Training & Certification
FAA Proposes Post-Activity Survey to Monitor Pilot Examiners
The FAA proposes a voluntary survey for pilots to evaluate Designated Pilot Examiners, aiming to improve oversight and consistency in practical tests.
This article is based on official government documents and public notices from the Federal Aviation Administration.
FAA Proposes “Post-Activity Survey” to Monitor Designated Pilot Examiners
The Federal Aviation Administration (FAA) has initiated a public comment period for a new oversight program designed to gather data on Designated Pilot Examiners (DPEs). In a move mandated by Congress, the agency proposes a voluntary “Post-Activity Survey” for pilots immediately following their practical tests. The initiative aims to address long-standing industry concerns regarding consistency, professionalism, and the availability of examiners.
According to the official docket (FAA-2025-5568), published on December 29, 2025, the survey is a direct requirement of the FAA Reauthorization Act of 2024. Specifically, Section 833 of the Act directs the agency to implement a system that tracks the “performance and merit” of examiners. The FAA is currently soliciting public feedback on the proposed information collection methods until the comment deadline of February 27, 2026.
This proposal represents a significant shift in how the FAA oversees the thousands of private contractors who conduct the vast majority of pilot certification events in the United States. By soliciting direct feedback from applicants, the agency hopes to standardize a system that has historically suffered from regional disparities and sporadic oversight.
Survey Mechanics and Scope
The proposed information collection is designed to be a high-volume, low-burden digital survey. The FAA estimates that approximately 49,000 respondents will participate annually. The target audience includes any applicant who has recently completed a practical test for a certificate or rating, regardless of the outcome of the exam.
According to the proposal details, the survey will consist of approximately 12 yes-or-no questions. The agency estimates the time burden for each respondent will be roughly 7 minutes. The questions are structured to gather objective data in four specific categories:
- Professionalism: Evaluating the conduct and demeanor of the examiner during the test.
- Environment: Assessing the suitability of the testing location and atmosphere.
- Content: Verifying whether the exam adhered strictly to the applicable Airman Certification Standards (ACS).
- Duration: Recording the length of both the ground (oral) and flight portions of the exam.
The FAA’s stated objective is to deploy a data-driven system. Rather than relying on anecdotal complaints or random inspections, the agency intends to use this aggregate data to identify outliers, examiners who consistently deviate from the norm in terms of pass rates, exam duration, or professional conduct.
Context: Addressing Systemic Friction
To understand the significance of this proposal, it is necessary to examine the current state of the DPE system. Designated Pilot Examiners are not FAA employees; they are senior pilots authorized to conduct exams on the agency’s behalf. They operate as private contractors and charge market rates for their services.
The reliance on private contractors has created what many in the industry describe as a bottleneck. With fees often ranging from $1,000 to over $2,000 per test, and some examiners demanding cash-only payments, the financial burden on students is substantial. Furthermore, the “customer” dynamic can create conflicts of interest.
The “Santa Claus” Effect vs. Unfair Standards
A primary driver for this legislation is the inconsistency in testing standards. In the aviation community, some examiners are known as “Santa Claus” for their leniency, while others are viewed as unnecessarily harsh or unprofessional. Organizations like the Society of Aviation and Flight Educators (SAFE) have previously noted that “minimal standards” pose a safety risk, citing instances where examiners might skip required maneuvers, such as a “slip to land,” to save time.
Conversely, students have historically lacked a safe, standardized channel to report unprofessional behavior. While the FAA has conducted random phone calls to applicants in the past, there was no systemic mechanism for feedback. This survey aims to close that loop.
Industry Reaction and Concerns
Initial reactions from the pilot community and flight education organizations have been mixed. While there is broad support for weeding out “bad apple” examiners, significant concerns remain regarding the implementation of the survey.
The primary concern among pilots is anonymity. Given that many DPEs operate in small geographic regions and may conduct only a few exams per week, applicants fear that negative feedback could be easily traced back to them. This fear of retaliation could skew the data, as students may hesitate to report honest feedback about an examiner who holds the power to pass or fail them in future ratings.
From the examiner’s perspective, there is apprehension regarding “revenge reviews.” DPEs are concerned that applicants who fail a practical test due to their own lack of preparation might use the survey to punish the examiner. The FAA has stated the system is intended to track “merit,” but the mechanism for filtering out retaliatory complaints remains a point of discussion.
AirPro News Analysis
The introduction of a “Post-Activity Survey” signals that the FAA is moving toward a customer-service model of oversight, similar to feedback loops seen in the private sector. However, the effectiveness of this tool will depend entirely on the nuance of the data collected.
We observe a potential weakness in the “yes/no” question format proposed. A check ride is a complex, dynamic event. Reducing the evaluation of an examiner’s conduct to binary choices may fail to capture the context of a disagreement in the cockpit. Furthermore, while the survey addresses “Professionalism,” it is unclear if it will address the “cash economy” and scheduling behaviors that frustrate many applicants.
