If you’re uncomfortable with the questions, get them noted and allow your operator to discuss later.
Remember, it’s not you that’s being inspected. They can (should) only delay your flight for a safety related issue. This guidance is given to Inspectors: Delaying an operator for a non-safety related issue is not only frustrating to the operator, it also could result in unwanted human factor issues with possible negative effects on the flight preparation. This doesn’t always happen in practice – so if you get a tough question – just say “I don’t know” – and let them note it if they want to. The Inspectors can ask you for manuals, documents, or guidance – but they are not supposed to test your knowledge of procedures, regulations, or technical matters. Sign off the checklist, and you’re on your way. You can be guaranteed they will always have at least one finding – which will probably be obscure. The average check is probably about 30 minutes. Some time later, you’ll get a list of findings. If you get a good cop, bad cop scenario, one will disappear down the back (this will be the nice guy) and check the cabin, while the first will stay and ask you tough questions about the TCAS system. Make sure you’ve done your fuel checks and there are a few marks on the flight plan. A short time later, those yellow vests will be in the cockpit, and the first request will be for a look at your license, medical, aircraft documents (like Insurance, Airworthiness), and flight paperwork. Two of these will be your friendly ramp inspection team (to be fair, they almost always are). As you pull on to the stand, you will notice more yellow vests than normal hanging around. The flight selected will either be your last of 6 legs for the day, or after a gruelling 12 hour jetlag-inducer, or at 3am when you were thinking about a quick nap during the turnaround. Here’s how a ramp check normally goes down: Unless your aircraft looks like this, you have little to worry about. 
If there is a “ corrective actions before flight authorised” finding – then the inspector is concerned and a repair must be made before the aircraft is released to fly.The terms “minor”, “significant” and “major” relate to the level of influence on safety.
A “ Category 1” finding is called a minor finding “ Category 2” is a significant finding and “ Category 3” a major finding. Three categories of findings have been defined.There is a standard checklist that is used by Inspectors in all SAFA countries, which you should be familiar with – see further down.Ramp checks are possible in every country in the world – but follow a more regulated and common structure in SAFA countries – totalling 49 – see the map and list below.Even though it’s now called the EU Ramp Inspection Program, ramp inspections for third country operators are still referred to as “SAFA ramp checks”.Your aircraft can be inspected under the program in 49 different countries around the world, including Canada, Morocco, Singapore, and the United Arab Emirates. 20ġ00.01 These Regulations may be cited as the Canadian Aviation Regulations.As countries around the world start to relax their Covid-related travel bans and open up to international flights again, the US FAA has issued a reminder to operators that the EU Ramp Inspection Program (RIP) is still alive and kicking – or the EU SAFA Programme, as it used to be called.
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