The SAFA Inspection Checklist provides inspection instructions and pre-described findings. The objective of inspection instructions and pre-described findings is to ensure that ramp inspections are performed in a standardized manner in all Participating States with a common reporting taxonomy.

SAFA Pre-Described Findings (PDFs) are standardized findings used by inspectors during ramp inspections of foreign aircraft. These findings are designed to identify and document non-compliance with aviation regulations as per ICAO standards.

There are 3 categories of findings defined: CAT 1, CAT 2, and CAT 3. These findings are categorized according to the potential impact on flight safety. A CAT 1 finding is considered to have a minor impact on safety, while A CAT 2 finding can have a significant impact. A CAT 3 finding can have a major impact on safety.

If you want to learn more about SAFA inspections, here is a detailed overview of SAFA ramp inspections that will provide you with all the information you need.

The SAFA Ramp Inspection Checklist is a standardized list that includes “inspection instructions and pre-described findings“. This SAFA checklist is used by ramp inspectors to assess aircraft for safety compliance according to ICAO/EASA standards. The checklist has 54 items divided into A-items, B-items, C-items, D-items and E-items.

  • A-items: operational requirements
  • B-items: safety and cabin items
  • C-items: aircraft condition
  • D-items: inspection of cargo and cargo compartment
  • E-items: General items

Here is a comprehensive list of items that SAFA inspectors check during a ramp inspection. This will help you understand the critical areas to focus on when working on the aircraft, reducing the chances of findings.

A01: General Condition

  • Check general condition.
  • Check the stowage of interior equipment, suitcases, navigation chart cases etc.
  • Note: inspectors should make sure that manuals, flight cases etc. were indeed not appropriately stored during the incoming flight. In some cases it can be proven (or at least reasonably assumed) that the manuals were not stored during flight since e.g. there is no suitable storage area. However, in those cases where it cannot be excluded that the crew indeed stores the manuals during flight, no finding should be raised. Such manuals and cases may have indeed been used by the crew during taxi and the turn-around before the inspector enters the flight deck.
  • If a flight crew compartment door is installed, check the door locking/unlocking mechanism.
  • On passenger carrying aeroplanes with MTOW > 45.500 kg (or with a passenger seating capacity more than 60 pax) check for installation and serviceability of the reinforced cockpit door.
  • Check the means to monitor the door area from either pilots seat. Some means will fully satisfy the requirements, such as CCTV systems. However, means such as the spyhole do not enable the crew to monitor the door area from their seat and lead to a cat. 2 finding. The visual monitoring of the door area from the cockpit is of paramount importance, therefore alternative procedures such as an audio signalling code in addition to a spyhole are also considered to be not in compliance as they do not provide for an actual visual monitoring; therefore, a cat. 2 finding should be raised in such a situation as well. However, when this has been compensated during critical phases of the flight, for instance by the use of an additional crew member to monitor the area on behalf of the flight crew, or by denying access to the flight deck during these phases, it still constitutes a finding, but with a lesser impact on safety (hence the cat. 1 should be used). The presence in the cockpit of an additional crew member during all phases of the flight is considered to fully meet ICAO requirements.
  • Check the condition of the flight deck windows (e.g. windshield cracks, possible delamination,…)
  • Check if the crew composition meets the minimum crew requirements (available in the AFM)
  • Check that no equipment is installed such that it obviously does not meet the systems design features and emergency landing provisions in Annex 8 Part IIIA/B, Chapter 4 (e.g. when equipment installed on the glare shield significantly impairs the pilots vision).
  • Check the presence and serviceability of the windshield wipers (if required for the flight).
  • Check if any electrical cables/wires are unintentionally exposed.
  • Check the serviceability of the warning panel lights.
  • When circumstances dictate (e.g. aircraft undergoes significant delay), check whether the crew members are in compliance with the flight and duty time rules contained within the Operations Manual.

A02: Emergency Exit

  • Check the serviceability of exits and, when ropes are installed, check that they are secured.
  • Check whether access to emergency exits is restricted or impeded.
  • Note: Inspectors should be aware that equipment/luggage may be placed temporarily in an unsecured condition during flight preparation. In such cases, the inspectors should seek confirmation that the equipment/luggage will be securely stowed before flight. If the crew is unable to confirm this, a finding may be appropriate.

A03: Equipment

TAWS (E-GPWS)

  • Check if installed and serviceable. If unserviceable check if properly deferred (reported in the ATLB) and check if still within MEL dispatch limits. Verify that the installed GPWS has a forward looking terrain avoidance function. If the terrain database is found to be expired, verify against the MEL the dispatch conditions.
  • When an operational test can be performed by the pilot, it should be requested
  • Note: On certain aircraft such a test cannot be performed by the pilots but only by maintenance personnel: this does not constitute a finding.
  • Note: some CIS-built aircraft are equipped with GPWS systems like the SSOS or SPPZ (SPBZ) that do not fulfil the ICAO requirements regarding the E-GPWS. Only the 7-channel (SRPBZ) with forward looking terrain avoidance function meets the ICAO requirements.
  • In the case where an aircraft is found not to have TAWS (E-GPWS) installed then the competent authority should consider imposing an immediate operating ban on that aircraft. The aircraft should be allowed to depart only on a non-revenue flight.

ACAS II (TCAS)

  • Check if installed and serviceable. If unserviceable check if properly deferred (reported in the ATLB) and check if still within MEL dispatch limits.
  • When an operational test can be performed by the pilot, it should be requested.
  • Note: On certain aircraft such a test cannot be performed by the pilots but only by maintenance personnel: this does not constitute a finding.
  • In the case where an aircraft is found not to be fitted with a compliant TCAS/ACAS II system then the competent authority should consider imposing an immediate operating ban on that aircraft. The aircraft should be allowed to depart only on a non-revenue flight.
  • For aircraft with their first CoA issued on or after 1 March 2012, check if ACAS II, software version 7.1 is installed. This can be done by performing a test of aural warnings; version 7.1 will have the extra resolution advisory “Level off, level off” (this requirement is only applicable in the territory of the EU Member States, Iceland, Norway and Switzerland).

