That’s because—just over three decades later in 1935—the auspicious date saw the first flight of the Douglas Sleeper Transport, or DST, which marked the first variant of the DC-3 series.

When the final DST configuration was settled on and the first model ready for flight, it was a cool, clear day in December. Coincidentally, it was the 32nd anniversary of the Wrights’ famous flight: December 17. In the late afternoon, around 3 p.m., the airplane rolled out, but this time the flight wasn’t turned into a company lunch break or notable event, and even few of the Douglas executives took the time out to watch. It’s assumed that Doug did, but no photo remains of the occasion (if one was ever taken) and no specific notes remain on the particular flight. [Douglas chief pilot Carl] Cover’s logbook entry is simple, as though he was just testing another DC-2 off the line.

In a sense, he was—there was little in the way of dramatic leaps in technology or performance from the DC-1 to the DST, as Doug would note later on, yet it was almost a totally new airplane from a parts standpoint. Much of the change needed to stretch and widen the airplane resulted in similar but improved handling characteristics. What Cover may have noticed were the improvements to ergonomics in the cockpit, and, as the testing went on, the more luxurious interior on the DST, required by the purpose it served as a sleeper transport and not just a day plane.

—excerpt from “Honest Vision: The Donald Douglas Story”

READ MORE: The Douglas DC-3 Changed Aviation History Forever

A Key to Winning the War

Just a few years later, the DC-3’s military versions—beginning with the C-47—would prove pivotal in World War II. The capable and forgiving twin would keep its crews safe with the numerous improvements integrated into its systems and performance, while they delivered load after load of troops and cargo across oceans and to the front lines, particularly in the European Theater.

As a result of the massive mobilization of aircraft manufacturing in the wake of the establishment of the industry-led War Production Board in January 1942, the Allied Forces had the “Arsenal of Democracy,” which exceeded the 50,000 aircraft touted by President Franklin Delano Roosevelt as an outline of the production effort.

The D-Day Squadron will honor the missions flown around the Normandy Invasion when it returns to those shores in May and June 2024—but also lend to its audience and participants the sense of what other massive operations would feel like witnessing from the air and on the ground. While several aircraft flying over from the U.S. participated in the commemorative occasion on the 75th anniversary of D-Day in 2019, at least one new entrant hopes to be flying in time: the C-47 ‘Night Fright’.

READ MORE: To Honor and Remember: D-Day

After D-Day

The Normandy Invasion marked a turning point in the war—and following the strikes in June 1944, it seemed that it would be nearing its end in Europe. But a few critical events remained. 

One would begin on the eve of the airplane’s 9th anniversary. On December 16, 1944, the German war machine launched one last large-scale offensive, amassing more than a million soldiers along a 75-mile front.

The Battle of the Bulge—known then as the Ardennes Offensive, as it spanned the Ardennes Forest along the German-Belgian border—caught the Allied forces by surprise, but they quickly mobilized a counter attack that once again hinged on the utilization of the C-47 fleets. Fighting the severe cold over the course of six weeks, more than a million Allied troops, including the 101st Airborne Division, brought their full force to bear. Defending the town of Bastogne, beginning on December 22, over the course of the next several days, “961 C-47s and 61 gliders dropped 850 tons of supplies and ammunition to Bastogne,” according to the RAF Mildenhall website.

To talk with the troops on the ground, those supplies proved not only critical from a logistical sense, but also in terms of morale. The pilots I spoke with while gathering stories for “Together We Fly: Voices From the DC-3” recalled the bitter cold—and the fact the brunt of the fighting took place over Christmas. Feeling far from home at a poignant time, soldiers witnessed the sight of one hundred C-47s at a time overhead, visible through the clearing skies.

So on this anniversary of the Wright Flyer’s first success, and that of the DC-3’s inaugural test flight, I think of those soldiers and count my blessings this holiday season.

Editor’s Note: You can win a flight in a DC-3 and a history package from the D-Day Squadron by entering here.

The post The Douglas C-47: A Christmas Story appeared first on FLYING Magazine.

Multiengine cross-country time is especially coveted, so plan for it. Several of my airport children (the pilots I have trained over the years) saved up their money for time-building programs. These are often put on seasonally in parts of the country known for good weather. The pilots spend a few weeks flying cross-country every day at 55 to 60 percent power. Alternatively, a few lucky ones have had a parent or a buddy who loaned them the use of a multiengine aircraft, and they shared the time with another pilot for the price of fuel.

