HOW MUCH MULTI-ENGINE TIME DO YOU NEED TO BECOME A CHARTER PILOT?

If your goal is to become a Part 135 charter pilot, multi-engine time can be one of the most important parts of your resume. A commercial pilot certificate may qualify you on paper for certain opportunities, but many charter operators and insurance providers want to see meaningful multi-engine experience before trusting a pilot with passenger-carrying pilot-in-command responsibilities.

For many aspiring charter pilots, the real question is not simply, “Do I have the certificate?” The better question is, “Do I have the experience, judgment, and aircraft control skills to operate safely at the professional charter level?”

Discovery Flight School helps career-focused pilots build structured multi-engine experience, sharpen decision-making, and prepare for the higher standard expected in professional charter operations.

What Is Multi-Engine Time?

Multi-engine time is flight time logged in an aircraft with more than one engine. For career pilots, this matters because many charter, corporate, cargo, and advanced piston or turbine aircraft are multi-engine airplanes.

Multi-engine flying requires more than simply handling a larger aircraft. It requires a pilot to understand engine-out aerodynamics, Vmc awareness, critical engine concepts, single-engine performance, checklist discipline, systems management, workload control, and emergency decision-making.

The more advanced the aircraft and mission, the more important these skills become.

Why Multi-Engine Time Matters For Charter Pilots

Part 135 charter flying is professional, passenger-carrying aviation. It often involves real customers, changing weather, unfamiliar airports, operational pressure, schedule demands, and aircraft that require disciplined cockpit management.

Under 14 CFR § 135.243, Part 135 pilot-in-command qualifications vary depending on the type of operation, aircraft, and whether the operation is conducted under VFR or IFR.

But the FAA minimums are only part of the picture.

A pilot may meet the legal requirements and still fall short of what a specific charter operator or insurance provider requires for a pilot to be added to the certificate. Many operators are not simply asking, “Is this pilot legal?” They are asking, “Can this pilot safely operate our aircraft, protect our customers, make sound decisions, and pass our training program?”

That is where structured multi-engine preparation becomes invaluable.

How Much Multi-Engine Time Do You Actually Need?

There is no single universal number that applies to every Part 135 charter pilot job.

The amount of multi-engine time you need depends on the aircraft being operated, the operator’s insurance requirements, the company’s training standards, whether the operation is VFR or IFR, whether the aircraft is piston, turboprop, or jet, and whether the pilot will serve as PIC or SIC.

Some operators may consider lower-time pilots for certain right-seat or entry-level roles. Other operators may require substantial multi-engine time, turbine time, or previous Part 135 experience before considering a pilot for PIC.

That is why aspiring charter pilots should avoid thinking in terms of minimums only.

A better question is: “Do I have enough multi-engine experience to be safe, confident, trainable, insurable, and competitive?”

FAA Minimums Vs. Operator Requirements

Aviation has two different standards that pilots need to understand.

The first standard is the FAA regulatory minimum. This answers the question: “What is legally required?”

The second standard is the real-world hiring and insurance standard. This answers the question: “What does this operator or insurance company actually require before they are willing to put me in the airplane?”

These are not always the same.

A pilot may legally hold the required certificates and ratings but still need more multi-engine time, more instrument experience, or stronger operational preparation before being considered competitive. This is especially true in Part 135 flying, where operators need pilots who can handle real-world operational demands, not just pass a checkride.

Why Random Time-Building May Not Be Enough

Many pilots try to solve the multi-engine problem by simply buying hours in the cheapest airplane available at their local airport.

Random multi-engine time-building may increase the number in your logbook, but it does not automatically create professional readiness. A pilot could build 100 hours of multi-engine time and still be weak in engine-out procedures, instrument approaches, abnormal checklist usage, weather decision-making, single-engine performance planning, radio communication under workload, diversion planning, and passenger-oriented professionalism.

The FAA describes aeronautical decision-making as a systematic approach to helping pilots determine the best course of action based on the circumstances they face. That skill becomes especially important when pilots move beyond training scenarios and begin operating in real-world professional environments.

That is why structured training matters.

Multi-Engine Training Vs. Multi-Engine Time-Building

Multi-engine training and multi-engine time-building are not always the same thing.

Multi-engine time-building is usually focused on adding hours to the logbook. That can be useful for pilots who already have strong multi-engine proficiency and simply need additional time. However, if the flying is not structured, scenario-based, or professionally guided, the pilot may finish with more hours but not much more operational readiness.

Structured multi-engine training is different. The goal is to build capability, confidence, systems knowledge, emergency procedure discipline, IFR proficiency, and professional decision-making. For aspiring charter pilots, the best option is usually not just “more hours.” The better option is quality training hours designed with charter operations.

What Makes Multi-Engine Time Valuable?

Not all multi-engine time carries the same value.

High-value multi-engine experience should include real preflight planning, weight and balance review, performance calculations, systems discussion, engine failure briefings, instrument approaches, cross-country operations, weather analysis, diversion scenarios, emergency decision-making, crew-style communication, and post-flight debriefing.

