WZZ OM PART C WizzAirHungaryRev0 - 01aug2020

OPERATIONS MANUAL PART C
OMC
ISSUE 3 - REVISION 0
01 AUG 2020
PRELIMINARY PAGES
APPROVAL PAGE
A320/A321
OPERATIONS MANUAL - C
Operations Manual – Part C

Wizz Air Hungary
01 August 2020
ISSUE 3 - Revision 0
Prepared by: Name: Signature: Date:
Flight Policy and
Standards Manager, Miklos Bodai 22 JUL 20
Flight Operations
Approved by: Name: Signature: Date:
Head of 22 JUL 20
Darwin Triggs
Flight Operations
Approved by: Name: Signature: Date:
EASA LAMBOTTE, Vincent 29 July 2020
Revision Record:
REVISION NUMBER ISSUE DATE

0 01 AUGUST 2020
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PRELIMINARY PAGES
TABLE OF CONTENTS
A320-A321
0 GENERAL
1 MINIMUM FLIGHT LEVEL / ALTITUDE
2 AIRPORT SUITABILITY AND OPERATING MINIMA
3 COMMUNICATION FACILITIES AND NAVIGATION AIDS
4 AERODROMES OPERATING SITE FACILITIES
5 APPROACH, MISSED APPROACH AND DEPARTURE PROCEDURES
6 COMMUNICATION FAILURE PROCEDURES
7 SEARCH AND RESCUE FACILITIES
8 MAPS AND CHARTS
9 AERONAUTICAL INFORMATION, METEOROLOGICAL SERVICES
10 EN-ROUTE COM/NAV PROCEDURES
11 AERODROME CATEGORISATION AND BRIEFINGS
12 SPECIAL LIMITATIONS
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LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A320-A321
(1)
M Localization Subsection Title Rev. Date
PLP-LESS LIST OF EFFECTIVE SECTIONS/SUBSECTIONS 01 AUG 20
0 GENERAL 01 AUG 20
1 MINIMUM FLIGHT LEVEL / ALTITUDE 01 AUG 20
2 AIRPORT SUITABILITY AND OPERATING MINIMA 01 AUG 20
3-0 GENERAL 01 AUG 20
3-1-0 DATALINK COMMUNICATION 01 AUG 20
3-1-1-0 AIRLINE (AOC) DATALINK APPLICATIONS 01 AUG 20
3-1-1-1 DIGITAL ATIS (D-ATIS) 01 AUG 20
3-1-1-2 DIGITAL DEPARTURE CLEARANCE (DCL) 01 AUG 20
3-1-2-0 GENERAL 01 AUG 20
3-1-2-1 LOGON 01 AUG 20
3-1-2-2 CPDLC 01 AUG 20
3-1-2-3 ADS-C 01 AUG 20
3-1-2-4 STANDARD OPERATING PROCEDRUES 01 AUG 20
3-1-2-5 EMERGENCY PROCEDURES 01 AUG 20
3-1-2-6 NON-ROUTINE PROCEDURES 01 AUG 20
3-2 ATC VOICE COMMUNICATION 01 AUG 20
3-3 AERODROME CONTROL SERVICE PHRASEOLOGY 01 AUG 20
3-4 RADAR PHRASEOLOGY 01 AUG 20
3-5 DECONFLICTION SERVICE 01 AUG 20
3-6 REDUCED VERTICAL SEPERATION [RVSM] PHRASEOLOGY 01 AUG 20
3-7 MINIMUM NAVIGATION PERFORMANCE SPECIFICATION 01 AUG 20
[MNPS] PHRASEOLOGY
3-8 COMMUNICATION FACILITIES 01 AUG 20
3-9 COMMUNICATON BETWEEN NAV [OCC] AND FLIGHT DECK 01 AUG 20
CREW
3-10 ACTION TO BE TAKEN IN CASE OF SLOT 01 AUG 20
3-11 NAVIGATIONAL AIDS 01 AUG 20
3-12 ERM DOCUMENTATION 01 AUG 20
4 AERODROMES OPERATING SITE FACILITIES 01 AUG 20
5 APPROACH, MISSED APPROACH AND DEPARTURE 01 AUG 20
PROCEDURES
6 COMMUNICATION FAILURE PROCEDURES 01 AUG 20
7 SEARCH AND RESCUE FACILITIES 01 AUG 20
8 MAPS AND CHARTS 01 AUG 20
9 AERONAUTICAL INFORMATION, METEOROLOGICAL 01 AUG 20
SERVICES
10 EN-ROUTE COM/NAV PROCEDURES 01 AUG 20
11 AERODROME CATEGORISATION AND BRIEFINGS 01 AUG 20
12 SPECIAL LIMITATIONS 01 AUG 20
(1) Evolution code : N=New, R=Revised, E=Effectivity, M=Moved
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GENERAL
GENERAL
PRELIMINARY PAGES
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OPERATIONS MANUAL - C TABLE OF CONTENTS
0-1 EXPLANATIONS AND DEFINITIONS OF TERMS & ABBREVIATIONS......................................................... A
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GENERAL
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0-1 EXPLANATIONS AND DEFINITIONS OF TERMS & ABBREVIATIONS

Applicable to: ALL
When used in the Operations Manual, the following terms shall have the meaning outlined below:
Is or are "to" / "must" / "shall", or an action verb in the imperative sense, means that the application of
a rule or procedure or provision is mandatory.
“Should” means that the application of a procedure or provision is recommended.
“May” means that the application of a procedure or provision is optional.
This manual applies to both male and female crewmembers, operations personnel, passengers and
other persons, although references in the text are made to either the masculine or feminine gender
only as a matter of simplification.
This document has been compiled for Wizz Air Hungary Ltd. operations. Whenever used throughout
this manual, the simple term “Wizz Air” implies Wizz Air Hungary Ltd.
0-1-0 DEFINITIONS
Full definitions list can be found in OM-A. Refer to OMA/0-1-6.
0-1-1 ABBREVIATIONS
Full definitions list can be found in OM-A. Refer to OMA/0-1-5.
0-1-2 REFERENCES
Operations Manual Parts A, B and C inserted with reference to chapters.
Route manual [ERM - LIDO] Geographic coverage of the manual is those regions and countries
where WIZZAIR operate. In case of a charter flight to a country which has no information in the
ERM, relevant charts will be separately loaded to the onboard database or given to flight crews
directly.
‐ General area of operation: Europe, Asia and middle east including UAE.
‐ Principal area of operation : same as general area of operation, note airports being chosen for
destination including in the airport briefings appendix
‐ Regions of the EUR areas contained in the route : ALL Europe countries where WIZZAIR
operating to are loaded into LIDO ERM.
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GENERAL
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MINIMUM FLIGHT
LEVEL / ALTITUDE
MINIMUM FLIGHT LEVEL / ALTITUDE
PRELIMINARY PAGES
A320-A321
1-0 MINIMUM FLIGHT LEVEL / ALTITUDE........................................................................................................... A

1-1 LIDO / ROUTE MANUAL DOCUMENTATION................................................................................................. B
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1-0 MINIMUM FLIGHT LEVEL / ALTITUDE

Applicable to: ALL
Refer to OMA/8-1-1-0 - 8-1-1-10
1-1 LIDO / ROUTE MANUAL DOCUMENTATION

Applicable to: ALL
ERM 1.7 NAVIGATION

ERM 1.9 LAT / LEGENDS AND TABLES
Enroute Charts are available in LIDO Enroute Manual. Click “Enroute” ICON
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AIRPORT SUITABILITY
AND OPERATING MINIMA
AIRPORT SUITABILITY AND OPERATING MINIMA
PRELIMINARY PAGES
A320-A321
2-0 OPERATING MINIMA....................................................................................................................................... A

2-1-0 WEATHER PLANNING MINIMA DEST AND ALTERNATES AIRPORT.......................................................B
2-1-1 DEPARTURE / TAKE OFF MINIMA..............................................................................................................C
2-1-2 LANDING MINIMA......................................................................................................................................... D
2-2-0 RUNWAY VISUAL RANGE (RVR) ............................................................................................................... E
2-2-1 RELEVANT RUNWAY VISUAL RANGE........................................................................................................F
2-2-2 CONTROLLING RVR – APPROACH MINIMA..............................................................................................G
2-2-3 CONVERSION OF REPORTED METEOROLOGICAL VISIBILITY ............................................................. H
2-3-0 LVO (LOW VISIBILITY OPERATION)............................................................................................................ I
2-4-0 EFFECT OF TEMPORALLY FAILED OR DOWNGRADED GROUND EQUIPMENT ON LANDING MINIMA..J
2-5-0 ALTITUDE CORRECTION CHART............................................................................................................... K
2-6-0 INTERPRETATION OF METEOROLOGICAL INFORMATION..................................................................... L
2-7-0 CRITERIA FOR DETERMINING THE USABILITY OF AERODROMES ..................................................... M
2-7-1 APPROVED AERODROMES........................................................................................................................ N
2-7-2 CONSIDERATIONS FOR PLANNING ......................................................................................................... O
2-8-0 AEROPLANE APPROACH CATEGORIES................................................................................................... P
2-9-0 OTHER RELEVANT DOCUMENTATION..................................................................................................... Q
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2-0 OPERATING MINIMA

Applicable to: ALL
Refer to OMA/8-1-3 and 8-1-4.
2-1-0 WEATHER PLANNING MINIMA DEST AND ALTERNATES AIRPORT

Applicable to: ALL
Refer to OMA/8-1-2-4.
2-1-1 DEPARTURE / TAKE OFF MINIMA

Applicable to: ALL
Refer to OMA/8-1-2-4 and Refer to OMA/8-1-3-4 for the methods of determining take-off minima.
Airport specific take-off minima are published in the eRM. Refer to eRM/AOI/DEPARTURE/Take-off
Minima tables.
2-1-2 LANDING MINIMA

Applicable to: ALL
The method of determining landing minima is described for the following types of approaches:
• Landing minima- Non-Precisions Approaches; Refer to OMA/8-1-3-5
• Landing minima- Category I Precisions Approaches ; Refer to OMA/8-1-3-5.
• Landing minima- Category II Precision Approaches ; Refer to OMA/8-1-3-7.
• Landing Minima- Category III Precision Approaches ; Refer to OMA/8-1-3-9.
• Visual Approaches ; Refer to OMA/8-1-3-15.
• Circling Approaches; Refer to OMA/8-1-3-14.
Approach specific landing minima used in Wizz Air operations are published on the eRM instrument
approach charts. Refer to OMA/8-1-3-11 for the policy on approach minima used in Wizz Air
operations.
2-2-0 RUNWAY VISUAL RANGE (RVR)

Applicable to: ALL
The range over which the pilot of an aircraft on the centre line of a runway can see the runway
surface markings or the lights delineating the runway or identifying its centre line.
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2-2-1 RELEVANT RUNWAY VISUAL RANGE

Applicable to: ALL
2-2-2 CONTROLLING RVR – APPROACH MINIMA

Applicable to: ALL
Refer to OMA/8-1-3-10 and 8-1-3-11.
2-2-3 CONVERSION OF REPORTED METEOROLOGICAL VISIBILITY

Applicable to: ALL
2-3-0 LVO (LOW VISIBILITY OPERATION)

Applicable to: ALL
Refer to OMA/8-4 AWO – ALL WEATHER OPERATIONS.

Supplementary information regarding LVO can be found in the Wizz Air LVO Manual (LVOM) which
can be found in the onboard database\Training folder.
For Low visibility operation LVO minima table available onboard database must be used as it
contains additional information before approach to an aerodrome where LVP in force or crew plan to
perform a Practice CATIIIB LVO approach and autoland (when LVP are not active).
2-4-0 EFFECT OF TEMPORALLY FAILED OR DOWNGRADED

GROUND EQUIPMENT ON LANDING MINIMA
Applicable to: ALL
Refer to OMA/8-1-3-13 for more information.
2-5-0 ALTITUDE CORRECTION CHART

Applicable to: ALL
2-6-0 INTERPRETATION OF METEOROLOGICAL INFORMATION

Applicable to: ALL
Refer to eRM GEN(1.5) Meteorology and Refer to OMA/8-1-6 for more information.
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2-7-0 CRITERIA FOR DETERMINING THE USABILITY OF AERODROMES

Applicable to: ALL
Refer to OMA/8-1-2.
2-7-1 APPROVED AERODROMES

Applicable to: ALL
2-7-2 CONSIDERATIONS FOR PLANNING

Applicable to: ALL
Refer to OMA/8-1-2.
This chapter takes into account the following:
‐ PERFORMANCE – Take off and landing
‐ WEATHER PLANNING MINIMA AND SELECTION OF AERODROMES
‐ Take-off Alternate
‐ Destination
‐ Destination/en-route -alternate and isolated aerodrome
‐ Number of destination alternates to be selected.
‐ En-route alternate
‐ ALTERNATES GENERAL CONSIDERATIONS
‐ AIRCRAFT PERFORMANCE during take OFF and Landing – Destination or alternate
2-8-0 AEROPLANE APPROACH CATEGORIES

Applicable to: ALL
2-9-0 OTHER RELEVANT DOCUMENTATION

Applicable to: ALL
‐ LIDO Route manual [ERM]

‐ Low Visibility Operations and CAT I Autoland table available onboard database in ‘LVO MINIMA’
folder
Crew must check the LVO table in case of LVO operation and in case of simulated autoland planned.
The table available onboard database on TPC onboard the aircraft or on S drive from common PC in
the crew offices:
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S:\CorporateCommon\FlightOpsDoc\OnBoardDB\LVO Minima\WZZ LVO and CAT I Autoland Tables
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COMMUNICATION FACILITIES
AND NAVIGATION AIDS
COMMUNICATION FACILITIES AND NAVIGATION AIDS
PRELIMINARY PAGES
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3-0 GENERAL
3-0 GENERAL..........................................................................................................................................................A
3-1 DATALINK COMMUNICATION

3-1-0 DATALINK COMMUNICATION
3-1-0 DATALINK GENERAL....................................................................................................................................A
3-1-1 AIRLINE (AOC) DATALINK APPLICATIONS

3-1-1-0 AIRLINE (AOC) DATALINK APPLICATIONS
3-1-1-0 AIRLINE (AOC) DATALINK APPLICATIONS.............................................................................................A
3-1-1-1 DIGITAL ATIS (D-ATIS)

3-1-1-1-1 GENERAL................................................................................................................................................ A
3-1-1-1-2 D-ATIS SCREEN..................................................................................................................................... B
3-1-1-1-3 THE PROCESS.......................................................................................................................................C
3-1-1-1-4 AVAILABILITY......................................................................................................................................... D
3-1-1-1-5 ADVANTAGES.........................................................................................................................................E
3-1-1-2 DIGITAL DEPARTURE CLEARANCE (DCL)

3-1-1-2-1 GLOSSARY............................................................................................................................................. A
3-1-1-2-2 GENERAL................................................................................................................................................ B
3-1-1-2-3 DCL – AOC DEPART REQUEST SCREEN........................................................................................... C
3-1-1-2-4 DCL - HOW TO.......................................................................................................................................D
3-1-1-2-5 TIME PARAMETERS...............................................................................................................................E
3-1-1-2-6 PROCEDURE.......................................................................................................................................... F
3-1-1-2-7 DCL - EXAMPLES OF MESSAGES.......................................................................................................G
3-1-2 ATC DATALINK APPLICATIONS

3-1-2-0 GENERAL
3-1-2-0-1 AIRSPACE VS. AIRCRAFT EQUIPMENT.............................................................................................. A
3-1-2-0-2 FLIGHT PLAN FILING.............................................................................................................................B
3-1-2-0-3 VOICE PHRASEOLOGY RELATED TO DATALINK.............................................................................. C
3-1-2-1 LOGON
3-1-2-1-1 GENERAL................................................................................................................................................ A
3-1-2-1-2 INITIAL LOGON REQUEST.................................................................................................................... B
3-1-2-1-3 LOGON RESPONSE...............................................................................................................................C
3-1-2-1-4 EXITING DATALINK AREAS.................................................................................................................. D
Continued on the following page
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Continued from the previous page

3-1-2-2 CPDLC
3-1-2-2-1 INTRODUCTION......................................................................................................................................A
3-1-2-2-2 OPERATING PRINCIPLES..................................................................................................................... B
3-1-2-2-3 OPERATIONAL GUIDELINES................................................................................................................ C
3-1-2-2-4 CPDLC CONNECTIONS......................................................................................................................... D
3-1-2-2-5 CPDLC MESSAGE TYPES.....................................................................................................................E
3-1-2-3 ADS-C
3-1-2-3 ADS-C......................................................................................................................................................... A
3-1-2-4 STANDARD OPERATING PROCEDRUES

3-1-2-4-0 GENERAL................................................................................................................................................ A
3-1-2-4-1 FLIGHT PREPARATION......................................................................................................................... B
3-1-2-4-2 PRELIMINARY COCKPIT PREPARATION.............................................................................................C
3-1-2-4-3 COCKPIT PREPARATION...................................................................................................................... D
3-1-2-4-4 LOGON.................................................................................................................................................... E
3-1-2-4-5 ESTABLISHING CPDLC CONNECTION.................................................................................................F
3-1-2-4-6 CPDLC COMMUNICATION.................................................................................................................... G
3-1-2-4-7 CLOSING CPDLC CONECTION.............................................................................................................H
3-1-2-5 EMERGENCY PROCEDURES

3-1-2-5 EMERGENCY PROCEDURES...................................................................................................................A
3-1-2-6 NON-ROUTINE PROCEDURES

3-1-2-6 NON-ROUTINE PROCEDURES................................................................................................................ A
3-2 ATC VOICE COMMUNICATION

3-2-0 RADIO USAGE DISCIPLINE......................................................................................................................... A
3-2-1 TRANSMITTING TECHNIQUE...................................................................................................................... B
3-2-2 CLEARANCE ISSUE AND READ BACK REQUIREMENTS.........................................................................C
3-2-3 SIMULTANEOUS TRANSMISSIONS............................................................................................................ D
3-2-4 FORMAT OF INITIAL CALLS........................................................................................................................E
3-2-5 SUBSEQUENT FREQUENCY CHANGES.................................................................................................... F
3-2-6 LOW VISIBILITY PROCEDURES................................................................................................................. G
3-2-7 DELAYS......................................................................................................................................................... H
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3-3 AERODROME CONTROL SERVICE PHRASEOLOGY
3-3-0 AERODROME CONTROL SERVICE PHRASEOLOGY................................................................................A
3-3-1 DEPARTURE INFORMATION AND ENGINE START PROCEDURES........................................................ B
3-3-2 TAXI INSTRUCTIONS................................................................................................................................... C
3-3-3 PRE-DEPARTURE MANOEUVRING............................................................................................................ D
3-3-4 TAKE OFF CLEARANCE.............................................................................................................................. E
3-3-5 FINAL APPROACH AND LANDING.............................................................................................................. F
3-3-6 MISSED APPROACH....................................................................................................................................G
3-3-7 RUNWAY VACATING AND COMMUNICATING AFTER LANDING............................................................. H
3-4 RADAR PHRASEOLOGY

3-4-0 RADAR PHRASEOLOGY.............................................................................................................................. A
3-4-1 FLIGHTS IN UNCONTROLLED AND “E” AIRSPACE...................................................................................B
3-4-2 RADAR VECTORING.................................................................................................................................... C
3-5 DECONFLICTION SERVICE

3-5-0 DECONFLICTION SERVICE......................................................................................................................... A
3-5-1 DECONFLICTION - DEPARTING AND ARRIVING AIRCRAFT................................................................... B
3-6 REDUCED VERTICAL SEPERATION [RVSM] PHRASEOLOGY

3-6-0 REDUCED VERTICAL SEPERATION [RVSM] PHRASEOLOGY.................................................................A
3-7 MINIMUM NAVIGATION PERFORMANCE SPECIFICATION [MNPS] PHRASEOLOGY

3-7-0 MINIMUM NAVIGATION PERFORMANCE SPECIFICATION [MNPS] PHRASEOLOGY.............................A
3-8 COMMUNICATION FACILITIES

3-8-0 COMMUNICATION FACILITIES.................................................................................................................... A
3-9 COMMUNICATON BETWEEN NAV [OCC] AND FLIGHT DECK CREW

3-9-0 COMMUNICATON BETWEEN NAV [OCC] AND FLIGHT DECK CREW..................................................... A
3-9-1 INSTRUCTIONS FROM NAV DUTY OFFICERS..........................................................................................B
3-9-2 COMPANY CONTACTS / TELEPHONE NUMBERS.................................................................................... C
3-10 ACTION TO BE TAKEN IN CASE OF SLOT

3-10-0 ACTION TO BE TAKEN IN CASE OF SLOT..............................................................................................A
3-11 NAVIGATIONAL AIDS

3-11-0 NAVIGATIONAL AIDS................................................................................................................................. A
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3-12 ERM DOCUMENTATION
3-12-0 ERM DOCUMENTATION.............................................................................................................................A
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GENERAL
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3-0 GENERAL
Applicable to: ALL
Communication will be performed using:

• Voice communication, and/or
• Datalink communication.
Information on communication facilities and navigation aids is published in the following parts of the
eRM:
• Frequencies of communication facilities, navigation aids and datalink logon addresses: eRM
en-route charts.
• Available datalink services and logon addresses: eRM GEN/RSI/[region]/COM/Data Link Services.
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DATALINK COMMUNICATION
A320-A321
OPERATIONS MANUAL - C DATALINK COMMUNICATION
3-1-0 DATALINK GENERAL

Applicable to: ALL
• Datalink is the exchange of digitized information between end-users.
• There is independence between applications and datalink media.

