Europe is known for maintaining one of the highest aviation standards in the world. Rigorous pilot training, thorough aircraft certification process, and harmonisation of regulations across countries to ensure consistency are only a couple of reasons contributing to the perception of higher aviation standards in Europe than in other regions.

Periodic unannounced inspections (or ramp inspections) that commercial and other pilots on duty are exposed to under The EU Ramp Inspection Program are also a weighty contributing factor to it.

Cristian Puig, Deputy Head of Training at BAA Training and Captain at a large European operator, explains the nature of these checks, how they impact airlines and pilots personally, and the next steps after the inspectors define any deviations from standards.

Defining the SAFA and SACA Inspections

The Safety Assessment of Foreign Aircraft (SAFA) program was launched in 1996 by the European Civil Aviation Conference (ECAC) to complement ICAO audits and enhance aviation safety. In 2012, The EU Ramp Inspection Program replaced the original EU SAFA Program, encompassing two main components:

1. SAFA ramp inspections – Targeting third-country operators (non-EU carriers) that comply with ICAO standards.

2. SACA (Safety Assessment of Community Aircraft) ramp inspections – Aimed at community operators licensed by EASA participating states, inspected by other EASA participating states against EU Standards.

There is also a third type of inspection focused on domestic aircraft, known as SANA (Safety Assessment of National Aircraft). These inspections assess the safety and regulatory compliance of national airlines.

However, colloquially, any inspection mentioned above is often called a “SAFA inspection, “as the term has become a catch-all phrase.

“Ramp checks are possible in every country in the world, but they follow a more regulated and standardized structure in SAFA countries,” explains Puig.

“Annually, 10-12k SAFA/SACA inspections are conducted. In contrast, the FAA conducts 5-7k. Additionally, the FAA generally oversees many millions more flights per year than EASA, which makes the comparison unbiased. This definitely helps Europe to stay at the forefront with its standards as the sheer volume of inspections allows for more consistent enforcement of safety regulations, quicker identification of potential issues, and a robust oversight mechanism. However, it is essential to highlight that the SAFA program is only one part of a broader safety ecosystem.”

Apart from the 27 EU countries participating in SAFA, Canada, Morocco, Singapore, the United Arab Emirates, the United Kingdom, and, more recently, Brazil—the only South American member—are also part of The EU Ramp Inspection Program, bringing the total number of participating countries to 51.

How Does the Inspection Take Place?

According to Puig, these inspections, conducted by authorised inspectors, typically occur when the aircraft is on the ground. For example, when it is parked at the gate, the engines shut down, and anti-collision lights are off during passenger boarding or ground handling. Usually, two inspectors come and introduce themselves to the pilot-in-command before beginning a ramp inspection.

“They have 53 inspection items spread over five areas: flight deck, passenger cabin, aircraft status, cargo and general. Due to time constraints and the need to avoid delaying the flight unless serious non-compliances are detected, inspectors usually focus on the most critical safety aspects, such as the condition of emergency equipment, the functionality of safety systems, and the validity of crew licenses and documents. The average check takes about 30 minutes. “

Then, the findings are categorised as follows: “Category 1” finding is called minor; “Category 2” finding is significant, and “Category 3” is a major finding. The terms “minor”, “significant,” and “major” reflect the level of impact on safety.

A Category 1 minor finding typically leads to a debriefing of the pilot-in-command and the issuing of a Proof of Inspection (POI). A Category 2 finding results in written communication to aviation authorities. A Category 3 finding hinders the safety of aircraft operation. It may require corrective actions before the flight, restrictions on the aircraft’s operation, or even full grounding of the plane until the safety issue is resolved.

Puig gives an example of an issue that initially might seem like a Category 1 concern but, in reality, often becomes a Category 3 concern and requires immediate action taken before the aircraft can take off.

“You might find it surprising, but if any pilot leaves their belongings in the flight deck outside of the designated area, even if they are properly stowed, it is considered a risk to potential evacuation and is classified as a level 3 finding.”

When inspectors do a ramp inspection and identify something, they document it in a report, which is then uploaded to the Ramp Inspection Tool—a central database managed by EASA. This database is the core of the Ramp Inspection Program and is used by participating states to track and share inspection data securely.

Making sure pilots are prepared for ramp inspections

According to Cristian, pilots-to-be usually do not receive specific training focused solely on-ramp inspections during pilot training at flight school. However, flight schools do teach about standard operating procedures, basic knowledge of aircraft operations and regulations, and procedures to maintain proper documentation, all of which are factors directly connected to success during ramp inspections.

“However, once employed by an airline, pilots receive all the necessary training related to SAFA Inspection Procedures. It can be incorporated into a broader Safety and Compliance Training program, included in Recurrent Training Programs, or offered as a separate specialized module,” explains Puig.

While the primary focus of a ramp inspection is the aircraft’s physical condition, documentation, and immediate operational readiness, assessing the crew’s knowledge and proficiency with key safety systems like the Traffic Collision Avoidance System (TCAS) is well within the scope of a SAFA inspection.

If a pilot struggles with a question posed by an inspector, the incident is documented. Typically, the airline does not immediately receive a fine but could face further scrutiny, corrective action recommendations, and possible operational restrictions. Internally, these pilots may undergo retraining, performance reviews, and more formal disciplinary actions if significant knowledge gaps are identified.

A helpful tip for pilots is to deepen their understanding of how the inspectors are trained. Knowing their inspection methods will better prepare pilots for the process.

Alcohol testing during the inspection

Consuming alcohol before the flight is strictly forbidden, and compliance with this requirement may be checked during SAFA inspection. If pilots’ blood alcohol concentration (BAC) is up to 0.2 grams/litre, they pass. If the result exceeds the limit, the inspector will do a follow-up confirmation test between 15 and 30 minutes after the initial test.

“My recommendation would be to abstain from consuming alcohol for 24 hours prior to any aviation activity, despite the regulation requiring a period of 12 hours,” says Puig. “Of course, if you participate in a mega party the night before, even 12 hours may not be enough to sober up and be ready to take on your piloting responsibilities. So, being mindful and using common sense is crucial to ensuring the safety of everyone on board. It must be kept in mind that a full recovery after having consumed excessive amounts of alcohol takes at least three days.”

Alcohol testing should be done somewhere private, out of public view. If a pilot is unhappy with the chosen spot, they can request to move to a different one.

SAFA ramp inspections keep the standards high

SAFA ramp inspections are not just a routine procedure but a crucial component of ensuring aviation safety across Europe. These random inspections at various airports aim to identify and address potential safety issues with foreign aircraft operating in European airspace and local community aircraft. Certain locations are known for particularly frequent and rigorous inspections, such as airports in France, Copenhagen, Amsterdam, Florence, Scotland, and London Heathrow. Notably, Copenhagen and Amsterdam are also particularly attentive to conducting alcohol testing.

Operators and crews must be aware of these practices and ensure compliance with all relevant safety standards. This will prepare them for these inspections and allow them to contribute to the overall safety of global aviation.

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