International Ops 2017

Flight Service Bureau | OPSGROUP

Making a Ramp Check painless (with checklist)

Hello, we’re from the government and we’re here to help“.

The SAFA Program (Safety Assessment  of Foreign Aircraft) is not exclusive to the EU. Your aircraft can be inspected under the program in 47 different countries.

Here are the key points:

  • Ramp checks are possible in every country in the world – but follow a more regulated and common structure in SAFA Countries – totalling 47 – see the map and list below.
  • There is a standard checklist that is used by Inspectors in all SAFA countries, which you should be familiar with – see further down.
  • Three categories of findings have been defined. A “Category 1” finding is called a minor finding; “Category 2” is a significant finding and “Category 3” a major finding. The terms “minor”, “significant” and “major” relate to the level of influence on safety.
  • If there is a “corrective actions before flight authorised” finding – then the inspector is concerned and a repair must be made before the aircraft is released to fly.
SAFA

Unless your aircraft looks like this, you have little to worry about.

Here’s how a ramp check normally goes down:

  • The flight selected will either be your last of 6 legs for the day, or after a gruelling 12 hour jetlag-inducer, or at 3am when you were thinking about a quick nap during the turnaround. This much is guaranteed.
  • As you pull on to the stand, you will notice more yellow vests than normal hanging around.
  • Two of these will be your friendly ramp inspection team (to be fair, they almost always are)
  • A short time later, those yellow vests will be in the cockpit, and the first request will be for a look at your license, medical, aircraft documents (like Insurance, Airworthiness), and flight paperwork. Make sure you’ve done your fuel checks and there are a few marks on the flight plan.
  • If you get a good cop, bad cop scenario, one will disappear down the back (this will be the nice guy) and check the cabin, while the first will stay and ask you tough questions about the TCAS system.
  • Some time later, you’ll get a list of findings. The average check is probably about 30 minutes.
  • You can be guaranteed they will always have at least one finding – which will probably be obscure.
  • Sign off the checklist, and you’re on your way.

 

Some interesting points:

  • The Inspectors can ask you for manuals, documents, or guidance – but they are not supposed to test your knowledge of procedures, regulations, or technical matters. This doesn’t always happen in practice – so if you get a tough question – just say “I don’t know” – and let them note it if they want to. This isn’t a classroom test.
  • This guidance is given to Inspectors: Delaying an operator for a non-safety related issue is not only frustrating to the operator, it also could result in unwanted human factor issues with possible negative effects on the flight preparation. They can (should) only delay your flight for a safety related issue.
  • Some recent favourites: TCAS 7.1 – show me it and how it works (they just want to see that you have the current version), extra pair of eye glasses if noted on medical certificate, show me working personal flashlights, show me the aircraft manuals, and how you know they are up to date, show me your duty time rules.
  • Remember, it’s not you that’s being inspected. It’s your aircraft. If you’re uncomfortable with the questions, get them noted and allow your operator to discuss later.
  • Every inspector is a little different. Work with them and you’ll find that 90% of your ramp checks will be over in 20 minutes with little issue.
  • That guy that says he’s flown for 30 years and never had a ramp check probably isn’t lying. There aren’t that many of them, and you might go a long time without them.
  • Private Operators – especially in GA (even more so under the 5700kg mark) – are far less likely to get ramp checked. EASA guidelines do apply to General Aviation, but they are far more interested in Commercial Operators.

 


The Countries

SAFA

47 Participating States – those not in the EU are in bold below, and green/orange above.

Albania, Armenia, Austria, Belgium, Bosnia and Herzegovina, Bulgaria, Canada, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Georgia, Germany, Greece, Hungary, Iceland, Ireland, Israel, Italy, Latvia, Lithuania, Luxembourg, Malta, Republic of Moldova, Monaco, Montenegro, Morocco, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Singapore, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Macedonia, Turkey, Ukraine, United Arab Emirates and the United Kingdom.

 

The Checklist

 

Download by clicking above, or here: FSB SAFA RampChecklist

 

The Stats

These are interesting as background to the Program – although they are from 2012, which is the date of the most recent report from EASA on the SAFA program (thanks International Flight Resources for the summary)

 

– 2012 had just over 11,000 inspections performed, over twice as many as 2005.
– Most frequent private operator’s country of registration inspected was USA, Isle of Man, Germany
– Frequency of inspections is almost evenly split between EU and Non-EU countries. Largest number of SAFA locations were France (71), Italy (34), UK (31) and Germany (30)
– On average, 40 of the 54 possible items were inspected each time with 46% of the findings labeled “Significant”
– “Significant” findings are reported to the operator and the registered CAA. These will also require “Corrective action” prior to flight
– Latin American/Carib operators had the most number of findings
– USA and African operators were tied for second place
– Largest percentage of operators inspected: Germany (7.0%), Russian Federation and UK (6.8%), Turkey (4.9%) and USA (4.5%). France was 2.2%.

 

Resources:

 

How did your recent ramp check go down? Comment below …

5 Comments

  1. They have kept working personnel flashlight under Category 3, under major finding. The intensity of the flash-light-beam was not satisfactory due to bright sunlight entering into the cockpit. Later during night we checked the flashlight intensity was satisfactory. How could one compare the brightness of a flashlight during day light?

  2. Hello, you should define in your procedures manual the minimum flash-light-beam intensity using a device that can read it, if you get a finding, you can reject it if you can demonstrate the minimum intensity in a documented process and approved by the authority, the device can be use in day or night, some devices are used to measure the light of offices, theaters, etc.
    Regards

  3. Just went through a SAFA check in Tahiti, French Polynesia. US Part 91 flight on a quick turn, technical stop, from Bora Bora to Auckland. The lone inspector was very courteous and extremely thorough. The inspection took 1 hour and 15 minutes while our passengers waited. The rational for the inspection at this time was due to a delay in the availability of the fuel truck even though we had pre-arranged for a specific time and quantity of fuel to be delivered.

    Items questioned were the currency of our electronic manuals and charts. Global 6000 aircraft has an electronic display of built in manual and jeppesen revision status and date. TCAS operation and status and the ability of the PIC to sign flight release without a maintenance technician.

    Our only finding-not written-was the use of MMEL as an MEL regardless of our LOA from the US FAA. We had already heard that this was the new big thing for US aircraft. The inspector seemed to be satisfied with the explanation that we knew of the recent EU ruling on MMEL’s and were currently building an MEL but its completion and approval process will most likely take many, many months.

  4. Tim, thanks for the helpful report on NTAA!

  5. Having been at the cautious end of many SAFA Ramp Inspections over the years, our operation has now enrolled with an Automated Flight Department Program, FDManager. Combined with the User and Aircraft status program, it includes a SAFA based checklist, which incorporates an actual Layout of Passenger Accommodations (LOPA) of our aircraft. Crews regularly undertake internal audits by completing the checklist and presenting the saved document to the Inspectors, which generally results in a swift and painless ramp check.
    As a subscriber to FDManager, a recent SAFA inspection at a notorious North Asian airport was made uncomplicated and timeous due to having the ability to demonstrate compliance diligently and promptly. The whole inspection took no more than 15 minutes.

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