot's career.
Multi-engine aerodynamics introduces several concepts that do not exist in single-engine flying. Mastering these is essential for both the checkride and for safe multi-engine operations throughout your career.
Vmc is the minimum speed at which you can maintain directional control when the critical engine suddenly becomes inoperative and the remaining engine is at takeoff power. It is marked by the red radial line on the airspeed indicator.
Below Vmc, the rudder cannot produce enough force to counteract the yaw caused by asymmetric thrust. The aircraft will enter an uncontrollable roll toward the dead engine. This is why Vmc awareness is drilled relentlessly during training.
Factors that affect Vmc (memory aid: SMACFUM):
Vyse is the speed that produces the best rate of climb (or the least rate of descent) with one engine inoperative. It is marked by the blue radial line on the airspeed indicator — which is why pilots simply call it “blue line.”
After an engine failure, your immediate priority (once the aircraft is under control) is to accelerate to and maintain blue line speed. In many light twins, the single-engine rate of climb is marginal at best — often only 100-200 FPM at sea level, and potentially negative at high density altitudes. Every knot above or below blue line costs you precious climb performance.
The critical engine is the engine whose failure would most adversely affect the aircraft's performance and handling. On conventional twins where both propellers rotate clockwise (as seen from the cockpit), the left engine is the critical engine.
This is because P-factor (asymmetric propeller loading) causes the descending blade of each propeller to produce more thrust. On the right engine, the descending blade is farther from the aircraft centerline, creating a larger yawing moment. When the left engine fails, the right engine's longer thrust moment arm makes the yaw harder to control — hence, left engine failure is the worst case.
Aircraft with counter-rotating propellers (like the PA-44 Seminole) have no critical engine because the asymmetric thrust effects are mirrored. This is one reason the Seminole is so popular as a trainer.
Accelerate-stop distance is the total runway required to accelerate to a decision speed, experience an engine failure, and then bring the aircraft to a complete stop on the remaining runway. This is your “abort the takeoff” scenario.
Accelerate-go distance is the total distance required to accelerate to a decision speed, lose an engine, and then continue the takeoff and climb to 50 feet above the runway on the remaining engine. This is your “continue the takeoff” scenario.
Understanding these distances is critical for takeoff planning. Many light twins cannot guarantee a positive single-engine climb rate at high gross weights or high density altitudes. As the pilot, you must evaluate these distances before every takeoff and know your decision point. Use a weight and balance calculator to ensure you are within limits.
After an engine failure, the instinctive response is to step on the rudder to keep the wings level and the ball centered. However, this actually produces a sideslip that increases drag and reduces climb performance.
The zero-sideslip technique involves banking 2-3 degrees toward the operating engine and using just enough rudder to eliminate sideslip. The ball will be approximately half deflected toward the operating engine. This configuration minimizes drag and maximizes single-engine climb performance — gaining you 50+ FPM in some aircraft, which can make the difference between climbing and descending.
The multi-engine practical test consists of an oral examination (typically 1-1.5 hours) and a flight evaluation (1.0-1.5 hours). The standards are defined in the Airman Certification Standards (ACS) for the certificate level at which you are adding the rating.
If you are adding the multi-engine rating to your commercial certificate, the standards are higher — tighter tolerances, more emphasis on single-engine instrument procedures, and a greater depth of systems knowledge expected. For a private pilot add-on, the standards are slightly more lenient, but the core engine-failure scenarios are tested at every level.
The DPE will cover these areas in depth. Expect scenario-based questions, not just rote memorization:
Allowing airspeed to decay below Vmc during single-engine maneuvers is an immediate failure. The DPE will watch your airspeed management like a hawk.
Hesitation or incorrect identification of the failed engine (dead foot = dead engine). Feathering the wrong engine in a real scenario is fatal.
Not knowing the aircraft's fuel, electrical, or propeller systems in sufficient detail during the oral exam.
Flying with wings level and full rudder deflection instead of banking into the operating engine for best performance.
Failing to maintain blue line speed until the runway is assured, or allowing the aircraft to slow below Vmc on the approach.
Want to prepare with real checkride-style questions? Our question bank includes multi-engine oral exam scenarios that mirror exactly what DPEs ask. Study the topics your CFI would cover and walk into your checkride confident.
