Operations Manual Part B

REVISION 1.1
04 OCT 2022
INTENTIONALLY LEFT BLANK
 Operations Manual Part B
Table of Contents Chapter
List of Effective Sections
Page iii

M(1) Location Title Rev. Num Rev. Date

APPROVAL PAGES 1.1 04 OCT 2022
RECORD OF REVISIONS 1.1 04 OCT 2022
LIST OF TEMPORARY REVISIONS - LOTR 1.1 04 OCT 2022
0 GENERAL INFORMATION AND UNITS OF 1.1 04 OCT 2022
MEASUREMENT
R 0 GENERAL 1.1 17 APR 2023
0.1 COMPANY SOP 1.1 04 OCT 2022
0.2 PHRASEOLOGY 1.1 04 OCT 2022
0.3 ABBREVIATIONS AND DEFINITIONS 1.1 04 OCT 2022
0.4 LANGUAGE RULES ON BOARD 1.1 04 OCT 2022
0.5 JUST CULTURE 1.1 04 OCT 2022
0.6 CONVERSION TABLES 1.1 04 OCT 2022
1 LIMITATIONS 1.1 04 OCT 2022
R 1.1 GENERAL 1.1 03 APR 2023
1.2 GENERAL LIMITATIONS 1.1 04 OCT 2022
1.3 COMPANY LIMITATIONS 1.1 04 OCT 2022
R 1.3.1 Company crosswind and contaminated runway 1.1 17 APR 2023
limitations
R 1.3.2 Company limitations for First Officers 1.1 24 APR 2023
1.3.3 Company limitations on narrow runways 1.1 04 OCT 2022
1.3.4 Company limitations for ground maneuvering 1.1 04 OCT 2022
R 1.3.5 Company limitations on IAS 1.1 03 APR 2023
1.4 TAKEOFF AND LANDING PERFORMANCE 1.1 04 OCT 2022
LIMITATIONS
1.5 EN-ROUTE LIMITATIONS 1.1 04 OCT 2022
1.6 EFB LIMITATIONS 1.1 04 OCT 2022
1.6.1 EFB modes of operations 1.1 04 OCT 2022
1.6.1 EFB modes of operations 1.1 04 OCT 2022
1.6.1.1 EFB handheld operations limitations 1.1 04 OCT 2022
1.6.1.2 EFB mounted operations limitations 1.1 04 OCT 2022
1.6.2 T-PED operations limitations 1.1 04 OCT 2022
1.6.3 EPS (Electrical Power Source) 1.1 04 OCT 2022
1.6.4 EFB hardware limitations 1.1 04 OCT 2022
1.6.5 Mounting device general limitations 1.1 04 OCT 2022

REVISION 1.1 - 04 OCT 2022

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M(1) Location Title Rev. Num Rev. Date

1.6.6 Crew PC 1.1 04 OCT 2022
2 NORMAL PROCEDURES 1.1 04 OCT 2022
2.1 PRELIMINARY 1.1 04 OCT 2022
2.2 COMPANY CHECKLISTS 1.1 04 OCT 2022
2.3 COMPANY FLIGHT DECK DOCUMENTATION 1.1 04 OCT 2022
2.4 FLIGHT DECK COMMUNICATIONS 1.1 04 OCT 2022
2.5 STERILE FLIGHT DECK 1.1 04 OCT 2022
2.6 COMMUNICATION WITH CABIN CREW AND 1.1 04 OCT 2022
PASSENGERS
2.6.1 Crew pre-flight briefing 1.1 04 OCT 2022
2.6.2 Coordination and communication on-board 1.1 04 OCT 2022
2.6.3 Flight deck door - Communication between flight and 1.1 04 OCT 2022
cabin crew
2.6.4 Flight progress awareness 1.1 04 OCT 2022
2.6.5 Cabin crew contact during emergencies 1.1 04 OCT 2022
2.6.6 Announcements to passengers 1.1 04 OCT 2022
2.7 STANDARD CALLS AND ASSOCIATED 1.1 04 OCT 2022
PROCEDURES
2.7 STANDARD CALLS AND ASSOCIATED 1.1 04 OCT 2022
PROCEDURES
2.7.1 Altimeter calls 1.1 04 OCT 2022
2.7.2 Altitude calls - V/S guidance 1.1 04 OCT 2022
2.7.3 FMA calls 1.1 04 OCT 2022
2.7.4 Approach calls 1.1 04 OCT 2022
2.7.5 Flight parameter calls 1.1 04 OCT 2022
2.7.6 Control transfer 1.1 04 OCT 2022
2.8 WIZZ AIR APPROACH STABILISATION CRITERIA 1.1 04 OCT 2022
2.8.1 Stabilisation criteria for instrument and visual 1.1 04 OCT 2022
approaches
2.8.2 Stabilisation criteria for circling approaches 1.1 04 OCT 2022
2.8.3 Mandatory missed approach/go-around 1.1 04 OCT 2022
2.9 FLIGHT MANAGEMENT AND GUIDANCE 1.1 04 OCT 2022
SYSTEM\
R 2.9.1 Autopilot and Flight Director 1.1 03 APR 2023
2.9.2 FCU altitude selections 1.1 04 OCT 2022
2.9.3 Autothrust/manual thrust 1.1 04 OCT 2022

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2.9.4 Flight Management System (FMS) 1.1 04 OCT 2022
2.9.5 Flight control monitoring 1.1 04 OCT 2022
2.10 FLIGHT DECK GENERAL 1.1 04 OCT 2022
2.10 FLIGHT DECK GENERAL 1.1 04 OCT 2022
2.10.1 FMGC rules 1.1 04 OCT 2022
2.10.2 EGPWS 1.1 04 OCT 2022
2.10.3 Weather radar and weather avoidance 1.1 04 OCT 2022
2.10.4 ACARS 1.1 04 OCT 2022
2.10.5 Transponder/TCAS 1.1 04 OCT 2022
R 2.10.6 Voice communication rules 1.1 17 APR 2023
R 2.10.7 Pack flow policy 1.1 03 APR 2023
R 2.10.8 Cost Index policy 1.1 31 MAR 2023
2.10.9 EFB 1.1 04 OCT 2022
2.10.9.1 General EFB guidlines 1.1 04 OCT 2022
2.10.9.2 Spare EFB devices 1.1 04 OCT 2022
R 2.10.9.3 EFB device charge 1.1 04 OCT 2022
N 2.10.9.2.10.9.3 EFB device charging 04 OCT 2022
2.10.9.4 Airport not Under Regular Supervision (NURS) 1.1 04 OCT 2022
check
2.11 FLIGHT PREPARATION 1.1 04 OCT 2022
R 2.11 FLIGHT PREPARATION 1.1 04 OCT 2022
N 2.11.2.11 FLIGHT PREPARATION 04 OCT 2022
2.11.1 Weather briefing 1.1 04 OCT 2022
2.11.2 NOTAMs and Temporary Revisions / Notices to 1.1 04 OCT 2022
Crew(TR/NTC)
2.11.3 Operational Flight Plan (OFP) 1.1 04 OCT 2022
2.11.4 Dispatch landing considerations 1.1 04 OCT 2022
2.11.5 Fuel transportation 1.1 04 OCT 2022
2.11.6 Cabin crew briefing 1.1 04 OCT 2022
2.11.7 Safety exterior inspection 1.1 04 OCT 2022
2.12 FLIGHT PHASE RELATED PROCEDURES 1.1 04 OCT 2022
2.12 FLIGHT PHASE RELATED PROCEDURES 1.1 04 OCT 2022
2.12.1 Preliminary cockpit preparation/exterior walkaround 1.1 04 OCT 2022
2.12.2 FMGC Initialization 1.1 04 OCT 2022

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M(1) Location Title Rev. Num Rev. Date

2.12.3 Take-off data insertion (PERF TAKE-OFF page) 1.1 04 OCT 2022
2.12.4 Take-off briefing 1.1 04 OCT 2022
2.12.5 Final cockpit preparation 1.1 04 OCT 2022
R 2.12.6 Pushback/engine start procedures 1.1 17 APR 2023
2.12.7 Taxi 1.1 04 OCT 2022
2.12.8 Take-off 1.1 04 OCT 2022
R 2.12.9 Retrun to ramp/return from air 1.1 03 APR 2023
2.12.10 LVO take-off 1.1 04 OCT 2022
2.12.11 After take-off 1.1 04 OCT 2022
2.12.12 Noise abatement procedures 1.1 04 OCT 2022
2.12.13 Climb 1.1 04 OCT 2022
2.12.14 Cruise 1.1 04 OCT 2022
R 2.12.15 Turbulence guidlines 1.1 03 APR 2023
2.12.16 Descent/approach preparation 1.1 04 OCT 2022
2.12.17 Descent 1.1 04 OCT 2022
2.12.18 Transitional/initial approach 1.1 04 OCT 2022
2.12.19 General approach and go-around procedures 1.1 04 OCT 2022
2.12.20 Approach procedures specific to approach types 1.1 04 OCT 2022
2.12.20 Approach procedures specific to approach types 1.1 04 OCT 2022
2.12.20.1 ILS approaches 1.1 04 OCT 2022
2.12.20.2 Non-precision approaches (NPA) based on 1.1 04 OCT 2022
conventional ground navaid
2.12.20.3 RNAV/RNP approaches 1.1 04 OCT 2022
2.12.20.4 Circling approach 1.1 04 OCT 2022
2.12.20.5 Visual approach 1.1 04 OCT 2022
2.12.20.6 LVO approaches 1.1 04 OCT 2022
2.12.20.7 Surveillance Radar (SRA) approaches 1.1 04 OCT 2022
2.12.20.8 LDA / offset ILS approaches 1.1 04 OCT 2022
2.12.20.9 Letdown approaches 1.1 04 OCT 2022
2.12.21 Diversions and company commit to land policy 1.1 04 OCT 2022
2.12.22 Landing 1.1 04 OCT 2022
2.12.23 After landing 1.1 04 OCT 2022
2.12.24 Parking/securing 1.1 04 OCT 2022
2.12.25 Post flight 1.1 04 OCT 2022

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2.12.26 Altimeter Setting and Checking 1.1 04 OCT 2022
2.12.27 VFR Approach 1.1 04 OCT 2022
2.13 MISCELLANEOUS 1.1 04 OCT 2022
2.13.1 Choice of alternates 1.1 04 OCT 2022
2.13.2 Guidline for fuel economy 1.1 04 OCT 2022
2.13.3 Non-revenue (non-commercial) flights 1.1 04 OCT 2022
2.13.3 Non-revenue (non-commercial) flights 1.1 04 OCT 2022
2.13.3.1 Flights with no occupants in the passenger cabin 1.1 04 OCT 2022
2.13.3.2 Flights with occupants in the passenger cabin 1.1 04 OCT 2022
2.13.4 Crew engine run-up (EGR) 1.1 04 OCT 2022
2.13.5 Aircraft mobile phone 1.1 04 OCT 2022
2.13.5 Aircraft mobile phone 1.1 04 OCT 2022
2.13.5.1 Normal operations 1.1 04 OCT 2022
2.13.5.2 Abnormal operations 1.1 04 OCT 2022
2.14 APPROACH SUMMARIES 1.1 04 OCT 2022
2.14.1 ILS approaches 1.1 04 OCT 2022
2.14.2 NPA based on ground NAVAID - Except LOC 1.1 04 OCT 2022
approach
2.14.3 LOC approach 1.1 04 OCT 2022
2.14.4 RNAV/RNP approach to VNAV minima 1.1 04 OCT 2022
2.14.5 RNAV/RNP approach to LNAV minima 1.1 04 OCT 2022
2.14.6 SRA approach 1.1 04 OCT 2022
2.15 OPERATIONS ON WET AND CONTAMINATED 1.1 04 OCT 2022
RUNWAYS
3 EMERGENCY AND/OR ABNORMAL 1.1 04 OCT 2022
PROCEDURES
3.1 GENERAL 1.1 04 OCT 2022
3.2 FLIGHT DECK PROCEDURES 1.1 04 OCT 2022
3.3 ECAM PROCEDURES/TASK SHARING / 1.1 04 OCT 2022
PHRASEOLOGY
3.4 COMPANY MEMORY ITEM PHRASEOLOGY 1.1 04 OCT 2022
3.5 GUIDANCE FOR THE HANDLING OF 1.1 04 OCT 2022
EMERGENCY/ABNORMAL SITUATIONS
3.5 GUIDANCE FOR THE HANDLING OF 1.1 04 OCT 2022
EMERGENCY/ABNORMAL SITUATIONS

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3.5.1 System failues/ECAM procedures and paper 1.1 04 OCT 2022
checklists
3.5.2 OEB and reset procedures 1.1 04 OCT 2022
3.5.3 Distress and urgency messages 1.1 04 OCT 2022
3.5.4 Guidance for decision making 1.1 04 OCT 2022
3.5.5 Guidance for bird strikes 1.1 04 OCT 2022
3.5.6 Guidance for lightning strikes 1.1 04 OCT 2022
3.5.7 Guidance for overweight landing 1.1 04 OCT 2022
3.5.8 Guidance for pressurisation failure 1.1 04 OCT 2022
3.6 CABIN CREW COMMUNICATION 1.1 04 OCT 2022
3.7 REJECTED TAKE-OFF (RTO) 1.1 04 OCT 2022
3.8 EMERGENCY EVACUATION GUIDELINE 1.1 04 OCT 2022
3.9 ENGINE FAILURE/DEPARTURE CONTINGENCY 1.1 04 OCT 2022
PROCEDURES
3.10 EMERGENCY DESCENT 1.1 04 OCT 2022
3.11 CABIN/FLIGHT DECK SMOKE AND FIRE 1.1 04 OCT 2022
3.12 ENGINE/APU FIRE 1.1 04 OCT 2022
3.13 GUIDANCE FOR DIVERSION IN CASE OF 1.1 04 OCT 2022
SERIOUS TECHNICAL FAILURE
3.14 FORCED EMERGENCY LANDING/DITCHING 1.1 04 OCT 2022
3.15 PREPARED EMERGENCY LANDING 1.1 04 OCT 2022
3.16 ACAS/TCAS WARNING 1.1 04 OCT 2022
3.17 EGPWS MANEUVERS 1.1 04 OCT 2022
3.18 WINDSHEAR RECOVERY DURING TAKEOFF OR 1.1 04 OCT 2022
LANDING
3.19 UNRELIABLE SPEED 1.1 04 OCT 2022
3.20 ALTERNATE BRAKING WITHOUT ANTISKID/LOSS 1.1 04 OCT 2022
OF BRAKING
3.21 HIJACK 1.1 04 OCT 2022
3.22 IN-FLIGHT MEDICAL EMERGENCIES 1.1 04 OCT 2022
3.22 IN-FLIGHT MEDICAL EMERGENCIES 1.1 04 OCT 2022
3.22.1 Medical emergencies in the cabin 1.1 04 OCT 2022
3.22.2 Crew incapacitation 1.1 04 OCT 2022
3.23 QUICK DISEMBARKATION 1.1 04 OCT 2022
3.24 MISCELLANEOUS/SIMULATED EMERGENCY 1.1 04 OCT 2022
TRAINING

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3.25 ROW/ROP 1.1 04 OCT 2022
3.26 EFB ABNORMAL AND CONTINGENCY 1.1 04 OCT 2022
PROCEDURES
3.26.1 Before leaving the breifing room 1.1 04 OCT 2022
3.26.1.1 Hardware related procedures 1.1 04 OCT 2022
R 3.26.1.2 Software related procedures 1.1 04 OCT 2022
3.26.1.3.26.1.2 Software related procedures 1.1 04 OCT 2022
3.26.2 After leaving the briefing room 1.1 04 OCT 2022
3.26.2.1 Hardware related procedures 1.1 04 OCT 2022
R 3.26.2.2 Software related procedures 1.1 04 OCT 2022
R 3.26.2.3.26.2.2 Software related procedures 1.1 04 OCT 2022
3.26.2.3 Electrical Power Source related procedures 1.1 04 OCT 2022
3.26.2.4 Mount related procedures 1.1 04 OCT 2022
3.26.3 Operations with inoperative EFB device 1.1 04 OCT 2022
3.26.3 Operations with inoperative EFB device 1.1 04 OCT 2022
3.26.3.1 EFB failure prior to departure - dispatch with one 1.1 04 OCT 2022
EFB available
3.26.3.2 EFB failure in flight resulting in one EFB available - 1.1 04 OCT 2022
Single EFB operations
3.26.3.3 EFB failure in flight resulting in NO EFB REMAINING 1.1 04 OCT 2022
4 PERFORMANCE 1.1 04 OCT 2022
4 PERFORMANCE 1.1 04 OCT 2022
4.1 TAKE-OFF PERFORMANCE 1.1 04 OCT 2022
4.2 EN-ROUTE PERFORMANCE - ENGINE-OUT 1.1 04 OCT 2022
4.3 EN-ROUTE PERFORMANCE STRATEGIES IN 1.1 04 OCT 2022
CRUISE
4.4 FLIGHT WITH LANDING GEAR EXTENDED 1.1 04 OCT 2022
4.5 LANDING PERFORMANCE 1.1 04 OCT 2022
4.5.1 General 1.1 04 OCT 2022
4.5.2 Dispatch landing 1.1 04 OCT 2022
4.5.3 In-flight performance (IFP) landing 1.1 04 OCT 2022
4.6 GO-AROUND MISSED APPROACH 1.1 04 OCT 2022
PERFORMANCE
4.7 FLIGHT IN ICING CONDITIONS 1.1 04 OCT 2022
4.8 FLIGHT CONDUCTED UNDER THE PROVISIONS 1.1 04 OCT 2022
OF THE CONFIGURATION DEVIATION LIST

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4.9 BRAKE ENERGY LIMITS 1.1 04 OCT 2022
4.10 PERFORMANCE DATA NOT PROVIDED IN AFM 1.1 04 OCT 2022
4.11 ADDITIONAL PERFORMANCE DATA 1.1 04 OCT 2022
5 FLIGHT PLANNING 1.1 04 OCT 2022
5.1 FLIGHT PLANNING 1.1 04 OCT 2022
5.2 FUEL CALCULATION FOR DIFFERENT STAGES 1.1 04 OCT 2022
OF FLIGHT
5.3 PERFORMANCE FOR ETOPS OPERATIONS 1.1 04 OCT 2022
6 MASS AND BALANCE 1.1 04 OCT 2022
6.1 DRY OPERATING WEIGHT AND INDEX/AIRCRAFT 1.1 04 OCT 2022
ALLOCATION TABLE
R 6.2 WEIGHT AND BALANCE DATA 1.1 04 OCT 2022
N 6.6.2 WEIGHT AND BALANCE DATA 02 JAN 2023
R 6.3 LOAD AND TRIM SHEET (LTS) 1.1 04 OCT 2022
N 6.6.3 LOAD AND TRIM SHEET (LTS) 02 JAN 2023
7 LOADING 1.1 04 OCT 2022
7.1 GENERAL 1.1 04 OCT 2022
R 7.2 PASSENGERS 1.1 05 APR 2023
7.3 CARGO AND BAGGAGE 1.1 04 OCT 2022
R 7.4 LAST MINUTE CHANGES (LMC) 1.1 04 OCT 2022
N 7.7.4 LAST MINUTE CHANGES (LMC) 04 OCT 2022
8 CONFIGURATION DEVIATION LIST (CDL) 1.1 04 OCT 2022
8.1 CONFIGURATION DEVIATION LIST (CDL) 1.1 04 OCT 2022
9 MINIMUM EQUIPMENT LIST (MEL) 1.1 04 OCT 2022
9.1 MINIMUM EQUIPMENT LIST (MEL) 1.1 04 OCT 2022
10 SURVIVAL AND EMERGENCY EQUIPMENT 1.1 04 OCT 2022
INCLUDING OXYGEN
10.1 SURVIVAL AND EMERGENCY EQUIPMENT 1.1 04 OCT 2022
10.2 OXYGEN REQUIREMENTS 1.1 04 OCT 2022
11 EMERGENCY EVACUATION PROCEDURES 1.1 04 OCT 2022
11.1 PREPARATION AND PROCEDURES FOR 1.1 04 OCT 2022
EMERGENCY EVACUATION
12 AIRCRAFT SYSTEMS 1.1 04 OCT 2022
12.1 AEROPLANE SYSTEMS 1.1 04 OCT 2022
(1) Evolution code: N=New, R=Revised, D=Deleted

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 Operations Manual Part B
List of Changes Chapter

Page xi

List of Changes

Highlights
ON A/C ALL

Location Reason for change Status

2.9.1 - Autopilot and Flight Director REVISED

2.10.6 - Voice communication rules REVISED

2.10.7 - Pack flow policy REVISED

2.10.8 - Cost Index policy REVISED

2.10.9.3 - EFB device charge REVISED

2.10.9.2.10.9.3 - EFB device charging NEW

2.11 - FLIGHT PREPARATION REVISED

2.11.2.11 - FLIGHT PREPARATION NEW

2.12.6 - Pushback/engine start procedures REVISED

2.12.9 - Retrun to ramp/return from air REVISED

2.12.15 - Turbulence guidlines REVISED

Structural highlights
ON A/C ALL

Location Reason for change Status

2.9.1 - Autopilot and Flight Director REVISED

2.10.6 - Voice communication rules REVISED

2.10.7 - Pack flow policy REVISED

2.10.8 - Cost Index policy REVISED

2.10.9.2.10.9.3 - EFB device charging EFB device charging created NEW

2.11.2.11 - FLIGHT PREPARATION FLIGHT PREPARATION created NEW

2.12.6 - Pushback/engine start procedures REVISED

2.12.9 - Retrun to ramp/return from air REVISED

REVISION 1.1 - 04 OCT 2022

 Operations Manual Part B
List of Changes Chapter

Page xii

Location Reason for change Status

2.12.15 - Turbulence guidlines REVISED

REVISION 1.1 - 04 OCT 2022

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Table of Contents Chapter
Table of Contents
Page xiii

Table of Contents
List of Effective Sections....................................................................... iii

List of Changes.........................................................................................xi
Highlights....................................................................................................................................... xi
Structural highlights....................................................................................................................... xi

2 NORMAL PROCEDURES........................................................................1
2.1 PRELIMINARY..................................................................................................................... 1
2.2 COMPANY CHECKLISTS....................................................................................................1
2.3 COMPANY FLIGHT DECK DOCUMENTATION.................................................................. 3
2.4 FLIGHT DECK COMMUNICATIONS................................................................................... 3
2.5 STERILE FLIGHT DECK......................................................................................................4
2.6 COMMUNICATION WITH CABIN CREW AND PASSENGERS.......................................... 4
2.6.1 Crew pre-flight briefing.............................................................................................4
2.6.2 Coordination and communication on-board............................................................. 4
2.6.3 Flight deck door - Communication between flight and cabin crew...........................5
2.6.4 Flight progress awareness.......................................................................................6
2.6.5 Cabin crew contact during emergencies..................................................................7
2.6.6 Announcements to passengers............................................................................... 8
2.7 STANDARD CALLS AND ASSOCIATED PROCEDURES...................................................8
2.7.1 Altimeter calls...........................................................................................................8
2.7.2 Altitude calls - V/S guidance.................................................................................... 9
2.7.3 FMA calls............................................................................................................... 10
2.7.4 Approach calls....................................................................................................... 10
2.7.5 Flight parameter calls.............................................................................................10
2.7.6 Control transfer...................................................................................................... 10
2.8 WIZZ AIR APPROACH STABILISATION CRITERIA..........................................................11
2.8.1 Stabilisation criteria for instrument and visual approaches.................................... 11
2.8.2 Stabilisation criteria for circling approaches...........................................................12
2.8.3 Mandatory missed approach/go-around................................................................ 12
2.9 FLIGHT MANAGEMENT AND GUIDANCE SYSTEM\...................................................... 12
2.9.1 Autopilot and Flight Director...................................................................................12
2.9.2 FCU altitude selections.......................................................................................... 13
2.9.3 Autothrust/manual thrust........................................................................................14
2.9.4 Flight Management System (FMS)........................................................................ 14
2.9.5 Flight control monitoring.........................................................................................15
2.10 FLIGHT DECK GENERAL................................................................................................. 15
2.10.1 FMGC rules......................................................................................................... 17
2.10.2 EGPWS............................................................................................................... 18
2.10.3 Weather radar and weather avoidance................................................................18
2.10.4 ACARS................................................................................................................ 18
2.10.5 Transponder/TCAS..............................................................................................19
2.10.6 Voice communication rules..................................................................................19
2.10.7 Pack flow policy................................................................................................... 23
2.10.8 Cost Index policy................................................................................................. 23
2.10.9 EFB......................................................................................................................24

