The main responsibility of the Federal Aviation Administration is ensuring that the safety of all passengers is guaranteed in all aviation designs. Since the department is not capable of overseeing all aspects of aviation, a system called Organization Designation Authorization was built in 2005. The ODA addresses that concern by extending the administration of the FAA to different facets of aviation by delegating other organizations to handle certain responsibilities. For example, overseeing aviation designs might be the task of one ODA engineering company and other organizations might play a different role.
Companies with an ODA are tasked to perform a significant amount of responsibilities for the FAA. On November 2009, the ODA was fully enforced after the department directed other delegates to adhere to the new protocol. Another system, founded in 2007, called Risk Based Resource Targeting helps engineers identify which projects pose higher risks and need more supervision.
The department can choose which private companies or aircraft manufacturers perform certain functions. Hence, there are different types of authorizations for which qualified organizations may apply. A company with a Type Certificate or a TC authorization may issue airworthiness certificates or engineering and manufacturing approvals.
The Supplemental Type Certification enables holders to handle repair stations, manufacturers, and operators. Production Certification qualifiers can perform evaluations regarding production records, approve modifications to the quality control manual, and determine conformity. Qualifiers of a Parts Manufacturer Approval may assess computation and test approvals, STCs, and licensing agreements to identify whether a manufacturer is worthy of a PMA certification or not.
Technical Standard Order Authorization or TSOA holders may regulate conformity of articles, test articles, and test setups of aviation projects. Organizations with an MRA or Major Repair, Alteration, and Airworthiness ODA approve major repairs and alterations. They also perform aging aircraft inspections and record reviews.
An Airman Knowledge Testing certification gives the power to command the distribution of knowledge tests, supervise management testing centers, and give out test results to the applicants. Some portions in the process leading to the release of a Rotorcraft External Load Operator Certificate may be conducted by holders of an Air Operator ODA. All qualified applicants of ODAs are basically enabled by the FAA to assess flight safety with new designs.
However, some are concerned that the ODA gives companies the ability to assign individuals or units with important tasks without the supervision of the FAA itself. Complaints about the RBRT system also explain that engineers are inhibited from assessing aircraft designs deemed to only have low or medium risk because the priority remains on the higher risk ones. This is especially concerning since the system mostly relies on subjective input given by engineers. Member units with a history of poor performance may even be tasked by ODA companies to conduct assessments on other projects.
With less involvement from the main agency, compliance reviews from authorized delegates may be neglected. Consequently, agency engineers may not be able to detect all instances of regulatory noncompliance. Because the RBRT also presented some risks due to its heavy reliance on subjective inputs from engineers, the FAA pulled it out from active use in 2009 in order to make revisions to address the technical difficulties encountered.
Presently, the working systems have been subjected to lots of revisions. Still, all manufacturers have the same goal of maintaining accountability and ensuring that each company delivers their assigned tasks. Hopefully, their combined efforts will turn flying into an even safer means of transportation in the future.
Companies with an ODA are tasked to perform a significant amount of responsibilities for the FAA. On November 2009, the ODA was fully enforced after the department directed other delegates to adhere to the new protocol. Another system, founded in 2007, called Risk Based Resource Targeting helps engineers identify which projects pose higher risks and need more supervision.
The department can choose which private companies or aircraft manufacturers perform certain functions. Hence, there are different types of authorizations for which qualified organizations may apply. A company with a Type Certificate or a TC authorization may issue airworthiness certificates or engineering and manufacturing approvals.
The Supplemental Type Certification enables holders to handle repair stations, manufacturers, and operators. Production Certification qualifiers can perform evaluations regarding production records, approve modifications to the quality control manual, and determine conformity. Qualifiers of a Parts Manufacturer Approval may assess computation and test approvals, STCs, and licensing agreements to identify whether a manufacturer is worthy of a PMA certification or not.
Technical Standard Order Authorization or TSOA holders may regulate conformity of articles, test articles, and test setups of aviation projects. Organizations with an MRA or Major Repair, Alteration, and Airworthiness ODA approve major repairs and alterations. They also perform aging aircraft inspections and record reviews.
An Airman Knowledge Testing certification gives the power to command the distribution of knowledge tests, supervise management testing centers, and give out test results to the applicants. Some portions in the process leading to the release of a Rotorcraft External Load Operator Certificate may be conducted by holders of an Air Operator ODA. All qualified applicants of ODAs are basically enabled by the FAA to assess flight safety with new designs.
However, some are concerned that the ODA gives companies the ability to assign individuals or units with important tasks without the supervision of the FAA itself. Complaints about the RBRT system also explain that engineers are inhibited from assessing aircraft designs deemed to only have low or medium risk because the priority remains on the higher risk ones. This is especially concerning since the system mostly relies on subjective input given by engineers. Member units with a history of poor performance may even be tasked by ODA companies to conduct assessments on other projects.
With less involvement from the main agency, compliance reviews from authorized delegates may be neglected. Consequently, agency engineers may not be able to detect all instances of regulatory noncompliance. Because the RBRT also presented some risks due to its heavy reliance on subjective inputs from engineers, the FAA pulled it out from active use in 2009 in order to make revisions to address the technical difficulties encountered.
Presently, the working systems have been subjected to lots of revisions. Still, all manufacturers have the same goal of maintaining accountability and ensuring that each company delivers their assigned tasks. Hopefully, their combined efforts will turn flying into an even safer means of transportation in the future.
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