Cockpit Voice Recorder

  • When an operational test can be performed by the pilot, it should be requested.
  • Note: On certain aircraft such a test cannot be performed by the pilots but only by maintenance personnel: this does not constitute a finding.

RVSM

  • Check whether the equipment’s unserviceability (if any) renders the aircraft non-RVSM capable (check with Doc 9614).
  • Area of applicability (ICAO Doc 7030):
    • RVSM shall be applicable in that volume of airspace between FL 290 and FL 410 inclusive in the following flight information regions/upper flight information regions (FIRs/UIRs): Amsterdam, Ankara, Athinai, Barcelona, Beograd, Berlin, Bodo, Bratislava, Bremen, Brest, Brindisi, Bruxelles, Bucuresti, Budapest, Chisinau, Düsseldorf, France, Frankfurt, Hannover, Istanbul, Kaliningrad, Kharkiv, KØbenhavn, Kyiv, Lisboa, Ljubljana, London, L‘viv, Madrid, Malmö, Malta, Milano, Minsk, München, Nicosia, Odesa, Oslo, Praha, Rhein, Riga, Roma, Rovaniemi, Sarajevo, Scottish, Shannon, Simferopol, Skopje, Sofia, Stavanger, Stockholm, Sundsvall, Switzerland, Tallinn, Tampere, Tirana, Trondheim, Varna, Vilnius, Warszawa, Wien, Zagreb.
    • RVSM shall be applicable in either all, or part of, that volume of airspace between FL 290 and FL 410 inclusive in the following FIRs/UIRs: Canaries (AFI Region), Casablanca, Tunis.

RNAV

  • Check that the aircraft is equipped with RNAV equipment. For operations in airspace designated as B-RNAV or P-RNAV check if the aircraft meets the Required Navigation Performance (RNP) requirements.

MNPS

  • Check whether the equipment unserviceability (if any) renders the aircraft non-MNPS capable.
  • Area of applicability (ICAO Doc 7030): The MNPS shall be applicable in that volume of airspace between FL 285 and FL 420 within the Oceanic Control Areas of Santa Maria, Shanwick, Reykjavik, Gander Oceanic and New York, excluding the area west of 60°W and south of 38°30’N.

8.33 kHz channel spacing

  • Check that radio equipment is 8.33 kHz channel spacing capable. This can be checked by requesting to select an 8.33 kHz channel, for example, 132.055 kHz on the radio control panel. The panel should normally show 6 digits – however some radio control panels may omit the leading “1” and display only 5 digits, e.g. 32.055.
  • Area of applicability: The carriage of 8.33 kHz channel spacing capable radio equipment is mandatory for operations in the specified ICAO EUR region for flights above FL 195.
  • Note: Inspectors, while checking this inspection item, should also assess whether the required equipment is obviously not being used, e.g. if an equipment is found to be covered and therefore rendered unusable, this should result in a cat. 3 finding. If equipment is found to be obstructed (e.g. by a manual) during flight preparation phase, this should not lead to a finding.

A04: Manuals

  • Check for presence of Operations Manual and Aircraft Flight Manual. (Note: flight manual data may be included in the operations manual).
  • Check if their content complies with the requirements and is up to date (e.g. with the latest revision of the AFM).
  • Note: Not all parts of the OPS Manual have to be carried on board. As a minimum there shall be available those parts pertaining to flight operations.
  • Note: in the Ops. manual the following subjects, in particular, could be checked:
    • presence of instructions and data for mass and balance control.
    • the list of the navigational equipment to be carried including any requirements relating to operations where performancebased navigation is prescribed.
    • Presence of data that enables the crew to carry out performance calculations
    • Information on fuel planning
    • Flight and duty time requirements
    • Safety precautions during refuelling with passengers on board.
    • Instructions on the carriage of dangerous goods (with DG on board).
  • Check if the flight crew is able to understand the language in which the OPS Manual and/or AFM are written.
  • Note: ICAO standards do not require the manuals to be written in English language. Such a case does not constitute a finding unless it is obvious that the pilot(s) do not understand the language in which the manuals are written.
  • Note: the impact on safety is different in case only one flight crew member is not able to understand the language of the OM, or if it is not understood by any of the flight crew members. This is reflected in the respective cat 2 and cat 3 pre-described findings.
  • Note: Annex 6 does require that specific parts of the Operations Manual be approved by the National Authority. However, the Annex does not require that proof of such approval be contained in the manual itself. It is up to each and every Contracting State to determine how they approve a manual and whether evidence of such approval is required in the manual. The absence of a specific approval does not constitute a finding.

A05: Checklists

  • Check if checklists are available and easily accessible.
  • Note: Most modern aircraft have some checklists held electronically, e.g. the Airbus ECAM system. This should not constitute a finding provided that the crew can demonstrate access to such checklists and they are correctly documented in the Operations manual.
  • Check if the OPS Manual contains the required checklists. Compare the version in OPS Manual with the ones available to the crew.
  • Check if their content is in compliance with the operating manual covering all flight phases, in normal and emergency operations.
  • Note: Normal, non-normal and emergency checklists are sometimes combined in a “Quick Reference Handbook”. Nevertheless, inspectors may find separate checklists for each phase of the flight, which is fully compliant.
  • Check if the checklists are identical for all members of the flight crew.
  • Note: If checklists with a different number of revision/different dates are present, check if the content is identical.
  • Note: On some ex-Soviet built aircraft only the flight engineer has a checklist. The pilot and co-pilot may be working from a memorised checklist only.