The multi-engine rating is one of the most affordable ratings to earn, typically costing between $3,000 and $8,000 depending on your location, the training aircraft, and how quickly you progress. The primary cost driver is aircraft rental — multi-engine aircraft rent for $250-$450 per hour, significantly more than single-engine trainers.
| Item | Low | High | Notes |
|---|---|---|---|
| Flight training (10-15 hours dual) | $2,500 | $5,250 | Multi-engine aircraft at $250-$350/hr wet + instructor at $60-$80/hr |
| Ground school / ground instruction | $200 | $500 | Many schools include ground with the flight package |
| Checkride (DPE fee) | $600 | $1,000 | Designated Pilot Examiner fee; varies by region |
| Books and study materials | $50 | $150 | Multi-engine oral exam guide, POH for training aircraft |
| Aircraft rental for checkride | $250 | $350 | Typically 1.0-1.5 Hobbs hours for the practical test |
| Total Estimated Cost | $3,600 | $7,250 |
Money-saving tips: Look for multi-engine “boot camp” or “add-on” packages that bundle ground school, flight training, and the checkride into a fixed price. Schools in competitive markets (Florida, Arizona, Texas) tend to offer lower package prices. Some schools also offer block-time discounts — prepaying for 10-15 hours of multi-engine time at a reduced rate.
Compared to the instrument rating ($12K-$18K) or the commercial pilot certificate ($15K-$30K), the multi-engine rating offers exceptional value for the career doors it opens.
Your multi-engine training aircraft will likely be one of these three types. Each has its strengths, and the “best” choice often comes down to availability at your local flight school.
The most common multi-engine trainer in the US. Docile handling, counter-rotating propellers eliminate the critical engine factor. Widely available at flight schools nationwide.
T-tail design with counter-rotating propellers. Excellent visibility and solid systems training. Slightly more complex systems than the Seminole. Popular at university programs.
Modern glass cockpit (Garmin G1000) with fuel-efficient diesel engines running on Jet-A. FADEC engine management simplifies operations. Growing popularity at Part 141 schools.
Pro tip: If you plan to pursue your Multi-Engine Instructor (MEI) rating after earning the multi-engine class rating, train in the same aircraft you expect to instruct in. This saves time and money when transitioning to the MEI training program, since you will already be intimately familiar with the aircraft's systems and performance characteristics.
The multi-engine rating is not just another line on your pilot certificate — it is the key that unlocks virtually every professional flying opportunity. Here is why it matters for your career:
Every regional and major airline requires an ATP certificate with a multi-engine class rating. You cannot even begin ATP training without it.
Charter operators, air ambulance, cargo — nearly all Part 135 operations involve multi-engine aircraft. The rating is your entry ticket.
Airlines want multi-engine time on your resume. The rating allows you to start logging ME PIC hours — through instructing (MEI), flying light twins, or Part 135 flying.
After earning your MEI, you can teach multi-engine students — one of the highest-paying flight instructor specialties ($60-$80/hr). Great for time building.
Pilots with multi-engine time command higher salaries across all sectors. Multi-engine charter pilots earn 20-40% more than single-engine counterparts.
Having the rating and logged multi-engine time makes you insurable for multi-engine aircraft rentals, partnerships, and ownership.
Explore current pilot job listings to see how many require multi-engine time. The investment in this rating pays for itself many times over through the career opportunities it creates.
The multi-engine rating is one of the fastest ratings to complete. Your timeline depends on training intensity, weather, aircraft availability, and your existing skill level.
| Training Approach | Duration | Best For |
|---|---|---|
| Intensive / Boot Camp | 5-7 days | Experienced pilots, career-track students, those with limited time |
| Accelerated (daily flights) | 1-2 weeks | Most students; allows ground study between flights |
| Standard (2-3 flights/week) | 2-4 weeks | Part-time students, those combining with other training |
| Part-time (1 flight/week) | 4-6 weeks | Working professionals; may require some review flights |
Recommendation
If your schedule allows, the accelerated approach (1-2 weeks of daily training) produces the best results. The skills build on each other quickly, and you retain more between flights. Many schools offer dedicated multi-engine “add-on” programs designed to get you checkride-ready in 10-12 dual instruction flights.
