The applicable requirements for these inspections are:. These checks are carried out in accordance with a procedure which is common to all the Participating States. Their outcome is then subject to reports which also follow a common format. In case of significant irregularities, the operator and the appropriate Aviation Authority State of Operator or State of Registry are contacted in order to arrive at corrective measures to be taken not only with regard to the aircraft inspected, but also with regard to other aircraft which could be concerned in the case of an irregularity which is of a generic nature.
All data from the reports as well as supplementary information are shared and centralised in a computerised database set up and managed by EASA. However, ramp inspections are limited to on-the-spot assessments and cannot substitute for proper regulatory oversight, thus, they cannot guarantee the airworthiness of a particular aircraft.
Where irregularities have an immediate impact on safety, inspectors can demand corrective actions before they allow the aircraft to leave. The European Commission and Participating States are informed of any potentially safety hazards identified. Authorised inspectors are using a checklist with 53 inspection items during ramp checks.
The checks may include pilots licenses, procedures and manuals carried in the cockpit, compliance with these procedures by flight and cabin crew, safety equipment in cockpit and cabin, cargo carried in the aircraft and the technical condition of the aircraft. As the time between arrival and departure the turn-around time may not be sufficient to go through the full checklist, not all 53 items may be inspected. It is the Programme policy not to delay an aircraft except for safety reasons.
Some oversight authorities of the Participating States engaged in the EU Ramp Inspections Programme carry out random inspections while others try to target aircraft or airlines that they suspect may not comply with the applicable standards. The absolute number of inspection findings represents an important outcome of the inspecting process which provides valuable information on the subject aircraft or its responsible operator.
To this end, three categories of findings have been defined. The prime purpose of categorising the findings is to classify the compliance with a standard and the severity of non-compliance with this standard. When considering the findings established during a ramp inspection, Category 2 significant and Category 3 major findings require the highest attention when it comes to the need for rectification. Based on the category, number and nature of the findings, several actions may be taken.
If the findings indicate that the safety of the aircraft and its occupants is impaired, corrective actions will be required. Normally the aircraft captain will be asked to address the serious deficiencies which are brought to his attention. In rare cases, where inspectors have reason to believe that the aircraft captain does not intend to take the necessary measures on the deficiencies reported to him, they will formally ground the aircraft. These checks would be administered by "safety third country aircraft using community airports," in other words, an N-number aircraft could only be ramp checked outside the U.
Fuel remaining and cargo area overloading, restraining, segregation, etc. Flight preparation and storage of baggage in the cabin could be checked on departure. However, inspectors should be aware of the following constraints; an inspection after landing should not jeopardise the total resting time of the flight crew and an inspection prior to departure should not lead to a departure delay unless there is a good reason.
The ramp inspector can pat you on the back or cite you as in violation of an ICAO standard with minor, significant, or major action:. A class 1 action is to be taken after each inspection, and consists of providing information about the results of that SAFA inspection, regardless of whether findings have been identified or not.
In accordance with article 6. Category 2 and 3 findings are considered to have a significant and major influence on safety. The inspector tells you to fix something and sends a letter to your base and the FAA or equivalent. There are various versions of this floating around, the most popular of which is dated It seems pretty benign, but each of the items are ambiguous, to say the least.
Starting with the first line, what are they looking for when they say "General Condition" of the flight deck? And we've all heard the horror stories of looking over pilot licenses and medicals, but the only item on the checklist is "Flight Crew License. If you look through some of their inspection reports over the years, you will find that to be true. We have two binders, one with our aircraft documents and another set up just for a SAFA check.
In each tab is chapter and verse of what they are looking for. In some cases, like our LOAs, the actual document is in the binder. In other cases, the tab points to where the inspector can find the item. Do you have to go through all this trouble? No, but it will make your life easier the day an inspector shows up on the ramp. It works well for an FAA inspector too. The references are given in the same code they use, which uses:. In some cases there is no reference given; it appears the inspector has wide latitude.
As with many things when it involves an aviation inspector, there is much to be lost and little to be gained. There are many things that do not appear in the inspector's guidance that have been the subject of many recent SAFA ramp inspections.
EU Insurance documentation, for example, is a high interest item. So, dear reader, what follows is a sterilized version of the binder in our airplane. You can print this out and each tab will print out on a separate page.
Make the necessary changes to each tab and you are all set. If you make sure your browser header and footer functions are off, you should get a pretty clean copy. If not, let Eddie know at the link below. Put everything in a binder and make sure it is up-to-date prior to each trip outside the United States. This is item one in our binder only because we had a need to apply for this and needed a place to keep it.
If you don't need this letter your binder will not need to include it. Some aircraft do not comply with the letter of every FAR paragraph and your airworthiness certificate may include an exemption or several exemptions. It just depends on when they got their airworthiness certificates.
If you have an exemption, I recommend having something in writing from the manufacturer about your exemptions, though not every Manufacturer agrees. I was able to get a suitable letter because they still wanted me to sign for the aircraft when we bought it, and I think they were motivated to make me happy. If you cannot find what you are looking for, please ask! Thank you. We do not require navigation chart cases because most of our chart are electronic.
The few charts and manuals that we do keep are secured in provided holders, bins, and cabinets. See photos which follow. G AFM specifies a pilot and copilot is the minimum crew. Extract follows. Four emergency escape exits, and alternate routes are shown in the Aircraft Flight Manual See extract which follow. See test procedure, which follows. This is not easy to do from most cockpits; in our G there is no evidence from the avionics.
Three VHF radios with 8. See operating manual extract which follows. See extract which follows. The AFM is in the manuals closet, aircraft right, just forward of the interior cabin door. See photo at Tab A01 in this binder. Checklists available electronically in aircraft avionics, electronically on 'EFB, and in a Quick Reference Handbook in cockpit.
The operations manual is held electronically in the EFB and issued by Gulfstream, as are all other checklists on the aircraft. All departure, en route, approach, and aerodrome charts are held electronically in the aircraft avionics suite. The revision dates can be found on a display unit accessing the CMC function. See photo which follows. Route charts are held electronically in the aircraft avionics suite as well as paper route charts held in binders in the aircraft publication cabinet just aft of the cockpit throttle quadrant and in the publications cabinet on the aircraft right just forward of the interior cabin door.
See photo at Tab A01 of this binder. MEL was written by and with approval of aircraft manufacturer and found to be compliant. Is an MMEL good enough? Technically no. But if you can get yourself an MEL, you will save yourself some trouble. Original in holder behind pilot's seat, copies in Documents Binder Tab Copy follows in this tab. To meet the "letter of the law," you can have an identification plate installed on your door as shown.
Before the identification plate above was an option, most Gulfstream pilots pointed to the data plate on the tail and the inspector shrugged his or her shoulders and moved on.
The proper identification plate was not an option until Powered Paragliding? Stay Safe, Get Certified Like all adventure sports, safety is crucial. A Paraglider pilot sits in a harness below a fabric wing that holds its shape through suspension lines and air pressure.
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