European Union Ramp Inspection Programs (RIPs)

The Safety Assessment of Foreign Aircraft (SAFA) program has been with us since 1996 and we have been expecting ramp inspections throughout Europe ever since. The European Union made it mandatory for its member states to do these SAFA checks and they seem to trip us up now and then. You may think that as long as you are doing things the best way possible there won't be any issues. The problem is "the best way possible" is in the eye of the beholder. You may think, for example, that having an MMEL is good enough for Uncle Sam so it ought to be good enough for everyone else. Not so.

You may have also heard that SAFA has been replaced by the "RIP". That is also not true. The Ramp Inspection Program (RIP) encompasses SAFA and SACA, where the second acronym is intended for Community Aircraft, those from EU member states. Inspectors use specific guidance to check 53 areas. The traditional way to prepare for an inspection is with an abbreviated checklist.

• An Abbreviated Checklist

If you just want a couple of pages listing all 53 items, this checklist is for you. In fact, on most international aviation websites touting a "SAFA Checklist," this is what you get. The problem is it doesn't tell you what the inspector is looking for. Item A07, for example, simply reads "Minimum equipment list." That has tripped up more than a few U.S. operators who didn't realize an MMEL isn't good enough. Even if you are okay with just knowing what the 53 items are going to be, it would be helpful to have a little more background information.

• An Overview for U.S. Operators

The U.S. FAA has an InFO on the process that gives a very quick overview. See: InFO 20003.

• How it Normally Goes Down

The ramp inspection normally (but now always) happens on arrival. The inspectors do not want to delay your departure, but they have the legal means to do so.

• Deviation Categories and Pre-Described Findings (PDFs)

If the inspector finds anything, it will be placed into one of three categories. The most severe category, a CAT 3 finding, is bad news. I think they have also realized that they needed to standardize all their findings. Since many of their inspectors do not speak English as a first language, they have gone through the trouble to "pre-describe" the findings.

• Centralized Database

There are 49 participating countries engaged in these ramp inspections. Most are in the European Union but Canada, Morocco, Singapore, and the United Arab Emirates also participate. They are linked by computer and if you are cited in one country, the others will know about it. If you don't correct a finding in one country, you may be in trouble in another.

• Expanded Checklist

I've always found it helpful to know exactly what the inspector will be looking for to make sure I have everything in compliance. I've taken their guidebook and tried to answer each question in advance. In the past I simply handed the inspector the book and that seemed to make everything go quickly. My plan now is to have the expanded checklist on my iPad and I can quickly scan for the answers whenever asked.

This expanded checklist provides the answer for my aircraft (a Gulfstream GVII-G500) and my operation. You can easily customize this for your aircraft and your operation.

The checklist shown here is for aircraft foreign to the EU, it is the SAFA checklist. If your aircraft is registered in the EU, the SACA checklist is what you want. It is similar, there are a few more items, and some of the references are different. You should check the EU SAFA Inspection Instructions on the Categorisation of Ramp Inspection Findings for more about this.

I recommend you build your own expanded checklist, customizing the answers for your aircraft and operation. Include lots of photos and screen grabs of the applicable documents. If you would like to get a head start, I've taken the expanded checklist shown below in Microsoft Word "doc" format, without the photos and screen grabs. Keep in mind this was written for my aircraft (a Gulfstream GVII, N-numbered, Part 91). To download the template: eu_rip_safa_expanded_checklist_boilerplate.docx.

Everything here is from the references shown below, with a few comments in an alternate color.

These are the inspection items used by the SAFA ramp inspector. You will find this checklist reprinted at many aviation websites. In my opinion, it is little more than a grade sheet and useless for preparing a flight operation for a ramp inspection. To be better prepared, I recommend the Expanded Checklist, shown below.

[InFO 20003]

Historical

• The SAFA RIP began in the EU community in 1996 and has evolved into a ramp inspection tool that is utilized by at least 49 countries. The EU RIP is managed by the European Aviation Safety Agency (EASA) and continues to focus on EU and non-EU aircraft landing at airports within EU member states and other non-EU participating states. The FAA signed a cooperative arrangement with EASA to receive safety information and notices from the SAFA RIP in 2011. Aircraft suspected of noncompliance with safety standards established by the International Civil Aviation Organization (ICAO) have a greater chance of a ramp inspections.

Procedural

• The ramp inspections carried out by EU RIP participating member states follows a common procedure, using a checklist covering the array of inspection areas based on ICAO standards. It is EASA policy that ramp inspections will not delay aircraft except for safety reasons. Ramp Inspection Programme inspectors may not be able to complete all checklist items if an aircraft has a short turnaround time. Regardless of if an EU RIP inspection is completed in its entirety or not, it is an on-the-spot ramp inspection that does not substitute regulatory oversight of the state of the operator or the state of registry, as applicable. A completed RIP inspection does not guarantee the aircraft is airworthy; instead, it focuses on evaluating compliance with 53 inspection areas that consist of ICAO requirements and specific EASA criteria.

The checklist used by EU RIP inspectors is available for download to help you prepare: EU SAFA Inspection Instructions on the Categorisation of Ramp Inspection Findings. Additionally, I have broken down the checklist into sections with the pertinent guidance: Expanded Checklist.

Findings

• When an EU RIP ramp inspection results in a finding identified within a checklist item, it is categorized as a 1, 2, or 3. The category is dependent upon the magnitude of the deviation from the international requirements and the impact on safety associated with the noncompliance.
• Category 1 Finding. A Category 1 finding is considered a minor deviation and is reported to the pilot-in-command (PIC) (operator).
• Category 2 Finding. A Category 2 finding is considered a significant deviation from safety standards. The findings are reported to the operator and the oversight authority of the operator. For U.S. operators, Category 2 findings are reported to the Federal Aviation Administration (FAA).
• Category 3 Finding. A Category 3 finding is one that has a major impact on safety. The reporting requirements are the same as Category 2. Category 3 findings are expected to be corrected by the operator before the aircraft departs either by correcting the deficiency or by imposing limitations or restrictions on the operation of the aircraft. These limitations may be imposed by the inspecting authority.
• Any U.S. operator who receives a EU RIP ramp inspection and is issued a Category 1, 2, or 3 finding is responsible for all immediate and future actions required to clear the finding to the satisfaction of the EU RIP pursuant to and in accordance with the requirements of Title 14 of the Code of Federal Regulations part 91, § 91.703. Failure by the operator to respond within 60 days of notification of inspection findings, failure to address repetitive findings, or failure to address safety items could result in operational restriction(s) applied to that operator, up to and including rescinding flight authorizations and barring the operator from future operations into applicable state(s).

A ramp inspection is possible anywhere in the world, an EU RIP is possible at: Albania, Armenia, Australia, Austria, Azerbaijan, Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Georgia, Germany, Greece, Hungary, Iceland, Ireland, Israel, Italy, Latvia, Lithuania, Luxembourg, Malta, Republic of Moldova, Monaco, Montenegro, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, The Republic of North Macedonia, Turkey, Ukraine, and United Kingdom. Also participating: Canada, Morocco, Singapore, United Arab Emirates.

What you need to know: You are required to cooperate. Most findings will not have an operational impact but will have to be answered. If they aren't you may find yourself a target of future inspections that will be much more thorough. An inspector can ground you if a Category 3 finding cannot be corrected prior to your departure.

The good folks at ops.group have a huge membership and the intel is great. Here is what they have found:

Process

• The flight selected will either be your last of 6 legs for the day, or after a grueling 12 hour jetlag-inducer, or at 3am when you were thinking about a quick nap during the turnaround. This much is guaranteed.
• As you pull on to the stand, you will notice more yellow vests than normal hanging around.
• Two of these will be your friendly ramp inspection team (to be fair, they almost always are). 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. Make sure you’ve done your fuel checks and there are a few marks on the flight plan.
• 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.
• Some time later, you’ll get a list of findings. The average check is probably about 30 minutes.
• You can be guaranteed they will always have at least one finding – which will probably be obscure.
• Sign off the checklist, and you’re on your way.

A few points

• 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. 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. This isn’t a classroom test.
• 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. They can (should) only delay your flight for a safety related issue.
• Remember, it’s not you that’s being inspected. It’s your aircraft. If you’re uncomfortable with the questions, get them noted and allow your operator to discuss later.
• Every inspector is a little different. Work with them and you’ll find that 90% of your ramp checks will be over in 20 minutes with little issue.
• Private Operators – especially in GA (even more so under the 5700kg mark) – are far less likely to get ramp checked. EASA guidelines do apply to General Aviation, but they are far more interested in Commercial Operators.
• The items checked during ramp checks are based on a risk based approach and can differ from operator to operator (for example depending on findings raised during previous inspections). Meaning that operators who get ramp checked with findings will most likely get ramp checked again, to see if they’ve sorted out the problems!
• EASA regulations requiring alcohol testing during ramp checks will take effect across all SAFA countries in Aug 2020. But some countries have already started doing this: Austria, Belgium, Czech Republic, France, Germany, Greece, Iceland, Ireland, Italy, Netherlands, Portugal, Spain, Switzerland, UK, and Singapore.

