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Taking on board feedback from its membership and other stakeholders, the alliance decided to apply the Rulebook's leading advice and instruction to cover modifications which do not require an STC, and adapt the Rulebook to include minor modifications.
This article is proposing a collaborative way for Aircraft OEMs and IAMA-endorsed modifiers to streamline aftermarket upgrades, respect, and more effectively monetize IP.
There are many reasons how IAMA-endorsed STCs drive better aircraft modification, but in this article we outline you our top five
Your aircraft modification was realized by a non-IAMA member design organization, and further down the road, you’ve discovered some problems. What do you do next? IAMA, the Independent Aircraft Modifier Alliance, offers an array of resources to address some of the most pressing upgrade challenges airlines and lessors face.
In many aircraft modification projects, the data is often developed by several 3rd party suppliers. One of IAMA’s main objectives is promoting transparency in the market, which is why our approach to the topic of data sharing elaborates on the frictions that can arise during a modification project
We understand the challenges associated with request for proposals because we’ve all been in those situations filled with endless questions, mismatched comparisons, scope creep and communication challenges. A well thought out RFP that emphasizes strong communication channels and seeks transparency helps to streamline the whole process and reduce risk.
Why Do Customers Benefit from the Standardization of Independent Modifications Approved by a Supplemental Type Certificate?
In the following article, we will let you know more about the benefit IAMA's standardization can bring your organization and how to obtain the IAMA Standard.
Whether for passenger comfort, in-flight entertainment, connectivity solutions or safety aspects, operators are continuously upgrading their fleet to their required standards. While modifying a new aircraft may present concerns, modifying an aging aircraft raises uncertainty regarding the potential impact on the aircraft life limit, approved and published by the OEM.
After-sales support can present significant challenges to an airline’s ongoing operations. Our experts have lengthy experience with the obstacles that can accompany this challenge and have outlines some of them here.
When an aircraft is damaged in an area that has already been modified with one or more Supplemental Type Certificates, it can be challenging for operators/owners to get the technical support they need; we explain the pitfalls and offer practical advice.
When a lessor or an airline operator decides they want to transfer an aircraft at the end of their lease, the new lessee or operator may find themselves in the difficult position of having to ask the Supplemental Type Certificate (STC) owner for the right to continue to use the STC for any modification
In the aviation world, prototyping is an important phase for a variety of reasons, especially for a Supplemental Type Certificate. Prototyping helps refine documentation, allows the modifier, OEM and operator to assess the installation and requirement and it offers a standard method for certifying an aircraft modification.
Design Authority Holders (DAH) may be unable to continue supporting an STC for any number of reasons. Unfortunately, such situations can leave operators and owners unaware, unprepared and at risk. Managing the risk around Orphan STCs is complicated, but we want to protect STCs, so we have refined our position on this critical topic. Our principal goal is working towards solutions that will help operators avoid such situations.
A typical STC process is complex and has many phases and stakeholders, but once the respective aviation authorities become the focus of activity, questions about the project timeline and costs may arise. Subject experts of IAMA are in constant effort to enlighten stakeholders on how to mitigate risk in these situations.
The operators’ responsibility for airworthiness includes the rigorous knowledge of the status of their aircrafts’ relevant STCs. Therefore, continued technical support of the STCs is required. However, when an STC is no longer supported by the design approval holder (DAH), operators can face severe challenges as a result of the “orphan” STC.
Every airlines operator who has had to remove a Supplemental Type Certificate modification from their aircraft will have a deep appreciation for the complexity involved. De-modification as it’s known, also presents significant challenges to lessors and modifiers.
For all media inquiries, please contact Annelouise van Dijke.