WIZZ AIR Ground Handling Manual (W6, W9), Effective 08NOV21

Wizz Air
Ground Handling Manual

GHM - Effective from 08 November 2021
REVISION 2.2.0
04 NOV 2021
Page: i Table of Contents
GHM - Effective from
08 November 2021 REV # 2.2.0 04 NOV 2021
0 General.............................................................................................................................................................1
0.1Foreword.................................................................................................................................................... 1
0.2Purpose and scope.................................................................................................................................... 2
0.3Applicability and Access.............................................................................................................................3
0.4Manual Updates......................................................................................................................................... 4
0.4.1 Revision record................................................................................................................................ 4
0.5 Organization, Documentation and Management........................................................................................5
0.5.1 Service Delivery Manager................................................................................................................ 5
0.5.2 Ground Operations Management Documents and Records............................................................ 6
0.6 Training.......................................................................................................................................................8
0.6.1 Training Programs............................................................................................................................8
0.6.2 Job-specific Training........................................................................................................................ 9
0.6.3 Dangerous Goods Training............................................................................................................ 10
0.6.4 Safety Training............................................................................................................................... 11
0.6.5 Training Records............................................................................................................................12
1 Passenger Handling Procedures...................................................................................................................1
1.1 Passenger Departure................................................................................................................................. 1
1.1.1 Pre-Departure Activities................................................................................................................... 1
1.1.2 Check-In Counter Requirements......................................................................................................2
1.1.3 Passenger Check-In.........................................................................................................................3
1.1.4 Passenger Acceptance.................................................................................................................... 6
1.1.5 Travel Documents and Verification...................................................................................................9
1.1.6 Baggage Acceptance..................................................................................................................... 11
1.1.7 Passenger Boarding.......................................................................................................................26
1.1.8 Information to the Crew..................................................................................................................34
1.1.9 Post Flight Departure Activities...................................................................................................... 34
1.2 Passenger Security.................................................................................................................................. 36
1.2.1 Security of Documents................................................................................................................... 36
1.2.2 Passenger Suitability for Travel......................................................................................................36
1.2.3 Security of Passengers and their Baggage....................................................................................37
1.2.4 Restricted Areas.............................................................................................................................37
1.3 Passenger Arrival Transfer and Tranist....................................................................................................38
1.3.1 Pre-Arrival...................................................................................................................................... 38
1.3.2 Arrival............................................................................................................................................. 38
1.3.3 Transfer (Passenger Handling at Connecting Airport)................................................................... 38
1.3.4 Transit............................................................................................................................................ 38
1.4 Special Categories of Passengers........................................................................................................... 39
1.4.1 Unaccompanied Minors (UMNR)................................................................................................... 39
1.4.2 Infants and Children....................................................................................................................... 39
1.4.3 Groups........................................................................................................................................... 40
1.4.4 Handling of Passengers with Reduced Mobility (PRM)..................................................................41
1.4.5 Passenger Requiring Medical Clearance.......................................................................................44
1.4.6 Handling of PRMs not Requiring Medical Clearance..................................................................... 46
1.4.7 Stretcher Transport........................................................................................................................ 46
1.4.8 Oxygen for Medical Use.................................................................................................................46
1.4.9 Inadmissible Passengers and Deportees.......................................................................................47
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1.4.10 Unruly Passengers.......................................................................................................................51

1.4.11 Service Animals............................................................................................................................52
1.4.12 Medical Equipment (POC and RPD)............................................................................................52
1.4.13 Wizz Air Staff Passengers............................................................................................................53
1.4.14 Expectant Mothers....................................................................................................................... 53
1.4.15 Extra Seat.................................................................................................................................... 53
1.5 Passenger Disruptions............................................................................................................................. 55
1.5.1 Information and Communication to Passengers............................................................................ 55
1.5.2 Delays............................................................................................................................................ 55
1.5.3 Cancellations / Diversions..............................................................................................................60
1.5.4 Change of Equipment (Aircraft Type).............................................................................................62
1.5.5 Denied Boarding due to Unavailability of Seats (Overbooking)..................................................... 62
1.5.6 Mishandled or Unclaimed Baggage............................................................................................... 66
1.5.7 Passenger Injuries......................................................................................................................... 70
1.5.8 Missed Flight.................................................................................................................................. 70
1.5.9 Hotel Accommodation.................................................................................................................... 71
2 Baggage Handling Procedures......................................................................................................................1
2.1 The Baggage Journey................................................................................................................................ 1
2.2 Baggage Activities......................................................................................................................................2
2.2.1 Introduction...................................................................................................................................... 2
2.2.2 Personnel Roles...............................................................................................................................2
2.3 Safe Baggage Handling............................................................................................................................. 3
2.4 Departure Baggage Handling.....................................................................................................................4
2.4.1 Planning........................................................................................................................................... 4
2.4.2 Preparation for Departing Baggage................................................................................................. 4
2.4.3 Execution of Departing Baggage..................................................................................................... 4
2.4.4 Handling Gate Delivery Items.......................................................................................................... 5
2.4.5 Monitoring the Departing Baggage Operation..................................................................................5
2.5 Transfer Baggage.......................................................................................................................................7
2.6 Terminating Baggage................................................................................................................................. 8
2.6.1 Planning........................................................................................................................................... 8
2.6.2 Preparation for Terminating Baggage.............................................................................................. 8
2.6.3 Executing of Terminating Baggage.................................................................................................. 8
2.6.4 Monitoring of Terminating Baggage Processes................................................................................9
2.7 Special Baggage...................................................................................................................................... 10
2.7.1 General.......................................................................................................................................... 10
2.7.2 Planning for Departing Special Baggage....................................................................................... 10
2.7.3 Special Baggage Handling.............................................................................................................10
2.7.4 Handling AVIH................................................................................................................................10
2.7.5 Planning Terminating Special Baggage......................................................................................... 10
2.7.6 Preparation for Terminating Special Baggage................................................................................11
2.8 Disruption................................................................................................................................................. 12
2.8.1 Introduction.................................................................................................................................... 12
2.8.2 Dealing with Specific Outages....................................................................................................... 12
2.9 Mishandled Baggage................................................................................................................................13
2.9.1 Introduction.................................................................................................................................... 13
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2.9.2 Pre-Departure Mishandling............................................................................................................ 13

