After reviewing the discussions about DPEs in this sub, I’ve gained a deeper appreciation for the range of perspectives on our role. While some may view the work of examiners critically, I want to continue my efforts to bring transparency to what is admittedly a lesser-understood part of the aviation industry.
The Tenuous Nature of a DPE Appointment
One of the biggest misconceptions is that DPEs are “appointed for life” and basically untouchable. Nothing could be further from the truth. We have no contract. We have no union. We have no “pilot’s bill of rights.” There is no formal remediation process if we make a mistake. We serve entirely at the pleasure of the Administrator and can be terminated at any point, for any reason, with or without cause.
“Hey Phil, a passenger on your last flight complained about your landing. We’re suspending you while we investigate. Since you’re a contractor, you won’t be getting paid. Good luck. Oh, and don’t expect any insight into the investigation or a chance to defend yourself in front of a jury of your peers—that doesn’t apply here.”
A strongly held belief of mine is that people respond to incentives. The system I just described creates a strong disincentive to fully commit to the DPE role. I have a family to support, and the same skills that qualify me to be a DPE also make me very marketable to an industry that pays me well, offers excellent benefits, protects my job with a contract and a union, and lets me fly with other highly qualified pilots. The resume that makes me eligible to be a DPE also makes me eligible to be a professional pilot.
Balancing Full-Time Work and DPE Responsibilities
Many DPEs maintain other full-time employment because the role alone isn’t stable enough to rely on financially. A common scenario involves airline pilots who also serve as DPEs. With airline work typically taking up at least 16 days a month and another 8 days reserved for personal time, this leaves only about 5 days per month for conducting checkrides. On those days, an examiner might aim to conduct two tests per day. Factoring in a typical 20% cancellation rate, this amounts to around 100 tests per year—far below the annual average of 124 tests needed to meet current national demand.
The FAA’s 2023 Airmen Statistics show that examiners conducted about 148,507 tests last year (excluding ATP tests conducted by Part 142 facilities). Based on my observations and experience, the breakdown looks something like this:
| Category | Examiners | Tests/Year Each | Total Tests |
|---|---|---|---|
| Full-time (~16%) | 192 | 300 | 57,600 |
| Part-time (~84%) | 1,008 | 90 | 90,720 |
| Total | 1,200 | — | 148,320 |
Addressing the Shortage of Examiners
There has been a 72% increase in testing demand since 2014, but the FAA hasn’t increased the number of examiners proportionally. The current state of pilot training is creating a surplus of pilots at a rate the industry cannot sustain.
While not every Commercial pilot will pursue an airline career, this significant overproduction highlights a growing imbalance between pilot supply and industry demand, which could strain both training and certification systems in the near future.
Let’s Dig into the Checkride Numbers
The key metric in assessing examiner demand is the number of checkrides conducted annually. Historically, the “normal” number of checkrides needed to support the aviation industry has been around 90,000 per year. However, under the current growth trend, we are on track to reach 180,000 checkrides annually by 2030—a doubling of demand in just seven years.
It would be a mistake to attempt to solve the problem of this projected demand entirely by hiring enough DPEs to meet 180,000 checkrides annually. The current growth rate is unsustainable, as the training industry is responding to a dynamic environment, and pilot production will eventually stabilize. Over-committing resources to meet this temporary surge would be inefficient and lead to long-term waste once demand decreases.
Instead, hiring 300 additional DPEs would strike the right balance. If the majority of these new examiners worked part-time, they would be better positioned to adapt to fluctuations in the training industry.
Incremental Solutions
Instead of overhauling the system, I believe incremental changes could help address the current bottleneck:
- Improve Applicant Preparedness: Many examiners estimate that 10–20% of their time is wasted on unprepared applicants. A technical solution to verify applicant readiness could significantly increase efficiency.
- Centralized Scheduling: A nationwide system for scheduling tests would help match examiners with demand more effectively.
- Use Existing Resources Wisely: With better preparation and scheduling, we could potentially complete 20–30% more tests annually without needing additional examiners.
- Expand the Examiner Pool: Adding 300 examiners could increase annual testing capacity by over 37,000 checkrides, alleviating immediate bottlenecks and creating a buffer for surges in pilot training.
Conclusion
The challenges facing DPEs today reflect the dynamic and rapidly evolving state of the aviation industry. While the current surge in pilot training has brought attention to inefficiencies in the system, these challenges are not insurmountable. By implementing incremental, data-driven solutions—such as strategic hiring, better applicant preparation, and centralized scheduling—we can address the immediate bottlenecks while ensuring the system remains flexible for future demand.
DPEs play a pivotal role in maintaining aviation safety and upholding the standards that keep our skies safe. Far from being “glorified CFIs,” we are entrusted with significant responsibility every time we issue a certificate, a responsibility we take seriously. While the job comes with unique challenges, it is also an essential part of the aviation ecosystem. I hope this post has provided some clarity on the realities of being a DPE and has fostered a greater understanding of the important work we do.