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2.11 FLIGHT PREPARATION.................................................................................................... 28

2.11.2.11 FLIGHT PREPARATION...............................................................................30
2.11.1 Weather briefing........................................................................................... 32
2.11.2 NOTAMs and Temporary Revisions / Notices to Crew(TR/NTC)..................32
2.11.3 Operational Flight Plan (OFP)...................................................................... 33
2.11.4 Dispatch landing considerations...................................................................33
2.11.5 Fuel transportation........................................................................................34
2.11.6 Cabin crew briefing.......................................................................................34
2.11.7 Safety exterior inspection............................................................................. 35
2.12 FLIGHT PHASE RELATED PROCEDURES......................................................................35
2.12.1 Preliminary cockpit preparation/exterior walkaround.........................................35
2.12.2 FMGC Initialization............................................................................................ 37
2.12.3 Take-off data insertion (PERF TAKE-OFF page).............................................. 38
2.12.4 Take-off briefing.................................................................................................39
2.12.5 Final cockpit preparation................................................................................... 40
2.12.6 Pushback/engine start procedures....................................................................41
2.12.7 Taxi.................................................................................................................... 42
2.12.8 Take-off..............................................................................................................46
2.12.9 Retrun to ramp/return from air...........................................................................48
2.12.10 LVO take-off...................................................................................................... 49
2.12.11 After take-off......................................................................................................49
2.12.12 Noise abatement procedures............................................................................ 50
2.12.13 Climb................................................................................................................. 52
2.12.14 Cruise................................................................................................................ 53
2.12.15 Turbulence guidlines......................................................................................... 57
2.12.16 Descent/approach preparation.......................................................................... 57
2.12.17 Descent............................................................................................................. 60
2.12.18 Transitional/initial approach...............................................................................63
2.12.19 General approach and go-around procedures.................................................. 65
2.12.20 Approach procedures specific to approach types............................................. 67
2.12.21 Diversions and company commit to land policy................................................ 78
2.12.22 Landing..............................................................................................................79
2.12.23 After landing...................................................................................................... 81
2.12.24 Parking/securing................................................................................................81
2.12.25 Post flight...........................................................................................................83
2.12.26 Altimeter Setting and Checking......................................................................... 83
2.12.27 VFR Approach...................................................................................................83
2.13 MISCELLANEOUS.............................................................................................................84
2.13.1 Choice of alternates.............................................................................................84
2.13.2 Guidline for fuel economy....................................................................................84
2.13.3 Non-revenue (non-commercial) flights................................................................ 88
2.13.4 Crew engine run-up (EGR)..................................................................................91
2.13.5 Aircraft mobile phone...........................................................................................92
2.14 APPROACH SUMMARIES................................................................................................ 94
2.14.1 ILS approaches................................................................................................... 94
2.14.2 NPA based on ground NAVAID - Except LOC approach..................................... 95
2.14.3 LOC approach..................................................................................................... 96
2.14.4 RNAV/RNP approach to VNAV minima............................................................... 96
2.14.5 RNAV/RNP approach to LNAV minima................................................................97
2.14.6 SRA approach..................................................................................................... 98
2.15 OPERATIONS ON WET AND CONTAMINATED RUNWAYS............................................98

REVISION 1.1 - 04 OCT 2022

 Operations Manual Part B
NORMAL PROCEDURES Chapter 2

Page 1

2 NORMAL PROCEDURES

2.1 PRELIMINARY
ON A/C ALL

The following sections contain expanded information on normal procedures. Standard Operating
Procedures consist of inspections, preparations and normal procedures. All items of a given procedure
are listed in a sequence that follows a standardized scan of the flight deck panels, unless that
sequence goes against the action priority logic, to ensure that all actions are performed in the most
efficient way.

Standard Operating Procedures are divided into flight phases, and are performed from memory. These
procedures assume that all systems are operating normally, and that all automatic functions are used
appropriately.
As with any procedure, some common sense is needed in its application. For example, a minor
switching action may be assigned to PF or to PM (e.g. taxi light). However, it is not intended to prohibit
the other pilot from using that switch. It is assigning responsibility for checking that the action has been
done and if not, doing it. As a basic philosophy, while on the ground, operations of any switche or
pushbutton (e.g. lights, cabin door, display of a specific ECAM page, etc.) shall be delegated to PM
whenever the aircraft is moving.

“Transit stop” items (marked by *) in Normal Checklist/QRH/FCOM Normal Procedures shall be

performed/checked as per instructions published at the beginning of the relevant flight phase related
FCOM chapters.

Certain non-routine, normal procedures will be found in the FCOM:

• Refer to FCOM/PRO/NOR/SUPPLEMENTARY PROCEDURES

• Refer to FCOM/PRO/SPECIAL OPERATIONS

For flight phase related EFB procedures of the flight crew, refer to 2.12 - FLIGHT PHASE RELATED
PROCEDURES

For cabin crew normal procedures: Refer to CAM 1.

2.2 COMPANY CHECKLISTS

ON A/C ALL
Refer to FCTM/PRO/NOR/Normal Checklists
Airbus normal checklists and guidance on their use are customized by Wizz Air and can be found in
FCTM and in a printed format on board each aircraft.

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Figure 2.2-1: Wizz Air Abu Dhabi Checklist: Rev 2 - JUL 2022

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2.3 COMPANY FLIGHT DECK DOCUMENTATION

ON A/C ALL

Refer to OM-A 8.1.12 AIRCRAFT TECHNICAL LOG / ACCEPTANCE OF THE AIRCRAFT BY THE
COMMANDER
Refer to OM-A 14.1 Flight log (AFL)

CM1 is responsible for:

• compiling the aircraft flight log (AFL),

• checking the load and trim sheet.

CM2 is responsible for:

• completing the journey log,

• accessing DOW/DOI according to crew configuration from Comply365 or FlySmart+ OLB,
• opening any relevant MEL/CDL item in Flysmart+ OLB or Comply365.

The Commander is responsible for:

• signing the load and trim sheet,

• signing the journey log at the end of the rotation (flight deck crew shall discuss and agree delay
codes),
• making sure, that details of the journey log have been entered into AIMS,
• signing (with ID number) an ATL entry.

The Co-pilot is responsible for:

• entering the journey log details into AIMS.

Either pilots or the SCA (for cabin related items) may make entries into the ATL, but the Commander
has to acknowledge the entries by his signature.

2.4 FLIGHT DECK COMMUNICATIONS

ON A/C ALL

Effective cross flight deck communication for two pilot crews is VITAL. Normal flight deck crew
communication will not require the use of intercom above FL200 on climb through to start of descent.
However, any time noise pollution is high, the crew should simultaneously don headsets and establish
communication.
Any time a crew member makes any adjustments, changes, etc. to any information or equipment on
the flight deck, he will advise the other crew member of his intentions and get an acknowledgement.
This includes, but is not limited to such items as changes in speed/mach, tuning navigation aids, flight
plan modifications, and selecting such systems as anti-ice and pack flow.
Normally PF will call for system selections (such as anti-ice). PM will action and inform PF accordingly,
e.g. “engine anti-ice on”. PF may make system selections himself when the situation requires, however
he must inform the other pilot at the first opportunity.

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When airborne, passenger announcements other than those which are "safety" related should be made
only in the cruise, except in the following circumstances:

• Following a go-around, subject to workload, a PA should be made from the flight deck before
commencing another approach. The PA should be brief as it supplements the SCA "go-around" PA.
• In the event that a landing at destination is not possible, the passengers should be informed when
workload permits.

2.5 STERILE FLIGHT DECK

ON A/C ALL

Refer to OM-A 8.0.1 STERILE FLIGHT DECK for policy and procedures.

2.6 COMMUNICATION WITH CABIN CREW AND PASSENGERS

2.6.1 Crew pre-flight briefing
ON A/C ALL

A joint cabin crew and pilot briefing is essential prior to the first sector of the duty or following a crew
change.

Refer to OM-A 1.4 AUTHORITIES, DUTIES AND RESPONSIBILITIES OF THE COMMANDER for the
description and content of the general crew briefing and crew debriefing after flight.

2.6.2 Coordination and communication on-board

ON A/C ALL

The primary way of communication between:

• the cabin crew and the flight deck crew is via the intercom.
• the occupants and the flight deck crew is via the PA and face to face.

Coordination and communication between the flight deck and cabin crew is normally between the
Commander and the SCA. For this reason the Commander should initiate the first call to the SCA when
airborne (after the RVSM entry check has been completed) with the FWD call button. (There may be a
delay in answering the call as cabin crew might already have started passenger service.)

However, in the interests of good CRM, it is important that all crew members feel able to communicate
freely where necessary. It is particularly important that those cabin crew members working at the rear
of the aircraft feel free to call the flight deck directly using the interphone system when necessary.
However, cabin crew must be aware that the flight deck crew are not linked to the cabin interphone
permanently and can take a few seconds to answer a call.

FIRST CONTACT
The Commander should initiate the first call from the flight deck to the cabin via the intercom (with the
FWD call button), after the RVSM entry check has been completed.

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NOTE
The SCA shall be preferably called after reaching cruising level, or when prolonged level flight is
expected. Calling the SCA during climb may degrade PM’s monitoring capacity and situational
awareness and may contribute to safety events such as loss of communications, level bust, or
TCAS.
In case the call is not received 25-30 minutes after take-off, the SCA shall call the Commander.

During this first call:

The Commander should inform the SCA about:

• the expected descent time and landing time

• expected flight conditions (turbulence)
• any special/requests from the flight deck crew members (including crew-meal concerns).

The SCA should inform the Commander about:

• any special assistance to be requested from ground handling (e.g. PRM passengers) and any
special issues in the cabin
• the expected start time of the catering service or about the fact that the catering service has already
started.

NOTE
If the catering service has already started the pilots shall be served after the service has ended.

COMMUNICATION VIA INTERCOM

When initiating communication from the flight deck, pilots shall :

• Be aware, that there may be a delay in answering the call as cabin crew might have already started
the passenger service
• Shall identify themselves as “FLIGHT DECK” at the beginning of the communication.

When initiating communication from the cabin, cabin crew shall:

• Identify themselves
• Be aware that the flight deck crew are not linked to the cabin interphone permanently and can take
a few seconds to answer a call.

COMMUNICATION VIA PA
Before making any communication over the PA (except for commands in an emergency), listen before
talking (not to block cabin crew’s announcements).

2.6.3 Flight deck door - Communication between flight and cabin crew
ON A/C ALL

Refer to OM-A 8.3.12 Admission to flight deck for flight deck access permission.

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In normal operations, from the time all external aircraft doors are closed following embarkation until any
external aircraft door is subsequently opened for disembarkation:

• The flight deck door is to be closed and locked, except when necessary to permit access and
egress by authorized persons.
• Number of entries to the flight deck should be reduced as much as possible as it might be both
disturbing for the flight crew and a negative factor for security.
• When the ‘SEAT BELT’ sign is switched ON, routine communication between flight deck and cabin
crew members should be done via interphone.
• Communication regarding to cabin status (secured/not secured) should be done via the ECAM
CABIN status feature (ECAM MEMO/”Cabin ready” pushbutton on FAP).
• Regular checks of the wellbeing of flight deck crew by SCA during cruise should be preferably made
by interphone as visits to the flight deck at regular intervals are a security hazard.

When cabin crew visit the flight deck, body cover (refer to CAM 1.5.3) procedure by cabin crew and
video camera identification by the flight crew are to be applied before opening the flight deck door.

Positioning crew members may travel in the flight deck at the Commander’s discretion.

In abnormal/emergency situations communication regarding the readiness of cabin shall be verbally

confirmed.

CAUTION
Pilots must check the ACP and RESET loudspeakers after interphone communication with the
cabin crew or after a visit by cabin crew to the flight deck.

PILOT LEAVING THE FLIGHT DECK

Refer to OM-A 8.3.10.4 Minimum number of persons on the flight deck for procedures.

WARNING
When CM2 leaves the flight deck, his seat must be moved to the forward position and seatback
must be fully upright in order to ensure unobstructed side movement of the cockpit jumpseat.
In case of need, cabin crew must be able to reach the quick donning oxygen mask. Being seated
and fastened, this might only be possible by sliding the observer seat to the right.

2.6.4 Flight progress awareness

ON A/C ALL

The following signals will be used by the crew to provide information on cabin status and flight
progress.

“CABIN READY” ECAM MEMO

Cabin secure for Take-off Cabin Crew to Pilots
green

PA: “CABIN CREW - TAKE

Take-off is imminent Pilots to Cabin Crew
OFF”

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After take-off (> FL100 and

aircraft pitch < 10 degrees):
Safe to commence service Pilots to Cabin Crew
Turning OFF or cycling OFF/ON
the 'Seat Belt' sign

Cycle 'Seat Belt' sign and PA

Start of Descent Pilots to Cabin Crew “CABIN CREW START OF
DESCENT”

'Seat Belt' sign on and PA

Before Landing (FL 150) Pilots to Cabin Crew “CABIN CREW PREPARE FOR
LANDING”

“CABIN READY” ECAM MEMO

Cabin secure for Landing Cabin Crew to Pilots
green

‘EXIT’ signs ON (Landing gear

Landing is imminent Pilots to Cabin Crew
down)

Refer to OM-A 8.0.1 Sterile flight

Sterile flight deck Pilots to Cabin Crew
deck

Aircraft parked and passengers

Pilots to Cabin Crew 'Seat Belt' sign OFF
may leave seats

Aircraft parked and passengers Cycle 'Seat Belt' sign OFF/ON

Pilots to Cabin Crew
must remain seated (see note below)

NOTE
Whenever passengers are to remain on board after the aircraft reaches the parking stand (e.g.
‘RETURN TO RAMP’ for maintenance or removal of disruptive passenger) it is to be considered
an abnormal situation and the SCA should be pre-briefed (NITS).

2.6.5 Cabin crew contact during emergencies

ON A/C ALL

Whenever possible, to avoid alarming passengers unnecessarily, the SCA should be called to the flight
deck using the normal crew call functions. However, if an urgent need to brief the SCA arises, the
Commander should make the PA announcement “CABIN CREW TO THE FLIGHT DECK” or use the
EMER CALL button. This will cause a triple Hi-Lo chime and flashing crew call lights in the cabin and
an EMERGENCY CALL message on Attendant Information Panels.

During the final stages of approach to an unprepared or prepared emergency landing, the following
calls are to be made from the flight deck using the PA system. Each call is to be repeated twice:

• “EMERGENCY STATIONS”: This call is made when passing about 1500 ft AGL/ASL to instruct the
cabin crew to take their assigned emergency seating positions.
• “BRACE”: This call is made when passing 500 ft AGL/ASL.

After landing (park brake set) or ditching, the call from the flight deck will be:

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• “ATTENTION CREW! AT STATIONS!”: (the cabin crew are trained to receive this call)

After ECAM or paper checklist, Commander will assess and decide, then either order:

• “EVACUATE”, or
• “CANCEL ALERT”: if the situation is under control and evacuation is not required.

NOTE
Preparing the cabin for an emergency landing means ‘being prepared’ due to foreseeable risks.
However, there may be situations when preparing the cabin for emergency landing does not
result in an evacuation. The Commander must always inform the cabin immediately after the
aircraft has come to a complete stop and set the parking brake, in order not to lose any time if
evacuation is required. Alternatively, to avoid unnecessary evacuation if the situation is under
control, the Commander should immediately cancel the alert.

2.6.6 Announcements to passengers

ON A/C ALL

Refer to OM-A 8.0.2 Announcements to passengers

2.7 STANDARD CALLS AND ASSOCIATED PROCEDURES

ON A/C ALL

Refer to FCOM/PRO/NOR/Standard Callouts

Standard phraseology is essential to ensure effective crew communication. The phraseology should be
concise and exact.

Auto callouts should not normally be acknowledged.

Do not rely on the auto callout function during any approaches for the callouts “ONE HUNDRED
ABOVE” and “MINIMUM”.

NOTE
When a company call/callout is specified as listed below, it overrides the Airbus call/callout.

2.7.1 Altimeter calls

ON A/C ALL
Refer to FCOM/PRO/NOR/SOP/Climb
Refer to FCOM/PRO/NOR/SOP/Descent/Descent Adjustment - Barometric Reference
Refer to FCOM/PRO/NOR/Standard Callouts/Summary For Each Phase

PM must make sure that the barometric setting is correct on:

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• both PFDs
• MCDU PERF APPR page (only when changing from STD to QNH for approach), and
• STBY ALT (set by CM1) are the same.

NOTE
In case of any discrepancy amongst QNH values set on MCDU PERF APPR page/STBY ALT/
PFD1/PFD2, the correct QNH value has to be verified with ATC.

Refer to OM-A 8.3.3.1 Altimiter setting procedures for non type related altimeter setting procedures

2.7.2 Altitude calls - V/S guidance

ON A/C ALL

The rate of climb/descent shall be limited to a value of the difference between the present altitude/level
(passing) and the cleared altitude/level (e.g.: when 3000 ft to go, rate should not be higher than 3000
FPM). During the last 1000 ft the rate should be limited to 1000 FPM.
When ATC rate restriction is applicable, it overrides this rule and the assigned rate shall be maintained
until reaching the cleared altitude/level.
Any time the rate is in excess of the value stated above and there is no ATC rate restriction in force,
PM shall call "RATE". PF is to immediately take corrective actions to reduce the rate.
PM shall announce "1000 TO GO" when passing 1000 feet above/below a target altitude/FL. PF shall
reply “FL (ALTITUDE)…/…FEET BLUE”. If PM does not make the call, PF is to initiate and PM is to
reply. This call is designed to raise the situation awareness in order for both crew members to monitor
altitude interception.
For enroute FL changes of 2000 ft or less, V/S mode is recommended with rate of 1000 FPM or less,
unless otherwise instructed by ATC. Be aware of performance limitations when climbing using V/S.

NOTE
The aim of altitude/level restrictions of instrument procedures or clearances assigned by ATC is
to provide traffic and/or terrain separation. By respecting the rules of rate limitations flight deck
crew will be able:

• to restrict rates of descent for the purposes of reducing terrain closure rate and
increasing recognition/response time in the event of an unintentional conflict with terrain,
and
• to reduce the chance of triggering an unnecessary TCAS RA.

To keep situational awareness PF should systematically check his ND for traffic and terrain
situation when changing level/altitude. OM-C Airport Briefings will also give valuable information
regarding possible terrain issues.

CAUTION
Never attempt to select V/S or ‘PUSH LEVEL OFF’ when the ALT* mode is engaged during climb
or descent.

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2.7.3 FMA calls

ON A/C ALL

Refer to FCOM/PRO/NOR/Standard Callouts/FMA

2.7.4 Approach calls

ON A/C ALL
Refer to FCOM/PRO/NOR/Standard Callouts/Summary for Each Phase - Approach and Landing

2.7.5 Flight parameter calls

ON A/C ALL
Refer to FCOM/PRO/NOR/Standard Callouts/Flight Parameters

Whenever the parameters listed in FCOM are exceeded a call must be immediately made by PM. The
PF must make an immediate correction and announce "CORRECTING". If the PF fails to correct the
exceeded parameter, the PM must repeat the call.

The following calls are applicable additionally to FCOM list:

• "PAPI" if more than one light high or low, when used for guidance (i.e. when too low, 4 reds or too
high, 4 whites).

NOTE
PAPI is a precision visual approach path indicator and may be used down to 50 feet.

• "VASI" if more than one light high or low when used for guidance (i.e. when all lines red or all white
lines).

NOTE
Depending on the type of VASI it may not be calibrated below 200 feet.

2.7.6 Control transfer

ON A/C ALL

Refer to FCOM/PRO/NOR/Standard Callouts/PF-PM Duties Transfer

If an unplanned and/or unbriefed takeover of flight controls is necessary by either pilot during manual
flight, the side stick takeover pushbutton must be pressed and held until transfer has been confirmed or
for 40 seconds, whichever is shorter.
No controls inputs are to be made by the non-handling pilot.
In manual flight, if the aircraft flight path does not obey pilot inputs at any time, the takeover pushbutton
is to be pressed and held. If the irregularity continues, control is to be transferred to the other pilot until
the AP is engaged.

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2.8 WIZZ AIR APPROACH STABILISATION CRITERIA

2.8.1 Stabilisation criteria for instrument and visual approaches
ON A/C ALL

The required stabilisation criteria shall be discussed as part of the approach briefing together with any
abnormal/emergency conditions that may require deviation from any element of the stabilisation
criteria.
For all approaches, the Commander shall ensure that the aircraft speed, configuration and descent
profile are managed to comply with the stabilisation criteria.
Timely configuration is essential to ensure the stabilised approach criteria are met, as the majority of
unstable approaches result from late configuration and/or poor energy management.
Other than circling approaches, the stabilisation criteria below shall be met the latest by 1000 feet AAL
(in VMC and IMC and visual approach).
A go-around is mandatory if the below criteria are not achieved.

Except for circling approaches, fully stabilised is defined as:

1) Established on the correct lateral and vertical flight path for the approach being flown.
Rate of descent not greater than 1000 fpm, unless stated otherwise in OM-C.

2) Aircraft is in the planned landing configuration.

3) Ground Spoilers are in the armed position.

Speed brakes must not be used below 1000 feet AAL.

4) Aircraft Speed is Approach Target Speed -5/+10 kts.

Transitory speed fluctuations are acceptable due to atmospheric disturbances or slow A/THR
response.

5) Stabilised Approach Power.

6) Landing Checklist (ECAM MEMO) completed.

Below 1000 feet AAL, PF must keep his hand on the thrust levers unless making FCU selections
Complying with the stabilisation criteria must be respected as a limitation and not a target.

CAUTION
The performance of a “360” or an “orbit” is not allowed:

• For the purpose of meeting stabilisation criteria, while

• Below MSA (any such maneuvers must be finished before descending below applicable
MSA).

The purpose of orbits/360 is traffic sequencing. ATC may require such a maneuver. In that case it
can be performed as long as above MSA or under radar vectoring.

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2.8.2 Stabilisation criteria for circling approaches

ON A/C ALL

For approaches requiring a visual circle to land:

At 1000 feet AAL, or at the MDA whichever is higher, all stabilisation criteria stated in 2.8.1 shall
be met with the exception of:

• Final Flap selection (if landing in CONF FULL)

• Ground Spoilers armed
• Landing Checklist (ECAM MEMO) completed

At 500 feet AAL, all stabilisation criteria shall be met.

A go-around is mandatory if either of the above are not met.

NOTE
A go-around from a circling approach shall follow the missed approach procedure of the initial
instrument approach, unless an alternative action has been discussed and agreed with ATC.

2.8.3 Mandatory missed approach/go-around

ON A/C ALL

A go-around is mandatory in the following circumstances:

• If passing 1000 ft AAL, the last received RVR/visibility value is below the applicable minimum
(approach ban)
• If it is obvious that any component of the stabilisation criteria will not/has not been achieved by the
required point
• If the approach becomes unstable below the required point
• At any time it is ordered by the PM on the grounds of safety.

NOTE
Complying with the stabilisation point must be respected as a limitation and not as a target. The
required stabilisation point (baro altitude reference) should be discussed as part of the approach
briefing together with any abnormal/emergency conditions that may require deviation from any
element of the stabilisation criteria.

2.9 FLIGHT MANAGEMENT AND GUIDANCE SYSTEM\

2.9.1 Autopilot and Flight Director
ON A/C ALL

The FMGC has two functions:

• The two FG (Flight Guidance) functions:

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- Autopilot (AP) and Flight Director (FD).

- Autothrust (A/THR).
• The FM (Flight Management) function.

The design objective of the AP and FD is to provide assistance to the crew throughout the flight by:

• Freeing up the PF from routine handling tasks, and thus providing time and resources to assess the
overall operational situation.
• Providing the PF with adequate attitude or flight path orders, with the flight director symbol on the
Primary Flight Display, so as to facilitate accurate handling of the aircraft.

