Originally Posted by
RhinoBallAuto
E/F is a separate TMS and has entirely different language throughout the NFM. But there are lots of people that would agree with you... myself included.
Maybe "overlooks" was the wrong choice of words, but your point is taken. I meant to say that the restriction on my previous commercial ticket would be overlooked, because as it was explained to me, the local FSDO is satisfied w/ seeing "instructor" and "F/A-18" in order to grant the MEI. But I will continue to dig.
Ultimately, it won't matter what FSDO you use to knock out the MilComp paperwork for your FAA instructor ratings. When the app goes to OKC, they will kick it back if the FSDO handed you a CFI (AMEL) certificate. It doesn't matter what's in the NATOPS, it's what's in their policy docs. Until that changes, F-18 IP MilComp nets a CFII.
Also, if you get your CFII from MilComp as a F-18 IP and you don't do CFI (AMEL) next and choose to add on CFI (ASEL) first, ensure you do it in a complex aircraft. Although the language in the PTS seems clear, the first CFI rating must be done in complex aircraft, this is the FAA and it's not. As luck and FAA policy would have it, CFII MilComp via F-18 doesn't count towards the complex aircraft requirement.
We went round and round with the FAA on that after I helped an F-18 add-on his CFI (ASEL) to his MilComp CFII. We even checked with the DPE first and he concurred with our assessment that it could be done in a non-complex aircraft. Ultimately, he ended up taking another ride with the DPE in a 172-RG to make OKC happy.
The CFI (AMEL) is a pretty easy add-on and I would recommend doing that one first. That will also check the "complex" box. If you didn't grow up getting your commercial via the civilian method, the CFI (ASEL) will take a little longer learning the ASEL commercial maneuvers.