Common Findings

• Fuel Calculation and Flight Routing: Alternates must be planned with a SID/STAR routing. In many parts of the world it is common to plan DCT, but not in many European countries. Non-compliance during a ramp inspection could lead to either a Cat 2 finding when sufficient fuel was taken into account such that the required fuel is above the minimum, or a Cat 3 finding when this was not the case.

You cannot point to your flight plan and say you have more than enough fuel to fly the expected alternate routing, it has to be on the flight plan or in a second flight plan you can point to. More about how to do this: SAFA-Alternate Fuel.

• PRNAV/RNAV-1 capability – non-compliance constitutes a Cat 3 finding when landing at airports (such as EHAM/Amsterdam) that require it. The finding will also be reported to the aeronautical oversight department who can give fines for such violations.

There are airports where the usual approach requires PRNAV/RNAV-1 and some where the only approach in use requires it. If you don't have the necessary authorizations (LOA or Ops Spec) you can bet the inspectors will be waiting for you.

• Filing incorrect flight plans – specifically saying you are 8.33 MHz equipped and PRNAV/RNAV-1 capable. Again, this could lead to findings and fines beyond the RIP programme. An easy one to miss.

Keep in mind that flight plan codes have changed over the years and the codes you have been using might be wrong today. (This got me in an LOA application.) More about this: Flight Plans.

• TCAS 7.1 – the TCAS 7.1 requirement became mandatory in EU Airspace from 1st of December 2015 and became a worldwide standard under ICAO from 1st of January 2017. One to also watch out for if operating to EU overseas territories in the Caribbean where this requirement has also been implemented and during ramp inspections is enforced the same way.

More about this: SAFA and TCAS 7.1.

What you need to know: Inspectors are more likely to show up after you arrive than when you depart. They don't want to impact your departure schedule. While inspections of Part 91 aircraft have been rare, they do occur. Various country inspection agencies promise they will be increasing these inspections.

[EU SAFA Inspection Instructions on the Categorisation of Ramp Inspection Findings, Introduction]

• For each inspection item, 3 categories of possible deviations from the standards have been defined. The findings are categorised according to the potential influence on flight safety. This means that a CAT 1 finding is considered to have a minor influence on safety. A CAT 2 finding may have a significant influence and a CAT 3 finding may have a major influence on safety.
• Note: Any other safety relevant issues identified during a ramp inspection (SAFA /SACA), although not constituting a finding, can be reported as a General Remark (CAT G) under each inspection item, for example: missing life vests for flights conducted entirely overland.
• The finding should be categorised according to the list of Pre-Described Findings (PDF) listed below. In the PDF list the description, categorisation and reference to the applicable standard is given. Although the list of PDFs is as complete as possible, it cannot cover all possible deviations that may occur.
• The PDF list is intended to be used by the inspector to guarantee a common description and categorisation of findings. The inspector should make use of this list in the majority of situations and should always privilege the use of PDF while reporting findings in the EASA database. In those cases where there is no appropriate PDF, the inspector should, based upon his proficiency and the impact on aviation safety, make a sound judgment into which category the finding needs to be placed. The ramp inspection tool allows for findings to be entered by the user. While inserting a User Described Finding (UDF) in the EASA database, the inspector should make sure to always report the associated Standard Reference representing the basis for the identification of the finding.

What you need to know: It all ends with a list of Pre-Described Findings (PDFs) which are an easy way for "them" to place all of their findings into 53 different categories. Those categories correspond to items in the inspection checklist.

[EU Ramp Inspection Programmes (SAFA/SACA)]

• The backbone of the EU Ramp Inspection Programme is the centralised database, which is managed and maintained by EASA, in Cologne, Germany. The inclusion of reports in the database remains a responsibility of the individual Aviation Authorities of the Participating States.
• Data contained in the database is confidential and therefore shared only with other Participating States and not available to the general public. The database can be accessed by all Aviation Authorities of the Participating States via the (secured) Internet. At present, all Aviation Authorities are connected on-line to the database. In addition, read-only access is provided to the European Commission and ICAO.
• EASA is performing regular analysis of the centralised database. The regular analysis is conducted every 3-4 months, with the aim at identifying safety concerns and worrying trends which should be addressed before they become a threat to the safety of international aviation. Since September 2011, Operators and their Aviation Authorities (NAAs) can register online to that database; obviously, the access is limited to ramp inspection reports on their own aircraft. Since the user management is delegated to the local Aviation Authorities, these authorities need to have obtained access to the database before the operators can register themselves. Once the operator and/or the NAA has access, any follow-up information on the inspection can be uploaded to the database; this lowers the burden of the administrative workload considerably. Details on the registration process can be found in the FAQ document available at the login page of the SAFA database.

What you need to know: Findings from one inspector are viewable by all inspectors and can actually make it more likely that you will be inspected again, even in different countries, looking for the same finding.

The Inspector's Guidance

The inspector's guidance, EU SAFA Inspection Instructions, all 432 pages of it, can be quite intimidating, hard to read, and tempt one to give up on making sense of it all. In the past, I've turned it into the inspection item, quotes from the governing regulations, and examples on how we prove compliance. As the EU SAFA program has matured, the guidance material seems to have gotten more complicated. But there is sense to be made of it.

The key to understanding the new methodology is that there are "Pre-Described Findings," or PDF's. The inspector will have a PDF, such as "Landing gear safety lock pin(s) missing or defective," but written in the inspector's native language. He will cite you in that case for a SAFA-C05-02. Your finding will be translated into your native language.

The next issue is an old one: the inspector's guidance was written by a number of committees that didn't coordinate efforts and there is a lot of duplication in these PDFs.

My Expanded Checklist

Rather than present a list of PDFs or citing documents, I've grouped PDFs into issues, listed the PDF numbers, and included the citing document codes. Reading the categories tells you how to prepare, doing a page search for the PDFs helps you find the item you have been accused of violating, and the citations show you which document controls it.

A Note to Non-Commercial Operators

First off, you may have heard that as a general aviation (Part 91) operator, the SAFA inspectors don't care about you. Not true. They are usually busy with commercial operators but they are authorized to inspect you. In fact, they have told me that in so many words. So don't think you are off the hook.

Secondly, one of the most often cited documents, Annex 6, Volume 1, is devoted to commercial operators. Annex 6, Volume II, which applies to general aviation, isn't nearly as complete. So where only Volume I is cited, I have this asterisk:

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

That doesn't mean you are off the hook. Inspectors will cite you even if there isn't a non-commercial document to do so. They've done this many times with MELs, for example. In the examples that follow, I'll simply say it doesn't apply to us. But if I can prove we comply nevertheless, I'll do so.

Citing Documents

What follows are the references used by the inspectors to determine a Pre-Described Finding (PDF). The two main categories are called "Documents" or "Annexes." You can find them at: https://store.icao.int/en/annexes.

• Convention on International Civil Aviation (ICAO) (also known as Chicago Convention). It is made available as CAO Doc 7300/0, Convention on International Civil Aviation (ICAO) (also known as Chicago Convention), 9th Edition, 2006.
• ICAO Annex 1 (12th Edition July 2018, Amendment 175, 16 July 2018). Referred to as "A1" in the PDFs.
• ICAO Annex 2 (10th Edition July 2005, Amendment 46, 16 July 2018). Referred to as "A2" in the PDFs.
• ICAO Annex 6, Part I (11th Edition July 2018, Amendment 43, 16 July 2018). Referred to as "A6" in the PDFs.
• ICAO Annex 7 (6th Edition, July 2012, Amendment 6, 16 July 2012). Referred to as "A7" in the PDFs.
• ICAO Annex 8 (12th Edition, July 2018, Amendment 106, 08 November 2018). Referred to as "A8" in the PDFs.
• ICAO Annex 10, Volume III (Second Edition July 2007, Amendment 90, 11 July 2016) and Volume IV (Fifth Edition July 2014, Amendment 90, 16 July 2018). Referred to as "A10" in the PDFs.
• ICAO Annex 15 (16th Edition, July 2018, Amendment 40, 16 July 2018). Referred to as "A15" in the PDFs.
• ICAO Annex 16, Volume I (8th Edition, July 2017, Amendment 12, 21 July 2017). Referred to as "A16" in the PDsS.
• ICAO Annex 18, (4th Edition, July 2011, Amendment 12, 13 July 2015). Referred to as "A18" in the PDFs.
• European (EUR) Regional Supplementary Procedures (ICAO Doc 7030) (5th Edition, 2008, Amendment 9, 25 April 2014). Referred to as "EUR" in the PDFs.
• ICAO Doc 4444, Procedures for Air Navigation Services (16th edition, 2016, Amendment 9, 15 June 2020)
• ICAO Doc 9284, Technical Instructions for the Safe Transport of Dangerous Goods by Air (2017-2018 Edition, Addendum No. 2/Corrigendum No. 1)
• Commission Implementing Regulation (EU) N°923/2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing Regulation (EU) No 1035/2011 and Regulations (EC) No 1265/2007, (EC) No 1794/2006, (EC) No 730/2006, (EC) No 1033/2006 and (EU) No 255/2010

In some cases no citing document is given, in these cases I leave the entry blank.