"FD OFF" take-off with serviceable FDs is not permitted. FPV/FPD must not be used for take-off or go-
around.
When selected ON, flight directors are to be followed, otherwise they must be removed. FDs must
never be selected ON on only one side. When they are commanded OFF by the PF, both FDs must be
deselected simultaneously by the PM.

When flying a visual approach, if not using FD orders, turn off the FD.

Except for AP unavailability or poor AP performance, hand flying the aircraft should be limited to the
initial take-off, descent below FL100/10000 ft, approach and landing. Subject to the approval of the
Commander, intentional hand flying for pilot proficiency is encouraged, however it should only be
undertaken in suitable weather conditions and low workload environments.

AUTOPILOT DISCONNECTION POLICY

Refer to FCOM/LIM-AFS-10
Regardless of the displayed FMA landing capability, if CAT 1 minima is inserted into the FMGC for the
approach flown, the A/P shall be disconnected latest at 160 ft AGL (minimum A/P use height).

RAW DATA
The term ‘RAW DATA’ is used in Airbus documentation for reference to navigation information
displayed on indicators without being processed by FMGCs. The source of this information may either
be ILS LOC, ILS G/S, VOR, DME or NDB.

An approach based on raw data can still be flown with:

• AP and FD on (e.g.: TRK/FPA NDB APPROACH) or

• AP and FD off (e.g.: ILS RAW DATA APPROACH) or
• AP off, FD on (e.g.: the end of ILS approaches after AP disconnection). All ILS approaches are
based on ‘RAW DATA’ irrespective of the use of AP/FD as the reference is the ILS LOC-G/S which
is not computed by the FMGC, but comes directly from ground sources.

Airbus FCTM and OM-B refers to ‘ILS RAW DATA’. This approach is flown with:

• AP and FD OFF.

2.9.2 FCU altitude selections

ON A/C ALL

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SID
When flying an SID, it is Wizz Air policy to set the next published level (altitude) e.g.: when flying a SID
with STEP climb, set only the first stop altitude. On passing the first restriction, or when further cleared
by ATC, reset the FCU altitude and resume climb.
STAR
When flying VIA A STAR with altitude restriction(s), flight crew may take advantage of the Managed
Descent mode (DES). It is the crew responsibility to ensure that autoflight system will comply with all
altitudes constraints by checking FMA and PFD/ND indications as per FCOM.

On occasions ATC might clear the aircraft above the transition altitude or below the transition level and,
after the crew have reset altimeters to STD or QNH respectively, ATC may cancel the previous
clearance and request the aircraft to maintain a re-assigned altitude (climbing) or FL (descending).
When this event occurs the crew must positively reset the altimeters to QNH (climbing) or STD
(descending) and repeat the altimeter crosscheck procedure.

CAUTION
Immediately after take-off, never rely on an FMS ‘ALT CSTR’ to level the aircraft. In the event of
HDG mode engagement the ALT CSTR would be ignored and an altitude bust could occur. The
first ‘STOP’ altitude on a SID must be set on the FCU.

2.9.3 Autothrust/manual thrust

ON A/C ALL

A/THR should be used in high workload /adverse weather environments unless its performance is
unsatisfactory. It is a company requirement that A/THR, if available, must be used for:

• Non Precision Approaches (NPAs).

• Any approaches flown with FDs OFF.

There are no formal restrictions in the use of manual thrust other than to comply with the requirements
listed above. When suitable conditions exist, the use of ‘practice’ manual thrust is permitted at the
Commander’s discretion.
Unless autothrust is disconnected in response to unsatisfactory performance, its pre-planned use must
be agreed on and briefed. It is recommended that managed speed be used when flying manual thrust
in order to have GS Mini protection.

Pilots should fly Green Dot, S, F and VAPP/VAPP TARGET according to the configuration. VAPP TARGET
may be above the F speed and must be respected.

2.9.4 Flight Management System (FMS)

ON A/C ALL

Refer to FCOM/PRO/NOR/SRP/FMS

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2.9.5 Flight control monitoring

ON A/C ALL

Either pilot must always be ready for take-over of flight controls when conditions dictate, therefore, PM
must guard the side stick by lightly resting his hand on the stick for take-off and landings below 1000 ft.

During take-off:

• When CM1 is PF, CM2 should lightly rest feet on the rudder pedals with heels on the floor.
• When CM2 is PF he is to have his feet on the bottom of the rudder pedals with heels on the floor.
• A rejected take-off (RTO) will always be done by CM1, therefore CM1 is permitted to have feet fully
on the rudder pedals.

CAUTION
If CM1 decides to have his feet fully on the pedals, inadvertent disconnection of autobrake may
occur during RTO.

During landing:

• For landing, PF (CM1 or CM2) is permitted to have feet fully on the rudder pedals.
• For landing, it is recommended that PM (CM1 or CM2) should lightly rest feet on the rudder pedals
with heels on the floor.

NOTE
For strong cross winds on landing (> 20 kts) or landing on slippery or contaminated runways the
use of autobrake with heels on the floor is recommended to aid in directional control after
touchdown.

2.10 FLIGHT DECK GENERAL

ON A/C ALL

Screens are not to be touched with fingers, pens, etc. and are to be cleaned only with special tissues –
never with preparations containing alcohol. FCU knobs and display windows may only be cleaned
before the flight until the start of take-off briefing due to the possibility of inadvertent FCU selections.

Nothing can be placed on the glare shield at any time.

No liquids are to be passed over the pedestal.

Cups filled with liquids must be placed in the designated cup holders at all times with safety lids
attached.

No bottles are to be placed on the flight deck floor at any time, either by cabin crew or pilots. They must
be placed in the lateral stowage compartments. After use, pilots will place the bottle back into the
lateral stowage.

Heavy loose items (more than 1.5 kg) in the flight deck are not allowed. Bags and boxes have to be
strapped/secured in their place. Pilot bags are considered to be secured when they are stowed at their
dedicated place (by the pilot seats).

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Light loose items (meal boxes, water bottles) must be stored in the side stowage. Placing any item
close to the flight controls, onto the floor or under the sliding window is not allowed as they can get
stuck and pose danger in unexpected situations.

CAUTION
Heavy objects may cause damage or inadvertent switching if accidently dropped on the center
pedestal and any object placed on the pedestal may also cause inadvertent switching. Avoid
where possible holding or passing heavy objects such as the EFBs directly over the center
pedestal and avoid placing any object such as the QRH or catering trays directly on the pedestal.

The flight deck is to be kept tidy and any documents used during flight are to be returned to their
designated storage at the end of a flight rotation:

• Individual Side Stowage – QRH.

• Port Rear Document Stowage – Flight deck document folders.
• Wardrobe – Manual Load sheets.

The recommended mode of seat adjustment in-flight is electrical.

Tray tables are to be stowed for both PF and PM:

• On departure before entering the runway until reaching 10,000 ft/FL100.

• On arrival from FL100/10,000 ft until the runway is vacated.

Push button switches are to be handled in a gentle, slow and positive manner. “Stabbing” them often
results in no selection.

Flight control checks are to be carried out in a slow and positive manner without ‘slamming’ the side
stick against the stops and pausing briefly at each position. Rudder checks should be carried out gently
to avoid lateral fuselage movement whilst cabin crew is conducting the safety demonstration or checks.
Flight control checks should be carried out in a random manner (starting in different directions) in order
to avoid automatism.

The side console waste bin is not to be used for any liquids or food and must be emptied by the crew at
the end of their rotation.

Smoking is strictly prohibited on the aircraft.

PEDs (Personal Electronic Devices):

• The company objective is to ensure that certain non-essential activities do not degrade task
management on the flight deck or contribute to loss of situational awareness.
• Crew members should evaluate their personal practices, including those regarding the PEDs, to
ensure they do not distract from, or interfere with, duties and responsibilities related to the flight.
• It is strictly prohibited to use more than one PED at any one time.

The carriage and use of personal unofficial copies of operational documentation is discouraged, as
there is no formal update system for such items.

EFBs: Refer to 2.12 - FLIGHT PHASE RELATED PROCEDURESor EFB storage.

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2.10.1 FMGC rules

ON A/C ALL

Only one pilot is to make MCDU entries at any one time (one head up).
No FMGC inputs should be made by PF when flying manually. The same rule applies with AP engaged
below 10000 ft/FL100. PF should not make any entries in the MCDU scratchpad related to PM duties
below 10000 ft/FL100 (e.g. radio frequencies).

Neither pilot should make complex FMGC programming below MSA.

‘Administrative’ tasks in the FMGC, e.g. clearing Rad Nav selections, should be delegated to PM on
command of PF.

The ‘TO’ waypoint should be clearly identified at all times (MCDU and ND). Therefore the use of
‘DIRECT TO WITH ABEAM WAYPOINTS’ is discouraged unless there is a good reason to use it
(keeping altitude constraints for example). After entering a DIR TO… the PF is to read ND and FMA
and to confirm “… NAV”.

FCU selections should generally be made monitoring the ‘demand’ on PFD/ND, not by looking at the
‘request’ on the FCU.

Cost Index (CI):

• En-route to destination, standard case: By default, the standard cost index shall be used. The
standard cost index may be overridden by CI published in CoNOTAM, or by tactical CI. Refer to
Cost Index policy for priority policy
• En-route to destination, tactical cost index: When the use of tactical cost index is known well in
advance, it will be set by OCC on the OFP which is printed out by the crew at the start of the
rotation. If not known in advance, crew will receive a flight plan and fuel figures via ACARS,
additionally GHA (handling agent) will provide revised hardcopy of OFP. Tactical cost index given by
OCC can be between 0-999. The value should be kept for climb, cruise and descent (no reduction
during climb).
• Diversion, all cases: all diversions should be made at CI 0.

NOTE
Planned fuel figures and cruising level can differ significantly for high cost index values, therefore
it should only be used on the subsequent leg(s), when new flight plan details are available.

Managed speed should be used unless:

• Otherwise instructed by ATC.

• Turbulence is encountered (particularly important at high cost index values).
• Required for energy management during descent.

Using the FMGS RTA function inflight is not allowed unless requested by ATC or OCC. Use of FMGS
RTA function may change fuel consumption. Check FMGS predictions if used.

At the end of a flight rotation, waypoints etc. created are to be deleted (DATA – A/C STATUS).

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2.10.2 EGPWS
ON A/C ALL

TERR on ND should be selected on PM ND when operating into/out of airports with significant terrain
in the vicinity whenever weather radar is selected on PF ND.
If weather radar is not required it is recommended that TERR on ND is selected on both NDs.

2.10.3 Weather radar and weather avoidance

ON A/C ALL

As a general rule weather radar image should be used and displayed at least on one ND from take-off
until landing, particularly at night.
The weather radar may be turned OFF only when there is no possibility of weather threat until landing.
Normally weather radar is displayed on PF ND.
If TERR on ND is not required it is recommended that weather radar image be displayed on both NDs.

For weather avoidance procedures:

Refer to OM-A 8.3.8.1 Weather avoidance

For the description and use of the weather radar system, refer to FCOM/DSC-SURV-Weather Radar

2.10.4 ACARS
ON A/C ALL

Use of ACARS for direct company communication is encouraged when required.

Use of ACARS for weather updates at destination and alternate airports is recommended when in busy
airspace to avoid having one pilot off-frequency. However, VOLMET or weather received via ACARS
never replaces ATIS. ATIS reports (may) contain (operational) information which is not included in
ACARS or VOLMET.

Several cases apply when ACARS communications support the operations. For example, to notify the
company of a weather diversion or a crew experiencing an in-flight failure to seek recommendation of
best diversion option in case the destination does not have proper maintenance support.

Free text messages must always include flight number as signature. If a message is sent from an area
without coverage before landing, the message will be sent after the aircraft is airborne again and
reaches a coverage area and can result in confusion with OCC or MCC. Never assume that a message
was read by OCC or MCC until feedback is received.

NOTE
Use of ACARS during descent is strongly discouraged and must be considered only if an
immediate operational reason is required. Use of ACARS must never compromise safety.
Standard task sharing applies at all time.

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2.10.5 Transponder/TCAS
ON A/C ALL
For a detailed description of the Transponder Panel, refer to FCOM/DSC/SURV - ATC/Controls and
Indicators/Control Panels
For a detailed description of the TCAS Panel, refer to FCOM/DSC/SURV/TCAS - ATC/TCAS Panel
ATC organizations request mode "S" transponder and TCAS to be operated according to precise rules.
The following settings require care

Selectors Operation

FCOM/PRO/NOR/SOP/At
Before Push
Pushback/Start Clearance
Departure
FCOM/PRO/NOR/SOP/Before
Entering RWY
Takeoff

FCOM/PRO/NOR/SOP/After
Leaving RWY
Landing
Arrival
Reaching Parking FCOM/PRO/NOR/SOP/Parking

TRANSPONDER CODE: on departure, the assigned code should be selected as soon as received
from ATC. On arrival, code 1000/2000* should be selected when reaching the final parking position.
See eRM AOI for details about which code to select.
ALTITUDE REPORTING: For flight in RVSM airspace, the altitude data must be taken from the PF side
(e.g. SYS 1 if CM 1 is PF, SYS 2 if CM 2 is PF).
TCAS VERTICAL SCAN DURING FLIGHT: 'Above' is recommended for the climb phase and 'below' is
recommended for descent. For cruise, 'below' is recommended, or one 'above' and one 'below' on
aircraft equipped with this option.

2.10.6 Voice communication rules

ON A/C ALL

GENERAL
English language to be used for all operational communications.

Between TOC and TOD all ATC frequencies shall be recorded on the OFP, with time of first call.
Frequency and time is to be noted in the FIR navigation log row or on the right hand side of the OFP, if
the frequency is allocated within an FIR.
When entering an FIR, a radio contact must be initiated by the crew if no radio transfer was initiated by
the ATC. FIR boundaries are visible on the enroute charts and OFP’s. In addition, the estimated
enroute time (EET) to each FIR boundary is available in the OFP (part of the FPL, OFP page 2).

In case of any doubt, confusion or problems regarding ATC communication:

• the crew should don headsets and perform a radio check with ATC
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• re-confirmation of clearance must be requested. When requesting confirmation, never state the
suspected or questioned value. Instead use: "CONFIRM CLEARED LEVEL/ALTITUDE" or
"CONFIRM LAST CLEARANCE".

A radio check shall also be performed, whenever one of the crew members has lost consciousness
about the time elapsed since last radio call or if the aircraft crossed a FIR boundary without being
transferred by ATC. Alternatively, should the radios seem unusually quiet according to the time of day/
airspace being traversed, the crew should perform a radio check.

In case the radio check is not successful, the crew must call immediately on 121.5.
Emergency frequency 121.5 is monitored by all ATC and the military. A call on the emergency
frequency will permit all involved parties to understand the situation of the aircraft. The call must be
clear and concise: " CONTROL, WIZZ SKY---ON 121.5, FL--- , SQUAWK--- , RADIO CHECK". Once
contact is established request instructions for new frequency.

In case of loss of communication, the last frequency where the communication was lost and first
frequency where the communication was re-established shall be recorded by the crew for further
investigation.

SPLIT COMMUNICATION
During normal operations, the ATC frequency is monitored by both pilots. PM is responsible for radio
transmission.

A split in communication may be necessary due to PM:

• copying weather information

• communicating with cabin or ground operations
• monitoring secondary communication frequency
• performing abnormal procedures.

During this period PM transfers active ATC communication to PF:

• there is no more back-up

• both pilots must wear headsets
• loud speakers must be reduced (not below ‘9 o’clock’)
• PF is to strictly monitor active ATC frequency
• PF monitoring ATC and at the same time listening to other communications is STRICTLY prohibited.

When "back in the loop", PM must be briefed about any new clearance or change in frequency.

ATC CLEARANCES
The monitoring of ATC clearances by both pilots is of the utmost importance, especially in avoiding
altitude/level busts. Should there be any doubt about a clearance, or where one pilot did not hear the
clearance, then confirmation must be requested using the phrase "CONFIRM CLEARED LEVEL/
ALTITUDE" or "CONFIRM CLEARANCE" without mentioning the value or instruction.
ATC departure clearance is to be copied preferably during flight deck preparation. However at some
airports, the clearance is only provided during taxi.

In all cases, clearance is only to be copied when both pilots are monitoring. If ATC proposes the
clearance while one pilot is unavailable (walkaround, one pilot busy with other communication, etc.),
the proposal will be refused by advising ATC to "STANDBY".

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Pre-departure PM requests and records the clearance on the OFP while PF sets (in the following order)
ALT/FL, checks/sets F-PLN in MCDU, sets the transponder and informs PM of the settings, e.g. "4000
BLUE, CLACTON 7B, SQUAWK 1323 SET". PM will crosscheck the details on the OFP and announce
"CONFIRMED".

During taxi – PM 'records and sets' the clearance and informs PF of the settings in the order above.

CAUTION
When receiving a clearance from ATC and the aircraft is approaching the active runway for
departure, do not be rushed by 'perceived' time pressure. If a clearance is complex or unclear,
accept the delay, crosscheck and reconfirm with ATC as required.

If an instruction is communicated by ATC while on ground and only one pilot is monitoring, the
instruction must be reconfirmed by ATC as soon as second pilot is back in the loop. Strictly no "lineup,
enter/cross active runway or take-off" clearance can be accepted if only one pilot is monitoring.

RULES FOR WEARING HEADSETS

Each flight crew member required to be on flight deck duty should wear a headset with the boom
microphone in order to have it available for use for all voice communications:
whilst on the ground with engines shutdown:

• when receiving the ATC departure clearance via voice communication or,
• when communicating with ground staff

Each flight crew member required to be on flight deck duty shall wear a headset with the boom
microphone:

• when engines are running

In flight:

• from take-off until FL200 and from the top of descent until parked and,
• receiving inflight ATC re-route clearances
• whenever deemed necessary by the Commander.

PM should wear headset in case a member of the cabin crew enters flight deck.
PF shall wear headset, when PF/PM communication duties are split (e.g.: PM is talking to SCA or
receiving ATIS).

COM CHECK
PM will have to perform a 'COM check' each time after:

• A headset is removed or
• Split communication (e.g.: ATIS monitoring, or communication with GH/SCA) has ended.

'COM check' comprises of checking all:

1) ACPs (hot mike setting, transmission keys, reception knobs)

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2) RMPs (121.5 set)

3) Loudspeakers volume

PM then will announce: "COM CHECKED"

LOUDSPEAKERS
Loudspeaker knobs shall never be reduced below 9 o’clock position.
In the case of noise pollution on 121.5, volume will be reduced (not below 9 o’clock position) but must
not be switched off.

ACPs
Unless the aircraft is dispatched under the MEL, the standard ‘push to talk’ trigger on the sidestick
should be used for interphone/radio on the ground and in-flight. The INT/RAD switch on the ACP is
normally only used for ‘hot mike’ selections (using headsets) from the commencement of the ‘AFTER
START' checklist until the removal of headsets in-flight or after parking.

NOTE
During the use of the oxygen mask, deselecting the ‘hot mike’ feature will avoid ‘breathing’
interference.

CAUTION
When switching hot mikes off ensure No. 3 ACP hot mike is also deselected.

RMPs
121.5 shall be tuned and monitored on VHF 2 from start of taxi. It will be crosschecked before entering
RVSM airspace during RVSM entry check.
VHFs are to be tuned with the onside RMP. Tuning VHF 1 with RMP 2 is not permitted except in case
of RMP 1 failure.

USE OF VHF 2 OTHER THAN GUARD (121.5)

Necessary weather information should always be obtained during cruise flight. In good weather on
short sectors, this may be limited to the destination ATIS only. Only in exceptional circumstances such
as poor or deteriorating weather conditions, should weather information be obtained during the descent
or holding and provided this is kept to the minimum necessary.

The following safeguards should be adhered to:

• Consider the use of ACARS for en-route weather checks.

• Do not use VHF 2 for weather checks approaching or crossing FIR boundaries or in busy airspace.
• Calls to handling agents/OCC should only be initiated out of sterile flight deck phase, preferably in
the cruise. If contact cannot be achieved 15 NM before the top of descent, no further attempts
should be made unless prolonged low level of workload is expected (e.g. a stepped descent into the
terminal area, or continuous descent with remote clearance limit received). If these safeguards
cannot be adhered to then consider a call to the agent after landing, when taxiing to stand, or omit
the call altogether.

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2.10.7 Pack flow policy

ON A/C ALL

GENERAL

Wizz Air has conducted an extensive study on using pack flow settings. The result of this study has
proved, that using the below settings during the flight until reaching top of climb will save fuel while still
complying with certification basis (ACJ 25.0831) and providing surplus airflow compared to a dispatch
scenario (MEL) with one pack only.

PACK FLOW SETTING TO BE USED

For A321neo/ceo in normal operations:

• Set pack flow “LO”/"ECON ON" if number of passengers (adults + infants) in passenger cabin:

Until T/C After T/C

A321 CEO/NEO A321 CEO/NEO

<225 <162

(1)These numbers override numbers published in FCOM.

• Otherwise set “NORM”/ "ECON OFF".

Commander may override the above policy anytime in the interest of:

• Safety (as required by MEL, or abnormal procedures)

• Temperature control (high number of passengers combined with high temperatures, long taxi, long
flight etc.).

2.10.8 Cost Index policy

ON A/C ALL

COST INDEX/SPEEDS PRIORITY POLICY:

1) Tactical CI

• May be determined by OCC.

• This CI overrides standard, or any non-standard speeds/CI published in other sources.

2) Any non-standard speeds/CI

• May be published in CoNOTAM.

• This CI overrides standard speeds/CI.

3) Standard CI

A/C Variant Flight phases

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Climb above FL100 Cruise Descent

A321 NEO 6 6 6

A321 CEO 0 15 15

2.10.9 EFB
2.10.9.1 General EFB guidlines
ON A/C ALL

Flight crew must pay attention to flight conditions and situations when appropriate and must not use the
EFB when it might interfere with the safe operations of the aircraft or is prohibited by applicable law.

Charging Practice
The power consumption of the screen and its backlight lower the charging speed of the EFB. In order
to conserve power or increase charging speed, crew are advised to switch the screen off, or reduce the
brightness (while maintaining a level which allows use of the EFB).

Device Temperature Management in Direct Sunlight

IT IS NOT PERMISSIBLE TO STORE THE EFB DEVICE ON THE FLIGHT DECK GLARESHIELD!
Exceptionally, devices can overheat when left in direct sunlight for extended periods of time, rendering
the EFB unusable. To avoid this, the following options are available:

• Avoid direct sun exposure by using the sunshades in the sliding window
• Remove the device temporarily from the mount and let it cool in a safe location, preferably near the
outlet of the Air-conditioning

Screen glare was reported occasionally, which hinders readability. If this happen, the EFB device can
be tilted/rotated slightly to avoid the glare.

Personal use of EFB

EFB is to be used for operational purposes only during all periods of a flight crewmember's flight duty.
For periods outside of that duty, the EFB may be used as a personal device. Personal use of the device
is allowed within reason and until such time this freedom is not abused by the user. Personal use of the
EFB must not affect the device memory to such extent that might render the device unusable for
operational use.
The device must not be used in a way that may damage the company's reputation.
Flight crew must endeavour to report for duty with their device charged and in good condition. For
minimum charge levels before duty Refer to FLIGHT PREPARATION.
Unacceptable use and non-compliance will be tracked by the EFB Admin.

Reporting of abnormalities/discrepancies
Any EFB defect, degradation, abnormality (including unintended or contingent use) is to be reported via
Intelex and to [email protected] as soon as practical.

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2.10.9.2 Spare EFB devices

ON A/C ALL

Spare EFB devices are kept and charged in PIN locked safes at each base. Flight Crew have the
ability to take a spare device or devices from the safe for temporary use in case of broken or missing
pilot device(s).