• READ MORE: How To Earn a Multiengine Rating as a Pilot

It is more than hours in the logbook. Make that time experience that benefits you more than a metric, says a former colleague who is now at a major airline. While it is tempting to go back and forth to the same airport in the same airplane for several weeks just to get hours—and does meet the letter of the law—the quality of the experience is dubious. Mix it up, go to a variety of airports, and if the aircraft is IFR capable, throw in a few approaches in actual IFR or night if able.

When we worked together, the aforementioned colleague was one of three multiengine instructors on staff. I was “self-loading ballast” in the Piper PA-34 Seneca. I had just started studying for the multiengine commercial certificate, and if I didn’t have a client at the time, I was invited to go along for the ride. With me in the back, they didn’t need to add a suitcase full of flat weights to keep the aircraft within weight and balance. Legally, I could not log the time I spent back there. I mention this because I have encountered pilots who insist their ride-along flights count as “time logged” in the aircraft. (Reaches for FAR/AIM) FAR 61.51 has the details on logging time, and I assure you there is no reference to sitting in the back of the aircraft. If you are in the cockpit and manipulating the controls under the guidance of a multiengine instructor (MEI,) it can be logged as dual received, but if you don’t have a multiengine certificate, you cannot log it as PIC or second in command (SIC) if the aircraft requires a second pilot.

Teaching in a Multiengine Aircraft

In order to legally teach in a multiengine aircraft, the person must hold a multiengine instructor certificate and, per FAR 61.195 (f), have logged has at least five flight hours of PIC time in the specific make and model of multiengine aircraft, be it an airplane, helicopter, or powered lift if appropriate.

This can present a challenge when the instructor earned their multiengine certificate in an airframe other than what the school uses for training. Who pays for the five hours of required PIC time in the school airplane can be a contentious topic. Sometimes an instructor will try to pressure a learner into paying for those five hours. “Pay for me to get my five hours, and I will teach you to fly the twin.” This is risky business, because if the MEI is hired away before you finish your training, you are out of luck and money. Plus, you will still be on the hook for the cost of the airplane and instructor during your training flights.

Sometimes it doesn’t make sense for the instructor to shell out the $1,500 to $2,000 for those five hours when they will make just $25 to $40 an hour teaching in the aircraft if—and it is a big if—they get a multiengine client. That money might be better spent on cross-country hours in a twin they already have experience in, even if it means going to another school to get it.

Be wary of “opportunities” to build time with ferry flights. Get the details before you commit. It’s not uncommon to hear about pilots who make plans to do this or consider this, then a little bit of research makes them think twice.

A few years back, I was invited to help ferry a PA-44 Piper Seminole from North Dakota to Puyallup, Washington, where it would join the fleet at the flight school. This ferry flight was going to be in the dead of winter. I already had my MEI certificate and 70 hours in a multiengine aircraft, of which 50 or so were as PIC, including three hours in a PA-44. I needed two more hours in the PA-44 in order to be able to teach in it. I knew the ferry flight would definitely provide those two hours, and I was considering it until I learned I would be flying with another MEI on staff, provided I paid all his expenses during the trip as well as my own. That didn’t seem fair to me, since I didn’t need him for the flight to be safe or legal, and on top of that, he was on salary at the school, and therefore he was already getting paid for the flight. On the other hand, I was paid by the hour and would be losing out on at least a week’s worth of dual instruction. I figured those two hours I needed to teach in the Seminole would run me about $600 tops. I made a lot more than that a week, so I declined the offer.

Multiengine Maintenance

Beware of the FBO where the multiengine aircraft are flown very little. These ramp or hangar queens can develop the mechanical issues that accompany the lack of regular flight. 

A fellow MEI told me a story about an issue he had with the maintenance at a particular flight school during the pursuit of his multiengine commercial certificate. He planned to spend a week at the school to knock out the rating. The weather was good, the MEI available, but during their second flight the landing gear on the Piper Seneca wouldn’t retract. They cut the flight short, returning to the airport. The MEI said it was nothing to worry about, and he would have the mechanics check it out so they could fly the next day. There was something in the MEI’s demeanor that made the learner wary, so he surreptitiously placed chalk marks on the rear of the tires, with the thought being that if the aircraft moved and the landing gear was retracted, they would be erased.