• Aeronautical datalink communications can be classified as follow:
‐ AOC (Airline Operational Communications);
‐ ATC (Air Traffic Control Communications).
• Information and procedures published in Wizz Air documentation are based on the latest edition
of the ICAO Global Operational Data Link (GOLD) Manual. Refer to eRM GEN(1.8.)6. Data Link
for background information and an excerpt of the latest edition of the Global Operational Data Link
(GOLD) Manual.
Refer to FCOM/AIRCRAFT SYSTEMS/INFORMATION SYSTEMS/DATALINK for details of the
datalink system installed and type specific operational procedures.
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OPERATIONS MANUAL - C DATALINK COMMUNICATION
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A320-A321 AIRLINE (AOC) DATALINK APPLICATIONS
- AIRLINE (AOC) DATALINK APPLICATIONS
3-1-1-0 AIRLINE (AOC) DATALINK APPLICATIONS

Applicable to: ALL
Enabled by datalink communications, airline applications produce the beneficial outcomes for the
aircraft operators and the ATC. The core of the airborne datalink system is called ACARS router. It
routes received messages from the ground to appropriate end-systems on-board the aircraft, such
as Flight Management Computer, Aircraft Condition Monitoring System (ACMS), or Cabin terminal.
The avionics unit, called Air Traffic Service Unit (ATSU), has been developed to cope with datalink
communications and embeds the ACARS router.
The following airline datalink applications (AOC applications) are accessible through MCDU AOC
menu and are using the ACARS network for datalink:
• D-ATIS
• DCL
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- AIRLINE (AOC) DATALINK APPLICATIONS
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OPERATIONS MANUAL - C AIRLINE (AOC) DATALINK APPLICATIONS - DIGITAL ATIS (D-ATIS)
3-1-1-1-1 GENERAL
Applicable to: ALL
• The ATIS data link service supplements the existing availability of ATIS as a voice broadcast
service, provided at aerodromes worldwide. All types of ATIS currently in use are encompassed
(i.e. arrival, departure and combined).
• The data link ATIS message will be used to provide an alternative means of transmitting the
service to those equipped aircraft which request the message.
• Content of voice and data link ATIS will be identical and updated simultaneously.
• The crew can request the information from the ground via the transmission of a downlink
message.
• Automatic Terminal Information Service is provided to the flight crew via an uplink message which
can be either made available to the crew via the flight deck printer, or the MCDU.
3-1-1-1-2 D-ATIS SCREEN

Applicable to: ALL
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3-1-1-1-3 THE PROCESS

Applicable to: ALL
• The pilot transmits an ATIS downlink request message to the appropriate ground system. The
request indicates whether it is a ‘one time’, or an ‘auto update’ request, according to pilot selection.
• Upon receipt of a valid ATIS request message the ground system:
a. sends the appropriate ATIS delivery uplink message within the required response time (and
when requested, continues to send ‘auto updates’ when available until the ‘auto update’ is
terminated), or
b. detects that the requested ATIS information can be retrieved, but is not yet available or cannot
be sent within the required response time, then
1. sends a 'processing' uplink message, and
2. when the information becomes available, sends an ATIS delivery uplink message (and
when requested, continues to send ‘auto updates’ when available until the ‘auto update’ is
terminated), or
c. detects that the requested ATIS information cannot be retrieved and sends a 'reject' uplink
message.
3-1-1-1-4 AVAILABILITY
Applicable to: ALL
• The D-ATIS service may be requested by the pilot during any phase of the flight.
• The availability of a D-ATIS service is indicated by ‘D-ATIS’ in the communication box of the
aeronautical charts.
• Refer to eRM AGC/APC/AFC info/instrument approach charts.
3-1-1-1-5 ADVANTAGES
Applicable to: ALL
• The Aircrew no longer needs to find an open voice channel and manually transcribe routine
information.
• Pilots can download, save and update D-ATIS messages at any time during the flight, saves time
during a period of high workload in the flight deck.
• It is available regardless of the airplane's distance from the airport, whereas voice ATIS is only
available within VHF range of the airport.
• The pilot gets a clear printout of the ATIS information. Poor quality of voice transmissions and
accent problems are avoided.
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Refer to FCOM/AIRCRAFT SYSTEMS/INFORMATION SYSTEMS/DATALINK - ATC

APPLICATIONS for the description of the function.
Note: although listed as an ATC datalink application in the FCOM, D-ATIS is configured, as an
airline (AOC) application on all Wizz Air aircraft.
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A320-A321
WZZ 3-1-1-1 P 4/4

OMC 01 AUG 20
- DIGITAL DEPARTURE CLEARANCE (DCL)
3-1-1-2-1 GLOSSARY
Applicable to: ALL
The following abbreviations are used throughout the following chapters addressing DCL.
ADT – Approved Departure Time. Specifies for regulated flights normally a tolerance of 10 minutes in
the EOBT.
CDA – Clearance of Departure – Acknowledgement. Departure clearance readback message.
Confirmation of start-up approval and en-route clearance by the pilot.
CLD – Clearance of Departure. Departure clearance uplink message. Issuance of start-up approval
and en-route clearance by the air traffic controller.
FSM – Flight System (uplink) Message. Automatic acknowledgement of receipt of RCD/CDA by the
air traffic control system, or the interruption of the DCL dialogue by the controller.
MDI – Minimum Departure Interval. If a CTOT is not available, the acronym MDI may be transmitted
(in effect, this means that no slot time applies).
RCD – Request for Clearance of Departure. Request for departure clearance downlink. Message of
the pilot requesting start-up approval and en-route clearance.
3-1-1-2-2 GENERAL
Applicable to: ALL
Pre-departure ATC clearances and start-up approvals via datalink (DCL) are available directly from
ATC service providers at a number of airports.
• For information on the provision of this service, refer to eRM GEN/CRAR/[country]/Flight Plan and
Clearance/Data Link Pre-departure Clearance (DCL) section.
DCL IN EUROPE
• European DCL uses ACARS and provides direct communication between ATC and the flight
crew;
• Requests for DCL are initiated in the MCDU AOC menus;
• Europe does not currently have capability to reissue clearance – subsequent changes to the
clearance requires voice contact.
• Where the airport chart (AFC/AGC/APC/LVC) indicates “DCL” in the COM frequencies section,
the DCL is available through the AOC application.
Note: Refer to eRM GEN (1.9.)3.1 Plan View for legends of the charts.
WZZ 3-1-1-2 P 1/6

3-1-1-2-3 DCL – AOC DEPART REQUEST SCREEN

Applicable to: ALL
3-1-1-2-4 DCL - HOW TO

Applicable to: ALL
SEND AN RCD
Pilots must make a RCD by using a pre-formatted AOC screen:
• From AOC Menu, select DEPART REQUEST;
• Check/enter ICAO codes for ORIG/DEST;
• Enter FLT NO (ensure it matches the ICAO call sign indicated on the ATC FPL exactly. For
example, call sign WZZ1 is entered, as ‘WZZ1’ and WZZ001 is entered, as ‘WZZ001’);
• Enter gate/stand number;
• Enter ATIS ID;
• Check/enter A/C type (from ATC FPL);
• Enter any free text if required (e.g.: INTERSECTION A ABLE, or NEED FULL LENGTH, etc.);
• Press the ‘SEND’ prompt.
SEND A CDA
Departure clearance read back (acknowledge) messages (CDA) are sent by the crew:
• From AOC MENU, select ‘RECEIVED MESSAGES’ ;
• Select the appropriate ‘PDC’ message (for example: select ‘< LHBP PDC 001’);
• Press the ‘ACCEPT’ prompt on the message displayed on the MCDU screen itself.
WZZ 3-1-1-2 P 2/6

OMC C to D → 01 AUG 20
REJECT A CLEARANCE
• Do not send CDA – Do not press ACCEPT prompt;
• After 3-5 minutes, the DCL clearance will automatically be cancelled.
3-1-1-2-5 TIME PARAMETERS

Applicable to: ALL
The maximum duration of the DCL process is limited by the following time parameters.
EARLIEST REQUEST TIME
Earliest point in time at which the request for start-up approval and en-route clearance (RCD) may
be transmitted. For airports using DCL, this time will be indicated on the airport’s AOl pages, in the
Departure section.
LATEST RESPONSE TIME
The point in time at which the DCL dialogue is finished or at which the pilot can assume that the
process cannot be finished and sufficient time remains to obtain the start-up approval and en-route
clearance via voice communication. This parameter is typically 3-5 minutes. For airports using
DCL, this time will be indicated on the airport’s AOl pages, in the Departure section.
3-1-1-2-6 PROCEDURE
Applicable to: ALL
• Pilots shall maintain listening watch on the station’s frequency published for the start-up
approval.
• In the event of any doubts or system-related difficulties, voice procedures shall be resumed.
• A clearance issued by voice procedures supersedes a transmitted datalink clearance.
• If de-icing of the aircraft is required prior to departure, the start-up approval and en-route clearance
will only be issued via voice procedures.
• Prior to departure, both the pilot and the air traffic controller shall verify that the departure route
assigned via DCL logically refers to the runway used and to the route indicated in the current ATC
FPL (OFP). In the event of any deviations or doubts, voice procedures shall be resumed.
• The pilot shall request start-up approval and en-route clearance by means of an RCD not earlier
than the Earliest Request Time.
Note: The data to be transmitted (e.g. airline code according to ICAO and aircraft type) shall
correspond to the data contained in the current ATC FPL (OFP).
• As soon as the air traffic control system has received the RCD, the FSM will be transmitted
automatically.
• If the RCD is rejected by means of a negative FSM, the pilot shall revert to voice procedures.
WZZ 3-1-1-2 P 3/6

OMC ← D to F → 01 AUG 20
• A CLD is used
‐ to issue a start-up approval and en-route clearance; and
‐ to transmit the designator of the current ATIS broadcast;
‐ the CTOT, if available at the TWR;
‐ the next frequency and, if necessary;
‐ information in the free-text field.
• The pilot shall confirm a CLD by means of a CDA. If the pilot does not transmit the CDA within the
appropriate time frame (typically 3-5 minutes) the air traffic control system will automatically issue
a negative FSM together with the instruction to revert to voice procedures.
Note: In order to ensure integrity between clearance (CLD) and readback (CDA), the CDA may
not differ from the CLD. The air traffic control system will not accept and process differing
CDAs.
• As soon as a CDA has been processed successfully, the air traffic control system will transmit a
positive FSM.
• Only when the FSM has been received, is the process completely finished.
• If it is not possible to issue the start-up approval together with the en-route clearance, the free-text
field will contain a time at which the start-up approval is regarded as issued, or the pilot receives
an FSM with the instruction to revert to voice procedures.
3-1-1-2-7 DCL - EXAMPLES OF MESSAGES

Applicable to: ALL
Example of a positive DCL process:

Note: DCL is a text process only. The following all represents printed communication. None of the
text represents voice communication. These messages are preformatted for printing on the
flight deck printer.
RCD
RCD 040
WZZ1DG-EGGW-GATE 41R-LHBP
ATIS A
-TYP/A320
-RMK/REQ FULL LGTH RWY26
FSM
FSM 0349 030511 EGGW
WZZ1DG RCD RECEIVED
REQUEST BEING PROCESSED
WZZ 3-1-1-2 P 4/6

OMC ← F to G → 01 AUG 20
STANDBY
CLD
CLD 0351 030511 EGGW PDC 001
WZZ1DG CLRD TO LHBP OFF 26 VIA MATCH2Y
SQUAWK 6522 ADT MDI NEXT FREQ 118.825
ATIS A
STARTUP APPROVED
CDA
CDA 0351 030511 EGGW PDC 001
WZZ1DG CLRD TO LHBP OFF 26 VIA MATCH2Y
SQUAWK 6522 ADT MDI NEXT FREQ 118.825
ATIS A
STARTUP APPROVED
FSM
FSM 0351 030511 EGGW
WZZ1DG CDA RECEIVED
CLEARANCE CONFIRMED
EXAMPLE OF A NEGATIVE FSM
FSM 1731 030511 EGGW
WZZ1DG CDA REJECTED
CLEARANCE CANCELLED
REVERT TO VOICE PROCEDURES
WZZ 3-1-1-2 P 5/6

OMC ←G 01 AUG 20
WZZ 3-1-1-2 P 6/6

OMC 01 AUG 20
A320-A321
OPERATIONS MANUAL - C ATC DATALINK APPLICATIONS - GENERAL
3-1-2-0-1 AIRSPACE VS. AIRCRAFT EQUIPMENT

Applicable to: ALL
AIRSPACE
The equipment fit required for datalink operations depends on the standards the infrastructure of
the given airspace complies with. Information on the standard applied in a given airspace can be
found in eRM/RSI/[region]/COM/Datalink chapters.
Refer to eRM GEN 6.1.1.1.4 Airspace Types and their Data Link Operational Capabilities for
further details.
• EUROPE
In most of the European airspace the infrastructure is set up according to ATN B1 standard.
Besides ATN B1, some countries also provide compatibility with FANS 1/A standard.
Refer to eRM/RSI/Europe/COM/Datalink.
• NORTH ATLANTIC
The datalink service provided in the North Atlantic airspace complies with the FANS 1/A
standard.
Refer to eRM/RSI/North Atlantic/COM/Datalink.
Currently, the following datalink services may be available in airspace used by Wizz Air
operations:
• CPDLC
• ADS-C
FIR specific information regarding the availability of datalink services will be indicated on en-route
charts ‘Attribute lookup’.
WZZ 3-1-2-0 P 1/4

OMC A→ 01 AUG 20
A320-A321
AIRCRAFT
The following ATC datalink applications are currently available on Wizz Air aircraft:
• CPDLC
• ADS-C
To use datalink:
• in a FANS 1/A standard airspace, an Airbus aircraft needs to be equipped with “FANS A/A+/A
+B”, or with “FANS C”.
• in an ATN B1 standard airspace, an Airbus aircraft needs to be equipped with “FANS B/B+/A
+B”, or with “FANS C”.
In Wizz Air fleet:
• Most aircraft are equipped with FANS B+ (Future Air Navigation System B+), thus able to use
ATC datalink services in ATN B1 airspace.
• Some aircraft are equipped with FANS A+B and FANS C (Future Air Navigation System C),
thus able to use ATC datalink services both in FANS 1/A and ATN B1 airspace.
• Refer to FCOM/GENERAL INFORMATION/AIRCRAFT CONFIGURATION SUMMARY/IF
INSTALLED TABLE for the FANS equipment standard installed on a particular aircraft.
• All aircraft use VDL M2 (Very high frequency data link – mode 2) to ensure datalink through
VHF.
To be able to communicate with ATC (i.e. to use CPDLC) through datalink, an aircraft also needs
to be equipped with CPDLC system.
In Wizz air Fleet:
• All aircraft are equipped with a CPDLC system.
• Refer to QRH/OPERATIONAL DATA/AIRCRAFT CONFIGURATION SUMMARY for the
CPDLC equipment installed on a particular aircraft.
• Refer to FCOM/AIRCRAFT SYSTEMS/INFORMATION SYSTEMS/DATALINK - GENERAL
SYSTEM DESCRIPTION for details of the CPDLC pilot interface.
3-1-2-0-2 FLIGHT PLAN FILING

Applicable to: ALL
• Wizz Air Technical Services will advise Wizz Air OCC and flight crew about aircraft technical
status.
• Wizz Air OCC shall file data link capability.
• The Commander shall ensure, that the ATS FPL includes the proper information and that it
accurately indicates the equipment and capabilities that the flight will use anytime CPDLC and
ADS-C services are available on any part along the route of the flight.
WZZ 3-1-2-0 P 2/4

OMC ← A to B → 01 AUG 20
A320-A321
Refer to eRM GEN(1.8.) 6.1.2 Flight Plan Filing for details and for codes to be used for equipment
capabilities.
3-1-2-0-3 VOICE PHRASEOLOGY RELATED TO DATALINK

Applicable to: ALL
• Pilots must contact ATC by voice as per standard RT procedures on each change of frequency,
irrespective whether the instruction has been received by voice, or CPDLC.
• There is no need to indicate CPDLC capability, or active CPDLC connection at the end of the initial
voice call (i.e.: no need to add during check-in “….[call sign]..CPDLC”)
• By default, all ATC FPLs will be filed indicating full aircraft datalink capability, therefore controllers
in airspace where datalink service is provided expect flight crew to logon and use CPDLC
communication. Both pilots must be trained and the aircraft equipment must be operational in
order to be able to use CPDLC. If either conditions are not fulfilled (training not completed, or
in-flight failure of equipment), this situation must be indicated during the initial voice call to each
ATC with datalink, as "….[call sign]…UNABLE CPDLC”
• For CPDLC related phraseologies refer to eRM GEN (1.8.)3.2.5 Phraseologies to be Used Related
to CPDLC.
• For CPDLC related phraseologies to be used in ‘non-standard’ scenarios involving ground/aircraft
system failures and communication problems refer to eRM GEN (1.8)6.1.3.9.2 Voice
Communications Related to Data Link.
• For ADS-C related phraseologies refer to eRM GEN (1.8.)3.4 ADS-C Phraseologies.
WZZ 3-1-2-0 P 3/4

OMC ← B to C 01 AUG 20
A320-A321
WZZ 3-1-2-0 P 4/4

OMC 01 AUG 20
A320-A321
OPERATIONS MANUAL - C ATC DATALINK APPLICATIONS - LOGON
3-1-2-1-1 GENERAL
Applicable to: ALL
• ‘Logon’ function is a part of the data link initiation capability (DLIC).