A06: Radio Navigation Charts

  • Check if the required departure, en-route, approach and aerodrome charts are available, within reach, up-to-date to the latest AIRAC amendments (including those for the alternate aerodromes).
  • Note: one or two amendments missing in the chart library could still be acceptable provided the charts to cover the route flown, or about to be flown, including associated diversions, are up to date to the latest AIRAC amendments.
  • Note: If other charts are not updated, but the required ones are, this does not constitute a finding. Such a case should be reported though as a General Remark.
  • Check the validity of the FMS/GPS database; in case of expiration, check the MEL.

A07: Minimum Equipment List

  • Check if the MEL is available.
  • Note: An increasing number of operators do not have the MEL on board, but available via a data downlink. This should be considered as an acceptable alternative.
  • Check if the MEL is not less restrictive than MMEL.
  • Note: If it is found that the MEL does not incorporate the latest revision of the MMEL, this should be reported as a General Remark (cat. G).
  • Note: Checking the revision status of the MEL might not be enough; in case the last revision introduced less restrictive conditions, the MEL might not have to be updated. A missing revision number is no reason to raise a finding; the document control process is to be agreed by the overseeing authority. If it is found that a MEL is not up to date resulting in a less restrictive document, questions may be raised in the follow-up phase on the appropriate document control.
  • Note: It takes time before more strict requirements introduced by a new MMEL will be implemented. Inspectors should allow a timeframe of at least 4 months (since publication of the revised MMEL) for the revision of a MEL.
  • Check if MEL content reflects actual equipment installed on the aircraft and takes into account the special approvals in the operations specifications. Check if the MEL contains the (M) maintenance and/or (O) operational procedures.
  • Check if the MEL is fully customised. For example, the MEL should not contain a reference to regulatory material (“ATA 23 Communication systems – Any in excess of those required by 14 CFR may be inoperative provided it is not powered by Standby Bus and is not required for emergency procedures.”) but should mention the actual required number.
  • Note: Mainly for passenger cabin related items, the number may be missing, provided that the MEL reflects an alternate means of configuration control.
  • Check if the deferred defects (if any) are in accordance with the MEL instructions.
  • Note: Annex 6 does require that the MEL is approved by the State of Operator. However, the Annex 6 does not require that proof of such approval be contained in the MEL itself or has to be carried on board. It is up to each and every Contracting State to determine how they approve a manual and whether evidence of such approval is required in the manual. The absence of a specific approval of the MEL on board of the aircraft does not constitute a finding.

A08: Certificate of Registration

  • Check for presence and accuracy. In the case where only a photocopy is on board a finding should be made against “No valid C of R or cannot be shown by crew”.
  • Check if its format and content are in accordance with the requirements and whether translated into the English language.
  • Check for fireproof identification plate (usually near the left forward door). Compare the data on the plate with that on the C of R.
  • Note: Annex 7 requires that a fireproof plate needs to be installed near the main entrance. It is often found that the plate is located somewhere else on the aircraft. Although it is not compliant to the requirements, the safety relevance is rather low and therefore no finding should be raised.
  • Note: Although ICAO does not specifically allow to carry other than the original of the document, it is considered acceptable if a copy certified by the issuing authority is carried on board.
  • Note: If the CofR was not found on board during the inspection, the Category 2 PDF reflecting this shall be used. However, if during the follow-up process the appropriate evidence is received that a valid document was issued at the time of the inspection, the finding should be downgraded to the Category 1 finding created for this purpose.

A09: Noise Certificate

  • Check for presence, accuracy (e.g. cross check MTOM, S/N with the ones specified in the C of R) of the document attesting noise certification and whether translated in English language.
  • Note: Certain States (e.g. United States, China) incorporate the noise certification data in the Aircraft Flight Manual and/or the Certificate of Airworthiness. Such cases are in compliance with the ICAO requirements and do not constitute a finding.
  • Note: Although ICAO does not specifically allow to carry other than the original of the document, it is considered acceptable if a copy certified by the issuing authority is carried on board.

A10: AOC or equivalent

  • Check for presence and accuracy (including the Operations Specifications).
  • Check if format (layout and content) of AOC and OPS Specs is in compliance with Annex 6 (including English translation if written in another language).
  • Note 1: although ICAO requires a specific layout, no finding but a Category G remark should be raised if the content is in compliance with the ICAO requirements, but the layout is different.
  • Note 2: ICAO Annex 6 requires that the operations specifications specifically mention whether the operator is entitled to transport dangerous goods or not. In case nothing is mentioned, and no other official document is available on board indicating the authorisation to transport dangerous goods, no finding should be raised for this reason only and the operator should be considered to be not approved. In the case the operator was actually or intending to transporting DG, a cat. 3 finding can be raised (“Commercial Air Transport operations not in accordance with the operations specifications”).
  • If the AOC contains an expiration date, check if within the validity period.
  • Check if the aircraft operation (inbound and outbound) is in compliance with the Operations Specifications (limitations, special authorisations: Low Visibility Operations (LVO), (B/P)RNAV, RVSM, MNPS, ETOPS, dangerous goods, and others required for the particular type of operation).
  • Note: EU-OPS is less restrictive than ICAO on the carriage of a copy of the AOC on board: where ICAO requires a certified true copy, EU-OPS requires in OPS 1.125 that “the original or copy” is carried during each flight. Therefore, if an inspector finds a non-certified copy of the AOC on board this may not constitute a finding (however may be recorded as a cat. G remark).
  • Note: If the AOC and/or OPS Specs were not found on board during the inspection, the Category 3 PDF reflecting this shall be used. If no document is provided during the time of inspection, the aircraft can still be released as a non-commercial General Aviation flight. However, if during the follow-up process the appropriate evidence is received that a valid document was issued at the time of the inspection, the finding should be downgraded to the Category 1 finding created for this purpose.