What you need to know: You don't necessarily need a copy of every ICAO Annex and Document to fly internationally, the extracts in your Jeppesen series may be good enough. But having them will give you the real answers rather than someone's interpretation.

PDF(s):

SAFA-A03-02: ACAS II N/A or U/S (outside dispatch limits/conditions)

SAFA-A03-03: Aeroplane not equipped with ACAS II collision avoidance logic version 7.1, but mitigating measures in place.

SAFA-A03-10: Aeroplane not equipped with ACAS II collision avoidance logic version 7.1.

Our Proof of Compliance:

The aircraft is equipped with a Honeywell TPA-100 TCAS, Part Number 940-0452-001, Installed in the RH Radio Rack.

Photo: Touch Screen Controller Traffic page
Click photo for a larger image

PDF(s):

SAFA-A01-13: Equipment installations obviously not in compliance with Annex 8, Part IIIA/B, Chapter 4

SAFA-A01-15: Unsafe features and characteristics. Under all anticipated operating conditions, the aeroplane shall not possess any feature or characteristic that renders it unsafe.

SAFA-A08-01: CofR format not in accordance with Annex 7

SAFA-A08-02: No English translation of the CofR

SAFA-A08-03: No fireproof identification plate or mismatch of data on CofR and identification plate

SAFA-A08-04: No valid CofR or cannot be shown by crew

SAFA-A08-05: A valid CofR was issued but not carried on board.

SAFA-A12-01: Format of CofA not in accordance with Annex 8 requirements

SAFA-A12-02: No English translation of the CofA

SAFA-A12-03: CofA not issued/rendered valid by the State of registry

SAFA-A12-04: A valid CofA was issued but not carried on board at the time of the inspection.

SAFA-A12-05: Endorsed CofA without permission of the State of inspection

SAFA-A12-06: No valid CofA issued or CofA invalid/expired

Our Proof of Compliance:

This aircraft has not been modified since initial type certification except by certified means, such as an STC. The aircraft is inspected regularly and no unsafe characteristics have been found. The certificate of registration is written in accordance with U.S. criteria.

Photo: Airworthiness Certificate and Certificate of Registration on cockpit wall
Click photo for a larger image

Photo: Aircraft identification plate
Click photo for a larger image

To meet the requirement in Appendix 7, ¶ 9.2, "The identification plate shall be secured to the aircraft in a prominent position near the main entrance." The only exceptions given are for unmanned free balloons or drones. Inspectors have been willing to look the other way since such a plate wasn't an option on Gulfstreams until 2013. They are now standard equipment. I've never heard of an inspector citing a Gulfstream operator, but now that it is an option I suppose it will be harder and harder to claim "it isn't available on a Gulfstream."

Photo: An acceptable aircraft identification plate from our previous aircraft
Click photo for a larger image

PDF(s):

SAFA-A10-01*: Layout of the AOC and/or the operations specifications not in accordance with provisions of Annex 6

SAFA-A10-02*: Information in the operations specifications not in accordance with Annex 6

SAFA-A10-03*: Information in AOC incorrect

SAFA-A10-04*: No English translation of the AOC and/or operations specifications

SAFA-A10-05*: Commercial Air Transport operations not in accordance with the operations specifications

SAFA-A10-06*: Commercial Air Transport operations without a valid AOC

SAFA-A10-08*: A valid AOC (either original or certified true copy) and/or operations specifications for the flights performed was issued but not carried on board at the time of the inspection.

SAFA-A10-09*: Third Country Operator not holding a valid TCO Authorisation (operations to/from/within EU)

SAFA-A10-10*: Third Country Operator performing operations not in accordance with the operations specifications associated to the TCO Authorisation (operations to/from/within EU)

SAFA-A10-11*: Third Country Operator holding a valid TCO Authorisation (operations to/from/within EU) but operating an aircraft not listed on the TCO web interface

Our Proof of Compliance:

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-B13-01*: Hard or heavy baggage stored in open hat-racks

SAFA-B13-02*: Baggage stowed in unserviceable overhead bins

SAFA-B13-03*: Oversized baggage transported in the cabin not adequately secured

SAFA-B13-04*: Baggage not stowed securely

SAFA-B13-05*: Overhead bins loaded in excess of the placarded weight limitation

Our Proof of Compliance:

We do not have hat racks or overhead bins. We do not permit carry on baggage other than hand held items in the cabin. If oversized baggage is transported in the cabin, it will be secured to an adjacent and unoccupied seat.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-B02-01*: Strap or buckle worn or damaged

SAFA-B02-02*: Cabin crew seat(s) not equipped with safety harness (only seat belt)

SAFA-B02-03*: Cabin crew life jackets (when required) not easily accessible

SAFA-B02-04*: Cabin crew seat(s) unserviceable (outside dispatch limits/conditions)

SAFA-B02-05*: Cabin crew harness/seat belt not available or unserviceable on required cabin crew seats (outside dispatch limits/conditions)

SAFA-B02-06*: Cabin crew seats not correctly located

SAFA-B02-07: Communication equipment unserviceable (outside dispatch limits/conditions)

SAFA-B11-01*: Cabin crew member(s) not familiar with the cabin emergency procedures

SAFA-B11-02*: Cabin crew not familiar with the location and/or operation of emergency equipment

AFA-B11-03*: Insufficient number of cabin crew members

SAFA-B11-07*: Cabin crew member not in compliance with the flight and duty time rules

Our Proof of Compliance:

We do not have a cabin attendant's station or crew rest area. Cabin attendants attend regular emergency procedure training. Cabin crew member flight and duty time rules are identical to pilot rules, specified in the Company Operations Manual section 4.2.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-D01-01: Minor defects with limited effect on safety

SAFA-D01-02: Equipment installations obviously not in compliance with Annex 8, Part IIIA/B, Chapter 4

SAFA-D01-03: Ground servicing markings not applied or unreadable

SAFA-D01-04: Cargo bay smoke detection test fail or outside dispatch limits/conditions

SAFA-D01-05: Blow-out panels pushed, damaged or missing (outside dispatch limits/conditions)

SAFA-D01-06: Damage to panelling and/or lining outside limits

SAFA-D01-07: Unserviceable fire extinguishing system and the affected cargo compartment is used

SAFA-D01-08: Floor locks unserviceable outside dispatch limits/conditions (with cargo)

SAFA-D01-09: No or unserviceable required barrier net

SAFA-D01-10: No smoke barrier/curtain (if applicable)

SAFA-D01-11: Structural or floor damage outside dispatch limits/conditions

SAFA-D01-12: Cargo compartment (s) not equipped with fire suppression systems

SAFA-D01-13: Cargo compartment lighting damaged outside dispatch limits/conditions

Our Proof of Compliance:

The aircraft does not have a cargo compartment.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-D03-01*: Minor damage to lashing, tie-down equipment, pallets, lock assemblies and/or containers

SAFA-D03-02*: Incomplete equipment like lashing, tie-down equipment, pallets, lock assemblies and/or containers

SAFA-D03-03*: Cargo Area not used in accordance with classification

SAFA-D03-04*: Cargo not correctly secured and restrained in all directions

SAFA-D03-05*: Major damage to lashing, tie-down equipment, pallets, lock assemblies and/or containers affecting the structural integrity and their intended function

SAFA-D03-06*: Dividing net or protection net damaged outside dispatch limits/conditions

SAFA-D03-07*: Load distribution/load limit (floor and/or height) exceeded

Our Proof of Compliance:

We do not have a cargo compartment. The baggage compartment is inspected regularly for damage to lashing and other securing devices and any deficiencies are addressed immediately. We check the load distribution and limit prior to every flight.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A05-01*: Checklists do not conform with the checklist details in the operations manual

SAFA-A05-02*: No checklist details in the operations manual

SAFA-A05-03*: Normal and emergency checklists not readily accessible to all relevant flight crew members

SAFA-A05-04*: Checklists not covering all flight phases

SAFA-A05-05*: Different versions of checklists used by captain and co-pilot

SAFA-A05-06*: No normal and emergency checklists available

SAFA-A05-07*: Checklists not matching the current aircraft configuration

SAFA-A05-08*: Checklists revision number/reference missing, but content in accordance with operations manual

SAFA-A05-09*: Checklists do not take into account latest relevant documentation from the aircraft manufacturer

Our Proof of Compliance:

The aircraft operating manual is located in the PlaneBook App on each pilot's iPad.

Photo: Airplane Flight Manual in PlaneBook App
Click photo for a larger image

Photo: Electronic checklist
Click photo for a larger image

Our electronic checklists are manufacturer approved and taken directly from the AFM. The electronic checklist is accessible to both pilots. Both pilots have the complete copy in the AFM available on their iPads.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A03-07*: Cockpit Voice Recorder inoperative (outside dispatch limits/conditions)

Our Proof of Compliance:

A CVR is installed and operative as required by the MEL.