Refer to eRM GEN(1.8.) 6.1.1.2.3 Data Link Initiation Capability (DLIC) for details on the DLIC.
• The logon is the first step in the data link process. A logon, initiated either by the flight crew or
automatically following a contact request from another ATS unit, shall be performed prior to the
ATS unit establishing a CPDLC and/or ADS-C connection.
• Refer to eRM GEN(1.8.) 6.1.3.2 Logon for more details.
3-1-2-1-2 INITIAL LOGON REQUEST

Applicable to: ALL
• When operating outside data link airspace, the flight crew should initiate a logon 10 to 25min
prior to entry into airspace where data link services are provided.
• An initial logon request is needed when the aircraft does not already have an ADS-C or CPDLC
connection, such as when:
‐ the aircraft is preparing for departure; or
‐ the aircraft will enter an area where data link services are available from an area where
data link services are not available; or
‐ instructed by ATC (e.g. following a failed data link transfer).
WZZ 3-1-2-1 P 1/4

OMC A to B → 01 AUG 20
A320-A321
• Prior to initiating the logon, the flight crew should verify the following data in FMS vs. ATC FPL:
‐ aircraft identification (same as item 7 of the ATC flight plan);
‐ aircraft registration and/or aircraft address (same as item 18, preceded by REG and/or CODE,
of the ATC flight plan); and
‐ departure and destination aerodromes, when required (same as items 13 and 16 of the ATC
flight plan).
• The flight crew should then manually initiate a logon using the logon address, as indicated on
aeronautical charts.
‐ Refer to eRM GEN/RSI/[region]/COM/Datalink for information on the datalink services provided
by each region/country.
‐ Refer to eRM enroute chart ‘Attribute Lookup’ for the logon address of each FIR. (caution, the
FIR codes on the OFP are not logon addresses)
3-1-2-1-3 LOGON RESPONSE

Applicable to: ALL
The ground system automatically responds to a logon request with a logon response whether:
• the logon request was successful; or
• the logon request was unsuccessful
The logon response message also provides information concerning the ATS data link applications
the ATS unit supports.
• If an indication that the logon procedure was unsuccessful is received, the flight crew should
reconfirm that the logon information is correct, as defined for the initial logon and reinitiate a logon.
WZZ 3-1-2-1 P 2/4

A320-A321
3-1-2-1-4 EXITING DATALINK AREAS

Applicable to: ALL
• Approximately 15min after exiting CPDLC and/or ADS-C areas, the flight crew should ensure there
are no active CPDLC or ADS-C connections. Ensuring that connections are not active eliminates
the possibility of inadvertent or inappropriate use of the connections.
• The flight crew should consult the current ATS unit prior to the manual termination of any ADS
contract, even if it is suspected to be unnecessary or that its termination has failed.
• Refer to eRM GEN (1.8.)6.1.3.2.5 Exiting CPDLC and ADS-C Service Areas for further details.
WZZ 3-1-2-1 P 3/4

OMC D 01 AUG 20
A320-A321
WZZ 3-1-2-1 P 4/4

OMC 01 AUG 20
A320-A321
OPERATIONS MANUAL - C ATC DATALINK APPLICATIONS - CPDLC
3-1-2-2-1 INTRODUCTION
Applicable to: ALL
Controller-Pilot Data Link Communications (CPDLC) enables the flight crew and controllers to
exchange routine, NON-TIME CRITICAL instructions, clearances and requests via datalink text
messages.
Note: CPDLC is not intended to be used in situations, where speed of delivery, and assurance of
receipt of an instruction, are of a time-critical nature in order to ensure the immediate safety
of an aircraft.
• CPDLC infrastructure is designed to provide service above FL285 but may be available below this
level in some regions.
• Introduction of CPDLC will be on a state by state basis depending on upgrade of ATC systems at
each of the area control centres.
• Availability of CPDLC will be indicated on en-route charts.
3-1-2-2-2 OPERATING PRINCIPLES

Applicable to: ALL
The following two underlying principles are applicable to the use of voice versus CPDLC:
1. Voice and data link will co-exist as a means of ATS communication. Implementation of CPDLC in
continental airspace is intended as a supplementary means of communication to the use of voice
communication.
2. CPDLC is intended to be used in the context of non-time-critical communications. Time-criticality is
mainly determined by the following factors: ATC traffic situation, end-to-end performance (systems
and flight crew/controller response time) and recovery time.
WZZ 3-1-2-2 P 1/6

A320-A321
Note: A time critical situation is a situation when a prompt controlling action is required in the
provision of air traffic services.
WHEN TO USE VOICE AND WHEN TO USE CPDLC

Summary:
• The flight crew will determine the communication medium to use at any given time.
• The flight crew shall respond to a CPDLC message via CPDLC, and should respond to a voice
message via voice.
• Pilots must contact ATC by voice as per standard RT procedures on each change of
frequency, irrespective whether the instruction has been received by voice, or CPDLC.
• When required, voice read back shall be used, as specified in the respective Aeronautical
Information Publications (AIPs) for profile-changing CPDLC messages.
Refer to eRM GEN/RSI/[region]/COM/Datalink for information on specific requirements by each
region/country.
• In the event of a technical fault affecting CPDLC: logoff and REVERT TO VOICE!
• If there is any doubt as to the meaning, or intent of a specific clearance: respond to the
uplink message with UNABLE and REVERT TO VOICE!
• During an emergency, the flight crew would normally revert to voice communications.
However, the flight crew may use CPDLC for emergency communications if it is either more
expedient or if voice contact cannot be established.
For detailed instructions, refer to eRM GEN (1.8.) 6.1.3.1.3 When to Use Voice and When to Use
CPDLC.
3-1-2-2-3 OPERATIONAL GUIDELINES

Applicable to: ALL
POTENTIAL RISKS ASSOCIATED WITH USING CPDLC

• Crew may not be familiar with the datalink equipment – potential misuse of equipment;
• Use of CPDLC reduces voice communication, crew is unaware of communication with other
traffic – potential loss of situational awareness;
• Interpretation of the same message can be different by each pilot – potential ambiguity and
non-compliance with instructions, level bust, loss of separation;
• Both pilots may be naturally tempted to get occupied with the interpretation of a CPDLC
uplink/downlink message at the same time – potential head down status of both pilots, loss of
situational awareness;
• A pilot may be tempted to read an incoming CPDLC messages aloud resulting in that
messages are not 'heard and understood' independently by the flight crew members – potential
confirmation bias;
WZZ 3-1-2-2 P 2/6

OMC ← B to C → 01 AUG 20
A320-A321
• CPDLC allows controllers and pilots to send long and complex messages – potential
misunderstanding of, or partial compliance with clearances;
• CPDLC is only to be used in non-time-critical situations- potential misunderstanding of ‘time
critical';
• With CPDLC it is much easier (compared to using voice) to transmit a message to an aircraft
(importance of correct call-sign inserted in FMS!) – potential for sending the wrong message to
an aircraft, or sending the message to the wrong aircraft;
• With CPDLC it is possible that an aircraft is using voice to communicate with one ATS unit (or
sector) while being CPDLC connected to another – potential conflicting instructions causing loss
of separation;
• CPDLC allows users to send messages in ‘free text’ format – potential misunderstanding and
confusion due to non-standard phrases;
• Dialogues may be ‘open’ when transferring the control of an aircraft to a new data authority
(i.e. new ATS unit). When transferring aircraft between different sectors within the same data
authority (ATS unit) it is technically possible to transfer the open dialogue to the receiving sector
– potential conflicting instructions causing loss of separation;
• Temporary absence or change/swap of a flight crew member – potential loss of situational
awareness;
• Flight Crew may be tempted to use printer based information, as a reference – potential
incompleteness/inaccuracy of messages;
• ATC handover received by CPDLC – potential omission of frequency change, loss of
communication;
• Misuse of CPDLC during abnormal/emergency situations – potential high workload, human
error, misallocation of tasks;
• Parallel usage of voice and CPDLC communication – potential ambiguity about the proper
communication media to use;
GUIDELINES ADDRESSING IDENTIFIED RISKS
Some general operational guidelines including Crew Resource Management and Human Factors:
• Operation of CPDL requires appropriate familiarization with procedures and equipment. Both
pilots must have completed training for datalink operations in order to use CPDLC during the
flight.
• Operation of CPDLC is a PM function as per R/T communications.
• Operation of CPDLC must not interfere with the safety of the flight. Operation of CPDLC must
be avoided at critical flight phases and in high workload situations. Generally CPDLC is not
available in low level airspace for approach and departure.
WZZ 3-1-2-2 P 3/6

OMC ←C→ 01 AUG 20
A320-A321
• When a CPDLC uplink is received, each flight crew member must read the message from the
flight deck displays individually. Once the message has been individually read, the flight crew
shall then discuss whether to respond to the message with WILCO or ROGER, as appropriate,
or UNABLE.
• When processing a multi-element uplink message:
‐ The flight crew should ensure that the entire message has been read and understood in the
correct sequence prior to responding.
‐ The flight crew should only respond with WILCO if all the clearances in the entire message
can be complied with.
‐ If the flight crew cannot comply with any portion of a multi-element message, the flight crew
shall respond to the entire message with UNABLE.
• Clearances must not be actioned until a WILCO response has been sent and RECEIVED BY
ATC is indicated.
• To clear the screen for additional messages, ensure that messages are closed after they are:
‐ sent, or
‐ answered and related actions are performed (if any).
• Avoid sending multiple clearance requests in the same message.
• Avoid duplicate messages - see the following recommendations:
‐ Answer incoming messages before 100s (otherwise they will ‘time-out’)
‐ Do not re-send a message, when ATC does not answer immediately
• Review all pages of each message on the display before sending. For this reason, the ‘*’ symbol
is not available in front of the SEND prompt until all pages have been displayed.
• All the time apply priority policy aviate/navigate/communicate. Disregard CPDLC messages if it
is required to focus on higher priorities.
• Any time when a ‘handover briefing’ is necessary between flight crew members (e.g.
leaving/return to flight deck), datalink/CPDLC status must also be included.
• Flight crew should continuously monitor the appropriate emergency frequency and when
required, maintain a listening or SELCAL watch on the specified backup or secondary frequency
(frequencies).
• Free text messages:
‐ Should generally not be used;
‐ May be used where supported by ATC datalink services and when an appropriate standard
message element does not exist;
‐ Shall be composed of standard ATS phraseology and format and shall not contain
nonessential words and phrases. Abbreviations should only be included when they form part
of standard ICAO phraseology.
WZZ 3-1-2-2 P 4/6

OMC ←C 01 AUG 20
A320-A321
3-1-2-2-4 CPDLC CONNECTIONS

Applicable to: ALL
GENERAL
• The purpose of a CPDLC connection is to allow the exchange of CPDLC messages between
an aircraft and an ATS unit (active connection with Current Data Authority – CDA), and also to
provide an advance connection with the next ATS unit (inactive connection with the Next Data
Authority – NDA).
• An aircraft can have a maximum of two CPDLC connections established concurrently, each with
a different ATS unit. Only one CPDLC connection can be active at any given time; any second
connection is inactive.
ESTABLISHING CPDLC CONNECTION
• The ATS unit initiates a CPDLC connection by sending a CPDLC connection request to
the aircraft. The ATS unit can only initiate a CPDLC connection request after successfully
correlating an aircraft with the associated flight plan.
• Provided there is no existing CPDLC connection, the aircraft system:
‐ accepts the connection request;
‐ establishes this CPDLC connection as the active connection; and
‐ responds with a CPDLC connection confirm.
• If there is an existing CPDLC connection when a CPDLC connection request is received, the
aircraft system verifies that the ATS unit sending the CPDLC connection request has been
specified as the next data authority. In this case, the aircraft system:
‐ accepts the CPDLC connection request;
‐ establishes the connection, which is inactive; and
‐ responds with a CPDLC connection confirm.
‐ Otherwise, the aircraft system rejects the CPDLC connection request by sending a
connection rejection message.
• In the event of an unexpected CPDLC disconnect, the flight crew may attempt to reinitiate a
logon to resume data link operations.
Refer to FCOM/AIRCRAFT SYSTEMS/INFORMATION SYSTEMS/DATALINK - HOW TO/HOW
TO CONNECT
WZZ 3-1-2-2 P 5/6

OMC D→ 01 AUG 20
A320-A321
TERMINATING A CPDLC CONNECTION

• The Current Data Authority initiates the termination of the CPDLC connection by sending a
termination request message to the aircraft.
• On receipt of a termination request message (without any additional message elements), the
aircraft system will downlink a CPDLC termination confirm message. The aircraft system will
consider the aircraft to be disconnected as soon as the termination confirm message has been
sent.
• On receipt of a termination request message containing a message element with a response
attribute, such as a 'CONTACT' or 'MONITOR' message element the aircraft system will:
‐ display the message contained in the termination request message for flight crew processing;
and
‐ if the flight crew responds with 'WILCO', send a CPDLC termination confirm message and
then consider the aircraft to be disconnected; or
‐ if the flight crew responds with 'UNABLE' 'STANDBY', maintain the CPDLC connection with
the current data authority (and the next data authority, if any).
3-1-2-2-5 CPDLC MESSAGE TYPES

Applicable to: ALL
• CPDLC messages can be:

‐ ‘Uplink’, or ‘Downlink’ messages
‐ ‘Instructions’ (clearances), ‘notifications’, ‘requests’, ‘indications’, ‘advisories’,
‘acknowledgements’ or ‘free text’ messages
• CPDLC messages shall be handled as per the detailed SOP (Refer to OMC/3-1-2-4-6 CPDLC
COMMUNICATION)
UPLINK MESSAGES
CPDLC - Uplink Messages are messages sent from ATS unit to aircraft.
Refer to eRM GEN(1.8.) 6.1.3.3 CPDLC - Uplink Messages for further details.
Refer to eRM GEN(1.8.) 6.1.5 CPDLC Message Elements for the detailed description of different
uplink messages.
DOWNLINK MESSAGES
CPDLC - Downlink Messages are messages sent from the aircraft to the ATS unit.
Refer to eRM GEN (1.8.) 6.1.3.4 CPDLC - Downlink Messages for further details.
Refer to eRM GEN (1.8.) 6.1.5 CPDLC Message Elements for the detailed description of different
uplink messages.
WZZ 3-1-2-2 P 6/6

OMC ← D to E 01 AUG 20
A320-A321
OPERATIONS MANUAL - C ATC DATALINK APPLICATIONS - ADS-C
3-1-2-3 ADS-C
Applicable to: ALL
• ADS-C allows the ATSU to obtain position reports from the aircraft without flight crew action to
update the current flight plan, to check conformance and to provide emergency alerting.
• ADS-C uses various systems on board the aircraft to automatically provide aircraft position,
altitude, speed, intent and meteorological data, which can be sent in a report to an ATSU or AOC
facility ground system for surveillance and route conformance monitoring.
• One or more reports are generated in response to an ADS contract, which is requested by the
ground system. An ADS contract identifies the types of information and the conditions under which
reports are to be sent by the aircraft. Some types of information are included in every report, while
other types are provided only if specified in the ADS contract request. The aircraft can also send
unsolicited ADS-C emergency reports to any ATSU that has an ADS contract with the aircraft.
• By default, in airspace where ADS-C services are available, the flight crew need not send position
reports via voice or CPDLC.
• When using ADS-C, the flight crew should check to ensure ADS-C is armed prior to initiating a
logon with an ATSU.
• Refer to eRM GEN (1.8.)6.1.1.2.6 Automatic Dependent Surveillance – Contract (ADS-C) and
GEN (1.8.)6.1.3.7 Automatic Dependant Surveillance - Contract (ADS-C) for more details on the
ADS-C.
• Refer to FCOM/AIRCRAFT SYSTEMS/INFORMATION SYSTEMS/DATALINK - ATC
APPLICATIONS/ADS-C for type specific information.
WZZ 3-1-2-3 P 1/2

OMC A 01 AUG 20
A320-A321
OPERATIONS MANUAL - C ATC DATALINK APPLICATIONS - ADS-C
WZZ 3-1-2-3 P 2/2

OMC 01 AUG 20
A320-A321
OPERATIONS MANUAL - C ATC DATALINK APPLICATIONS - STANDARD OPERATING PROCEDRUES
3-1-2-4-0 GENERAL
Applicable to: ALL
• Procedures published in this manual are additional to type specific SOP published in Airbus
documents and address the inherent risks associated with using the human-machine interface of
datalink equipment, identified during a risk assessment process.
• General policy and task sharing and shall be followed, as published.
3-1-2-4-1 FLIGHT PREPARATION

Applicable to: ALL
OMC/ERM
• Check datalink availablility/requirements along the planned route
‐ Refer to eRM/RSI/[region]/COM/Datalink chapters and any NOTAMs for the datalink
requirements.
OFP
• Check, that ATC FPL (on OFP) indicates the required aircraft equipment/datalink capability
‐ Item 10
▪ 10a includes the appropriate CPDLC equipment descriptor (e.g. ‘J1’ for ATN B1 airspace,
‘J4’ for FANS 1/A airspace)
▪ 10b includes the appropriate ADS-C descriptor for Wizz FANS C aircraft (‘D1’ for FANS 1/A
airspace and/or ‘G1’ for ATN airspace)
‐ Item 18 includes
▪ The registration number of the aircraft under REG/
▪ The aircraft address (alphanumerical code of six hexadecimal characters) under CODE/
Refer to eRM GEN (1.8.) 6.1.2 Flight Plan Filing for further details.
WZZ 3-1-2-4 P 1/6

A320-A321
3-1-2-4-2 PRELIMINARY COCKPIT PREPARATION

Applicable to: ALL
AIRCRAFT TECHNICAL STATUS

• Check the MEL status of the aircraft against the airspace requirements along the planned route.
• When necessary, coordinate with OCC in order to ensure, that:
‐ The filed ATC FPL reflects the equipment status of the aircraft
Note: OCC is provided with a regular report on aircraft status therefore will ensure, that
aircraft equipment indicated in ATC FPL will reflect the actual aircraft status.
‐ The planned route/level has changed, if needed in order to avoid airspace where establishing
datalink connection is mandatory
‐ The pre-flight fuel calculation caters for any changes in the planned route/level
3-1-2-4-3 COCKPIT PREPARATION

Applicable to: ALL
DATALINK INITIALIZATION
• In normal operations, the datalink system is automatically initialized on all Wizz Air aircraft
during cockpit preparation.
• In case of unsuccessful logon, the system settings can be checked and a manual initialization
may be performed
• Refer to FCOM/AIRCRAFT SYSTEMS/INFORMATION SYSTEMS/DATALINK/HOW TO/ HOW
TO INITIALIZE for detailed instructions.
D-ATIS
Digital Automatic Terminal Information Service (D-ATIS) may be requested through datalink
services.
Refer to OMC/3-1-1-1 DIGITAL ATIS (D-ATIS) for background information.
Refer to eRM AFC/AGC/APC/LVC charts for the availability of the service.
• The PF shall request the D-ATIS when available.
• The latest stored D-ATIS message as displayed on the screen shall be used, as a reference for
operations (e.g. performance calculation).
• The D-ATIS shall be printed and shall be retained for the record. Alternatively, it shall be copied
from the display to the OFP, if the printer is not available.
DIGITAL CLEARANCE DELIVERY (DCL)
(ATC) Departure clearance may be requested through datalink services.
WZZ 3-1-2-4 P 2/6

OMC C to D → 01 AUG 20
A320-A321
Refer to OMC/3-1-1-2 DIGITAL DEPARTURE CLEARANCE (DCL) for background information.

Refer to eRM AFC/AGC/APC/LVC charts for the availability of the service
• The PM shall request the Departure Clearance when available.
• The Departure Clearance uplink message (CLD) as displayed on the screen shall be used, as a
reference for operations (e.g. to crosscheck with FMS FPL).
• The ATC Departure Clearance uplink message (CLD) shall be printed and shall be retained
for the record. Alternatively, it shall be copied from the display to the OFP, if the printer is not
available.
Crew coordination
EVENT PF PM
Within time window for Requests the departure
ATC clearance request clearance (Sends RCD)
Prints out the clearance (or copies
the clearance from the screen to the
ATC clearance (CLD)
OFP, if the printer is not available)
received via datalink
Acknowledges the departure
clearance (Sends CDA)
Automatic acknowledgement Crosscheck the clearance on the screen with
(FSM) received the FMS FPL entry/FCU/transponder settings
3-1-2-4-4 LOGON
Applicable to: ALL
• The PM performs a logon and advises PF on the notification status.

