Should Principal Operations Inspectors for Part 91 Be Outsourced Like DPEs?

Should Principal Operations Inspectors for Part 91 Be Outsourced Like DPEs?

The role of Principal Operations Inspectors (POIs) within the FAA is critical, but when it comes to overseeing Part 91 operations, their necessity as full-time government employees is worth questioning. Given the FAA’s staffing shortages, inefficiencies, and backlog of responsibilities, it may be time to explore whether POIs in this category should be converted into part-time contractor positions—similar to how Designated Pilot Examiners (DPEs) operate.

The Current Problem

POIs are responsible for regulatory oversight, ensuring compliance, and assisting operators with rule interpretations. However, when it comes to Part 91 operations—primarily private aircraft owners and corporate flight departments—the level of direct oversight required is significantly lower than for commercial operations. Despite this, full-time FAA inspectors remain assigned to these responsibilities, often juggling duties with limited bandwidth.

Meanwhile, the industry faces a critical shortage of FAA inspectors, delaying certifications, approvals, and other operational needs for more complex Part 135 and 121 operations. This creates bottlenecks that impact aviation safety and business efficiency.

A Potential Solution: Outsourcing to FAA Contractors

A logical solution would be to transition Part 91 oversight to a system similar to the DPE program. FAASTeam volunteers—many of whom are experienced aviators, instructors, and safety professionals—could be recruited as FAA contractors to handle Part 91 compliance checks and safety programs on an as-needed basis.

This approach could provide multiple benefits:

• Cost Savings: Instead of maintaining full-time salaried POIs with benefits and pensions, the FAA could utilize contractors who are only paid for work performed.

• Increased Availability: POIs are often spread thin, whereas a network of part-time contractors could provide more localized, responsive oversight.

• Improved Efficiency: A contractor-based system would eliminate unnecessary delays by allowing aviation professionals to step in and conduct inspections or approvals without waiting on an overburdened full-time inspector.

A Working Model Already Exists

The DPE system offers a clear precedent. Instead of requiring full-time FAA employees to conduct every checkride, the FAA authorizes examiners to act on its behalf. While the DPE system is not without flaws—some regions face DPE shortages and scheduling delays—it has largely been successful in alleviating the workload from FAA inspectors.

A similar model for Part 91 oversight could involve designated FAA Part 91 Safety Representatives (similar to DPEs), who would conduct compliance reviews, assist in safety initiatives, and provide regulatory guidance. This could free up full-time POIs to focus on areas where their expertise is more urgently needed, such as airline and charter operations.

Potential Concerns

Critics may argue that outsourcing regulatory oversight could lead to inconsistencies or conflicts of interest. However, this concern already exists with DPEs, and the FAA has implemented systems to mitigate it. The key would be clear guidelines, rigorous qualification requirements, and periodic audits to ensure Part 91 contractors maintain high standards.

Another consideration is whether FAASTeam volunteers, many of whom are already unpaid, would be willing to transition into paid contractor roles. Given the existing pool of experienced pilots and safety professionals within the FAASTeam, it seems likely that many would welcome the opportunity to contribute in an official capacity while being compensated for their efforts.

Conclusion

The FAA is stretched thin, and full-time POIs assigned to Part 91 oversight may not be the best use of resources. A contractor-based system, modeled after the DPE program, could provide cost-effective, flexible, and efficient oversight while freeing up FAA inspectors for higher-priority tasks.

With a growing need for regulatory efficiency, it’s time to consider whether the traditional POI model should evolve to better serve the aviation community.