2.9.3 Departure Mishandling................................................................................................................... 13
2.9.4 Tail to Tail Baggage........................................................................................................................ 13
2.9.5 Missing Baggage............................................................................................................................13
2.10 Baggage Reconciliation and Baggage Systems.................................................................................... 14
2.10.1 Baggage Reconciliation System (BRS)........................................................................................14
2.10.2 Manual Baggage Reconciliation - Bingo Process........................................................................ 14
2.10.3 Manual Baggage Identification.....................................................................................................15
2.10.4 Baggage Handling System (BHS)................................................................................................15
2.10.5 Baggage Messaging System....................................................................................................... 15
2.10.6 Baggage Management Systems.................................................................................................. 16
3 Aircraft General Safety / Servicing Operations............................................................................................1
3.1 Ramp Safety in Aircraft Handling............................................................................................................... 1
3.1.1 Introduction...................................................................................................................................... 1
3.1.2 General Ramp Safety.......................................................................................................................1
3.1.3 Safety Instructions for Operating Ground Support Equipment on the Ramp................................... 7
3.2 Safety during Fueling/Defueling............................................................................................................... 21
3.2.1 Fueling Safety Zone....................................................................................................................... 21
3.2.2 Fuel Spillage.................................................................................................................................. 22
3.2.3 Fueling/Defueling with Passengers on Board................................................................................ 23
3.3 Adverse Weather Conditions....................................................................................................................24
3.3.1 General.......................................................................................................................................... 24
3.3.2 Wintery or Slippery Apron Conditions............................................................................................ 24
3.3.3 Storms–Lightning........................................................................................................................... 24
3.3.4 High Wind Conditions.....................................................................................................................25
3.3.5 High Winds Activity Table...............................................................................................................25
3.3.6 Sandstorms and Low Visibility....................................................................................................... 26
3.3.7 Intense Heat...................................................................................................................................26
3.4 Hand Signals............................................................................................................................................ 27
3.4.1 Introduction.................................................................................................................................... 27
3.4.2 Conditions for Using Hand Signals................................................................................................ 27
3.4.3 Specific Requirements for Using Marshalling Hand Signals.......................................................... 27
3.4.4 Guide Person Hand Signals for Ground Support Equipment.........................................................28
3.4.5 Aircraft Movement Hand Signals–Headset Operator to Tug Driver............................................... 35
3.4.6 Aircraft Movement Hand Signals–Wingwalker to Headset Operator/Tug Driver, Marshaller, Flight
Crew (as applicable).......................................................................................................................38
3.4.7 Marshaling Hand Signals for Aircraft..............................................................................................39
3.4.8 Technical/Servicing Hand Signals–Ground Staff to Flight Crew.................................................... 47
3.4.9 Technical/Servicing Hand Signals–Flight Crew to Ground Staff.................................................... 52
3.5 Toilet Servicing......................................................................................................................................... 54
3.5.1 Introduction.................................................................................................................................... 54
3.5.2 Hygiene Precautions...................................................................................................................... 54
3.5.3 Toilet Servicing Procedure............................................................................................................. 54
3.6 Potable Water Servicing...........................................................................................................................58
3.6.1 General.......................................................................................................................................... 58
3.6.2 Potable Water Unit Servicing Procedures...................................................................................... 59
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3.6.3 Potable Water Hygiene Requirements...........................................................................................63

3.7 Aircraft Cabin Servicing............................................................................................................................66
3.7.1 General.......................................................................................................................................... 66
3.7.2 Aircraft Cleaning Intervals.............................................................................................................. 66
3.7.3 Cleaning and Disinfection Products............................................................................................... 66
3.7.4 Cleaning and Disinfection Tasks.................................................................................................... 68
3.7.5 Aircraft Cleaning and Disinfection During a Pandemic.................................................................. 68
3.7.6 Cleaning and Disinfection During an Event....................................................................................70
3.8 Safety During Aircraft Deicing/Anti-icing Operations................................................................................72
3.8.1 General.......................................................................................................................................... 72
3.8.2 Personnel Safety............................................................................................................................72
3.8.3 Open Basket Operations................................................................................................................72
3.8.4 Closed Basket Operations............................................................................................................. 73
4 Aircraft Turn-Around...................................................................................................................................... 1
4.1 Aircraft Arrival.............................................................................................................................................2
4.1.1 Actions Prior to Arrival......................................................................................................................2
4.1.2 Standard Arrival Procedures............................................................................................................ 2
4.1.3 Ground Support Equipment on Arriving Aircraft...............................................................................5
4.2 Aircraft Chocking........................................................................................................................................ 9
4.2.1 Wheel Chock Placement..................................................................................................................9
4.2.2 Chock Placement Diagrams.............................................................................................................9
4.3 Aircraft Coning..........................................................................................................................................11
4.3.1 Safety Cone Placement and Removal........................................................................................... 11
4.3.2 Cone Placement Diagram for A320/A321...................................................................................... 12
4.4 Aircraft Doors........................................................................................................................................... 13
4.4.1 General Safety Requirements........................................................................................................13
4.4.2 Cabin Access Doors.......................................................................................................................13
4.4.3 Cargo Hold Doors.......................................................................................................................... 16
4.5 Aircraft Turnaround Handling................................................................................................................... 19
4.5.1 Supervision of Aircraft Loading...................................................................................................... 19
4.5.2 Aircraft Ground Stability................................................................................................................. 22
4.5.3 Safety Requirements Specific to Aircraft Loading..........................................................................22
4.5.4 Unloading....................................................................................................................................... 24
4.5.5 Cargo Hold Inspection....................................................................................................................25
4.5.6 Loading.......................................................................................................................................... 29
4.5.7 Securing of Load............................................................................................................................ 31
4.5.8 Load Spreading..............................................................................................................................36
4.5.9 Aircraft Unit Load Devices..............................................................................................................37
4.5.10 Transport of Cargo and Mail in Passenger Cabin........................................................................ 37
4.5.11 Freighter Aircraft Handling........................................................................................................... 37
4.6 Aircraft Pushback Departure.................................................................................................................... 38
4.6.1 Introduction.................................................................................................................................... 38
4.6.2 Ground Staff Member Responsibilities...........................................................................................38
4.6.3 Pre Departure Activites.................................................................................................................. 42
4.6.4 Connecting the Pushback Vehicle..................................................................................................45
4.6.5 Wheel Chock Removal...................................................................................................................46
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4.6.6 Departure Communications........................................................................................................... 47

