Hey guys,

I have my checkride scheduled for Tuesday of next week. Does anybody has any tips?
I will be taking my checkride at Kenosha Airport (Wisconsin) in Piper Seminole.

Thanks all!

1. Chill out! the Multi-engine check ride is a breeze compares to the likes of a Instrument of CFI check. (But my oral for the Multi was two hours, dunno why. Seemed a whole lot shorter then two hours anyways.)

2. If your rusty on instruments, brush up. My Examiner gave me an engine out while half way through the procedure turn, then failed my glide slope when I was inbound on the ILS approach. (That got my head spinning)

3. Make sure you tell tower and your landing with power on one engine that your a 'simulated-single engine'. I was flustered and told the tower at first that I was single engine, but I snuck in a second call reporting a simulated single engine. (Had to call tower after the check for that! Opps! But the manager was nice and understood)

4. When turning from downwind to base to final, DO NOT EXCEED 15 degrees of bank! (I did not know this during my check and did this to keep from over shooting the runway.)

5. Understand that the POH, or Imformation manual will and do lie (BIG TIME) to you on aircraft performance.

Who says you don't learn something from a check ride Just to give you an idea. After the flight I looked back at the seat in the cockpit, mine was soaked. The Examiners, dry as a bone. Go figure.

When the accelerate-go question comes about in the oral and the RWY is too short, don't change your answer by any means.

Try to make all your turns toward the operating engine. You can turn the other way, however, just be careful.

When the engine cuts, don't freak out and rush. You have time. The seminole doesn't have the most power in the world, but it's cold as hell outside. Level your wings and stabalize before you touch anything. Shoving the levers forward while still in a bank will make things much worse.

*I had mine a couple years ago at KARR. My examiner's name was Leslie. If you have the same woman, feel free to PM me.

Just be familiar with the real performance, also keep in mind what are and are not priorities during emergencies. Have an intimate knowledge of the fuel system. Take it easy, and be in command of whatever situation you are covering.

Don't forget during the OEI stuff to say that you are going to return to the airport and then start heading that way (or whatever it is that you were trained to do in that situation). When I did mine I was just buzzing around going through the troubleshooting checklist and then the shutdown checklist and never stated my intentions to land at a nearby airport nor did I turn in the direction of an airport. Oops!

Be able to draw the various systems: vacuum, fuel, prop gov. Know the POH and be ready to explain any one of the performance graphs.

Know your single engine procedures dead to rights but don't "memorize" them. Use your checklist.

Finally, the multi ride is the second easiest checkride I've ever taken second only to my MEI. Have a good time with it!

The part of this checkride that I'm the most nervous about is the instrument approaches...but will practice them twice before Tuesday...

If you are nervous about the approaches, do some "chair flying". It might sound cheesy, but this works for kinesthetic learners - WALK through the approach procedures.
Not sure if you already have a checklist or system to make sure that you are totally briefed for the approach, but I use WIRE in the Duchess.
W-Weather. Once I check the ATIS, I can hear the weather and what approaches are in use.
I- Instruments. Check your Altimeter, Attitude Indicator, and Directional Gyro.
R- Radios. Tune, Identify and Twist all navigation facilities. Also set in all comms so you don't have to dial it in over the final approach fix while being handed off to tower.
E- Environment. Brief yourself on the approach. Where am I? What intercept can I expect? What altitudes & courses? What is my missed approach procedure?

Another thing is to make sure that the aircraft is stabilized in approach configuration and approach speed before you get to the FAF so all you have to do is start your time and start your descent. Not sure about your twin, but in the Duchess gear and 10 degrees of flaps are set just before FAF.

Have fun, and good luck!

Just take your time and think through things. Don't rush, don't panic.
The best advice I ever got was from my commercial examiner on my comm. checkride. He said "Why are you getting flustered? Does it matter who is sitting in this seat (meaning the right side)? Your job is simply to fly the airplane. It doesn't matter who's with you, you just sit there and fly- do what you love to do."
To this day, that is what I tell my students before their checkrides. I tell them that it is just another day they get to fly an airplane and that at the end of it they got to do something not many people in the world ever get to experience.
Best of luck and remember to be confident in yourself!
-ArchAngel

I really HATE to give this advice... but if your bird has a GPS, you can sneek a peek at the groundtrack during the approach. Anything other than the published groundtrack will eventually end up with needle deflection. Keep the track correct and it's a walk in the park.