• A CPDLC connection requires a successfully completed datalink logon procedure before the ATS
unit can establish a CPDLC connection with the aircraft.
• Logon ‘notification’ can be sent while on the ground if ATC datalink signal coverage is available.
• Otherwise notification shall not be sent until after takeoff/initial climb when workload has reduced.
It is recommended to wait until leveled off for cruise, but if workload permits the logon can be
performed in climb, after passing FL100.
• Refer to FCOM/DSC/AIRCRAFT SYSTEMS/INFORMATION SYSTEMS/DATALINK/HOW
TO/HOW TO NOTIFY for detailed type specific logon procedure.
• Refer to OMC/3-1-2-1 LOGON for detailed information on the logon function.
3-1-2-4-5 ESTABLISHING CPDLC CONNECTION

Applicable to: ALL
• The ATS unit initiates a CPDLC connection by sending a CPDLC connection request to the
aircraft.
• Each time a CPDLC connection is established, the flight crew should ensure the identifier
displayed on the aircraft system matches the logon address for the controlling authority.
WZZ 3-1-2-4 P 3/6

OMC ← D to F → 01 AUG 20
A320-A321
• Refer to FCOM/DSC/AIRCRAFT SYSTEMS/INFORMATION SYSTEMS/DATALINK/HOW TO/

HOW TO CONNECT for detailed type specific information.
• Refer to OMC/3-1-2-2-4 CPDLC CONNECTIONS for background information.
3-1-2-4-6 CPDLC COMMUNICATION

Applicable to: ALL
GENERAL
CPDLC shall not be used:
• Before passing FL100 in climb.
• After passing FL 150 in descent.
CAUTION Both pilots may be naturally tempted to get occupied with handling of a CPDLC
uplink/downlink message at the same time. Head down status of both pilots may
lead to the loss of situational awareness. Ensure proper task sharing according to
SOP, one pilot must be ‘head-up’ the aircraft at all times.
UPLINK MESSAGE FROM ATC
Refer to eRM GEN (1.8.) 6.1.3.3 CPDLC - Uplink Messages for background information
Refer to eRM GEN (1.8.) 6.1.5 CPDLC Message Elements for the detailed description of different
uplink messages.
Refer to FCOM/DSC/AIRCRAFT SYSTEMS/INFORMATION SYSTEMS/DATALINK/HOW TO/
HOW TO ANSWER
• After receiving and individually reviewing an uplink message, all flight crew members briefly
discuss the appropriate option to select in order to answer the received message.
Note: the flight crew shall not use printer based information as a reference when reading the
message.
• The following prompts may be available for selection as a reply depending on the situation:
‐ STBY - if further discussion is needed to provide appropriate answer to the message received
‐ UNABLE - if it is agreed, that the request/instruction cannot be complied with
‐ WILCO - if it is agreed, that the request/instruction can be complied with
‐ AFFIRM - when the answer is positive (yes) to a request
‐ NEGATIVE - when the answer is negative (no) to a request
‐ ROGER - when the notification is understood by all flight crew members
Note: options causing changes related to the control of aircraft trajectory (e.g. “LOAD” which
will result in loading parameters from the CPDLC system to the flight management
system), shall be selected by the PF.
WZZ 3-1-2-4 P 4/6

OMC ← F to G → 01 AUG 20
A320-A321
Crew coordination
EVENT PF PM
Calls out "ATC MESSAGE" (1)
CPDLC message received
Silently and independently read the message from the
(Glare shield: ‘ATC MSG’)
display, then discuss the prompt (reply) to be selected
Selects the appropriate prompt
in accordance with the flight crew
agreement, then calls out “CONFIRM”
checks the selected prompt, then
Option discussed and decided calls out “CONFIRMED/NEGATIVE”
If PF calls “CONFIRMED”:
Sends the message,
If PF calls “NEGATIVE”:
Corrects, or cancels the message
Perform the agreed action(s), if any
Message received by ATC
Reads out the relevant FMA change(s)
(‘RECEIVED BY ATC’ (2) displayed)
selects ‘CLOSE’ prompt(3)
(1) If PM does not make the call, PF shall make it.
(2) This message may not always be shown after replying to an uplink request of changing voice
communication frequency.
(3) Close messages only after the agreed actions (e.g. turn to a waypoint, or check-in to a new
frequency) have been performed.
CLOSING UPLINK MESSAGES
• The PM shall close all uplink messages after the related/agreed actions performed. This is to
avoid congestion of open messages.
• Do not close messages answered by WILCO before executing the related actions.
• Do not close uplink messages requiring change of voice frequency before contact on the next
voice frequency has been established.
DOWNLINK MESSAGE (CREW REQUEST) TO ATC
Refer to eRM (1.8.) 6.1.3.4 CPDLC - Downlink Messages for background information
Refer to eRM (1.8.) 6.1.5 CPDLC Message Elements for the detailed description of different uplink
messages.
HOW TO SEND REQUEST TO ATC
• Before sending any downlink message to ATC, flight crew members shall discuss the planned
action(s).
WZZ 3-1-2-4 P 5/6

OMC ←G→ 01 AUG 20
A320-A321
Crew coordination
EVENT PF PM
“REPORT/REQUEST
[…] VIA CPDLC".
Composes the message on MCDU
X-fers to DCDU, then Calls out
"MESSAGE IS READY, CONFIRM"
Planned action(s) discussed Checks the message, then Calls
out “CONFIRMED/NEGATIVE”
If PF calls “CONFIRMED”:
Sends the message,
If PF calls “NEGATIVE”:
Corrects, or cancels the message
POSITION REPORTS
• Position reports may be required in airspaces where there is no ATC radar coverage (e.g.
remote parts of Oceanic airspace).
• When position reports are required, those can be sent automatically, or manually.
HOW TO SEND POSITION REPORT
3-1-2-4-7 CLOSING CPDLC CONECTION

Applicable to: ALL
Approximately 15min after exiting CPDLC and/or ADS-C areas, or when passing FL 150 in
descent:
• PM: check/perform CPDLC disconnection, then call out: “CPDLC DISCONNECTED”.
Refer to OMC/3-1-2-1-4 EXITING DATALINK AREAS for detailed information.
WZZ 3-1-2-4 P 6/6

OMC ← G to H 01 AUG 20
A320-A321
OPERATIONS MANUAL - C ATC DATALINK APPLICATIONS - EMERGENCY PROCEDURES
3-1-2-5 EMERGENCY PROCEDURES

Applicable to: ALL
• On FANS B+ equipped aircraft (most of Wizz Air fleet – refer to aircraft configuration summary),
emergency message elements are not supported.
• On FANS-C equipped aircraft, the option of sending an emergency message may be available.
Refer to FCOM/DSC/AIRCRAFT SYSTEMS/INFORMATION SYSTEMS/DATALINK - HOW
TO/HOW TO SEND EMER MSG for type specific instructions.
• During an emergency, the flight crew would normally revert to voice communications. However,
the flight crew may use CPDLC for emergency communications if it is either more expedient or if
voice contact cannot be established.
• In accordance with established emergency procedures, the ATSU within whose airspace the
aircraft is operating remains in control of the flight. If the flight crew takes action contrary to a
clearance that the controller has already coordinated with another sector or ATSU and further
coordination is not possible in the time available, then the flight crew performs this action under
their emergency command authority.
• The flight crew will use whatever means are appropriate (i.e. CPDLC and/or voice) to
communicate during an emergency.
• Refer to eRM GEN (1.8)6.1.3.8 Emergency Procedures for further details.
WZZ 3-1-2-5 P 1/2

OMC A 01 AUG 20
A320-A321
OPERATIONS MANUAL - C ATC DATALINK APPLICATIONS - EMERGENCY PROCEDURES
WZZ 3-1-2-5 P 2/2

OMC 01 AUG 20
A320-A321
OPERATIONS MANUAL - C ATC DATALINK APPLICATIONS - NON-ROUTINE PROCEDURES
3-1-2-6 NON-ROUTINE PROCEDURES

Applicable to: ALL
GENERAL
• Non-routine procedures address communication problems encountered during using CPDLC
and assume, voice communication is still available.
• Refer to FCOM/PROCEDURES/ABNORMAL AND EMERGENCY PROCEDURES/DATALINK
for related type specific procedures.
• For procedures on complete (voice+CPDLC) communication failure, Refer to OMA/12-4
COMMUNICATION PROCEDURES.
• Refer to eRM GEN (1.8.)6.1.3.9 Non-routine Procedures for guidance on:
‐ Datalink initiation failure;
‐ Datalink system failure;
‐ Using CPDLC to relay messages.
REPORTING
• Occurrences for which it is mandatory to file an occurrence report, especially effecting:
‐ AIR NAVIGATION SERVICES – Refer to OMA/11-5-3 AIR NAVIGATION SERVICES (ANS)
AND AIR TRAFFIC MANAGEMENT (ATM)
‐ AIR NAVIGATION SERVICES AND FACILITIES – Refer to OMA/11-5-7 OCCURRENCES
RELATED TO AIR NAVIGATION SERVICES AND FACILITIES
• Datalink initiation failure – an ASR shall be filed in order to notify state/regional monitoring
agencies;
• Datalink system failure – The flight crew shall notify the ATS unit by voice and shall
open a new Work Order as per OMA procedures –Refer to OMA/8-1-11-4 RECORDING
DEFECTS/OPENING A WORK-ORDER
WZZ 3-1-2-6 P 1/2

OMC A 01 AUG 20
A320-A321
OPERATIONS MANUAL - C ATC DATALINK APPLICATIONS - NON-ROUTINE PROCEDURES
WZZ 3-1-2-6 P 2/2

OMC 01 AUG 20
ATC VOICE COMMUNICATION
A320-A321
3-2-0 RADIO USAGE DISCIPLINE

Applicable to: ALL
Refer to OMB/2-10-6 VOICE COMMUNICATION RULES for type specific voice communication
procedures.
INTRODUCTION
Radiotelephony provides the means by which pilots and ground personnel communicate with each
other. Used properly, the information and instructions transmitted are of vital importance in assisting
in the safe and expeditious operation of aircraft. However, the use of non-standard procedures and
phraseology can cause misunderstanding.
Incidents and accidents have occurred in which a contributing factor has been the misunderstanding
caused by the use of non-standard phraseology.
The importance of using correct and precise standard phraseology cannot be over-emphasised.
The need for clear and unambiguous communication of level change and heading instructions,
including the correct use of callsigns and readback requirements between Air Traffic Control [ATC]
and the Flight Deck Crew, has long been recognised as an important factor in assisting the safe and
expeditious operation of aircraft. It is therefore vital that the RT discipline practised by both pilots and
controllers alike reflects this philosophy.
WHY IS RT DISCIPLINE IMPORTANT?
When RT discipline is relaxed, for example by the use of non-standard procedures or phraseology,
misunderstandings can arise. There are many examples throughout the world where these
misunderstandings have directly contributed to fatal accidents, AIRPROX events, and other safety
related incidents.
WHAT CAN RT DISCIPLINE ACHIEVE?
By adhering to standard phraseology and technique, pilots and ATC can play a very important part in
preventing accidents and incidents. The following tangible benefits are readily apparent:
‐ Standard phraseology prevents misunderstandings or language difficulties, particularly where
English may not be the pilot’s first language.
‐ Standard phraseology can assist pilots in building up situational awareness of the other airspace
users in their vicinity.
‐ By making standard reports and correctly carrying out readbacks, the need for further
confirmationby ATC from pilots can be reduced, leading to workload reductionsand a decrease in
frequency congestion.
‐ Potential errors by either ATC or aircrew can be detected and corrected, thus preventing potential
accidents, AIRPROX events, and incidents.
WHAT CAN I DO TO IMPROVE MY RT DISCIPLINE?
The following points will help you to improve your RT discipline.
WZZ 3-2 P 1/6

OMC A→ 01 AUG 20
A320-A321
‐ Always aim for accurate, brief, and clear transmissions. Listen carefully to transmissions and don’t
just ‘hear’ what you expect to hear.
‐ Before transmitting, it is important to listen out first. Ensure that you don’t interrupt a dialogue or
block another transmission.
‐ Always use your full callsign, except where the ground station has abbreviated it.
‐ On first contact with an ATC Centre pilots must report their actual Flight Level/Altitude and
cleared Flight Level/Altitude if different. On a Standard Instrument Departure [SID] pilots must
report the passing altitude, initial cleared level, and SID identification. These reports provide ATC
with a safety check and level verification and allow other airspace users to build up situational
awareness.
‐ All instructions and clearances should be passed in a clear and unambiguous manner using
Standard phraseology. This is especially important for heading and level instructions which should
contain the correct term [Height, Altitude, Flight Level or Heading].
‐ Controllers should endeavour to limit the number of instructions passed in any one transmission to
a maximum of three - ideally only two if practicable. Where there are large amounts of numbers to
be passed, then speak clearly and slowly.
‐ Pilots should always read back the ATC messages. Controllers should always ensure that they
receive these readbacks.
‐ If you are in doubt about any transmission received, or do not receive an expected read back, then
check and ask for verification.
ADVICE TO FLIGHT CREW
1. If in doubt about an ATC instruction, do not use readback for confirmation.
2. Positively confirm instructions with ATC if any doubt exists between crew members.
3. Use headsets, especially during times of high RTF loading.
4. Do not clip transmissions.
5. Confirm unexpected instructions for any particular stage of flight.
6. Advise ATC if it is suspected that any other aircraft has misinterpreted an instruction. ATC may
be unaware of this fact.
7. Exercise particular caution when members of the flight crew are involved in other tasks and may
not be monitoring the RTF.
8. At critical stage of flight actively monitor ATC instructions and compliance with them.
9. Use full RTF call sign at all times.
10. Use correct RTF procedures and discipline in all times.
11. In case of callsign confusion flight crew should inform WIZZ NAV department and fill ASR if
safety was jeopardized due to callsign confusion [i.e. other traffic repeated a clearance and
practised which actually was given to you or vice-versa].
WZZ 3-2 P 2/6

OMC ←A 01 AUG 20
A320-A321
3-2-1 TRANSMITTING TECHNIQUE

Applicable to: ALL
The following transmitting techniques will assist in ensuring that transmitted speech is clearly and
satisfactorily received.
• Before transmitting check that the receiver volume is set at the optimum level and listen out on the
frequency to be used to ensure that there will be no interference with a transmission from another
station.
• Be familiar with microphone operating techniques and do not turn your head away from it whilst
talking or vary the distance between it and your mouth. Severe distortion of speech may arise
from:
‐ talking too close to the microphone;
‐ touching the microphone with the lips; or
‐ Holding the microphone
• Use a normal conversation tone, speak clearly and distinctly.
• Maintain an even rate of speech not exceeding 100 words per minute - when it is known that
elements of the message will be written down by the recipients, speak at a slightly slower rate.
• Maintain the speaking volume at a constant level.
• A slight pause before and after numbers will assist in making them easier to understand.
• Avoid using hesitation sounds such as ‘er’.
• Avoid excessive use of courtesies and entering into non-operational conversations.
• Depress the transmit switch fully before speaking and do not release it until the message is
complete. This will ensure that the entire message is transmitted.
• However, do not depress transmit switch until ready to speak.
• Be aware that the mother tongue of the person receiving the message may not be English.
Therefore, speak clearly and use standard radiotelephony [RTF] words and phrases wherever
possible.
• Messages should not contain more than three specific phrases, comprising a clearance,
instruction or pertinent information. In cases of doubt, e.g. a foreign pilot having difficulty with the
English language or an inexperienced pilot unsure of the procedures, the controller should reduce
the number of items and if necessary these should be passed, and acknowledged, singly.
One of the most irritating and potentially dangerous situations in radiotelephony is a ‘stuck’
microphone button. Always ensure that the button is released after a transmission and the
microphone placed in an appropriate place that will ensure that it will not inadvertently be switched
on.
WZZ 3-2 P 3/6

OMC B→ 01 AUG 20
A320-A321
After a call has been made, a period of at least 10 seconds should elapse before a second call is
made. This should eliminate unnecessary transmissions while the receiving station is getting ready to
reply to the initial call.
3-2-2 CLEARANCE ISSUE AND READ BACK REQUIREMENTS

Applicable to: ALL
Controllers will pass a clearance slowly and clearly since the pilot needs to write it down; wasteful
repetition will thus be avoided. Whenever possible, a route clearance should be passed to an
aircraft before start up and the aircraft’s full callsign will always be used. A route clearance and local
departure instructions shall not be passed in the same transmission. Generally, controllers will avoid
passing a clearance to a pilot engaged in complicated taxiing manoeuvres and on no occasion when
the pilot is engaged in line up or take-off manoeuvres.
An ATC route clearance is NOT an instruction to take-off or enter an active runway.
The words 'TAKE-OFF' are used only when an aircraft is cleared for take-off. At all other times the
word 'DEPARTURE' is used.
The stringency of the read back requirement is directly related to the possible seriousness of a
misunderstanding in the transmission and receipt of ATC clearance and instructions. ATC route
clearances shall always be read back unless otherwise authorised by the appropriate ATS authority
in which case they shall be acknowledged in a positive manner. Read backs shall always include the
aircraft callsign.
The ATS messages listed below are to be read back in full by the pilot. If a readback is not received
the pilot will be asked to do so. Similarly, the pilot is expected to request that instructions are
repeated or clarified if any are not fully understood.
‐ Taxi/Towing Instructions
‐ Level Instructions
‐ Heading Instructions
‐ Speed Instructions
‐ Airways or Route Clearances
‐ Approach Clearances
‐ Runway-in-Use
‐ Clearance to Enter, Land On, Take-Off On, Backtrack, Cross, or Hold Short of any Active Runway.
‐ SSR Operating Instructions
‐ Altimeter Settings
‐ VDF Information
‐ Frequency Changes
‐ Type of ATS Service
‐ Transition Levels
WZZ 3-2 P 4/6

A320-A321
If at any time a pilot receives a clearance or instruction with which he cannot comply, he should
advise the controller using the phrase 'UNABLE' (COMPLY) and give the reason(s).
When an amendment is made to a clearance the new clearance shall be read in full to the pilot
and shall automatically cancel any previous clearance. Controllers must be aware, therefore, that
if the original clearance included a restriction, e.g. “cross KTN FL150 or below” then the issue of a
revised clearance automatically cancels the earlier restriction, unless it is reiterated with the revised
clearance. Pilots shall confirm if such a restriction do not appear at the additional route clearance.
When any doubt exists as to whether a message containing critical information has been passed
by the controller or received and understood by the pilot, the message must be repeated. Critical
information is information, other than that required to enable routine flight, which must be received by
pilots to ensure the safety and effective operation of their aircraft.
The following can be considered as examples of critical information:
‐ Low Visibility Procedures
‐ Windshear Warnings
‐ Essential Aerodrome Information
‐ Equipment serviceability (i.e. ILS/navigational aids)
‐ Weather hazards (thunderstorms, hail, icing, etc.)
3-2-3 SIMULTANEOUS TRANSMISSIONS

Applicable to: ALL
Direct communications between pilots and ATSUs can be adversely affected by simultaneous
transmissions which, effectively, block all or part of intended messages. Moreover, whilst the
situation may be apparent to the controller or another pilot, the individuals who inadvertently make
such transmissions may be unaware. On hearing a simultaneous transmission it can be helpful for
the controller [or another pilot if it is the controller’s transmission which has been blocked] to draw
attention to the situation using the word ‘blocked’.
Pilots are expected to comply with ATC instructions as soon as they are issued. However, when a
climb/descent is left to the discretion of the pilot, the words ‘when ready’ shall be used.
When pilots are instructed to report leaving a level, they should advise ATC that they have left an
assigned level only when the aircraft’s altimeter indicates that the aircraft has actually departed
from that level and is maintaining a positive rate of climb or descent, in accordance with published
procedures.
3-2-4 FORMAT OF INITIAL CALLS

Applicable to: ALL
Pilots of aircraft flying Instrument Departures (including those outside controlled airspace) shall
include the following information on initial contact with the first enroute ATS Unit
WZZ 3-2 P 5/6

OMC ← C to E → 01 AUG 20
A320-A321
‐ Callsign;
‐ SID or Standard Departure Route Designator (where appropriate);
‐ Current or passing level;
‐ Initial climb level (i.e. the first level at which the aircraft will level off unless otherwise cleared. For
example, on a Standard Instrument Departure that involves a stepped climb profile, the initial climb
level will be the first level specified in the profile).
3-2-5 SUBSEQUENT FREQUENCY CHANGES

Applicable to: ALL
Unless otherwise instructed or previous paragraph [being on SID] applies, when changing
communication channel to an ATC unit [including changes within the same ATS unit], the initial call
on the new channel shall include aircraft identification, level and the point of navigation.
Level information should be included in the report as follows:
‐ If the aircraft is in level flight but cleared to another level, the call shall include the aircraft
identification followed by the current level and the cleared level;
‐ If the aircraft is not in level flight, the call shall include passing level;
‐ If aircraft has been assigned a speed or a heading, the initial call shall also include the assigned
speed or heading.
3-2-6 LOW VISIBILITY PROCEDURES

Applicable to: ALL
Aerodromes that wish to continue operating in poor visibility or are available for instrument
approaches in conditions of low cloud are required to develop and maintain Low Visibility Procedures
(LVP). Controllers shall advise pilots of the implementation and subsequent cancellation of LVP at an
aerodrome.
3-2-7 DELAYS
Applicable to: ALL
Where an aircraft is required to hold before making an approach the expected delay shall be passed
to the pilot.
Expected Approach Time [EAT] is the time that Approach Control estimate that an aircraft will be
able to leave the holding facility, following a delay, to commence its approach to land. If for reasons
other than weather, e.g. an obstruction on the runway, the extent of the delay is not known, aircraft
are to be advised "delay not determined" followed by the reason for the delay.
WZZ 3-2 P 6/6

OMC ← E to H 01 AUG 20
AERODROME CONTROL SERVICE PHRASEOLOGY
A320-A321
3-3-0 AERODROME CONTROL SERVICE PHRASEOLOGY

Applicable to: ALL
Concise and unambiguous phraseology used at the correct time is vital to the smooth, safe and
expeditious running of an aerodrome and associated terminal zone. It is not only the means by which
instructions and information are passed but it also assists pilots in maintaining an awareness of other
traffic in their vicinity, particularly in poor visibility conditions.
Messages will not be transmitted to an aircraft during take-off, the last part of final approach or the
landing roll, unless it is necessary for safety reasons, because it will be distracting to the pilot at a
time when the flight deck workload is often at its highest.
3-3-1 DEPARTURE INFORMATION AND ENGINE START PROCEDURES

Applicable to: ALL
Where no ATIS is provided the pilot will ask for current aerodrome information during flight
preparation.
At the first occasion of a request for engine start/pushback or route clearance the pilot will state the
location of the aircraft and acknowledge receipt of the departure ATIS broadcast identifying letter
together with the QNH [QFE if local procedure requires it e.g. VKO]. When pilot request pushback
the stand to ATC will be reported again for easy identification.
When there will be a delay for push back or engine start up the controller will normally indicate a time
to start up or expect to start up.
3-3-2 TAXI INSTRUCTIONS

