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

• Regulations.gov (Docket FAA-2025-5568)

This article is based on an official press release from Joby Aviation.

Joby Aviation Receives First Advanced Simulator, Initiating Pilot Training Phase

Joby Aviation has officially commenced the installation of its pilot training infrastructure, marking a pivotal transition from research and development to operational readiness. According to a company press release issued this week, the electric vertical take-off and landing (eVTOL) developer has received and accepted the first of two advanced flight simulators at its facility in Marina, California.

The delivery is a significant milestone in Joby’s preparation for commercial passenger service, which is targeted to begin later in 2026. The simulators, developed in partnership with aviation training leader CAE, are designed to train the workforce required to operate Joby’s all-electric air taxis.

High-Fidelity Simulation Technology

The newly delivered device is a fixed-base Level 7 Flight Training Device (FTD). It is currently being installed and will be utilized for procedural and systems Training. Joby Aviation has stated that a second unit, a Level C Full Flight Simulator (FFS), is scheduled to arrive later in 2026. The Level C simulator will offer high-fidelity motion replication across six axes, a critical requirement for the final stages of pilot Certification.

Both devices leverage advanced visual technology to create a “digital twin” of the operating environment. According to the announcement, the simulators utilize CAE’s “Prodigy Image Generator” and Epic Games’ Unreal Engine. This integration allows for the rendering of hyper-realistic 3D urban environments, including specific heliports and city skylines, displayed across a 300-by-130-degree field of view.

Partnership with CAE

The simulators are the result of a multi-year collaboration between Joby and CAE (NYSE: CAE). The Partnerships aims to build training devices that accurately replicate the unique flight physics of the Joby S4 aircraft, which takes off vertically like a helicopter before transitioning to wing-borne flight.

“This delivery validates the regulatory pathway for the entire eVTOL industry. It proves that high-fidelity simulation can substitute for in-aircraft training, a crucial economic factor for scaling air taxi operations.”

, Industry Research Report summarizing the announcement

Regulatory Alignment and Workforce Scaling

The arrival of this training hardware aligns with recent regulatory updates from the Federal Aviation Administration (FAA). In October 2024, the FAA finalized the Special Federal Aviation Regulation (SFAR) for powered-lift pilot certification. A key provision of this regulation allows pilots to log significant training hours in qualified simulators rather than requiring a dual-control training aircraft.

This regulatory framework is essential for Joby’s operational model, as the Joby S4 is designed as a single-pilot aircraft. By utilizing the Level C FFS, pilots can meet experience requirements without the need for a specialized trainer aircraft.

Once both simulators are fully operational, Joby Aviation projects the facility will support the training of up to 250 pilots per year. This capacity is intended to support the company’s planned commercial networks in markets such as New York, Los Angeles, and Dubai.

Company Background and Certification Status

Joby Aviation is currently in Stage 4 (Type Inspection Authorization) of the FAA’s five-stage certification process. This phase involves FAA pilots flying the aircraft to verify safety standards. The company has already secured its Part 141 Pilot School Certificate, authorizing it to operate a flight academy, and is actively pursuing its Part 135 Air Carrier Certificate for commercial on-demand operations.

AirPro News Analysis

The Strategic Advantage of Digital Twins

The use of “digital twin” technology in pilot training represents a significant safety and strategic advantage for Joby. By replicating complex urban wind flows, battery management scenarios during transition flight, and emergency procedures, pilots can experience dangerous scenarios in the simulator that cannot be safely practiced in a real aircraft. Furthermore, securing Level 7 and Level C qualified devices provides Joby with a “first-mover” advantage in workforce development, potentially mitigating pilot shortages as the industry scales.

Sources

• Joby Aviation Press Release
• CAE Official Statement
• FAA Regulations (SFAR)

Airbus Selected to Lead Spain’s New Combat Training System with HÜRJET Fleet

The Spanish Ministry of Defence has officially selected Airbus Defence and Space to lead the development and implementation of the Integrated Training System, Combat (ITS-C) for the Spanish Air and Space Force. Announced on December 30, 2025, this major acquisition program aims to modernize Spain’s pilot training capabilities and secure national sovereignty over critical defense systems.

