Mentor Matters: The mother of all ramp checks

It was determined that a blockage of the captain’s pitot tube, likely caused by a mud dauber wasp, created an erroneous airspeed indication on the captain’s primary flight display. Even though the airspeed discrepancy was noted early in the takeoff roll, when it would have been possible to abort—and the standby and co-pilot’s airspeed both were displaying proper indications—the aircraft entered an unrecoverable spin at 6,000 feet.

Although the airliner was operated by Turkish Airlines, most of the passengers were German tourists. The accident resulted in a European Union directive highlighting “the need for the community to take a more active stance and develop a strategy to improve the safety of its citizens traveling by air or living near airports.... To that end, it is necessary to harmonize the rules and procedures for ramp inspections of third-country aircraft landing at airports located in the member states.” This was accomplished through the creation of the Safety Assessment of Foreign Aircraft (SAFA) program, a framework enabling comprehensive ramp inspections of aircraft flying into the European Union.

Even though the participating agencies are directed to prioritize a portion of their inspections—or “SAFA checks”—on operators or nations known to be problematic safety-wise, a large portion is dedicated to random spot inspections with no justification required. The intent of the program is to focus on commercial operations, particularly those involving aircraft weighing more than 12,500 pounds. Thus, an owner-pilot operating a Cessna Citation Mustang or Embraer Phenom 100 to Europe is at a lower risk of a SAFA check, while a chartered Cessna CJ3 or Embraer Phenom 300 faces a higher chance of inspection.

Inspectors use a checklist with 53 inspection items during the check; however, not all items are required to be inspected. For 2012 (the most recent year for which aggregated data has been released), slightly more than 11,000 inspections yielded an average of 39 items inspected per check, with one finding per check. About half of the findings were categorized as Category 2—significant enough that the aircraft’s home aviation authority is notified of the issue. The other half of the findings were roughly split between categories 1 (minor, only a debrief of the pilot in command occurs), and 3 (major, meaning the aircraft may be grounded until resolved).

So, what exactly is inspected, and what are common findings? A comprehensive discussion of all possible inspections points would run longer than this entire magazine. Although there are “only” 53 items to be inspected, many of the items are vague and broad in scope (e.g. “general external condition”), and can have up to a dozen or so sub-items. The section of the official SAFA guidance manual that lists all subitems and potential findings runs more than 160 pages.

In one year, slightly more than 11,000 inspections yielded an average of 39 items inspected per check, with one finding per check. About half of the findings were categorized as Category 2—significant enough that the aircraft’s home aviation authority is notified of the issue.Examples of common findings are clustered around several themes. Loose articles are expected to be secured in a way that they cannot shift and do not impede access to any exits. Emergency equipment must be operational (do all the required flashlights work?) and in current inspection status (e.g. first aid kits, life jackets, and rafts). Pilots must be able to document currency in their aircraft (61.58 check if operating under FAR Part 91), and have medical certification meeting International Civil Aviation Organization requirements—which can differ from FAA requirements in terms of medical class and duration.

To set up for a positive SAFA check, create a binder that follows point by point all the inspection items and subitems listed in the ramp inspection guidance material.Pilots also can expect a comprehensive review of the aircraft’s paperwork. The inspectors are likely to check that the aircraft flight manual reflects the current revision status, and charts are similarly up to date. The expectation of flight planning is higher than a U.S.-based pilot may be accustomed to; a written weight and balance and properly annotated journey log, for example, are not required when flying in the United States under Part 91, but will be requested during a SAFA check.

Nearly one-quarter of the 11,000 inspections occurred in just one country of the 41 that participate: France. Anecdotally, Paris’ Le Bourget (LFPB) and Nice’s Côte d’Azur Airport (LFMN) account for a lion’s share of SAFA checks within France. Germany and the United Kingdom came in second and third, respectively, with Italy and Spain not far behind. All the remaining 36 countries combined accounted for less than half the inspections.

The best practice for proactively setting up for a positive SAFA check is the creation of a binder that follows point by point all the inspection items and subitems listed in the ramp inspection guidance material. Where documentation is required (e.g. pilot certificate, aircraft registration), a photocopy would be inserted. Where operational tests of equipment are expected to be performed (e.g. terrain awareness and warning system or traffic collision avoidance system), a copy of the test procedure would be provided.

The value of creating the “SAFA binder” is two-fold. First, in creating the binder, the pilot will necessarily become familiar with all the potential inspection items of a SAFA check. A noise certificate, for example, is likely something most pilots won’t have even heard of until they are asked for it during an inspection, and locating one without prior research may prove impossible.

Second, by compiling the necessary information in one spot, a pilot can ensure that should a SAFA check occur, it will proceed much more quickly than if the pilot is pulling out one manual to find the TAWS operational check procedure, then grabbing documents from another part of the aircraft to demonstrate proper equipage, then running back to the cockpit for the airworthiness certificate, and so on. SAFA inspections have been reported to take as little as 20 minutes, or as long as an hour and a half. Anything the pilot can do to expedite the process is sure to lower stress for all involved, as well as present a more positive impression to the inspecting authorities.

Neil Singer is a Master CFI with more than 8,500 hours in 15 years of flying.