A11: Radio Licence

  • Check for presence and accuracy.
  • Check for the correct name/callsign.
  • Note: Following the Articles 29e and 30 of the Chicago Convention, a radio licence is a licence to install radio transmitting apparatus. ICAO does not specify the information to be mentioned on the Radio Licence. The requirement to have a radio licence is originating from Article 18 of the Radio Regulations from the International Telecommunications Union, which requires the issuing State to include, besides the name/callsign, “the general characteristics of the installation” into the licence. However, the exact content of such a licence is only given by the ITU as a recommendation only (Recommendation 7 Rev. WRC-97). Therefore no finding should be raised on the content of the radio licence, unless the mentioned information is incorrect.
  • Note: Although ICAO does not specifically allow to carry other than the original of the document, it is considered acceptable if a copy certified by the issuing authority is carried on board.
  • Note: Certain Radio Licences contain expiration date. If a Radio Licence if found to be expired, this should be recorded as a General Remark only.

A12: Certificate of Airworthiness

  • Check for presence, accuracy and validity. If no original (or certified copy) C of A is carried on board.
  • Check if its content is in compliance with the requirement (including English translation if written in another language).
  • Note: In the case where an aircraft is identified without an original (or certified true copy) and valid CofA then this is considered a cat. 3 finding. The aircraft should be allowed to depart only after receiving positive confirmation from the State of registry that the aircraft has a valid CofA.
  • Note: Certain States (e.g. EASA states) issue Certificates of Airworthiness which do not mention an expiration date. Such certificates are usually supplemented by a separate document (ARC – Airworthiness Review Certificate) which should indicate its validity.
  • Note: Although ICAO does not specifically allow to carry other than the original of the document, it is considered acceptable if a copy certified by the issuing authority is carried on board.
  • Note: If the CofA was not found on board during the inspection, the Category 3 PDF reflecting this shall be used. However, if during the follow-up process (including the required action to be taken by the airline during the course of the ramp inspection) the appropriate evidence is received that a valid document was issued at the time of the inspection, the finding should be downgraded to the Category 1 finding created for this purpose.

A13: Flight Preparation

  • Check for presence and accuracy of Operational Flight Plan (including signature of PIC). Compare with the relevant instructions the OPS Manual.
  • Check for proper filing system (retaining of all relevant flight preparation documents).
  • Check for proper performance and fuel calculation.
  • Note: In case the actual fuel on board is more than calculated, but it is taken into account in the performance and mass and balance calculations, this should not be raised as a finding. If it was not taken into account, a finding should be raised on the performance and/or mass and balance calculation.
  • Check the fuel consumption monitoring of the incoming flight (if required by the OPS manual).
  • Check if the operator has selected appropriate alternate aerodromes (if required).
  • Check whether the flight crew has reviewed all the meteorological information (including for alternate aerodromes).
  • Note: in line with the previous note, A6-I-4.3.5.2 only requires that the IFR flight “(…) shall not be commenced unless information is available which indicates that (…)”; there is no requirement that the information needs to be on board. The inspector could verify if such information is/was available to the flight crew before departure for the outbound flight.
  • Check if the crew ensured that the weather forecast at the destination or the destination alternate aerodrome is above minima.
  • Check whether the flight crew has reviewed the applicable NOTAMS and/or pre-flight information bulletins (including those for alternate aerodromes).
  • Note: From the standard A6-I-4.1.1 it results that the operator/flight crew has to be aware of the availability (usually published in Notams) of ground and/or water facilities. As long as the flight crew is aware of it, there is no requirement to carry on board the Notams and no finding should be raised. In order to verify if the crew is indeed aware (in the absence of Notams on board, the inspector could verify the awareness of the information in the Notams published for the airport of inspection (or the alternates).
  • Note: Operators with a flight dispatch department may only provide the crew with NOTAMS considered necessary for their particular operation, edited as required.
  • In case of ground icing conditions, check if the proper de/anti-icing procedures have been carried out or planned to be carried out prior to the take-off of the aircraft.
  • Check for the presence and accuracy of the ATC flight plan.
  • Note: Alternate airports do not always need to be mentioned on the ATC flight plan, e.g. flight allowed without an alternate or in the case of repetitive flight plans (RPL). In the latter case, a contact should be mentioned on the flight plan where ATC can obtain information with regard to the selected alternates for the concerned flight (see Doc. 4444, Chapter 16.4.2.2).
  • Note: depending of the type of operations, the item 10 of the flight plan shall contain the following designators:
    • “R” for B-RNAV operations;
    • “P” for P-RNAV operations (in addition to “R”);
    • “Y” for flights in (portions of) airspace where the carriage of 8.33 KHz capable radio equipment is mandatory;
    • “W” for RVSM operations;
    • “S” for aircraft equipped with Mode-S Transponder

A14: Weight and Balance sheet

  • Check for presence of a completed mass and balance sheet (either paper or digital format) and accuracy of the mass and balance calculations.
  • Check if the actual load distribution is properly reflected in the M&B Sheet.
  • If mass and/or balance calculations are found to be incorrect check whether still within the a/c limits and check the influence on the performance calculations.
  • Note: If additional fuel was loaded, check that it is included on the Weight and balance documentation.
  • Check if the crew has sufficient data available (in the OPS manual or AFM) to verify the Mass & balance calculations.
  • Check whether the mass and balance calculations account for any operational (MTOM) restriction as a result of reduced MTOM for noise certification.