Procedure to access the safe and use a spare EFB device

• Obtain access code from Navigator (Located at OCC, refer to: OM-A 2.3 Operations Control Centre
(WAC OCC) for contact information)
• Open the safe using the access code
• Check and verify that the spare EFB device intended for use has no INOP sticker present. Do not
use a spare device with an INOP sticker present.
• Check the battery charge level
• Check application version and database content and update if necessary
• Fill and sign a handover form. Leave the form in the safe.
• Take the device for duty
• Lock the safe using the access code

Procedure to return the spare EFB device

• Open the safe using the access code

• Lock the spare EFB device
• Place the device in the safe and connect to the charger
• Fill and sign a handover form. Leave the form in the safe.
• Lock the safe using the access code

NOTE
Spare EFB devices must be returned to the safe after each rotation!

2.10.9.3 EFB device charge

ON A/C ALL
Section replaced by Temporary Revision
Flight crew have to make sure that their devices are charged before duty in accordance with FLIGHT
PREPARATION

In case battery charging is required on board:

• Connect the EFB charger and cable to the EPS Outlet

• Make sure the plug is fully pushed in
• Charge EFB device preferably on ground or during cruise. If charging in cruise, EFB must be
stowed in the side stowage so that no loose cables can interfere with the operation of the aircraft
controls.

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2.10.9.2.10.9.3 EFB device charging

ON A/C ALL

Flight crew have to make sure that their devices are charged before duty in accordance with 2.11 Flight
Preparation

In case battery charging is required on board:

• Connect the EFB charger and cable to the EPS Outlet

• Make sure the plug is fully pushed in
• Charge EFB device preferably on ground or during cruise. No loose cables may hang from the iPad
EFB, if aircraft is not equipped with a fixed charging cable, EFB must be stowed in the side-stowage
during charging.

2.10.9.4 Airport not Under Regular Supervision (NURS) check

ON A/C ALL

At some airports, a note may be added to the end of the description of the engine failure procedure:
“Airport not under regular supervision”.

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Figure 2.10.9.4-1:

In case of the note “Airport not under regular supervision” is shown (i.e. the result of the Airport NURS
check is ‘failed’), Refer to:

• Before leaving the briefing room: 3.26.1.2 - Software related procedures

• After leaving the briefing room: 3.26.2.2 - Software related procedures

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NOTE
The Wizz Air Flysmart airport database contains “supervised” data for bases, destinations and
major alternates only. This means, that the obstacles and airport characteristics are actively
monitored (latest NOTAMS included) and the data is operationally usable.
The database also contains many other airports which are often not “supervised”. This fact does
not necessarily mean that the data cannot be used. Contact the Duty Manager for information.
In the notes field below the EFP/Special EFP description, a separate line indicates that the airport
is NURS with the following statement: “Airport not under regular supervision!”.
The absence of the statement means that the airport is regularly supervised for Wizz Air
operations.

2.11 FLIGHT PREPARATION

ON A/C ALL

Section replaced by Temporary Revision

FLIGHT DOCUMENTS
The official sources for flight preparation of flight documents are ‘LIDO Flight Briefing’ and AIMS.
Pilots are to be familiar with the relevant charts and OM-C Airport Briefings. Journey log contains
“Route&AD comp” field to record route and aerodrome competence.

• Refer to OM-A 8.1.3.7 for procedures.

NOTE
Standard check-in time is calculated on the assumption, that flight preparation and flight deck
preparation includes time for the required 'routine' self-study of OM-C ARP before flights. In case
of special circumstances, the time allocated for the self-study shall be extended as required for
safe and thorough preparation. In case of delay resulting from extra time allocation, the
appropriate delay code shall be used in AIMS post-flight report.

EFB DEVICE

Required battery charge level when reporting for duty is at least 70%, as the primary source of power
for the EFB system is the battery. As an alternative, flight deck electrical power source sockets may be
used, but due to its possible unavailability (e.g. due to MEL), crew should not rely on charging the
device on board. Consider battery level and flight length when determining the availability of the EFB
for your entire flight duration. Moderate use of the EFB will result in approximately 7% battery
discharge per hour.
In case the battery charge level is below 70% and charging in the briefing room will not result in
reaching 70% Refer to 3.26.1.1 - Hardware related procedures.

EFB APPLICATIONS UPDATE

Refer to Comply365 EFB - Electronic Flight Bag/EFB Application Update Guide for detailed guidance.
The following applications must be updated before duty:

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• Lido mPilot Application

• Flysmart+ Application
• Comply 365 Application

Detailed information on each application, including on how to update them can be found in the training
material located in Comply365/EFB - Electronic Flight Bag

EFB APPLICATIONS CHECK

Flight crew members are to arrive at the briefing room before duty with their EFB devices updated. If for
any reason it is not possible, this time should be the latest when the update is performed. The EFB
database must be up-to-date when commencing the first flight of the day.
Standard update of the device should be performed using a WiFi connection. Updating the EFB device
is possible through mobile network (3G/4G) as well, but this option is discouraged due to time
constraints.

mPilot check:

• In case a green circle with a white tick is depicted in the right upper corner of the screen, the
application is up-to-date
• In case a yellow triangle with a white exclamation mark is depicted, there is a new database
available on the server and/or there are 7 days or less until the current database expires. Check if
the validity period of the data in the status window covers the flight duty period. If it doesn’t, Refer to
3.26.1.2 - Software related procedures
• In case a red octagon with a white cross is depicted, Refer to 3.26.1.2 - Software related
procedures.
• Select the appropriate departure, destination and alternate airport pages and enter route as
required. (This action may be deferred to flight deck initial cockpit preparation stage)

Flysmart+ check:

• Launch Flysmart Manager and check the EFB Version is up-to-date, according to the CoNotam
published in the briefing package, for all flight crew members.
• If discrepancy is found between the CoNotam and Flysmart+ version, Refer to 3.26.1.2 - Software
related procedures
• Select aircraft registration and insert flight number on My Flight page
• Perform dispatch landing distance calculation, if required Refer to Dispatch landing considerations

Comply365 Application check:

• The below publication must be up-to-date, and their revision dates must be crosschecked with the
CoNotam published in the briefing package detailing revision dates.

- AFM
- FCOM
- FCTM
- MEL
- OM-A
- OM-B
- OM-C
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- OM-C Airport Briefings

- LVO and CAT I Autoland Tables
- DOW/DOI Tables
- Temporary Airport Charts (if applicable for the route)
- Crew Orders
- EFB Policies and Procedures Manual

Normally updating the device before leaving the accommodation for duty is sufficient to make sure that
all the publications necessary for the flight are up-to-date when commencing the duty. Consideration
should be given to the timely commencement of the update process, as after long leaves, there may be
many updates, requiring increased time for the update process to be completed.

2.11.2.11 FLIGHT PREPARATION

ON A/C ALL
FLIGHT DOCUMENTS
The official sources for flight preparation of flight documents are ‘LIDO Flight Briefing’ and AIMS.
Pilots are to be familiar with the relevant charts and OM-C Airport Briefings. Journey log contains
“Route&AD comp” field to record route and aerodrome competence.

• Refer to OM-A 8.1.3.7 for procedures.

NOTE
Standard check-in time is calculated on the assumption, that flight preparation and flight deck
preparation includes time for the required 'routine' self-study of OM-C ARP before flights. In case
of special circumstances, the time allocated for the self-study shall be extended as required for
safe and thorough preparation. In case of delay resulting from extra time allocation, the
appropriate delay code shall be used in AIMS post-flight report.

EFB DEVICE

Required battery charge level when reporting for duty is at least 70%, as the primary source of power
for the EFB system is the battery. As an alternative, flight deck electrical power source sockets may be
used, but due to its possible unavailability (e.g. due to MEL), crew should not rely on charging the
device on board. Consider battery level and flight length when determining the availability of the EFB
for your entire flight duration. Moderate use of the EFB will result in approximately 7% battery
discharge per hour.
In case the battery charge level is below 70% and charging in the briefing room will not result in
reaching 70% Refer to 3.26.1.1 Hardware related procdures

EFB APPLICATIONS UPDATE

Refer to Comply365 EFB - Electronic Flight Bag/EFB Application Update Guide for detailed guidance.
The following applications must be updated before duty:

• Lido mPilot Application

• Flysmart+ Application (including eQRH application)
• Comply 365 Application
• Aviobook Application

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Detailed information on each application, including on how to update them can be found in the training
material located in Comply365/EFB - Electronic Flight Bag

EFB APPLICATIONS CHECK

Flight crew members are to arrive at the briefing room before duty with their EFB devices updated. If for
any reason it is not possible, this time should be the latest when the update is performed. The EFB
database must be up-to-date when commencing the first flight of the day.
Standard update of the device should be performed using a WiFi connection. Updating the EFB device
is possible through mobile network (3G/4G) as well, but this option is discouraged due to time
constraints.

mPilot check:

• In case a green circle with a white tick is depicted in the right upper corner of the screen, the
application is up-to-date
• In case a yellow triangle with a white exclamation mark is depicted, there is a new database
available on the server and/or there are 7 days or less until the current database expires. Check if
the validity period of the data in the status window covers the flight duty period. If it doesn’t, Refer to
3.26.1.2 Software related procdures
• In case a red octagon with a white cross is depicted, Refer to 3.26.1.2 Software related procdures.
• Select the appropriate departure, destination and alternate airport pages and enter route as
required. (This action may be deferred to flight deck initial cockpit preparation stage)

Flysmart+ check (including eQRH):

• Launch Flysmart Manager and check the EFB Version is up-to-date, according to the CoNotam
published in the briefing package, for all flight crew members.
• If discrepancy is found between the CoNotam and Flysmart+ version, Refer to 3.26.1.2 Software
related procdures
• Select aircraft registration and insert flight number on My Flight page of FlySmart+. This will
automatically update aircraft registration in MyAircraft page of eQRH.
• Perform dispatch landing distance calculation, if required Refer to 3.26.1.2 Software related
procdures

Comply365 Application check:

• The below publication must be up-to-date, and their revision dates must be crosschecked with the
CoNotam published in the briefing package detailing revision dates.

- AFM
- FCOM
- FCTM
- MEL
- OM-A
- OM-B
- OM-C
- OM-C Airport Briefings
- LVO and CAT I Autoland Tables
- DOW/DOI Tables
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- Temporary Airport Charts (if applicable for the route)

- Crew Orders
- EFB Policies and Procedures Manual

Normally updating the device before leaving the accommodation for duty is sufficient to make sure that
all the publications necessary for the flight are up-to-date when commencing the duty. Consideration
should be given to the timely commencement of the update process, as after long leaves, there may be
many updates, requiring increased time for the update process to be completed.

Aviobook Application Check

• Make sure that Aviobook Flight page contains all flight legs for both pilots and the OFPs are
available and OFP Versions in the Overview Tab of the Briefing page are the same for both pilots.
• Aviobook application, when connected to the internet, automatically downloads and updates the
OFPs every 5 minutes.

2.11.1 Weather briefing

ON A/C ALL

The crew will receive a weather briefing. The briefing should include:

• Actual and expected weather conditions, including runway conditions for take-off and climb-out.
• Significant weather en-route, including winds and temperatures.
• Terminal forecasts for destination and alternate airports.
• Actual weather for destination and alternates, for short range flights and recent past weather, if
available.
• Survey of the meteorological conditions at airports along the planned route.

Weather can affect the choice of routing (for example, influence which route is quickest) and the choice
of flight level. The flight crew must also consider the possibility of runways being contaminated at the
departure and destination airfields. The flight crew must also verify ISA deviations and en-route icing
conditions, and must consider the possibility of holding due to weather at the destination airport.
In some cases the selection of a take-off alternate airport may be necessary. There is no standard
minimum LDA for take-off alternate airports, regarding the RWY length the same rules apply as for any
other airports.

Refer to OM-A 8.1.6.5 Weather planning minima and selection of aerodromes

2.11.2 NOTAMs and Temporary Revisions / Notices to Crew(TR/NTC)

ON A/C ALL

The flight crew must examine NOTAMs for changes to routings, unserviceable NAVAIDs, availability of
runways and approach aids etc., all of which may affect the final fuel requirement and/or the usability of
aerodromes.
The flight crew should be aware that some temporary revisions or notices to crew may have an impact
during flight.

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2.11.3 Operational Flight Plan (OFP)

ON A/C ALL

The crew must check the company Operational Flight Plan (OFP) for routing, altitudes, and flight time.

The Commander will check the ATC flight plan and ensure that:

• It is filled in and filed, in accordance with the prescribed procedures.

• It agrees with the flight plan routing.

The crew will check the estimated load figures, and the maximum allowable take-off and landing
weights.
Although computerized fuel requirements are normally accurate, the flight crew must check them for
gross errors. Ensure that flight deck crew members have verified that the fuel calculations and the
required fuel on board are correct and that the figure complies with the applicable regulations.

NOTE
The pre-flight planning system uses realistic runway configuration/SID/STAR scenarios based on
the latest data (expected runway in use subject to weather and NOTAMs) available at the time of
planning (“PLT” information on OFP). Different scenarios (RWY change due weather/ATC/pilot
request) may have to be considered and will result in different fuel requirements. To replan for an
increased fuel consumption for a longer-than-originally-planned departure/arrival, extra fuel may
be uplifted. In the majority of cases, the actual difference of trip fuel between the longest and
shortest departure/arrival combinations will be in the order of 100 kgs.
Crew shall detail the reasons for the uplift on the OFP according to the codes in Annex 1 to OM-
A: Lido Operational Flight Plan Description.

Information on the company OFP is given in Comply365.

Refer to Comply365 for OM-A Appendix 1 - LIDO Operational Flight Plan description.

FLIGHTS IN DATALINK AIRSPACE

In case of flights planned in datalink airspace, check datalink availability/requirements and the proper
indication of aircraft datalink equipment on OFP, in ATC FPL section.
Refer to OM-C 3.2.3.1 Flight Preparation

2.11.4 Dispatch landing considerations

ON A/C ALL

The crew need to consider the ‘REQUIRED LANDING DISTANCE’ (RLD) for dispatch.
Under certain conditions the RLD for dispatch may affect the choice of alternate.
Any known aircraft defect may also affect the RLD for dispatch. Refer to 4.5.2 - Dispatch landing
For airports marked in OM-C Airport Briefing with "REJECTED LANDING PROCEDURE APPLIES",
refer to OM-C Airport Briefing Appendix section to determine dispatch landing weight under expected
WX conditions.

EFB:

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PF PM

FS+ Landing MODULE OPEN FS+ Landing MODULE OPEN

“DISPATCH” SELECT(2) “DISPATCH” SELECT(2)

LANDING AIRPORT SET LANDING AIRPORT SET

Check or insert destination airport. Check or insert destination airport.

LANDING RWY SELECT LANDING RWY SELECT

Crosscheck LDA in FlySmart+ with LDA in eRM/ Crosscheck LDA in FlySmart+ with LDA in eRM/
NOTAMs and apply any required corrections as NOTAMs and apply any required corrections as
necessary. necessary.

INITIAL DATA ENTER INITIAL DATA ENTER

A/C STATUS SET A/C STATUS SET

Select any applicable MEL/CDL items for Select any applicable MEL/CDL items for
accurate calculation(3) accurate calculation(3)

CALCULATION PERFORM CALCULATION PERFORM

CALCULATION CROSSCHECK CALCULATION CROSSCHECK

RESULTS RESULTS

(1)All steps to be done independently

(2)Check the automatic calculation method selection, or select manually.
(3)MEL item auto selection from MEL document by using the ticking function should be used with
caution. Many undiscovered error cases are reported.

2.11.5 Fuel transportation

ON A/C ALL

Refer to Comply365 for OM-A Appendix 1 - LIDO Operational Flight Plan description.
OFP tankering indicator informs flight crew about the reasonability of fuel transportation. The final
decision whether to transport fuel or not will be made by the Commander.

2.11.6 Cabin crew briefing

ON A/C ALL

Refer to OM-A 1.4 AUTHORITIES, DUTIES AND RESPONSIBILITIES OF THE COMMANDER.

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2.11.7 Safety exterior inspection

ON A/C ALL
Refer to FCOM/PRO/NOR/SOP/Exterior Walkaround.

2.12 FLIGHT PHASE RELATED PROCEDURES

ON A/C ALL

2.12.1 Preliminary cockpit preparation/exterior walkaround

ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/Preliminary Cockpit Preparation

Preliminary Cockpit Preparation, Exterior Walkaround and Cockpit Preparation procedures described in
FCOM/QRH ensure the availability, accessibility and serviceability of aircraft flight deck systems and
emergency equipment. Procedures described will be conducted by the flight crew prior to the first flight:

• Of the flight crew on an aircraft during a duty period

• On an aircraft after it has been left unattended by a flight crew for any period of time.

Interruptions to flight crew performing preflight preparation continue to be a major factor in incidents.
The company has an ‘open door policy’ during cockpit preparation, however Commanders need to
consider that this does not give service providers the right to interrupt the flight deck crew without
consultation.
Commanders must take a proactive role in managing interruptions so that the crew can efficiently
perform pre-flight duties.

CAUTION
Do not allow the following procedures to be interrupted:

• Recording and setting an ATC clearance.

• Performing the emergency briefing.
• Insertion/crosscheck of performance data.

AIRCRAFT DOCUMENTATION
On entering the aircraft, the Commander will obtain the technical log and check the technical status of
the aircraft. Refer to OM-A 8.1.12.1
The Commander is also responsible for checking the aircraft document library.

PRELIMINARY COCKPIT PREPARATION

Refer to FCOM/PRO/NOR/SOP/Preliminary Cockpit Preparation
Refer to QRH/SOP
During EFB/ACARS INITIALIZATION:

• When ‘ALL EFB... START’ is required

- Place the aircraft device (if applicable) to its designated place

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During ECAM/LOGBOOK CHECK:

• When ‘MEL/CDL...CHECK DISPATCH CONDITIONS’ is required:

- Check MEL/CDL items and the applicable dispatch conditions and ensure that the above items
are taken into consideration for subsequent performance calculation
- If flight in datalink airspace is planned: ensure datalink capability is correctly reflected in ATC
FPL. Refer to OM-C 3.2.3.2. Preliminary cockpit preparation

During PRELIMINARY PERFORMANCE COMPUTATION:

• ‘AIRFIELD DATA … OBTAIN’:

- Airfield data may be available through voice, and/or datalink

◦ Refer to OM-C 3.2.3.3 Cockpit preparation

WARNING
During the external inspection, it shall be verified, that Wizz Air’s baggage loading policy
applicable to the aircraft type/variant is followed and the appropriate cargo compartment is being
loaded!

COCKPIT PREPARATION
Refer to FCOM/PRO/NOR/SOP/Cockpit Preparation
Refer to QRH/SOP

Applicable to: NEO only

If needed, the cooling time calculated by FADEC may be checked on the EWD via setting the FADEC
GND SUPPLY momentarily to ON.

NOTE

• Do not use the ENG MODE selector for this purpose.

• Cooling time is not displayed when it is calculated to be less, than 20 seconds.
• In case of expected time needed for cooling is excessive, it is recommended to perform
cooling and to start one engine on stand, then start second engine during pushback to
avoid prolonged push/start procedure.

FLIGHTS IN DATALINK AIRSPACE

When the flight is planned through an airspace with datalink services:
The datalink system must be initialized

• Refer to OM-C 3.2.3.3 Cockpit preparation - Datalink initialization

The ATC route clearance may be available through datalink

• Refer to OM-C 3.2.3.3 Cockpit preparation - Datalink initialization

When the flight is planned to enter into datalink airspace during climb, perform a logon during cockpit
preparation.

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• Refer toOM-C 3.2.3.4 Logon

2.12.2 FMGC Initialization

ON A/C ALL

GENERAL
Refer to FCOM/PRO/NOR/SOP/Cockpit Preparation - FMGS Preparation
Refer to FCTM/PROCEDURES/NORMAL PROCEDURES/SOP/Cockpit Preparation/FMGS
Preparation

F-PLN Page:

• Use OFP “ROUTE” section for FPL page WPT insertion. When using the “AIRWAYS” prompt on the
MCDU:

- Insert the airways by their name from the OFP.

- After the insertion of each new airway section compare the intersection WPT generated by the
FMGC and shown on the OFP
- In case of discrepancy, the OFP intersection WPT shall be manually entered to avoid routing
errors.

SID
Prepare/check SID chart on EFB.

PF PM

ERM application SELECT

APPLICABLE SID SELECT

CHART

INITIAL CLIMB CHECK

RESTRICTION

APPLICABLE MSA CHECK

FREQ CHANGE CHECK

INSTRUCTION

TRANSITION CHECK
ALTITUDE

The standard climb gradient for SIDs according to PANS OPS is 3.3%. The aircraft is never limited to
comply with this gradient with all engines. In case a non-standard SID climb gradient is required:

• During the initial route study for any new airport, the performance department performs an analysis
of SIDs (appropriate to expected directions of flights) and if they have a non-standard gradient, Wizz
Air checks performance software to see if the aircraft can achieve it.
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• If special procedures are needed to comply with the requirements those will be inserted into OM-C
Airport Briefings.
• When minimum crossing altitudes are published for the relevant, non-standard SID, FMGC provides
accurate predictions regarding to whether-or-not the gradient (constraints) is achievable. Valid
weather and weight data has to be inserted for accurate calculations.
• If no minimum crossing altitudes have been provided, the eRM “Climb and Descent Gradients”
conversion tables can be used to determine the necessary vertical speed to be maintained for a
given gradient vs. groundspeed.

RAD NAV page:

Manual tuning of NAVAIDs is recommended for NAVAID overlay departures.

SEC F-PLN page:

Wizz Air uses engine failure procedures (EFPs) shown in Flysmart+. Engine-out SIDs (EOSID) are not
included in the MCDU database. The SEC F-PLN may be used to prepare engine-out procedures
subject to the following:

• Only basic information should be inserted in the SEC F-PLN: e.g. RWY TK to 1500 ft/DISCON/
holding fix/DISCON/approach procedure.

Prepare/check EFP on EFB, Flysmart+ Take-Off module.

INIT-B Page:
Calculate take-off performance using the preliminary TOW shown on the INIT B page.

CAUTION
Fuel calculated for taxi on OFP may have an allowance for long taxi time. Using this increased
amount of taxi fuel on INIT B may cause the performance calculation to be made for a lower than
actual take-off weight in case of a lower than planned fuel consumption during taxi.

2.12.3 Take-off data insertion (PERF TAKE-OFF page)

ON A/C ALL

TAKE-OFF PERFORMANCE CALCULATION

PF PM

FS+ OLB MODULE OPEN(2) FS+ OLB MODULE OPEN(2)

MEL/CDL item(s) CHECK(2) MEL/CDL item(s) CHECK(2)

MEL item(s) ACTIVATE(2) MEL item(s) ACTIVATE(2)

FS+ TakeOff MODULE START FS+ TakeOff MODULE START

A/C status SET A/C status SET

Select any applicable MEL/CDL items for accurate calculation. (3)

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PERF penalty(ies) CHECK/APPLY(2) PERF penalty(ies) CHECK/APPLY(2)

Take-off airport SET TAKE-OFF airport SET

Check or insert departure airport. Check or insert departure airport.

Take-off runway SELECT Take-off runway SELECT

Crosscheck NOTAMs and apply any required corrections as necessary.

Airport NURS check PERFORM Airport NURS check PERFORM

INITIAL data ENTER INITIAL data ENTER

CALCULATION PERFORM CALCULATION PERFORM

EFP CHECK EFP CHECK

(1)All steps must be done independently.

(2)If relevant.
(3)MEL item auto selection from MEL document by using the ticking function should be used with
caution. Many undiscovered error cases are reported

PERFORMANCE DATA ENTRY

Refer to FCOM/PRO/NOR/SOP/Cockpit Preparation/FMGS Preparation - Takeoff Data Insertion
For no noise procedure set THR RED/ACC Altitude 1000'/1000' and for noise abatement procedure set
according to the procedure in either OM-C Airport Briefing or the eRM. The engine-out acceleration
altitude is set according to Flysmart+ (rounded up to the nearest 100 feet).

2.12.4 Take-off briefing

ON A/C ALL
Refer to FCTM/AOP/Tasksharing Rules and Communication/How to Conduct Briefings
Refer to FCTM/AOP/Tasksharing Rules and Communication/WZZ Briefing Guides
CONTENT
DEP/DEST airport categories (if destination is CAT B, certificate must be signed)

PF PM

Comply365 application OPEN

OM-C Airport Briefing OPEN

Departure Airport

Airport Briefing CHECK

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OM-C Airport Briefing OPEN

Destination Airport

Destination Airport CHECK

Category

Airport Briefing CHECK

CAUTION
Minimum diversion fuel and extra time shown in the MCDU may not be representative of actual
diversion distance and time as indicated by the OFP. Data on OFP is relevant.