Typical training progression: Your first 2-3 flights focus on normal multi-engine operations — getting comfortable with the aircraft, learning the systems, and practicing normal maneuvers. Flights 4-8 introduce engine failures at various phases of flight, Vmc demonstrations, and single-engine procedures. Flights 9-12 are refinement and checkride preparation, putting all the pieces together in a realistic checkride scenario. Your instructor will schedule the checkride when you can consistently demonstrate all required maneuvers to ACS standards.
No. The multi-engine rating is an additional class rating under 14 CFR 61.63, which requires only a practical test (checkride) — no separate FAA knowledge test. This is one of the unique aspects of the multi-engine add-on: you demonstrate your knowledge entirely through the oral exam portion of the checkride with your designated pilot examiner.
There is no FAA-mandated minimum number of multi-engine flight hours. Under 14 CFR 61.63, you simply need to be proficient enough to pass the practical test. In practice, most students are checkride-ready in 10-15 hours of dual instruction, though some may need as few as 8 or as many as 20 hours depending on their experience level and aptitude.
Yes. You can add the multi-engine class rating to your private pilot certificate. However, the privileges will be limited to private pilot operations in multi-engine aircraft. Many pilots choose to earn the multi-engine rating after obtaining their commercial certificate, which allows them to exercise commercial privileges in multi-engine aircraft — a requirement for most professional flying jobs.
Vmc (minimum control speed with the critical engine inoperative) is the slowest airspeed at which you can maintain directional control with one engine failed and the other at full power. Below Vmc, the rudder cannot overcome the asymmetric thrust, and you will lose control. Vmc is the most heavily tested concept on the multi-engine checkride because understanding it is literally a matter of life and death. The red radial line on the airspeed indicator marks Vmc.
The critical engine is the engine whose failure would most adversely affect the performance and handling of the aircraft. On conventional twins with both propellers rotating clockwise (as seen from the cockpit), the left engine is critical because the right engine's descending blade produces a longer moment arm, creating more yaw. Aircraft with counter-rotating propellers — like the PA-44 Seminole — have no critical engine because the asymmetric thrust effects are equal regardless of which engine fails.
Most pilots complete their multi-engine training in 1-3 weeks of dedicated training. An intensive course can be completed in as little as 5-7 days if weather cooperates. Part-time training (flying 2-3 times per week) typically takes 3-5 weeks. The relatively short training time makes the multi-engine rating one of the quickest certificates and ratings to earn.
Most career-track pilots earn the instrument rating first, then add the multi-engine rating to their commercial certificate. This sequence is efficient because the instrument rating is required for many professional flying jobs anyway, and having instrument skills makes multi-engine training smoother — especially for single-engine ILS approaches during the checkride. However, some accelerated programs teach both concurrently.
Yes. All Part 121 airline operations (major and regional airlines) require pilots to hold an ATP certificate with a multi-engine class rating. Even Part 135 charter operators typically require multi-engine experience. Beyond just having the rating, airlines want to see multi-engine flight time on your logbook — generally 25-100 hours minimum, depending on the carrier. Building multi-engine time through instructing (MEI) or flying light twins is a common path.
The procedure depends on the aircraft's performance and the point of failure. Below Vmc or below the accelerate-go speed, you must reduce power on the operating engine and land straight ahead — trying to fly on one engine without sufficient speed and altitude is extremely dangerous. Above Vmc and with adequate runway remaining, you follow the identify-verify-feather sequence: identify the failed engine (dead foot = dead engine), verify by retarding the throttle, then feather the propeller to reduce drag. Multi-engine training focuses heavily on these critical decision points.
The blue radial line marks Vyse — the best rate of climb speed with one engine inoperative. This is the most important speed to maintain after an engine failure because it gives you the maximum climb performance on a single engine. In many light twins, the single-engine rate of climb is only 100-200 feet per minute at best (and can be zero or negative at high density altitudes), so maintaining blue line speed is critical to survival after an engine failure.
The multi-engine rating is one step in your journey to the airlines. Explore these related guides to plan your complete training path:
CPL requirements, costs, and career paths
IFR requirements, training, and checkride prep
Airline Transport Pilot — the final step
Become a flight instructor and build hours
See what multi-engine jobs are available
Practice CG calculations for your checkride
Rotate includes multi-engine oral exam prep, Vmc scenario questions, and systems knowledge drills — everything you need to walk into your checkride confident. Start for just $7.49/mo.
Start for $7.49/mo50% off your first month with code PILOT50 · Cancel anytime