A15: Hand Fire Extinguishers

  • Check if the installed extinguisher(s) is at the indicated location and easily accessible.
  • Check if the installed extinguisher(s) is marked with the appropriate operating instructions.
  • Check if the installed extinguisher(s) (including the extinguishing agent release mechanism) is serviceable (check pressure gauge (if installed), check expiration date (if any)). If considerably low weight consider unserviceable.
  • Note: Often HFEs in excess of those required (by MEL provisions) may be U/S, however in such a case, check against the MEL to verify compliance with the applicable (M) and/or (O) provisions.
  • Note: ICAO does not require hand fire extinguishers to have an expiration (or next check) date. Operators may employ various systems to monitor the condition of the extinguishers. An extinguisher without a date does not necessarily constitute a finding. However, if the expiry date (or next inspection date) is overdue, consider as unserviceable.

A16: Life jackets/flotation device

  • Check for presence, access, sufficient number and serviceability.
  • Note: ICAO does not require life jackets to have an expiration (or next check) date. Operators may employ various systems to monitor the condition of the life jackets. A life jacket or flotation device without a date does not necessarily constitute a finding. However, if the expiry date (or next inspection date) is overdue, consider as unserviceable.
  • Note: ICAO requires the carriage of life jackets/flotation devices only for over-water flights (see the Annex 6 references below). If neither the inbound nor the outbound flight or series of flights are over-water flights, then findings should not be raised for this inspection item.
  • Note: In the case where spare life jackets have been found to be unserviceable this should reported as General Remark (Cat. G).

A17: Harness

  • Check for presence and availability for all flight crew members.
  • Check serviceability (including the automatic restraining device). If unserviceable, check the dispatch conditions in MEL.
  • Note: If the proper functioning of the harness is restricted by the seat covering, consider it unserviceable.
  • Note: If the automatic restraining device is unserviceable, consider the harness as unserviceable.
  • Note: A seat belt only does not meet the ICAO requirements for a safety harness and it should be considered that no safety harness is installed.

A18: Oxygen equipment

  • Check for presence, access and condition.
  • Check if the oxygen masks allow for a quick donning (rapid fitment).
  • Note: ICAO does not provide a detailed definition of what is a “quick donning” mask. The inspector must therefore act carefully when raising a finding on this matter. Masks that do not meet all the FAA or EU-OPS criteria (place on the face with one hand, less than 5 sec…) must be reported as general remark (G). However, a legitimate finding on the lack of quick donning masks can be raised if the flight crew is unable to prove that :
    • the masks are serviceable for all the flight crew members,
    • the masks enable radio communication,
    • the masks do not represent an hindrance to flight crew members wearing glasses.
  • Check oxygen cylinder pressure. In case of low pressure, check the minimum required according to the OPS manual.
  • Flight Crew can be asked to perform an operational functional check of the combined oxygen and communication system, as this will reveal the status of its integrity.
  • Note: ICAO does not require oxygen masks or oxygen bottles to have an expiration (or next check) date. Operators may employ various systems to monitor the condition of the oxygen masks. An oxygen mask or bottle without a date does not necessarily constitute a finding. However, if the expiry date (or next inspection date) is overdue, consider as unserviceable.
  • Note: In the case where the inspection reveals that the smoke goggles are unserviceable this should be reported as a General Remark (Cat. G).

A19: Flash light

  • Check that appropriate electric torches are readily available at all crew member stations.
  • Check their condition, serviceability and access. Please note that flights departing in daylight, but extending into the night, shall meet this requirement.
  • Note: Only aircraft operated at night require electric torches for the crew. This includes flights departing in daylight but extending into the night, and aircraft departed at night and arrived in daytime. When inspecting daylight only flights, the absence or unserviceability of any electric torch does not constitute a finding. This should however be reported as General Remark (Cat. G).
  • Note: If the proper functioning of the torch is significantly affected as a result of weak batteries, consider it unserviceable.
  • Note: If only personal torches are available this should not be considered as a finding provided they are readily available to the flight crew from their normal positions. This should however be reported as General Remark (Cat. G).

A20: Flight Crew Licence

  • Check for presence and validity of crew licences and appropriate ratings.
  • Check for presence and validity of the Medical Certificate and, if appropriate, for the privileges exercised.
  • Check if form and content (including English translation) is in compliance with ICAO Annex 1.
  • Check if the flight crew members are meeting the age requirements (pilots over 60 years).
  • In case of licences issued by an authority other than the one of the State of Registry, check the validation of the licence.
  • Check for spare correcting spectacles (in case a flight crew member is required to wear corrective lenses).
  • Check for endorsement of English language proficiency (ELP) in the licence.
  • Note: If during a ramp inspection a pilot is found to be properly endorsed with the required ELP, but has obvious difficulties in communicating in English, this should be reported as a General Remark.

A21: Journey Log Book, or equivalent

  • Check for presence.
  • Note: In some cases the Journey Log Book may be replaced by a document called General Declaration (provided it contains the information listed in Annex 6, Part I, 11.4.1).
  • Check if content of Journey logbook/General Declaration complies with the requirement and if properly filled in.

A22: Maintenance Release

  • Check that the PIC certified that a maintenance release has been issued (usually by accepting the aeroplane).
  • Note: A Maintenance Release following scheduled maintenance is not required to be carried on board the aeroplane. Check how the PIC satisfied himself that the aeroplane is airworthy and the maintenance release has been issued.