TAKE-OFF EMERGENCY BRIEFING

When the Commander is occupying the right hand seat, the briefing should include the right of the
Commander to call "STOP" or "GO" during the ground phase of the take-off. Refer to Take-off

SAFETY BRIEFING OF THE JUMP SEAT OCCUPANT

The safety briefing of the jump seat occupant is not necessary, when the person is a Wizz Air flight
crew/cabin crew member holding a valid license/attestation, or verbally confirms having received the
relevant training for the A320 family safety/emergency equipment and procedures (observer)

The safety briefing of the jump seat occupant shall be given by the commander (may be delegated to
the co-pilot) and shall contain the following items:

• Use of controls of the jump seat and the use, fastening and unfastening of safety belts/harnesses
• Correct position of the jump seat for take-off and landing
• Location and use of cockpit emergency exits, alternative escape methods, escape sequence
• Location and use of emergency equipment
• Location and use of cockpit oxygen equipment
• Location and use of the life jackets when the carriage of life jackets is required.

- Refer to OM-A 8.1.3.1 Approved aerodromes/areas of operations/approves areas of operations

• Restrictions on the use of portable electronic devices for take-off and landing.

2.12.5 Final cockpit preparation

ON A/C ALL
Refer to FCOM/PRO/NOR/SOP/Before Pushback/Start Clearance

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WARNING
In case of any non-standard load/passenger distribution noticed (on the LTS, in the cargo
compartment(s) during walkaround or in the cabin by cabin crew) the Commander shall:

• Investigate the reason

• Accept the non-standard distribution only if justified or order for redistribution of load/
passengers as needed (redistribution shall only be ordered if CG is questionable or out
of limits)
• Make sure, that the final LTS reflects the actual load/passenger distribution (visually
check load/passenger distribution, add LMC if needed or ensure that a new LTS is
prepared).

NOTE
To avoid influencing the other pilot’s interpretation of LTS data, all entries/checks/verification shall
be made silently, except where callouts are required by SO

2.12.6 Pushback/engine start procedures

ON A/C ALL

Refer toFCOM/PRO/NOR/SOP/Before Pushback or Start/At Pushback/Start Clearance

Refer to FCOM/PRO/NOR/SOP/Engine Start
GENERAL
As a general rule, both pilots have to be fully concentrated and coordinated on safety and procedures
during pushback, start and taxi. Secondary tasks (such as taking the departure ATC clearance,
contacting handling agent etc.) are prohibited.
Furthermore, any coordination of delay codes with the ground dispatcher must be made before the
commencement of pushback or engine start procedures.

EFB

• EFB shall be placed to its dedicated place.

PF PM

HAND HELD MOUNTED HAND HELD MOUNTED

EFB STORE(2) EFB FIX EFB ON EFB FIX

SLIDING
TABLE

AGC SELECT AGC SELECT AGC SELECT

(1)Select the relevant ground chart from the clipboard or open if not previously prepared.
(2)If not needed for reference. Otherwise: ON SLIDING TABLE.

BEFORE PUSHBACK/ENGINE START

When boarding is finished, SCA will:

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• Report to the Commander: “BOARDING IS COMPLETED” and

• Request permission to close the flight deck door, then the 1L cabin door.

When boarding is finished, the commander will give the permission to close the above doors after all
required documents have been received from and given to the handling agent

CAUTION
If, during engine start with parking brake on, the aircraft starts to move due to a parking brake
failure, immediately release the PRK BRK handle to restore braking by pedals.

PUSH BACK PROCEDURES

For pushback, both pilots are to have feet completely off the rudder pedals to avoid inadvertent
braking. Pilot should be ready to apply brakes promptly when it becomes necessary (e.g.: in case of
pushback rod failure).

DURING ENGINE START

If Dual Cooling is intended to be used (Applicable to A321 NEO only):
ENG DUAL COOLING NOT AVAILABLE might be displayed on the ECAM because one of the engines
does not need a cooling sequence.

NOTE
In case of aborted start, an automatic dry cranking should take place (ECAM AUTO CRANK IN
PROGRESS). Should this not happen, manual dry cranking must be performed before any further
start attempt.

AFTER ENGINE START

When applicable, pilots must start their chrono for 5 munutes to allow for engine warm up before
application of Take Off power. Refer to FCOM/PRO/NOR/SOP/After Start

PUSHBACK WITHOUT INTERPHONE CONNECTION WITH GROUND DISPATCHER

Engine start and or pushback without flight deck/ground voice contact through intercom (headset) is a
non-standard procedure which may be accepted only in exceptional circumstances and should be
coordinated in advance.
The following limitations apply:

• PM must carefully maintain a watch of the ground dispatcher for any warning sign until the aircraft
has come to a complete stop.
• Any abnormal or unclear situation must be immediately resolved.
• It is only permitted to start engines during pushback without interphone connection when PM can
maintain an uninterrupted view of the ground dispatcher.

For more information concerning marshaling signals, refer to eRM: GENERAL 1.3.2.3. MARSHALLING
SIGNALS

2.12.7 Taxi
ON A/C ALL

EFB

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Prepare EFB to display the applicable ground charts for use during taxi.

Figure 2.12.7-1:

TAXI PROCEDURES
Refer to FCOM/PRO/NOR/SOP/Taxi

CAUTION
Particular attention must be paid to high speed taxiing, long taxiing and high OAT conditions prior
take-off as this can result in high brake temperature and induce significant delay.

NOTE
Apply smooth nosewheel steering at all times for passenger comfort and for cabin crew safety
during taxi-out (safety demonstration). Do not compromise on taxi speed limitations in an attempt
to maintain the schedule. Fast taxiing above limits must be avoided for safety reasons. For
limitations, refer to 1.3.4 - Company limitations for ground maneuvering

In case of noticeable aircraft veering tendency, refer to: FCOM/PRO/NOR/SUP/LG/Operation with

Nosewheel Steering offset

MITIGATION OF THE RISK OF RUNWAY INCURSION

Although operations are more prone to the risk of runway incursion in low visibility conditions, a high
level of awareness of the aircraft position relative to the airport surface is vital at all times while
operating in the airport environment on the ground.
For taxi, the recommended ND setting is ROSE/NAV. This provides the crew with visual information
regarding the orientation of the aircraft relative to the runway/departure route.

In case of:

• unfamiliar airports, or
• complex taxi routing, or
• training flights, or
• in the areas of identified risk for possible confusion (so called “hot spots” identified with “HS” on
AGCs in eRM – refer to relevant eRM AGC charts) it is highly recommended that:

- PM has applicable ground chart available before the commencement of taxing and keeps
tracking the progress of taxi on the AGC.
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- Both pilots stay concentrated on ground navigation, the taxi pattern and environment safety
(other ground traffic).

Complex taxi instructions shall be recorded by the PM (recording onto the OFP or onto the scratchpad
of the MCDU are both acceptable methods).
Watch out for and actively use airport signs (refer to eRM 1.3.2.1 Aerodrome Signs ).
Stay attentive to R/T transmissions and always know your position.
Whenever possible keep track of positions of other surrounding traffic and vehicles.

At any time, if

• you have a doubt about your position, or

• you have a doubt about your clearance, or
• you see an unexpected obstacle:

- Stop and inform ATC.

- Ask ATC for help/guidance.
- Do not move until you recover full situational awareness, but:

At any time when you unexpectedly realize, that you are on a RWY without lineup/crossing clearance
(white markings on the surface):

• do not stop on a runway

• if possible, taxi off the active runway and at the same time
• initiate communications with ATC to regain orientation.

USE OF EXTERNAL LIGHTS/TCAS FOR COLLISION PREVENTION

Follow Wizz Air/Airbus SOP.
Switch TCAS to TA/RA and STROBE to ON temporarily when crossing any runway during taxi (inactive
runways might accidentally be used by aircraft whose crew has lost situational awareness).

Always be visible for others. Switching the NOSE light to TAXI for ground movements is required by
SOP. Switching this light OFF while having an interruption in taxi, however, should only be done after
considering the following:

• During daytime there is no feedback if the light is working or not.

• Taxi light has its own lifetime, which is described not just in operational hours, but in number of
switchings. Switching any light on and off frequently reduces its lifetime.
• The highest chance for a light to fail is the moment when we switch it on, so keeping it on is safer in
terms of reliability.
• When stationary on an unlit taxiway with only anticollision beacon on, the aircraft is almost invisible
for another aircraft coming on opposite course.
• There is no regulation requiring the use of taxi light to indicate aircraft movement (only FAA
recommends it).
• Last, but not least, remember: the fact, that another aircraft approaching on your right has
switched its taxi light off does not mean, that it will give way. You have to make sure it is slowing
down and is giving way irrespective of the state of its lights.

HIGH THRUST SETTINGS

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During taxi, PF should use a maximum thrust of 40% N1

Outside apron area or under assistance of ground crew and if ATC permits thrust can be increased
beyond 40% N1.

CAUTION
Thrust increase beyond 40% N1 can result in exhaustblast damage or Foreign Object Damage
(FOD).

FLIGHT CONTROL CHECKS

Flight control checks should normally be made during taxi, when clear of ramp/apron areas. PM is to
monitor F/CTL SD page and announce full deflections when they are reached, while PF concentrates
on taxiing safely. Flight control checks should be carried out in a random manner (starting in different
directions) in order to avoid automatism.
It is recommended, that in the event of delayed or short taxi and during LVO, F/CTL checks and ‘TAXI’
checklist be completed before taxiing or at holding point (while the aircraft is stationary).
Do not make rapid movements or “slam” the controls as it adds to hydraulic actuator wear. PM must
follow pedal movement with his feet.

CABIN READY PROCEDURE

NORMAL PROCEDURE
Cabin secured status is indicated by the "CABIN...READY" ECAM MEMO line. As soon as the cabin is
ready the SCA will use the "CABIN READY" button on the FAP to signal this status.

CONTINGENCY PROCEDURE
In cases, when the "CABIN READY" button on the FAP is not available (not installed or INOP).
As soon as the cabin is ready and not before the aircraft starts moving on its own power, the SCA will
call the flight deck by interphone.

As soon as the workload in the flight deck permits:

• The PM transfers the communications to the PF and answers the call announcing "FLIGHT DECK",
• SCA announces “CABIN SECURED”.
• PM responds “CABIN SECURED", resets ACP, announces to PF “CABIN SECURED, MY RT" and
takes over the communications. PF updates PM on any changes.

Cabin secured status shall be confirmed again during the ‘TAXI’ checklist, when reading “ECAM
MEMO” item:

• PM reads: "ECAM MEMO..."

• PF responds: “CABIN IS BLUE AND SECURED”.

CHANGE OF RUNWAY/TAKE-OFF DATA DURING TAXI

Refer to FCOM/PRO/NOR/SOP/Departure Change

180 DEG TURN ON RUNWAY

Refer to FCOM/DSC/Aircraft General/Ground Handling/180 degrees Turn on Runway
Refer to FCTM/PR/NP/SOP/Taxi/180 degrees Turn on Runway

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CAUTION
When using asymmetric thrust for a turn around followed by a take-off, take special care to
ensure that the engine stabilization at 50% N1 is completed before setting TO thrust.

On standard runways (minimum width of 45m)

180 degree turns may be performed along the runway, unless airport specific restrictions apply

On narrow runways (less than 45m width)

180 degree turns are not recommended, except in runway turning bays or on runway turning pads.

2.12.8 Take-off
ON A/C ALL
EFB
Display the relevant SID chart.
EFBs shall be placed to their dedicated place:

• In case of handheld operations, device(s) must be stowed.

• In case of mounted operations, device(s) must be fixed on the mount.

BEFORE TAKE-OFF
Refer to FCOM/PRO/NOR/SOP/Before Takeoff
Whenever a radar heading is issued by ATC (either by cancellation of SID or as part of a standard
clearance) the HDG should be preselected on the FCU.
Whenever a flight is cleared for visual departure or direct to an enroute waypoint on the ground the
'DIRECT TO' function must not be used and the departure RWY and FPL leg to the 1500 feet default
waypoint must be retained.

WARNING
Never execute a "DIRECT TO" on the ground. The departure runway and associates
performance data will be lost.

Time must be given to properly check to take-off area for absence of bird hazards.
During LVO, when the departure RWY is ILS supported, both pilots select LS ON prior to lineup.
For take-off, the recommended ND setting is ARC or ROSE/NAV (for turning departures involving more
than 90 degrees turn). Appropriate range should be selected in order to have the relevant information
(terrain/TFC/SID) displayed on the ND. This provides the crew with visual information regarding the
orientation of the aircraft relative to the departure route and adequate terrain and traffic awareness.

When lined up in position for take-off on the runway, and

• Take-off clearance has not been received within a reasonable time (approximately 2 minutes) and,
• There were no information given by the controller about possible delay on RWY call ATC to confirm
situation (state, that you are ready, or just report your position).

TAKE-OFF

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Refer to FCOM/PRO/NOR/SOP/Takeoff
Scan again for any bird activity and if required delay TO, whilst informing ATC.
Commence take-off promptly if issued with an “immediate take-off” clearance.

CAUTION
When accepting an immediate take-off, the aircraft should taxi out to the runway and take off in
one continuous movement. Therefore, an immediate take-off can only be performed as a rolling
take-off. Weather conditions and stop margin must be confirmed before accepting an immediate
take-off clearance.

NOTE

• Time necessary to reach initial stabilization thrust value can be as much as 10-15
seconds. Actual stabilization time needed is subject to many factors, such as engine
ageing, meteorological conditions, air conditioning and anti/deicing system configuration
and may be significantly different on different engines.
• Initial stabilization value is not to be set until the aircraft is lined up within 30 degrees of
the runway.

If CM2 is PF, he sets ‘FLEX/TOGA’ and removes his hands immediately from the thrust levers. CM1
immediately places his hands on thrust levers.

NOTE
CM2 is to keep his heels on the floor for all take-offs.

During take-off, before 80 kts, PM is to call “THRUST SET” after verifying that the thrust rating limit has
been achieved and other parameters are normal. (The thrust will be increasing during the take-off roll,
but this call is made when the rating limit is reached, even if it is continues to increase thereafter).
PM must continually scan between PFD and E/WD during the take-off roll below 100 kts
Except in case of special engine failure procedure (SPECIAL EFP) requiring an early turn, no turn is to
be started before the aircraft is climbing through 500 ft AGL.

ROLLING TAKE-OFF
As opposed to a “stationary take-off" a “rolling take-off” is defined, as a take-off for which the thrust
setting sequence is initiated while the aircraft is moving.

A take-off procedure during which:

• Brakes are released first, then

• Initial stabilization value is set and stabilized, then
• FLX/TOGA is set

The preferred take-off method to reduce brake wear and risk of FOD and is subject to:

• Stop-margin
• Runway contamination
• Visibility
• Birds, traffic and weather in the departure area and
• Cabin readiness.

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Strongly recommended when crosswind exceeds 20 kts

NOT ALLOWED if:

• The stop margin according to T/O performance calculation is less than 50 m, or

• LVTO is conducted.

ABNORMALITIES

In case of FLX take-off: while PF is checking the FMA, if the AUTOTHRUST (1st) column is blank or
displays incorrect information:

• set TOGA
• check and call out FMA ( 1st column changes to “MAN TOGA")
• abort due to FMA only if it is still not correct
• perform the take-off with TOGA thrust.

Any abnormal indication (with or without a master caution) must be clearly announced by the PM,
however the decision to reject the take-off (including a call of "STOP" or "GO") will always be made by
CM1.
In the event of preparation for evacuation, dedicated CM1 and CM2 procedures must not be changed
with the exception that final decision to evacuate remains with the Commander regardless of the seat
being occupied.
Notwithstanding the above, when the Commander is occupying the right hand seat he may order a
"STOP" or "GO". However, RTO actions must always be performed by CM1.

2.12.9 Retrun to ramp/return from air

ON A/C ALL

Whenever a flight is terminated:

• OCC must be advised (ACARS or voice call)

• If on reaching the parking stand the passengers are to remain on board for a defined period of time,
the Commander must brief the SCA (NITS), including the ‘Seat Belt procedure’.

The Commander may elect to keep the passengers on board following an RTO and/or a required
maintenance action, a medical emergency or a disruptive passenger that needs to be removed from
the aircraft.
The Commander may elect to keep the occupants on board following an RTO and/or a required
maintenance action or medical emergency.

Procedure:

• When a return is decided, ensure the SCA is briefed (NITS).

• The ‘AFTER LANDING’ checklist must be completed whether or not the aircraft became airborne.
• On reaching the stand, as part of the parking checklist, PF will cycle the Seat Belt sign OFF/ON.
• Cabin crew will leave their seats and disarm ALL doors.
• After engine shutdown, the PM wiil disarm ALL doors.
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• The SCA will make a PA advising passengers that they are to remain on board and remain seated.
• Further assessment of the situation (releasing the passengers) will be coordinated between SCA
and Commander.

NOTE
If the RTO or ‘RETURN TO RAMP’ was due to technical reasons, departure will be possible only
after release by post holder maintenance (PHM).
Depending on the nature of the RTO, the physical and emotional state of the flight deck crew and
cabin crew will need to be assessed by the Commander and the Duty Manager before further
flight.

2.12.10 LVO take-off

ON A/C ALL

Refer to OM-A 8.4.11 Low visitbility take-off (LVTO)

Special conditions/requirements are applicable to low visibility take-offs (LVTOs).

Both pilots must be trained and current for an LVTO.

Review applicable minimum RVRs.

• Refer to eRM AOI/DEPARTURE of the relevant airport for applicable take-off minima
• Refer to OM-A 8.1.3.4 Take-off minimum for supplementary information.

During taxi it is highly recommended that both pilots stay concentrated on ground navigation, the taxi
pattern and environment safety.
The PM must have applicable ground chart available before the commencement of taxing.
The flight control check and ‘TAXI’ checklist should be done aircraft stopped, preferably before taxi,
otherwise at holding point.

2.12.11 After take-off

ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/After Takeoff

CAUTION
If a suspected tailstrike occurs, avoid flying at an altitude requiring a pressurized cabin, and
return to the originating airport for damage assessment.

NOTE
When THR RED and ACC ALT are equal, the FMA will change from MAN FLX/SRS/NAV to THR
CLB/CLB/NAV. If FCU selected altitude is equal to or close to the acceleration altitude, then the
FMA will switch from SRS directly to ALT* mode.

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EFB
EFBs shall be placed to their dedicated place.

PF PM

HAND HELD MOUNTED HAND HELD MOUNTED

Above 1,000 ft AAL: SID KEEP Above 1,000 ft AAL: SID KEEP
CHART OPEN CHART OPEN
EFB HOLD ON
LAP(2)

SID KEEP
CHART OPEN(2)

Above FL100/10,000 ft Above FL100/10,000 ft

AAL: AAL:

EFB ON EFB ON
SLIDING SLIDING
TABLE(3) TABLE(3)

(1)When applicable
(2)if it is necessary to have SID after take-off
(3)EFB device may be used on sliding table or on lap as required.

2.12.12 Noise abatement procedures

ON A/C ALL

Wizz Air noise abatement procedures are based on ICAO Doc 8168 (PANS OPS) I. Section 7, NOISE
ABATEMENT PROCEDURES, Chapter 3 and comply with CAR AIR-OPS CAT.OP.MPA.130.
All take-offs follow a noise abatement profile.
Noise abatement procedures ensure that the necessary safety of flight is maintained whilst minimizing
exposure to noise on the ground.
There are two types of profiles, one meets noise abatement objective for close-in areas and the other
for distant areas.

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NOTE
Safety always has priority over noise abatement.

NADP 2, ICAO B, OR NOISE ABATEMENT PROCEDURE N/A

This is the default profile to be used in Wizz Air operations. This profile meets noise abatement
objective for distant areas.

• Standard thrust reduction/acceleration altitude: 1000 ft AAL

The corresponding altitudes are to be set on the MCDU TO PERF page.

NADP 1/ ICAO PROCEDURE A

This profile meets noise abatement objective for close-in areas.

• Standard thrust reduction altitude: 1000 ft AAL (NADP 1) or 1500 fT AAL (ICAO A)
• Standard acceleration altitude: 3000 ft AAL

The corresponding altitudes are to be set on the MCDU TO PERF page. When local procedures
specify other altitudes, these are to be used.

FMGC PERF PAGE SETUP SUMMARY

Published NADP THR RED/ACC (ft AAL)

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N/A
NADP 2 1000/1000
ICAO B

NADP 1 1000/3000

ICAO A 1500/3000

2.12.13 Climb
ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/Climb

Both sliding tray tables are to remain stowed until crossing 10 000 ft/FL100.
The monitoring of climb clearances by both pilots is of the utmost importance in avoiding level busts.
Should there be any doubt about a clearance, or where one pilot did not hear the clearance, then
confirmation must be requested with ATC.

CAUTION
Be aware that when QNH values are significantly below STD, a late selection of STD could lead
to an altitude bust.

Voice communications with company and passenger announcements other than those which are safety
related should not be made until the cruising level is reached.

First in-flight contact with the SCA should normally be initiated by the Commander, at top of climb,
regardless of who is PF. The Commander advises expected flight conditions, use of seat belts sign
(turbulence), expected TOD time, expected landing time and beverage requirements.
SCA should inform the Commander about any supplementary specials in the cabin. When deemed
necessary the Commander may call SCA using FWD/AFT Call buttons. As first priority SCA shall
answer the call without any substantial delay by interphone. Should the SCA be not available, any
other CA is to answer to call.
SCA is to communicate with the flight deck once again after the service. In addition, during long flights,
the SCA should check the well-being of the Flight Crew every 30 minutes, preferably by interphone.

No paperwork should be completed (including the OFP) until reaching Top of Climb (TOC) to
enhance situational awareness during climb and maintain an effective flight path management.

Maximum gradient of climb is green dot.

Maximum rate of climb engine-out is green dot.
Maximum rate of climb all engines is close to TURB speed (260/280kts > FL100).

The EXP CLB mode is not recommended. In case of inadvertent selection of the EXP P/B, a different
vertical mode should be promptly selected on the FCU (the EXP P/B cannot be deselected).

FLIGHTS IN UNCONTROLLED/CLASS "E" AIRSPACE

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Flights into some regional airports may lead to flying for a limited period in uncontrolled/class "E"
airspace. ATC should inform the crew prior to entry into such airspace.
For speed limits in uncontrolled/Class "E" airspace Refer to 1.3.5 - Company limitations on IAS

COMPANY REQUIREMENTS:

• Review TCAS procedures during the descent briefing.

• Turn ALL exterior light ON including LANDING LIGHTS.
• One pilot head-up at all times in uncontrolled/Class "E" airspace.
• Use maximum automation when entering uncontrolled/class "E" airspace.
• Promptly follow any ATC avoidance maneuver unless responding to a TCAS RA.

FLIGHTS IN DATALINK AIRSPACE

During climb, above FL100, when the flight is planned to enter into an airspace with datalink services
during, or just after finishing climb:

Perform a datalink logon before entering the subject airspace

• Refer to OM-C 3.2.3.4 Logon.

Establish CPDLC communication with the respective control center.

• Refer to OM-C 3.2.3.5 Establishing a CPDLC connection.

• Refer to OM-C 3.2.3.6 CPDLC communication.

2.12.14 Cruise
ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/Cruise

NOTE
Pilot monitoring ATC and at the same time listening to other communication (e.g. listening to
weather) is STRICTLY prohibited. However pilot transmitting/receiving on VHF2 is permitted to
monitor VHF1 on reduced volume.

GENERAL TASK SHARING

In the cruise, under normal operations PF shall:

• Be aware of applicable minimum altitudes – when necessary, brief a plan for the event of
emergency descent.
• Make PA announcements to the passengers (after handing over control to PM).
• Keep cabin crew informed of significant changes to flight progress.
• Monitor 121.5 whenever practical.

