Abstract
Purpose. The purpose of this study was to describe the decision-making process at the Office of Accident Investigation (AID) within the Federal Aviation Administration (FAA). The OAI is mandated by the U.S. Congress to complete safety recommendations submitted by the National Transportation Safety Board (NTSB). Safety recommendations are received from the NTSB after an accident or incident in order to promote public safety. Research methodology. Data were collected from members of the OAI by a semistructured personal interview technique. Documents were gathered, researched and analyzed after on-site visits to the FAA and the NTSB in Washington, D.C. Cross validation techniques were used to verify findings in the U.S. Congressional Record. Findings. The interview questionnaire process revealed a consistent pattern of decision making within the OAI. All mandates have been met regarding the normative decision-making process. Implementation of recommendations has been carried out by general orders, notifications and progress toward changes in policies. However, corrective action programs developed to insure greater public safety have been limited. Conclusions. Based on the findings of the research, it was determined: (1) The OAI at the FAA practiced rational decision-making policies that met the standards set forth by the U.S. Congress. (2) Implementation of NTSB recommendations was relatively weak in execution due to the organizational restraints from the DOT. There was a lack of power to take corrective action through effective programs to meet the rapidly changing demands of the airline industry. Recommendations. Based on research objectives, it was recommended that: (1) Recommendations received at the OAI be processed with the full authority of OAI members to complete investigation and to review and recommend changes across organizational lines. (2) A separate division be established to deal with corrective action programs only. (3) A separate division be formed under the Director AA1/2 to investigate accidents to handle FAA recommendations. (4) The Federal Aviation Independent Establishment Act of 1988 be passed by Congress. (5) Further study be completed to investigate total organizational constraints that affect the decision-making ability at the OAI. (6) The NTSB/FAA recommendation process be studied to insure the same uniformity found in the NTSB procedural recommendations for years 1988 to present.