Multi engine rating - keeping it current

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DiamondC

Well-Known Member
I have a private pilot certificate and I would like to add a multi-engine rating. What is required to keep the multi rating current?

I've looked in FARs and although I can find the requirements for initial issue (61.63), I can't find details on what is needed to maintain the rating.

Any help is appreciated!
 
DiamondC said:
I have a private pilot certificate and I would like to add a multi-engine rating. What is required to keep the multi rating current?
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Nothing to keep the rating.

If you want to carry passengers, you need 3 landings in the past 90 days.
 
Other than that it's the usual BFR, IPC if appropriate.

I did PPL Multi add-on (VFR) so I could log the Commercial Multi (and MEI) as PIC - given MEI requires 15 PIC. It is an extra checkride compared to how most schools do it, but an easier introduction vs at the commercial level, it makes a slight difference at the end of the day.

You should plan on a week of flying (1x per day, it can be done faster) and $4k ish, depending which plane for 8-10 hours dual.

Ground study focuses on systems, one engine operations - no written.

Where were you thinking of doing it, what aircraft?

Alex.
 
Thanks USMCmech and Alex, that's really helpful.

Alex, I really appreciate the details of your experience. I already have a EASA (European) multi and instrument ratings and I'd like to do some flying in the US. I will have 1 - 2 weeks, and it would be good to add to my multi hours and to have a rating at the end to show I have achieved something.

I flew the Beechcraft Duchess for my EASA multi and instrument ratings so would ideally like to fly it again. It was a lovely aircraft!

What aircraft did you do your multi hours in? Where did you do your training?

Catherine
 
Ah cool, no vfr then. You need an approach single engine, but this should be no issue. FAA does not do single engine go arounds etc, so no worries there.

In a week or 2 it is easily achievable if you pick the right school. I did PA-44 for Pvt and Cpl. in Phoenix (KDVT, Westwind) and C-310 for MEI in Fort Lauderdale (KPMP, American Flyers).

They are both good schools, search out one with a duchess to make things quicker or try a new type. You will have the visa process and TSA check to look forward to, but this gets easier once you know how. Depending on budget and career aspirations, have you thought of converting?

Alex.
 
It took me about 10hrs and the check ride was about 1hr oral and 2 hrs of flight. Quickest checkride I have done. (There is also no written exam). While not required, I personally have an MEI run me through the paces of single engine ops every 6 months. I want to make sure that if I lose an engine, I do not become a statistic....
 
ahw01 said:
FAA does not do single engine go arounds etc, so no worries there.
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.
What? When did they stop that?

I had to do a SE procedure turn to a missed VOR approach fly to another airport on one engine and shoot a VOR circle approach to a full stop (Aztec will do it). When I stepped off the wing my leg was so numb I almost fell down.

This was back in the days when a ME rating covered everything on your ticket.
 
Thanks Runincolorado and Frank for your comments. I have done a missed approach and go around on single engine for my European multi rating and I definitely know what you mean about your leg being numb! I will find out more about the FAA syllabus and whether this is part of the test or not.

Alex -
I would be planning to do the multi rating in one week but to have an extra day or two of contingency time. I will be looking for a school with a Duchess, preferably more than one. My TSA clearances should be straightforward because I did my PPL in the US so have already been fingerprinted. The visa will involve more paperwork!

To answer your question, yes, I have thought about converting everything to FAA however it would involve significant cost (both money and time), and without the right to live in the US it is difficult to justify. I've already paid for the complete set of EASA ratings (CPL-ME-IR) and will apply for jobs later this year. Getting an FAA multi rating makes more sense because I want to do some flying in the US anyway and multi hours there are less expensive than Europe, so I will have something at the end to demonstrate progress (the rating) plus hours in my logbook, and my skills will have been refreshed too.
 
The one thing no one has mentioned yet is also staying proficient. Much more important than staying current. A multi engine airplane will eat your lunch, finish your beer, and burp in your face if you are our of practice.
 
Don't worry, it is more expensive converting the other way.

fholbert, they will do a single engine landing from a failure on upwind, and a single engine approach but I've not heard of a DPE ask for a single engine go around. No issue with it, but maybe some risk management from the FAA etc.

Proficiency is important, apart from a BFR which you could take in a multi, unless you're building hours in a flight school, most people in GA won't fly multi a lot.
 
fholbert said:
.
What? When did they stop that?

I had to do a SE procedure turn to a missed VOR approach fly to another airport on one engine and shoot a VOR circle approach to a full stop (Aztec will do it). When I stepped off the wing my leg was so numb I almost fell down.

This was back in the days when a ME rating covered everything on your ticket.
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Did you do it with one actually shut down and feathered? When I did mine the DPE just simulated zero thrust on one engine, and we did a single engine missed/go around, but with both still turning. I know we had an Aztec roll over on a single engine go around at an airport near me that was during a training event. They actually shut down and feathered the engine.
 
Mark815 said:
Did you do it with one actually shut down and feathered? When I did mine the DPE just simulated zero thrust on one engine, and we did a single engine missed/go around, but with both still turning. I know we had an Aztec roll over on a single engine go around at an airport near me that was during a training event. They actually shut down and feathered the engine.
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Just simulated zero thrust.
 
Don't forget, if you lose an engine, each situation can be different depending which aircraft you fly. If you are on base/final, automatically going full power on the good engine etc can make it Vmc roll because you are giving it too much power for the rudder available. You are already set up to land, just vary power as needed to make a normal landing. It helps to have zero thrust on the other one, just in case.
 
ahw01 said:
Don't forget, if you lose an engine, each situation can be different depending which aircraft you fly. If you are on base/final, automatically going full power on the good engine etc can make it Vmc roll because you are giving it too much power for the rudder available. You are already set up to land, just vary power as needed to make a normal landing. It helps to have zero thrust on the other one, just in case.
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Yup. Been there, almost done that with a simulated single engine landing. Learned more about VMC rolls on short final that I did in the previous 6-7hrs. Gave it too much throttle for being slow, and started to get a roll. Pulled throttle back, picked up airspeed, and brought both engines back on line. Had it been a real single out, I would have potentially shorted the runway by about 100ft.
 
Good to know! I did a pretty hot single engine approach where I could have used less throttle, but this was on a checkride.

Doing some (simulated thrust) medium banked turns also gets a good feel of base-final performance. Also part of a checkride.
 
Thanks again all! mshunter, yes, I understand proficiency is important too - I'm not planning to rent a twin having only met the bare minimum legal requirements and take it flying myself. But before paying for another rating, it's useful to know the legal requirements to keep the rating (even during non-flying periods).
 
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