You should write the FAA for a letter of interpretation about this, cite his name in the inquiry, and mail a copy to him when it comes back. If he is that wrong on this issue, he shouldn't be a DPE and the Feds should remove him from said position.

 

See FAA Order 8900.1, Volume 5. I don't have the exact reference in front of me, but somewhere in ther it discusses this issue. Basically it lists several military aircraft, multiengine but without a published Vmc speed. The T-38, F-14, and several others are listed. Basically the guidance implies that although these military aircraft have more than one engine, they are considered "centerline thrust" for certification purposes...

 

If I was the DPE, I would have made sure to CYA myself too, although without the attitude and issues you had. If it's an area that I didn't experience regularly, it's possibly not something I can sort through in just a few minutes to see if I can do it or not. There have been certs and ratings issued improperly due to hasty decisions or not properly researching it.

Luckily, I'm not a DPE, I'm the guy that tells the DPE what to do, and if after doing the above research I mentioned, I found that there was nothing preventing the issuance, I'd tell them to go ahead and do it.

Sounds like this guy has some issues admitting he is wrong and handling their applicants in a professional manner.

If you are arranging a checkride and doing something that isn't the "usual" way they see applicants, you might want to ask them first about your specific situation, rather than showing up on the day and presenting something to them that they don't usually encounter.

 

But he's not taking the checkride in T-38.

Appropriately rated military pilots can (if they take the mil-comp test) get a commercial certificate and type ratings for the aircraft they fly, if the aircraft has a civilian equivalent type. This is certification.

 

This part says it all:
The centerline thrust limitation is for the ISSUANCE of a pilot certificate (mil-comp) and for taking the practical test in an aircraft with no published Vmc, as I was mentioning above.

Taking a practical test for an ATP in a normal multi-engine aircraft is a totally different matter.

 

To add to what JNB is saying - - - the OP already a AMEL rating so he never had the CL thrust restriction in the first place on his certificate.

 

If you are trying to find a better DPE, check out this thread: http://www.airlinepilotforums.com/mi...practical.html

Lots of information on mil friendly examiners and schools.

 

The definition needs to be updated as well as there is at least one aircraft on the list with a published Vmc.

 

Which one(s)?

 

The Hornet is at least one example.
The C/Ds with EPEs have the language in the NATOPS for Vmc and I'd bet the E/Fs are the same - but I've not read their NATOPS.

This is where that 'military friendly' FSDO (or DPEs) comes into play.
The one nearest NAS Lemoore knew all about the updates and such but others might not know.