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.
Holders can handle repair stations, operators, and manufacturers with the Supplemental Type Certification. Companies with Production Certification are able to perform assessments of production records, allow modifications in the quality control manual, as well as, identify conformity. The Parts Manufacturer Approval enables qualifiers to assess test or computation approvals, licensing agreements, and STCs to identify applicants fit for a PMA certification.
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.
Organizations with the AKT or Airman Knowledge Testing authorization supervise testing center personnel and facility management, administration and delivery of airman knowledge tests, and issue test reports to applicants. Lastly, holders of Air Operator or AO ODAs may conduct parts of the authorization process towards the issuance of a Rotorcraft External Load Operator Certificate. Mainly, all qualified applicants for an ODA serve as extensions of the FAA and are capable of issuing specific airworthiness certificates to guarantee the safety of all aircraft designs and flight operations.
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.
Because the main agency is less involved, compliance reviews may be neglected. Instances of noncompliance also fail to be detected by agency engineers. Even the RBRT presented risks because of its dependence on subjective inputs, hence, it was disabled in 2009 to make revisions that will hopefully address the technical concerns encountered.
At present, these systems created by the agency have undergone many revisions and still have to address existing difficulties. Nevertheless, the agency and other organizations are all working toward a common goal of building a system that allows airline companies and manufacturers to keep each other on track and responsible for their own specific roles. Ultimately, the leading objective is to make flight a safer and more economical means of transportation.
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.
Holders can handle repair stations, operators, and manufacturers with the Supplemental Type Certification. Companies with Production Certification are able to perform assessments of production records, allow modifications in the quality control manual, as well as, identify conformity. The Parts Manufacturer Approval enables qualifiers to assess test or computation approvals, licensing agreements, and STCs to identify applicants fit for a PMA certification.
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.
Organizations with the AKT or Airman Knowledge Testing authorization supervise testing center personnel and facility management, administration and delivery of airman knowledge tests, and issue test reports to applicants. Lastly, holders of Air Operator or AO ODAs may conduct parts of the authorization process towards the issuance of a Rotorcraft External Load Operator Certificate. Mainly, all qualified applicants for an ODA serve as extensions of the FAA and are capable of issuing specific airworthiness certificates to guarantee the safety of all aircraft designs and flight operations.
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.
Because the main agency is less involved, compliance reviews may be neglected. Instances of noncompliance also fail to be detected by agency engineers. Even the RBRT presented risks because of its dependence on subjective inputs, hence, it was disabled in 2009 to make revisions that will hopefully address the technical concerns encountered.
At present, these systems created by the agency have undergone many revisions and still have to address existing difficulties. Nevertheless, the agency and other organizations are all working toward a common goal of building a system that allows airline companies and manufacturers to keep each other on track and responsible for their own specific roles. Ultimately, the leading objective is to make flight a safer and more economical means of transportation.
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