Back at ya man.

its definitely not impossible for a "military time" only guy to go out and do the CFI/MEI thing in civi land. It is something that a guy with no piston time will want to very slowly work into, and definitely do a fair amount of prepping with another CFI/MEI... especially if trying to do some instructing in a small twin. There may not be anything out there that will kill you quicker than being behind the curve after losing an engine on a twin that has no performance and just wants to roll over on you.

No FSDO does writtens any more, you'll have to go to a testing center.

Sheppard Air has a 7 Aug update. They report the FAA Administrator has signed the rule change and it should be published by 17 August. There will be a 60 day period prior to the rule taking effect – about 17 October.

http://www.sheppardair.com/milcompcfi.htm

Bayou

For those that are going to take advantage of this, here a couple of thoughts from an experienced civilian CFI and non-pilot navy guy...

- You basic flying and teaching skills will be just fine.

- Like any new airplane, you will want a checkout, including all of the relevant training maneuvers (see the PTS). Obtain profiles to study in advance.

- You stand the risk of doing your students (and yourself) a dis-service by not covering all of the required regulatory knowledge. Again, read the PTS and get off-the-shelf guides for whatever rating(s) you teach. Studying for the FAA written will NOT substitute for actual knowledge.

- You are also at risk of screwing up the various endorsements required during training and for a checkride. A large part of civilian CFI training is devoted to the process, not just the relevant knowledge and skills. Read the relevant sections of part 61 forward and backwards before giving any instruction for a rating. For a private pilot, read the sections on student and private pilots...this is the most complicated. Obtain and read Advisory Circular 61-65. I would suggest getting some ground training from an experienced instructor...walk through all of the paperwork required for student pilot-ATP.

- As was mentioned, you will have no excess power to correct your mistakes, and no ejection seat. I live in a major fleet center, and we lose a naval aviator or two to GA every couple of years...usually in the mountains, at the end of box canyon. The flying club here lost two T-34A's (non turbine)...


- The most dangerous thing you can do is MEI pattern-work in a light twin...no altitude margin, an inexperienced student, and engines that may not spool up reliably.

- Next most dangerous is CFII work with an old steam-gauge panel in actual IMC. You MUST be proficient at partial panel...vacuum pumps and gyros fail ALL the time.

- If it all goes south in a GA twin and you lose directional control and SA, pull both levers to idle ...now you have a stable glider. If you spin one, god forbid, try asymmetric thrust if all else fails.

deleted.... duplicate post

Absolutely agree with everything you posted. 15 years Navy Instructor experience and 'Authorized Aircraft Instructor' on some jet warbirds. (treated like a CFI). Additionally, lots of time working with CFI's who are/and are not Naval Aviators. Bottom line: Use your professionalism to get the training needed to save your skin (both legally and literally). Secondly, opens up a whole new enjoyment of aviation. Stay professional. That is the opportunity afforded us. First of several Naval Aviator friends whose fatalities in GA was an F-14 AOCS classmate of mine. Good stick, but overestimated GA aircraft capabilities. Not enough prep and instruction.

Very insightful post, thanks!

The biggest problem with military guys playing around in the civi arena is that 'we don't know what we don't know'.

MCI Test Military Competency Instructor Sheppard Air Flight Test 4.0 Prep Software ATP, Flight Engineer, Mil Comp - FAA Airline Transport Pilot

Opie

Thanks Opie.