{"id":30857,"date":"2026-07-14T08:37:05","date_gmt":"2026-07-14T12:37:05","guid":{"rendered":"https:\/\/ops.group\/blog\/?p=30857"},"modified":"2026-07-14T09:07:54","modified_gmt":"2026-07-14T13:07:54","slug":"safa-ramp-checks-the-findings-nobody-briefs-you-on","status":"publish","type":"post","link":"https:\/\/ops.group\/blog\/safa-ramp-checks-the-findings-nobody-briefs-you-on\/","title":{"rendered":"SAFA Ramp Checks: The Findings Nobody Briefs You On"},"content":{"rendered":"<h6><strong>Key Points<\/strong><\/h6>\n<ul>\n<li><strong>SAFA inspectors are checking more than the familiar &#8220;top findings&#8221;.<\/strong> Recent guidance has expanded what inspectors are told to look for, even though the core inspection categories remain unchanged.<\/li>\n<li><strong>Some of the easiest findings to avoid are also the least talked about<\/strong>, including EFBs, MEL customization, maintenance due dates, approvals, briefing cards and placards.<\/li>\n<li><strong>Need a checklist?<\/strong> We&#8217;ve included our trusty printable SAFA checklist below. If you&#8217;d rather work electronically, check out <a href=\"http:\/\/www.safachecklist.com\" target=\"_blank\" rel=\"noopener\">SAFA+Checklist<\/a>, an app that guides you through the inspection and generates a PDF report when you&#8217;re done.<\/li>\n<\/ul>\n<p>You already know the greatest hits. <strong>Most SAFA articles list the same top findings: damaged tires, missing documents, out-of-date charts.<\/strong> Fair enough &#8211; they top the statistics every year.<\/p>\n<p>But the inspector walking up your airstairs isn\u2019t just working from a <a href=\"https:\/\/ops.group\/blog\/ramp-check-top-5\/\" target=\"_blank\" rel=\"noopener\">top-five list.<\/a> They\u2019re working from the full <a href=\"https:\/\/www.easa.europa.eu\/en\/domains\/air-operations\/ramp-inspection-programmes-safa-saca\" target=\"_blank\" rel=\"noopener\">EASA Ramp Inspection Guidance Material<\/a>, and recent revisions have quietly added new items and expanded the inspection instructions on existing ones. <strong>Here\u2019s a tour of the findings that are completely fair game but rarely make the crew briefing&#8230;<\/strong><\/p>\n<h4>First, know which flavour of inspection you\u2019re getting<\/h4>\n<p>\u201cRamp Inspection\u201d covers more than one program. <strong>SAFA<\/strong> applies to third-country operators against ICAO standards, while <strong>SACA<\/strong> applies to EASA operators under the EU regulatory framework. Commercial operators receive most of the attention, but <strong>business aviation is routinely inspected as well.<\/strong> Whether you\u2019re operating a scheduled airliner or a privately operated business jet, the knock on the flight deck door can come just the same.<\/p>\n<h4>Flying past an inspection due point (A22-04)<\/h4>\n<p>Inspectors can and do ask for <strong>maintenance docs showing when the next scheduled inspection is due<\/strong> &#8211; and compare it against your hours and cycles. If the paperwork shows you\u2019re operating past a due inspection, that\u2019s a finding on overdue maintenance, and not a small one.<\/p>\n<p><strong>The easy defense:<\/strong> have maintenance insert a computer run of next-due items in the aircraft documents, or verify that the next-due blocks in the logbook are filled in, accurate, and compliant. Either way, know where your aircraft sits against its next check before someone in a high-vis vest works it out for you.<\/p>\n<h4>Placards: the cheapest finding on the airplane (A01-20)<\/h4>\n<p><strong>Missing or unreadable markings and placards.<\/strong> That\u2019s it. A worn NO STEP, a faded EXIT marking, or a placard that peeled off during the last wash. It takes an inspector seconds to spot and earns an unnecessary line on the report. Walk your aircraft occasionally and read what a stranger would read.<\/p>\n<h4>EFBs: the mount, the wires, and the backup (A06 \/ A03-08)<\/h4>\n<p>The inspection guidance for Electronic Flight Bags has expanded considerably. <strong>Inspectors are specifically instructed to verify that the EFB is properly secured during critical phases of flight.<\/strong><\/p>\n<p>Whether permanently mounted or secured in an approved viewable stowage location, the EFB must not obstruct flight controls, cockpit equipment, emergency equipment, or emergency exits. If it isn\u2019t adequately secured, expect the inspector to ask about your operator\u2019s policy. <strong>\u201cIt sits on my lap\u201d isn\u2019t an acceptable answer.<\/strong><\/p>\n<p>The stowage requirement also creates a trap. If a portable EFB must be stowed during takeoff or landing and it is your only source of approach charts, inspectors may cite A06-06 &#8211; required charts not available during critical phases of flight &#8211; a Category 3 finding. <strong>Mount the EFB or carry an independent backup.