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2008 Safety Review
shows mixed results
More inspections,
better compliance
The SAFA programme_The programme was initiated
in 1996 as a voluntary action under the auspices
of the European Civil Aviation Conference
(ECAC). It became mandatory for all EU member
states in 2007 including the legal obligation to inspect
third country aircraft. Despite its name, inspections
can also be performed on EU registered
aircraft. The ramp inspections concentrate mainly
on aircraft documents and manuals, flight crew licenses,
the apparent condition of the aircraft and
the presence and condition of mandatory cabin
safety equipment. Inspectors carry them out using
a checklist comprising 54 inspection items. Findings
are classified in three categories according to
their severity in relation to the level of deviation
from the ICAO standard.
Since 1 January 2007, the European Aviation Safety Agency has been coordinating
the European Community Safety Assessment of Foreign Aircraft (SAFA) Programme.
In September 2008, the European Commission published the 2007 report with results
from more than 8,500 inspections1. They took place in 41 participating countries, 27
EU Member States and 14 ECAC countries. The aim of the SAFA report is to provide
the public and stakeholders with an analysis of safety data collected through ramp
inspections.
EASANEWS 02. 2009 02
© Köln Bonn Airport
Results from the 2007 SAFA report
European Aviation Sa fety Agency
Ge ographic Re gion 2
EU 27
Europe (EU 27 + ECAC)
Russian Federation, Belarus
and Central Asia
North America
Latin America and
the Caribbean
Middle East and North Africa
Africa
Asia
Oceania
3.500
3.000
2.500
2.000
1.500
1.000
0.500
0.000
2004 2005 2006 2007
Inspections
4,656
5,944
802
351
159
877
189
249
23
Number of findings
(total)
5,205
7,288
1,490
495
276
1,608
514
379
23
Average/all States
Ratio of findings     (total)
1.118
1.226
1.858
1.410
1.736
1.834
2.720
1.522
1.000
1.405
Increase in inspections, decrease in findings_ In
2007, the 41 states participating in the SAFA programme
carried out a total of 8,594 inspections, a
significant increase compared to 7,458 in 2006 and
5,457 in 2005. The inspections were performed on
984 different operators coming from 132 states
and operating 215 different aircraft (sub)types.
54.18% (4,656) were performed on EU operators
while the remaining 45.82% (3,938) were carried
out on third country operators. Those inspections
revealed 12,073 findings (4,954 minor (cat. 1) findings,
4,923 significant (cat. 2) findings and 2,196
major (cat. 3) findings). The ratio findings/inspections
for 2007 was lower than the values registered
in the previous three years.
Aggregating the results on a regional basis provides
a fairly sound indication of the safety level in a certain
region (see table 1).
Based on these results, it can be noted that operators
from States in the EU 27, ECAC and Oceania
have fewer findings than the average. Encouraging
is also the fact that in most geographic regions,
the average number of findings (per inspection) has
also decreased in the last four years (see graph 1).
Corrective actions_ If the findings indicate that the
safety of the aircraft and its occupants is impaired,
corrective actions will be required. Normally, the
captain of the aircraft is debriefed about the findings.
He/she will be required to take corrective actions
before the next flight is authorised. In other
cases, the aircraft may depart under operational
restrictions. In rare cases, inspectors may even formally
ground the aircraft. Category 2 and category 3
findings are additionally reported to the responsible
Aviation Authority and the operator to prevent
reoccurrence. When the findings on an aircraft are
considered important, individual states may decide
to revoke the entry permit of that aircraft until the
unsafe condition is corrected (see table 2).
Whilst giving important indications on the safety
of an operator, the SAFA inspection does not provide
a “full picture” taking into account the inherent
limitations of the inspecting environment.
Further efforts will have to be made to maximise
the use of the available resources and to improve
the quality and the standardisation of inspections.
　
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本文鏈接地址：EASA-Newsletter-issue-1(2)