Join the pro CFIsMulti-Engine "Checkride Ready!™"

Adding multi-engine privileges to a certificate (or testing for an initial) adds a whole set of aerodynamic issues and associated knowledge/risk management concerns. At every level, this FAA course is recommended! 

CFI-NOTAMs for Experience/Endorsements

[And log "Ground Training" IAW 61.125(b)(1-15)]

Commercial Pilot Experience Form (Initial)

Many Things a New Multi Engine Pilots Must Know!

Gold Seal "Know It All"

AOPA Aerodynamics Course

"Essential Aerodynamics"

AOPA Aerodynamics Course

  • IACRA complete and FTN available (bring your IACRA Login/PW so you can "sign")!
  • Government ID (current with picture and expiration date)? Address should match.
  • Current flight review?   
  • Medical or Basic Med?
  • Knowledge test report (deficiencies reviewed/endorsed per 61.39)?
  • Examiner's Fee? (ask $$ and method before the test)
  • CFR (Regs) and Knowledge sources (your books)?
  • Pilot tools (calculators, iPad charged and/or current charts)?
  • All required hours experience logged/tabbed?
  • X-C carefully planned with nav. log prepared?
  • ALL 91.103 PREPARATION!!
  • (T/O L Performance W&B, fuel, WX, Alts)
  • Risk management plan (P-A-V-E and I-M-S-A-F-E) written out?
  • A-E Airspace: Know FAA mins. and *YOUR* mins (safety margin)
  • Be familiar with maint. docs (logbooks) to verify airplane's airworthiness?

  • Flight portion (more soon) 

    Your best overview for the flight portion of any flight evaluation is to be meticulous and methodical (the conservative response rule). As a Commercial-level pilot, be a PRO, responsible for passengers.    Use your checklist for every operation and if you are not sure about anything ASK. This is not a time to be a hero or try to impress your examiner by cutting corners or being fast. Discussing "checklist philosophy" ("do list" vs "checklist") is important.

    In flight remember that limitations mostly 10 degrees/100 feet) are like the lines on a highway. Going over the line is undesirable but not necessarily an immediate failure (the examiner will clearly state if/when you failed). "Failure to promptly correct" is what the ACS defines as failure. Demonstrate to the DPE you are aware of any deviations and fixing them promptly (remember "perfection is not the standard"). If you are "consistently exceeding standards" you will probably be disapproved ("more training!") Exceeding any aircraft limitation (flap speed is common) is an immediate failure so give yourself a margine on these. Know all your performance speeds and the bold faced checklist items (immediate action items) should be memorized.

    Recommended YouTube: Know Your ACS

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