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
Merlin Inc Earns New Zealand Part 146 Design Organization Certificate
Merlin, Inc. receives a Part 146 certificate from CAANZ, gaining internal design approval authority for its autonomous flight systems.
Merlin, Inc. has secured a Part 146 Aircraft Design Organization certificate from the Civil Aviation Authority of New Zealand (CAANZ), granting the company internal delegation authority to approve specific aircraft design changes.
Announced in a press release on August 24, 2026, the certification allows the Boston-based aerospace technology company to bypass external design organizations for certain regulatory approvals. This milestone is designed to reduce external cost and schedule risks as Merlin advances the commercialization of its autonomous flight systems across multiple aircraft platforms.
Streamlining the certification pathway
The Part 146 certificate is not restricted to a single aircraft type or program. It establishes a foundational regulatory framework that Merlin can apply across various certification projects. By bringing design approval capabilities in-house, the company aims to accelerate the deployment of its Merlin Pilot autonomous flight system.
Merlin Chief Executive Officer Matt George emphasized the economic and operational importance of the certification for the company’s long-term production strategy.
“We’re building one autonomy stack that goes on many aircraft, which means the cost of certifying the next one matters more than the cost of certifying the first,” George stated. “Owning the capability to deliver design approval is how that curve bends. It’s a meaningful capability, not a side benefit.”
Regulatory progress and defense applications
The Part 146 designation follows a series of recent regulatory advancements for Merlin in New Zealand. On August 6, 2026, the company announced it had achieved Stage of Involvement (SOI) 3 with CAANZ for its autonomous flight technology. Merlin also recently concluded a key issue paper with the regulator regarding the certification approach for its artificial intelligence and machine learning-based natural language processing capabilities.
Merlin Chief Technology Officer Tim Burns noted that the certification reflects a rigorous evaluation by the national aviation authority.
“CAANZ assessed how we qualify our engineers, how our processes work, and how we hold ourselves accountable, then concluded we could carry that responsibility,” Burns said. “That’s a durable statement about the quality and maturity of our engineering organization and process.”
Beyond its commercial regulatory efforts, Merlin is concurrently developing autonomous capabilities for military applications. The company holds an Indefinite Delivery, Indefinite Quantity (IDIQ) contract with the United States Special Operations Command (USSOCOM) with a ceiling value of $105 million to integrate its autonomy program into the Lockheed Martin C-130J Super Hercules.
AirPro News analysis
Securing a Part 146 certificate from a recognized civil aviation authority like CAANZ represents a critical maturation step for an aerospace startup. For companies developing novel technologies such as autonomous flight systems, reliance on third-party design organizations often introduces significant bottlenecks. By obtaining internal delegation authority, we view Merlin as positioning itself to iterate and certify its systems more rapidly. CAANZ is known for its forward-leaning approach to novel aviation technologies, making New Zealand a strategic testing and certification ground that often paves the way for subsequent approvals from the Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency (EASA).
Sources: Merlin, Inc.
Photo Credit: Merlin, Inc.
Training & Certification
RCAF Integrates First CT-153 Juno Under FAcT Program
Canada’s RCAF activates its first CT-153 Juno helicopter at Southport, launching the 11.2B CAD Future Aircrew Training program.
The Royal Canadian Air Force (RCAF) has officially integrated its first Airbus H135 helicopter, designated the CT-153 Juno, into its training fleet at Southport, Manitoba. The milestone marks the operational launch of Canada’s 11.2 billion CAD Future Aircrew Training (FAcT) program, a 25-year initiative to consolidate and modernize military pilot instruction.
In an update published on August 17, 2026, Airbus Helicopters confirmed the aircraft’s readiness for advanced rotary-wing training. The initial Delivery occurred on June 17, 2026, following test flights and livery reveals at the Airbus facility in Fort Erie, Ontario. The CT-153 Juno will replace the RCAF’s legacy CH-139 and CT-146 Helicopters, serving as the primary platform for Advanced Flying Training – Rotary Wing operations.
Consolidating Canada’s training ecosystem
The FAcT program represents a structural overhaul of Canadian military aviation training. Managed by SkyAlyne, a joint venture between CAE and KF Aerospace, the Contracts brings previously disparate RCAF and contracted training pipelines under a single umbrella. SkyAlyne has ordered 19 CT-153 Juno helicopters as part of a broader 71-aircraft fleet renewal.
Deliveries of the remaining 18 helicopters are scheduled to continue through 2028. Maintenance and in-service support for the rotary-wing segment will be handled by Canadian Helicopters Limited (CHL).
SkyAlyne General Manager Kevin Lemke described the initiative as a generational shift for the government.