The next day when he came to fly, he was told the mechanics had made repairs and test flown the aircraft that morning. However, when he checked the tires, he saw the chalk marks still in place and undisturbed. The aircraft hadn’t moved at all. He took his business elsewhere. He told me he learned a valuable lesson that day: Trust your gut, because no matter how much you want that flight experience, there are some compromises you just shouldn’t make.

The post The Search for Multiengine Time appeared first on FLYING Magazine.

Corporate aviation had existed for decades, but the post-war environment rekindled the segment. A handful of companies converted larger, former military types into executive aircraft, but most new models under development—such as the Aero Commander 500 series and Beechcraft Queen Air—had relatively small cabins. Others, like the Twin Beech, were relatively slow and lacked pressurization. Cessna saw an opportunity.

Launching a massive market research project, Cessna interviewed several hundred executives and corporate pilots who either operated or were interested in purchasing a new corporate aircraft. As Cessna’s marketing team categorized and studied the responses, they identified six very consistent concerns: safety, all-weather capability, comfort, speed, economy, and general utility. Using these themes as guidance, the engineers got to work.

In 1956, the Cessna 620 emerged. Its name derived from having twice as many engines as the 310, the four-engine pressurized corporate aircraft was something altogether different for Cessna as well as for the market as a whole. With a wingspan of 55 feet, a fuel capacity of 535 gallons, and a maximum takeoff weight of 15,000 pounds, it was by far the largest civilian Cessna model to date.

The 620s design and performance reflected the marketing study perfectly. The four-engine configuration was regarded as a significant safety feature compared to existing twins. It was equipped with a Garret turbine auxiliary power unit (APU) that pressurized the cabin, and supercharged, 350 horsepower Continental GSO-526 engines that enabled a service ceiling of 25,000 feet and provided a means of flying above inclement weather.

The 620’s tall cabin enabled comfortable movement within. [Credit: Textron Aviation, Inc, all rights reserved]

Compared to existing 6- to 8-place cabins, the 620’s cabin was massive. The oval cross section provided six feet of height, various seating configurations could be utilized, and niceties such as a lavatory and baggage area were installed for long-distance comfort. Comfort was important, as achieving the maximum 1,700 miles of range at a cruising speed of 260 mph would mean long stints aloft.

The cruise speed was reportedly considered acceptable by the focus group, however. This was fortunate, as it enabled the use of smaller piston engines as opposed to turboprops, which Cessna reasoned would have resulted in an unacceptably high purchase price. Cessna also touted the piston engines as more easily serviceable at out-of-the-way locations than turbines.

Convinced the 620 had a bright future, Cessna constructed a full-size cabin mockup and sent it to trade shows, where it was showcased alongside existing aircraft. Smaller mockups and technical displays accompanied the cabin mockup, touting the 620’s ability to utilize its APU where ground power wasn’t available. The marketing team also displayed individual technical components of the aircraft such as an engine and a propeller.

Cessna’s marketing effort for the 620 was strong, utilizing both miniature and full-sized cabin mockups. [Credit: Textron Aviation, Inc, all rights reserved]

In August 1956, the 620 made its maiden flight. Test pilots reported great handling characteristics, and Cessna began collecting refundable deposits. The price of the 620 had increased substantially above the original target price, however, and had reached $375,000—the equivalent of $3.9 million today.

For perspective, the Learjet 23, which was only about five years away, would initially sell for $489,000. While still a significant premium above the 620, it would be a sign that smaller corporate jets were poised to take over. Additionally, sales numbers of corporate piston aircraft such as the Howard 250 were relatively small, further suggesting the segment’s future would burn jet fuel. 

Cessna President Dwane L. Wallace (left) poses with the 620. [Credit: Textron Aviation, Inc, all rights reserved]

Just over a year later, Cessna made the decision to cancel the 620 program entirely. The single prototype was scrapped, and the company’s largest corporate aviation offerings would be limited to the 400-series twins until 1968, when the Fanjet 500 would make its debut. This, of course, would evolve into the wildly successful Citation series of business jets. 

Whether the 620 would have captured a significant share of the market during that ten-year gap is arguable. It’s possible Cessna could have sold enough of them to create a notable chapter in corporate aviation history. But it’s also possible the development, launch, and manufacture of the unusual four-engine airplane might have robbed critical resources from the development of what would become the Citation, thus hobbling the company for decades to come.

The 620, therefore, is relegated to a curious and unique footnote in the history of corporate aviation, demonstrating what can be accomplished with outside-the-box thinking…and also what can be accomplished by instead opting to pursue more viable alternatives.