PM shall:

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• Monitor the aircraft operations and compliance with ATC clearances (refer to caution below).
• Maintain the operational flight plan, including RVSM altimeter checks/ fuel checks

- Refer to Comply365 for OM-A Appendix 1 - LIDO Operational Flight Plan description/ 3.3.4 Fuel
Check for the procedure of fuel check.
- Refer toOM-A 8.3.7.1 for in-flight fuel management and associated procedures.
• Monitor en-route, destination and alternate weather (actual weather and forecast) as required.

NOTE
Monitoring the weather implies listening to ATIS/VOLMET, receiving weather via ACARS or via
ATC frequency. There is no legal requirement for recording the weather information for any
enroute or destination alternate, except for ETOPS operations (Wizz Air is not an ETOPS
operator). It is a good airmanship, however, to record relevant weather information when
necessary. In complex weather situations requiring attention and/or decision this can help
increasing situational awareness and decision making.

• Record, destination weather before the start of the approach preparation.

• Perform company communications / ACARS.
• Be aware of applicable minimum altitudes – announce when MSA/MORA is above 10,000 ft/FL100
for the next route sector.
• Monitor 121.5 whenever practical.

SPECIFIC TASK SHARING

After reaching cruising level, reset pack flow if needed, as per policy. Refer to Pack flow policy
Once established in the cruise the PF may enter OFP Cruise and Descent winds in order to refine
FMGC OPT and MAXFL predictions and TOD location. Additionally, periodic modification of the
tropopause height will further increase the validity of these predictions.
PF shall discuss strategy to be used in case of RCFP or DP procedures are applicable. This discussion
shall be done latest before entering the critical area of the route in which the special procedure are
applicable (e.g.: mountainous area, low populated or remote overwater area).
During cruise, if there is any change in the data already shared during the previous contact between
Commander and SCA, either crew member will contact the other.

PF should make a PA in the early stages of the cruise:

• Conditions en-route.
• Arrival time and weather.
• Seat Belt reminder (turbulence).

PF should commence the approach preparation at around 80 NM before TOD.

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CAUTION
The A/THR system can result in slow thrust response during rapidly changing wind direction/
speed or orographic turbulence encountered when flying above mountainous areas resulting in
either rapid speed loss (even < green dot) or rapid speed increase (overspeed). The most
common phenomenon is overspeed.
EARLY RECOGNITION is the key point.
Ensure one pilot is ‘head-up’ at all times to monitor the system and be ready for early intervention
with selected speed. If necessary, use manual thrust and speedbrake as appropriate.

• In the case of speed loss below green dot after selection of a higher speed:

- Thrust up to MCT is available.

- Consider simultaneously descending to a lower level using V/S whilst keeping
MCT.
- Keep the AP engaged.
• In the case of overspeed:

- Thrust idle and speedbrake are available.

WARNING:

• Do not disengage the AP.

• Do not pitch up the aircraft as the extra G load during overspeed and altitude bust could
have far more serious consequences than an overspeed in level flight.

EFB
Display the relevant enroute chart.
In areas where the aircraft flies outside the coverage of ground based navaids and the crosscheck of
navigation system accuracy is not possible in the conventional way (e.g.: NAT HLA airspace), the crew
will be required to use a “plotting chart” for spotting any navigation error. When checking the navigation
accuracy with the help of a plotting chart, the track of the route segment actually being flown (as read
from the navigation system display) is compared with the planned track of the same route segment (as
read from the plotting chart). For this purpose, the planned track between the last WPT (or position fix)
overflown and the next position fix (after a certain time interval has elapsed – usually 10 minutes) is
plotted onto the en-route chart, then the track of this route segment is read and compared with the
indicated value.
When USE OF A PLOTTING CHART required:

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Figure 2.12.14-1:

FLIGHTS IN DATALINK AIRSPACE

Before entering into an airspace with datalink services:

If there is no active datalink connection, perform a datalink logon before entering the subject airspace

• Refer to OM-C 3.2.3.4 Logon

Establish CPDLC communication with the respective control center.

• Refer to OM-C 3.2.3.5 Establishing a CPDLC connection

• Refer to OM-C 3.2.3.6 CPDLC communication

When flying in an airspace with no datalink services and approximately 15 minutes after the flight has
exited the last datalink airspace:

Make sure, that datalink is disconnected.

• Refer to OM-C 3.2.3.7 Closing a CPDLC connection

ISOLATED AERODROME PROCEDURE

For isolated aerodrome related inflight procedures Refer to OM-A 8.3.2.19

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2.12.15 Turbulence guidlines

ON A/C ALL

When turbulence is only likely to affect passenger safety and comfort, the Commander is to switch the
Seat Belt sign ON. The relevant announcement is to be made by the SCA.
When turbulence is only likely to affect safety and comfort, the Commander is to switch the Seat Belt
sign ON.

NOTE
Turbulence is sometimes felt differently in the cabin and in the flight deck. SCA should establish
contact with the Commander via interphone in case she/he thinks the level of turbulence might be
a safety factor. The final decision of switching on the Seat Belt sign remains with the Commander.

When turbulence is likely to affect the safety of Cabin Crew, in complement to the seatbelts sign ON,
the call "CABIN CREW TAKE YOUR SEATS" is to be done by the Commander. The service is
suspended and the relevant announcement made by the SCA. When all CAs are secured, the SCA
calls the flight deck using the interphone to confirm all CAs are secured.
When the flight experiences severe turbulences and whatever the flight deck action is, the CAs should
apply the 'CABIN CREW SELF PROTECTION' procedure (review CAM). When all CAs are secured,
the SCA reports to the flight deck via interphone.
When the flight is out of a given area of turbulence, the Commander is to decide when to turn the Seat
Belt sign OFF or liaise with SCA to release the Cabin Crew only.
The SCA will liaise with the Commander in case the flight is smooth for a reasonable time and there is
no reaction from the flight deck.

2.12.16 Descent/approach preparation

ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/Descent Preparation

Refer to Comply365/Crew Training/Flight Crew/Self Training/Speed and energy management self
training material

Descent preparation and approach briefing can take approximately 10 minutes, so it should be initiated
at least 80 NM before TOD. However, if an earlier descent is expected, then it should be initiated
earlier, to avoid briefing during the descent.

• Prepare the EFB for approach briefing

• Check OM- C airport briefing

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Figure 2.12.16-1:

Perform in-flight landing performance assessment, as required

Figure 2.12.16-2:

Prepare eRM for the approach.

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Figure 2.12.16-3:

DESCENT/APPROACH PREPARATION includes assessment of ‘IN-FLIGHT LANDING DISTANCE’

(IFLD) according to Airbus normal procedures (Landing Performance Confirmation). Landing distance
calculation is performed on an ‘AS REQUIRED’ basis.

• Refer to : 4.5.3 - In-flight performance (IFP) landing CONFIRMATION OF LANDING

PERFORMANCE DURING APPROACH PREPARATION for detailed information on landing
performance assessment.
• Refer to FCOM/PRO/NOR/SOP/Descent Preparation - Landing Performance Note 2 for reverse
setting to be considered for landing distance calculations.

NOTE
The routine use of Flysmart+ landing performance gives the estimated landing distance according
to landing weight, environmental conditions and autobrake/ thrust reverse selection. The factored
landing distance (including 15% margin) shall be used for the decision on runway suitability and
the actual landing distance (no safety factor) may be useful in planning the landing braking
requirements and the RWY exit point.

NOTE
Recording the ALTN weather is completed on an ‘as required’ basis. If the conditions at DEST
indicate no likelihood of diversion, the recording of ALTN weather can be dispensed with.

State a brief plan for how the approach will be flown to increase PM situational awareness for efficient
backup.

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NOTE
This is important for unusual circumstances, including, but not limited to:

• Special speed restrictions

- (schedule for speed targets e.g.:” We will reduce to 180 after 12 NM, then to
160 after 6 NM”, or “We will extend landing gear at 4,5 NM to comply with min
160 kts at 4 NM)
• Visual approach

- (e.g.: “I am planning to be at circuit altitude and FLAPS 1 abeam the airport”)

• Circle to land

- (e.g.: “Weather is CAVOK, we will request to fly a visual circuit in case of a go-
around”)
• Stormy weather

- (e.g.: “There are CBs along the missed approach track, ask for an immediate
right turn in case of a missed approach”)
• Manual flight

- (e.g.: “We will switch FDs off on base leg, disconnect autopilot afterwards”)
• System failures

- (e.g.: “ Slats/flaps slow, so we need at least 15 NM straight final, in order to get

configured, we will do configuration in level, reach the glide in FLAPS 3, extend
the landing gear afterwards…”)
• ROPS related considerations

CAUTION
Diverting to ALTN when reaching the minimum destination fuel indicated on the MCDU FUEL
PRED page could result in the aircraft arriving at ALTN with minimum reserve fuel, especially if
the full diversion route on the OFP is flown. The Commander should decide and modify the
minimum destination (diversion) fuel according to the circumstances.

Low temperature altitude corrections must be considered and applied when necessary.
Wizz Air policy is to add 30 ft to MDA on a non-precision approach, in order to avoid undershooting the
published minimum during the go-around.
Changing RWY or type of arrival automatically erases the previous MDA or DA.

2.12.17 Descent
ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/Descent
Refer to Comply365/Crew Training/Flight Crew for Speed and Energy Management self training
material.

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NOTE
During a Managed Descent the aircraft will attempt to fly a thrust idle profile. This may result in a
high rate of descent in order to meet an altitude CSTR and may not comply with company V/S
restrictions approaching the last cleared level/altitude.

During descent, both crew members need to remain aware at all times of estimated track miles to
touchdown, using the MCDU flight plan DTG, the ND (for estimation) and information from ATC as
appropriate to the situation.

NOTE
When being radar vectored, do not hesitate to request from ATC “estimated track miles”

AVOIDING OVERSPEEDS IN DESCENT

CAUTION
Initiating a ‘MANAGED’ (high speed) descent after overflying the descent point might result in
overspeed as the aircraft attempts to regain the profile.
In the case of any potential overspeed during descent, reduced rate (V/S), thrust idle and
speedbrake are all available methods of avoidance.
Refer to FCTM/PR/AEP/MISC/Overspeed

DESCENT IN UNCONTROLLED/CLASS "E" AIRSPACE

Flights into some regional airports may lead to flying for a limited period in uncontrolled/class "E"
airspace. ATC should inform the crew prior to entry into such airspace.
For speed limits in uncontrolled/Class "E" airspace Refer to 1.3.5 - Company limitations on IAS

COMPANY REQUIREMENTS
Review TCAS procedures during the descent briefing.
Turn ALL exterior light ON including LANDING LIGHTS.
One pilot headup at all times in uncontrolled/Class "E" airspace.
Use maximum automation when entering uncontrolled/class "E" airspace.
Promptly follow any ATC avoidance maneuver unless responding to a TCAS RA.

HIGH SPEED DESCENT

High speed descent may be planned/used for energy management. For applicable speed restrictions
Refer to 1.3.5 - Company limitations on IAS

CAUTION

• If speedbrakes are used above 315 knots/M.75 with the AP engaged, their rate of
retraction is low (total time for retraction from full extension is approximately 25
seconds). The ECAM memo page displays SPD BRAKES in amber until retraction is
complete. In order to avoid overshooting the altitude, due to speedbrake retraction in
ALT* mode, retract the speedbrakes at least 2000 ft before the selected altitude.
• EXP mode is not recommended. If EXP mode is inadvertently selected another mode
will need to be selected in order to exit the EXP mode.

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FLIGHTS IN DATALINK AIRSPACE

Before entering into an airspace with datalink services:

If there is no active datalink connection, perform a datalink logon before entering the subject airspace

• Refer to OM-C 3.2.3.4 Logon

Establish CPDLC communication with the respective control center.

• Refer to OM-C 3.2.3.5 Establishing a CPDLC connection

• Refer to OM-C 3.2.3.6 CPDLC communication

When flying in an airspace with no datalink services and approximately 15 minutes after the flight has
exited the last datalink airspace:

• Make sure, that datalink is disconnected.

- Refer to OM-C 3.2.3.7 Closing CPDLC communication

PASSING FL100/10,000 FEET

NOTE
In case if cabin crew has not been advised until this moment, it has to be done latest at this time.

CABIN SECURED PROCEDURE ON ARRIVAL

NORMAL PROCEDURE
Cabin secured status is indicated by the “CABIN…READY” ECAM MEMO line. After receiving the
command “CABIN CREW PREPARE FOR LANDING” and once cabin is secured the SCA will use the
“CABIN READY” button on the FAP to signal this status.

NOTE

• The “CABIN READY” button on the FAP is only active (can be used by cabin crew to
indicate cabin status), when at least F1 is selected during approach.
• According to their procedures, cabin crew will perform a last check to make sure, that
the button on FAP is pressed, when gears are extended (EXIT lights come on in the
cabin). The ECAM LDG MEMO item “CABIN” may change to green only at this time.
• In normal operations, if the passenger cabin is not secured, the landing should not be
attempted.
• If the “CABIN” item is still blue at the moment of checking the ECAM LDG MEMO and
there is enough time before the landing, the flight deck crew may contact SCA using the
intercom to seek information about cabin readiness.
• Exceptionally, the Commander may decide to land with an ‘unsecured’ cabin (including
standing passenger), if all reasonably expected attempts of the crew, failed to achieve a
‘secured’ status in the cabin.
• Following a go-around the ECAM MEMO may only be displayed below 750’ radio
altitude.

CONTINGENCY PROCEDURE

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In cases, when the "CABIN READY" button on the FAP is not available (not installed or INOP):

• After receiving the command “CABIN CREW PREPARE FOR LANDING" and once the cabin is
secured the SCA will call the flight deck using the interphone. Only when the workload in the flight
deck permits:

- The PM transfers the RT to the PF and answers the call announcing "FLIGHT DECK",
- SCA announces “CABIN SECURED”.
- PM responds “CABIN SECURED", resets ACP, announces to PF “CABIN SECURED, MY RT"
and takes over the RT.
• Cabin secured is confirmed again during the approach, when the ECAM MEMO is displayed. When
ECAM MEMO is visible:

- PF calls: "ECAM MEMO"

- PM responds: "CABIN IS BLUE AND SECURED. AUTOTHRUST?..”
• If no “cabin secured” status has been reported by SCA till this moment and there is enough time
before the landing, the flight deck crew may seek verbal confirmation from SCA by using the
intercom.
• If the time is too short, perform a go-around, clarify later.

2.12.18 Transitional/initial approach

ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/Descent
Refer to FCOM/PRO/NOR/SOP/Descent Adjustment

ACTIVATION OF APPROACH PHASE

The approach phase should not be manually activated until it is confirmed that holding is not required.
The approach phase may be activated by PF above FL100/10,000 ft. Otherwise it is to be done by the
PM on order of PF.

ATC SPEED CONTROL AND FLAP SELECTIONS

If ATC apply speed restrictions during the initial approach phase (either by request or as published in
eRM chart GENERAL page), either managed or selected speed may be used as appropriate.
Where possible flap selections should be made when actual speed is close to the maneuvering speed
for the existing configuration to reduce flap wear and to minimize the possibility of exceeding VFE.
It is allowed to fly lower speeds, than the maneuvering speed for the actual configuration to comply
with ATC speed restrictions. Pilots have to keep in mind however, that speeds below the maneuvering
speed of the actual configuration (F, S speed) are in the ‘unstable’ speed range of the flight envelope
(with speed further decreasing, drag is increasing, more thrust is needed, to maintain the lower speeds,
more fuel is consumed).
If the aircraft is not decelerating as anticipated prior to, or after intercepting the glide slope, extend the
landing gear. The use of speed brakes with Flaps > 1 is not recommended.

CAUTION
Do not accept published speeds or ATC speed requests that could lead to an unstabilized
approach. Advise ATC accordingly.

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AVOIDING OVERSPEEDS DURING APPROACH

Flaps/slats are not intended to be used for aircraft deceleration, their main role is to reduce stalling
speed to facilitate speed reduction. Avoid selection of next flap setting close to VFE NEXT, as this
technique will cause extreme wear of the flaps/slats.

• Refer to FCTM/PR/NP/SOP/Approach/Configuration Management/Intermediate approach -

Deceleration and Configuration Change

It is allowed to fly lower speeds, than the maneuvering speed for the actual configuration to avoid
overspeeds. This technique is especially useful, when configuring from F1 to F2 at higher weights (S
speed is close to VFE F2). Pilots have to keep in mind however, that speeds below the maneuvering
speed of the actual configuration (F, S speed) are in the ‘unstable’ speed range of the flight envelope
(with speed further decreasing, drag is increasing, more thrust is needed, to maintain the lower speeds,
more fuel is consumed).

CAUTION
In the case of a potential overspeed, reduced rate of descent, thrust idle, landing gear extension
and speedbrake are all available methods of avoidance.
As necessary:

• PUSH TO LEVEL OFF (except on FINAL approach).

• Reduce speed/THR idle.
• Consider landing gear/consider speedbrake.

In the case of actual overspeed:

• DO NOT disconnect the autopilot.

• DO NOT pitch up the aircraft into a climb.

AVOIDING ALPHA FLOOR ACTIVATION

For final turns requiring a heading change of >45 degrees, ensure adequate speed margin above 'F'
speed to prevent the activation of alpha floor protection.

FLIGHT PLAN SEQUENCING

When PF orders PM for FPL sequencing, he should use specific instructions, e.g.:

• "SET DIRECT ….(WPT)”

• "SET DIRECT …(WPT) WITH RADIAL IN” (do not forget to check and call FMA: NAV blue, then
pull HDG if not intended to be used.
• "CLEAR ALL WPTS AND INSERT FPL DISCONTINUITY BEFORE ….(WPT)”.

"SEQUENCE FPL” alone should not to be used (sequencing the FPL can mean different actions for
different people and situations).

Never program the aircraft to fly a route, for which ATC clearance has not been received:

• In case if there is any STAR/ARRIVAL option you may insert it, but insert a discontinuity after the
initial point. This way the aircraft will warn the flight deck crew with a “FPL DISCONTINUITY
AHEAD” upon reaching the initial point and will continue on present HDG. Confirm clearance before
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reaching the discontinuity. Remove discontinuity, when clearance has been received for the STAR/
ARRIVAL.
• When clearance limit is applicable (or “do not proceed beyond…”), insert a holding at the clearance
limit. Clear the holding, when appropriate clearance has been received.
• When shortcut is expected on arrival, insert expected shortcut with a preceding discontinuity to
prevent the aircraft flying the shortcut without clearance (predictions are still accurate). Remove
discontinuity when clearance has been received for shortcut.

2.12.19 General approach and go-around procedures

ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/Approach
Refer to FCOM/PRO/NOR/SRP/FMS/Approach

• During the approach for a manual landing PF shall continuously ensure, that the AUTOTHRUST is
maintaining VAPP TARGET. In case of unsatisfactory AUTOTHRUST performance consider reverting
to manual thrust.
• Instant wind information reported by the tower should be monitored during the approach to ensure
that the wind speed does not exceed the assumptions made for landing performance calculations.

EFB

• Display the relevant approach chart.

• EFBs shall be kept at their dedicated place.

Figure 2.12.19-1:

GO-AROUND
Refer to FCOM/PRO/NOR/SOP/Go-Around/Go Around with FD

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CAUTION
When applying the Airbus go-around procedure at or above the altitude selected on the FCU, the
SRS vertical mode will engage and the aircraft will start to climb. ALT* mode however, will not
engage, as long as the aircraft is not crossing the altitude selected on FCU, consequently, there
is a risk of altitude bust in climb. To avoid this situation, flight crew may perform a "discontinued
approach". Refer to FCOM/PRO/NOR/SOP/Approach/Approach General/Discontinued Approach

In case of a missed approach, prompt initiation of the go-around and the associated configuration
changes required must take priority over ATC communication. Informing ATC or the acknowledgement
of the ATC instruction may have to be deferred until workload permits.
Particular attention must be given to acceleration after go-around by both pilots.
PM must closely monitor speed and be ready for flaps retraction.

PM must call “SPEED” if the speed trend vector indicates VFE will be exceeded:

• PF should promptly select the thrust levers to the ‘CLB’ detent.

• PF should announce “PULL SPEEED” and/or “PULL V/S”* or make the selections if the AP is
engaged.

Prompt selection of the AP may avoid an altitude bust.

Manual thrust can be considered to avoid exceeding VFE.

CAUTION
*Never select V/S when in SRS mode. Never attempt to select V/S or ‘PUSH LEVEL OFF’ when
the ALT* mode is engaged.

CONSIDERATIONS ABOUT GO-AROUND NEAR THE GROUND

For additional guidance on go-around near the ground and for restrictions on initiating a go-around
after touchdown:

• Refer to FCTM/PR/NP/SOP/Go-Around/Considerations about Go-Around/Go-Around Near the

Ground
• Refer to FCTM/PR/NP/SOP/Landing/Tail Strike Avoidance

In most cases, a missed approach is initiated at or before the applicable DA or MDA for the approach
being flown. Because of any later decision to go around must have followed an earlier positive decision
by PF to continue to a landing, it is often described as a rejected landing or a balked landing,
although neither term has any formal definition. It may or may not involve at least part of the landing
gear contacting the runway and in extreme cases, touchdown may occur on all main landing gear units.

A decision to reject a landing which has previously been judged achievable with safety is often the only
way to avoid aircraft damage through a loss of control near to or on the runway, which may also
culminate in a runway excursion. This can be the result of a sudden deterioration in forward visibility or
extreme wind velocity variations. It may even be the only way to avoid a runway collision if a runway
incursion occurs at a late stage.

In case of a go-around below minimum:

• PF should resist the tendency to apply excessive rotation rate to avoid bouncing with excessive rate
of descent in order to prevent tail-strike.

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In case of a go-around below minimum or a bounce:

• Initiating normal go-around duties near the ground use standard call for go-around, but:

- Call “GO-AROUND…” and delay the call for “FLAPS” until a safe flight path has been
established.

NOTE
The flight crew must consider delaying flap retraction. This is to avoid sudden early flap retraction
during rejected landing. Depending on the energy level of the aircraft, sudden change in
configuration at this stage may result in high rate of descent.

Temporary landing gear contact is acceptable, but not with excessive rate of descent, which would
result in hard landing.

REJECTED LANDING PROCEDURE

According to CAR AIR-OPS, Wizz Air may propose a contingency procedure which ensures safe
routing avoiding all obstacles on the missed approach segment.
These aerodromes will be marked in their OM-C Airport briefing with the following statement:
"REJECTED LANDING PROCEDURE APPLIES". Wizz Air will have to seek approval from the
competent authority each time that this procedure will be used. To reduce complexity of the OM-B, the
detailed procedure will be indicated in the associated airport briefing.

WARNING
Adherence to the procedure is mandatory

2.12.20 Approach procedures specific to approach types

ON A/C ALL
APPROACH TYPE SUMMARY DETAILS

PREC ILS Refer to ILS approaches Refer to ILS approaches

Refer toRNAV/RNP Refer to RNAV/RNP

APV RNAV/RNP to VNAV MIN
approach to VNAV minima approaches

Refer to RNAV/RNP Refer to RNAV/RNP

RNAV/RNP to LNAV MIN
approach to LNAV minima approaches

NPA Refer to Non-precision

approaches (NPA) based
LOC Refer to LOC approach
on conventional ground
navaid

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Refer to WAZ_OMB -
Refer to NPA based on 2.12.20.2 - Non-precision
VOR/NDB (+DME) ground NAVAID - Except approaches (NPA) based
LOC approach on conventional ground
navaid

Refer toSurveillance Radar

SRA Refer to SRA approach
(SRA) approaches

2.12.20.1 ILS approaches

ON A/C ALL

For offset ILS approaches (RWY TRK and ILS course difference is more, than 1º) and LDA approaches
Refer to LDA / offset ILS approaches

ILS RAW DATA

Refer to FCTM/PR/NP/SOP/APPROACH/GUIDANCE MANAGEMENT/ILS RAW DATA

ILS raw data approaches increase flight deck crew workload. PF shall be prepared to split attention
between inside and outside environment
During approach briefing PF shall state his plan for steps of aircraft configuration in order to facilitate
the PM to provide effective backup
Take the advantage of any nav-aid along the final for better situational awareness/positioning by
manual tuning on RAD NAV page (LO, LI, VOR)
As long as tracking to an RNAV waypoint, use FDs
Try to get 30-45 ° intercept angle, ask for vectors if available (with greater interception angle an
overshoot may happen if PF initiates turn to final only when LOC needle starts inward movement)

When on heading, but latest when on interception heading and cleared for approach:

• AP and FDs off, BIRD ON

• PF ND setting: ILS ROSE
• PM ND setting: ARC or NAV ROSE (if appropriate)

PM shall call: “LOC ALIVE” and “GLIDE ALIVE” when appropriate.