Photo: G500 Product Specification, CVR Section 12.4.2
Click photo for a larger image

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A04-08: No information and instructions in operations manual on the actions to be taken in the event of an emergency (DG on board)

SAFA-D02-01: Incorrect or incomplete information in NOTOC [Notification to Captain], not concerning CAO packages

SAFA-D02-02: Incorrect or incomplete information in NOTOC, concerning CAO packages

SAFA-D02-03: CAO-cargo (Cargo Aircraft Only) carried on passenger flights

SAFA-D02-04: Damaged and/or leaking packages/overpacks containing DG

SAFA-D02-05: Dangerous goods not correctly loaded and/or secured

SAFA-D02-06: DG label incorrect or missing

SAFA-D02-07: Required identification tag not properly filled in or partly invisible (no CAO packages inside)

SAFA-D02-08: Required identification tag missing (CAO packages inside)

SAFA-D02-09: DG identification tag improperly used

SAFA-D02-10: DG identification tag not compliant with technical instructions

SAFA-D02-11: Dangerous goods carried as limited quantities or excepted quantities but limits exceeded

SAFA-D02-12: Dangerous goods not packed in accordance with proper packing instructions

SAFA-D02-13: DG not stowed and/or separated in accordance with the Technical Instructions

SAFA-D02-14: Hazardous and/or radioactive contamination not removed

SAFA-D02-15: Required NOTOC missing

SAFA-D02-16: DG carried in the cabin or on the flight deck not permitted by the provisions of the technical instructions

SAFA-D02-17: No access to DG packages labeled “Cargo aircraft only” where required

SAFA-D02-18: Transport of forbidden dangerous goods

SAFA-D02-19: Dangerous goods not accompanied by shipper's declaration when so required

Our Proof of Compliance:

Our policy is to not carry hazardous materials, as specified in our Company Operations Manual, Chapter 11, section 11.1, and Chapter 6, Section 6.5.4. The operations manual is located in the FOS Documents folder on each pilot's iPad. Emergency procedures are contained in the AFM located in each pilot's iPad.

Photo: Company Operations Manual (COM) in FOS App
Click photo for a larger image

We do not carry dangerous goods. The dangerous goods program is located in COM section 11.

PDF(s):

SAFA-A03-08*: EFB functions affecting the safe operation of the aircraft used without back-up

SAFA-A03-11*: EFB mounting device or viewable stowage device obstructing forward visual or physical access to controls, display or external vision.

SAFA-A03-12*: The viewable stowage device used does not adequately secure the EFB.

SAFA-A03-13*: No operational approval of EFB functions affecting the safe operation of the aircraft.

Our Proof of Compliance:

Each pilot carries an iPad fully loaded with the operations manual, the flight manual, performance apps, and suitable charts for the route. Each pilot also carries an iPhone with several backup apps. The cockpit includes two USB power ports on each side to provide power to each pilot's iPad and iPhone. the cockpit displays also contain the suitable instrument charts, as shown:

Photo: Typical iPad and iPhone backup
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Company policy allows iPad usage from deployable table. While this table may be deployed per aircraft limitations for takeoff and landing, our policy is to have the iPads secured during takeoff and landing.

Photo: View of EFB storage.
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The GVII-G500 / GVII-G-600 Type Certification Data Sheet (T00021AT, Revision 3) documents the aircraft's PED tolerance

Photo: Extract of aircraft's Type Certification Data Sheet
Click photo for a larger image

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A02-01: Access to emergency exit impeded

SAFA-A02-02: Emergency exits U/S

SAFA-A02-03: If applicable, flight deck escape facilities (ropes, hatches, harnesses) not available or unserviceable (outside dispatch limits/conditions)

SAFA-B07-01: Emergency exit sign(s) lens/cover missing or broken

SAFA-B07-02: Some of the cabin crew members have no serviceable portable lights available/readily accessible during night operations

SAFA-B07-03: None of the cabin crew members have a serviceable portable light available/readily accessible during night operations

SAFA-B07-04: Emergency exit sign(s) out of order (outside dispatch limits/conditions)

SAFA-B07-05: No means for illuminating the escape paths

SAFA-B07-06: System for visually indicating the escape path(s) unserviceable (outside dispatch limits/conditions).

SAFA-B07-07: Emergency exit(s) not marked with the appropriate operating instructions

SAFA-B07-09: Emergency exit(s), lighting and marking unserviceable (outside dispatch limits/conditions)

SAFA-B07-10: Number of passengers on board exceeds the maximum allowed in case of unserviceable emergency exit(s)

SAFA-B12-01: [Access to emergency exits] Floor/carpet in poor condition affecting the rapid evacuation

SAFA-B12-02: Damaged wall panel or cabin crew seat lower stowage container access door latches not secure or unserviceable in the vicinity of emergency exit, possibly obstructing the exit

SAFA-B12-03: Not-recessed tray table latch can be opened in the direction of evacuation (no one-way lock)

SAFA-B12-04: Not-recessed tray table latch can be opened in the direction of evacuation (for retrofitted aircraft)

SAFA-B12-05: Access to emergency exits impeded by baggage or cargo

SAFA-B12-06: Access to emergency exits impeded by seats (total rows)

SAFA-B12-07: Cabin crew seat does not retract automatically impeding the access to emergency exit

SAFA-B12-08: Access to emergency exits impeded by seats (oversized seat cushions)

SAFAB12-09: Tray table locks fail to maintain the tables in upright position in case of deceleration, shocks (for seats not adjacent to emergency exits)

SAFA-B12-10: Tray table locks fail to maintain the tables in upright position in case of deceleration, shocks (for seats adjacent to emergency exits)

Our Proof of Compliance:

The four exits are clearly marked and seating areas are as certified; the crew inspects the area as passengers embark and are seated.

Photo: Emergency Exits, Left
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Photo: Emergency Exits, Right
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Photo: Exit path lighting
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Photo: Flashlight locations
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Emergency equipment (fire extinguishers, life vests, rafts, PBE, first aid and medical kits) are in clearly marked locations. Emergency exits are inspected prior to every flight as pilots remove locks.

Photo: Example life preserver placard
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Photo: Example fire extinguishers
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Photo: Example PBE placard
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Photo: Emergency exit signs, right
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Photo: Emergency exit signs, left
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Our configuration is as originally designed.

We do not allow baggage or cargo near the emergency exits.

Our tray tables are recessed and are not behind seats that would impact egress.

Photo: Cabin carpet
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PDF(s):

SAFA-A03-01*: Required equipment installed but not being used during operation by crew.

SAFA-A03-06*: Required navigation equipment N/A or U/S (outside dispatch limits/conditions)

Our Proof of Compliance:

The instruments and equipment are as originally delivered.

Photo: Our cockpit
Click photo for a larger image

All flight documents are maintained in apps on iPads issued to all pilots.

Photo: Installed Apps
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Primary documents are kept in an app called ARINC Flight Operations Software (FOS) that are maintained by a full time dispatcher, updated automatically online and available off line.

Photo: Example flight documents maintained on iPad app Flight Operations Software (FOS)
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Instrument charts are maintained on an App called JeppFD, updated regularly and available off line. Aircraft specific documents are maintained by an app called PlaneBook, updated regularly and available offline.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A04-03: No rules on flight time, flight duty and rest time limitations in the operations manual

SAFA-A20-20*: Flight crew member not in compliance with the flight and duty time rules

Our Proof of Compliance:

The operations manual is located in the FOS Documents folder on each pilot's iPad.

Photo: Company Operations Manual (COM) in FOS App
Click photo for a larger image

The flight time, flight duty period, duty period and rest period limitations are located in COM section 4.3. The Fatigue Risk Management System is located in COM section 2.11.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-B02-01*: Medical supplies not at the indicated location

SAFA-B02-02*: Contents of the medical kit past expiration date

SAFA-B02-03*: Contents of the first-aid kit and/or universal precaution kit past expiration date

SAFA-B02-04: Medical supplies not identified as such

SAFA-B02-05*: Medical supplies not available or not accessible during flight

Our Proof of Compliance:

Photo: G500 First Aid kit location example
Click photo for a larger image

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-C03-02: Hydraulic leak outside dispatch limits/conditions

SAFA-C03-03: Static discharger(s) missing (outside dispatch limits/conditions)

SAFA-C03-04: Flight controls unserviceable

SAFA-C03-06: Loose and/or missing fastener on secondary structure with minor influence on safety

SAFA-C03-07: Loose and/or missing fastener on secondary structure with significant influence on safety

SAFA-C03-08: Loose and/or missing fastener on secondary or primary structure elements with major influence on safety

SAFA-C03-09: Bonding wires broken or missing with minor impact on flight safety

SAFA-C03-10: Bonding wires broken or missing with significant impact on flight safety

SAFA-C03-11: Bonding wires broken or missing with major impact on flight safety

Our Proof of Compliance:

The aircraft is inspected regularly for hydraulic leaks, loose or missing static dischargers, fasteners, bonding wires, as well as properly operating flight controls. Any discrepancies are corrected immediately.