A23: Defect notification and rectification (incl. Tech Log)

  • Check for any deferred defects (specify in the report where necessary).
  • Check that all defects (minor, major, dents, damages etc.) have been properly reported and assessed. Check if the associated maintenance actions have been properly reported, e.g. description of the action, AMM/SRM references.
  • When defect deferments include time limits check that the open deferred defects remain within those stated.
  • Where applicable, check compliance with the aircraft MEL.
  • Check that the rectification intervals stated in the ATLB do not exceed those required by the MEL.
  • Note: There is no requirement for the ATLB (Technical Log) to contain entries in a specific language. In any case the flight crew has to be able to understand the entries in the ATLB.

A24: Pre-flight Inspection

  • Check that the pre-flight or equivalent inspection is performed and duly certified.

B01: General Internal Condition

  • Check general condition, including lavatories, general condition and smoke detection systems, the condition of the overhead bins, flammable furnishings,
  • Check the stowage of baggage/equipment, or heavy/hard pointed objects which might be stored in the toilets (waste bags temporarily stowed in a locked toilet is considered acceptable).
  • Check the service carts manufactured after 4 November 2005 for proper braking action.
  • Note: findings should only be raised in those cases where the braking action is obviously not meeting the standard. Carts with defective brakes may be used as storage carts in the galley as long as such defective carts are properly labelled.

B02: Cabin Attendant’s Station/Crew Rest Area

  • Check general condition and serviceability of the cabin crew seats.
  • Note: If a cabin crew seat is found unserviceable check against MEL and check if the number of serviceable ones can accommodate the minimum required number of cabin crew members (information available in the Operations Manual).
  • Note: If a cabin crew seat is found not to retract automatically impeding the rapid evacuation of the aeroplane in an emergency, this finding should be addressed under the item B12 – Access to emergency exit.
  • Check presence and condition of the safety harness and/or belt.
  • Note: Aeroplanes for which the individual CofA was issued on or after 1 January 1981 must be fitted with safety harnesses for the use of cabin crew members.
  • Check accessibility of life jackets.
  • Check the serviceability of the communication system (Cockpit to Cabin and Cabin to Cabin). In case of unserviceability, check against the MEL.

B03: First Aid Kit / Emergency Medical Kit

  • Check for presence, accessibility, and identification of medical supplies.
  • Note: A First-Aid kit or a Medical kit or a universal precaution kit is only an ICAO recommendation.
  • Note: ICAO does not require First Aid Kits / Emergency Medical Kits/Universal precaution kits to have an expiration (or next check) date. A First Aid Kit, Emergency Medical Kit, Universal precaution kit without a date does not constitute a finding. However, if stated expiry date has been exceeded, then this should be reported as a finding.

B04: Hand Fire extinguishers

  • Check if the installed extinguisher(s) is at the indicated location and easily accessible.
  • Check if the installed extinguisher is correctly secured in its bracket.
  • Check if the installed extinguisher(s) is marked with the appropriate operating instructions.
  • Check if the installed extinguisher(s), including the extinguishing agent release mechanism, is serviceable – check pressure gauge (if installed), check expiration date (if any). If considerably low weight, consider it unserviceable.
  • Note: Often HFEs in excess of those required (by MEL provisions) may be U/S, however in such a case, check against the MEL to verify compliance with the applicable (M) and/or (O) procedures.
  • Note: ICAO does not require hand fire extinguishers to have an expiration (or next check) date. Operators may employ various systems to monitor the condition of the extinguishers. An extinguisher without a date does not necessarily constitute a finding. However, if the expiry date (or next inspection date) is overdue, consider it as unserviceable.

B05: Life jackets / Flotation devices

  • Check for presence, access, sufficient number and serviceability.
  • Note: ICAO does not require life jackets to have an expiration (or next check) date. Operators may employ various systems to monitor the condition of the life jackets. A life jacket or flotation device without a date does not necessarily constitute a finding. However, if the expiry date (or next inspection date) is overdue, consider it as unserviceable.
  • Note: ICAO requires the carriage of life jackets/flotation devices only for over-water flights (see Annex 6 references below). If neither the inbound nor the outbound flight or series of flights are over-water flights, then findings should not be raised for this inspection item.
  • Note: In the case where spare life jackets have been found to be unserviceable, this should reported as a General Remark (Cat. G).

B06: Seat belt and seat condition

  • Check condition of seats and belts.
  • Check for the availability and condition of extension belts (if needed).

B07: Emergency exit, lighting and marking, Torches

  • Check for presence and condition of the emergency exit signs, lighting and marking and torches.
  • Check for presence and condition of an escape path illumination system.
  • Check for presence and condition of the visual indication of the path to emergency exits in smoke filled cabins.
  • Check for the presence of operating instructions on the emergency exits.
  • Note: Inspectors should be reminded that there is a difference between illuminated escape paths and a visual indication of the path to emergency exits in smoke filled cabins. Aeroplanes over 5700 kg, for which application for certification was submitted before 13 June 1960, are not required to have an illumination of the escape path and exits. Aeroplanes over 5700 kg, for which application for certification was submitted before 2 March 2004, are not required to have the visual indication of the path to emergency exits in smoke filled cabins. If an illuminated visual indication system is used, by means of low-mounted lights or the photoluminescent system, both requirements are met. Although the visual indication is not required by ICAO for most aircraft, the vast majority of aircraft is already equipped with such indications. Any defects of such means of indication should be governed by the MEL; the finding should make reference to the MEL.
  • Check for appropriate flashlights are readily available at all crew member stations.
  • Check their condition, serviceability and access. Please note that flights departing in daylight, but extending into the night, shall meet this requirement.
  • Note: Only aircraft operated at night require electric torches for the crew. This includes flights departing in daylight but extending into the night, and aircraft departed at night and arrived in daytime. When inspecting daylight only flights, the absence or unserviceability of any electric torch does not constitute a finding. This should however be reported as General Remark (Cat. G).
  • Note: If the proper functioning of the torch is significantly affected as a result of weak batteries, consider it unserviceable.
  • Note: If only personal torches are available, this should not be considered as a finding provided they are readily available to the cabin crew from their normal positions. This should however be reported as a General Remark (Cat. G).