2.12.20.2 Non-precision approaches (NPA) based on conventional ground navaid

ON A/C ALL

GENERAL
All non-precision approaches (NPA) based on conventional ground NAVAIDs shall be flown as
continuous descent final approach (CDFA). The use of the “step down descent” technique is not
allowed.

Type specific procedures:

• Refer to FCOM/PRO/NOR/SOP/APPROACH

‘DECELERATED’ or ‘EARLY STABILIZED’ approach techniques:

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• Refer to FCOM/PRO/NOR/SOP/APPROACH/APPROACH GENERAL/APPROACH SPEED

TECHNIQUE

NAVIGATION METHOD
Non-precision approaches (NPA) based on conventional ground NAVAIDs shall be flown using either of
the following two navigation methods:

1) PBN - lateral guidance managed by the FMS (as an “RNAV overlay approach”), using the
following guidance modes:

• FINAL APP ,or

Refer to FCOM/PRO/NOR/SOP/APPROACH/AIRCRAFT GUIDANCE MANAGEMENT/
APPROACH USING FINAL APP GUIDANCE - GENERAL
• FPA – NAV
Refer to FCOM/PRO/NOR/SOP/APPROACH/AIRCRAFT GUIDANCE MANAGEMENT/
APPROACH USING FPA GUIDANCE - GENERAL
2) RAW DATA lateral guidance is based on the raw data of ground based NAVAIDs (as a “raw data
VOR (DME)”, “NDB (DME)”, “LOC (DME), etc. approach), using the following guidance modes:

• FPA – TRK ,or

• FPA – LOC Refer to FCOM/PRO/NOR/SOP/APPROACH/AIRCRAFT GUIDANCE
MANAGEMENT/APPROACH USING FPA GUIDANCE - GENERAL

MONITORING DURING NPA

NOTE

• PM's ND selection shall facilitate making the relevant flight parameter deviation calls
(PM ND ROSE VOR is recommended for VOR approaches).
• Insert approach NAVAID(s) to MCDU RAD NAV page as required to monitor deviation
and altitude vs. distance check.

VERTICAL PROFILE ANNOUNCEMENTS

CAUTION
To ensure NPA approaches are flown with maximum accuracy, crews must crosscheck altitude
vs. distance data information/deviation during the approach through to the MDA (unless visual
conditions are encountered and can be maintained with reference to PAPI/VASI).

• Reference tables are available in eRM on NPA charts.

• Refer to OM-A 8.1.2.8 Temperature correction, when applicable

2 NDB APPROACH
2 NDB approaches may be flown with aircraft equipped with only 1 ADF subject to following procedure
and limitations:

• The approach to be flown is stored in the FMGC database.

• At least 1 FMGC is operative.
• ADF must NOT be tuned manually to allow operations of the autotune function.
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• With aircraft having only 1 set of ADF and no autotune function:

- If the approach has an alternative minimum for only 1 NDB reception, then only that minimum
can be used.
- If the approach has no alternative minimum for only 1 NDB reception, then the approach is not
allowed.
• First NDB must be identified before commencing the approach.
• (When passing the first NDB the FMS will auto tune the second NDB).
• Second NDB must be identified by PM after first NDB is overflown.
• The briefing must include need for identification during initial approach, final approach and go-
around.
• In case the second NDB is not identified on final approach and visual conditions are not acquired a
missed approach procedure must be performed.

2.12.20.3 RNAV/RNP approaches

ON A/C ALL

GENERAL
In Wizz Air operations all RNAV/RNP approaches shall be flown as continuous descent final
approaches (CDFA). The use of the “step down descent” technique is not allowed.

General (non-type specific) procedures:

• Refer to OM-A 8.3.2.11 Special navigation procedures - RNP approach procedures

Type specific procedures:

• Refer to FCOM/PRO/NOR/SOP/APPROACH

NOTE
The term “RNAV (GNSS) approach” is used in Airbus documentation to cover approaches
labelled on charts as RNAV (GNSS, GPS) or RNP .

NAVIGATION METHOD
Refer to FCOM/PRO/NOR/SOP/Approach/Approach General/Cross-Reference Table

NOTE
RNAV/RNP approaches using other guidance modes are not allowed!

NOTE
The navigation database used in Wizz Air operations have been validated to exclude potential
coding errors.

MONITORING DURING RNAV/RNP APPROACH

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NOTE
PM's ND selection shall facilitate making the relevant flight parameter deviation calls.

VERTICAL PROFILE ANNOUNCEMENTS

CAUTION
To ensure RNAV/RNP approaches are flown with maximum accuracy, crews must crosscheck
altitude vs. distance data information/deviation during the approach through to the MDA

2.12.20.4 Circling approach

ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/APPROACH/AIRCRAFT GUIDANCE MANAGEMENT/CIRCLING

APPROACH

NOTE
For applicable minima refer to eRM and Refer to OM-A 8.1.4.11 Approach minima at Wizz Air.
Occasionally, company minima for specific airfields may be different from the above values due to
terrain factors. In this case the values will be shown in OM-C Airport Briefings and will override
the general approach/eRM minima for a Circling Approach. Airbus circling pattern in FCOM is a
“minimum” procedure, circle to land may be conducted at or above the circling minimum
according to weather and terrain conditions, pattern has to be adjusted accordingly.

CAUTION
Most of the circling approaches in the Wizz Air network are designed according to PANS-OPS
criteria, however, some are based on TERPS, which incorporates a much smaller obstacle-free
area (the reference is indicated on eRM charts). Before executing a circle-to-land approach verify
the maximum allowed distance from threshold and consider it (may be inserted into PROG page
for enhanced situational awareness).

Ensure the secondary F-PLN is sequenced so that when activated, it is ready for use.

If GPS Primary is active, positioning relative to the runway may be made using the ND in ROSE NAV,
instead of timing. The recommending spacing is 1–1.3NM when downwind, although this may be
adjusted in strong crosswind conditions.

Additional notes:

• Circling minimum is inserted in the PERF APPR page. Because there is no immediate
transition from a descent to a missed approach, 30 ft is not added to the minimum.
• The secondary PERF APPR page does not require minimum to be inserted because this part
of the approach is visual.

STABILIZATION CRITERIA
Refer to Stabilisation criteria for circling approaches

MISSED APPROACH

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Refer to OM-A 8.1.4.14 Circling approach for maneuvers to be flown in case of a missed approach
during circling.
Instructions in OM-A for missed approach does not preclude the Commander to choose an alternative
missed approach strategy (e.g.: to join a visual traffic circuit) when conditions are suitable and the
strategy is planned and briefed and coordinated with/approved by ATC.

2.12.20.5 Visual approach

ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/APPROACH/AIRCRAFT GUIDANCE MANAGEMENT/VISUAL

APPROACH
Refer to FCTM/PRO/NP/SOP/APPROACH/GUIDANCE MANAGEMENT/VISUAL APPROACH

NOTE
For applicable minima refer to eRM and Refer to OM-A 8.1.4.11 Approach minima at Wizz Air.

A visual approach is defined as an approach that is neither an instrument approach nor a circling
approach, however it must be planned and briefed as for any other approach.
A visual approach may be flown either as:

• A conventional circuit consisting of 3 legs (FCOM).

• A straight in approach following the standard ILS decelerated profile.
• Entering from base leg (square or oblique).

When flying a visual approach, unless following the full instrument approach procedure (visually) the
FDs should be selected OFF.

STABILIZATION CRITERIA
Refer to Stabilisation criteria for instrument and visual approaches

NOTE
The FCOM ‘VISUAL APPROACH’ pattern is based on a minimum stabilization height of 500 ft
which incorporates a final segment of 2-2.5 NM. When planning the approach, the crew should
adjust the pattern to ensure the company stabilization requirement of 1000 ft AAL is met.
This will result in an extended downwind, longer final segment and delayed start of final descent
(in case of a standard visual circuit height of 1500 ft AAL, the aircraft will have to descend only
500 ft till the stabilization point of 1000 ft AAL – at about 3NM from threshold on final).

GO-AROUND
A visual approach is a non-instrument and non-circling approach, therefore when the aircraft
commences visual maneuvering the go-around procedure must be confirmed with ATC.
In accordance with the above, it is company policy to set standard circuit height 1500 ft AAL on the
FCU as the go-around altitude unless otherwise specified by ATC.

2.12.20.6 LVO approaches

ON A/C ALL

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Refer to Comply365/Flight Operations - WAZ/Operations Manuals/Operations Manual Part A -

Appendix 3 - Low Visibility Operations
Refer to Comply365/Flight Operations - WAZ/Operations Manuals/WAZ - LVO and CAT I Autoland
Tables
Refer to FCOM/PRO/NOR/SOP/Approach/Aiircraft Guidance Management/Approach using LOC G/S
Guidance - Final Approach for approach procedures.
Refer to FCOM/PRO/NOR/SOP/Approach/Aiircraft Guidance Management/Approach using LOC G/S
Guidance - Management of Degraded Guidance for the management of failures.
Refer to FCTM/PR/NP/SOP/APPROACH/GUIDANCE MANAGEMENT/APPROACH USING LOC G/S
FOR CATII CATIII

The basis for LVO approaches are contained in FCOM, however detailed company procedures for all
LVO operations are contained within the company LVO Manual. The company LVO Manual is
contained in Comply365.

CAUTION
Crews should consider that the LVO manual is a supplementary manual to be used in conjunction
with OM-B. However, if any discrepancy is observed OM-B will take precedence.

To conduct LVO approaches both pilots must be current for Low Visibility Operations (simulator
training).
Knowledge in dealing with failures and downgrades above and below 1000 ft AAL is imperative for
both crew members.

CATEGORY 3B NO DH OPERATIONS – COMPANY PROCEDURES

• Items listed as not monitored in QRH/REQUIRED EQUIPMENT FOR CAT2 AND CAT3 are not
checked or tested before an approach. They are assumed serviceable unless they have been listed
unserviceable in the AFL or HIL or have been noted as unserviceable during the flight.
• The Standby Attitude Indicator must be serviceable for an approach to be started. However, a
failure of the instrument during an approach may be ignored and the approach may be continued.
• Although not qualified for LVO landings as PF during normal operations, CM2 may continue to land
after taking control following the incapacitation of the CM1, if he considers that it is a medical
emergency.

CONTINUOUS MONITORING PROGRAM

Refer to OM-A 8.4.13 Wizz Air continious monitoring program

PRACTICE CATIIIB LVO APPROACH AND AUTOLAND (WHEN LVP ARE NOT ACTIVE)

Requirements:

• Ceiling above 1000 ft AAL

• Visibility above 5000 m
• Runway is equipped with ILS CAT II/III beam (appropriate minima published) and the system status
is not degraded by NOTAMs.

Procedure:
During descent preparation

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• Check requirements (See above)

• CAT I (baro) minimum must be inserted into MCDU ‘PERF APP PAGE’ and must be briefed

NOTE
'NO' will be inserted, as DH on final approach subject to actual weather conditions

• Approach briefing as for an LVO approach

• Normal LVO task sharing applies with CM1 PF and CM2 PM

During descent

• Advise ATC, that an autoland is intended: “WIZZ SKY--- INTENDING AUTOLAND”.

NOTE
This should ensure that any information that could affect the autoland will be passed to the crew
by ATC.

During approach:

IF visual with the runway before passing 1000 ft AAL:

• PF calls: “VISUAL – INSERT NO DH”

• PM shall insert NO DH into MCDU ‘PERF APP PAGE’
• PM must remain ‘head down’ and monitor the FMA throughout the approach and landing
• Standard LVO approach callouts apply until the completion of the rollout
• If the AP performance is unsatisfactory at any stage, PF must immediately disconnect the AP and
land manually.

IF not visual with the runway until passing 1000 ft AAL:

• PF calls: “CAT I APPROACH – MANUAL LANDING”

• Continue normal CAT I approach with manual landing and appropriate callouts.

2.12.20.7 Surveillance Radar (SRA) approaches

ON A/C ALL

For more information about SRA approaches Refer toOM-A 8.1.4.6 Surveillance Radar Approach
(SRA).

A Surveillance Radar Approach (SRA or ASR) is a non-precision approach during which the controller
uses surveillance radar equipment to provide lateral guidance to maintain the final approach track as
well as providing advisory altitude and range information to assist the pilot to fly the correct rate of
descent for the appropriate glide path angle.

Controller guidance terminates at between 2 NM and 0.5 NM from touchdown.

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• When on final approach the controller will remind the pilot to check wheels.
• Before commencing the approach the controller will state:

- "THIS WILL BE A SURVEILLANCE RADAR APPROACH, TERMINATING AT (DISTANCE)

MILES FROM TOUCHDOWN. CHECK YOUR MINIMA, STEP DOWN FIXES AND MISSED
APPROACH POINT."
• The aircraft will be given radar vectors towards the final approach track as follows:

- "TURN LEFT/RIGHT (NUMBER) DEGREES, HEADING (THREE DIGITS)”.

- "CLOSING THE FINAL APPROACH TRACK (RATE OF CLOSURE, E.G. SLOWLY, QUICKLY)
FROM THE LEFT/RIGHT”.
- "HEADING OF (THREE DIGITS) IS GOOD”.
- "ON TRACK”.
- "SLIGHTLY/GOING LEFT/RIGHT OF TRACK”.
• Approaching the Final Approach Point (FAP), the controller will state:

- "APPROACHING (DISTANCE) MILES FROM TOUCHDOWN COMMENCE DESCENT NOW

TO MAINTAIN A (NUMBER) DEGREE GLIDE PATH".
• Advisory altitudes through which the aircraft should be passing to maintain the nominal glide path,
together with ranges from touchdown, shall be passed at each 1 NM (0.5 NM for approaches
terminating at less than 2 NM from touchdown) as follows:

- "(DISTANCE) MILES FROM TOUCHDOWN ALTITUDE SHOULD BE (NUMBER) FEET”.

- "DO NOT ACKNOWLEDGE FURTHER INSTRUCTIONS”.
- "CHECK MINIMUM DESCENT ALTITUDE”.
• At the termination range the controller will transmit:

- "APPROACH COMPLETED, OUT".

• Continue visually or go-around (missed approach or further instructions).

SRA approaches are very R/T intensive therefore only one aircraft at a time will normally be vectored
onto final approach. The extra aircraft separation required can lead to delays at busy airports, so it may
be prudent to plan for some extra holding fuel. Pilots are usually expected to call "VISUAL" as soon as
possible to free up the controller for the next aircraft. lt is worth noting that controller proficiency may be
limited due to infrequent practice. A SRA may be the only instrument approach available to secondary/
emergency runways at some airports. A thorough review of aerodrome charts should be conducted to
ascertain whether these secondary/emergency runways have reduced lighting capabilities or special
taxi procedures associated with their use.

RECOMMENDED FMGS SETUP:

• Enter a runway only at the destination, providing a CF at 5 NM from touch down and VDEV
guidance on the PFD.
• A pilot defined waypoint may be added at the FAP, if desired.
• The runway centerline can be extended when on radar vectors utilizing the DIR TO and RADIAL IN
function.
• Controller range/altitude information can be backed up by using a suitable DME or the BRG/Dist
function on the PROG page, but note that controller range/altitude information may be based upon
radar antenna position rather than runway threshold.

THE RECOMMENDED TECHNIQUE:

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• Adopt the early stabilized approach procedure using the A/P and FDs in HDG and V/S modes.
• The approach should be flown at a constant angle glide path down to decision altitude (DA).
• For a 3º glide path multiply the ground speed displayed on the ND by 5 to calculate the required
rate of descent.
• In order to take advantage of Ground Speed Mini, use of A/THR and managed speed are
recommended.
• When visual references are acquired, the PF calls for the PM to deselect the FDs, switch on the
FPV and set the final approach track.
• Maneuver as required to position the aircraft accurately on the extended centerline, utilizing the FPV
and PFD track index to assist in crosswind conditions.

2.12.20.8 LDA / offset ILS approaches

ON A/C ALL

For more information about LDA approaches Refer to OM-A 8.1.4.17 Localizer Direction Air (LDA)
approach

An LDA (Localizer-type Directional Aid) Approach may contain:

• only a localizer transmitter, or

• both a localizer and a glideslope transmitter.

For both an offset ILS and an LDA approach guidance does not extend as far as the RWY touchdown
zone.

When G/S is available for an offset ILS or LDA approach:

• DA (H) should be inserted exactly as it appears in the Approach Chart.

• Flying technique is as for ILS approaches.
• When cleared for the approach crew should arm APPR but should not engage the second A/P.
Landing capability on the FMA should not be CAT 3 DUAL.

When G/S is inoperative for an LDA or offset ILS approach:

• 30 ft must be added to the chart minima as per normal NPA procedures.

• Flying technique is as for LOC approaches.

Stabilization criteria is like for any other instrument approach and "established on final track" is
referenced to the instrument final approach track.
Not later than minimums and when visual references are established: PF Calls: "AUTOPILOT OFF,
FLIGHT DIRECTORS OFF, BIRD ON, SET RUNWAY TRACK".
Approach and landing are visually completed.

2.12.20.9 Letdown approaches

ON A/C ALL

GENERAL

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In some countries (e.g.: Turkey, Greece) approaches labelled in eRM as “Letdown” (or “cloud brake
procedure”) are published. These approaches are designed when there is no room for straight-in
instrument approaches due to surrounding terrain.
For more information on “let down” approaches refer to eRM GEN 1.8.3.4. Instrument Approach Chart
(IAC).

The most important features of “letdown” approaches are as follows:

• The instrument approach part is a non-precision approach

• There is no altitude vs. distance check table provided on approach charts
• The final approach course may have significant offset from the runway axis (from 0 to 90 degrees)
• After the instrument part, the approach has to be completed with a circle-to-land manoeuvre which
starts with a requirement to join to the middle of the downwind leg, to the base leg, or even to a full
circuit from overhead the airport
• The minima are quite high and are only published for circle-to-land (no straight-in).

FLYING LETDOWN APPROACHES

Letdown approaches shall be flown:
According to Standard Operating Procedures for non-precision approaches using:

• NAV-FPA guidance

- Refer to Non-precision approaches (NPA) based on conventional ground navaid

• 3 ° FPA and
• Circle-to-land minima.

- Refer to OM-A 8.1.4.14 Circling approach.

With a level segment on final approach at MDA while adopting the Airbus circle-to-land procedure to
the specific approach

• Refer to FCOM/PRO/NOR/SOP/APPROACH/AIRCRAFT GUIDANCE MANAGEMENT/CIRCLING

APPROACH
• With additional preparation (and briefing) regarding the visual part (expected distance from MAP to
RWY threshold, plans for the visual descent and configuration steps).

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CAUTION
Due to the construction criteria of letdown procedures:

• Obstacle clearance is provided for “step-down” descent strategy, no CDFA profile data
(altitude vs. distance checks) is available
• Following the 3 ° FPA reaching the MDA before the MAP is not guaranteed (can be
crosschecked with preliminary calculation during briefing)
• In most cases it will be not possible to land straight after reaching the MAP at MDA,
even if the final approach track is close to parallel with the runway axis
• In some cases the MAP is behind the landing threshold. As a consequence, joining the
circle-to-land procedure and landing may not be possible at a late stage of the
instrument procedure, approaching the MAP
• Terrain will be a factor (high situation awareness is needed), as the reason for providing
“let down” instead of straight-in approach is often obstacle constraints
• Obstacle clearance for the “circle-to-land” part may not be based on PANS-OPS
(TERPS may be applicable), the obstacle free zone during the visual manoeuvre may be
limited.

Refer to the relevant approach chart and to eRM GEN 1.5.6. FAA TERPS Procedure Design
Criteria.

2.12.21 Diversions and company commit to land policy

ON A/C ALL

Refer to OM-A 8.3.7 Policy and procedures for in-flight fuel management

Flight crew should be reminded that preflight planning requirements are replaced by in-flight fuel
management procedures once the aircraft commences the flight.

• Refer to OM-A 8.3.7 Policy and procedures for in-flight fuel management for in-flight fuel
management procedures.

Application of the in-flight fuel management procedures might result in:

• Continuation to destination with ALTN fuel available

• Continuation to destination with ALTN fuel no longer available (commit to land at destination)
• Diversion to ALTN so as to land with no less than final reserve fuel (commit to land at alternate).

In order to assist in decision management, the company requires Commanders to carefully assess:

• Weather at final destination

• Traffic at final destination
• The number of available runways and facilities at final destination

When adopting a ‘COMMIT TO LAND’ procedure it is strongly recommended that Commanders retain
some margin fuel above final reserve (according to circumstances) to allow for contingencies at final
destination.
If time permits, flight crews should coordinate/communicate with OCC via ACARS.

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For diversion, the crew may use the FMGC in the following ways:
Refer to FCOM/PRO/NOR/NOR/Systems Related Procedures/FMS/Go-Around/Missed Approach:
Divert

• Using the ENABLE ALTN function on the LAT REV page – if the alternate airport has been set
correctly.
In this case, the ACARS diversion notification message will be automatically sent to OCC, no further
flight crew action is needed.
• Using the NEW DEST function on the LAT REV page or activating the previously prepared SEC F-
PLN.
In this case, the AOC Diversion page will have to be filled in in for the notification message to be
sent to OCC (See next bullet point).

• The AOC Diversion page is available in order for the crew to manually enter/overwrite the diversion
airport (4-digit airport code) whenever a diversion is initiated. This should be done at the first
opportunity, workload permitting. As soon as this is completed, within 1 minute the ATSU will
automatically transmit the diversion message to OCC.

2.12.22 Landing
ON A/C ALL

POLICY
Commencing the landing (below MDA/DA) the aeroplane should be in a position to continue with a
normal rate of descent (Refer to Flight parameter calls) and land within the touchdown zone.

PROCEDURE
Refer to FCOM/PRO/NOR/SOP/LANDING
Refer to Comply365/Crew Training/Flight Crew/Self Training/Landing Technique.

Follow the ILS G/S when available down to DA/DH. Change to visual references approaching DA/DH.
When G/S is not available, start to follow the PAPI or VASI (if available) when changing to visual
references.
Check visually RWY identification and if there is any obstacle on the runway as far as possible (even if
landing clearance has been received).
If more than idle reverse has been used during landing, PM starts chrono for cooling period when PF
commands idle reverse.

REVERSE THRUST
Refer to FCOM/PRO/NOR/SOP/Descent Preparation - Landing Performance Note 2 for reverse setting
to be considered for landing distance calculations.

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Contribution of maximum reverse application on actual landing distance depends on braking action. As
braking action deteriorates, contribution of reverser increases exponentially. On contaminated runways
it can be as high as 50% and on dry runways it is 1%.
Reverse thrust above idle should be considered on short turn-arounds and in high summer
temperatures to reduce brake temperatures for subsequent dispatch.

BRAKING
Refer to FCTM/PR/NP/SP/LANDING - DECELERATION
In case of uneven contamination on a wet or contaminated runway, the autobrake may laterally
destabilize the aircraft. If this occurs, consider disconnecting the autobrake.
The level of autobrake (LO/MED) and reverse thrust selected should take into consideration:

• Length of the planned landing run.

• Runway conditions and head/tail wind.
• Brake temperatures versus turnaround time available.

AIREP OF BRAKING ACTION Whenever the runway braking action encountered during the landing
roll is not as good as that reported by the aerodrome operator in the runway condition report (RCR),
the commander shall notify the air traffic services (ATS) by means of a special air-report (AIREP) as
soon as practicable. Refer to FCTM/PR/NP/SOP/160/AIREP OF BRAKING ACTION

LANDING WITH FLAPS 3

CAUTION
As opposed to using FLAPS FULL, an approach and landing with FLAPS 3 requires:

• additional anticipation/planning in order to meet company stabilization criteria (less drag)

• longer LDR (less drag + higher touch down speed).