Additionally, the volume of data, 49,000 responses annually, will require sophisticated processing to be useful. If the FAA merely collects the data without a robust team to investigate the flags raised, the survey may become a bureaucratic exercise rather than a safety enhancement. The success of Section 833 will be measured not by the number of surveys filled out, but by the tangible standardization of check rides nationwide.
Frequently Asked Questions
Is the survey mandatory?
No. The proposal indicates that the survey is voluntary for applicants.
Will the survey affect my check ride result?
The survey is a “Post-Activity” measure, meaning it is completed after the exam is concluded. It is designed to oversee the examiner, not re-evaluate the pilot.
When does the comment period end?
Public comments on this proposal must be submitted by February 27, 2026.
What is the legal basis for this survey?
The survey is mandated by Section 833 of the FAA Reauthorization Act of 2024, titled “National coordination and oversight of designated pilot examiners.”
Sources
Photo Credit: AOPA
Training & Certification
Coptersafety to Open Oslo Helicopter Training Center in 2028
Coptersafety announces a new Level D simulator facility near Oslo Gardermoen Airport, opening in 2028 to expand Nordic training capacity.
Coptersafety will construct a new purpose-built helicopters pilot training center in Oslo, Norway, expanding its Nordic footprint to meet rising global demand for specialized rotorcraft instruction.
In a press release issued on June 24, 2026, the company announced that the new facility is scheduled to open in 2028. Located near Oslo Gardermoen Airport (OSL), the center will provide additional capacity as Coptersafety projects its existing Helsinki headquarters will reach maximum simulator utilization within two years.
Addressing capacity constraints
The decision to build a second Nordic location stems directly from increased training volume across the European aviation sector. Coptersafety Chief Executive Officer Hannu Marjoniemi stated that the impending capacity limit at the Helsinki facility necessitated the infrastructure investment.
“We are extremely happy to be taking our first step in expanding our global footprint with additional training opportunities for pilots worldwide. Our Helsinki headquarters and training center will be at maximum simulator capacity in the next two years, yet the need for pilot training in Europe and globally is only increasing,” Marjoniemi said. “Coptersafety’s new facility in Oslo will provide operators a choice in location, alongside our Helsinki headquarters and training center, and new simulator aircraft platforms.”
The Oslo site is designed to operate in tandem with the Helsinki headquarters, allowing the company to distribute its training load while offering operators geographic flexibility.
Equipment and operational focus
The Oslo center will focus heavily on specialized mission profiles, including Helicopter Emergency Medical Services (HEMS), Search and Rescue (SAR), and offshore energy operations. To support these sectors, the facility will house Level D full flight simulators configured for the Airbus H135 and Airbus H145.
The expansion aligns with a broader industry shift toward simulator-based training for high-risk rotorcraft missions. Utilizing full flight simulators allows specialized crews to practice complex emergency procedures while reducing the flight hours and associated risks of live aircraft training. Recent industry developments reflect this trend, with organizations like Poland’s medical air rescue service recently expanding their own simulator capabilities for HEMS crews.
AirPro News analysis
We view the selection of Oslo as a strategic positioning move for Coptersafety. Norway serves as a major hub for North Sea offshore helicopter operations and maintains robust SAR and HEMS networks across challenging terrain. By placing Level D simulators for the Airbus H135 and H145 directly in this market, the company can capture regional operators who previously had to dispatch crews to Finland or other European training centers. This proximity reduces operator travel costs and crew downtime, making the Oslo facility a highly competitive option for Scandinavian and North Sea rotorcraft operators.
Sources: Coptersafety
Photo Credit: Coptersafety
Training & Certification
U.S. Air Force Accepts First 8 Boeing T-7A Training Simulators
The Air Force accepted eight T-7A Ground Based Training System devices on June 12, 2026, initiating aircrew training at Joint Base San Antonio-Randolph.
The U.S. Air Force officially accepted the first eight Boeing T-7A Ground Based Training System devices at Joint Base San Antonio-Randolph in Texas on June 12, 2026, clearing the way for initial maintenance and aircrew training.
According to a June 24 press release from the Air Force Life Cycle Management Center (AFLCMC), the formal transfer of the simulators to the Air Education and Training Command (AETC) marks a critical step for the T-7A Red Hawk Advanced Pilot Training program. The T-7 architecture is the first combined aircraft and simulator system designed from its inception with Embedded Training and Integrated Live, Virtual, and Constructive (I-LVC) capabilities.
A defining feature of the system is its “one-push” software architecture. The simulators utilize the exact same operational flight Software as the physical aircraft. This design allows student pilots to interact with identical pilot-vehicle interfaces on the ground before they transition to live flight.
Transitioning to operational training
The initial eight Ground Based Training System (GBTS) units and their associated support equipment began arriving at Joint Base San Antonio-Randolph in October 2025. Following months of setup and testing, the official acceptance triggers the next phase of the program’s deployment.