B08: Slides/Life-Rafts (as required), ELT

  • Check number and serviceability of slides/slide rafts/life rafts.
  • Note: Serviceability of the slides/slide rafts may be assessed by checking the pressure gauge (if installed) or, when available, by checking the expiry (or next inspection) date. If the expiry (or next inspection) date is overdue consider unserviceable and check against the aeroplane MEL.
  • Note: ICAO requires the carriage of floatation devices only for over-water flights (see the Annex 6 references below). If neither the inbound nor the outbound flight or series of flights are over-water flights, then findings should not be raised for this inspection item.
  • Check presence and type of ELT (s) and serviceability.
  • So as to verify that an ELT is broadcasting on 406 MHz, evidence may be found on the ELT itself (if portable) ,on the Aircraft
  • Radio Station Licence (although there is no requirement for the frequency to be listed there), or in the Operations Manual (included in the list containing the emergency and survival equipment).
  • Note: If no evidence could be found as to what frequency the ELT is broadcasting, then this should be reported as a General Remark (Cat. G).
  • Note: In case any ELT(s) in excess of those required are not capable of simultaneously transmitting on 406 MHz and 121.5 MHZ, whereas the required one(s) does, this should be reported as a General Remark (Cat. G).
  • Note: Where the ICAO references mention “the first issue of the individual certificate of airworthiness”, this should be understood as the first certificate of airworthiness delivered to the aircraft after production.
  • Check equipment for pyrotechnical distress signals (if required and easily accessible).

B09: Oxygen Supply

  • Check if the PBE is at the indicated location and adequately marked with its operating instructions.
  • Check cabin oxygen quantity (pressure gauge or electronic display) when stored oxygen is used.
  • Check portable breathing equipment for serviceability and minimum number (against MEL).
  • Check number / serviceability of oxygen dispensing units or oxygen masks (when possible).
  • Note: if the oxygen masks and bottle fittings are not compatible, consider the oxygen mask as unserviceable.
  • Note: inspectors should take into account that EU OPS 1.770 b.2(v) requires for aircraft not certified to operate above 2500 ft. to carry sufficient oxygen supply for 10% of the passengers, whereas ICAO requires this for all passengers. All operators should be treated equally, therefore the lower EU OPS requirements should apply.

B10: Safety Instructions

  • Note: ICAO requires that certain safety relevant information is conveyed to the passengers. The method used may be determined by the operator (ABC, oral briefing, video demonstration, or a combination of these methods). Therefore, briefing cards may not always be on board or may not always contain all relevant safety information, and this may not constitute a finding unless evidence is available that not all relevant information is conveyed.
  • If ABCs are on board, check for their accuracy and that sufficient numbers are available.
  • If no ABCs are on board, verify if the alternative method used conveys the required information.
  • Note: ABC = Aircraft Briefing Cards
  • Check the serviceability of the Fasten seat belt and Return to seat (lavatories) signs. If unserviceable, check the associated provisions of the MEL.

B11: Cabin crew members

  • Check if the cabin crew composition meets the minimum crew requirements (available in the Operations Manual).
  • Check if the cabin crew members are familiar with the cabin emergency procedures and the location and/or operation of the emergency equipment.
  • When refuelling with passengers on board, check if qualified personnel are at the required positions (in accordance with the operations manual). Furthermore check that a two way communication system with the ground crew is established.
  • When circumstances dictate (e.g. aircraft undergoes significant delay) check whether the cabin crew members are in compliance with the flight and duty time rules contained within the Operations Manual.

B12: Access to emergency exits

  • Check floor/carpets/panels condition.
  • Check if access to emergency exits impeded by baggage/seats/tables
  • Note: Certain types of emergency exits may be oversized. Having seat rows next to such an exit, might not necessarily constitute a finding. As long as the remaining projected opening meets the minimum dimensions required for certification, no finding should be raised.
  • Note: The row of seats ahead an emergency exit must not recline, however the row adjacent to the exit (namely the ‘exit row’) might recline, provided that no further emergency exit is immediately behind.
  • Note: If the condition of the tray table latch is such that it fails to maintain the table in its upright position when it is subject to deceleration forces or shockloads, it should be raised as a finding. However, the categorisation depends on the location of the table concerned (adjacent to an emergency exit or not).
  • Note: Depending on the certification standards, certain aircraft types may have special table latches (one-way or recessed locks on tray table latches) near the emergency exits which should prevent inadvertent release of the tables during the evacuation of the aircraft. Only for those aircraft the absence of the special latches should be considered as a finding. Inspectors should therefore be particularly cautious while identifying such findings.

B13: Safety of passenger baggage

  • Check storage of baggage (including heavy and oversized baggage).

B14: Seat capacity

  • Check number of available seats.

C01: General external condition

  • Check general condition of the airframe:
    • corrosion;
    • cleanliness (related to the ability to inspect the aircraft);
    • presence of ice, snow, frost;
    • legibility of markings.
  • Note: Although missing underwing registrations are a non-compliance with international requirements, the safety relevance is considered low. Therefore, such non-compliance should be recorded as a General Remark (cat G) only.
  • Note: markings may be in languages other than English.
  • Note: ICAO does not require that break-in points need to be marked (however: if such markings are being used, they should be according to a certain format).
  • Note: When inspecting markings and placards, inspectors should differentiate between those required by ICAO and those required only by the manufacturer.
    • Loose or missing fasteners and rivets,
    • Presence and condition of the antennas,
    • Presence and condition of the static dischargers,
    • Condition and functionality of the exterior lights etc.
  • Note: Before raising a finding, the inspector should make sure that the affected light(s) are required for the type of flight (according to the MEL). Unserviceable lights, not required for the type of flight, should be reported as a General Remark only.

