The Federal Aviation Administration is the agency responsible for making sure that the safety of passengers is paramount in all aviation activity designs. Because the department cannot possibly oversee all the aspects of aviation, the Organization Designation Authorization or ODA was created in 2005 to address that concern. The ODA helps extend the supervision of the FAA to other facets of aviation in other organizations. For example, an ODA engineering company is a delegate of the agency that may be tasked with certain functions such as overseeing new aviation designs.
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.
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.
The Technical Standard Order Authorization enables holders to supervise, test articles, test project setups, and test articles. Those who own a Major Repair, Alteration, and Airworthiness authorization must look out for major repairs or alterations. Aging aircraft inspections, as well as, reviews are also included in their responsibilities.
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.
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.
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.
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.
The Technical Standard Order Authorization enables holders to supervise, test articles, test project setups, and test articles. Those who own a Major Repair, Alteration, and Airworthiness authorization must look out for major repairs or alterations. Aging aircraft inspections, as well as, reviews are also included in their responsibilities.
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.
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.
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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