WASHINGTON - s4story -- TERMS & DEFINITIONS:

• FAA — Federal Aviation Administration
• SUP — Supplied Unapproved Parts
• ICOP — Industry Controlled Other Party
• ODA — Organization Designation Authorization
• ANAB — American National Accreditation Board
• IAF — International Accreditation Forum
• DGCA‑India — Directorate General of Civil Aviation (India)
• CAAC‑China — Civil Aviation Administration of China
• EASA‑Europe — European Union Aviation Safety Agency
• MLA — Multilateral Recognition Arrangement
• MRA — Mutual Recognition Arrangement
• OEM — Original Equipment Manufacturer
• AS9100 — Aerospace Quality Management System Standard
• ODA — Organization Designation Authorization
• ISO/IEC 17011 — Accreditation Body Competence Standard
• JCAB — Japan Civil Aviation Bureau
• ANAC Brazil — National Civil Aviation Agency (Brazil)
• Transport Canada — Canadian Aviation Regulator

Daryl Guberman under penalty of ejection or arrested stood up on April 17 2024 DHS Subcommittee hearing regarding Boeing supplier oversight Reference "Sam Salephour"          https://www.newstribune.com/photos/2024/apr/18/3749044/

Let me tell you this the way I'd tell a close friend — straight, simple, and without the usual industry jargon fogging everything up. First thing I must tell you- The International Accreditation Forum-IAF incorporated in Delaware and its sister organization International Laboratory Accreditation Cooperation- ILAC Australia merged in January 2026 to GLOBAC- Global Accreditation Cooperation, They are associations of MRA-MLA equivalent to ANAB accreditation worldwide. AS9100 aerospace standard/certification became AI9100.

For more than twenty years, the system that's supposed to keep bad parts out of airplanes has been quietly falling apart. Not with alarms going off. Not with headlines. Just a slow, quiet collapse. And because of that, SUP — Supplied Unapproved Parts — have been slipping into Boeing, Airbus, military aircraft, and global supply chains like water through a cracked foundation.

Here's the part almost nobody knows:

Boeing hasn't held AS9100 — the basic aerospace quality certification — since 2002.

Instead of staying inside the accredited system, they leaned on something called ICOP.

What ICOP Really Is

ICOP — Industry Controlled Other Party — is basically the aerospace industry's way of running its own oversight. Instead of having independent auditors and accreditation bodies checking whether suppliers and manufacturers are following the rules, ICOP lets the big companies — Boeing, Airbus, Lockheed, Raytheon, Northrop — control the process themselves.

Think of it like this:

ICOP is the industry grading its own homework.

Aerospace Oversight Collapses as Boeing, Airbus, and Lockheed Replace Real Audits With ICOP: Exposed by 40 Year Quality Expert DARYL GUBERMAN https://www.prlog.org/13150615-aerospace-oversight-collapses-as-boeing-airbus-and-lockheed-replace-real-audits-with-icop-exposed-by-40-year-quality-expert-daryl-guberman.html

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Under ICOP, the manufacturers get to:

• Pick the auditors who inspect their suppliers
• Influence how audit findings are interpreted
• Override independent accreditation decisions
• Control the flow of conformity data before it reaches regulators

So instead of a neutral, outside referee making sure everything is safe and legitimate, ICOP hands the whistle to the players on the field.

And that's exactly how SUP — Supplied Unapproved Parts — were able to slip through.

The system wasn't independent anymore.

It was controlled by the very companies it was supposed to be policing.

Now that you know what ICOP really is, here's how it played out.

For 24 years, that setup kept Boeing protected. But once QA expert and Boeing shareholder DARYL GUBERMAN dug into the structure, the whole thing blew open. What he found was simple: every aircraft flying today — especially anything built from 2018 onward — came out of a system that was already broken. This was inclusive of the Air India 787 built in 2014 and crashed in June 2025 which was built in Boeings uncertified environment see here: Guberman Analysis https://guberman-quality.com/the-guberman-analysis/

Under FAA rules, SUP parts are strictly banned. They're not supposed to be anywhere near an aircraft. They don't meet approved design specs, they're not made under an approved quality system, they don't have traceability, or they're backed by fraudulent paperwork.

But once ICOP and ODA took over, those protections basically evaporated.

Since 2018, SUP parts have been pouring into Boeing, Airbus, and military contractor supply chains — slipping right into production lines under fraudulent accreditation environments with no FAA‑compliant oversight.

OEM Control and FAA Suppression

Back in the early 2000s, the big aerospace and defense companies — Boeing, Airbus, Lockheed, Raytheon, Northrop — adopted ICOP, a system that let them control the very oversight meant to keep them honest.

Under ICOP, OEMs could:

• Pick the registrars who audited their suppliers
• Influence how audit findings were interpreted
• Override independent accreditation decisions

Once that happened, oversight wasn't independent anymore. It was filtered through OEM‑controlled channels before it ever reached the FAA. The firewall between regulator and manufacturer didn't just weaken — it disappeared.

ODA: The FAA Hands Over the Keys

Then there's ODA — Organization Designation Authorization. This is the FAA program that lets manufacturers act as their own certifying authority.

