FAA Military Equivalency Test

Does anybody know how/where to take the military equivalency test in the Virginia Beach area? Does anybody have gouge for it?

Hit the CATS Testing or Lasergrade websites. You can see a list of test centers near you on either one. To just take the test, you can go to pretty much any place.

Best gouge going, for multi and helos. I don't know if "jet-centerline thrust only" needs other stuff, but this will certainly at least get you a passing grade:

http://coastalbendaviation.com/mcegouge.html

Thanks, was wondering this as well.

When I go to take the test, do I need anything other than my log book?

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Found some info here:
http://www.pensacolaaviation.com/webpages/milcompfaq.html

^^^^ Just to take the test, you need a couple forms of ID (2, IIRC) and some cold hard cash. That's all.

Now, to actually get the Military Comp Certificate (aka "Pilot's License"), you have to find a willing CFII at a local FSDO or FBO who will sign off on the electronic application saying that you've met the reqs. (Corpus has one of it's sim instructors who does it for $100. There's a retired Army pilot cum CFII in Jax who does it for $50. Some people have had luck getting FSDO folks to do it for free.) This is when you need to bring: your original Mil Comp test score sheet, FAA medical from IFS, military logbook, NATOPS jacket with instrument rating, and Naval Aviator designation letter. Seems to me that was everything. You fill out the online IACRA app on faa.gov, the instructor makes sure your paperwork is good, and in 6-8 weeks, you get your green credit card with those Guinness guys on the back.

I don't think you need a FAA medical to get your FAA license. At least I didn't have one when I went to the FAA in Jackson, MS. They simply make a copy of everything listed above (sans medical) and I received my license in the mail a couple of weeks later. Also, I never went to the FAA website to accomplish any of this. Have things changed?

You don't need a current medical but if you've had a medical in the past they need the number. With everyone doing IFS now that means they all have a 3rd class, whether still valid or not. Of course there's always the exception, but that's the general idea.

If I wanted to get my PPL after primary would my military flight time count towards it? Would it be a matter of a couple of flights with a CFI and then the examiner, or would I have to do the civilian syllabus all over again since my IP's probably didn't have their CFI. I know most guys say to wait, but if I have a bunch of down time before advanced and it would only take 5-10 hours I might like to get it so I could take a plane out on some weekends. Seems like most girls ask if I could take them flying immediately after they find out I'm an SNA...

You can do one better and get your commercial license by taking the competency exam. No need to get your private. It would be a waste of effort. Commercial gives you the same rights and then some. I don't know exactly how that works w/helo bubbas, but I know they get their helo commercial and I am pretty sure they get a single engine land endorsement on that, so you would be good to go if you wanted to rent a plane, you would just have to get checked out by the FBO.
When you get winged, you are already 20 times less dangerous than most private pilots.

edit: oops, didn't read the full post, you meant after primary...I don't think any military counts until you get your Naval Aviator cert.

You can't use your training as a stud to get your ppl because the ip's aren't licensed CFI's. So, since you don't have your ppl now you can still log it as flight time but it's not countable/allowable flight time towards your ppl. Now, in the off chance there is an IP that is a CFI, he could sign your logbook and you could use that towards the ppl, but odds are that's not gonna happen.

Along these lines, how do the military equivalents of ratings and endorsements cross over? Couple examples that I have in mind - does having a NATOPS instrument rating mean that when you pass the Military Equivalency Test you get the privileges of a commercial license with an instrument rating? And does being endorsed for high altitude/high performance in the military cross over to the civilian world? (I.e., if you're qualified to solo a T-34C, can you go to an FBO and rent something with >200HP and take it higher than 20,000?)

Yes, hence why in helos, we get a single engine Commercial, Rotary-Helicopter and helicopter commercial instrument.

We did a NATOPS instrument check in helos, so we get helo commercial instrument. We didn't do an instrument check in the T-34 (no I4390 doesn't count. Not NATOPS) so we only get commercial, no instrument.

I imagine its the same for multi bubbas (single commercial and multi comm. inst.) and I'm not sure what jet guys get (single engine comm inst?)

Back in 2002/3 we got Instrument Airplane AND Helicopter in addition to ASEL and Rotor-Helo on a comm ticket.

I just used it to add IA onto my ticket.

You might want to check on that. I got my $90 Guinness Dude card, and it says the following on the back:

Commercial Pilot

Airplane Single Engine Land; Rotorcraft-Helicopter
Instrument Airplane and Helicopter


FWIW, I've been flying quite a bit in my off-time thanks to this piece of plastic. It's one of the best deals going for new Aviators. Do yourselves a favor and drop the Benjamin or whatever it is these days to take the test. It's well worth the Saturday morning and the money...and if money is an issue, save the dough you would have spent on Friday night and use it Saturday morning to take the exam.

Unless they changed it in the last 9 months we get:

Commercial-SEL & Helicopter
Instrument Airplane and Helo

In order to get your SEL, you are supposed to have flown your T-34 "checkride" (actually, your last flight) within 12 months of winging. I have known people that have gotten around this limitation though.

Endorsements do not cross over. When your FBO checks you out in the said plane, have the CFI sign your logbook for HP/Complex.

BTW, there is no endorsement for high altitude there is an endorsement for pressurized aircraft capable of going over 25k. Obviously you need an instrument ticket to go over 18k. One of the exceptions to needing an endorsement for pressurized to having been checked out as PIC by the US Military.

The FARs make my brain hurt.

With just a T-34 solo, you really can't do anything on civvie street. You need to get winged and get your mil comp commercial certificate first, for it to be legal. Then, you would need to be checked out in whatever aircraft through the FBO first, but yes, you could rent it. If you live near Willow Grove, you can even rent a T-34. As an unofficial perk, I've rented complex A/C from some pretty draconian FBO's that have 10 or 15 hour in model mins to take their complex rentals solo. With the mil comp, I just needed a quick 45 minute checkout.

@ tlord: The application is all online now; has been for a while. It's called IACRA. I think there's a provision for mailing a paper version somehow, but for all intents and purposes, FAA applications are solely done online. If you didn't do it online, chances are your certifying instructor/DPE did it for you online.

Well every IP I've talked to said ASEL commercial and IR, but every recent winger, and my mil-comp paperwork specifically excludes Airplane instrument. I guess I'll find out when I get my card in the mail.

I bought the Mil Comp to CFI/I software back in January when it looked like the new rules were just about to get signed into effect. If you read the update on Sheppards site the new rules have yet to get signed off (shocker) and they're now not even positive what tests exactly will have to be taken.

I will say that the few times I've spoken with folks from Sheppard on the phone they have been very helpful and their software is very easy to use - they've come up with a very systematic approach to working through the question databases. I'm pretty confident too that if the final lineup of tests required differ from the software package I bought already, they'll stand behind what they're offering and give me the remaining necessary software.

Since we're talking about new FAA procedures, any word on the FAA recognizing our military flight physicals?

Also, anybody know any Flight Surgeons in the SD area who are FAA Aviation Medical Examiners?

Wow, according that link, when the rules go into effect, I'll be able to add the multi-engine (centerline thrust restriction) to my Commercial from flying T-2's. I couldn't do it before because I winged like 15 months after my last flight in the T-2.