The post The Four-Engined Cessna and Its Corporate Mission appeared first on FLYING Magazine.

Tecnam is focused on what it considers a neglected segment of the air transport market where there is room for growth. Many short-haul operators serving small, remote airports use aging fleets of aircraft that were designed decades ago and no longer meet modern customers’ expectations, the company said.

The P2012 STOL can be set up with seats for nine passengers and two crew members. Its maximum takeoff weight is 8,113 pounds and it can be configured for passengers, cargo, or a variety of combinations.

• READ MORE: FAA Certifies Tecnam P2012

For decades, STOL aircraft markets have left operators with few options for supporting and expanding their operations, the company said. “Tecnam’s response to meeting the needs of these businesses is a modern aircraft that addresses current needs with an innovative solution,” said Giovanni Pascale Langer, Tecnam’s managing director.

The P2012 STOL’s competitors include well-established models like the Britten-Norman BN-2 Islander, Cessna 208B Grand Caravan, and de Havilland Twin Otter. Tecnam said a comfortable, well-equipped interior will set the P2012 STOL apart from other aircraft in the segment. The airplane will have a window for each passenger, USB ports, air conditioning, individual fresh and hot air outlets, reading lights, seat pockets, and cup-holders.

“Tecnam took up the challenge of providing a modern, safe, and efficient solution to one of the most demanding aircraft commercial missions: the STOL mission,” said Francesco Sferra, P2012 sales and business development manager and experimental test pilot at Tecnam. He also said the new aircraft can outperform its older rivals while meeting today’s more stringent regulations for commercial ops.

At its MTOW, the new aircraft’s ground run is 900 feet, while clearing a 50-foot obstacle on takeoff requires 1,395 feet. At a maximum landing weight of 8,003 pounds, landing over the obstacle takes 1,180 feet with a ground roll of  510 feet.

Tecnam said the aircraft completed flight tests earlier this year and will begin the validation process next year.

The post Tecnam Introduces P2012 STOL To Serve Challenging, Remote Airports appeared first on FLYING Magazine.

The DC-3 was not only comfortable and reliable, it also made air transportation profitable. C.R. Smith—who is considered one of the giants of  U.S. airline history—became the president of American Airlines following the reorganization of American Airways into the new company. Smith was significantly involved in the airplane’s evolution from the beginnings of the Douglas Commercial series. According to simpleflying.com, Smith said the DC-3 was the first airplane that could make money just by hauling passengers, without relying on government mail subsidies. 

To understand the true impact of the DC-3, one must first understand the state of the U.S. aircraft and airline industries in the early 1930s.

Background

Donald W. Douglas (1892-1981) became interested in aviation as a youth; he saw the Wright brothers demonstrate their 1908 Flyer for the U.S. Signal Corps at Ft. Myer, Virginia. 

In 1912, Douglas left the U.S. Naval Academy and took a position in the civil engineering program at the Massachusetts Institute of Technology, as the university’s aeronautical engineering program was still under development. Under Jerome Hunsaker’s tutelage, he took on a graduate assistant role within the nascent department following his initial graduation in 1914, and helped with the construction of a new wind tunnel based at the National Physical Laboratory in Teddington, England. After a series of short-term positions at other aircraft manufacturers—and with the Signal Corps, he formed the Davis-Douglas Company in California and designed the Cloudster in 1920—the first aerodynamically streamlined airplane. With the financial backing of several California businessmen, Douglas founded The Douglas Company in Santa Monica, California in 1921. 

A pair of Douglas World Cruisers—out of an original flight of four aircraft, with one spare—completed the first circumnavigation of the globe by air in 1924, just a little more than 20 years after the Wright brothers first flight. This achievement confirmed the Douglas Company’s early success and presaged it well for the future.

Contracts from the U.S. Army Air Service and the U.S. Navy generated ongoing revenue, and the company grew significantly during the 1920s. However, Douglas realized that his company needed to adapt in order to continue to grow, which led to the company’s reorganization. On November 30, 1928, a new company, Douglas Aircraft Company Inc. (DAC), bought all the shares of The Douglas Company. It also moved to new facilities at Clover Field in Santa Monica (the current site of KSMO).

The Airline Industry in 1930

The Curtiss T-32 Condor biplane, the Fokker F VII, and Ford Tri-motor dominated the early airline industry. However, the airlines using these and similar models could not make money, given limited space for passengers—their primary sources of revenue were contracts to carry U.S. mail. 