4.6.7 Pushback Maneuver...................................................................................................................... 52
4.6.8 Engine Start................................................................................................................................... 56
4.6.9 Incidents During Pushback............................................................................................................ 62
4.6.10 Pushback Disconnection..............................................................................................................65
4.6.11 Pushback Process Completion.................................................................................................... 66
4.6.12 Re-establishing Communication After Departure.........................................................................66
4.7 Open Ramp Departure............................................................................................................................. 68
4.8 Aircraft Powerback Operations.................................................................................................................69
4.9 Aircraft Towing..........................................................................................................................................70
4.9.1 Introduction.................................................................................................................................... 70
4.9.2 Ground Staff Responsibilities.........................................................................................................70
4.9.3 Pre-Towing Activities...................................................................................................................... 74
4.9.4 Towing Maneuver........................................................................................................................... 76
4.9.5 Incidents During Towing................................................................................................................. 76
4.9.6 Towing Completion.........................................................................................................................80
5 Load Control....................................................................................................................................................1
5.1 Introduction.................................................................................................................................................1
5.2 Load Control Principles.............................................................................................................................. 2
5.3 Regulatory Requirements...........................................................................................................................3
5.4 Load Control Tasks.....................................................................................................................................4
5.4.1 Load Planning Task..........................................................................................................................4
5.4.2 Aircraft Supervision Task................................................................................................................13
5.4.3 Weight and Balance Calculation Task............................................................................................13
5.4.4 Post-departure Messages Task......................................................................................................25
5.5 Load Control Task Job Responsibility...................................................................................................... 28
5.6 Qualification Requirements...................................................................................................................... 29
5.7 Documentation......................................................................................................................................... 30
5.8 Load Control Process Flow...................................................................................................................... 31
5.8.1 Load Control Process Flow Schema..............................................................................................31
5.8.2 Load Control Process Flow Legend............................................................................................... 31
6 Airside Safety Operational Oversight........................................................................................................... 1
6.1 Introduction.................................................................................................................................................1
6.2 Operational Requirements......................................................................................................................... 2
6.3 Supervision Scope..................................................................................................................................... 3
6.4 Turnaround Coordination/Supervision Requirements................................................................................ 4
6.5 Reporting–Incidents, Accidents and Near-Misses......................................................................................6
6.6 Airside Safety Investigation Procedure...................................................................................................... 8
6.6.1 General............................................................................................................................................ 8
6.6.2 Factual Information.......................................................................................................................... 8
6.6.3 Investigation Procedure................................................................................................................... 8
6.6.4 Analysis............................................................................................................................................9
6.6.5 Conclusion and Causes................................................................................................................... 9
6.6.6 Investigation Follow-up.................................................................................................................... 9
6.7 Monitoring Procedures............................................................................................................................. 11
6.8 Emergency Response Procedures...........................................................................................................15
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6.9 Adverse Weather Oversight Procedures..................................................................................................17

7 Annex A: Abbreviations, Definitions and SSR codes................................................................................. 1
7.1 SSR Codes...............................................................................................................................................19
8 Annex B: Aircraft Dimensions....................................................................................................................... 1
8.1 A320 CEO Winglet..................................................................................................................................... 1
8.2 A320 CEO Sharklet.................................................................................................................................... 4
8.3 A320 NEO.................................................................................................................................................. 7
8.4 A321 CEO................................................................................................................................................ 10
8.5 A321 NEO................................................................................................................................................ 13
9 Annex C: Aircraft Cleaning............................................................................................................................ 1
9.1 Night Stop Cleaning................................................................................................................................... 1
9.1.1 Flight Deck....................................................................................................................................... 1
9.1.2 Cabin................................................................................................................................................1
9.1.3 Galleys............................................................................................................................................. 2
9.1.4 Toilets............................................................................................................................................... 2
9.1.5 Holds................................................................................................................................................ 2
9.1.6 Water and Toilet Service.................................................................................................................. 3
9.1.7 Daily Distribution of Accessories Per Aircraft...................................................................................3
9.2 Cleaning Equipment................................................................................................................................... 4
9.3 Health and Safety General Instructions......................................................................................................5
10 Annex D: Delay Codes..................................................................................................................................1
11 Annex E: Contacts........................................................................................................................................ 1
12 Annex F: Fuelling..........................................................................................................................................1
12.1 Training.....................................................................................................................................................1
12.2 General.....................................................................................................................................................2
12.2.1 Fuel Grades................................................................................................................................... 2
12.3 Refuelling Process................................................................................................................................... 3
12.3.1 Restrictions.................................................................................................................................... 3
12.3.2 Process.......................................................................................................................................... 3
12.3.3 Fuel Spills.......................................................................................................................................5
12.3.4 Fuel Contamination........................................................................................................................ 5
12.3.5 Fuelling During Boarding / Disembarkation....................................................................................6
12.3.6 Communication During Refueling Boarding / Disembarkation....................................................... 7
13 Annex I: Deicing / Anti-icing........................................................................................................................ 1
13.1 General.....................................................................................................................................................1
13.1.1 DAQCP.......................................................................................................................................... 1
13.1.2 Definitions...................................................................................................................................... 1
13.1.3 Deicing Service Provider Responsibility.........................................................................................5
13.2 Training and Qualifications.......................................................................................................................6
13.2.1 Training Recommendation............................................................................................................. 6
13.2.2 Levels of Qualification.................................................................................................................... 7
13.3 Processes and Procedures...................................................................................................................... 8
13.3.1 One-step Deicing/Anti-icing............................................................................................................8
13.3.2 Two Step Deicing/Anti-icing........................................................................................................... 8
13.3.3 Symmetrical Treatment.................................................................................................................. 8
13.3.4 Interrupted De-icing/Anti-icing treatment........................................................................................8
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13.3.5 Pre-step Processes........................................................................................................................9

13.3.6 Manual Snow Removal.................................................................................................................. 9
13.3.7 Forced Air Deicing..........................................................................................................................9
13.3.8 Tactile check.................................................................................................................................10
13.3.9 Preventive Anti-icing.................................................................................................................... 10
13.3.10 Early Anti-Icing........................................................................................................................... 10
13.3.11 Local Deicing.............................................................................................................................. 11
13.3.12 Engine Fan Blade De-icing........................................................................................................ 12
13.3.13 Dried and Re-hydrated Fluid Residue........................................................................................12
13.3.14 Contamination Check to Rstablish the Need for Deicing........................................................... 13
13.3.15 Post Deicing/Anti-icing Check.................................................................................................... 13
13.3.16 Pre-takeoff Check...................................................................................................................... 13
13.4 Fluid and Equipment Management........................................................................................................ 14
13.4.1 Deicing Truck Serviceability......................................................................................................... 14
13.4.2 Fluid Storage................................................................................................................................14
13.4.3 Pumping and Fluid Transfer System............................................................................................ 14
13.4.4 Heating.........................................................................................................................................15
13.4.5 Fluid Quality Control.....................................................................................................................15
13.4.6 Fluid Test Methods....................................................................................................................... 17
13.5 Critical Surfaces..................................................................................................................................... 20
13.6 Effects of Frozen Deposits..................................................................................................................... 21
13.7 Responsibilities...................................................................................................................................... 22
13.7.1 Commander................................................................................................................................. 22
13.7.2 Ground Engineer and/or Deicing/Anti-icing Agent....................................................................... 22
13.8 Deicing and Anti-icing Fluids.................................................................................................................. 23
13.9 Holdover Time........................................................................................................................................ 24
13.9.1 Holdover Time Guidelines............................................................................................................24
13.9.2 Active frost holdover times for SAE Type I, II and IV fluids.......................................................... 25
13.9.3 Holdover times for SAE Type I Fluid on critical aircraft surfaces composed predominantly of
aluminum........................................................................................................................................ 26
13.9.4 Generic holdover times for SAE Type II Fluids a Function of Weather Conditions and OAT....... 27
13.9.5 Generic holdover times for SAE Type IV Fluid Mixtures as a Function of Weather Conditions and
OAT................................................................................................................................................ 28
13.9.6 Snowfall intensities as a function of prevailing visibility............................................................... 29
13.9.7 Fluid-specific brand name holdover tables available to Wizz Air flight crew................................ 29
13.10 Precautions for Deicing/Anti-icing........................................................................................................ 30
13.10.1 Flight Crew................................................................................................................................. 30
13.10.2 Ground Engineer and/or Deicing/Anti-icing Agent..................................................................... 30
13.11 Communication, Recording And Reporting.......................................................................................... 31
13.11.1 Communication Prior to Stating Deicing/Anti-icing Treatment....................................................31
13.11.2 Post Deicing/Anti-icing Communication..................................................................................... 31
13.11.3 Anti-icing Code........................................................................................................................... 32
13.11.4 Fluid Consumption Report..........................................................................................................33
13.12 General Fluid Application Strategy.......................................................................................................34
13.13 Guidelines For Fluid Application...........................................................................................................36
13.14 Wizz Air Instructions To Flight Deck..................................................................................................... 38
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13.14.1 Requirements for De-icing......................................................................................................... 38