PDF(s):

SAFA-A20-01: Form and/or content not in compliance with ICAO standard (licence, medical certificate)

SAFA-A20-02*: No crew member holds a valid R/T licence/rating

SAFA-A20-04: Language proficiency endorsement expired

SAFA-A20-05: Language proficiency endorsement missing or lower than the required operational level (Level 4)

SAFA-A20-06: Flight crew member(s) having obvious difficulty speaking in English, despite holding a valid ELP endorsement

SAFA-A20-07: No endorsement of the required English language proficiency, but the flight crew member can obviously communicate effectively in English

SAFA-A20-08: No English translation of ICAO required items of the licence

SAFA-A20-09: No mention of ICAO medical class

SAFA-A20-10: No proper validation issued by the State of registry

SAFA-A20-11*:Spare correcting spectacles not available (for multi-pilot operations)

SAFA-A20-12: Flight crew member without appropriate licence/rating

SAFA-A20-13: Medical certificate invalid for the privileges being exercised

SAFA-A20-14*: No correcting lenses available and/or used when required

SAFA-A20-15: PIC aged 60 or more engaged in single pilot commercial air transport

SAFA-A20-16: Pilot aged 65 or more in commercial air transport

SAFA-A20-17: Spare correcting spectacles not available (for single pilot operations)

SAFA-A20-18: A valid and appropriate flight crew licence and/or medical certificate was issued but not carried on board at the time of the inspection.

SAFA-A20-19*: Insufficient number of flight crew members

Our Proof of Compliance:

Each pilot will have in his or her possession a valid license, medical certificate, valid radio transmitting license. Each pilot is evaluated at least annually during a type specific recurrent evaluation for language proficiency. Each pilot requiring the use of correcting spectacles will have a spare set.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A01-18: Cockpit seats in poor condition

Our Proof of Compliance:

Our seats are like new.

Photo: Photo of left cockpit seat
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Photo: Photo of right cockpit seat
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PDF(s):

SAFA-A01-14: Operational flight deck markings and/or placards missing or incorrect

Our Proof of Compliance:

The aircraft was certified with some limitations on the center windshield post:

Photo: Aircraft limitations on left windshield post
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Photo: Aircraft limitations on left windshield post
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We have one serial-number specific placard in the cockpit:

Photo: Cockpit internal placard, GVII-G500 Maintenance Manual, §11-30-00, figure 1, sheet 2
Click photo for a larger image

Other limitations are given in the AFM, made available to all pilots in the Gulfstream PlaneBook application:

Photo: Aircraft AFM Index page
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PDF(s):

SAFA-A01-07: Damage and/or delamination to flight deck windows (outside dispatch limits/conditions)

Our Proof of Compliance:

Our cockpit windows are inspected regularly and have not shown any signs of damage or delamination.

Photo: Cockpit windows
Click photo for a larger image

PDF(s):

SAFA-A13-01*: No copy of the operational flight plan retained on the ground

SAFA-A13-02*: Fuel calculation not in accordance with ICAO requirements, but total fuel on board at or above minimum ICAO requirements

SAFA-A13-03: ATC Flight plan incorrect

SAFA-A13-05: Content and use of the Operational Flight plan not in accordance with the operations manual

SAFA-A13-06: Fuel on board less than minimum ICAO requirements

SAFA-A13-07*: Flight crew unaware of the applicable departure, destination or alternate airports NOTAMs.

SAFA-A13-10*: Incorrect Operational Flight Plan

SAFA-A13-11*: No Operational Flight Plan

SAFA-A13-12*: Less than required or unsuitable alternate(s) airports selected

SAFA-A13-15: Performance and/or fuel calculation not available or significantly incorrect for the flight

SAFA-A13-16*: Required en-route alternate(s) (EDTO/ETOPS) not available

SAFA-A13-19*: Weather on required en-route alternate(s) below EDTO/ETOPS minima

SAFA-A13-20*: Required alternate airport(s) considered in OFP but not specified in the ATS flight plan

Our Proof of Compliance:

Our flight plans are filed automatically by ARINCDirect and the master flight plan does comply with the Annex 2 and EU requirements. Our fuel planning policies are in our Company Operations Manual section 4.5.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A04-10: No procedures ensuring that in-flight fuel checks/fuel management checks are performed

SAFA-A13-21*: Fuel consumption monitoring not recorded or not performed in accordance with the approved procedures

SAFA-A13-23*: Qualified personnel not at their required positions when refuelling with passengers on board

SAFA-A13-25*: No two-way communication established with the ground crew during refuelling with passengers on board

Our Proof of Compliance:

The International Operations Manual (IOM) is located in the FOS App Documents folder:

Photo: Company Operations Manual (COM) in FOS App
Click photo for a larger image

Fuel management tasks are located in the IOM Sections 2.1.5.3.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-C01-01: Markings and/or placards not related to ground servicing required by the manufacturer not applied or unreadable

SAFA-C01-02*: Break-in point markings (if applied) faded or incorrectly marked

SAFA-C01-03: Paint damage with exposed composite (outside dispatch limits/conditions)

SAFA-C01-04: Poor condition of de-icing system

SAFA-C01-05: Ground servicing placards and markings not applied or unreadable

SAFA-C01-06: Significant corrosion

SAFA-C01-07: Major corrosion (outside dispatch limits/conditions)

SAFA-C01-08: Required aircraft lights unserviceable (outside dispatch limits/conditions) or not displayed.

SAFA-C01-10: Static discharger(s) missing or damaged outside dispatch limits/conditions

SAFA-C01-11: Antenna(s) missing or damaged outside dispatch limits/conditions

SAFA-C01-12: Pressure port (and/or RVSM area) damaged or contaminated (outside dispatch limits/conditions)

SAFA-C01-13: Tail skid wear outside dispatch limits/conditions

SAFA-C01-16: Loose and/or missing fastener on secondary structure with minor influence on safety

SAFA-C01-17: Loose and/or missing fastener on secondary structure with significant influence on safety

SAFA-C01-18: Loose and/or missing fastener on secondary or primary structure elements with major influence on safety

SAFA-C01-19: Bonding wires broken or missing with minor impact on flight safety

SAFA-C01-20: Bonding wires broken or missing with significant impact on flight safety

SAFA-C01-21: Bonding wires broken or missing with major influence on safety

SAFA-C02-02: Door handle(s), lever(s), access panel(s) not flush

SAFA-C02-03: Door operation instructions missing or unclear

SAFA-C02-04: Cargo door lock inspection glasses blind and no other means to verify locking position(s)

SAFA-C02-05: Door seal damaged outside dispatch limits/conditions

SAFA-C02-06: Door(s) unserviceable outside dispatch limits/conditions

SAFA-C02-07: Bonding wires broken or missing with minor impact on flight safety

SAFA-C02-08: Bonding wires broken or missing with significant impact on flight safety

SAFA-C02-09: Bonding wires broken or missing with major impact on flight safety

SAFA-C02-10: Loose and/or missing fastener on secondary structure with minor influence on safety

SAFA-C02-11: Loose and/or missing fastener on secondary structure with significant influence on safety

SAFA-C02-12: Loose and/or missing fastener on secondary or primary structure elements with major influence on safety

Our Proof of Compliance:

The aircraft is inspected annually by the manufacturer and any missing markings or placards are reapplied as needed.

The aircraft is inspected regularly and any corrosion, paint damage, inoperative lights, missing or damaged static dischargers, missing or damaged antennas, broken or missing bonding wires, damaged pressure ports or RVSM areas, loose or missing fasteners, or problems with the de-icing system is corrected immediately.

The aircraft does not have a tail skid.