According to the official announcement, the core of the ITS-C program involves the acquisition of 30 HÜRJET advanced jet trainers. While the aircraft platforms will be manufactured by Turkish Aerospace Industries (TAI), Airbus will act as the national coordinator and prime contractor. The company is tasked with integrating Spanish-specific avionics and mission systems to ensure the fleet meets the precise needs of the Spanish Air and Space Force.

This strategic move addresses the urgent need to replace Spain’s aging Northrop F-5M fleet, which has served for over 50 years. By selecting an existing platform like the HÜRJET and customizing it with sovereign technology, Spain aims to bridge the gap between current training requirements and the demands of future 5th and 6th-generation fighters.

Program Overview and Timeline

The ITS-C program is valued at approximately €2.6 billion, a figure that underscores the comprehensive nature of the contract. Beyond the aircraft themselves, the deal includes a robust Ground-Based Training System (GBTS) and long-term lifecycle support.

The HÜRJET Platform

The selected platform, the HÜRJET, is a single-engine, supersonic advanced trainer capable of reaching speeds of Mach 1.4. Powered by a General Electric F404 engine, the aircraft features a modern glass cockpit and fly-by-wire controls. These capabilities allow it to serve effectively as a Lead-In Fighter Trainer (LIFT), preparing student pilots for high-performance combat aircraft like the Eurofighter Typhoon and the EF-18 Hornet.

Delivery Schedule

According to the program details, the timeline for deployment is structured in two main phases:

• 2028–2029: Delivery of the 30 aircraft in their initial configuration and entry into service at the Talavera la Real Air Base in Badajoz.
• 2031–2035: A retrofit phase where the fleet will be converted to a fully “Spanishized” configuration, incorporating national systems and software.

Industrial Strategy and Sovereignty

A key component of the agreement is the industrial setup, designed to maximize Spanish participation. Airbus stated in their press release that they will establish a dedicated Conversion Centre in Spain. While TAI will manufacture the “green” aircraft in Turkey, the integration of the “brain”, the avionics, training software, and mission systems, will be led by Airbus and a consortium of Spanish technology companies.

Jean-Brice Dumont, Head of Air Power at Airbus Defence and Space, emphasized the dual focus on capability and industry:

“This ambitious programme seeks to create a state-of-the-art combat training system in Spain that addresses the immediate needs of the Air and Space Force. It will also boost national industry participation, return on investment and capability development, ensuring Spanish sovereignty throughout the entire process.”

— Jean-Brice Dumont, Airbus Defence and Space

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The Spanish Consortium

Airbus will coordinate roughly 15 Spanish companies to supply critical subsystems. Reports indicate that key partners include Indra for simulation systems, GMV for software and mission planning, and Tecnobit (Grupo Oesía) for communications. This approach ensures that while the airframe is imported, the training architecture remains under Spanish control.

AirPro News Analysis

The selection of the HÜRJET over a clean-sheet design, such as the previously proposed Airbus Future Jet Trainer (AFJT), reflects a pragmatic balance between urgency and industrial ambition. Developing a new aircraft from scratch would likely have exceeded the timeline required to replace the F-5M before its structural life expires. By purchasing a mature platform and layering domestic technology on top, Spain secures an immediate solution while retaining control over the high-value systems that define modern air combat training.

Furthermore, this system is explicitly designed as a bridge to the Future Combat Air System (FCAS). The inclusion of “Live, Virtual, and Constructive” (LVC) technologies will allow student pilots to train in real jets while interacting with virtual wingmen and threats, a critical skill for the 6th-generation warfare environment Spain is developing alongside France and Germany.

Frequently Asked Questions

What is the total value of the contract? The estimated value of the contract is approximately €2.6 billion, covering the 30 aircraft, simulators, and support systems.

Where will the new aircraft be based? The fleet will be stationed at the Talavera la Real Air Base in Badajoz, which houses the Spanish Air and Space Force’s Fighter and Attack School.

Will the aircraft be built in Spain? The basic airframes will be manufactured by Turkish Aerospace Industries in Turkey. However, Airbus will establish a Conversion Centre in Spain to install Spanish-specific avionics and systems. The first two units will be modified at Airbus’s Getafe facility.

What is the “Spanishization” of the aircraft? This refers to the integration of Spanish-made mission systems, communications, and training software into the Turkish airframe, ensuring the training system remains sovereign and compatible with other Spanish assets.

Sources

• Airbus Press Release