Multi-Engine Checkride Prep Guide
Complete guide to the FAA Multi-Engine Add-On practical test. Covers Vmc demonstrations, engine-out procedures, single-engine approaches, and the critical aerodynamics you must know. Multi-engine aerodynamics knowledge is heavily tested in the oral.
3-5 hours
Duration
~77%
Pass Rate
FAA-S-ACS-7A
ACS Code
Intermediate
Difficulty
Checkride Overview
Format
The Multi-Engine Checkride consists of two parts: an oral examination (ground portion) and a flight test. The oral typically comes first. The Designated Pilot Examiner (DPE) evaluates you against the Airman Certification Standards (FAA-S-ACS-7A (Multi-Engine sections)). If you fail one portion, you only need to retake that portion on the recheck.
Duration
Expect 3-5 hours (1-1.5 hr oral + 1.5-2 hr flight). Well-prepared applicants often finish on the shorter end. The DPE can extend the oral if they need to explore areas where you seem weak. Budget the full day — you do not want to feel rushed.
Prerequisites
- Private Pilot Certificate (minimum) — add-on rating
- At least a 3rd Class Medical Certificate (2nd for commercial ME)
- Instructor endorsement for the multi-engine practical test
- If adding to Commercial, CAX-ME knowledge test or existing commercial certificate
Oral Portion — Key Topics
The DPE will cover these areas during the ground portion. The oral is scenario-based — expect questions tied to a cross-country or operational scenario, not isolated trivia.
For detailed oral exam questions and answers, see our ME Oral Exam Prep Guide.
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Flight Maneuvers & ACS Tolerances
These are the maneuvers the DPE may evaluate during the flight portion. Tolerances are from the FAA-S-ACS-7A (Multi-Engine sections) Airman Certification Standards. Practice each until you can consistently fly within these standards.
Vmc Demonstration
Maneuver 1The DPE will have you demonstrate Vmc by slowly decelerating with asymmetric power until you feel directional control degrading. Recovery: reduce power on the operating engine, lower the nose, accelerate. This is NOT a full Vmc roll — it is a controlled demonstration.
ACS Tolerances
Reduce speed toward Vmc with one engine at idle (simulated feather). Recover at the first indication of loss of directional control OR at a published Vmc speed. Do NOT actually lose control.
Engine Failure After Takeoff (Simulated)
Maneuver 2The DPE will reduce an engine during climb. You must maintain control, identify, verify (do NOT feather the good engine), and decide to continue or return based on performance.
ACS Tolerances
Identify the failed engine within 5 seconds (dead foot = dead engine). Maintain Vyse (blue line). Establish zero sideslip (2-3 degrees bank into the operating engine). Execute appropriate checklist.
Engine Failure During Cruise
Maneuver 3Simulated engine failure at cruise. Demonstrates proper identification, troubleshooting, and engine-securing procedures.
ACS Tolerances
Maintain heading +/-10 degrees, identify and verify the failed engine, feather (simulated), establish Vyse or Vxse as appropriate. Complete the engine-securing checklist.
Single-Engine Approach (ILS or RNAV)
Maneuver 4Fly a single-engine instrument approach. This tests your ability to manage asymmetric thrust, configuration, and precision approach flying simultaneously.
ACS Tolerances
ILS: localizer within 1 dot, glideslope within 1 dot. RNAV: CDI within 1 dot. Maintain Vyse until on final. Airspeed +/-10 knots. One engine simulated feathered.
Single-Engine Go-Around
Maneuver 5Missed approach with one engine inoperative. Critical to practice — you will be slow, in landing configuration, with asymmetric power. This is the highest-workload maneuver.
ACS Tolerances
Full power on operative engine, maintain directional control, positive rate, gear up, flaps as appropriate. Accelerate to Vyse. Do not descend.
Steep Turns
Maneuver 6Standard steep turns to demonstrate multi-engine proficiency in normal operations.
ACS Tolerances
45-degree bank, +/-100 feet altitude, +/-10 knots airspeed, roll out +/-10 degrees heading.
Slow Flight
Maneuver 7Slow flight in a multi-engine airplane to understand its handling characteristics near stall.
ACS Tolerances
+/-10 knots, +/-100 feet altitude, +/-10 degrees heading. Demonstrate in both clean and landing configuration.