This type of training helps a pilot build more than a logbook number. It develops judgment, discipline, and operational confidence.

Why Part 135 Operators Care About More Than Certificates

Charter operators are responsible for real passengers, real aircraft, and real missions. They need pilots who can think, communicate, and make sound decisions under pressure.

A certificate proves that a pilot met a testing standard on a specific day. Professional readiness requires more.

Operators want pilots who can show up prepared, understand aircraft systems, brief passengers professionally, communicate clearly with ATC, manage weather risk, follow checklists, recognize personal limitations, respect company procedures, make conservative go/no-go decisions, and handle abnormal situations without panic.

In other words, operators want pilots who already conduct themselves like professionals before they are hired as professionals.

That is why Discovery Flight School emphasizes practical readiness, not just minimum certification.

How Discovery Flight School Helps Prepare Career-Focused Pilots

Discovery Flight School is built around career-focused training for pilots who want more than a recreational flight training experience. Our training philosophy is centered on helping pilots develop the skill, discipline, and judgment required for real-world aviation opportunities operating in and around busy commercial airports.

For pilots who already hold commercial, instrument, and multi-engine qualifications, the Charter Pilot Transition Program is designed to help bridge the gap between being certificated and being professionally prepared.

That gap matters.

A pilot may already have the certificate but still need more multi-engine experience, sharper IFR proficiency, stronger emergency procedure discipline, better aircraft systems knowledge, more confidence in PIC decision-making, a clearer understanding of Part 135 expectations, and professional interview preparation.

Discovery Flight School’s goal is to help pilots become more than qualified on paper. The goal is to help them become prepared in practice.

Common Mistakes Pilots Make When Building Multi-Engine Time

One of the biggest mistakes pilots make is chasing the cheapest hour. Low-cost time may look attractive, but cheap time without structure may not create meaningful progress. If the goal is professional flying, the quality of the hour matters.

Another common mistake is ignoring instrument proficiency. Many charter operations involve IFR flying. A pilot who is weak under instruments may struggle in advanced training or professional operations.

Pilots also make the mistake of treating engine failures like checkride maneuvers only. Engine-out procedures are not just test items. They are life-saving procedures that require discipline, repetition, and real understanding.

Another major mistake is failing to understand insurance requirements. A pilot may meet FAA minimums but still not meet a company’s insurance requirements. This can delay hiring opportunities.

Finally, many pilots assume a certificate equals readiness. A certificate is an important milestone, but professional readiness requires judgment, repetition, discipline, and maturity.

How To Know If You Are Ready For A Charter Pilot Opportunity

If you want to become a charter pilot, start by evaluating your current position honestly.

Ask yourself:

What certificates and ratings do I already hold?

How much total time do I have?

How much multi-engine time do I have?

How much recent IFR experience do I have?

Am I confident handling simulated engine failures?

Can I brief and fly instrument approaches under workload?

Do I understand Part 135 PIC expectations?

Would I be ready to sit across from a charter operator in an interview?

If the answer is “not yet,” that does not mean you are behind. It means you need a focused plan.

Discovery Flight School helps aspiring professional pilots build the experience, discipline, and confidence required for serious charter pilot opportunities. If your goal is to become a Part 135 charter pilot, request more information today and speak with Discovery Flight School about the training path that fits your current experience level.

Frequently Asked Questions

How Much Multi-Engine Time Do I Need To Become A Charter Pilot?

There is no single number that applies to every charter pilot job. The amount of multi-engine time required depends on the aircraft, operator, insurance requirements, type of operation, and whether the pilot will serve as PIC or SIC.

Can I Become A Part 135 Pilot With Low Multi-Engine Time?

Low multi-engine time is often the biggest factor limiting your opportunities. Even if you meet certain FAA minimums, operators and insurance providers may require additional experience before considering you for a position.

Is Multi-Engine Time More Important Than Total Time?

Both matter. Total time shows broad flight experience, while multi-engine time shows experience operating more complex aircraft. For charter pilot opportunities involving multi-engine aircraft, multi-engine time can be especially important.

Does A Commercial Multi-Engine Certificate Make Me Job-Ready?

Not automatically. A commercial multi-engine certificate is an important qualification, but professional readiness also requires strong aircraft control, instrument proficiency, systems knowledge, decision-making, and emergency procedure discipline.

Is Structured Multi-Engine Training Better Than Simple Time-Building?

For career-focused pilots, structured training is far more valuable than random time-building. The goal should be to build skill, judgment, and professional readiness, not just logbook time.

How Can Discovery Flight School Help Me Prepare For Charter Pilot Opportunities?

Discovery Flight School provides career-focused flight training designed to help pilots build the experience, proficiency, and professionalism needed to become stronger candidates for Part 135 charter pilot opportunities.

About The Author

William Jobin is an active Part 135 Charter Captain, CFI, CFII, MEI, AGI, and IGI. Through his real-world charter flying experience, advanced flight instruction credentials, and leadership perspective with Discovery Flight School, William helps pilots develop the skills, discipline, and professional readiness required for a successful aviation career.