Photo: GVII-G500 main entrance door placard
Click photo for a larger image

Photo: GVII-G500 water and waste service placards, GVII-G500 Maintenance Manual, §11-20-00, figure 2.
Click photo for a larger image

Photo: GVII-G500 fuel service placards (sheet 1), GVII-G500 Maintenance Manual, §11-20-00, figure 3, sheet 1.
Click photo for a larger image

Photo: GVII-G500 fuel service placards (sheet 2), GVII-G500 Maintenance Manual, §11-20-00, figure 3, sheet 2.
Click photo for a larger image

The aircraft was certified without any break-in marks.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-B01-01: Equipment installations obviously not in compliance with Annex 8, Part IIIA/B, Chapter 4

SAFA-B01-02: Cabin interior layout obviously not furnished in accordance with certified

SAFA-B01-03: Smoke detection system not installed or inoperative (outside dispatch limits/conditions) and lavatory not placarded in compliance with MEL

SAFA-B01-04: Disposal receptacles not equipped with a serviceable built-in fire extinguisher system

SAFA-B01-05*: Crew carry-on baggage not adequately and securely stowed during flight

SAFA-B01-06: Loose or heavy objects in the cabin/galleys

SAFA-B01-07: Cabin equipment not properly secured

SAFA-B01-08*: Stowage of luggage or loose articles in the toilets

SAFA-B01-09*: Lavatory smoke detection system obstructed

SAFA-B01-10*: Lavatory inoperative (not placarded as such and not confirmed with MEL restrictions if any)

SAFA-B01-11: Galley or trolley (when used) waste receptacle access door cover inoperative

SAFA-B01-12: Damaged wall panels

SAFA-B01-13: Unserviceable brakes of service cart(s)

SAFA-B01-14: Covers damaged/missing exposing sharp edges and/or cables and wires

SAFA-B01-16: Lavatory waste receptacle access door cover inoperative

SAFA-B01-17: Safety markings and placards not applied or unreadable

SAFA-B14-01*: Passengers on board in excess of the number of available seats

Our Proof of Compliance:

The aircraft interior was designed and outfitted by Gulfstream, the aircraft manufacturer. No subsequent modifications have been made. The aircraft is maintained according to the Gulfstream maintenance program by two full time mechanics. Disposal receptacles are as originally installed. Pilots perform a visual scan of the cabin prior to engine start and prior to landing to verify the cabin is secure and undamaged. We do have a Minimum Equipment List and our procedures would be to comply with its provisions in the even of an inoperative lavatory. We do not have galley carts.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-E01-01: Aircraft not operated according to the manufacturer’s operating instructions during push-back, towing and/or taxiing.

Our Proof of Compliance:

Our crews are trained and evaluated every six months for proper operating procedures.

PDF(s):

SAFA-A03-04*: GPWS with forward looking terrain avoidance function not installed or unserviceable (outside dispatch limits/conditions)

Our Proof of Compliance:

The aircraft's original certification includes EGPWS, as evidenced by the following product specification extract:

Photo: G500 Product Specification extract, item 12.3.14, October 2017
Click photo for a larger image

The EGPWS database is updated regularly in accordance with the aircraft's Computerized Maintenance Program and the dates are checked prior to every flight via the cockpit Touch Screen Controllers:.

Photo: G500 TSC FMS Init Page
Click photo for a larger image

All installed equipment is operational, in accordance with GVII-G500 AFM, §01-03-10, Item 12, Table 2, unless Minimum Equipment List criteria are employed.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A15-01: HFE not at indicated location

SAFA-A15-02: HFE not marked with the appropriate operating instructions

SAFA-A15-03: Insufficient number of serviceable HFE

SAFA-A15-04: HFE not accessible

SAFA-B04-01: HFE not at indicated location

SAFA-B04-02: HFE not marked with the appropriate operating instructions

SAFA-B04-03*: Insufficient number of serviceable HFE

SAFA-B04-04: HFE not correctly secured

SAFA-B04-05: HFE not readily accessible

Our Proof of Compliance:

Photo: Hand Fire Extinguisher locations
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Photo: Cockpit fire extinguisher
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Photo: Example Hand Fire Extinguisher Placard (aft cabin)
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Photo: Example Hand Fire Extinguisher Placard (aft lavatory)
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Photo: Example Hand Fire Extinguisher instructions
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Photo: Cabin fire extinguisher
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Photo: Aft Lav fire extinguisher
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PDF(s):

SAFA-A13-08*: Flight operated in known icing conditions without suitable certification and/or equipment

SAFA-A13-09*: No icing inspection performed by crew or ground staff with ground icing conditions

SAFA-A13-22*: No intentions to request appropriate de-icing treatment

Our Proof of Compliance:

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A21-01: Inconsistent data entered into the Journey log book

SAFA-A21-02: Flight details not recorded in a journey log book or General Declaration

SAFA-A21-03: Journey log book or equivalent not on board

SAFA-A21-04: Flight details not updated on EFB

Our Proof of Compliance:

Our logbook is maintained in our Flight Operations Software App and can be viewed by selected the particular flight date in the calendar and then selecting "Post Flight."

Photo: Journey Logbook example in FOS (First page of many)
Click photo for a larger image

PDF(s):

SAFA-C11-01: Leakage outside dispatch limits/conditions

SAFA-C11-02: Servicing doors/panels, drains blocked by ice or other debris

Our Proof of Compliance:

The aircraft is inspected regularly and any leakage or blocked drains are addressed immediately.

PDF(s):

SAFA-A16-01*: Life jackets/flotation devices not easily accessible when required for the type of flight

SAFA-A16-02*: Insufficient number of life jackets/flotation devices available and required for the type of flight

SAFA-A17-01*: Pilot harness does not incorporate an automatic restraining device

SAFA-A17-03*: No or unserviceable safety harness for each flight crew seat (outside dispatch limits/conditions)

SAFA-B05-01: Life jackets / flotation devices not easily accessible and required for the type of flight

SAFA-B05-02: Insufficient number of serviceable Life jackets / Flotation devices available and required for the type of flight

SAFA-B08-01*: No equipment for making the pyrotechnical distress signals when required for long-range over-water flights

SAFA-B08-02: Insufficient number of serviceable slides/slide rafts

SAFA-B08-03*: Insufficient number of serviceable rafts and required for long-range over water flights

SAFA-B08-04*: Insufficient number of compliant ELTs (outside dispatch limits/conditions)

SAFA-B08-05: ELT(s) not capable of simultaneously transmitting on 406 MHz and 121.5 MHZ

SAFA-B08-06*: No automatic ELT available when required

SAFA-B08-07: Portable ELT not at indicated location

Our Proof of Compliance:

The aircraft is equipped with a life vest for each seat.

Photo: Life jacket locations
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Photo: Life vest under seat location, typical
Click photo for a larger image

The aircraft was certified with two life rafts installed and that is what we have.

Photo: Life rafts location
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Both pilots seats have operable harnesses.

Photo: Photo of left cockpit seat
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Photo: Photo of right cockpit seat
Click photo for a larger image

We have a compliant ELT installed.

Photo: G500 Product Specification, ¶12.3.16, ELT installation
Click photo for a larger image

Photo: G500 Product Specification, ¶ 14.51, Raft ELT
Click photo for a larger image

ETOPS is now referred to as Extended Diversion Time Operations ETDO in Annex 6 Volume I, which pertains only to commercial operations. The requirement does not exist in Annex 6 Volume II, which pertains to general aviation aircraft. We do not have an ETOPS program.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A01-10: Lights U/S in warning panel (outside dispatch limits/conditions)

Our Proof of Compliance:

The aircraft is inspected regularly and any inoperative lights are replaced prior to flight.

PDF(s):

SAFA-A01-01*, SAFA-A01-09*: One or more door locking/un-locking mechanism not serviceable or present

SAFA-A01-02*, SAFA-A01-06*: No means for cabin crew to discretely notify cockpit crew of suspicious activity

SAFA-A01-03*, SAFA-A01-04*, SAFA-A01-05: No means for cockpit crew to monitor area behind door

Our Proof of Compliance:

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A22-01*: PIC did not certify that s/he is satisfied that a maintenance release has been issued

SAFA-A23-01*: Defect deferred with a wrong AMM/SRM/MEL/CDL reference

SAFA-A23-02*: Item closed but not reported as such in the deferred defect list / hold item list

SAFA-A23-03*: Maintenance action not properly reported

SAFA-A23-04*: Maintenance action not properly reported

SAFA-A23-05*: Known defect not reported/assessed

SAFA-A23-06*: No evidence of identification nor monitoring of significant defect

SAFA-A23-07*: Deferred defect open while the MEL rectification interval has expired

SAFA-A23-08*: Technical logbook entry not understood by the flight crew members.

SAFA-A23-09*: Incorrect rectification interval applied (but still within the prescribed MEL interval)

SAFA-A23-10*: Required maintenance action not performed or not in accordance with applicable (MEL/AMM/SRM) instructions

SAFA-A23-11*: Maintenance action not performed by appropriately qualified personnel

SAFA-A23-12*: Defect deferred but without applying (correctly) the required (M), (O) and/or other procedures prescribed by the MEL.

SAFA-A23-13*: Maintenance personnel working on the aircraft without using appropriate tooling

SAFA-A23-15*: Technical logbook not updated on the EFB

Our Proof of Compliance:

Our MEL policies are located in the Company Operations Manual section 3.3. Our MEL is located in our ARINCDirect App:

Photo: Aircraft MEL found in ARINCDirect App Documents
Click photo for a larger image

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A04-01*: Incomplete parts of the operations manual pertaining to flight operations on board

SAFA-A04-02*: No operations manual (parts pertaining to flight operations) or Flight manual on board

SAFA-A04-04*: Operations manual not up to date

SAFA-A04-05*: Operations manual not issued by the current operator

SAFA-A04-07*: No or incomplete performance and limitations data on board

SAFA-A04-09*: Operations manual published in a language not understood by any of the flight crew members

SAFA-A04-11*: Flight crew not familiar with approved company procedures and manuals

Our Proof of Compliance:

The operations manual is located in the FOS Documents folder on each pilot's iPad. The manual has been vetted by several Safety Management System audits, including an initial and several recertifying Stage III compliance. The operations manual is issued by the operator. The operations manual is issued in English. The manual is automatically kept up-to-date through FOS. Performance and limitations are included in the AFM contained in each pilot's iPad.