13.14.2 De-icing Request Form.............................................................................................................. 38
13.14.3 Stand/Remote De-icing.............................................................................................................. 38
13.14.4 One-step / Two-step De-icing.....................................................................................................38
13.14.5 Local De-icing............................................................................................................................ 39
13.14.6 Pre Step Deicing........................................................................................................................ 39
13.14.7 Surfaces..................................................................................................................................... 40
13.14.8 Deicing Report........................................................................................................................... 40
13.15 Permissible Deicing/Anti-icing and No Direct Application Areas.......................................................... 41
13.15.1 A320 Permissible Deicing Areas and No Direct Fluid Application Areas................................... 42
13.15.4 APU Intake Illustration................................................................................................................44
13.15.5 Controls......................................................................................................................................45
14 Annex S: Aircraft Sealing.............................................................................................................................1
14.1 Introduction And Definitions..................................................................................................................... 1
14.2 Aircraft Supervision.................................................................................................................................. 2
14.3 Protection Of The Aircraft At A Must-Seal Airport.................................................................................... 3
14.4 Protection Of The Aircraft At A No-Seal Airport....................................................................................... 4
14.5 How To Apply A Seal................................................................................................................................5
14.6 Sealing Process Step By Step................................................................................................................. 6
14.7 Forms and Diagrams................................................................................................................................7
14.7.1 A320 Security Seal Plate............................................................................................................... 7
14.7.2 A321 CEO Security Seal Plate.......................................................................................................9
14.7.3 A321 NEO Security Seal Plate.....................................................................................................11
14.7.4 A320 Security Seal Record Form.................................................................................................13
14.7.5 A321 CEO Security Seal Record Form........................................................................................14
14.7.6 A321 NEO Security Seal Record Form........................................................................................15
14.7.7 Security Seal Sample...................................................................................................................16
14.7.8 Pre-Flight Security Handover Form For No-Seal Airport..............................................................17
14.7.9 Pre-Flight Security Handover Form For Must-Seal Airport.......................................................... 18
15 Annex T: Equipment in Compartment (EIC); Company Mail and Company Material (COM)..................1
15.1 EIC - Equipment in Compartment............................................................................................................ 1
15.1.1 EIC Categories...............................................................................................................................2
15.1.2 Aircraft Ballast (BAL)......................................................................................................................2
15.1.3 Flight Kit (FKT) and Aircraft on Ground (AOG).............................................................................. 2
15.1.4 Catering Equipment (CSU)............................................................................................................ 3
15.1.5 Documentation of EIC.................................................................................................................... 3
15.2 COM - Company Mail and Company Material..........................................................................................5
15.2.1 Loading of COM............................................................................................................................. 5
15.2.2 Communication/Information on transporting COM.........................................................................5
15.2.3 Documentation of COM..................................................................................................................6
16 Annex V: Health Protection and Prevention of Spread of Virus During Pandemic................................ 1
16.1 Operations Procedures............................................................................................................................ 1
16.2 Prevention Practices................................................................................................................................ 2
16.3 Handling of Symptomatic Passengers at the Airports.............................................................................. 3
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16.4 Aircraft Cleaning and Disinfection During a Pandemic.............................................................................4

16.5 Return to Operation Post Pandemic.........................................................................................................5
17 Annex X: Dangerous Goods........................................................................................................................ 1
18 Annex Y: Seating Plans................................................................................................................................ 1
18.1 A320 Y180 Seating Plan.......................................................................................................................... 2
18.2 A320 Y186 Seating Plan.......................................................................................................................... 4
18.3 A321 Y230 Seating Plan.......................................................................................................................... 6
18.4 A321 Y239 Seating Plan.......................................................................................................................... 8
19 Annex Z: Fillable Forms............................................................................................................................... 1
END OF SECTION
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List of Effective Sections
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
0 R#2.2.0 04/11/2021 1.1.4.1.1 R#2.2.0 21/06/2021
0.1 R#2.2.0 21/06/2021 1.1.4.1.2 R#2.2.0 21/06/2021
0.2 R#2.2.0 04/11/2021 1.1.4.2 R#2.2.0 21/06/2021
0.3 R#2.2.0 21/04/2021 1.1.4.3 R#2.2.0 21/06/2021
0.4 R#2.2.0 21/06/2021 1.1.5 R#2.2.0 21/06/2021
0.4.1 R#2.2.0 04/11/2021 1.1.5.1 R#2.2.0 21/06/2021
0.5 R#2.2.0 21/06/2021 1.1.5.2 R#2.2.0 21/06/2021
0.5.1 R#2.2.0 1.1.5.3 R#2.2.0 21/06/2021
0.5.2 R#2.2.0 21/04/2021 1.1.6 R#2.2.0 21/04/2021
0.6 R#2.2.0 1.1.6.1 R#2.2.0 21/06/2021
0.6.1 R#2.2.0 21/06/2021 1.1.6.2 R#2.2.0 21/04/2021
0.6.2 R#2.2.0 21/06/2021 1.1.6.2.1 R#2.2.0 21/06/2021
0.6.3 R#2.2.0 21/06/2021 1.1.6.2.2 R#2.2.0 21/06/2021
0.6.4 R#2.2.0 21/06/2021 1.1.6.2.3 R#2.2.0 21/06/2021
0.6.5 R#2.2.0 21/04/2021 1.1.6.2.4 R#2.2.0 21/06/2021
1 R#2.2.0 1.1.6.2.5 R#2.2.0 21/06/2021
1.1 R#2.2.0 21/04/2021 1.1.6.2.6 R#2.2.0 21/06/2021
1.1.1 R#2.2.0 1.1.6.3 R#2.2.0 21/04/2021
1.1.1.1 R#2.2.0 21/06/2021 1.1.6.3.1 R#2.2.0 21/06/2021
1.1.1.2 R#2.2.0 21/06/2021 1.1.6.3.2 R#2.2.0 21/06/2021
1.1.2 R#2.2.0 1.1.6.3.3 R#2.2.0 21/06/2021
1.1.2.1 R#2.2.0 21/04/2021 1.1.6.3.4 R#2.2.0 21/06/2021
1.1.2.2 R#2.2.0 21/06/2021 1.1.6.3.5 R#2.2.0 21/06/2021
1.1.3 R#2.2.0 1.1.6.4 R#2.2.0 21/06/2021
1.1.3.1 R#2.2.0 21/06/2021 1.1.6.5 R#2.2.0 21/06/2021
1.1.3.2 R#2.2.0 21/06/2021 1.1.6.6 R#2.2.0 21/06/2021
1.1.3.3 R#2.2.0 21/06/2021 1.1.6.7 R#2.2.0 21/06/2021
1.1.3.4 R#2.2.0 1.1.6.8 R#2.2.0 21/06/2021
1.1.3.4.1 R#2.2.0 21/06/2021 1.1.6.9 R#2.2.0 21/06/2021
1.1.3.4.2 R#2.2.0 21/06/2021 1.1.6.10 R#2.2.0 21/04/2021
1.1.3.4.3 R#2.2.0 21/06/2021 1.1.6.10.1 R#2.2.0 21/06/2021
1.1.3.4.4 R#2.2.0 21/06/2021 1.1.6.10.2 R#2.2.0 21/06/2021
1.1.3.4.5 R#2.2.0 21/06/2021 1.1.6.10.3 R#2.2.0 21/06/2021
1.1.3.4.6 R#2.2.0 21/06/2021 1.1.6.10.4 R#2.2.0 21/06/2021
1.1.3.4.7 R#2.2.0 21/06/2021 1.1.6.11 R#2.2.0 21/06/2021
1.1.3.5 R#2.2.0 21/06/2021 1.1.6.12 R#2.2.0 21/06/2021
1.1.4 R#2.2.0 21/04/2021 1.1.6.12.1 R#2.2.0 21/06/2021
1.1.4.1 R#2.2.0 21/06/2021 1.1.6.12.2 R#2.2.0 21/06/2021