New designs of all-metal airliners entered the market, but the crash of a Transcontinental and Western Air (TWA) Fokker F-10A on March 31, 1931, effectively ended the era of wooden spar-and-rib aircraft. Notre Dame football coach Knute Rockne and seven others were killed in the accident, which led to public calls for greater federal oversight of aviation safety. The Bureau of Air Commerce (a predecessor of the FAA) subsequently compelled all airline operators to perform periodic internal safety inspections of their aircraft—which had not been required previously. 

Because of the cost and the length of time for those inspections, TWA needed to update its fleet. The airline sought to buy several new Boeing 247s; however, Boeing had already guaranteed delivery to United Airlines (NASDAQ: UAL) (of which Boeing was a part owner) of the first 60 airplanes. The 247 was a transformational airplane that catalyzed the commercial air transport revolution.

The 247 gave United a major market advantage; TWA had to look elsewhere for replacement aircraft. TWA contacted Consolidated, Curtiss, General Aviation, Martin, and DAC and asked for an aircraft with a design similar to the 247. TWA’s requirements for a new airplane—outlined in a famous letter from then-TWA vice president of operations Jack Frye—were very specific and also would be difficult to meet:

•     All-metal, tri-motor monoplane powered by 500 to 550 hp supercharged engines
•     Ability to carry a crew of two pilots and at least 12 passengers
•     Range of 1,080 sm
•     Cruising speed of 150 mph
•     Top speed of 185 mph
•     Landing speed not to exceed 65 mph
•     Rate of climb of at least 1,200 feet per minute
•     Service ceiling of at least 21,000 feet
• Maximum gross weight of at least 14,200 pounds

In addition, TWA had a last (and perhaps the most difficult) requirement to meet. The new airplane had to be able to maintain control during takeoff on a single engine, and at any airport in TWA’s network. The single-engine takeoff requirement, considered so critical to multiengine aircraft design today, didn’t exist until this time. At the time, one of TWA’s stations was located in Albuquerque, New Mexico, which has an elevation of 4,954 feet, while temperatures there often exceed 90 degrees Fahrenheit—and this added an extra layer of difficulty to the new requirement.

Despite the first years of the Great Depression, Douglas Aircraft Company was doing well enough that Donald Douglas had planned to expand beyond military aircraft into the passenger transport market. The opportunity presented by the TWA letter was too good to pass up.

The DC Series of Aircraft

Accepting TWA’s challenge, Douglas and his senior designers—including chief engineer Arthur Raymond—developed preliminary plans for the Douglas Commercial Model No. 1. They convinced TWA that instead of a tri-motor airplane, two 710 hp Wright Cyclone engines were capable of meeting TWA’s requirements (though, famously, DAC held a side-by-side competition within its walls between teams from Wright and Pratt & Whitney to develop potential engines in parallel, and the resulting models would use powerplants from both entities). 

In addition, the Douglas design included NACA cowlings—aerodynamic fairings from the National Advisory Committee on Aeronautics that streamlined the airplane’s radial engines, reducing aerodynamic drag reduction and improving fuel efficiency—plus retractable landing gear and, according to aviation-history.com, a “multi-spar wing, inspired by Jack Northrop that would give the airplane exceptional strength with a long fatigue-free life.”  

The Douglas Commercial Model No. 1 (better known as the DC-1) was a more refined aircraft than the Boeing 247. It was also larger, faster, and could carry 12 passengers (while the 247 could only hold 10 passengers). In addition, the DC-1’s mid-wing section was integral to the fuselage; this eliminated the spar running through the cabin as it did on the 247, creating an easier experience for passengers and crew alike. 

TWA agreed to pay $125,000 to help defray the developmental costs of the DC-1, and Douglas paid the balance for design and engineering. The total cost for development was at least $200,000 more than TWA’s initial investment, bringing it close to $300,000, or about $6 million today.

The DC-1’s inaugural flight was on July 1, 1933. However, it was nearly the DC-1’s last flight, as the airplane’s left engine stumbled during the initial climbout. The test pilot and copilot were able to maintain control of the airplane by pitching forward and leveling off, but each time they resumed climbing, the engines sputtered. A design flaw had placed the fuel lines at the rear of the carburetor; the carburetor floats were also hinged at the rear. Because the fuel was gravity-fed and the fuel system was not pressurized, the fuel lines emptied and starved the engines during climb. The problem was corrected by reversing the carburetor floats and fuel lines.