Applicable to: ALL
Taxi instructions issued by a controller will always contain a clearance limit, which is the point at
which the aircraft must stop, unless further permission to proceed is given. For departing aircraft,
the clearance limit will normally be the holding point of the runway in use, but it may be any other
position on the aerodrome depending on the prevailing traffic. Taxi clearances should, wherever
possible, be noted down by pilots [by PNF to the OFP or MCDU].
Controllers are not to instruct aircraft or vehicles to cross illuminated red stop-bars used at runway
and intermediate taxiway holding positions. The aerodrome operator may decide, on the grounds of
safety, that inoperable stop-bars and associated taxiways be withdrawn from service and alternative
routes used where practicable.
On the occasions when the withdrawal of inoperable stop-bars is not possible and the stop-bars
cannot be readily suppressed, under exceptional circumstances, an aircraft may be instructed to
cross such an illuminated stop-bar. For this occasion follow me car will guide the aircraft to cross
inoperable stop bar.
WZZ 3-3 P 1/4

OMC A to C → 01 AUG 20
A320-A321
If the instructions given to surface traffic involve crossing a runway in use, clearance to cross should
normally be withheld until no confliction exists. However, to achieve greater efficiency of operation,
clearance to cross may be given subject to aircraft, which are landing or taking off. The conditional
clearance shall contain sufficient information to enable the pilot of the taxiing aircraft or vehicle driver
to identify the other traffic and should be related to one movement only.
It is Wizzair procedure to switch ON Strobe light [unless dispatch with MEL in case of inoperative
Strobe light] and transponder while crossing an active runway [after crossing the runway strobe
and transponder to be switched as require by situation. Both pilots must be on active controlling
frequency when clearance for crossing is issued and acknowledged by pilot.
3-3-3 PRE-DEPARTURE MANOEUVRING

Applicable to: ALL
Meticulous care has been taken to ensure that the phraseology which is to be employed during
the pre-departure manoeuvres cannot be interpreted as a take-off clearance. This is to avoid any
misunderstanding in the granting or acknowledgement of take-off clearances and the serious
consequences that could result.
At busy aerodromes with a separate ground and tower function, aircraft are usually transferred to the
tower frequency at or approaching the holding point.
Air Traffic controllers may ask if a pilot can accept an intersection departure. Refer to OMB/2-13-2 for
procedures regarding pilot acceptance of Intersection take offs.
When line-up will take place at a position other than for a full-length runway departure the
intermediate 'Holding Point' designator shall be included in the line-up instruction. If back track is
approved by ATC it should also be clearly communicated by ATC unit and will be acknowledged by
pilot.
3-3-4 TAKE OFF CLEARANCE

Applicable to: ALL
Controllers will use the following phraseology for take off:

"Wizz Air xxx, cleared for Take off"
Which will be acknowledged by the aircraft as:
"Cleared for Take off, Wizz Air xxx".
The surface wind will be passed by ATC unit if there is a significant difference to that already passed.
It need not be read-back by the pilot but it is required to make sure it is within limitation for the
operation of the aircraft.
A take-off clearance shall be issued separately from any other clearance message by ATC unit.
For traffic reasons a controller may consider it necessary for an aircraft to take off without any delay.
Therefore, when given the instruction; "Wizz Air xxxx, cleared for immediate takeoff".
The pilot is expected to act as follows:
WZZ 3-3 P 2/4

OMC ← C to E → 01 AUG 20
A320-A321
a. At the holding point: taxi immediately on to the runway and commence take-off without stopping
the aircraft.
b. If already lined up on the runway: take-off without delay. Should an immediate take-off not be
possible, the pilot is to advise the ATC personnel.
3-3-5 FINAL APPROACH AND LANDING

Applicable to: ALL
A ‘final’ report is made when an aircraft has turned onto final approach during visual traffic pattern.
The landing/touch and go/low approach clearance will include the runway designation.
Where equipped, an ‘outer marker’ report is necessery as instructed by ATC unit.
The interception of ILS must be reported [unless requested otherwise by ATC] which will also include
the runway in use.
The runway may be obstructed when the aircraft makes its ‘final’ or ‘outer marker’ report at 4 NM
from touchdown but is expected to be available in good time for the aircraft to make a safe landing.
On these occasions, the controller will delay landing clearance.
The controller may or may not explain why the landing clearance has been delayed but the
instruction to ‘continue’ is NOT an approval to land and the pilot must wait for landing clearance.
LOW PASS
A pilot may request to fly past the control tower or other observation point for the purpose of visual
inspection from the ground.
If the low pass is made for the purpose of observing the undercarriage, one of the following replies
could be used to describe its condition but these examples are not exhaustive:
1. Landing gear appears down;
2. Right, left, or nose wheel appears up [or down];
3. Wheels appear up;
4. Right, left, or nose wheel does not appear up [or down].
The information given by ATC unit is information only and final responsibility and decision lays on the
captain, as it hard to determine the position of the gear and its locking status from distance.
3-3-6 MISSED APPROACH

Applicable to: ALL
Instructions to carry out a missed approach may be given to avert an unsafe situation. When a
missed approach is initiated flight deck workload is inevitably high. Any transmissions to aircraft
going around shall be brief and kept to a minimum.
An aircraft on an instrument approach is to carry out the published missed approach procedure
[unless instructed otherwise] and an aircraft operating VFR is to continue into the normal traffic circuit
unless instructions are issued to the contrary.
WZZ 3-3 P 3/4

OMC ← E to G → 01 AUG 20
A320-A321
In the event of missed approach being initiated by the pilot, the phrase "Going-around" shall be used.
3-3-7 RUNWAY VACATING AND COMMUNICATING AFTER LANDING

Applicable to: ALL
Unless absolutely necessary, controllers will not give taxi instructions to pilots until the landing roll
is complete. Unless otherwise advised, pilots should remain on tower frequency until the runway is
vacated.
WZZ 3-3 P 4/4

OMC ← G to H 01 AUG 20
RADAR PHRASEOLOGY
A320-A321
3-4-0 RADAR PHRASEOLOGY

Applicable to: ALL
The phrase "Radar Control" shall only be used when a radar control service is being provided.
Normally however, the callsign suffix used by the radar unit is sufficient to indicate its function.
In a radar environment heading information given by the pilot and heading instructions given by
controllers are normally in degrees magnetic. However the track to be flown may also be given in
certain areas. The A320 PFD is shows both track and heading information to the pilot.
An aircraft must be identified before it can be provided with an ATS surveillance service. However,
the act of identifying aircraft is not a service in itself and pilots should not assume that they are
receiving an ATS surveillance service, particularly when they are flying outside controlled airspace.
When a controller has identified an aircraft he will inform the pilot, according to the circumstances, of
the following:
a. That the aircraft is identified;
b. The position of the aircraft.
The pilot will be warned if identification is lost, or about to be lost, and appropriate instructions given.
3-4-1 FLIGHTS IN UNCONTROLLED AND “E” AIRSPACE

Applicable to: ALL
Refer to OMB/2-12-14 and 2-12-18.
3-4-2 RADAR VECTORING

Applicable to: ALL
Aircraft may be given specific vectors to fly in order to establish separation.

A) It may be necessary for a controller to know the heading of an aircraft as separation can often be
established by instructing an aircraft to continue on its existing heading:
‐ “Wizzair XXX, continue present heading"
‐ “Wizzair XXX, continue present heading and report that heading”
‐ “Wizzair XXX, continue heading 050 degrees*”
* "Degrees" is used by ATC and repeated by pilots to ensure heading is not mistaken with flight level.
The word "degrees" is only necessary when the heading instruction finishes “0”.
B) Heading instructions may also be combined with a turn instruction:
‐ "Wizzair XXX, turn left by 30 degrees and report heading”
‐ “Wizzair XXX, continue turn heading 240 degrees”
C) A controller may not know the aircraft’s heading but does require the aircraft to fly a particular
heading:
WZZ 3-4 P 1/2

RADAR PHRASEOLOGY
A320-A321
‐ “Wizzair XXX, fly heading 275”

D) The controller may instruct the aircraft to fly a particular heading after passing a specific point:
‐ “Wizzair XXX, leave TPS heading 270 degrees”
E) When vectoring is complete, pilots will be instructed to resume their own navigation, given position
information if considered necessary by the controller and appropriate instructions as necessary.
Where a direct route is required, the controller shall include this in the instructions:
‐ “Wizzair XXX, resume own navigation direct (waypoint name)”
WZZ 3-4 P 2/2

OMC ←C 01 AUG 20
DECONFLICTION SERVICE
A320-A321
3-5-0 DECONFLICTION SERVICE

Applicable to: ALL
Not to be confused with the UK Deconfliction service - ATS outside controlled airspace
specfific to the UK ONLY. Refer to ARP/UK DECONFLICTION SERVICE.
If a pilot requests descent below ATC unit terrain safe levels, controllers shall no longer provide a
Deconfliction Service but should instead, subject to surveillance and RTF coverage, apply a Traffic
Service.
3-5-1 DECONFLICTION - DEPARTING AND ARRIVING AIRCRAFT

Applicable to: ALL
If a controller detects a confliction when an aircraft is below the ATC unit terrain safe level whilst
departing from an aerodrome and climbing to the ATC unit terrain safe level, traffic information
without deconfliction advice shall be passed. However, if the pilot requests deconfliction advice, or
the controller considers that a definite risk of collision exists, the controller shall immediately offer
such advice.
If a controller detects a confliction when an aircraft is conducting a pilot interpreted instrument
approach, controllers shall provide avoiding action advice and an associated terrain safe level to
climb to or fly at.
WZZ 3-5 P 1/2

DECONFLICTION SERVICE
A320-A321
WZZ 3-5 P 2/2

OMC 01 AUG 20
REDUCED VERTICAL SEPERATION [RVSM] PHRASEOLOGY
A320-A321
3-6-0 REDUCED VERTICAL SEPERATION [RVSM] PHRASEOLOGY

Applicable to: ALL
WZZ 3-6 P 1/2

OMC A 01 AUG 20
REDUCED VERTICAL SEPERATION [RVSM] PHRASEOLOGY
A320-A321
WZZ 3-6 P 2/2

OMC 01 AUG 20
MINIMUM NAVIGATION PERFORMANCE
SPECIFICATION [MNPS] PHRASEOLOGY
A320-A321
3-7-0 MINIMUM NAVIGATION PERFORMANCE SPECIFICATION [MNPS] PHRASEOLOGY

Applicable to: ALL
Wizz Air only operate within a small portion of the total MNPS airspace (through BIRD FIR, routing
to/from Keflavik airport). Consequently, the Wizz Air procedures and RT requirements are tailored
for this specific routing. For general information on MNPS communications procedures, Refer to
OMA/8-3-2-21.
MAKING CONTACT WITH REYKJAVIK CONTROL
Since Wizz Air aircraft do not possess HF radio, all communication with BIRD FIR are made via
VHF.
Westbound clearance should be requested from "Iceland Radio" on VHF2 20 minutes prior to
entering BIRD FIR on 127.850 (primary) or 129.625 (secondary). However, expericence has
shown it may not be until about 60-80nm prior to entry that they can be reached on VHF.
Note: Iceland Radio are not Controllers - they are a relay station and will communicate the
Clearance between Aircraft and Reykjavik ACC.
Eastbound Oceanic Clearance will be provided by Keflavik DLV with the departure clearance since
the flight will enter MNPS very soon after take off.
CONTENT AND FORMAT OF CLEARANCE
Clearance request should include:
‐ Callsign;
‐ Entry point for BIRD FIR;
‐ ETA at Entry point (to BIRD FIR);
‐ FL for crossing;
‐ Mach number (within BIRD FIR) - obtain from OFP nav-log.
Once contact is established with Iceland Radio and you are invited to "pass your message", format
of clearance request is: "Iceland Radio, Wizz Air XXX, Estimate INGAL (BIRD FIR entry point)
at one, seven, three, five, Flight Level three, eight, zero, Mach decimal seven, eight. Request
Clearance".
Read back of any Lat/Long waypoint should be read using the format: 63N010W - "Six, Three,
North, Zero, One, Zero, West". Longitude must contain three characters.
WZZ 3-7 P 1/2

OMC A 01 AUG 20
MINIMUM NAVIGATION PERFORMANCE
SPECIFICATION [MNPS] PHRASEOLOGY
A320-A321
WZZ 3-7 P 2/2

OMC 01 AUG 20
A320-A321
3-8-0 COMMUNICATION FACILITIES

Applicable to: ALL
Refer to FCOM/DSC-23.
WZZ 3-8 P 1/2

OMC A 01 AUG 20
A320-A321
WZZ 3-8 P 2/2

OMC 01 AUG 20
COMMUNICATON BETWEEN NAV [OCC] AND FLIGHT DECK CREW
A320-A321
3-9-0 COMMUNICATON BETWEEN NAV [OCC] AND FLIGHT DECK CREW

Applicable to: ALL
This procedure is given by OCC in order to raise flight crew awareness and enhance proper and
smooth co-operation:
‐ Usually two navigation officers are on duty to handle all WIZZ aircrafts.
‐ It might happen that OCC miss to file/delay flight plan Off Block Time, but it is usually a local ATC
issue if they couldn’t find the flight plan;
‐ Due to the high number of flights NAV Duty Officers are not always able to call crew in case of
SLOT, the handling agent should inform crew about it;
‐ CTOT (calculated take off time) is the time you can take off, and not the first possible time to start
to taxi;
‐ In case of smaller delays (less than 15 min) it is usually not worth giving CFMU a call, as they will
reject our request (further we can easily loose our chances of improvement in case of really huge
delays);
‐ We do have only one chance for the 10 min extension! Please note that providing this 10 min
extension is not obligatory for CFMU and they will do it in case there is free place(s) in the queue.
In case the extended slot is missed we do have to send delay msg, which usually pushes you to
the end of the queue;
‐ Should you ask extension after the slot expired, it is basically impossible to help (CFMU refuses
such requests), and delay msg has to be sent;
‐ Only ATC is allowed to send ready (RDY) msg;
‐ WIZZAIR NAV Duty Officers monitor NOTAMS and Weather situation however do not assume that
they are fully aware of that high amount of information;
‐ Once the Ready message appeared in the system if the flight is regulated with SLOT WIZZ NAV
will initiate a call to CFMU for improvement.
3-9-1 INSTRUCTIONS FROM NAV DUTY OFFICERS

Applicable to: ALL
OFP's are calculated 12-14 hours in advance of STD, however these are only pre-calculation OFP's.
The final OFP is created much closer to STD and therefore crew are requested not to print OFP's
further in advance of their check in times.
Call the navigator on duty (int extenion 9350 / outline 003617779350) in case (and only in case) of
issues with self briefing, flight plans, routings, slot-times, charts, NOTAMs, wx, briefing packages
(except journey log), exact arrival time, take-off performance.
Should you look for colleagues working at other Wizz Air departments, please call them directly or
call the Reception (ext 9300) whenever the extension number is unknown for you. (Please note that
in Outlook Web Access a phonebook is available).
WZZ 3-9 P 1/2

COMMUNICATON BETWEEN NAV [OCC] AND FLIGHT DECK CREW
A320-A321
In case you have any suggestion with routings, charts, briefing packages, please email to
wizzair.nav@wizzair.com
(WIZZ NAV Officers are not always able to keep such suggstions in mind in case you call them, so
email would be appreciated for long term reference.
However, if the ‘issue’ is relevant to your daily flight the call is the fastest and most efficient way of
initiating correction.
3-9-2 COMPANY CONTACTS / TELEPHONE NUMBERS

Applicable to: ALL
MCC DESK +36 1 777 9370

MCC MOBILE +36 70 777 9370
OCC CREW DISPATCH +36 1 777 9351
OCC NAVIGATOR +36 1 777 9350
OCC DUTY MANAGER +36 1 777 9352
HFO / DAVID MORGAN +36 70 777 9390
FORM NORTH / TOMASZ WILKOWIECKI +36 70 777 9371
FORM SOUTH / ALEXANDER HECHT +36 70 777 9485
FORM EAST / FABIO BARBABIANCA +36 70 445 1586
WZZ 3-9 P 2/2

ACTION TO BE TAKEN IN CASE OF SLOT
A320-A321
3-10-0 ACTION TO BE TAKEN IN CASE OF SLOT

Applicable to: ALL
Handling agent should inform pilots about the CTOT of their flights. In case they are not providing
this information please let OCC [NAV] know to be able to make the necessary steps.
In case there is a CTOT, the flight can take off in a 15 min window [from 5 min before to 10 min
after].
In case the flight could be started earlier crew can ask ATC to report the readiness [it is only allowed
to be done by ATC, so OCC cannot do it]. If that is in the system NAV can ask Eurocontrol to revise
the CTOT – in case it is improving navigator on duty gives a call to crew.
If the flight cannot take off latest by 10 min after CTOT [practically it means cannot depart before
CTOT] crew should call OCC for arranging a new CTOT as there is a chance that navigator can ask
for an extension [there is a possibility to receive once per flight a 10 min extension – keep in mind it
is not mandatory, so Eurocontrol can refuse it]. The navigator will call crew with the new CTOT.
Two additional remark to delaying the flight:
‐ The sooner the delay information is received the better CTOT to be expected;
‐ It is not possible to extend the CTOT after it expires [after CTOT minus taxitime].
IMPORTANT NOTE:
In case you are not sure that you can catch CTOT, please contact the navigator on duty AS SOON
AS POSSIBLE instead of asking the tower for a solution. Usually navigators can achieve 10 minutes
extention, but in case the tower sends a delay message the given flight will be put at the end of the
queue [which might result in significant delay].
AERODROME PARAMETERS
The taxi-time at aerodromes is an important parameter taken into account in the slot allocation
process.
WZZ 3-10 P 1/2

OMC A 01 AUG 20
ACTION TO BE TAKEN IN CASE OF SLOT
A320-A321
WZZ 3-10 P 2/2

OMC 01 AUG 20
NAVIGATIONAL AIDS
A320-A321
3-11-0 NAVIGATIONAL AIDS

Applicable to: ALL
Wizz Air airplanes are fitted with a comprehensive suite of navigation equipment. Irrespective of
the particular fit, however, the general principle for all operations is that all such equipment shall be
checked for serviceability and normal operations before each flight.
Standard navigational procedures and system requirements including policy for carrying out
independent cross checks of keyboard entries where these affect the flight path followed by the
aircraft are detailed in the appropriate FCOM volume.
In flight all navigation equipment, which is required for the given type of flight, shall be selected and
used.
Reliance shall not be placed on information derived from ground beacons until the appropriate code
signal has been identified and confirmed by the pilots.
Flight crewmembers must remain alert to the possibility of errors in programming or in performance.
Operations shall only be conducted along routes or within areas, for which:
‐ Ground facilities and services, including meteorological services, are provided which are adequate
for the planned operation;
‐ The performance of the airplane intended to be used is adequate to comply with minimum flight
altitude requirements;
‐ The equipment of the airplane intended to be used meets the minimum requirements for the
planned operation;
‐ Appropriate maps and charts are available
‐ Adequate aerodromes are available within the time/distance limitations
NAVIGATION SOURCES
The aircraft position can be determined by the following navigation sources:
‐ DME/DME;
‐ VOR/DME;
‐ INS (with radio updating or the length of time that a particular IRS can be used to maintain
P-RNAV accuracy without external update is determined at the time of certification);
‐ GNSS.
For normal and contingency procedures relating to RNAV problems Refer to OMA/8-3-2-11.
OTHER REFERENCES
For navigation purposes WizzAir use electronic charts which is the part of paperless flight deck
philosophy. The chart provider is Lufthansa system – LIDO - ERM [electronic route manual].
For more information about the charts Refer to OMC/Chapter 8, "Maps and Charts".
Aircraft onboard equipments, procedures and systems being involved in navigation are detailed in
the FCOM in the following chapters:
WZZ 3-11 P 1/2

OMC A→ 01 AUG 20
NAVIGATIONAL AIDS
A320-A321
‐ Refer to FCOM/DSC - 22 / Auto Flight

‐ Refer to FCOM/DSC - 31 / Indicating and recording system
‐ Refer to FCOM/DSC - 34 / Navigation
‐ Refer to FCOM/PRO - SUP 31 / Indicating and recording system
‐ Refer to FCOM/PRO - SUP 34 / Navigation
WZZ 3-11 P 2/2

OMC ←A 01 AUG 20
ERM DOCUMENTATION
A320-A321
3-12-0 ERM DOCUMENTATION

Applicable to: ALL
‐ ERM COM 1.8 [Communication]