Page: xi List of Effective Sections
08 November 2021 REV # 2.2.0 04 NOV 2021
1.1.6.12.3 R#2.2.0 04/11/2021 1.4.2 R#2.2.0
1.1.6.12.4 R#2.2.0 21/06/2021 1.4.2.1 R#2.2.0 21/06/2021
1.1.6.12.5 R#2.2.0 21/06/2021 1.4.2.2 R#2.2.0 21/06/2021
1.1.6.12.6 R#2.2.0 21/06/2021 1.4.3 R#2.2.0
1.1.6.12.7 R#2.2.0 21/06/2021 1.4.3.1 R#2.2.0 21/06/2021
1.1.6.12.8 R#2.2.0 21/06/2021 1.4.3.2 R#2.2.0 21/06/2021
1.1.6.13 R#2.2.0 21/06/2021 1.4.4 R#2.2.0 21/06/2021
1.1.6.14 R#2.2.0 21/06/2021 1.4.4.1 R#2.2.0 21/06/2021
1.1.6.15 R#2.2.0 21/06/2021 1.4.4.2 R#2.2.0 21/06/2021
1.1.6.16 R#2.2.0 21/06/2021 1.4.4.3 R#2.2.0 21/06/2021
1.1.7 R#2.2.0 21/06/2021 1.4.4.4 R#2.2.0 21/06/2021
1.1.7.1 R#2.2.0 21/06/2021 1.4.4.5 R#2.2.0 21/06/2021
1.1.7.2 R#2.2.0 21/06/2021 1.4.4.6 R#2.2.0 21/06/2021
1.1.7.2.1 R#2.2.0 21/04/2021 1.4.5 R#2.2.0 21/04/2021
1.1.7.2.2 R#2.2.0 21/04/2021 1.4.5.1 R#2.2.0 21/06/2021
1.1.7.2.3 R#2.2.0 21/06/2021 1.4.5.2 R#2.2.0 21/06/2021
1.1.7.3 R#2.2.0 21/06/2021 1.4.5.3 R#2.2.0 21/06/2021
1.1.7.4 R#2.2.0 21/06/2021 1.4.5.4 R#2.2.0 21/06/2021
1.1.7.5 R#2.2.0 21/06/2021 1.4.5.5 R#2.2.0 21/06/2021
1.1.8 R#2.2.0 21/06/2021 1.4.6 R#2.2.0 21/04/2021
1.1.9 R#2.2.0 21/04/2021 1.4.6.1 R#2.2.0 21/06/2021
1.1.9.1 R#2.2.0 21/06/2021 1.4.6.2 R#2.2.0 21/06/2021
1.1.9.2 R#2.2.0 04/11/2021 1.4.7 R#2.2.0 21/06/2021
1.1.9.3 R#2.2.0 21/06/2021 1.4.8 R#2.2.0 21/06/2021
1.2 R#2.2.0 21/04/2021 1.4.9 R#2.2.0 21/06/2021
1.2.1 R#2.2.0 21/04/2021 1.4.9.1 R#2.2.0 21/06/2021
1.2.1.1 R#2.2.0 21/06/2021 1.4.9.2 R#2.2.0 21/06/2021
1.2.1.2 R#2.2.0 21/06/2021 1.4.9.3 R#2.2.0 21/06/2021
1.2.1.3 R#2.2.0 21/06/2021 1.4.9.4 R#2.2.0 21/06/2021
1.2.2 R#2.2.0 21/06/2021 1.4.10 R#2.2.0
1.2.3 R#2.2.0 21/06/2021 1.4.10.1 R#2.2.0 21/06/2021
1.2.4 R#2.2.0 21/06/2021 1.4.10.2 R#2.2.0 21/06/2021
1.3 R#2.2.0 21/04/2021 1.4.11 R#2.2.0 21/06/2021
1.3.1 R#2.2.0 21/06/2021 1.4.12 R#2.2.0 21/06/2021
1.3.2 R#2.2.0 21/06/2021 1.4.13 R#2.2.0 21/06/2021
1.3.3 R#2.2.0 21/06/2021 1.4.14 R#2.2.0 21/06/2021
1.3.4 R#2.2.0 21/06/2021 1.4.15 R#2.2.0 21/06/2021
1.4 R#2.2.0 21/04/2021 1.5 R#2.2.0 21/06/2021
1.4.1 R#2.2.0 21/06/2021 1.5.1 R#2.2.0 04/11/2021