After the fuel system was modified, Douglas put the DC-1 through extensive testing. On one test flight, it was loaded to 18,000 pounds by using sandbags and lead weights to simulate the conditions of full fuel, passengers, crew, and mail. The airplane climbed above 22,000 feet, comfortably above the TWA requirement. Moreover, with a full load, the DC-1 was able to take off in less than 1,000 feet. With full flaps, it was also capable of landing at less than 65 mph. In addition, it achieved a maximum speed of 227 mph during one test run.

Only one test remained—the airplane had to prove it could take off and land on one engine with a full load. A test flight from Winslow, Arizona, to Albuquerque, New Mexico, took place on September 1, 1933. During the first takeoff with TWA’s Tommy Tomlinson and DAC’s Frank Collbohm on board, Tomlinson shut down one of the engines with no warning to Collbohm that they would do so at that point in the test program. Fortunately for all involved, the DC-1 climbed successfully (if slowly) from 4,941 feet msl to its cruising altitude of 8,000 feet. It then flew 280 sm to Albuquerque, meeting all of TWA’s requirements. A few tweaks were made at TWA’s request to the first DC-1, and it was accepted on September 15, 1933.

Based on the results of the tests, TWA placed an order for 25 Douglas airliners; however, the airline sought several refinements, so only one DC-1 was ever produced. The list of refinements led to the DC-2.

The DC-2

Douglas Aircraft developed the DC-2 through several substantial changes. The airplane’s overall volume was increased—its fuselage was widened and lengthened by 2 feet to allow for an extra row of seats (increasing total passenger seating to 14). Other improvements were also incorporated into the new airplane: its payload, service ceiling, and speed were all increased. By the time it made its first commercial flight, the DC-2 was the most luxurious airliner in the world.

Incredibly, only four months after the Boeing 247 entered service, Douglas delivered its first DC-2 to TWA, and the airplane flew in record time between Los Angeles and New York. TWA began advertising coast-to-coast service in a 200-mph luxury airliner it dubbed “the Sky Chief.” TWA’s transcontinental flights made four hops—from New York (Newark) to Chicago, Kansas City, Albuquerque, and Los Angeles. Sky Chief flights left Newark at 4 p.m. and arrived in Los Angeles at 7 a.m. the next day, setting a new precedent in transcontinental air travel.

United Airlines’ Boeing 247 was eclipsed by the DC-2 before it ever fully established itself in the airline industry. Part 2 of this two-part series will continue the story on the DC-3. 

Author’s note: Among the sources of information for this article were Boeing, the Smithsonian Institution, the Museum of Flight, Encyclopedia Britannica, aviation.history.com, and Honest Vision: The Donald Douglas Story, by Julie Boatman Filucci.

The post How the Douglas Aircraft Company Created the DC-3, Part 1 appeared first on FLYING Magazine.

How Does a Multiengine Rating Work?

Existing single-engine airline transport pilots (ATP), and private or commercial pilots can acquire this add-on rating. While you can get the multiengine rating after receiving your private pilot certificate, some training programs recommend that you wait until you get your commercial pilot certification in order to save a considerable amount of money down the line. We’ll get into more about that later, but first, let’s go over how to get a multiengine rating. 

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How To Get a Multiengine Rating

Flying a multiengine airplane involves mastering the differences in systems, performance, and aerodynamics between operating a single-engine aircraft and those with more than one engine. All phases of flight differ–from engine start to landing–as do many of the procedural operations. That’s what makes specific multiengine training crucial (and required) for the entire process of getting a multiengine rating. 

While you don’t need to log any specific total flight hours in multiengine aircraft in order to qualify for the rating, you will have to spend at least three hours training in a multiengine airplane before taking the checkride. You’ll be trained on the airplane’s emergency procedures, performance, flight maneuvers, and aircraft limitations. The check ride is given by an authorized instructor who must give you their endorsement before you can take the check ride for the multiengine rating. 

The test is not a written exam but an oral one administered by the designated pilot examiner. But multiengine training aone is not all you need to be a certified multiengine pilot—so what are some of the other requirements? 

What Are the Requirements for a Multiengine Rating?

There is no specific age requirement, but you must be at least of age to get a private pilot certificate (17 years old under the FAA regulations), and you must be able to read, write, speak and understand English as part of the basic requirements needed for obtaining a multiengine rating. Basic math skills are also required, as well as an FAA medical certificate. 