Photo: Company Operations Manual (COM) in FOS App
Click photo for a larger image

The airplane flight manual is located in the PlaneBook App on each pilot's iPad.

Photo: Airplane Flight Manual in PlaneBook App
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* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A07-01*: MEL does not reflect aircraft configuration or the operations specifications

SAFA-A07-02*: MEL lacking (M) and/or (O) procedures when required (no deferred defect requiring such procedure)

SAFA-A07-03*: MEL lacking (M) and/or (O) procedures when required (with deferred defect requiring such procedure)

SAFA-A07-04*: MEL less restrictive than the MMEL (with deferred defects affected by the lower restrictions)

SAFA-A07-05*: MEL less restrictive than the MMEL (without deferred defects affected by the lower restrictions)

SAFA-A07-06*: MEL not available (no deferred defects)

SAFA-A07-07*: Some MEL items not fully customised (but no defects affecting those items)

SAFA-A07-08*: MMEL instead of MEL

SAFA-A07-09*: Some MEL items not fully customised (with defects affecting those items)

SAFA-A07-10*: MEL not available (with deferred defects)

Our Proof of Compliance:

The aircraft's MEL (D195) was written by the manufacturer and is kept up-to-date following any configuration changes.

Photo: Aircraft MEL found in ARINCDirect App Documents
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* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A06-01: Navigation database out of date, within limits but not recognised as such (prescribed operational procedures not applied)

SAFA-A06-02: Navigation database out of date (outside dispatch limits/conditions)

SAFA-A06-03: Navigation database with incorrect routes/ procedures/ waypoints/ reporting points pertaining to the performed/intended flight

SAFA-A06-04: Required en-route charts out of date (navigation database up to date)

SAFA-A06-05: Required en-route charts and navigation database out of date

SAFA-A06-06: Required instrument charts not on board, or not available during critical phases of the flight

SAFA-A06-07: Required instrument charts (except en-route) out of date

SAFA-A06-08: Several sets of required instrument charts available in the flight deck, of which one (not in use) is out of date

Our Proof of Compliance:

The navigation database is updated regularly in accordance with the aircraft's Computerized Maintenance Program and the electronic navigation data is checked by the aircraft itself on a Touch Screen Controller and checked by pilots prior to every flight.

Photo: G500 TSC FMS Init Page
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Additionally, it is tracked in the aircraft's Centralized Maintenance Program and by our dispatcher using Flight Operations Software.

The airplane has a complete library of the suitable charts, certified as its own back up. We also issue each pilot an independent subscription to the applicable charts libraries, maintained on individual iPads. The aircraft and is kept up-to-date as described in SAF-A06-02. The iPads are kept up-to-date by individual pilots who check revision status prior to each flight.

Photo: Installed Apps
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PDF(s):

SAFA-A09-01: Documents attesting noise certification inaccurate, not on board or cannot be produced by the crew

SAFA-A09-02: No English translation of the noise certificate

Our Proof of Compliance:

Our noise certificate is kept under the documents/gvii-g500 tab of our ARINCDirect App, available on each pilot's iPad.

Photo: Noise certificate located in ARINCS App Documents folder, example
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PDF(s):

SAFA-A18-01: Oxygen equipment not readily accessible and required for the type of flight

SAFA-A18-02*: Insufficient number of serviceable quick donning masks available

SAFA-A18-03*: Insufficient oxygen and/or serviceable oxygen masks

SAFA-A18-04*: Unserviceable oxygen system

SAFA-B09-01: Protective breathing equipment not at indicated location

SAFA-B09-02: Oxygen equipment not readily accessible and required for the type of flight

SAFA-B09-03*: Aeroplane not equipped with an automatic deployable oxygen system (individual CofA issued on or after 9 November 1998) and flight planned above FL 250

SAFA-B09-04*: Insufficient number of required serviceable automatic deployable oxygen dispensing units - individual CofA issued on or after 9 November 1998 (outside dispatch limits/conditions)

SAFA-B09-05: Oxygen equipment not adequately marked with its operating instructions

SAFA-B09-06: Insufficient oxygen quantity and/or serviceable oxygen masks required for the type of flight

SAFA-B09-07*: Insufficient oxygen (quantity and/or dispensing units) for all cabin crew and 10% of passengers (and required for the type of flight) – non-pressurized flight between FL 100 and FL 130, in excess of 30 min

SAFA-B09-08*: Automatic oxygen deploying system unserviceable (damaged/taped drop-out panels) outside dispatch limits/conditions

SAFA-B09-09*: Oxygen dispensing equipment unserviceable (low pressure, clearly overdue, damaged) and not identified as

SAFA-B09-10: Oxygen bottles not correctly secured

Our Proof of Compliance:

Photo: Passenger oxygen mask instructions (from information card)
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Photo: Oxygen duration at 15,000' after a 6 minute descent, GVII-G500 AFM Supplement GV71468M001, Figure AO-3
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Photo: Pilot seat oxygen mask location (one of two places)
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Photo: Therapeutic oxygen location.
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Photo: PBE Locations
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Photo: Passenger seat oxygen mask example
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The aircraft oxygen bottles are located under the floor, as shown, and are secured during aircraft initial construction and only accessed during extensive maintenance.

Photo: Oxygen bottles location, from GVII-G500 PAS, p. 12-3.
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* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-B06-01: No extension belts available on board when necessary

SAFA-B06-02: Passenger seats in poor condition

SAFA-B06-03: Strap or buckle worn out or damage

SAFA-B06-04: No serviceable seat belt available for each passenger on board

SAFA-B06-05: Seat(s) unserviceable and not identified as such (outside dispatch limits/conditions)

SAFA-B06-06: Seat(s)/berth(s) not certified to be installed on board of aircraft

SAFA-B06-07: Baby berth(s) used without restraining belts

Our Proof of Compliance:

We keep two seatbelt extension belts under the forward divan in the middle section cabinet. We do not have baby berth(s).

Photo: Seatbelt extenders
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Photo: Cabin interior
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* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A01-11: Cockpit installations significantly decreasing pilots vision

SAFA-A01-12: Windshield wipers/cleaning/drying system not installed or inoperative (outside dispatch limits/conditions)

Our Proof of Compliance:

Photo: View of cockpit
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The aircraft was certified without a wipers/cleaning/drying system.

Photo: Cockpit windows
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PDF(s):

SAFA-A19-01: Serviceable independent portable light available to both pilots but not for other flight crew members during night operation

SAFA-A19-02: Independent portable lights not serviceable or readily available during night operation

SAFA-A19-03: Insufficient number of serviceable independent portable lights for all pilots during night operation

Our Proof of Compliance:

Photo: Flashlight locations
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* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-C07-01: Markings and/or placards not related to ground servicing required by the manufacturer not applied or unreadable

SAFA-C07-02: Ground servicing markings not applied or unreadable

SAFA-C07-03: Significant damage in the intake and exhaust area

SAFA-C07-04: Damage (dents, nicks, cracks) outside dispatch limits/conditions

SAFA-C07-05: Intake acoustic liners damaged outside dispatch limits/conditions

SAFA-C07-06: Leakage (oil, fuel, hydraulics) outside dispatch limits/conditions

SAFA-C07-07: Panels/fairings/cowlings/handles misaligned or not flush outside dispatch limits/conditions

SAFA-C07-09: Thrust reverser/blocker doors not fully stowed

SAFA-C07-10: Loose and/or missing fastener with minor influence on safety

SAFA-C07-11: Loose and/or missing fastener on secondary structure with significant influence on safety

SAFA-C07-12: Loose and/or missing fastener on secondary or primary structure elements with major influence on safety

SAFA-C07-13: Safety markings not applied or unreadable

SAFA-C08-01: Fan blade(s) LPT and HPT, IGV/OGV damaged outside dispatch limits/conditions

SAFA-C08-02: Propeller de-icing system unserviceable (outside dispatch limits/conditions)

SAFA-C08-03: Propeller(s) damaged outside dispatch limits/conditions

Our Proof of Compliance:

The aircraft is inspected regularly and any damage, leakage, and part misalignment is corrected immediately.

