3 Pages and it seems only one person really knows what they're talking about (OldAeroGuy).
Here is a glimpse of reality. Suppose you say the FAA must now reclaim the certification process. What happens? Well, all of the current DER's or ODA members would be brought in under the FAA name, and to pay for it, say the FAA just charges the OEM's the cost the OEMs were paying those people to begin with. So essentially in this situation I'm saying the cost to the OEMs is unchanged.
The reality is, you would have to do this because there is no other talent pool the FAA could pull from to accomplish such a thing. We're talking about thousands of engineers. But this would have disastrous effects on developing aircraft because these DERs and ODA members are subject matter experts in their respective fields. They help guide the design from the start so that it actually can meet regulatory requirements. That's the whole point. They are so intertwined with the product that they know it inside and out and are thus the most qualified in making the compliance matrix. The FAA still reviews their findings - and trust me they are thorough - but they are leveraging these folks who take their jobs very seriously.
To be clear: What folks here are suggesting is that there exists a class of people out there who care more about what their CEO/Shareholders/BoardMembers/etc think than the safety of the product. This couldn't be further from the truth. These folks are not beholden to anyone. Have a process for reporting undue pressure to the FAA and will use that if management even tries to make them work excessive overtime to meet their own perceived schedules. There are even rules about how high up the management chain someone with delegated authority can be. Essentially you can't be higher than a first level manager.
Reading these types of threads is often frustrating on this site. A lot of assumptions based little in fact. The reality is far more complex. We are constantly leveraging previous aircraft experiences because that's the safest and best business minded choice to make. It's safe because we are relying on existing proven designs, and it makes business sense because we are leveraging existing production methods, available materials etc. The grandfathering process is not, and should not, go away. What should go away is this fear mongering that is currently going on that is suggesting there is some sort of flaw in the certification process. People make mistakes, and to suggest that MCAS would have been caught if the FAA had more oversight is misleading at best. In all likelihood, the person who approved the cert work related to MCAS would have been the same person - just wearing a shirt with FAA stitched on it instead of Boeing. Something was interpreted wrong or the way it was implemented didn't behave as they understood it to behave - that's it. It's a tragic mistake that potentially led to two mistakes. But to damn the whole certification process because of such a mistake is incredibly foolish.
What you are writing about here is wishful thinking, Garden of Eden utopia, only to be found in textbooks, not the workfloor.
At any aircraft design organisation, there is something called a quality department. The first step to reporting an issue is an occurrence report with the quality department.
If you try to report directly to authorities, authorities will ask you if you have reported to the quality department first, unless we're talking about outright criminal negligence that has already resulted in an accident.
The quality department keeps all reports on file and can decide whether to further report it to the appropriate authorities.
So OEM's and MRO's will be providing you with trainings about good practice and advertise "no shame, no blame" cultures, bla bla bla.In the reality of the workfloor, report an occurrence or an issue and your career is done.
I once reported an issue in an MRO owned by a major airline group. They implemented a new logistics system, which caused them to no longer be in compliance with procedures. The issues dragged on for months and there was no improvement in sight.
Instead of going straight to the quality department, I reported it to the management to give them a chance to fix it.
Do you think that they thanked me for it?
Hahaha, quite the opposite, said manager started going after me.
Do you think that this cozyness only exists between Boeing and the FAA?
I know for a fact that most audits at my MRO ended with a lunch with the auditors at a poshy restaurant.
Do not forget that airlines also represent government interests in many cases.
It's very very hard to find proper integrity in the aerospace industry.
Whether we talk about Gambia or the U.S.A or Europe, corruption is omnipresent.
That is the reality and the public should know it.
Safety first is just a slogan.
Money and power is what it's really all about.
Here is a good starting point: https://www.youtube.com/watch?v=s0glSFfmeH4https://www.youtube.com/watch?v=rvkEpstd9os