Ramp inspections SAFA/SACA

The program is legally based on the Icelandic Aviation Act No. 80/2022 and is detailed in EU Regulation No. 965/2012. These rules allow for unannounced ramp inspections of aircraft suspected of not complying with established international or European safety regulations, as well as spot checks on aircraft according to specific rules without suspicion of operational misconduct. Such inspections follow certain rules, all work processes are standardized, and the execution of tests is the same across all EEA member states.  

All EEA member states, along with several other countries, totalling 50, participate in this project. The goal is to adopt standardized spot checks as widely as possible.  

The aircraft are inspected according to a predetermined system used by all participating nations, and the results are recorded in a common database under the custody of the European Union Aviation Safety Agency (EASA). The prioritization of inspections is risk-based, for instance, relying on safety information collected by the participating countries or regular analysis of data from a central database. 

If deviations from established safety regulations are discovered, the relevant aviation authorities are notified, and all information about the deviations is entered into the database.  

SACA (Safety Assessment of Community Aircraft) refers to ramp inspections carried out by EU member states on aircraft used by operators under the legal supervision of another EU member state. These inspections are based on EU rules and requirements that are at least equal to, but often stricter than, the standards of the International Civil Aviation Organization (ICAO).  

SAFA (Safety Assessment of Foreign Aircraft) are inspections carried out on aircraft registered outside the EU. These inspections are based on ICAO rules. In addition to these aforementioned standards, manufacturers’ data are also considered when assessing the technical condition of the aircraft.  

Ramp inspections are limited to spot checks and do not replace regular oversight by authorities. Therefore, the airworthiness of the aircraft in question cannot be guaranteed. If deviations are of such a nature that they can affect flight safety, inspectors may demand corrective actions before the aircraft is allowed to take off again. 

The European Union Aviation Safety Agency (EASA) categorizes airlines into two groups when planning inspections. On one hand, there are established airlines that have demonstrated over the years that their operations meet safety requirements and their traffic within EU states is above a certain minimum. On the other hand, there are operators who have not met all the conditions to be classified in the former group and/or there is insufficient information about them. EASA allocates a certain number of inspections for aircraft in the first group to each participating country but only advises on the number of inspections for the second group.   

Inspectors from all participating countries use a checklist with 53 inspection items. These items concern the inspection of certificates and medical certificates of pilots, procedures and manuals, safety equipment and technical issues, the condition of the passenger cabin, and more. Sometimes all items are inspected, but often there is not enough time as it is EASA’s policy not to delay flights due to inspections if no deviations are found.   

Deviations can vary and are categorized into several groups according to their severity concerning flight safety. All deviations are recorded in a common central database (Ramp Tool), and the relevant aviation authorities are alerted about them. Individual deviations can be so serious that the aircraft is not allowed to fly until measures have been taken and repairs carried out. If there are significant or major deviations, the operator is required to take corrective actions, which may involve an investigation into the root cause to address systemic problems with the operator. The state that conducted the inspections then monitors the aftermath and ensures that appropriate corrective actions are taken. 

 All data from inspection reports, as well as additional information, are shared through a central database (Ramp Tool) managed by EASA. All participating countries upload their inspection reports to this database, making them accessible to all participating countries. This collection of detailed safety information facilitates data analysis. The data is confidential and not accessible to the public. Stakeholders can access the database through the relevant aviation authorities for their airline. In addition to the participating countries, 60 other states and about 1,100 operators have access to various parts of the database. 

Representatives of the member countries meet twice a year to compare notes and harmonize procedures and standards. Additionally, the Aviation Safety Agency organizes an annual consultation meeting of industry and oversight bodies where aviation authorities and representatives of the aviation industry meet to discuss common interests in this field. 

To work as an inspector in ramp inspections, one must have a background in aviation operations, such as being a pilot, aircraft mechanic, flight attendant, or air traffic controller. The individual must attend courses provided by EASA and perform several inspections under the supervision of a senior inspector. Currently, the Icelandic Transport Authority employs six experienced inspectors for ramp inspections, each of whom also holds other positions within the agency.