Photo: GVII-G500 water and waste service placards, GVII-G500 Maintenance Manual, §11-20-00, figure 2.
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Photo: GVII-G500 fuel service placards (sheet 1), GVII-G500 Maintenance Manual, §11-20-00, figure 3, sheet 1.
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Photo: GVII-G500 fuel service placards (sheet 2), GVII-G500 Maintenance Manual, §11-20-00, figure 3, sheet 2.
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Photo: GVII-G500 water and waste service placards, GVII-G500 Maintenance Manual, §11-20-00, figure 2.
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Thrust reverser doors that have not fully closed will cause a Crew Alerting System message, prompting the crew to address the issue. The aircraft is inspected regularly and any fan blade damage is addressed immediately. The aircraft is not equipped with propellers.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A24-01*: Pre-flight inspection performed but the pilot in command did not certify that he is satisfied that the aircraft is airworthy

SAFA-A24-02*: Pilot in command certified that he is satisfied that the aircraft is airworthy before the pre-flight inspection was performed

SAFA-A24-03*: Pre-flight inspection performed but without identifying significant defects

SAFA-A24-04*: Pre-flight inspection not performed

Our Proof of Compliance:

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A11-01: Incorrect information on the Radio Station Licence

SAFA-A11-02: A valid Radio Station Licence was issued but not carried on board at the time of the inspection.

SAFA-A11-03: No valid Radio Station Licence issued

SAFA-A11-04: Radio Station Licence on board expired

Our Proof of Compliance:

Our radio license is kept under the documents/gvii-g500 tab of our ARINCDirect App, available on each pilot's iPad.

Photo: Radio license located in ARINCS App Documents folder, example
Click photo for a larger image

PDF(s):

SAFA-C09-01: Previous repair in poor condition

SAFA-C09-02: Repairs obviously not carried out in accordance with the applicable AMM/SRM

SAFA-C10-01: Obvious unrepaired damage, structural damage affecting the airworthiness of the aircraft

Our Proof of Compliance:

All repairs are completed in accordance with Gulfstream maintenance manual best practices.

PDF(s):

SAFA-B10-01*: Insufficient safety briefing cards for all passengers on board

SAFA-B10-02*: Safety briefing cards in poor condition

SAFA-B10-03*: Safety briefing cards contain inaccurate information

SAFA-B10-04*: 'Fasten seat belt' sign(s) unserviceable

SAFA-B10-05*: 'Return to Seat' signs in lavatory unserviceable (outside dispatch limits/conditions)

SAFA-B10-06*: No safety briefing cards on board

SAFA-B10-07*: Safety briefing cards not for the correct aircraft type and/or configuration

Our Proof of Compliance:

Photo: Location of briefing cards (forward armrest of forward divan)
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The briefing cards were provided by the manufacturer and the cabin remains in its original configuration. The cards are in good condition. All signs are checked for operation on a regular basis.

Photo: Example of fasten seat belt sign
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Photo: No Smoking / Seatbelt sign in aft lavatory
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* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A01-08: Interior equipment and/or other object(s) not correctly secured or stowed during flight

Our Proof of Compliance:

The crew monitors the interior to ensure nothing will impair egress following an abrupt stop.

Photo: Aircraft interior
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PDF(s):

SAFA-C05-01: Markings and/or placards not related to ground servicing required by the manufacturer not applied or unreadable

SAFA-C05-02: Safety lock pin(s) missing or defective

SAFA-C05-03: Gear strut valve cap(s) missing

SAFA-C05-04: Water/debris deflectors damaged or missing outside dispatch limits/conditions

SAFA-C05-05: Lines, hoses electrical wiring chafed

SAFA-C05-06: Ground servicing markings not applied or unreadable

SAFA-C05-07: Significant corrosion

SAFA-C05-08: Major corrosion (outside dispatch limits/conditions)

SAFA-C05-09: Seepage/leakage outside dispatch limits/conditions

SAFA-C05-10: Strut pressure outside dispatch limit/conditions

SAFA-C05-11: Safety markings not applied or unreadable

Our Proof of Compliance:

Safety lock pins and other components are inspected regularly. Any missing or defective pins are replaced immediately.

Photo: Safety lock pins
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Photo: Example gear strut valve cap from right main landing gear
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Photo: GVII-G500 water and waste service placards, GVII-G500 Maintenance Manual, §11-20-00, figure 2.
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Photo: GVII-G500 fuel service placards (sheet 1), GVII-G500 Maintenance Manual, §11-20-00, figure 3, sheet 1.
Click photo for a larger image

Photo: GVII-G500 fuel service placards (sheet 2), GVII-G500 Maintenance Manual, §11-20-00, figure 3, sheet 2.
Click photo for a larger image

Photo: Nose gear strut, with proper pressure
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Photo: Right main gear strut, with proper pressure (left is similar)
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The aircraft does not have water/debris deflectors installed.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A03-05: From 1 January 2018 an operator shall not operate an aircraft in airspace where carriage of radio is required unless aircraft radio equipment has the 8. 33 kHz channel spacing capability.

Our Proof of Compliance:

8.33 kHz channel spacing capability is installed, as is evidenced by a view of the radio settings shown here:

Photo: G500 TSC VHF Com1 Settings Page
Click photo for a larger image

PDF(s):

SAFA-A13-13*: Flight took off or continued beyond the point of in-flight replanning while data indicated that DES meteorological conditions were below minima

SAFA-A13-14*: Take-off intended while data indicates that DEP/DES meteorological conditions are below minima (and in-flight replanning not allowed)

Our Proof of Compliance:

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-A14-01*: Incorrect mass and/or balance calculations, within a/c limits, and having minor effect on the performance calculations.

SAFA-A14-02*: Incorrect mass and/or balance calculations, within a/c limits, but significantly affecting the performance calculations.

SAFA-A14-03*: Insufficient data to enable the crew to check the Mass & balance calculations

SAFA-A14-04*: Mass and balance outside operational limits

SAFA-A14-05*: Load sheet does not reflect actual load distribution but within A/C limits

SAFA-A14-06*: No mass and balance calculations performed

SAFA-A14-07*: No completed mass and balance sheet on board

SAFA-A14-10*: Load sheet does not reflect actual load distribution with major impact on trim setting

Our Proof of Compliance:

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-C06-01: Landing gear door(s) damaged outside dispatch limits/conditions

SAFA-C06-02: Obvious lack of lubrication of hinge(s), actuator(s)

SAFA-C06-04: Significant corrosion

SAFA-C06-05: Major corrosion (outside dispatch limits/conditions)

SAFA-C06-06: Landing gear emergency spring lock(s) broken/unserviceable

SAFA-C06-07: Seepage/leakage outside dispatch limits/conditions

SAFA-C06-08: Bonding wires broken or missing with minor impact on flight safety

SAFA-C06-09: Bonding wires broken or missing with significant impact on flight safety

SAFA-C06-10: Bonding wires broken or missing with major impact on flight safety

SAFA-C06-11: Loose and/or missing fastener on secondary structure with minor influence on safety

SAFA-C06-12: Loose and/or missing fastener on secondary structure with significant influence on safety

SAFA-C06-13: Loose and/or missing fastener on secondary or primary structure elements with major influence on safety

Our Proof of Compliance:

All aircraft structures are inspected regularly for damage, lubrication, corrosion, leakage, missing parts, or other anomalies and are corrected immediately.

* The given standards from Annex 6, Volume I, which pertain to commercial aircraft, and are not duplicated in Annex 6, Volume II, which apply to general aviation aircraft.

PDF(s):

SAFA-C04-01: Brake wear indicator pin(s) missing (at least one pin remaining) and not recorded

SAFA-C04-02: Tyre inflation valve(s) cap missing

SAFA-C04-03: Brake assembly bleed valve dust cap(s) missing

SAFA-C04-04: Brake(s) unserviceable and not recorded

SAFA-C04-05: Damaged or missing parts outside limits (i.e. bolts, heat sensors) and not recorded

SAFA-C04-06: Leaking hydraulic braking system (outside dispatch limits/conditions)

SAFA-C04-07: Nose landing gear wheel snubbers worn outside dispatch limits/conditions

SAFA-C04-08: Tyre pressure obviously outside dispatch limits/conditions

SAFA-C04-09: Tyre(s) unserviceable (worn or damaged) and not recorded

SAFA-C04-10: Rim damaged outside dispatch limits/conditions

Our Proof of Compliance:

The aircraft brake assemblies are inspected regularly and any defects are corrected immediately..

Photo: Brake wear indicators, right main landing gear
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Photo: Tire inflation caps, left main landing gear
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Photo: Example brake assembly bleed valve, right main landing gear
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The tire pressures are available on cockpit Touch Screen Controllers. (Note, nose gear transducer wire on steering link must be connected first.)

Photo: Tire pressure indicators on TSC
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The aircraft was certified without nose landing gear wheel snubbers.

International Operations Manual

EU Ramp Inspection Programmes (SAFA/SACA), https://www.easa.europa.eu/domains/air-operations/ramp-inspection-programmes-safa-saca

EU SAFA Inspection Instructions on the Categorisation of Ramp Inspection Findings, INST.RI.01/003, 20/03/2019

Gulfstream GVII-G500 Aircraft Maintenance Manual, Revision 4, June 28/19

Gulfstream GVII-G500 Airplane Flight Manual, Revision 4, August 29, 2019

InFO 20003, Information for Operators, U.S. Operator Responsibilities Associated with the European Union Ramp Inspection Program (RIP), formerly referred to as EU's Safety Assessment of Foreign Aircraft (SAFA) RIP.

Ops Group, Avoiding the Pain of a Ramp Check