Page: xii List of Effective Sections
08 November 2021 REV # 2.2.0 04 NOV 2021
1.5.2 R#2.2.0 21/06/2021 2.4.5 R#2.2.0 21/06/2021
1.5.2.1 R#2.2.0 21/04/2021 2.5 R#2.2.0 21/06/2021
1.5.2.2 R#2.2.0 21/06/2021 2.6 R#2.2.0 21/04/2021
1.5.2.3 R#2.2.0 21/06/2021 2.6.1 R#2.2.0 21/06/2021
1.5.2.4 R#2.2.0 04/11/2021 2.6.2 R#2.2.0 21/06/2021
1.5.2.5 R#2.2.0 21/06/2021 2.6.3 R#2.2.0 21/04/2021
1.5.2.6 R#2.2.0 21/06/2021 2.6.3.1 R#2.2.0 21/06/2021
1.5.3 R#2.2.0 21/06/2021 2.6.3.2 R#2.2.0 21/06/2021
1.5.3.1 R#2.2.0 21/06/2021 2.6.3.3 R#2.2.0 21/06/2021
1.5.3.2 R#2.2.0 21/06/2021 2.6.4 R#2.2.0 21/06/2021
1.5.4 R#2.2.0 21/06/2021 2.7 R#2.2.0 21/04/2021
1.5.5 R#2.2.0 21/06/2021 2.7.1 R#2.2.0 21/06/2021
1.5.5.1 R#2.2.0 21/06/2021 2.7.2 R#2.2.0 21/04/2021
1.5.6 R#2.2.0 21/04/2021 2.7.3 R#2.2.0 21/06/2021
1.5.6.1 R#2.2.0 21/06/2021 2.7.4 R#2.2.0 21/06/2021
1.5.6.2 R#2.2.0 21/06/2021 2.7.5 R#2.2.0 21/06/2021
1.5.6.3 R#2.2.0 21/04/2021 2.7.6 R#2.2.0 21/06/2021
1.5.6.4 R#2.2.0 21/06/2021 2.8 R#2.2.0 21/04/2021
1.5.6.5 R#2.2.0 21/04/2021 2.8.1 R#2.2.0 21/06/2021
1.5.6.6 R#2.2.0 21/06/2021 2.8.2 R#2.2.0 21/06/2021
1.5.6.7 R#2.2.0 21/06/2021 2.9 R#2.2.0 21/04/2021
1.5.6.8 R#2.2.0 21/06/2021 2.9.1 R#2.2.0 21/06/2021
1.5.6.9 R#2.2.0 21/06/2021 2.9.2 R#2.2.0 21/06/2021
1.5.6.10 R#2.2.0 21/06/2021 2.9.3 R#2.2.0 21/06/2021
1.5.6.11 R#2.2.0 21/06/2021 2.9.4 R#2.2.0 21/06/2021
1.5.7 R#2.2.0 21/06/2021 2.9.5 R#2.2.0 21/06/2021
1.5.8 R#2.2.0 21/06/2021 2.10 R#2.2.0 21/04/2021
1.5.9 R#2.2.0 21/06/2021 2.10.1 R#2.2.0 21/06/2021
2 R#2.2.0 21/04/2021 2.10.2 R#2.2.0 21/06/2021
2.1 R#2.2.0 21/04/2021 2.10.3 R#2.2.0 21/06/2021
2.2 R#2.2.0 21/04/2021 2.10.4 R#2.2.0 21/06/2021
2.2.1 R#2.2.0 21/06/2021 2.10.5 R#2.2.0 21/06/2021
2.2.2 R#2.2.0 21/06/2021 2.10.6 R#2.2.0 21/06/2021
2.3 R#2.2.0 21/06/2021 3 R#2.2.0 04/11/2021
2.4 R#2.2.0 21/04/2021 3.1 R#2.2.0
2.4.1 R#2.2.0 21/06/2021 3.1.1 R#2.2.0 21/06/2021
2.4.2 R#2.2.0 21/06/2021 3.1.2 R#2.2.0
2.4.3 R#2.2.0 21/06/2021 3.1.2.1 R#2.2.0 21/06/2021
2.4.4 R#2.2.0 21/06/2021 3.1.2.2 R#2.2.0 21/06/2021

Page: xiii List of Effective Sections
08 November 2021 REV # 2.2.0 04 NOV 2021
3.1.2.2.1 R#2.2.0 21/04/2021 3.4.4.3 R#2.2.0 21/06/2021
3.1.2.2.2 R#2.2.0 21/04/2021 3.4.4.4 R#2.2.0 21/06/2021
3.1.2.2.3 R#2.2.0 21/04/2021 3.4.4.5 R#2.2.0 21/06/2021
3.1.2.2.4 R#2.2.0 21/04/2021 3.4.4.6 R#2.2.0 21/06/2021
3.1.2.3 R#2.2.0 21/04/2021 3.4.4.7 R#2.2.0 21/06/2021
3.1.2.4 R#2.2.0 21/06/2021 3.4.4.8 R#2.2.0 21/06/2021
3.1.2.4.1 R#2.2.0 21/06/2021 3.4.4.9 R#2.2.0 21/06/2021
3.1.3 R#2.2.0 21/06/2021 3.4.4.10 R#2.2.0 21/06/2021
3.1.3.1 R#2.2.0 21/04/2021 3.4.4.11 R#2.2.0 21/06/2021
3.1.3.2 R#2.2.0 21/06/2021 3.4.4.12 R#2.2.0 21/06/2021
3.1.3.3 R#2.2.0 21/06/2021 3.4.4.13 R#2.2.0 21/06/2021
3.1.3.4 R#2.2.0 21/06/2021 3.4.4.14 R#2.2.0 21/06/2021
3.1.3.5 R#2.2.0 21/06/2021 3.4.4.15 R#2.2.0 21/06/2021
3.1.3.6 R#2.2.0 21/06/2021 3.4.4.16 R#2.2.0 21/06/2021
3.1.3.7 R#2.2.0 21/06/2021 3.4.4.17 R#2.2.0 21/06/2021
3.1.3.8 R#2.2.0 21/06/2021 3.4.5 R#2.2.0 21/04/2021
3.1.3.9 R#2.2.0 21/06/2021 3.4.5.1 R#2.2.0 21/06/2021
3.1.3.10 R#2.2.0 21/06/2021 3.4.5.2 R#2.2.0 21/06/2021
3.1.3.11 R#2.2.0 21/06/2021 3.4.5.3 R#2.2.0 21/06/2021
3.1.3.12 R#2.2.0 21/06/2021 3.4.5.4 R#2.2.0 21/06/2021
3.2 R#2.2.0 3.4.5.5 R#2.2.0 21/06/2021
3.2.1 R#2.2.0 21/06/2021 3.4.5.6 R#2.2.0 21/06/2021
3.2.2 R#2.2.0 3.4.6 R#2.2.0 21/04/2021
3.2.3 R#2.2.0 21/06/2021 3.4.6.1 R#2.2.0 21/06/2021
3.3 R#2.2.0 3.4.6.2 R#2.2.0 21/06/2021
3.3.1 R#2.2.0 21/06/2021 3.4.6.3 R#2.2.0 21/06/2021
3.3.2 R#2.2.0 21/06/2021 3.4.7 R#2.2.0 21/04/2021
3.3.3 R#2.2.0 21/06/2021 3.4.7.1 R#2.2.0 21/06/2021
3.3.4 R#2.2.0 21/06/2021 3.4.7.2 R#2.2.0 21/06/2021
3.3.5 R#2.2.0 21/06/2021 3.4.7.3 R#2.2.0 21/06/2021
3.3.6 R#2.2.0 21/06/2021 3.4.7.4 R#2.2.0 21/06/2021
3.3.7 R#2.2.0 21/06/2021 3.4.7.5 R#2.2.0 21/06/2021
3.4 R#2.2.0 21/04/2021 3.4.7.6 R#2.2.0 21/06/2021
3.4.1 R#2.2.0 21/06/2021 3.4.7.7 R#2.2.0 21/06/2021
3.4.2 R#2.2.0 21/06/2021 3.4.7.8 R#2.2.0 21/06/2021
3.4.3 R#2.2.0 21/06/2021 3.4.7.9 R#2.2.0 21/06/2021
3.4.4 R#2.2.0 3.4.7.10 R#2.2.0 21/06/2021
3.4.4.1 R#2.2.0 21/06/2021 3.4.7.11 R#2.2.0 21/06/2021
3.4.4.2 R#2.2.0 21/06/2021 3.4.7.12 R#2.2.0 21/06/2021