ODA was supposed to make things more efficient. Instead, it created a built‑in conflict: Boeing engineers and managers, operating under delegated FAA authority, could approve designs, inspections, and airworthiness findings without direct FAA supervision.

Combine ODA with ICOP and you get a system where manufacturers could:

• Approve their own parts
• Approve their own suppliers
• Validate conformity data coming from fraudulent accreditation environments

That's how SUP parts slipped through — not because someone missed something, but because the system allowed it.

2014: The Directive That Broke the World

In 2014, the Vice President of ANAB, who also served as Chairman and Principal of the IAF 990 tax form, issued a directive that forced all accreditation bodies under the global MLA/MRA system to treat each other's certificates as equivalent.

The message was basically:

"Certified once, accepted everywhere."

But that meant certificates from compromised or fraudulent accreditation bodies were treated as legitimate worldwide. Overnight, the integrity of every MLA and MRA collapsed.

Every Audit Since 2018 Is INVALID

Here's what nobody told the public:

• Every audit performed from 2018 to now is unofficial and invalid
• Every supplier audit for Boeing, Airbus, or military contractors was done under fraudulent accreditation
• Every certificate issued under this system is compromised
• Every part produced under these conditions is at risk of being SUP

Aircraft built from 2002 onward were already affected — but starting in 2018, things went off a cliff. Boeing and Airbus began accepting parts from suppliers operating under fraudulent accreditation environments.

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This includes:

• Air Force One
• Qatar's Amiri fleet
• Ethiopian Airlines Flight 302--ALL 150 passengers died
• Lion Air Flight 610--ALL 189 passengers died
• Alaska Airlines Flight 1282
• Air India's 787 fleet & Other Boeing & Airbus aircraft

All built or maintained inside supply chains contaminated by invalid audits and fraudulent accreditation — conditions the FAA strictly prohibits.

This is the largest unreported conformity failure in modern aerospace history.

How SUP Parts Got In

Because Boeing hasn't held AS9100 for 24 years, and because accreditation bodies were forced to accept each other's certificates blindly, the conformity chain simply couldn't stop SUP infiltration.

That led to:

• Fraudulent certificates being treated as valid
• Supplier audits under compromised accreditation being accepted
• OEMs relying on ICOP instead of independent oversight
• FAA acceptance being influenced by ODA conflicts
• Regulators worldwide trusting U.S. conformity through bilateral agreements

Since 2018, SUP parts have been entering:

• Flight‑critical hardware
• Engine components
• Structural assemblies
• Electronic systems
• Safety‑critical subsystems
• Defense‑critical components

And it doesn't stop at aerospace. The same contaminated accreditation system touches medical devices,pharmaceutical,automotive manufacturing, defense systems — basically any industry that relies on multilateral equivalence

Global Regulatory Exposure

The collapse of U.S. accreditation affects:

• DGCA India
• CAAC China
• EASA Europe
• Transport Canada
• ANAC Brazil
• JCAB Japan
• All MLA/MRA signatories

Every regulator tied to U.S. conformity is exposed.

Conclusion

Alright, here's the bottom line — the way I'd tell you if we were sitting on your porch:

SUP — Supplied Unapproved Parts — didn't sneak into the system. They walked right in because the oversight structure collapsed. ICOP, ODA, and the 2014 ANAB/IAF directive created a worldwide environment where fraudulent accreditation could pass as legitimate.

And this isn't just an aerospace problem.

This affects every industry in the United States and every industry worldwide — medical devices, automotive, defense, electronics, pharmaceuticals, everything.

And in 2018, the truth finally cracked through the surface.

That year, ANAB was cited on U.S. Department of State Contract 19AQMM18R0131 for falsely calling itself an "underwriter" — something ISO/IEC 17011 flat‑out prohibits. The GUBERMAN ANOMOLY-DISCOVERY  https://guberman-quality.com/guberman-anomaly-discovery/

This happened after ANSI and ASQ secretly dissolved their joint venture in 2014 but didn't publicly admit it until 2018.

So the very accreditation body responsible for validating conformity was misrepresenting its own authority while operating under a dissolved structure it hadn't disclosed. That alone contaminates every certificate tied to ANAB from 2014 forward.

Boeing, Airbus, and U.S. military contractors have been operating inside a conformity chain that no longer meets FAA requirements. Every audit since 2018 is invalid. Every certificate issued under this system is compromised. Every part produced under these conditions is at risk of being SUP.

This isn't just an aerospace failure.

It's a global industrial failure.

"You cannot maintain an aircraft into safety if the system that built it was already collapsed. The question is no longer whether the system is broken, but how long regulators will continue to certify aircraft built within it."

THE GUBERMAN PROPHECY- JULY 2026

Those who forge strength from deception will eventually be crushed beneath the weight of their own neglect, because you cannot maintain safety in aerospace, defense, medical devices, pharmaceuticals, energy, transportation, or any industry worldwide when the systems that built them have already collapsed. Oversight replaced by convenience, regulators displaced by the very manufacturers they were meant to police, and a global network of industries now pretending that truth is optional — all of it marches toward the same inevitable reckoning. The audit trail never lies, never sleeps, and never loses; it always collects its debt. There is no waiver, no exception, and no administrative workaround when the foundation itself is flawed or fraudulent.