Further FAA multiengine rating requirements include takeoffs and landings, slow flight and stalls, operating at high altitudes, and pre- and postflight procedures. Your ground training will consist of learning the aircraft systems, how to determine the weight and balance, and understanding the aerodynamics of a multiengine aircraft, among other topics.

Your flight training goes over both the normal and emergency multiengine aircraft maneuvers and operations. Once you have this completed, it’s time to pay for the certification. How much money do you need to complete the process? 

How Much Does It Cost to Get a Multiengine Rating?

To get the proper multiengine training, several elements have to be funded. Costs include payments to flight instructors, usage of rental aircraft, books and materials, and the FAA examiner fee for the check ride. Depending on where you train and the type of aircraft you train in, the multiengine rating cost will range between $2,000 and $6,000. 

How Long Does It Take To Get Multiengine Rating?

On average, it takes most pilots one to two weeks to complete the training. This, of course, is all dependent on the student’s schedule, competency, and commitment to the training program. 

How Long Does FAA Oral Exam Take for Multiengine Rating?

The exam will take about two hours to administer. An FAA designated pilot examiner (DPE) will give you scenarios to talk through on the ground before you fly, and you will have to walk them through the issues they present. You will also need to discuss aerodynamic principles, explain systems operations, and talk through standard procedures. After finishing the oral exam, you will go on to the practical test in the airplane. 

What Else Does a Multiengine Rating Cover?

To fly a certain class of airplane–such as a multiengine airplane–you need a class rating to prove you can maneuver the aircraft safely. But when you accomplish that class rating, you can also check a couple of other boxes. Airplanes that require a multiengine rating are also considered complex aircraft because they normally possess retractable landing gear, controllable pitch propellers, and flaps. They are also typically high-performance airplanes if they have engines that are rated at 200 hp or above.

Advantages of Having a Multiengine Rating

Your multiengine rating will introduce you to more job opportunities as private charter companies may use light twin-engine aircraft to transport clients. You may be able to fly faster and further with a multiengine airplane so that trips can be made quickly. Flying an aircraft with two engines also gives you a safety net should one engine fail–if you understand how to manage the airplane during these situations. 

Safety

Having another engine means you may not have to land immediately should you have engine trouble. Instead, you can use the thrust and performance of the second engine to search for a more suitable spot to land the airplane in an engine-out emergency. However, some multiengine aircraft will still lose altitude following the loss of one engines’ thrust–especially when they are operated at high-elevation airports or when cruising at altitude.

Speed

Your multiengine rating will come with new knowledge about the speeds used when flying twin-engine aircraft. Speeds important to the operation of aircraft are referred to as V-speeds. Twin-engine airplanes have V-speeds unique to their operational procedures and may provide a smoother and faster experience than a single-engine airplane. 

However, the V-speeds you will master as you pursue your multiengine rating include those specific to single-engine performance and operations, such as best rate and angle of climb speeds on one engine, and minimum controllable airspeed on one engine.

Opportunity 

Obtaining the multiengine rating allows pilots to earn more money, as previously touched on in the article. Besides flying commercially, advancing your pilot skills may also allow you to instruct others. You can add a multiengine instructor (MEI) rating to a flight instructor certificate–though a pilot typically gets a single-engine airplane rating on their initial CFI certificate. You can earn a supplemental income working at an aviation school with the add-on MEI rating. 

The multiengine rating also gives you an edge over the competition in the job market. The more multi time you have, the more desirable you are to employers. 

Single-Engine Rating vs. Multiengine Rating

So is it better to have a single-engine rating or a multiengine rating? That all depends on your motivation for flying. If you only make personal trips and fly because it’s a hobby you enjoy, then a simple, inexpensive airplane is enough to meet your needs. However, if you want an aircraft with more power and redundancy, that can quickly get you from point A to B, work on achieving a multiengine rating.

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A multiengine rating is an add-on any aspiring commercial pilot should look to gain. Not only will it give you access to safer, powerful aircraft, it also enables you to explore different areas in a piloting career. Now that you know how to get a multiengine rating, you can get started on your journey. 

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All major airliners are multiengine aircraft, making the rating a prerequisite for anyone seeking an airline transport pilot certificate. Though safer in some ways, aircraft with multiple engines can be a lot more difficult to control, especially after an engine failure. 