‐ ERM NAV 1.7 [NAVIGATION]
‐ ERM RAR 1.6 [Rules and regulations] including regulation about new PANS OPS [how to enter
holding etc.] section 2 and 3 in ERM will specify Regional and Country Specific Rules and
Regulation.
‐ ERM LAT 1.9 [Legends and tables]
WZZ 3-12 P 1/2

OMC A 01 AUG 20
ERM DOCUMENTATION
A320-A321
WZZ 3-12 P 2/2

OMC 01 AUG 20

AERODROMES OPERATING
SITE FACILITIES
AERODROMES OPERATING SITE FACILITIES
PRELIMINARY PAGES
A320-A321
4-0 AERODROMES OPERATING SITE FACILITIES ............................................................................................A

4-1 RESCUE AND FIRE FIGHTING FACILITIES...................................................................................................B
4-2 AIRCRAFT CLASSIFICATIONS NUMBER [ACN] AND TYPE REF. CODE.................................................... C
WZZ 4-PLP-TOC P 1/2

OMC 01 AUG 20
PRELIMINARY PAGES
A320-A321
WZZ 4-PLP-TOC P 2/2

OMC 01 AUG 20
A320-A321
4-0 AERODROMES OPERATING SITE FACILITIES

Applicable to: ALL
Airports selected by Wizzair are analysed if they meet the criteria set up in different ICAO annexes
in regards of aerodrome operations. Airports operation certificate and procedures are checked to
ensure the safe operation.
When pilots are scheduled on a flight to an airport they will receive a briefing via OMC airport
briefings where all important messages are detailed. Crew must check eRM [enroute route manuals]
and OMC airport briefing to be familiar with the airports before their operation.
The ACN [Aircraft classification number] and PCN [Pavement classification number] of a particular
airport are also compared and the necessary steps are agreed with the airport and competent
authorities if necessary.
More information about airport charts are available in eRM:
‐ LAT 1.9 [Legends and tables]
‐ For individual preparation refer to OMC airport briefings available on TPC onboard database.
Runway information including dimensions and lighting facilities are available on the eRM charts or in
the NOTAM if it is issued.
Aerodrome terminals facilities from passanger handling point of view are checked by the ground
operations team for adequacy and satisfaction of the minimum required level at Wizzair.
Ground Operations and Flight Operations teams perform a pre-assessment visit on an airfield before
it is accepted for operation as per regulation of EASA and ICAO Annexes.
Before an airport is accepted for operations the performance team, flight operations and training
department are involved in airport categorization.
4-1 RESCUE AND FIRE FIGHTING FACILITIES

Applicable to: ALL
For general Refer to OMA/8-1-2-2. For Airport Specific RFF refer to ERM.
4-2 AIRCRAFT CLASSIFICATIONS NUMBER [ACN] AND TYPE REF. CODE

Applicable to: ALL
The aircraft classification number is available in the ERM for the particular aircraft including the
A320/A321. Crew will be able to check the actual information based on aircraft undercarriage system
and ground movement areas information including its material, strength and tyre pressure limit.
Wizzair operations team is following the regulation in this subject and before an operation is
accepted to an airport as this is one of the factor which is carefully analyzed. ICAO allow overload
operations to an ground movement areas however it will be the airport responsibility to take extra
measures for runway quality checks in order to ensure safe operations.
An Airport must agree and contact their competent authorites in case of overload operation.
WZZ 4 P 1/2
A320-A321
Further information available including A320/A321 values based on different factors as mentioned
above in ERM/ ADR-AERODROME 1.4.5 “Runway and Apron Pavement” These values are
information only to a crew member as the operations team follow this subject carefully.
Both A320 and A321 ICAO type reference code is 4C. Before an airport is accepted for an operation
this value is compared with aerodrome reference code, as it will dictate if an aerodrome is feasible
to accommodate a particular aircraft type considering its dimensions. This information is available in
Aeronautical information publication [AIP] of airports and crosschecked by operations team. Flight
crew do not need to check this before their line flight and must assume the airport is feasible for
operation if it is in OMC airport briefings and/or selected as destination or alternates airport by the
Navigation department and specified on the OFP [Operation flight plan].
WZZ 4 P 2/2
OMC ←C 01 AUG 20

APPROACH, MISSED
APPROACH AND
DEPARTURE PROCEDURES
APPROACH, MISSED APPROACH
AND DEPARTURE PROCEDURES
A320-A321 PRELIMINARY PAGES
TABLE OF CONTENTS
5-0 APPROACH PROCEDURES............................................................................................................................ A

5-1 MISSED APPROACH PROCEDURES............................................................................................................. B
5-2-0 DEPARTURE PROCEDURES.......................................................................................................................C
5-2-1 NOISE ABATEMENT DEPARTURE PROCEDURES .................................................................................. D
WZZ 5-PLP-TOC P 1/2

OMC 01 AUG 20
A320-A321 PRELIMINARY PAGES
TABLE OF CONTENTS
WZZ 5-PLP-TOC P 2/2

OMC 01 AUG 20
A320-A321
5-0 APPROACH PROCEDURES

Applicable to: ALL
An aircraft should not descend in IMC below the minimum [sector] safe altitude [MSA] as shown on
the instrument approach chart until it is established in the approved approach, holding procedure, or
under positive radar control.
In the vicinity of the aerodrome an approach may be conducted by visual maneuvering [circling]
under IFR rules if this type of approach is cleared by the ATC and if weather conditions permit it. If
visual reference is lost, the circling approach must be aborted.
The minima for a specific type of approach and landing procedure are considered applicable if:
‐ The ground equipment shown on the respective chart required for the intended procedure is
operative;
‐ The aircraft systems required for the type of approach are operative;
‐ The required aircraft performance criteria are met; and
‐ The crew is qualified accordingly
Before commencing an approach to land, the commander must satisfy himself that, according to the
information available to him, the weather at the aerodrome and the condition of the runway intended
to be used should not prevent a safe approach, landing or missed approach.
The in-flight determination of landing distance should be based on the latest available report.
5-1 MISSED APPROACH PROCEDURES

Applicable to: ALL
For instrument approaches with a missed approach gradient greater than 2.5% flight crew to check
expected landing weight of the aircraft allows a missed approach with a climb gradient equal to or
greater than the applicable missed approach gradient in the one-engine inoperative missed approach
configuration and speed. The requirement specified above is to be checked using the LPC NG
landing module.
For instrument approaches with decision heights below 200 ft flight crew must use this software to
verify that the approach weight of the aircraft, taking into account the take-off weight and the fuel
expected to be consumed in flight, allows a missed approach gradient of climb, with the critical
engine failed and with the speed and configuration used for go-around of at least 2.5%, or the
published gradient, whichever is the greater.
The required missed approach gradient may not be achieved when operating at a high landing
weight and in engine-out conditions. Weight, altitude and temperature limitations and wind for the
missed approach should be considered.
The missed approach, after an approach has been flown using the CDFA technique, shall be
executed when reaching the minimum decision altitude [height] or the MAPt, whichever occurs first.
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The lateral part of the missed approach procedure must be flown via the MAPt unless otherwise
stated on the approach chart.
An instrument approach shall be discontinued if visual reference has not been attained or cannot be
maintained, and:
‐ Warning flags indicate a failure (except standby instruments);
‐ The call sign of the primary aid ceases;
‐ Indications are in doubt;
‐ The airplane is displaced vertically and/or laterally beyond pre-determined limits;
‐ If it is obvious that any component of the stabilization 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 suggested by PM.
If the decision to carry out a missed approach is taken when the aircraft is positioned on the
approach axis (track) defined by radio-navigation aids, the published missed approach procedure
specified for the instrument approach must be followed.
When the aircraft commences visual maneuvering, the missed approach procedure (in case of loss
of visibility with the landing runway) should be confirmed with ATC.
In the case of an unstabilized approach (in visual conditions) and if ATC did not specify a missed
approach procedure during the visual maneuvering , plan a turning climb in the direction of the circuit
back to circling altitude for a second approach.
5-2-0 DEPARTURE PROCEDURES

Applicable to: ALL
Instrument departure established by the State in which the aerodrome is located have to be used.
However, a Commander may accept an ATC clearance which deviates from above, provided
obstacle clearance criteria are observed and full account is taken of the operating conditions.
Before commencing take-off, a Commander must satisfy himself that:
‐ The RVR or visibility in the take-off direction of the aeroplane is equal to or better than the
applicable minimum; and
‐ The condition of the runway intended to be used should not prevent a safe takeoff and departure.
5-2-1 NOISE ABATEMENT DEPARTURE PROCEDURES

Applicable to: ALL
Noise abatement procedures ensure that the necessary safety of flight is maintained whilst
minimizing exposure to noise on the ground. Flight Crews must ensure that safety has priority over
noise abatement considerations. There are two procedures, one of which shall meet the close-in
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noise abatement objective and the other the distant noise abatement objective. The Noise abatement
procedures for each type are described in the ERM, for flight procedures Refer to OMB/2-12-13.
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COMMUNICATION
FAILURE PROCEDURES
COMMUNICATION FAILURE PROCEDURES
PRELIMINARY PAGES
A320-A321
6-0 WIZZAIR ORDER..............................................................................................................................................A

6-1-0 GENERAL COMMUNICATION FAILURE PROCEDURES........................................................................... B
6-1-1 COMMUNICATION FAILURE DURING VMC CONDITION.......................................................................... C
6-1-2 COMMUNICATION FAILURE DURING IMC CONDITION........................................................................... D
6-2-0 SPECIFIC RADIO COMMUNICATION FAILURE PROCEDURES FOR EUROPE.......................................E
6-2-1 SPECIFIC RADIO COMMUNICATION FAILURE PROCEDURES FOR MNPS AIRSPACE.........................F
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6-0 WIZZAIR ORDER

Applicable to: ALL
Refer to OMB/2-10-6.
6-1-0 GENERAL COMMUNICATION FAILURE PROCEDURES

Applicable to: ALL
If a communication failure precludes compliance with, the aircraft shall comply with the
communication failure procedures as per below, and with such of the following procedures as are
appropriate. In addition, the aircraft, when forming part of the aerodrome traffic at a controlled
aerodrome, shall keep a watch for such instructions as may be issued by visual signals.
6-1-1 COMMUNICATION FAILURE DURING VMC CONDITION

Applicable to: ALL
If in visual meteorological conditions, the aircraft shall:

1. Continue to fly in visual meteorological conditions;
2. Land at the nearest suitable aerodrome [to the aerodrome where Visual traffic circuit is initiated
if it remains adequate and suitable]; and report its arrival by the most expeditious means to the
appropriate air traffic control unit.
6-1-2 COMMUNICATION FAILURE DURING IMC CONDITION

Applicable to: ALL
If in instrument meteorological conditions or, when conditions are such that it does not appear
feasible to complete the flight in accordance with [see Note 1] the aircraft shall:
1. Unless otherwise prescribed on the basis of regional air navigation agreement, maintain the last
assigned speed and level, or minimum flight altitude if higher, for a period of 20 minutes following
the aircraft’s failure to report its position over a compulsory reporting point and thereafter adjust
level and speed in accordance with the filed flight plan;
2. Proceed according to the current flight plan to the appropriate designated navigation aid serving
the destination aerodrome and, when required to ensure compliance with (3) below, hold over this
aid until commencement of descent;
3. Commence descent from the navigation aid specified in (2) at, or as close as possible to, the
expected approach time last received and acknowledged; or, if no expected approach time has
been received and acknowledged, at, or as close as possible to, the estimated time of arrival
resulting from the current flight plan;
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4. Complete a normal instrument approach procedure as specified for the designated navigation aid;
and
5. Land, if possible, within thirty minutes after the estimated time of arrival specified in (3) or the last
acknowledged expected approach time, whichever is later.
Note1: As evidenced by the meteorological conditions prescribed therein, relates to all controlled
flights, whereas relates only to IFR flights.
Note2: The provision of air traffic control service to other flights operating in the airspace concerned
will be based on the premise that an aircraft experiencing communication failure will comply with the
rules as per above.
6-2-0 SPECIFIC RADIO COMMUNICATION FAILURE PROCEDURES FOR EUROPE

Applicable to: ALL
As soon as it is known that two-way communication has failed, ATC shall maintain separation
between the aircraft having the communication failure and other aircraft based on the assumption
that the aircraft will operate in accordance with VMC or IMC.
In VMC condition the general procedure applies, however in IMC the following regulation must be
maintained:
A controlled flight experiencing communication failure in IMC, or where it does not appear feasible to
continue in VMC shall:
1. Set transponder to code 7600.
2. Maintain for a period of 7 minutes the last assigned speed and level or the minimum flight
altitude, if the minimum flight altitude is higher than the assigned level. The period of 7 minutes
commences:
A. If operating on a route without compulsory reporting points or if instructions have been received
to omit position reports:
▪ At the time the last assigned level or minimum flight altitude is reached, or;
▪ At the time the transponder is set to Code 7600 whichever is later.
B. If operating on a route with compulsory reporting points and no instruction to omit position
report has been received:
▪ at the time the last assigned level or minimum flight altitude is reached, or
▪ at the previously reported pilot estimate for the compulsory reporting point, or
▪ at the previously failed report of position over a compulsory reporting point, whichever is
later.
Note: The period of 7 minutes is to allow the necessary air traffic control and coordination
measures.
3. Thereafter, adjust level and speed in accordance with the filed flight plan.
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Note: With regard to changes, the filed flight plan, which is the flight plan as filed with an ATS unit
by the pilot or a designated representative without any subsequent changes, will be used.
4. If being radar vectored or proceeding offset according to RNAV without a specified limit, proceed
in the most direct manner possible to rejoin the current flight plan route no later than the next
significant point, taking into consideration the applicable minimum flight altitude.
Note: With regard to the route to be flown or the time to begin descend to the arrival aerodrome,
the current flight plan (which is the flight plan, including changes, if any, brought about by
subsequent clearances) will be used.
5. Proceed according to the current flight plan route to the appropriate designated navigation aid
serving the destination airport and, when required to ensure compliance with (6) below, hold over
this aid until commencement of descent.
6. Commence descent from the navigational aid specified in (5) above at, or as close as possible
to, the expected approach time last received and acknowledged or, if no expected approach time
has been received and acknowledged, at or as close as possible to, the estimated time of arrival
resulting in the current flight plan.
7. Complete a normal instrument approach procedure as specified for the designated navigation aid.
8. Land, if possible, within 30 minutes after the estimated time of arrival specified in (6) above or the
last acknowledged expected approach time, whichever is later.
Note: Pilots are reminded that the aircraft may not be in an area of secondary surveillance radar
coverage.
For more information about Communication failures including receiver failures or transponder failure
Refer to OMA/12-4 COMMUNICATION PROCEDURES.
6-2-1 SPECIFIC RADIO COMMUNICATION FAILURE PROCEDURES FOR MNPS AIRSPACE

Applicable to: ALL
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SEARCH AND
RESCUE FACILITIES
SEARCH AND RESCUE FACILITIES
PRELIMINARY PAGES
A320-A321
7-0 DEFINITIONS.................................................................................................................................................... A
7-1 SEARCH AND RESCUE SERVICES AND REGIONS.....................................................................................B
7-2 SEARCH AND RESCUE COMMUNICATIONS................................................................................................C
7-3 PROCEDURES FOR RCC DURING EMERGENCY PHASES........................................................................ D
7-4 INITIATION OF SEARCH AND RESCUE ACTION BY ATC............................................................................E
7-5 PROCEDURES AT THE SCENE OF AN ACCIDENT .....................................................................................F
7-6 PROCEDURES FOR PILOTS-IN-COMMAND INTERCEPTING A DISTRESS TRANSMISSIONS.................G
7-7 SEARCH AND RESCUE SIGNALS..................................................................................................................H
7-8-0 AIRCRAFT EQUIPMENT................................................................................................................................ I
7-8-1 ELT [EMERGENCY TRANSMITTER LOCATOR] ONBOARD.......................................................................J
7-9 SEARCH AND RESCUE FACILITIES BY COUNTRIES.................................................................................. K
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7-0 DEFINITIONS
Applicable to: ALL
Any facility intended to serve as an intermediary between a person reporting an emergency

Alerting post
and a rescue coordination centre or rescue subcentre.
A situation wherein apprehension exists as to the safety of an aircraft or marine vessel, and
Alert Phase
of the persons on board.
A satellite system designed to detect distress beacons transmitting on the frequencies of
Cospas-Sarsat
121.5 MHz and 406 MHz.
A situation wherein there is a reasonable certainty that a vessel or other craft, including an
Distress Phase aircraft or a person, is threatened by grave and imminent danger and requires immediate
assistance.
Ditching The forced landing of an aircraft on water.
A generic term meaning, as the case may be, uncertainty phase, alert phase or distress
Emergency phase
phase.
Joint Rescue Co-ordination A rescue coordination centre responsible for both aeronautical and maritime search and
Centre (JRCC) rescue incidents.
A person, organization or enterprise engaged in or offering to engage in an aircraft
Operator
operation.
Pilot-in-command The pilot responsible for the operation and safety of the aircraft during flight time.
An operation to retrieve persons in distress, provide for their initial medical or other needs,
Rescue
and deliver them to a place of safety.
A unit responsible for promoting efficient organization of search and rescue services and
Rescue Co-ordination
for co-ordinating the conduct of search and rescue operations within a search and rescue
Centre (RCC)
region.
A unit subordinate to a rescue coordination centre, established to complement the latter
Rescue Sub-Centre (RSC)
according to particular provisions of the responsible authorities
An operation, normally co-ordinated by a rescue coordination centre or rescue sub-centre,
Search
using available personnel and facilities to locate persons in distress.
An aircraft provided with specialized equipment suitable for the efficient conduct of search
Search and rescue aircraft
and rescue missions.
Any mobile resource, including designated search and rescue units, used to conduct
Search and rescue facility
search and rescue operations.
The performance of distress monitoring, communication, co-ordination and search and
rescue functions, including provision of medical advice, initial medical assistance or
Search and rescue service
medical evacuation, through the use of public and private resources, including cooperating
aircraft, vessels and other craft and installations.
Search and Rescue The official temporarily assigned to co-ordinate response to an actual or apparent distress
Mission Coordinator (SMC) situation.
Search and Rescue Region An area of defined dimensions, associated with a rescue coordination centre, within which
(SRR) search and rescue services are provided.
Search and Rescue Unit A unit composed of trained personnel and provided with equipment suitable for the
(SRU) expeditious conduct of search and rescue operations.
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A ship, aircraft, or other craft missing or in distress or survivors or related search objects or
Search object
evidence for which a search is being conducted.
State of Registry The State on whose register the aircraft is entered.
A situation wherein doubt exists as to the safety of an aircraft or a marine vessel, and of
Uncertainty Phase
the persons on board.
Vessel A maritime craft.
7-1 SEARCH AND RESCUE SERVICES AND REGIONS

Applicable to: ALL
Contracting States shall, individually or in cooperation with other States, arrange for the
establishment and prompt provision of search and rescue services within their territories to ensure
that assistance is rendered to persons in distress. Such services shall be provided on a 24-hour
basis.
Contracting States through regional air navigation agreements shall delineate the search and rescue
regions within which they will provide search and rescue services. Such regions shall not overlap and
neighbouring regions shall be contiguous.
Neighbouring States will cooperate to establish search and rescue services within a single SAR
region as per ICAO ANNEX 12.
7-2 SEARCH AND RESCUE COMMUNICATIONS

Applicable to: ALL
Each rescue coordination centre shall have means of rapid and reliable communication with:
‐ associated air traffic services units;
‐ associated rescue sub-centres;
‐ appropriate direction-finding and position fixing stations;
‐ Where appropriate, coastal radio stations capable of alerting and communicating with surface
vessels in the region.
‐ the headquarters of search and rescue units in the region;
‐ all maritime coordination centres in the region and aeronautical, maritime or joint rescue
coordination centres in adjacent regions;
‐ a designated meteorological office or meteorological watch office;
‐ search and rescue units;
‐ alerting posts;
‐ The Cospas-Sarsat Mission Control Centre servicing the search and rescue region when the
rescue co-ordination centre has been designated SAR point of contact.
Note: Many vessels can communicate with aircraft on 2182 kHz, 4125 kHz and 121.5 MHz. However,
these frequencies, and in particular 121.5 MHz, may not be monitored by vessels for calling
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purposes. Therefore, vessels may have to be advised by search and rescue authorities to monitor
these frequencies when situations arise in which they need to be called by aircraft.
7-3 PROCEDURES FOR RCC DURING EMERGENCY PHASES