“The official transfer of the devices to AETC leads into the start of Type 1 Maintenance and Aircrew Training,” said Michael Casey, Training Systems Branch Chief for the T-7 Red Hawk Division at AFLCMC. “This training is the next step in preparations to support Initial Operational Test & Evaluation and the eventual start of advanced pilot training.”
The Air Force plans to acquire a total of 46 GBTS units. Deliveries for the remaining 38 devices are scheduled between 2027 and 2035. These units will be distributed to other pilot training installations, including Columbus, Laughlin, Vance, and Sheppard Air Force Bases.
Production approval and strategic focus
The simulator acceptance follows a major programmatic hurdle cleared earlier in the year. On April 23, 2026, the T-7A Red Hawk program received Milestone C approval, authorizing low-rate initial production (LRIP). Following this approval, the Air Force awarded Boeing a $219 million Contracts covering the first 14 aircraft, along with spares and support equipment, according to reporting by Defense News.
While the Air Force program advances, Boeing has opted to limit the T-7A’s immediate expansion into other military branches. On the same day the Air Force accepted the simulators, Boeing confirmed it would not submit the T-7A for the U.S. Navy’s Undergraduate Jet Training System (UJTS) competition, which seeks a replacement for the T-45 Goshawk. Breaking Defense reported that a Boeing spokesperson cited the Navy’s specific engine qualification requirements for the F404 powerplant. Meeting those requirements would necessitate a long-cycle development effort, which Boeing determined would hamper the ability to quickly reach initial operational capability for the Navy.
AirPro News analysis
We view the “one-push” software architecture as the most consequential element of the T-7A training system. Historically, military flight training programs have struggled with configuration disparities between physical aircraft and ground-based simulators. When an aircraft receives a block upgrade, simulators often lag behind, forcing instructors to teach workarounds for software discrepancies. By utilizing identical operational flight software across both domains, the T-7A program eliminates this training friction.
Additionally, Boeing’s decision to withdraw from the Navy UJTS competition suggests a strategic prioritization. By avoiding a complex, parallel development track for a navalized engine variant, the Manufacturers can focus its engineering resources entirely on executing the Air Force LRIP contract and resolving any remaining technical hurdles in the baseline T-7A program.
Photo Credit: Air Force Life Cycle Management Center
Training & Certification
FAA Breaks Ground on $8.3M AAM Testing Facility in Oklahoma City
The FAA and DOT broke ground on the V-PAR facility in Oklahoma City to support Advanced Air Mobility research and NAS integration.
The U.S. Department of Transportation (DOT) and the Federal Aviation Administration (FAA) broke ground on an $8.3 million testing and training facility in Oklahoma City on June 25, 2026, dedicated to integrating Advanced Air Mobility (AAM) aircraft into the National Airspace System.
Located at the Mike Monroney Aeronautical Center, the Vertical Take-Off and Landing Procedures and Analysis Range (V-PAR) will provide a controlled environment for regulators and industry partners to evaluate electric and hybrid vertical takeoff and landing (eVTOL) designs. According to an FAA press release, the facility is designed to address the specific technical and operational challenges associated with the emerging AAM sector.
Facility capabilities and research focus
The physical footprint of the V-PAR site will include a dedicated vertiport, a covered hangar, and a small control-center building. These assets will support a range of testing and training activities required to establish Safety standards for new aircraft configurations.
Planned research at the Oklahoma City site will focus on aerodynamic and operational phenomena unique to VTOL aircraft. The FAA stated that studies will examine wake separation, downwash and outwash effects, radiofrequency interference, and standard vertiport operations.
Regulatory perspective and integration
The development of the V-PAR facility aligns with broader federal efforts to prepare the National Airspace System for commercial AAM operations. Regulators are currently working to adapt existing aviation safety frameworks to accommodate novel electric and hybrid Propulsion systems.
“The V-PAR is a critical step in helping the FAA better understand how to integrate advanced air mobility aircraft safely into the National Airspace System,” Department of Transportation Deputy Secretary Steven Bradbury said in the release. He noted that the site will strengthen the agency’s ability to conduct research and train personnel.
FAA Deputy Administrator Chris Rocheleau emphasized the necessity of maintaining established safety margins as new technologies enter the market.
“As advanced air mobility technologies continue to evolve, the FAA must ensure they meet the same high safety standards expected throughout the National Airspace System. The V-PAR will help us gather the data and operational insights needed to support their safe integration into the nation’s airspace,” Rocheleau said.
AirPro News analysis
The $8.3 million investment in the V-PAR facility indicates a tangible shift from theoretical rulemaking to practical, data-driven testing for the AAM sector. By establishing a dedicated physical space for evaluating downwash, outwash, and vertiport operations, we see the FAA positioning itself to generate the empirical data necessary for final Certification standards. This facility will likely become a central hub for original equipment OEMs seeking to validate their operational models alongside federal regulators.
Sources: Federal Aviation Administration
Photo Credit: Federal Aviation Administration
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