Guaranteeing the well being of passengers on all aviation designs is the most important function of the Federal Aviation Administration. Obviously, the department does not have the capacity to supervise all aspects of flight, hence, the ODA was created in 2005. The Organization Designation Authorization helps extend the oversight of the FAA into other aspects of aviation through the delegation of other organizations in handling specific responsibilities. A single ODA engineering company may look after repairs, while another supervises knowledge tests.
Private companies qualified for an ODA usually perform a considerable amount of tasks for the FAA. ODA became fully implemented in November 2009 when the department instructed all other delegates to comply with the new policy. RSBT is another system also known as the Risk Based Resource Targeting created in 2007 in order to help engineers identify the projects with the highest risks involved and also needed 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.
Supplemental Type Certification or STC holders primarily handle repair stations, operators, and manufacturers. Those with a Production Certification or PC authorization determine conformity, perform evaluations of production records, and approve minor changes to the quality control manual. Holders of a Parts Manufacturer Approval or PMA assess test and computation approvals, STCs, or licensing agreements to determine whether or not a manufacturer is eligible for a PMA.
TSOA or Technical Standard Order Authorization holders can administer conformity of articles, setups of test projects, and test articles. Manufacturers with a Major Repair, Alteration, and Airworthiness certification can approve major alterations and repairs. Reviews and aging aircraft inspections are also performed by them.
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.
There are concerns, however, that the ODA enables companies to choose other individuals to perform work on behalf of the FAA with little to no oversight from the agency itself. Even the RBRT system inhibits engineers from reviewing projects deemed to have low or medium risk because higher risk projects are prioritized. There is also a risk that an ODA company may allow units with poor qualifications to conduct approvals of certification projects.
Compliance reviews may even be neglected because of lack of involvement of the main agency. Engineers also fail to detect instances of noncompliance. The RBRT was consequently disabled in 2009 because of the technical difficulties it posed. Revisions were planned for a better more comprehensive system to combat the issues 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.
Private companies qualified for an ODA usually perform a considerable amount of tasks for the FAA. ODA became fully implemented in November 2009 when the department instructed all other delegates to comply with the new policy. RSBT is another system also known as the Risk Based Resource Targeting created in 2007 in order to help engineers identify the projects with the highest risks involved and also needed 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.
Supplemental Type Certification or STC holders primarily handle repair stations, operators, and manufacturers. Those with a Production Certification or PC authorization determine conformity, perform evaluations of production records, and approve minor changes to the quality control manual. Holders of a Parts Manufacturer Approval or PMA assess test and computation approvals, STCs, or licensing agreements to determine whether or not a manufacturer is eligible for a PMA.
TSOA or Technical Standard Order Authorization holders can administer conformity of articles, setups of test projects, and test articles. Manufacturers with a Major Repair, Alteration, and Airworthiness certification can approve major alterations and repairs. Reviews and aging aircraft inspections are also performed by them.
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.
There are concerns, however, that the ODA enables companies to choose other individuals to perform work on behalf of the FAA with little to no oversight from the agency itself. Even the RBRT system inhibits engineers from reviewing projects deemed to have low or medium risk because higher risk projects are prioritized. There is also a risk that an ODA company may allow units with poor qualifications to conduct approvals of certification projects.
Compliance reviews may even be neglected because of lack of involvement of the main agency. Engineers also fail to detect instances of noncompliance. The RBRT was consequently disabled in 2009 because of the technical difficulties it posed. Revisions were planned for a better more comprehensive system to combat the issues 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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