Applicable to: ALL
Uncertainty Phase
During the uncertainty phase, the rescue coordination centre or rescue sub-centre shall cooperate
to the utmost with air traffic services units and other appropriate agencies and services in order that
incoming reports may be speedily evaluated.
Alert Phase
Upon the occurrence of an alert phase, the rescue coordination centre shall immediately alert search
and rescue units and initiate any necessary action.
Distress Phase
‐ Following the alert phase, further unsuccessful attempts to establish communication with the
aircraft and more widespread unsuccessful inquiries point to the probability that the aircraft is in
distress, or when
‐ The fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to reach
safety, or when
‐ Information is received which indicates that the operating efficiency of the aircraft has been
impaired to the extent that a forced landing is likely, or when
‐ Information is received or it is reasonably certain that the aircraft is about to make or has made a
forced landing.
Except when there is reasonable certainty that the aircraft and its occupants are not threatened by
grave and imminent danger and do not require immediate assistance.
When an aircraft is believed to be in distress, or when a distress phase exists, the rescue
coordination centre will:
a. Initiate action by search and rescue units in accordance with the appropriate search and rescue
plan;
b. Ascertain the position of the aircraft, estimate the degree of uncertainty of this position, and,
on the basis of this information and the circumstances, determine the extent of the area to be
searched;
c. Notify the operator, where possible, and keep the operator informed of developments;
d. Notify other rescue coordination centres, the help of which seems likely to be required, or which
may be concerned in the operation;
e. Notify the associated air traffic services unit, when the information on the emergency has been
received from another source;
f. Request at an early stage such aircraft, vessels, coastal stations, or other services not specifically
included in a) as are in a position to do so, to:
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‐ Maintain a listening watch for transmission from the aircraft in distress, from survival radio
equipment, or from an emergency locator transmitter; Note: The frequencies contained in the
specifications for emergency locator transmitters (ELTs) given in Annex 10, Vol. III, are 121.5
MHz and 406 MHz.
‐ assist the aircraft in distress as far as practicable;
‐ inform the rescue coordination centre of any developments
g. from the information available, draw up a detailed plan of action for the conduct of the search
and/or rescue operation required and communicate such plan for the guidance of the authorities
immediately directing the conduct of such an operation;
h. Amend as necessary, in the light of circumstances, the guidance already given in g);
i. notify the appropriate accident investigation authorities;
j. Notify the State of Registry of the aircraft either directly or through the national accident
investigation authority.
The order in which these actions are described shall be followed unless circumstances dictate
otherwise.
7-4 INITIATION OF SEARCH AND RESCUE ACTION BY ATC

Applicable to: ALL
In the event that an emergency phase is declared in respect of an aircraft whose position is unknown
and may be in one of two or more search and rescue regions, the following shall apply:
a. When a rescue coordination centre is notified of the existence of an emergency phase and is
unaware of other centres taking appropriate action, it shall assume responsibility for initiating
suitable action in and confer with neighbouring rescue coordination centres with the objective of
designating one rescue co-ordination centre to assume responsibility forthwith.
b. Unless otherwise decided by common agreement of the rescue co-ordination centres concerned,
the rescue co-ordination centre to co-ordinate search and rescue action shall be the centre
responsible for:
‐ the region in which the aircraft was according to its last reported position; or
‐ the region to which the aircraft was proceeding when its last reported position was at the
boundary of two search and rescue regions; or
‐ The region to which the aircraft was destined when it was not equipped with suitable two-way
radio communication or not under obligation to maintain radio communication.
c. After declaration of the distress phase, the rescue co-ordination centre with overall coordination
responsibility, co-ordinating search and rescue action shall inform all rescue co-ordination
centres that may become involved in the operation, of all the circumstances of the emergency
and subsequent developments. Likewise all rescue co-ordination centres becoming aware of
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any information pertaining to the incident, shall inform the rescue co-ordination centre which is
co-ordinating the search and rescue action.
7-5 PROCEDURES AT THE SCENE OF AN ACCIDENT

Applicable to: ALL
When a pilot-in-command observes that either another aircraft or a surface craft is in distress, the
pilot shall, unless unable to do so, or when the pilot considers it is unreasonable or unnecessary:
a. Keep the craft in distress in sight until it is no longer necessary;
b. Determine the position of the craft in distress;
c. report to the rescue coordination centre or air traffic services unit as much of the following
information as possible:
‐ type of craft in distress, its identification and condition;
‐ its position, expressed in geographical coordinates or in distance and true bearing from a
distinctive landmark or from a radio navigation aid;
‐ time of observation expressed in hours and minutes UTC;
‐ number of persons observed;
‐ whether persons have been seen to abandon the craft in distress;
‐ apparent physical condition of survivors;
‐ on scene weather conditions
d. Act as instructed by the rescue coordination centre or the air traffic services unit.
7-6 PROCEDURES FOR PILOTS-IN-COMMAND INTERCEPTING A DISTRESS TRANSMISSIONS

Applicable to: ALL
Whenever a distress transmission is intercepted by a pilot-in-command of an aircraft, the pilot shall:

a. Acknowledge the distress transmission;
b. Record the position of the craft in distress if given;
c. If possible take a bearing on the transmission;
d. Inform the appropriate rescue co-ordination centre or air traffic services unit of the distress
transmission, giving all available information;
e. At the pilot’s discretion, while awaiting instructions, proceed to the position given in the
transmission.
7-7 SEARCH AND RESCUE SIGNALS

Applicable to: ALL
The signals shall be used only for the purpose indicated and no other signals likely to be confused
with them shall be used.
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Symbols shall be at least 2.5 metres (8 feet) long and shall be made as conspicuous as possible.
Note1: Symbols may be formed by any means such as: strips of fabric, parachute material, pieces of
wood, stones or such like material; marking the surface by tramping, or staining with oil, etc.
Note2: Attention to the above signals may be attracted by other means such as radio, flares, smoke,
reflected light, etc.
Ground-air visual signal code for use by survivors
Ground-air visual signal code for use by rescue units
7-8-0 AIRCRAFT EQUIPMENT

Applicable to: ALL
Flight Crew in case of emergency must follow the procedures detailed in OMB Chapter 3 ‘Emergency
and abnormal procedures”. Refer to OMB/Chapter 3.
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121, 5 must be set in VHF 2 and must be monitored continuously by both pilots, unless VHF 2 is in
use for Weather monitoring or ground handling communication.
If Aircraft transmitting distress message the rescue and search centers will be informed by the
appropriate ATC unit.
7-8-1 ELT [EMERGENCY TRANSMITTER LOCATOR] ONBOARD

Applicable to: ALL
1) Fixed ELT
Flight Crew in case of emergency must follow the procedures detailed in OMB Chapter 3
"Emergency and abnormal procedures”. Refer to OMB/Chapter 3.
121, 5 must be set in VHF 2 and must be monitored continuously by both pilots, unless VHF 2 is in
use for Weather monitoring or ground handling communication.
If an Aircraft is transmitting a distress message the rescue and search centers will be informed by the
appropriate ATC unit.
2) Portable ELT
The ELT is a triple frequency emergency transmitter able to send the emergency signal during at
least 24 hours and it is equipped on Aircrafts from HA-LPS onwards. It is located in stowage behind
C/A 4 jumpseat. It can be removed from its mounting bracket.
Activation is automatic by immersion of the ELT in water provided that the ELT Four-position switch
is set to the ARM position [the presence of water is detected by a sensor that, in turn, activates the
ELT].
Activation is manual on land where the four-position switch on the bottom of the ELT must be set to
XMT mode.
The antenna automatically erects upon immersion in water, and is manually deployed by unhooking
the antenna from the antenna retainer clip.
MANUAL DEPLOYMENT IN WATER
‐ Open quick release latches of stowage bracket and remove the ELT;
‐ Break tape holding cord wound on lanyard and pull the ELT;
‐ Tie cord securely to the floating device or yourself;
‐ Make sure the 4 position switch is in ARM position;
‐ Place the ELT inside the water.
‐ After 10 seconds, the flashing LED light will be visible, after 5 minutes, the antenna will deploy.
MANUAL DEPLOYMENT ON LAND
‐ Open quick release latches of stowage bracket and remove the ELT;
‐ Move the ELT to an area clear of obstruction (highest point);
‐ Manually set the 4 position switch to “XMT” mode;
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‐ With hand over antenna, break the tape holding the antenna;
‐ Stand clear of antenna for best transmission.
Requirement for PRE-flight check of the transmitter is described in the cabin attendant manual.
7-9 SEARCH AND RESCUE FACILITIES BY COUNTRIES

Applicable to: ALL
Flight crew must refer to ERM ‘CRAR’ Country rules and regulations section and by selecting the
country the facilities and locations will be specified under section ‘2.4 - Alert, Search and Rescue
Services’
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MAPS AND CHARTS

MAPS AND CHARTS
PRELIMINARY PAGES
A320-A321
8-0 MAPS AND CHARTS........................................................................................................................................A

8-1-0 ERM CONTENT AND STRUCTURE.............................................................................................................B
8-1-1 STRUCTURE OF THE GENERAL PART..................................................................................................... C
8-1-2 NETWORK PART.......................................................................................................................................... D
8-1-3 REGIONAL SUPPLEMENTARY INFORMATION (RSI)................................................................................ E
8-1-4 COUNTRY RULES AND REGULATIONS [CRAR]........................................................................................F
8-2 HOME ACCESS TO LIDO ERM...................................................................................................................... G
8-3-0 TRAINING REQUIREMENTS FOR PILOTS ON LIDO ERM........................................................................ H
8-3-1 ACCESSING LIDO ERM CBT........................................................................................................................ I
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MAPS AND CHARTS
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8-0 MAPS AND CHARTS

Applicable to: ALL
Wizz Air uses electronic Route Manual (eRM) for charts and aeronautical information. This
application is installed on the aircraft TPC's and is part of the Wizz Air EFB.
The Usere Guide for the latest application can be found in the OnBoardDB\WizzEFB
\WizzEFB_Manual folder.
8-1-0 ERM CONTENT AND STRUCTURE

Applicable to: ALL
The RouteManual is divided into two parts: the General Part and the Network Part.
LIDO Structure
Information contained in this manual must not be given to a third party except agreed in advance with
Wizzair and/or LIDO Chart provider.
8-1-1 STRUCTURE OF THE GENERAL PART

Applicable to: ALL
The General Part contains a brief summary of standards and recommended practices based on
ICAO, EASA guidelines as well as operational standards and guidelines based on EASA PART OPS.
INTRO - Introduction: Explanation of the RouteManual text part structure and interrelations of
information (especially for General Part, RSI and CRAR).
PFL- Preflight Flight planning principles, NOTAM decoding
ADR - Aerodromes Aerodrome operational information
MET - Meteorology: Operational information for meteorological services and decoding of MET data
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RAR - Rules and Regulations: Rules and regulations according to ICAO, EASA PART OPS such as:
Rules in flight, rules on ground, ATS procedures, ICAO PANS OPS and FAA TERPS design criteria,
EASA PART OPS and OPS SPEC aerodrome operating minima, noise abatement procedures
NAV - Navigation: NAV procedures, instrument approach procedures, ATS route (airway) navigation,
GNSS systems/navigation, RVSM, waypoint naming conventions
COM - Communication: Basic COM instructions, phraseologies, distress and urgency, ATC COM,
FANS procedures, Stockholm Radio, ARINC HF.
LAT - Legends and Tables: Setup and charting definitions of terminal charts, legend for RouteManual
charts, unit conversion tables, sunrise/sunset tables, world local times.
ABB - Abbreviations: Alphabetical list of abbreviations, definitions and terms.
SAI - Special Airline Information: Operator specific information (customer specific); not currently used
at Wizz Air.
INDEX- Index Keyword index of General Part content.
8-1-2 NETWORK PART

Applicable to: ALL
The Network Part contains Regional Supplementary Information (RSI), Country Rules and
Regulations (CRAR), Airport Operational Information (AOI) plus all the Terminal Charts.
8-1-3 REGIONAL SUPPLEMENTARY INFORMATION (RSI)

Applicable to: ALL
RSIs are available for flight crews via TPC and internet access for those regions where what Wizzair
operate to or overflown. RSIs contain exceptions, differences and additions to the international
standards published in the General Part. The RSIs are structured according to the main chapters of
the General Part in the following paragraphs.
STRUCTURE OF RSI PART
General - Overview of the region, list of CRARs available for the region and general information
RAR - Rules and Regulations: Deviations, exceptions and additional information to General Part
chapter.
MET - Meteorology: Deviations, exceptions and additional information to General Part chapter
MET
NAV - Navigation: Deviations, exceptions and additional information to General Part chapter NAV.
COM - Communication: Deviations, exceptions and additional information to General Part chapter
COM and FANS logon codes.
Appendix - Additional information such as: ATIS and VOLMET-FREQ, routing tables, overview and
coverage charts.
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8-1-4 COUNTRY RULES AND REGULATIONS [CRAR]

Applicable to: ALL
The General Part and RSIs are supplemented by CRARs. The CRARs contain information depicted
from AIPs, AICs and other official aeronautical publications of the respective countries. As a basic
philosophy, the CRARs show only topics where there is a deviation from the standards published in
the General Part and/or the Regional Supplementary Information (RSI).
8-2 HOME ACCESS TO LIDO ERM

Applicable to: ALL
This introduction will guide you through the Flight Information Viewer login procedure from home
access.
LIDO at Home
1. Start your web browser with an open internet connection. (LIDO Flight Veiwer is designed for use
with Internet Explorer).
2. Type in the Internet address: https://viewer.flightsupport.com.
3. Use the following login details (case sensitive):
‐ User name - wizzair
‐ Password - pilot.wizz
8-3-0 TRAINING REQUIREMENTS FOR PILOTS ON LIDO ERM

Applicable to: ALL
Pilots must self-brief on the ERM using a Computerized CBT program.
WZZ 8 P 3/4
OMC F to H → 01 AUG 20
MAPS AND CHARTS
A320-A321
TECHNICAL REQUIREMENTS
The applications have been designed for use with Internet Explorer. Java Plug-inTM and Flash
PlayerTM are required; a free version of these applications may be downloaded using the links in
the lower right corner of the welcome page.
If you are using eRM training portal in a network computer in the crew briefing office and
experience problems while running the CBTs, please contact your Base Captain for coordinating
with IT Department for a change in the Proxy or Firewall settings as applicable.
8-3-1 ACCESSING LIDO ERM CBT

Applicable to: ALL
1. Start your web browser with an open internet connection.

2. Type in the Internet address: https://cbt.lidodvms.com/
3. Use the following login details (case sensitive):
‐ User name - Wizzair
‐ Password - C8rqvV52
The welcome page offers multiple options. The following options shall be used for Wizz Air
operations:
‐ LIDO/Route Manual CBT
‐ LIDO/eRoute Manual CBT
Select your choice by clicking on the respective symbol after log in. Continue by pressing the
“Advance” button when performing the CBT.
Note: In case your Internet Explorer configuration does not allow the Lido/Navigation Training Portal
to be shown in full screen, please press F11.
WZZ 8 P 4/4
OMC ← H to I 01 AUG 20

AERONAUTICAL
INFORMATION,
METEOROLOGICAL
SERVICES
AERONAUTICAL INFORMATION, METEOROLOGICAL SERVICES
PRELIMINARY PAGES
A320-A321
9-0 INTRODUCTION............................................................................................................................................... A
9-1-0 FLIGHT PLAN AND BRIEFING RETRIEVAL................................................................................................ B
9-1-1 STANDARD METHOD FOR RETRIEVING FLIGHT BRIEFING PACKAGE.................................................C
9-1-2 ALTERNATIVE SOLUTION FOR RETRIEVING FLIGHT BRIEFING PACKAGE......................................... D
9-2 ON-BOARD DOCUMENTATION...................................................................................................................... E
WZZ 9-PLP-TOC P 1/2

OMC 01 AUG 20
PRELIMINARY PAGES
A320-A321
WZZ 9-PLP-TOC P 2/2

OMC 01 AUG 20
A320-A321
9-0 INTRODUCTION
Applicable to: ALL
General Aeronautical and Meteorological information can be found in the LIDO ERM and Operations
manuals. This chapter refers to the most relevant of these sources and also provides guidance on
how crew access the Flight Planning and briefing information for their flights.
9-1-0 FLIGHT PLAN AND BRIEFING RETRIEVAL

Applicable to: ALL
Wizz Air use the LIDO Flight Planning system provided by Lufthansa Systems to calculate
Operational Flight Plans (OFP’s) and accompanying Briefing Packgages (BP’s). OFP’s are
pre-calculated by an automatic server several hours before departure. Crew subsequently access
and print the OFP and BP via the LIDO Flight Briefing system which can be opened from the
following url:
https://wzz.lido.net.
A desktop short cut to this website appears on all Wizz Base computer terminals. However, the
website can be opened from any computer with internet access.
In exceptional circumstances, such as complete failure of the LIDO or internet system, these
webpages or the contents may not be accessible. Wizz Air has implemented a short term back
up solution for such events. Should an outage occur pilots are to call the navigator on duty
[+36-1-777-9350] to confirm the activation of this solution.
A full, detailed description of the OFP content and back ground calculations is available in the
OnBoardDB/Wizz OM folder.
CONTENT OF LIDO FLIGHT BRIEFING PACKAGE
The following table summarized the LIDO Briefing pack contents, their purpose and if they appear
in the Merged BP or not.
PRODUCT ID SUMMARY OF CONTENT MERGED BP?
Operational Flight Plan – see full OFP description document in OBDB/Wizz
OFP OM folder. YES
Text page containing Additional info (used by Wizz Air for providing pilots
North Atlantic Track Message for flight operating in MNPS airspace). Co.
Additional Info NOTAM will announce if pilots should print this for the city pair. YES
Airport WX List MET package containing relevant Airport and FIR WX reports YES
Contains general crew alerts and bulletins, Co. NOTAM’s for aircraft, city pair,
Company NOTAM general etc. YES
Contains NOTAMs and Co NOTAM’s for relevant airports and FIR's being
NOTAM crossed. YES
WZZ 9 P 1/10
A320-A321

PRODUCT ID SUMMARY OF CONTENT MERGED BP?
Upper Air Data map showing wind and temperatures at the average FL at the
UAD Maps mid point UTC time of the estimated flight duration YES
Customized SIGWX charts which zoom in on the area applicable to the flight
routing. The various symbols are generated by LIDO using an electronic file
which contains identical data to that used to create the standard SIG WX
SIGWX with route charts. YES
Standard format SIGWX charts. Regions and validity time are generated
Significant WX automatically by LIDO based on the flight route and ETD. NO
Chart showing vertical profile of flight from origin to destination including; FL
profile, spot wind, tropopause height, Max FL. Direction of flight is shown by an
Vertical Profile arrow at the top of the chart (it may not be left to right!) YES
Satellite WX Satellite imagery for geographic area applicable to flight routing. NO
Official VAA/TCA Contains Volcanic Ash bulletins NO
CDA Not used NO
Additional WX WX for additional requested airports NO
Additional NOTAM NOTAMs for additional requested airports NO
LIDO NOTAM PACKAGE - NOTES

LIDO NOTAM packages are generated along with the OFP and only contain information pertaining
to the airports used in the calcuations, FIR crossed and also contains other relevant enroute
airports, not used in the calculation.
‐ Weather and NOTAM’s are sorted into categories such as: “Destination”, “Alternates” or
“Enroute Alternates” etc.
‐ NOTAM Briefings are filtered initially by “Q code” to reduce unwanted items and therefore the
size of the briefing pack.
‐ NOTAM’s are then further filtered - Experts at Lufthansa System’s NOTAM office in Gdansk
check all NOTAM’s and mark them “Not relevant”, “Relevant” or “Highly relevant”. “Not
Relevant” NOTAM’s will also be hidden from the Pilot NOTAM package.
‐ Within each airport section, NOTAM’s for each airport are then sorted according to the subject
they refer to such as: “Airport”, “Runway”, “Approach Procedure” etc.
‐ Certain key words are highlighted bold such as: “RWY”, “ILS” and “U/S” etc.
‐ Co. NOTAM’s are split between the “Company NOTAM” and “NOTAM” products. Airport specific
Co. NOTAM’s go in to the NOTAM package while General, citypair and aircraft specific Co.
NOTAM’s go in to the Company NOTAM product.
9-1-1 STANDARD METHOD FOR RETRIEVING FLIGHT BRIEFING PACKAGE

