SAFA Ramp Inspections - Code7700

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SAFA Ramp InspectionsGuidance materiallanding should not jeopardise the total resting time of the flight crew and an inspectionprior to departure should not lead to a departure delay unless there is a good reason (seeparagraph 3.1.f).For each inspection item of the SAFA Ramp inspection report detailed guidance has beenestablished (see appendix 1, SAFA PDFs). This guidance specifies in more detail what toinspect and how to categorise it. In addition, references are made to the applicablestandard(s). The list of PDFs is not exhaustive and other findings may be raised by theinspector (see Chapter 5c).3.4 Standardsa) The purpose of a SAFA inspection is to check the compliance with internationalstandards (i.e. Chicago convention, its Annexes and ICAO regional standards) which arethe minimum standards to be observed by any aircraft engaged in internationalnavigation. In addition, when inspecting the technical condition of an aircraft, it shouldbe checked against the aircraft certification specifications and manufacturer’sstandards 3 . Furthermore, compliance with national standards that are declaredapplicable to all operators flying to that state may be checked.b) The applicable standard has to be reported on the ramp inspection input form when afinding has been raised. When other standards are being checked during a SAFA RampInspection and a finding has been raised, the standard should explicitly be stated in theRamp Inspection Report (e.g. when a Ramp Inspection Report is included in the SAFAdatabase containing a finding which is a non-compliance with a national standard, thecompetent authority should ensure that the standard is marked as ‘N’ = nationalstandard).c) The SAFA database has the possibility to incorporate findings not (yet) contained withinthe PDFs. When making a new description mention should be made of the applicablestandard and its correct reference, for example: found cracked bearing in nose gearretraction cylinder, standard M, reference AMM 32.xxx.d) For findings where a PDF is available, and especially for UDF, the applicable standardreference (when not already specified) should be entered as precisely as possible. Thisshould be particularly applied when findings are raised against manufacturer'sstandards or aircraft certification specifications.3 Contained in a set of documents issued by the aircraft TC holder which detail the conditions for theserviceability of the systems and components installed on an aircraft, e.g. AMM, SRM, CMM, SWPM/WDM.SAFA Coordination Section Page 14 of 217© European Aviation Safety Agency, 2012 V 2.0
SAFA Ramp InspectionsGuidance material4 SAFA Findings4.1 GeneralA finding is a non-compliance with an applicable standard 4 (see paragraph 3.4[STANDARDS]). Inspectors, when raising a finding, must avoid using “best practices”,company procedures or standards other than international safety standards they were usedto in any other duty or employment.When a deviation from a standard has been determined, the inspector should be certainthat the finding is applicable to the specifics of the inbound and/or outbound flight. Forinstance, having no electric torch on board is only a finding during night-flight operationand not enough life-vests only when required as per the provisions of Annex 6, part I,Chapter 6.5.2.1 and 6.5.2.2 (i.e. flight over water on a distance greater than 50 NM fromthe coastline…). Nevertheless, such kind of information should be reported as a GeneralRemark.When a Contracting State finds it impracticable to comply with an international standard, itis entitled to notify a difference to ICAO in accordance with Art. 38 of the ChicagoConvention 5 . However, a third country notification of a difference has no effect within theterritory of another Contracting State, and merely constitutes information to otherContracting States which might accept or not such lower standard: SAFA ramp inspectorsshould indeed raise a finding in case of non-compliances 6 .These differences may howeverbe taken into account in the follow-up process of the ramp inspection report (as detailed inthe follow-up procedures). Whenever EU standards are lower than ICAO standards, thenthe EU standards should be applied to EU and non-EU operators 7 .4 If after the inspection the operator or its State of oversight is providing documented evidence objectivelyindicating that the finding is erroneous or incorrectly categorised, then the inspecting authority shouldmake the necessary corrections in the SAFA Database and inform the operator and/or its State ofoversight accordingly.5 Art. 38 Chicago Convention has the purpose to protect the sovereignty of a Contracting State bygranting the right to derive from an international standard. International standards cannot becomebinding against the will of ICAO Contracting States. However, ICAO contracting States are not bound byor obliged to accept a lower standard of another State’s aircraft in their territory even if the latter notifiedthe difference according to Art. 38.6 On another State’s territory the differing State is obliged to: fulfil the international (ICAO) standard (Art.37 in conjunction with Art. 33 of the Chicago Convention), or to get permission (ex-ante authorisation)by the State in whose territory the aircraft intends to enter to participate in air navigation with acertificate or license that was issued although the aircraft (respectively person) failed to satisfy aninternational (ICAO) standard at the time of its certification (respectively issuance of the license), seeArt. 39 in conjunction with Art. 40 of the Chicago Convention. If the above-mentioned permission hasbeen duly requested and delivered by the Inspecting NAA, the non-compliance should however bereported as a General Remark - cat G.7 For instance, EU-OPS is requiring the presence of a copy of the AOC to be on board of an aircraft, whileICAO standards require the presence of a certified true copy of the AOC. Absence of certified true copyshould not constitute a finding (provided a non-certified copy is available on board).SAFA Coordination Section Page 15 of 217© European Aviation Safety Agency, 2012 V 2.0
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