<\/strong><\/p>\n<p>Inspectors also<strong> verify that operators have a backup<\/strong> for critical Type-B EFB applications such as the Operations Manual, AFM, checklists, charts, performance software, and weight-and-balance calculations. A second independent EFB or hard-copy backup satisfies the requirement. One tablet carrying everything does not.<\/p>\n<h4>The MEL: customization is not optional (A07)<\/h4>\n<p>MEL findings often feel like an operator problem &#8211; until the inspector is standing on the flight deck asking questions. <strong>Inspectors look beyond whether the MEL is on board.<\/strong> It must be current, reflect the equipment actually installed on the aircraft, include the required (M) and (O) procedures, and deferred defects must comply with its instructions.<\/p>\n<p><strong>Just as important, the MEL must be fully customized.<\/strong> Simply adding your aircraft registration to a generic MMEL isn\u2019t enough. If your MEL lists equipment your aircraft has never carried &#8211; or omits equipment it does have &#8211; expect a finding.<\/p>\n<h4>Fuel and performance: extra gas can bite you (A13)<\/h4>\n<p>Here\u2019s one that surprises many crews. <strong>Carrying more fuel than planned is perfectly acceptable &#8211; as long as it\u2019s reflected in your weight-and-balance and performance calculations.<\/strong> If you tanker extra fuel but use the original fuel load for takeoff performance calculations, the finding isn\u2019t about fuel. It\u2019s about incorrect performance and weight-and-balance calculations.<\/p>\n<p>Inspectors are also instructed to <strong>verify that fuel planning meets ICAO and EASA requirements<\/strong>, including approach manoeuvering and the route to the alternate. Fuel consumption monitoring should be conducted according to your approved procedures. If no procedures exist, that can become an Operations Manual finding.<\/p>\n<p>Another item often overlooked is <strong>Rescue and Fire Fighting Services (RFFS).<\/strong> Your Operations Manual establishes the required RFFS category, but someone still has to verify the destination airport actually provides that category on the day of the flight. It\u2019s easy to assume a smaller airport can accommodate a large business jet &#8211; but assumptions don\u2019t satisfy inspectors.<\/p>\n<p>Finally, expect inspectors to <strong>verify that the crew reviewed current weather for both the destination and alternates<\/strong> and confirmed forecast conditions remain above the applicable operating minima.<\/p>\n<h4>Do your approvals match your avionics?<\/h4>\n<p>Avionics upgrades happen constantly. Every software load, navigation capability upgrade, or equipment modification is another opportunity for the paperwork to drift away from the airplane.<\/p>\n<p><strong>Make sure your flight plan equipment codes, LOAs, and OpSpecs match the equipment actually installed.<\/strong> For example, operators flying into LFMN\/Nice may require separate authorizations for arrivals, RNP approaches, and DA minima. The chart won\u2019t remind you &#8211; but an inspector might.<\/p>\n<p>Even with the proper approvals, always review current Notams. Some European airports have temporarily suspended LPV approaches because of navigation-system limitations, so today\u2019s authorized approach may not be available tomorrow.<\/p>\n<h4>Down the back: cabin findings inspectors still catch (B01, B03, B06, B10, B11)<\/h4>\n<p><strong>Unsecured baggage is an easy finding.<\/strong> Loose bags in the cabin are written up under B13, but if they obstruct an emergency exit, the finding becomes more serious.<\/p>\n<p><strong>Passenger briefing cards deserve a closer look than many operators give them.<\/strong> They must accurately reflect the aircraft configuration, be readily available, and contain picture-type instructions. Just as important, every piece of emergency equipment shown on the card must actually be where the card says it is. Cabin modifications have a habit of leaving briefing cards behind.<\/p>\n<p><strong>Inspectors also pay attention to seatbelts.<\/strong> Frayed webbing or damaged restraints may be considered unserviceable, making this one of the easiest findings to prevent with a routine cabin inspection.<\/p>\n<h4>Bottom line<\/h4>\n<p>None of this is exotic. <strong>It\u2019s maintenance due dates, placards, EFB mounting, MEL customization, performance calculations, approvals, briefing cards, and seatbelts.