My thoughts exactly. Nope, different DPE (I'll PM you if you're curious).

Heck, the DPE might tell the FSDO "Hey, I'll throw y'all a pizza party every month if you do less work and just send all the MCI guys my way." Actually the FSDO didn't specifically recommend a specific DPE, so that must mean ALL the DPE's are in a conspiracy with the FSDO.

Yeah, guess I'll have to start working towards becoming a DPE. Good work if you can get it!!

I would pay $40 to avoid visiting my local FSDO.

Nope. He was the DPE listed for SAT on shppardair.com under the FSDO feedback link....I'm sure there are at least a handful for that area...

If you can find a DPE who will do the MilComp for $40 you have a pretty good deal. I've been helping guys do this for 10 years and never found one that cheap. IF the FSDO will do it, that is good. BUT, I have found that each FSDO has varying degrees of understanding what military paperwork should look like and what an applicant should get. I am on the edge of three FSDO and it is like working with three different FAA's, even though they sweare they work from the same regs and ops manuals.
Make sure you get the II and the CFI SEL and/or MEL as appropriate.

Anyone taken the test lately? Lots of reports of many of the FAA tests having been changed significantly in the last 6-9 months, so wondering if it's hit the Mil-comp test yet....

Hacker, no significant changes to the MilComp. One thing to note, if you are a Centerline thrust restricted guy, F-15, F-18 etc, you will get a Instrument Instructor only. To get a SEL or MEL you will have to take another written test, the Flight Instructor Airplane, followed by a practical test. Also, when you go to renew your II when it expires in 2 years, you cannot renew it alone, you will have to take a SEL or MEL CFI check ride. We worked this stupidity all the way to DC and that's the answer we got. If your FSDO let's you take the Practical Test without the FIA test, it will get kicked back from OKC. This is the way it works, even though it contradicts the example about a Cessna 337 CFI. Oh well!

What needs to be worked on is the verbiage with regards to centerline thrust now with the newer EPE engines (at least for the F-18s - I'm not sure about the Eagles) and the language added to the NATOPS to bring it in line with other assymentrical thrust aircraft.

USMCFLYR

What determines if an airplane has the centerline thrust restriction is if it has a published Vmc (per the FAA definition of Vmc).a The F-117 guys found this out and went to Lockheed and asked them to put a Vmc in the -1. Lockheed did and voila, no CL thrust restriction. The source of this is the Private and Commercial Multi-engine land Practical Test Standards.

Yes - I know.
That is what has been done with the NATOPS for the F-18s since the introduction of the EPE engines many years ago. Some have even printed out the applicable pages and taken them to the FSDO to show them. Unfortunately, the FSDOs just turn to the outdated page in their manual that only lists the F-18A.

USMCFLYR

I'm going to do this very soon (after I take my FEX). Not worried about MEI as a C130 guy, but curious if anyone has added the NVG Instructor bit?

I realize not a lot of call for it on the civvy side...yet (mainly Part 135 rotary right now), but that could change...be nice to have. All you have to have is STC approved cockpit lighting, properly maintained goggles, and recency of experience to fly with them. FAA views them as an "appliance" and safety tool.

Had heard Lee Co. Mosquito Control in FL was flying DC-3 line abreast at 300A on goggles a few years back, but I believe they've retired their DC-3s finally...