Most of the flight instruction conducted over the course of training for the multiengine rating requirements is related to control and what to do if an engine does fail. So, let’s explore more about how to earn a multiengine rating as a pilot. 

What Is a Multiengine Rating?

A multiengine rating is an FAA-approved additional certification that qualifies pilots to fly aircraft with more than one engine. Both private pilots and commercial pilots need to obtain this rating on their respective certificates before operating a multiengine aircraft. 

What Does a Multiengine Rating Do?

The multiengine rating serves as regulatory proof that a pilot is qualified to operate a given aircraft that has more than one engine. 

Why Should I Get My Multiengine Rating?

Anyone who is aspiring to become an airline pilot should already be reviewing materials and studying in the background for their multiengine rating, but it’s not only for individuals looking to fly Boeing 737s, 747s, Airbus A320s, or other transport-category aircraft. 

Many private pilots also operate lighter multiengine aircraft, such as a Piper Aztec or Cessna 310, as private pilots may carry as many passengers as legally allowed on an aircraft, so long as it’s for leisure and not pay.

Most commercial pilots who plan on carrying passengers–as opposed to those whose operations may not require a heavy payload–should also consider getting this rating, as it qualifies the pilot to fly many additional types of aircraft for compensation or hire.

5 Steps for Earning a Multiengine Rating 

Both private pilots and commercial pilots can fly multiengine aircraft after earning the rating, and no official written examination is required for either. Pilots (private or commercial) technically only need to pass their check rides to earn the rating, though plenty of preparation is needed to pass. However, you may need a certain amount of flight time in a given model of airplane in order to meet insurance requirements to rent one for a solo flight after you pass the check ride.

If you hold an instrument rating, you will also need to demonstrate instrument approach procedures while flying on one engine as well as with both engines operating.

Step 1: Earn Your Private Pilot Certificate

Before adding any ratings, which are often referred to as add-ons, you must first earn your private pilot certificate. The basic requirements for the private pilot certificate are:

• Be proficient in English
• Be at least 16 years old
• Pass a third-class medical exam
• Pass an FAA written exam
• Pass a check ride with an in-flight examiner 

If adding a multiengine rating to your commercial certificate, you must also take the necessary steps to become a commercial pilot first. The rest of these requirements are the same for both private and commercial pilots looking to add on their multiengine ratings.

Step 2: Make Sure You Meet the Eligibility Requirements

Eligibility requirements for add-on ratings, like the multiengine rating, are the same as those for achieving a private or commercial pilot certificate. So, if you’re already a certificated pilot, you’ve already met the eligibility requirements if you’re adding the rating to your private or commercial certificate.

Step 3: Acquire Multiengine Knowledge

There is no written examination for the multiengine rating, so all proof of proficiency will be done during the check ride for the rating. However, there is a lot to be learned on the ground before taking to the skies in a multiengine aircraft!

Step 4: Enroll in Flight Training

The best way to gain the knowledge needed to pass a multiengine rating check ride is acquired during your flight training. You can technically be eligible for your multiengine rating the moment you’re eligible for your private or commercial certificate, but at least three of your logged hours must be in multiengine aircraft. However, most pilots need a significantly higher number of hours of training in the airplane in order to become proficient enough to pass the check ride.

If you hold an instrument rating, you will also spend time flying instrument approaches in the airplane, with both engines operating as well as on one engine.

Regardless of whether you’re going back to school for your multiengine rating and have never flown a multiengine aircraft, or you have some time logged already, you must complete three hours of test preparation in the airplane before you are eligible for a check ride.

Step 5: Pass Your Check Ride

The next step is to pass your check ride with a designated pilot examiner. As flight on two engines doesn’t differ all that much from single-engine flight when things are going well, rest assured that a large portion of the multi-engine rating requirements for the check ride involve operating the aircraft with one or more engines at a reduced power setting or at times with the propeller feathered and the engine shut down. 

Similarly, on your check ride, you will spend most of the time demonstrating your understanding of flight on one engine. If you have an instrument rating, you will also need to show the examiner that you can fly selected instrument approaches single-engine, as well as with both engines operating.

More Engines, More Fun!

For anyone who aspires to fly everything under the sun, a multiengine rating is a literal must, and for anyone who wants to fly for the airlines, it’s a requirement except in very special cases. For individuals who may own or share a single-engine aircraft, pursuing a multiengine rating increases your overall aviation knowledge and allows you to say “yes” if ever the opportunity to fly a bigger airplane comes your way!

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