By Edward Perry The Federal Aviation Administration is the agency responsible for making sure that the safety of passengers is paramount i...
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 agency can appoint which companies perform which tasks. This is why organizations are allowed to apply for different authorizations depending on their area of expertise. The Type Certificate authorization allows companies to hand airworthiness certificates and confirm engineering and manufacturing designs.
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.
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.
The Airman Knowledge Testing certification allows organizations to supervise the management of testing centers, command the delivery of knowledge tests, and distribute test results to applicants. Qualifiers of Air Operator ODAs can conduct phases of the authorization process for the release of a Rotorcraft External Load Operator Certificate. Essentially, qualified applicants of an ODA act as representatives of the FAA and issue different airworthiness certificates guaranteeing the safety of flight operations equipped with new aircraft 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.
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 agency can appoint which companies perform which tasks. This is why organizations are allowed to apply for different authorizations depending on their area of expertise. The Type Certificate authorization allows companies to hand airworthiness certificates and confirm engineering and manufacturing designs.
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.
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.
The Airman Knowledge Testing certification allows organizations to supervise the management of testing centers, command the delivery of knowledge tests, and distribute test results to applicants. Qualifiers of Air Operator ODAs can conduct phases of the authorization process for the release of a Rotorcraft External Load Operator Certificate. Essentially, qualified applicants of an ODA act as representatives of the FAA and issue different airworthiness certificates guaranteeing the safety of flight operations equipped with new aircraft 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.
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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