<\/strong> The annual \u201ctop findings\u201d receive most of the attention because they\u2019re common &#8211; but inspectors are working from the entire checklist, not just the statistics. The more familiar your crews are with those inspection items before arriving in Europe, the faster and smoother the inspection is likely to be.<\/p>\n<h4>Want a checklist?<\/h4>\n<p>The good news is that the core EASA ramp inspection checklist hasn&#8217;t changed much over the past few years. <strong>The same five sections (Flight Deck, Cabin, Aircraft Condition, Cargo and General) and the same inspection items are still used today.<\/strong> The big changes have been in the inspector guidance behind those items &#8211; what inspectors are told to verify, what questions to ask, and what now constitutes a finding.<\/p>\n<p>If you just want a printable checklist, you can download a PDF copy of the OPSGROUP SAFA Ramp Inspection Checklist <a href=\"https:\/\/ops.group\/blog\/avoiding-the-pain-of-a-ramp-check\/\" target=\"_blank\" rel=\"noopener\">here.<\/a><\/p>\n<p><a href=\"https:\/\/ops.group\/blog\/avoiding-the-pain-of-a-ramp-check\/\" target=\"_blank\" rel=\"noopener\"><img loading=\"lazy\" decoding=\"async\" class=\"alignnone wp-image-9921\" src=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2017\/11\/Screen-Shot-2020-06-04-at-14.28.45-796x1024.png\" alt=\"\" width=\"300\" height=\"386\" srcset=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2017\/11\/Screen-Shot-2020-06-04-at-14.28.45-796x1024.png 796w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2017\/11\/Screen-Shot-2020-06-04-at-14.28.45-233x300.png 233w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2017\/11\/Screen-Shot-2020-06-04-at-14.28.45-768x989.png 768w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2017\/11\/Screen-Shot-2020-06-04-at-14.28.45.png 1024w\" sizes=\"auto, (max-width: 300px) 100vw, 300px\" \/><\/a><\/p>\n<p>But if you&#8217;d rather <strong>prepare electronically<\/strong> instead of working from a paper checklist, check out <a href=\"https:\/\/flyrightconsulting.com\/\" target=\"_blank\" rel=\"noopener\">SAFA+Checklist<\/a> &#8211; an app built by an OPSGROUP member that walks you through the inspection on your iPad, keeps everything an inspector might ask for in one place, and generates a PDF report when you&#8217;re done.<\/p>\n<p><a href=\"www.safachecklist.com\" target=\"_blank\" rel=\"noopener\"><img loading=\"lazy\" decoding=\"async\" class=\"alignnone wp-image-30858\" src=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2026\/07\/safa-app-1024x695.jpg\" alt=\"\" width=\"600\" height=\"407\" srcset=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2026\/07\/safa-app-1024x695.jpg 1024w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2026\/07\/safa-app-300x204.jpg 300w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2026\/07\/safa-app-768x521.jpg 768w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2026\/07\/safa-app-1536x1043.jpg 1536w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2026\/07\/safa-app-2048x1390.jpg 2048w\" sizes=\"auto, (max-width: 600px) 100vw, 600px\" \/><\/a><\/p>\n<hr \/>\n<p><em>Thanks to Scott Moore from Fly-Right for help with this article! Fly-Right has developed SAFA readiness tools for international business aviation since 2016. Founded by an active International captain, the company created SAFA+ checklist-an iOS application that puts the complete EASA SAFA checklist, operator-specific documentation, expiration tracking, cockpit calculators, and carbon emissions tracking in the crews\u2019 hands at every ramp.<\/em><\/p>\n","protected":false},"excerpt":{"rendered":"<p>Key Points SAFA inspectors are checking more than the familiar &#8220;top findings&#8221;. Recent guidance has&#8230;<\/p>\n","protected":false},"author":32,"featured_media":30861,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[3],"tags":[424,423],"class_list":{"0":"post-30857","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-briefings","8":"tag-ramp-check","9":"tag-safa"},"_links":{"self":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts\/30857","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/users\/32"}],"replies":[{"embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/comments?post=30857"}],"version-history":[{"count":4,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts\/30857\/revisions"}],"predecessor-version":[{"id":30863,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts\/30857\/revisions\/30863"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/media\/30861"}],"wp:attachment":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/media?parent=30857"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/categories?post=30857"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/tags?post=30857"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}