Stalls (Power-On and Power-Off)
Maneuver 8Standard stall demonstrations in a multi-engine airplane.
ACS Tolerances
Recover at first indication. No secondary stall, maintain heading +/-10 degrees.
Short-Field Takeoff and Landing
Maneuver 9Precision takeoff and landing in a multi-engine airplane.
ACS Tolerances
Takeoff: Vr then Vx until obstacle clearance. Landing: within 200 feet of the designated point.
Common Reasons for Failure
Based on DPE data and examiner feedback, these are the most frequent reasons applicants receive a disapproval (Notice of Disapproval) on the Multi-Engine Checkride.
Vmc demonstration — not recovering promptly at the first sign of directional control loss, or using improper recovery technique (adding power instead of reducing it)
Engine failure identification — feathering the wrong engine (the operating one). Always: dead foot = dead engine, then VERIFY before feathering
Single-engine go-around — losing directional control due to full power on one engine at low speed, or failing to clean up the airplane configuration quickly enough
Single-engine approach — getting slow on final and losing directional control with asymmetric thrust, or not maintaining Vyse during the approach until on short final
Multi-engine aerodynamics oral — not understanding why Vmc increases with aft CG, or confusing the factors that affect Vmc
Improper zero-sideslip technique — not banking 2-3 degrees into the operating engine, or using excessive rudder without bank
Day-of Checklist
Everything you need to bring and prepare on checkride day. Missing a document or having an unairworthy aircraft means the checkride cannot proceed — and you may still owe the examiner fee.
Aircraft documents: AROW, multi-engine POH with all V-speeds tabbed
Multi-engine V-speeds memorized: Vmc, Vyse (blue line), Vxse, Vsse, Vr, Vx, Vy, Vfe, Vle, Vlo, Va
Maintenance records: Annual, transponder, pitot-static, propeller AD compliance
Personal documents: Photo ID, pilot certificate, medical certificate, knowledge test results (if required), instructor endorsement
Know the airplane: Both engines' critical info — max RPM, manifold pressure limits, oil pressure/temp limits, fuel burn per engine
Emergency checklists: Engine failure, engine fire, propeller feathering, engine restart — memorize flows, reference checklist
Payment: Examiner fee typically $800-$1,200
Weight and balance: Calculate for checkride conditions — the DPE may ask you to explain CG effects on Vmc
Pro Tips from CFIs
Memorize this: dead foot = dead engine. Say it out loud during the checkride. The DPE wants to hear your decision process.
Understand Vmc at a deep level. Know all the factors (SMACFUM: Small airplane, Max power, Aft CG, Critical engine failed, Flaps up, Max gross weight [actually minimum weight increases Vmc], Up gear) and be able to explain WHY each factor changes Vmc.
The single-engine go-around is the most dangerous moment in multi-engine flying. Practice it until the sequence is automatic: power, rudder, pitch, gear, flaps, accelerate.
During the Vmc demo, the recovery is power REDUCTION on the good engine, not adding power. This is counterintuitive and many applicants get it wrong under pressure.
For the single-engine approach, maintain Vyse until you are on short final and the landing is assured. Do not slow to Vref until you could glide to the runway from where you are.
Know your airplane's actual single-engine climb performance at density altitude on checkride day. If the answer is 'it will not climb,' know that and plan accordingly.
Practice zero-sideslip technique: ball slightly toward the operating engine, 2-3 degrees of bank into the operating engine. This gives the best single-engine performance.
Sample DPE Scenarios
DPEs use scenario-based evaluation. Practice thinking through situations like these before your checkride.
Engine Failure on Takeoff Below Vyse
“You have just lifted off and are at 50 feet AGL, below Vyse, when the left engine fails. You have 3,000 feet of runway remaining. What do you do? Is it possible to safely continue the climb?”
Single-Engine IFR in IMC
“You are 30 NM from your destination in IMC at 4,000 feet when your right engine begins running rough and you must shut it down. Walk me through your actions, ATC communication, and approach planning.”
Fuel Imbalance Decision
“After 2 hours of cruise, you notice a significant fuel imbalance — the left tank has 15 gallons less than the right. What could cause this? What is your procedure?”
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