Preparation Is Everything for Passing SAFA Ramp Inspections

For foreign business aircraft operators flying in Europe, being singled out for a random Safety Assessment of Foreign Aircraft (SAFA) Programme ramp inspection can eat up precious time and valuable resources. Experts, including a former SAFA ramp inspector and the chair of the NBAA International Operators Committee, advise smart preparation and training to pass muster and avoid unplanned delays.

The SAFA Programme, established by the European Civil Aviation Conference in 1996, is designed to improve aviation safety by conducting random inspections on non-European Union carriers to ensure compliance with International Civil Aviation Organization (ICAO) standards.

Foreign operators are subject to inspections at any time or location when landing in all EU and European Union Safety Agency (EASA) member states, as well as a selection of other countries such as the United Kingdom, Canada and the United Arab Emirates. There are 51 members in the program.

While there is some variation in scrutiny, the program follows a universal set of ICAO standards. Irregularities can leave aircraft grounded until remedial action is taken and could be reported to aircraft’s domestic oversight authority depending on severity.

“I think the core of the inspections will always be the same, which means that if you have a fuel leakage it will always be dealt with in the same way because that is obvious and you have to make sure it is within limit,” said Jérôme Hamon, head of the Direction Générale de l’Aviation Civile’s SAFA Ramp Inspection Division. “If not, there will be a corrective action to follow.”

Hamon, a former SAFA ramp inspector at Paris Charles de Gaulle Airport (CDG), said it’s important to remember that the operator is being inspected – not the crew. “There may even be disagreement, but we conduct a thorough process to allow that to be analyzed and rectified at a later time. This should help crews who we know need to focus on preparing for their next flight,” Hamon said. “Yes, they need to take some time for us and be transparent, but we also are clear that ramp inspections are not a place for argument.”

The best way to pass an inspection with flying colors, Hamon said, is to “be prepared. However, if you want to be prepared, you need to first have a general understanding of what different items are checked.”

Consider Specialized Training Sessions

Operators should consider conducting formal training for their crews, including rehearsal ramp inspections.

“If you already know more or less in advance what will be asked and what will be checked, then during your own flight preparations, you will be able to ensure that everything will be correct,” said Hamon. “You will also detect irregularities more easily, giving you time to seek advice from your operations team.”

Beware of These Common Inspection ‘Defects’

Art Johanson, a Gulfstream G800/G650ER captain at Pfizer, said his company’s flight operation has been fortunate to have an “excellent record” of success. There are many vulnerable areas that Pfizer’s team focuses on for every flight. The most common “defects,” as they are officially called, normally center around aircraft condition and logbook defects and minimum equipment lists (MELs).

“On one inspection a ‘Remove Before Flight’ flag for a landing gear pin separated so a quick-thinking pilot made an impromptu flag out of a baggage tag and it passed muster,” Johanson recalled.

Flight Planning and Preparation

Flight preparation is another common area for irregularities, according to Paul Scurio, CAM, chief pilot at Sunbird Aviation and chair of NBAA’s International Operators Committee (IOC). Having passed two SAFA inspections in recent years, Scurio said he has asked the inspectors to provide the most common areas that can be improved.

“Flight planning and particularly having flight plans that correlate with the items on the list of inspection items in terms of displaying the proper fuel calculations, fuel reserves and routes, both to destination and alternate are high on their list for corporate operators,” said Scurio.

Fuel monitoring is another common issue, Hamon said, for example, missing last-minute changes to aircraft weight and balance.

Typical Cabin Issues

In the cabin, the most frequent finding is secure cargo stowage. “For instance, you have passengers who have a lot of luggage, which you have no place for in the hold, but you don’t want to leave the luggage on the apron. So, you put them in the cabin even if they are not correctly secured,” Hamon said. “This is a safety issue as well.”

Manuals, checklists and charts (including electronic flight bag compliance and accessibility) need to be kept updated as they regularly change, Johanson added.

Be aware that EASA does not recognize the FAA’s distinctions between Part 91 and Part 135 operations. “You need to really be careful about how you’re designating your flight, whether it’s a business aircraft or commercial,” said Scurio.

Two Key Pieces of Advice

Johanson has advice for passing inspections: “Incorporate preparation and double checking into every single day and every single flight. The second is attitude, a good one. Since you’re prepared, you’ve got nothing to worry about,” he said.

Pfizer’s flight operation began a formal aircraft audit program several years ago that assigns each tail a captain, maintenance tech and line serviceman that conducts a structured quarterly audit. “The audit serves many purposes but above all, it is to ensure the aircraft is in compliance and current with all applicable regulations,” Johanson said.

“Aside from organizational training, the EU RIP/SAFA guide already has the answers to the test,” he continued. “Be prepared. Assign a crew member to each inspector if possible. We usually have one pilot doing the cockpit stuff and interior inspection. One pilot will assist with the external inspection.”

Scurio also advised putting together a SAFA binder with all essential information. “It sets the impression for the inspector that you know what you’re doing, he said. “Make sure before you end the inspection that you understand what findings might be written up, what the category is and how that category was determined.”