Multi-Engine Program For Private Or Commercial Add-On
A multi-engine rating in the Seminole, $5,100
One fixed number, bolted onto a certificate already in your pocket. Of every phase in the sequence this is the briefest, and the one where systems knowledge outweighs stick skill by the widest margin.
| Price | $5,100, fixed |
| Prerequisite | An existing private or commercial certificate |
| Aircraft | Piper Seminole — twin engine, counter-rotating propellers, retractable gear |
| Includes | Dual instruction to the practical test standard, one-to-one ground instruction on systems and performance, oral and checkride preparation |
| Hourly rate | None published for this airframe. This price is the number. |
| Where it sits | After the instrument rating for most career-track students |
| Field | Van Nuys Airport (KVNY), Van Nuys, CA 91406 |
Why this rating sits where it sits in the sequence
Take it after the instrument rating, not before. A twin flown only in good weather is a twin doing half its job, and the operators who care about multi-engine time care about it in the context of an instrument-rated pilot. Taking it early also means paying twin prices for hours you could have flown far more cheaply in a single.
14 CFR 61.129 governs the aeronautical experience for a commercial certificate, and the sequence that gets you there efficiently puts cheap hours early and expensive hours late. That is the whole argument for the order we recommend.
What the training is mostly about
Asymmetric flight and the decisions attached to it. The Seminole has counter-rotating propellers, which removes the critical-engine asymmetry that makes some light twins unforgiving, and that design choice is why it is the type most people earn this rating in.
Everything else is systems and discipline: two of most controls, gear that retracts, and a set of memory items that exist because the airplane punishes hesitation. The flying is not hard. The management is.
An honest note on what the rating is worth
By itself this rating makes nobody employable, and we are not going to suggest it does. It is a required component of a professional sequence, and it is a good one to hold. It is not a qualification with a job attached.
Cheap hours first, expensive hours last. That is the whole economics of a professional sequence.
What is behind the rating
- Every type in the fleet is school property, serviced on site. Instruction for hire triggers the 100-hour interval written into 14 CFR 91.409(b), and we would rather carry that cost than argue about it with an owner.
- Eleven instructors, matched to students one at a time and changeable if the pairing is wrong. Each holds a CFI alongside a commercial certificate or an ATP.
- A Redbird MCX lives on the field. It is enclosed, it sits on a motion base, it holds FAA approval, and a standalone booking is $189.
- The flyable-days figure for this field is 355, counted from NOAA ASOS records over the year to 1 August 2026 rather than estimated from a brochure.
- Fixed prices, published in full. The figure you agree at the start is the figure at the end, which is the point of buying a program rather than hours.
- This is Part 61 training. We publish a syllabus, a price and an hour count, and nothing about a track record the business has not had time to build.
What this school does not claim
Airline Pilot Flight School is a Part 61 flight training provider. We are not an airline, we are not owned by one, and we hold no cadet program, pathway agreement or hiring relationship with any airline.
We do not guarantee an interview, a job or a salary, and we publish no pass rate and no graduate count. This business is new. It has no record worth publishing yet and it will not invent one.
What we do publish is the curriculum, the price, the hours, and the regulation behind each requirement. Judge us on those.