C02: Doors and hatches

  • Check for:
    • presence and condition of bonding wires;
    • door external markings, operation instructions;
    • condition of doors, hatches and associated seals.
  • Note: only those doors which can be opened from the outside need external markings.

C03: Flight controls

  • Check external Flight Controls.
  • Check for hydraulic leakage.
  • Check presence and condition of the static dischargers.
  • Check presence and condition of bonding wires.

C04: Wheels, tyres and brakes

  • Inspect wheels and tyres for damage and wear.
  • When possible, check for correct tyre pressure.
  • Check the condition of the braking system.
  • Check the condition of the landing gear snubbers.
  • Note: some aircraft manufacturers may approve a certain amount of flights with tires or brakes worn out or damaged beyond AMM limits.

C05: Undercarriage, skids/floats

  • Check presence and condition of the water/debris deflectors (if required to be installed).
  • Check skids/floats for obvious damages.
  • Check for presence and legibility of inspection markings/placards.
  • Note: When inspecting markings and placards, inspectors should differentiate between those required by ICAO and those required only by the manufacturer. Check for condition, lubrication, corrosion, leaks, damage and inappropriate strut extension

C06: Wheel well

  • Check for lubrication, leakage & corrosion.
  • Check for lubrication, leakage & corrosion and wear on door fittings and hinges.
  • Check for presence and condition of bonding wires.
  • Check for cleanliness and damage.

C07: Powerplant and pylon

  • Check for:
    • dents and loose/missing fasteners;
    • LPT/LPC blades (where visible), obvious damage to sensors;
    • cracks;
    • panels are aligned and handles are flushed;
    • unusual damage and leaks;
    • the condition of the thrust reverser;
    • the condition of the Intake acoustic liners;
    • presence and legibility of the markings and placards.
  • Note: When inspecting markings and placards, inspectors should differentiate between those required by ICAO and those required only by the manufacturer.

C08: Fan blades

  • Check for FOD damage, cracks, cuts, corrosion, erosion, etc.

C09: Propellers, rotors (main/tail)

  • Check for corrosion, looseness of blades in hub, stone damage, etc.
  • Check the de-ice boots for damage (where fitted).

C10: Obvious repairs

  • Check for repairs of unusual design or poorly performed.
  • Note: There is no obligation to keep information on board regarding temporary repairs (e.g. on the dent & buckle chart). However, the PIC has to have the knowledge of the status of the temporary repairs in order to be satisfied that the aeroplane remains airworthy

C11: Obvious unrepaired damage

  • Check for un-assessed and un-recorded damage including corrosion, lightning strike damage, bird strikes etc.
  • Check that any damage is observed, assessed, and possibly recorded on a damage chart/buckle & dent chart.

C12: Leakage

  • Check for fuel leaks, hydraulic leaks and (if applicable) toilet liquid leaks (blue ice).
  • Note: Leakages identified when inspecting C03, C04, C05, C06 and C07 should be reported as findings under those inspection items.

D01: General condition of cargo compartment

  • Check the general condition of cargo compartment.
  • Check lighting, fire protection, detection & extinguishing system (if appropriate).
  • Check side wall and overhead (blow-out) panels, smoke detectors, smoke barrier/curtain.
  • Check the presence and condition of cargo barrier/dividing nets.

D02: Dangerous Goods

  • If dangerous good are on board, check that the pilot has received appropriate notification.
  • Check that the OPS Manual includes relevant information as required by ICAO Annex 18 (The Safe Transport of Dangerous Goods by Air).
  • Note: if a finding is raised on this point, report it under A04 – Manuals.
  • Check that Technical Instructions as per ICAO Doc. 9284 are applied. The following subjects, in particular, could be checked to assess the compliance with the ICAO Doc 9284: stowage, packaging, labelling, securing, and segregation.
  • Check that Dangerous Goods are stowed, packaged and labelled in accordance with the Technical Instructions (ICAO Doc. 9284).
  • Check that any DG contamination has been removed.
  • If the Transportation of DG is not in compliance with the Ops Spec, report it under A10.
  • Check, when required, the crew access to the cargo area in case of transportation of CAO goods.

D03: Safety of cargo on board

  • Check that loads are properly distributed (floor limits, height limits, pallets and containers maximum gross weight).
  • Note: Not all aircraft have load height restrictions.
  • Check that flight/fly-away kit and spare wheels are correctly secured.
  • Check that cargo is correctly secured.
  • Check the condition of cargo containers, pallets, lock assemblies and lashing nets.
  • Check the condition of the cargo compartment dividing nets.
  • Note: Although in most cases cargo is restrained using cargo nets, in certain cases aircraft have been certified without such nets and the restraining of the cargo is achieved by the containment in the compartment itself (e.g. cargo bulkhead compartment of regional turboprops). If the type certification does not prescribe the presence of nets, their absence should not constitute a finding.

E01: General

  • Check (if appropriate) for any general item which may have a direct relation with the safety of the aircraft or its occupants.

Disclaimer: This list is a brief excerpt from “SAFA Ramp Inspection Guidance Materials” for awareness and a quick overview. For complete updated information, please refer to the original document.

AviationHunt Team

Our team at AviationHunt is a group of aviation experts and enthusiasts. We aim to provide aviation insights, technical notes, best aircraft maintenance practices, and aviation safety tips.

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