Page: xiv List of Effective Sections
08 November 2021 REV # 2.2.0 04 NOV 2021
3.4.7.13 R#2.2.0 21/06/2021 3.6.3.6 R#2.2.0 21/06/2021
3.4.7.14 R#2.2.0 21/06/2021 3.7 R#2.2.0 21/04/2021
3.4.7.15 R#2.2.0 21/06/2021 3.7.1 R#2.2.0 21/06/2021
3.4.7.16 R#2.2.0 21/06/2021 3.7.2 R#2.2.0 21/06/2021
3.4.8 R#2.2.0 21/06/2021 3.7.3 R#2.2.0 21/06/2021
3.4.8.1 R#2.2.0 21/06/2021 3.7.4 R#2.2.0 21/06/2021
3.4.8.2 R#2.2.0 21/06/2021 3.7.5 R#2.2.0 21/04/2021
3.4.8.3 R#2.2.0 21/06/2021 3.7.5.1 R#2.2.0 21/06/2021
3.4.8.4 R#2.2.0 21/06/2021 3.7.5.2 R#2.2.0 21/06/2021
3.4.8.5 R#2.2.0 21/06/2021 3.7.5.3 R#2.2.0 21/06/2021
3.4.8.6 R#2.2.0 21/06/2021 3.7.5.4 R#2.2.0 21/06/2021
3.4.8.7 R#2.2.0 21/06/2021 3.7.5.5 R#2.2.0 21/06/2021
3.4.8.8 R#2.2.0 21/06/2021 3.7.6 R#2.2.0 21/04/2021
3.4.9 R#2.2.0 3.7.6.1 R#2.2.0 21/06/2021
3.4.9.1 R#2.2.0 21/06/2021 3.7.6.2 R#2.2.0 21/06/2021
3.4.9.2 R#2.2.0 21/06/2021 3.8 R#2.2.0 21/04/2021
3.4.9.3 R#2.2.0 21/06/2021 3.8.1 R#2.2.0 21/06/2021
3.4.9.4 R#2.2.0 21/06/2021 3.8.2 R#2.2.0 21/06/2021
3.4.9.5 R#2.2.0 21/06/2021 3.8.3 R#2.2.0 21/06/2021
3.4.9.6 R#2.2.0 21/06/2021 3.8.4 R#2.2.0 21/06/2021
3.5 R#2.2.0 4 R#2.2.0 21/04/2021
3.5.1 R#2.2.0 21/06/2021 4.1 R#2.2.0
3.5.2 R#2.2.0 21/06/2021 4.1.1 R#2.2.0 21/06/2021
3.5.3 R#2.2.0 4.1.2 R#2.2.0
3.5.3.1 R#2.2.0 21/06/2021 4.1.2.1 R#2.2.0 21/06/2021
3.5.3.2 R#2.2.0 21/06/2021 4.1.2.2 R#2.2.0 21/06/2021
3.5.3.3 R#2.2.0 21/06/2021 4.1.3 R#2.2.0
3.5.3.4 R#2.2.0 21/06/2021 4.1.3.1 R#2.2.0 21/04/2021
3.6 R#2.2.0 21/04/2021 4.1.3.2 R#2.2.0 21/06/2021
3.6.1 R#2.2.0 21/04/2021 4.2 R#2.2.0
3.6.2 R#2.2.0 4.2.1 R#2.2.0 21/06/2021
3.6.2.1 R#2.2.0 21/06/2021 4.2.2 R#2.2.0
3.6.2.2 R#2.2.0 21/06/2021 4.3 R#2.2.0 21/04/2021
3.6.3 R#2.2.0 21/04/2021 4.3.1 R#2.2.0 21/06/2021
3.6.3.1 R#2.2.0 21/06/2021 4.3.2 R#2.2.0 21/04/2021
3.6.3.2 R#2.2.0 21/06/2021 4.4 R#2.2.0
3.6.3.3 R#2.2.0 21/06/2021 4.4.1 R#2.2.0 21/06/2021
3.6.3.4 R#2.2.0 21/06/2021 4.4.2 R#2.2.0
3.6.3.5 R#2.2.0 21/06/2021 4.4.2.1 R#2.2.0 21/06/2021

Page: xv List of Effective Sections
08 November 2021 REV # 2.2.0 04 NOV 2021
4.4.2.2 R#2.2.0 21/06/2021 4.5.6.2 R#2.2.0 21/06/2021
4.4.2.3 R#2.2.0 21/06/2021 4.5.6.3 R#2.2.0 21/06/2021
4.4.2.4 R#2.2.0 21/06/2021 4.5.6.4 R#2.2.0 21/06/2021
4.4.2.5 R#2.2.0 21/06/2021 4.5.6.5 R#2.2.0 21/06/2021
4.4.2.6 R#2.2.0 21/06/2021 4.5.7 R#2.2.0 21/04/2021
4.4.2.7 R#2.2.0 21/06/2021 4.5.7.1 R#2.2.0 21/06/2021
4.4.2.8 R#2.2.0 21/06/2021 4.5.7.2 R#2.2.0 04/11/2021
4.4.3 R#2.2.0 4.5.7.3 R#2.2.0 21/06/2021
4.4.3.1 R#2.2.0 21/06/2021 4.5.7.4 R#2.2.0 21/04/2021
4.4.3.2 R#2.2.0 21/06/2021 4.5.7.5 R#2.2.0 21/06/2021
4.4.3.3 R#2.2.0 21/06/2021 4.5.7.6 R#2.2.0 21/06/2021
4.5 R#2.2.0 04/11/2021 4.5.7.7 R#2.2.0 04/11/2021
4.5.1 R#2.2.0 21/04/2021 4.5.8 R#2.2.0 21/06/2021
4.5.1.1 R#2.2.0 21/06/2021 4.5.9 R#2.2.0 21/06/2021
4.5.1.2 R#2.2.0 21/06/2021 4.5.10 R#2.2.0 21/06/2021
4.5.1.3 R#2.2.0 21/06/2021 4.5.11 R#2.2.0 04/11/2021
4.5.1.4 R#2.2.0 21/06/2021 4.6 R#2.2.0 21/04/2021
4.5.1.5 R#2.2.0 21/06/2021 4.6.1 R#2.2.0 21/06/2021
4.5.1.6 R#2.2.0 21/06/2021 4.6.2 R#2.2.0 21/04/2021
4.5.1.7 R#2.2.0 21/06/2021 4.6.2.1 R#2.2.0 21/06/2021
4.5.2 R#2.2.0 21/06/2021 4.6.2.2 R#2.2.0 21/06/2021
4.5.3 R#2.2.0 21/04/2021 4.6.2.3 R#2.2.0 21/06/2021
4.5.3.1 R#2.2.0 21/06/2021 4.6.3 R#2.2.0 21/04/2021
4.5.3.2 R#2.2.0 21/06/2021 4.6.3.1 R#2.2.0 21/06/2021
4.5.3.3 R#2.2.0 21/06/2021 4.6.3.2 R#2.2.0 21/06/2021
4.5.3.4 R#2.2.0 21/06/2021 4.6.3.3 R#2.2.0 21/06/2021
4.5.3.5 R#2.2.0 04/11/2021 4.6.4 R#2.2.0 21/04/2021
4.5.4 R#2.2.0 21/06/2021 4.6.4.1 R#2.2.0 21/06/2021
4.5.4.1 R#2.2.0 21/06/2021 4.6.4.2 R#2.2.0 21/06/2021
4.5.4.2 R#2.2.0 21/06/2021 4.6.4.3 R#2.2.0 21/06/2021
4.5.5 R#2.2.0 21/04/2021 4.6.4.4 R#2.2.0 21/06/2021
4.5.5.1 R#2.2.0 21/06/2021 4.6.4.5 R#2.2.0 21/06/2021
4.5.5.2 R#2.2.0 21/06/2021 4.6.4.6 R#2.2.0 21/06/2021
4.5.5.3 R#2.2.0 21/06/2021 4.6.5 R#2.2.0 21/06/2021
4.5.5.4 R#2.2.0 21/06/2021 4.6.6 R#2.2.0 21/04/2021
4.5.5.4.1 R#2.2.0 4.6.6.1 R#2.2.0 21/06/2021
4.5.5.4.2 R#2.2.0 4.6.6.2 R#2.2.0 21/04/2021
4.5.6 R#2.2.0 21/04/2021 4.6.6.3 R#2.2.0
4.5.6.1 R#2.2.0 21/06/2021 4.6.6.4 R#2.2.0 21/04/2021