“The Future Aircrew Training programme is basically a reset of everything to do with RCAF aircrews training. It’s the largest services contract in the history of the Canadian government,” Lemke stated.
Technical specifications and historical homage
The CT-153 Juno is powered by Pratt & Whitney Canada PW206B3 engines and features the Airbus Helionix Avionics suite. The platform is designed to transition student pilots to advanced operational aircraft.
Colonel Lauri Denis of the RCAF emphasized the operational relevance of the new fleet, noting that the aircraft provides exactly what modern aircrews need to train on before moving to advanced platforms and operational units.
The aircraft’s visual design and nomenclature carry specific historical weight. The name “Juno” commemorates Canada’s role in the D-Day landings at Juno Beach. The helicopter features a “Reflect Forward” livery that combines dark blue with high-visibility “training yellow.” This paint scheme honors the Second World War-era British Commonwealth Air Training Program while providing necessary contrast for training flights over diverse Canadian terrain.
AirPro News analysis
We view the activation of the CT-153 Juno as a critical de-risking milestone for the FAcT program. Transitioning from legacy platforms like the CH-139 to a glass-cockpit, Helionix-equipped H135 bridges a significant technological gap for RCAF student pilots. By aligning the training environment more closely with frontline operational assets, the RCAF can likely reduce the time and cost associated with type-conversion training at operational squadrons. The selection of domestic partners like Pratt & Whitney Canada and the final assembly in Fort Erie underscores the Canadian government’s strategy of leveraging defense procurement to sustain the domestic aerospace industrial base.
Sources: Airbus Newsroom
Photo Credit: Airbus
Training & Certification
US Army Awards $10B Flight School Next Contract to Team M1
The U.S. Army awarded a $10B, 26-year contract to Team M1 to train up to 1,500 helicopter pilots annually using the Robinson R66.
The U.S. Army has awarded a $10 billion, 26-year contract to a consortium led by M1 Support Services to overhaul its initial Helicopters pilot training program at Fort Novosel, Alabama. The August 13, 2026, award transitions the military branch to a contractor-owned, contractor-operated model utilizing the single-engine Robinson R66.
Announced in a press release by M1 Support Services, the single-award indefinite-delivery/indefinite-quantity (IDIQ) contract falls under the Army’s Flight School Next (FSN) program. The initiative will replace the current twin-engine Airbus UH-72A Lakota fleet with the Robinson R66, which will carry the military designation TH-66 Sage. The shift aims to reduce costs and refocus student pilots on fundamental aviation skills before they transition to advanced operational aircraft.
The Team M1 consortium and contract scope
Team M1 includes prime contractor M1 Support Services, Robinson Helicopter Company, Quantum Helicopters, General Dynamics Information Technology (GDIT), and the University of North Dakota Aerospace Foundation (UNDAF). Under the contractor-owned, contractor-operated (COCO) framework, the consortium will provide the aircraft, maintenance, flight simulators, and flight instruction.
This consolidation allows the U.S. Army to scale training based on annual throughput requirements. The program is projected to train between 800 and 1,500 new pilots each year. The Contracts period of performance runs through August 12, 2052. George Krivo, Chairman and CEO of M1 Support Services, stated the company will deliver an integrated training solution to develop proficient aviators on time and on budget.
Transitioning from the Lakota to the TH-66 Sage
The Airbus UH-72A Lakota has served as the primary Training aircraft at the installation historically known as Fort Rucker since 2015. Military officials eventually determined the twin-engine Lakota was too advanced and expensive for initial entry rotary-wing training. The Army Contracting Command received 11 bids for the FSN program. In the final evaluation phases, Team M1 competed against proposals from Lockheed Martin and Bell Textron Inc., which pitched the Bell 505.
The selection of the Robinson R66 marks a return to a single-engine trainer for the Army.
“This decision gives the Army a proven training platform that truly prepares Army aviators, made in America, and ready to fly today. Reliable and cost effective, it is built to deliver readiness at a fraction of the cost of current platforms,” said David Smith, President and CEO of Robinson Helicopter Company.
AirPro News analysis
We note that the U.S. Army’s decision to adopt a COCO model for Flight School Next mirrors a broader military trend of outsourcing non-combat training infrastructure to commercial providers. By shifting the capital expenditure of aircraft procurement and the logistical burden of maintenance to Team M1, the Army can insulate its training pipeline from the procurement bottlenecks that often affect organic military acquisition programs. The selection of the Robinson R66 over the Bell 505 represents a significant victory for Robinson Helicopter Company in the military training sector. This Strategy establishes a long-term revenue stream and validates the R66 platform for high-volume institutional training.
Sources: M1 Support Services
Photo Credit: M1 Support Services
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