OVERWEIGHT LANDING
There might be cases when the crew will consider an overweight landing due to a turn back or
diversion (birdstrike, OCC or MCC request etc.) or the crew arrives at destination slightly overweight
due to lower than expected fuel burn when tankering.

The FCTM states:

"When the aircraft weight exceeds the maximum landing weight, structural considerations impose the
ability to touch down at 360 ft/min without damage. This means that no maintenance inspection is
required if vertical speed is below 360 ft/min. If vertical speed exceeds 360 ft/min at touchdown, a
maintenance inspection is required."

However the information given in the troubleshooting part of the AMM (Aircraft Maintenance Manual)
differs from that described in the FCTM and as a result crews need to be aware that an overweight
landing will ALWAYS require an overweight maintenance inspection. It could potentially also require a
hard landing inspection as the hard landing parameters are reduced when overweight. The overall
consequences, in either case, are more costly to the company than burning fuel to reduce to maximum
landing weight.

Furthermore, FCOM Limitations states:

In exceptional cases (in-flight turn back or diversion), an immediate landing at weight above maximum
landing weight is permitted, provided the pilot follows the overweight landing procedure.

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The key word is 'exceptional' and it means an overweight landing should only be made in abnormal
situations when time is critical (LAND ASAP, Pan, Mayday etc.)
Summary: Do not perform an overweight landing for purely commercial reasons.

2.12.23 After landing

ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/AFTER LANDING

For taxi speed limitations Refer to 1.3.4 - Company limitations for ground maneuvering
For high engine thrust setting during taxi Refer to Taxi
Approaching the parking position PF may switch OFF lights used for taxi-in, or announces “TAXI
LIGHT OFF”. In the latter case PM also switches OFF the Runway Turn Off lights if used for taxi in.

For brake temperature anomalies:

• Refer to FCOM/PRO/NOR/SOP/After Landing - Brake Temperature

EFB

• EFBs shall be kept at their dedicated place

Figure 2.12.23-1:

• Display relevant AGC/APC, as required.

2.12.24 Parking/securing
ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/PARKING/SECURING THE AIRCRAFT

NOTE
If the engine fails to shut down: Refer to QRH/ENG/ON GROUND - NON ENG SHUTDOWN
AFTER ENG MASTER OFF

After completion of the ‘PARKING’ checklist CM1 will open the flight deck door for entry by the SCA.

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CM1 will display the door page on ECAM, check that slides are disarmed and will authorize
disembarkation by announcing: “SLIDES DISARMED, YOU MAY OPEN DOORS AND DISEMBARK
PASSENGERS”.

Upon arrival, doors shall not be opened until all engines have been stopped, the parking brake has
been set, chocks are in place and jet bridge/stairs/ground servicing vehicles (e.g. ambu-lift) are set.
If significant delay in opening the doors is expected or high OAT, use APU BLEED for air conditioning.
Normally the ‘CHOCKS IN PLACE’ sign is given by hand signal or intercom.

NOTE
Alternatively, ground staff knocking on the door means
“CHOCKS ARE IN PLACE AND THE GROUND SERVICING VEHICLE IS IN POSITION”.

Standard chocks configuration: 1 pair of chocks on the nose landing gear and 1 pair of chocks on
either of the main landing gears. It is also acceptable that both main landing gears are chocked. Only
one landing gear chocked is not acceptable.

NOTE
The chocks must be placed in the manner that they do not touch the tires. A small gap not
exceeding 1 cm between the chocks and the tires must be maintained.
For aircraft parking for a night/long stop and/or during severe weather conditions or wind speed
exceeding 25 kts, chocks shall be placed FWD and AFT of all NLG and MLG wheels.

• PF selects MCDU/AOC/OOO1 STATUS page.

• AFL has to be completed by the CM1.

If it is the last flight of the day or no crew/maintenance is taking over the aircraft, the Commander (he
may delegate) should make a post walkaround before signing off the “AFL”.
CM1 asks CM2 to complete a gross error check of hours and landings reported and to check the data
carried forward to the next sheet. CM2 will check consistency of figures between previous page and
last page.
If maintenance actions are due, either CM1 or CM2 may discuss the report with MCC (at Commanders
discretion).
Commander should ensure Park Brake is set ON before leaving a terminating aircraft regardless of
brake temperature.

NOTE
Cases of unintentional GPU disconnection are very rare. In case of unintentional GPU
disconnection, start APU and submit Crew Feedback Form to Ground Ops (available on
WizzPort).

EFB:
Remove the pilot devices from the mounts to avoid leaving them on board. The aircraft device (if
applicable) shall be taken back to the briefing room in case there is no immediate crew change.

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2.12.25 Post flight

ON A/C ALL

Refer to FCOM/PRO/NOR/SOP/SECURING THE AIRCRAFT

POST FLIGHT PROCEDURES

Normally the co-pilot will complete the AIMS system post flight for each leg.
The following data is to be entered from journey log into AIMS, or passed to OCC by telephone if AIMS
is not available:

• Times [UTC]:

- DEP BLK
- TKOF
- TDWN
- ARR BLK
• Initial fuel [Kg]
• Uplift fuel [Kg] – density from fuel slip or 0.8 if not specified
• Ramp fuel [Kg]
• Shut down fuel [Kg]
• Burned fuel [Kg]
• Uplift volume [liter]
• Takeoff/Landing details (Manual/Auto/PF/day/night) for ALL flights
• Enter appropriate delay codes.

NOTE
When “explanation needed” or “seek advice from flight crew” is indicated in the delay
code table, insert explanation into AIMS “JOURNEY LOG RELATED MEMO”.

The accuracy of information provided is under the Commander’s responsibility.

Do not delay the data entry into AIMS.
Make sure, that data on AFL, in Journey Log and in AIMS are the same.

2.12.26 Altimeter Setting and Checking

ON A/C ALL
Refer to Altimeter calls
Refer to OM-A 8.3.3.1 Altimeter Setting Procedures

2.12.27 VFR Approach

ON A/C ALL
In Wizz Air VFR flights are executed only on special occasions. VFR approaches are to be conducted
under the same provisions as Visual approaches.
Refet to Visual approach

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2.13 MISCELLANEOUS
2.13.1 Choice of alternates
ON A/C ALL

The OFP displays a summary of the destination alternate airports. The fuel calculation for each
alternate includes fuel for a go-around from minimums and execution of the full missed approach
procedure prior to joining an airways routing, STAR and instrument arrival to the Runway at the
alternate airport listed. Since alternate planning is runway specific, any change in runway at destination
or the alternate will require adjustment of the ALTN fuel calculation.
For commercial reasons, there are some airports which should be avoided (for handling and cost
purposes). Nevertheless, those airports, referred to as ‘FUEL ALTERNATES’, may be considered as
alternates if the probability of diversion is extremely low and when this choice enables a reduced fuel
load.
When there is a genuine possibility of diversion, the alternate fuel must allow for diversion to the most
suitable airport for the company, referred to as the ‘COMMERCIAL ALTERNATE’.

• SUMMARY:

- When risk of diversion is low, closest alternate (FUEL ALTERNATE) is to be selected.

- When risk of diversion exists (weather forecast for the arrival period is below visibility and ceiling
requirements), the COMMERCIAL ALTERNATE must be selected.
- When 2 alternates are required, one of them may be the fuel alternate.

When there is a possibility of high number of diversions at busy airports (London, FCO, BCN, FRA,
etc.) due to restricting winds, moderate/heavy snow fall, airport closure, Commander shall consider that
planned alternate airport might reach maximum capacity and cannot accept diverting traffic except in
emergency. Plan your alternate fuel/airports accordingly during flight preparation and seek regular
updates from ATC facilities regarding their ability to accept your flight in the event of a diversion.

2.13.2 Guidline for fuel economy

ON A/C ALL

Reminder: This guideline MUST NOT override SAFETY and does not limit the Commander’s
authority.

PIC EXTRA+ FUEL

In the absence of obvious justifiable safety or operational reasons, PIC extra fuel should be limited to a
minimum.

NOTE
When sufficient and relevant statistical data is available, Wizz Air may use conservative Statistical
Contingency Fuel “CONT99” which covers fuel consumption above planned for 99% of cases
(flights) for the given route. This historical data is based on fuel consumption monitoring for each
route/aeroplane combination over a rolling 2-year period.

• In case of taking any ‘PIC Extra+’ fuel, the Commander is requested to make a note on the OFP.

- Refer to Comply365 for OM-A Appendix 1 - LIDO Operational Flight Plan description.

If an airport defines minimum fuel uplift, it will be described in OM-C Airport Briefings.

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OFP RECALCULATION
OFP recalculation by flight crew in LIDO system is not possible.
LIDO automatically selects runways taking into consideration expected weather and other conditions
(such as preferential runway systems and experience).
Commanders should use common sense and experience to determine fuel changes to allow for
different runways, considering the direction of flight and type of approach and additional/reduced track
miles.
For very significant changes requiring a full recalculation, crew should call the OCC Navigator for a new
OFP.
Refer to Comply365 for OM-A Appendix 1 - LIDO Operational Flight Plan description.

TANKERING
In case of tankering, OFP indicates savings. If next sector is known it also provides recommended
block fuel based on estimated ZFW.
Tankering instructions on OFP: refer to Comply365 for OM-A Appendix 1 - LIDO Operational Flight
Plan description section 2.2.9.1 Tankering Indicator.

• When possible, acquire actual ZFW and plan block fuel taking into consideration:

- Actual ZFW
- MLW
- Planned block fuel for next sector.
• To avoid operational impacts caused by inappropriate tankering decision, check the following before
tankering:

- Take-off and landing performance

Due to the extra weight of the fuel, the flight may become performance limited at departure or
destination airport.
- Weather (outlooks for the need for deicing)
Due to the thermal inertia of the extra fuel when the temperature at destination is low (~<0 °C)
and the air is moist (temperature close to the dew point), frost may also form on the upper side of
the wings due to the high level of cold fuel in tanks and the need for de-icing might become
necessary. The resulting cost of de-icing might be well over the savings of tankering.
- Slot/schedule
Due to the time needed for refueling the extra amount, tankering may lead to a substantial delay
and/or risk of missing a slot.

NOTE
Careless tankering performed with inadequate situational awareness can cause financial loss.
Reduce the amount of fuel to be tankered, or disregard instructions for tankering if needed.

CAUTION
When MLW is limiting, carefully plan your block fuel, consider possible shortcuts which may
reduce trip fuel. This could cause the exceedance of MLW. For flights of maximum 2-3 hrs
planning 500 kgs below MLW is recommended. For longer flights some extra margin may be
needed.

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APU VERSUS GPU DURING THE TURN AROUND

Use the OM-C Airport Briefing to determine the preferred option according to local regulation and
Ground Handling contract. When the preferred option is the GPU, it is more economical to start the
APU in order to be able to shut down engines without delay. Once the GPU is connected, the APU
should be immediately shut down.

APU AND APU BLEED

Follow OM-C recommendations on utilization of APU & GPU.
Optimize APU start time on arrival and departure. On arrival, if single engine taxi is not anticipated,
delay starting the APU until approximately 1 minute before on blocks time to conserve fuel.
If external air conditioning is not available, use APU (bleed) only when required for passenger comfort.
Monitor the cabin temperature. The temperature range 20-26 °C is generally comfortable for
passengers/crew without APU bleed. Outside this temperature range the APU bleed should be used.

TAKE-OFF FLAPS SETTING

The selection of take-off flap remains at the discretion of the Commander. CONF 1+F should be the
preferable flap setting used for take-off except if operational conditions and/or other considerations
dictate otherwise.
Recommended configuration for take-off:

• FLAPS 1+F

If published, follow recommendations in eRM CCI (Green Operating Procedures) and/or in OM-C.

INTERSECTION TAKEOFF
The use of intersections is always at the discretion of the Commander.
An intersection take-off is to be considered according to potential time and fuel saving versus the
impact on FLEX. As a general rule, intersection take-offs resulting in a lower FLEX by more than 5
degrees are to be considered only if significant time and fuel saving is expected.
If published, follow recommendations in eRM CCI (Green Operating Procedures) and/or in OM-C.

DEPARTURE
When it is the operator’s choice, NADP 2/B is always preferable over NADP 1/A.
When NADP procedure is finished and no speed constraints applicable, accelerate to normal climb
speed. Prolonged climb below normal climb speed is not efficient.

CLIMB
Continuous climb technique is the most economical.
During climb maintain CLB thrust if actual speed can be maintained close to managed. Avoid
prolonged level flight at speed much higher than managed speed.

OPTIMUM FLIGHT LEVEL

Optimum flight level is defined as flight level at which the balance of fuel consumption and flight time is
the most economical. Cruising altitude should be within 1000 ft above or below optimum flight level.
Optimum flight level generally depends on:

• Gross weight
• Cost index
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• Wind & temperature

• Performance factor
• Stage length & ATS constrains.

Considering the above factors, calculation of optimum flight level is complex.

• The OFP:
has the highest precision, but is subject to assumed gross weight, forecasted weather and the route
variant.
• The FMGS:
can perform accurate calculations of optimum flight level if inserted winds, temperatures and
tropopause reflect reality.

The guidelines below aims at recognition of the most optimum flight level in Wizz air operations.

LONG ROUTES (GCD ≥ 350 NM)

• If ALL of the following conditions are met, use the flight level indicated on OFP as the optimum:

- Actual gross weight close to the planned gross weight (within 1,000 kg).
- No significant difference between planned and actual weather conditions.

◦ Wind difference < 30 ° and 15 kts

◦ SAT difference < 5 °C
- Planned flight level is not restricted by ATC.
• Otherwise use FMGS optimum flight level to determine cruising level:

- Insert OFP forecasted winds into FMGC for more accurate optimum level prediction.
- If updating FMGC is not feasible or F-PLN wind data is not accurate use actual spot wind data

SHORT ROUTES (GCD < 350NM)

• For distance estimation, the GCD from OFP shall be used.

• Optimum altitudes ensure approximately 5 minutes of level flight and are presented on the graphs
below.
• The planned cruising level should be indicated during take-off briefing.
• The planned cruising level shall be reflected on OFP and inserted into FMGC for terrain clearance
check and realistic fuel planning.

Applicable to: A321 CEO/NEO only

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DESCENT
In order to perform economical descent start descent such to perform idle descent with managed
speed until approach.
During step (or early) descent, using V/S -500 FPM the most economical (saves time and fuel).
Refer to Comply365/Crew Training/Flight Crew/Self Training/Speed and energy management.

USE OF REVERSERS
If published, follow recommendations in eRM CCI (Green Operating Procedures) and/or in OM-C.
The most economical reverse thrust is idle.
It is recommended when RWY is DRY or WET and there are no tailwind conditions and/or the runway
is not performance limited.
Idle reverse influences brakes temperatures. Consider brake temperature for next flight.

2.13.3 Non-revenue (non-commercial) flights

ON A/C ALL

The majority of non-revenue flights are training flights, positioning flights, or ferry flights. For the full list
of nonrevenue flights, general policy and guidelines, Refer to OM-A 8.7.1 Non-commercial Flights.

In the passenger cabin, normal operating, safety and emergency procedures shall be performed:

• By the cabin crew whenever assigned for duty (as per CAM 1, 3 and 4) otherwise
• By the flight crew, as described in Flights with no occupants in the passenger cabin and Flights with
occupants in the passenger cabin

2.13.3.1 Flights with no occupants in the passenger cabin

ON A/C ALL

BEFORE EACH FLIGHT

• All trolleys and galley equipment present on board (if any) are to be checked secured
• Cockpit door must be secured open by any suitable means as there is no fire or smoke detection in
the cabin in-flight
• For night flights all cabin lights must be switched off.

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AFTER DOORS CLOSED AND STAIRS REMOVED

The commander must arm 1L slide when doors are closed and stairs are removed.

AFTER PARKING OR RETURN TO RAMP

1L slide is to be disarmed by the Commander immediately after the “PARKING’ checklist is completed
The co-pilot crosschecks all doors are disarmed on the ECAM before door opening and announces
over the PA “ALL DOORS DISARMED”
The Commander can then allow door opening, usually door 1L.

2.13.3.2 Flights with occupants in the passenger cabin

ON A/C ALL

COMPANY LIMITATIONS
When cabin crew is not assigned to the flight:

• Occupants in the passenger cabin may only be supernumeraries (e.g.: inspector, auditor, member
of CAA, Wizz employee). Refer to OM-A 0.1.5 Definitions for the detailed list of supernumeraries.
• The maximum number of occupants in the passenger cabin is: 6
• Occupants must occupy seats 1A-1F

BEFORE THE FIRST FLIGHT

The Commander is to ensure the availability, accessibility and serviceability of aircraft cabin emergency
systems and equipment before the first flight:

• After boarding a “cold” aircraft (aircraft has been unattended for any period of time), or
• After an immediate crew change

Cabin emergency equipment check:

• Forward Attendant Panel:

- CABIN LIGHTING: cabin lights at all areas are set to BRIGHT, 100% mode for at least 5 minutes
during preflight check
- DOOR/SLIDE page: Main Cabin Doors in disarmed status
- CAUT: not illuminated nor flashing,
- EMER lights test
- Main power ON
• FWD galley and galley area:

- Oxygen mask stowage in the galley and entry areas

- Door slide pressure gauge
• For seats 1A-1F in cabin area:

- Proper condition of the passenger seat belts

- 1 Safety Instruction Card is present for each seat
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- 1 life vest under each passenger seat, properly stowed, plastic bag not damaged, condition of
the pouch
• C/A 1+2 jump seats:

- The seat pan is in the stowed position

BEFORE EACH FLIGHT

Before each flight with occupant(s) in the passenger cabin and without cabin crew assigned the
Commander has to make himself/herself sure, that:

• All baggage are stowed, baggage compartments are closed

• All trolleys and galley equipment present on board (if any) are secured
• A safety briefing has been conducted for occupants and they are aware of:

- Relevant safety information

- Restrictions pertaining to on-board smoking
- The need for compliance with the Fasten Seat Belt sign and, if applicable, the No Smoking sign
- Procedures (normal and abnormal cases) for communication between flight deck and cabin
- Procedures for preparation for and an encounter with turbulence
- Procedures for abnormal situations (medical, emergency evacuation)

In case passengers are Wizz Air crew members holding a valid license/attestation (flight crew or cabin
crew), their briefing may be considered as performed (they are trained according to Wizz Air
procedures) by simply stating: “Standard Wizz Air procedures apply”.

• The task of the briefing of any “non-crew member” passengers may be delegated partly, or
completely to any other Wizz Air crew members (present in the flight deck or in the cabin and
holding a valid license/attestation) with the following conditions:

- If the crew member is officially not part of the operating crew (refer to Journey Log), she/he may
refuse the acceptance of the delegation,
- The Commander still responsible to receive a verbal report from the crew member assigned with
the task that the briefing has been completed.

Safety Briefing for occupants in the passenger cabin:

At a convenient time during cockpit preparation the Commander (or the person assigned by the
Commander) performs the following briefing for the passengers.
Advise passengers about:

• The position, access and use of:

- emergency exits/slides and applicable restrictions for use of seats in emergency exit rows
- seat belts
- oxygen masks
- life vests (as appropriate)
- emergency equipment for collective use

◦ flashlights
◦ portable oxygen bottles (as appropriate)
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◦ BCFs and (as appropriate)

◦ smoke hoods
• The requirement for all passengers to get/stay seated with seat belts fastened in case of the
illumination of seatbelt sign in the cabin (turbulence, sterile flight deck phase) and the
communication procedure to report “passengers are seated” for flight crew (one of the passengers
to be selected to call the flight deck via intercom)
• The requirement to avoid smoking during the entire length of the flight
• The procedure used by flight deck crew to ask for assistance from the cabin
• The flight deck entry procedure
• The procedure for informing flight deck crew about cabin emergencies (smoke/fire/medical)
• The commands used and actions by flight crew and the actions of passengers in case of an
emergency landing and evacuation

AFTER DOORS CLOSED AND STAIRS REMOVED

The following items must be done/checked by the Commander:

• 1L and 1R slides to be armed (by the Commander)

• Passengers are seated with seat belts fastened

AFTER PARKING OR RETURN TO RAMP

• 1L and 1R (as applicable) slide is to be disarmed by the Commander immediately after the
“PARKING’ checklist is completed.
• The co-pilot crosschecks all doors are disarmed on the ECAM before door opening and announces
over the PA “ALL DOORS DISARMED”.
• Commander can then allow door opening, usually door 1L.

EMERGENCY EVACUATION
In case an evacuation has been decided, initiate evacuation from the flight deck according to Wizz Air
SOP.

• CM2 additional duties before leaving the aircraft when exiting the flight deck via the cockpit door:

- Open 1L and/or 1R (as available) emergency exits and deploy slides,

- If neither 1L, nor 1R emergency exits are available, use any other exits, be aware, that slides for
other exits have not been armed before departure,
- Announce evacuation commands for passengers according to CAM as necessary,
- Direct passengers toward closest emergency exit.

2.13.4 Crew engine run-up (EGR)

ON A/C ALL

In the absence of suitability qualified maintenance personnel, the flight crew may be requested to
perform an engine run up.

• The minimum crew composition for high power run up (above idle power) is a qualified and briefed
First Officer.
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• If taxi of the aircraft is required, the minimum crew composition is a standard crew (qualified Captain
and First Officer)
• The minimum crew composition for idle power run up and no taxi is a qualified and breified First
Officer assissted by an engineer

The crew must receive the details and purpose of the run up from maintenance.

NOTE
Any engine runup must be performed in accordance with the AMM and the CAME. Flight crew
shall receive relevant documentation from MCC.

Engine run up requiring application of high engine power must be performed only at locations approved
by the airport authorities and suitable in terms of noise and jet blast.

2.13.5 Aircraft mobile phone

ON A/C ALL

All Wizz Air aircraft are equipped with mobile phone. These mobile phones can be used for all
operational purposes.
PED limitations apply. Refer to OM-A 8.3.23 Policy on portable electronic devices

2.13.5.1 Normal operations

ON A/C ALL

Mobile phone operations

The on-board mobile phone should be used as a normal handheld mobile phone.
Switch it ON or check it to be ON, when arriving to the aircraft.
The normal checklist instructs the crew when to switch it ON or OFF.
Switch it OFF or leave it ON for next crew, when leaving the aircraft

Mobile phone charging

Connect the charger to the wall mounted 115V/60Hz US connector behind the CM2 seat or if, available
to the EPS outlet
Charge the mobile phone preferably during cruise.
When charging is completed, place all parts into the normal storage area.

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2.13.5.2 Abnormal operations

ON A/C ALL

• If the SIM card is

- not affected:

◦ Remove the SIM card and insert to a suitable device

◦ After the rotation insert the SIM card back into the mobile phone device.
• If the charger is inoperative:

- If no charger is available, save battery power and minimize usage

• If the mobile phone is missing:

- use alternative communication channels available (ACARS, mobile phone of aircraft at nearby
parking position, private mobile phone)

NOTE
All the charges will be paid by Wizz Air, since the charges belong to the SIM card.

Mobile phone related defects are to be reported to [email protected].

1 Suitable in this context means that it is possible, that the mobile device will not operate with the
company SIM card, or the SIM card physically can not be inserted.
2 Subject to the owner’s approval.

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2.14 APPROACH SUMMARIES

2.14.1 ILS approaches
ON A/C ALL

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2.14.2 NPA based on ground NAVAID - Except LOC approach

ON A/C ALL

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2.14.3 LOC approach

ON A/C ALL

2.14.4 RNAV/RNP approach to VNAV minima

ON A/C ALL

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2.14.5 RNAV/RNP approach to LNAV minima

ON A/C ALL

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2.14.6 SRA approach

ON A/C ALL

2.15 OPERATIONS ON WET AND CONTAMINATED RUNWAYS

ON A/C ALL

For limitations applicable to wet and contaminated runways, Refer to WAZ_OMB - 1.3.1 - Company
crosswind and contaminated runway limitations

For procedures and guidance for operations on wet and contaminated runways:

• Refer to FCOM/PRO/NOR/SUP/ADVWXR/OPERATIONS ON CONTAMINATED AIRPORTS

• Refer to FCTM/PR/NP/SP/Adverse Weather/Cold Weather Operations and Icing Conditions

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