Applicable to: ALL
The Flight Briefing Package (BP) is obtained by flight crew via the LIDO Briefing interface accessed
using the link in 9.0. What follows are instructions on how to use this interface.
WZZ 9 P 2/10
A320-A321
1) Upon opening the site, there is a link to change your password. User name is the pilot’s Wizz
Air ID. New Wizz pilots are automatically set up with a default password of “wizzair”. However, this
should be changed on first opening the site using the Change Password option at the top of the
opening window.
LIDO Flight briefing login page
2) Once logged in crew should be presented with a list of their assigned flights for that day. However,
if for some reason their flights are not presented immediately they can use the manual search box.
This box allows crew to search for either "Personal Flights" (only those flights they are assigned to)
or all of the day’s flights and provides options to filter the search results.
After pressing "search" there will be a short wait while LIDO briefing creates the flight list.
LIDO Flight list
WZZ 9 P 3/10
A320-A321
Note: On flights with a “heavy” crew (observer or line check for example), LIDO sometimes mixes
up the CM2 names. This may result in only some of the sectors being shown in the Flight List. If this
happens, sort the all flight list by Captain’s name in order to find all the associated flights.
3) Depending on the crew member’s selected filters and type of search, LIDO Briefing will generate a
list of applicable flights. To assist finding flights when crew search for all flights, the flight list can be
sorted by clicking on the blue underlined column titles. For example; in the screenshot below the list
has been sorted by "Captain" which has grouped flights together according to the assigned Captain's
name.
4) Once located, flights briefing contents can be viewed using one of two methods:
A. Merged Flight Briefing
B. Single Flight Briefing
LIDO Flight list
The “Package Status” column tells crew the status of the briefing pack. At the time of check-in it
should always say “Final at xx:xx” with a green back ground.
If this is not the case crew should notify the previously stated email addresses with the flight number,
the check-in time and any other details the crew member feel will help our investigation.
Note: The fuel order feature is not used by Wizz Air.
A - MERGED BRIEFING
To view all OFP’s and associated briefing products in one PDF crew need to tick the boxes for
those flights in the flight list. The boxes are located in the left hand side column of the flight list.
WZZ 9 P 4/10
A320-A321
Tick boxes
Once the required flights have been ticked, the crew member should scroll to the end of the Flight
list and click on the Merge and Show button.
Merge and show
There will be a slight pause while the system generates the Merged Briefing pack. When
completed the internet browser’s PDF viewer will open with a list of the included flights on the
left of the page. From the bookmark panel the various package contents can be viewed. Each
product is grouped together with its title and can be expanded and collapsed allowing crew to
easily identify which pages to print.
WZZ 9 P 5/10
A320-A321
Merged BP in viewer
Crew should print and save using the controls at the top of the PDF viewer. This allows controlled
printing of specific pages from within the Merged Package.
CAUTION Merged Briefings do not currently generate page headers with flight/date details
at the top of each page so should be carefully checked to ensure collection of
the correct documents from the printer, especially in briefing offices with shared
printers!
B - SINGLE FLIGHT BRIEFING
An alternative way of viewing and printing Briefing documents is by opening Flights individually.
This is achieved by clicking on the blue underlined Flight number in the Flight List rather than
ticking the box.
Single flight selection
This will automatically open a new control panel for that single flight, which provides more controls
than the Merged briefing method. From here you can select additional products and deselect
unwanted items.
WZZ 9 P 6/10
A320-A321
Product selection
Using the window in the “Airport” section crew can type in the airport codes for airports for which
they would like to add additional WX and NOTAMs. These additional airport items always appear
at the end of the PDF so can easily be found and printed separately.
Once satisfied, click the “View Briefing” button to open the browser’s PDF viewer and print as with
the Merged Briefing.
MERGED OR SINGLE FLIGHT BRIEFING?
Each method of collecting documentation has advantages and disadvantages. It is for individual
pilots to experiment and decide for themselves which method works best for them.
‐ Single Flight Briefing method has the Flight ID and date printed in the top of each page, Merged
Briefings do not and therefore require more care and organization when printing.
‐ Single Flight Briefing provides the selection panel allowing pilots to select additional products
which are not included in the default content of the Merged package (however, the default
content of the Merged package contains all legally required items).
‐ Single Flight Briefing allows pilots to add additional WX and NOTAMs for other airports.
‐ A Merged Briefing package will never duplicate the same airport in the MET or NOTAM
products. However, printing MET/NOTAMs from each a Single Flight Briefing will result in
airports being duplicated as the single package always generates all airports used in the OFP of
the selected flight.
WZZ 9 P 7/10
OMC ←C 01 AUG 20
A320-A321
9-1-2 ALTERNATIVE SOLUTION FOR RETRIEVING FLIGHT BRIEFING PACKAGE

Applicable to: ALL
DO NOT USE THIS BACK UP SOLUTION UNLESS ADVISED TO DO SO BY THE NAVIGATOR!

The LIDO Flight Planning system generates OFP's and BP's for Wizz Air flights in a "first pass"
calculation which takes place 14 hours before STD. These first pass BP's are saved in a folder and
stored as a back up which can be used to support the operation if LIDO breaks down for a temporary
period.
The flight PDF's are stored as individual (single) flights with no facility to create Merged NOTAM's or
MET. The content of a back up BP is:
‐ Operational flight plan [OFP]
‐ NOTAM [only for the given flight, not for the Merged flights]
‐ METAR/TAF report [MET, also only for the given flight]
‐ Custom SIG-chart
‐ UAD chart
‐ Vertical Profile chart
Note: The “Additional Info” product would NOT be included in the back up solution so if flying via
MNPS airspace the NAT track message must be obtained separately from the Navigator.
The backup BP's are available via the Base briefing PCs. Click on the ‘Lido Briefing Packages’ icon:
ALTN OFP_Icon
This will open a folder, which contains all the flights from the given base, showing the commercial
flight number and the date of flight as the folder name.
WZZ 9 P 8/10
OMC D→ 01 AUG 20
A320-A321
ALTN OFP_Folder view
You should open the folders of your flights and there you can find the BP documents in a single PDF.
The documents are in the same format and order as usual.
Notes:
‐ The Back up WX data is likely to be old so crew can get newer data from the following website:
http://aviationweather.gov/adds/metars/. Crew can add more station by separating them by a
space
‐ Since there is no merged NOTAM package available, only the separated ones [this means you will
have lot of duplication].
9-2 ON-BOARD DOCUMENTATION

Applicable to: ALL
INTERPRETATION OF METEOROLOGICAL INFORMATION (Refer to OMA/8-1-6) AND FLIGHT

PROCEDURES (Refer to OMA/8-3).
ERM / LIDO MANUAL
‐ Decoding of Meteorological Data ERM MET - METEOROLOGY
‐ Decoding of SNOWTAM – ERM MET section 7.2
‐ ERM MET – METEOROLOGY 1.5.2.4 Content of flight Documentation including explanation about
Significant weather charts [SIGWX], Upper wind and temperature charts] and ICAO Codes for TAF
and METARS.
WZZ 9 P 9/10
A320-A321
‐ ERM 1.5.8 Decoding of Meteorological data including decoding of METAR and TAFs, State of
the runway MOTNE Codes, and ASHTAM [NOTAM for Vulcanic Ash] Note: ERM 2.1.3.3 specify
Vulcanic Ash Classification Zones.
‐ ERM RAR 1.6 - RULES AND REGULATIONS
‐ ERM RSI - REGIONAL SUPPLEMENTARY INFORMATON including prescribe ATIS and
VOLMET Frequencies / refer to section 2.1.6
‐ ERM RSI - REGIONAL SUPPLEMENTARY INFORMATION “SITA VHF AIRCOM ACARS Service
Coverage” / refer to 2.1.6.2
‐ ERM CRAR - Country specific regulation including airspace classifications; Alerting Search and
Rescue units; Flight rules.
‐ ERM EN-ROUTE charts listing of restricted/dangerous/prohibited areas
WZZ 9 P 10/10
OMC ←E 01 AUG 20

EN-ROUTE COM/NAV
PROCEDURES
EN-ROUTE COM/NAV PROCEDURES
PRELIMINARY PAGES
A320-A321
10-0 WIZZAIR ORDER............................................................................................................................................A

10-1 ADVICE TO HANDLING AGENT BEFORE LANDING...................................................................................B
10-2-0 RADAR ADVISORY SERVICE....................................................................................................................C
10-2-1 RADAR INFORMATION SERVICE............................................................................................................. D
10-2-2 ESTABLISHING A RADAR SERVICE.........................................................................................................E
10-3-0 AREA SPECIFIC PROCEDURES................................................................................................................F
10-3-1 ON BOARD DOCUMENTATION.................................................................................................................G
WZZ 10-PLP-TOC P 1/2

OMC 01 AUG 20
PRELIMINARY PAGES
A320-A321

OMC 01 AUG 20
A320-A321
10-0 WIZZAIR ORDER

Applicable to: ALL
Refer to OMB/2-10-6.
10-1 ADVICE TO HANDLING AGENT BEFORE LANDING

Applicable to: ALL
Flight crew requested to advise handling agents [if work load permits] of:
‐ Expected time of arrival
‐ Expected fuel figures for the next sector if it is known
‐ Wheelchair passengers on board [clarification of the different wheelchair codes]
‐ All other items which can be useful for efficient turn-around
If Toilet / Water service / ASU / GPU is required they must be requested in advance [therefore Cabin
Crew must advise Capt prior to descent].
Call is to be made before descent or at early stage in descent, preferably above FL200. No call to
handling should be made below FL 100.
10-2-0 RADAR ADVISORY SERVICE

Applicable to: ALL
Radar advisory service is an air traffic service in which the controller will provide, only to flights under
IFR rules (in VMC or IMC weather conditions) advices necessary to maintain separation (minimum 5
NM or 3000 ft) between aircraft participating in the advisory service (bearing, distance, and, if known,
level of conflicting non-participating traffic together with advice on action necessary action to resolve
the conflicts).
The controller can also give advice on avoiding action.
Controllers expect the pilot to accept vectors or level allocations which may require flight in IMC.
There is no legal requirement for a pilot flying outside Controlled Airspace to comply with instructions.
However, a pilot who chooses not to comply with advisory avoiding action must inform the controller.
The pilot will then become responsible for initiating any necessary avoiding action.
The pilot must advise the controller before changing heading or level.
In the event of the sudden appearance of unknown traffic or unpredictable changes in flight path of a
traffic, it is not always possible to achieve the separation.
Information on conflicting traffic will be passed until the conflict is resolved. The pilot remains
responsible for terrain clearance.
WZZ 10 P 1/4
OMC A to C 01 AUG 20
A320-A321
10-2-1 RADAR INFORMATION SERVICE

Applicable to: ALL
Radar Information Service is an air traffic service in which the controller will inform the flights (IFR
or VFR – IMC or VMC) of the bearing, distance, and, if known, the level of the conflicting traffic. No
avoiding action is provided. The pilot is responsible for maintaining separation whether or not the
controller has passed traffic information.
The controller will update details of conflicting traffic, after the initial warning, at pilot's request or if
the controller considers that the conflicting traffic continues to be a hazard.
The controller may provide radar vectors for tactical planning or at the request of the pilot.
However, vectors will not be provided to maintain separation from other aircraft, which remains the
responsibility of the pilot. There is no requirement for a pilot to accept vectors.
The pilot must advise the controller before changing level, or route.
Requests for a Radar information service to become a Radar advisory service can be accepted
subject to the controller's workload; prescribed separation will be applied as soon as practicable.
The pilot remains responsible for terrain clearance.
10-2-2 ESTABLISHING A RADAR SERVICE

Applicable to: ALL
When requesting a radar service the pilot must state the flight rules under which he is operating and
whether he requires a Radar Advisory Service or a Radar Information Service.
After identification of the aicraft, the controller will confirm the type of service he is about to provide,
and the pilot must give a read-back of the service.
The identification procedure does not imply that a radar service is being provided and the pilot must
not assume that he is in receipt of a RAS or a RIS until the controller makes a positive statement to
that effect.
If a controller is unable to provide a service he will inform the pilot.
10-3-0 AREA SPECIFIC PROCEDURES

Applicable to: ALL
Due to polictical, regulatory or other perculiarities, several areas and FIR's overflown by Wizz Air
require special procedures to be applied. These are dynamic in nature and are therefore defined and
communicated to crew via Co NOTAM (short term) or the OM-C Airport Briefings manual (medium to
long term).
Crew are expected to read and apply these as appropriate to the routing they fly on each duty.
WZZ 10 P 2/4
OMC D to F 01 AUG 20
A320-A321
10-3-1 ON BOARD DOCUMENTATION

Applicable to: ALL
The following onboard documentation provides published enroute information:

‐ Navigation procedures. Refer to OMA/8-3-2.
‐ RVSM [Reduced Vertical Separation Minimum] Refer to OMA/8-3-2-14.
‐ ERM 1.9 LEGENDS AND TABLES; legends for navigation charts.
‐ PANS OPS; RAR RULES AND REGULATION ERM 1.6 refer to 1.6.2 RAR in Flight Section for
explanation about Advisory routes and Controlled Airspaces.
‐ NAV – NAVIGATION ERM 1.7
‐ RSI ERM Section 2 – Regional SUP info to cover the route to be flown
‐ CRAR ERM Section 3 – Country Rules and Regulation
WZZ 10 P 3/4
OMC G 01 AUG 20
A320-A321
WZZ 10 P 4/4
OMC 01 AUG 20

AERODROME
CATEGORISATION
AND BRIEFINGS
AERODROME CATEGORISATION AND BRIEFINGS
PRELIMINARY PAGES
A320-A321
11-0 GENERAL........................................................................................................................................................A
11-1 AIRPORT BRIEFING...................................................................................................................................... B

OMC 01 AUG 20
PRELIMINARY PAGES
A320-A321

OMC 01 AUG 20
A320-A321
11-0 GENERAL
Applicable to: ALL
Aerodromes will be categorized in ascending order of complexity from Category A to Category C.

Wizz Air provides Airport Briefings for all destination and alternate airports as an annex to Operations
Manual Part C via the On Board Data Base. These are under the responsibility of the Performance
pilot in coordination with the Training Manager, the Safety Captain and the Technical Captain, Flight
Operation Regional Manager. Final approval is given by the HFO.
The criteria for determination of an airport's category are defiend in the OM-A. Refer to OMA/8-1-2-7.
11-1 AIRPORT BRIEFING

Applicable to: ALL
Airport briefings are available onboard database and LPC-NG on TPC [EFB] computers. The file
named as WZZ_OM-C_Airport briefings and is updated by the Performance Pilot.
Indeed due to the OMC Airport briefings dynamic nature and their continuous updates as well as the
growth of the destination’s number the only one accurate and precise handling of airport briefings is
via the Appendix available onboard database.
The OMC_Airport briefings are checked and approved by the competent authority at the time of the
OMC manual approval. Until the next revision of OMC manual about all changes, revision made in
the WZZ_OM-C_Airport briefings the competent authority is notified.
The issue date of OMC_Airport briefings is the issue date of OMC manual, however at the transmittal
letter which is part of the document in question contains the current issue date and the last issue
date which is replaced by the current revision. More over at the section of LIST OF EFFECTIVE
SECTIONS/SUBSECTIONS the date of last modification for each airport are kept up to date for easy
identification by all personal.
Airport briefings are available on crew briefing room computers and FTP servers following; S:
/Corporate Common / Flight OPS Doc / Onboard database / WIZZ OM.
The briefings include information about the categorization of the airport, restrictions if applicapble,
operational requirements, LVO availability and Handling information.
Notes:
‐ Airport categorization are shown on each airport briefing’s header.
‐ Pilots must study the appropriate airport briefing before operating a route and destination.
Wizz Air also have an additional category of airport called “Challenging airports” for airports requiring
extra experience. The OM-C airport briefings announces whether an airport is “challenging”. Refer to
OMA/8-1-2-8.
In case of any contradiction between the eRM or NOTAM sources and the Airport Briefings, the
information in the eRM takes precedence.
WZZ 11 P 1/2
A320-A321
In case of any discrepancy is found in the OM-C Airport Briefings crew should
inform the Performance Pilot using FCRF [Flight Crew Report Form] or via e-mail
performance.pilot@wizzair.com.
WZZ 11 P 2/2
OMC ←B 01 AUG 20

SPECIAL LIMITATIONS
SPECIAL LIMITATIONS
PRELIMINARY PAGES
A320-A321
12-0 FUEL FREEZING............................................................................................................................................ A

12-1 NARROW RUNWAY OPERATIONS.............................................................................................................. B

OMC 01 AUG 20
SPECIAL LIMITATIONS
PRELIMINARY PAGES
A320-A321

OMC 01 AUG 20
SPECIAL LIMITATIONS
A320-A321
12-0 FUEL FREEZING

Applicable to: ALL
No software program exists allowing calculation of in-flight fuel temperature for the A320 family.
However, Airbus have confirmed to Wizz Air that there has never been a reported incident of this
phenonenom on these aircraft so the risk is considered negligable, especially on the Wizz Air route
network, where flights are short and at latitudes where normal cruise OAT is not problematic.
An ECAM Caution is raised to pilots in case of low detected fuel temperature which should prompt
them to refer to the QRH Advisory check list.
12-1 NARROW RUNWAY OPERATIONS

Applicable to: ALL
A Narrow Runway is defined as a runway with a width less than 45 m and not less than 30 m.
General Limitations, Performance and Procedures relating to Narrow Runways are detailed in
FCOM. Refer to FCOM/POR/SPO/60 - Operations on Narrow Runways
Company limitations may be found in the OM-B. Refer to OMB/1-2-3
The minimum width of taxiways is 15m, as specified in the manual of AIRCRAFT
CHARACTERISTICS / AIRPORT AND MAINTENANCE PLANNING for A320.
Commanders are permitted to operate on a narrow runway [CM1 or CM2] only if their narrow runway
simulator training is valid.
First Officers are permitted to be PF on narrow runway only if their narrow runway simulator training
is valid.
WZZ 12 P 1/2
SPECIAL LIMITATIONS
A320-A321
WZZ 12 P 2/2
OMC 01 AUG 20
Confirmation Code: easaomc

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OPERATIONS MANUAL PART C

Operations Manual – Part C

Approved by: Name: Signature: Date:

Approved by: Name: Signature: Date:

EASA LAMBOTTE, Vincent 29 July 2020

REVISION NUMBER ISSUE DATE

WZZ PLP-APP P 1/1

1 MINIMUM FLIGHT LEVEL / ALTITUDE

2 AIRPORT SUITABILITY AND OPERATING MINIMA

3 COMMUNICATION FACILITIES AND NAVIGATION AIDS

4 AERODROMES OPERATING SITE FACILITIES

5 APPROACH, MISSED APPROACH AND DEPARTURE PROCEDURES

6 COMMUNICATION FAILURE PROCEDURES

7 SEARCH AND RESCUE FACILITIES

8 MAPS AND CHARTS

9 AERONAUTICAL INFORMATION, METEOROLOGICAL SERVICES

10 EN-ROUTE COM/NAV PROCEDURES

11 AERODROME CATEGORISATION AND BRIEFINGS

WZZ PLP-TOC P 1/2

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WZZ PLP-TOC P 2/2

WZZ PLP-LESS P 1/2

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WZZ PLP-LESS P 2/2

0-1 EXPLANATIONS AND DEFINITIONS OF TERMS & ABBREVIATIONS......................................................... A

WZZ 0-PLP-TOC P 1/2

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WZZ 0-PLP-TOC P 2/2

0-1 EXPLANATIONS AND DEFINITIONS OF TERMS & ABBREVIATIONS

Intentionally left blank

1-0 MINIMUM FLIGHT LEVEL / ALTITUDE........................................................................................................... A

WZZ 1-PLP-TOC P 1/2

Intentionally left blank

WZZ 1-PLP-TOC P 2/2

1-0 MINIMUM FLIGHT LEVEL / ALTITUDE

Refer to OMA/8-1-1-0 - 8-1-1-10

1-1 LIDO / ROUTE MANUAL DOCUMENTATION

ERM 1.7 NAVIGATION

Intentionally left blank

2-0 OPERATING MINIMA....................................................................................................................................... A

WZZ 2-PLP-TOC P 1/2

Intentionally left blank

WZZ 2-PLP-TOC P 2/2

2-0 OPERATING MINIMA

Refer to OMA/8-1-3 and 8-1-4.

2-1-0 WEATHER PLANNING MINIMA DEST AND ALTERNATES AIRPORT

2-1-1 DEPARTURE / TAKE OFF MINIMA

2-1-2 LANDING MINIMA

2-2-0 RUNWAY VISUAL RANGE (RVR)

2-2-1 RELEVANT RUNWAY VISUAL RANGE

2-2-2 CONTROLLING RVR – APPROACH MINIMA

Refer to OMA/8-1-3-10 and 8-1-3-11.

2-2-3 CONVERSION OF REPORTED METEOROLOGICAL VISIBILITY

2-3-0 LVO (LOW VISIBILITY OPERATION)

Refer to OMA/8-4 AWO – ALL WEATHER OPERATIONS.

2-4-0 EFFECT OF TEMPORALLY FAILED OR DOWNGRADED

Refer to OMA/8-1-3-13 for more information.