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4.6.6.5 R#2.2.0 21/06/2021 4.9.3.1 R#2.2.0 21/06/2021
4.6.6.6 R#2.2.0 21/06/2021 4.9.3.2 R#2.2.0 21/06/2021
4.6.7 R#2.2.0 21/04/2021 4.9.3.3 R#2.2.0 21/06/2021
4.6.7.1 R#2.2.0 21/06/2021 4.9.4 R#2.2.0 21/04/2021
4.6.7.2 R#2.2.0 21/06/2021 4.9.4.1 R#2.2.0 21/06/2021
4.6.7.3 R#2.2.0 21/06/2021 4.9.4.2 R#2.2.0 21/06/2021
4.6.7.4 R#2.2.0 21/06/2021 4.9.4.3 R#2.2.0 21/06/2021
4.6.7.5 R#2.2.0 21/04/2021 4.9.4.4 R#2.2.0 21/06/2021
4.6.7.6 R#2.2.0 21/06/2021 4.9.5 R#2.2.0 21/06/2021
4.6.7.7 R#2.2.0 21/06/2021 4.9.5.1 R#2.2.0 21/06/2021
4.6.8 R#2.2.0 21/04/2021 4.9.5.2 R#2.2.0 21/06/2021
4.6.8.1 R#2.2.0 21/06/2021 4.9.6 R#2.2.0 21/06/2021
4.6.8.2 R#2.2.0 21/04/2021 5 R#2.2.0
4.6.8.3 R#2.2.0 21/06/2021 5.1 R#2.2.0 21/06/2021
4.6.8.4 R#2.2.0 21/06/2021 5.2 R#2.2.0 21/06/2021
4.6.9 R#2.2.0 21/04/2021 5.3 R#2.2.0 21/06/2021
4.6.9.1 R#2.2.0 21/06/2021 5.4 R#2.2.0
4.6.9.2 R#2.2.0 21/04/2021 5.4.1 R#2.2.0
4.6.10 R#2.2.0 21/04/2021 5.4.1.1 R#2.2.0 21/06/2021
4.6.10.1 R#2.2.0 21/06/2021 5.4.1.1.1 R#2.2.0 21/04/2021
4.6.10.2 R#2.2.0 21/06/2021 5.4.1.1.2 R#2.2.0 21/04/2021
4.6.10.3 R#2.2.0 21/06/2021 5.4.1.1.3 R#2.2.0 21/04/2021
4.6.11 R#2.2.0 21/06/2021 5.4.1.2 R#2.2.0 21/06/2021
4.6.12 R#2.2.0 21/04/2021 5.4.1.2.1 R#2.2.0 21/06/2021
4.6.12.1 R#2.2.0 21/06/2021 5.4.1.2.2 R#2.2.0 21/06/2021
4.6.12.2 R#2.2.0 21/06/2021 5.4.1.2.3 R#2.2.0 21/06/2021
4.6.12.3 R#2.2.0 21/06/2021 5.4.1.2.4 R#2.2.0 21/06/2021
4.7 R#2.2.0 21/06/2021 5.4.1.2.5 R#2.2.0 21/06/2021
4.8 R#2.2.0 21/04/2021 5.4.1.3 R#2.2.0 21/06/2021
4.9 R#2.2.0 21/04/2021 5.4.1.4 R#2.2.0 04/11/2021
4.9.1 R#2.2.0 21/06/2021 5.4.2 R#2.2.0 21/06/2021
4.9.2 R#2.2.0 21/04/2021 5.4.3 R#2.2.0
4.9.2.1 R#2.2.0 21/06/2021 5.4.3.1 R#2.2.0 21/06/2021
4.9.2.2 R#2.2.0 21/06/2021 5.4.3.1.1 R#2.2.0 21/06/2021
4.9.2.3 R#2.2.0 21/06/2021 5.4.3.1.2 R#2.2.0 21/06/2021
4.9.2.4 R#2.2.0 21/06/2021 5.4.3.1.3 R#2.2.0 21/06/2021
4.9.2.5 R#2.2.0 21/06/2021 5.4.3.2 R#2.2.0 21/06/2021
4.9.2.6 R#2.2.0 21/06/2021 5.4.3.2.1 R#2.2.0 21/06/2021
4.9.3 R#2.2.0 21/04/2021 5.4.3.3 R#2.2.0 21/06/2021

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5.4.3.4 R#2.2.0 21/06/2021 9.1.6 R#2.2.0 21/06/2021
5.4.4 R#2.2.0 21/06/2021 9.1.7 R#2.2.0 21/06/2021
5.5 R#2.2.0 21/06/2021 9.2 R#2.2.0 21/06/2021
5.6 R#2.2.0 21/06/2021 9.3 R#2.2.0 21/06/2021
5.7 R#2.2.0 04/11/2021 10 R#2.2.0 21/06/2021
5.8 R#2.2.0 11 R#2.2.0 04/11/2021
5.8.1 R#2.2.0 21/06/2021 12 R#2.2.0 21/06/2021
5.8.2 R#2.2.0 12.1 R#2.2.0 21/06/2021
6 R#2.2.0 21/04/2021 12.2 R#2.2.0 21/06/2021
6.1 R#2.2.0 21/04/2021 12.2.1 R#2.2.0 21/06/2021
6.2 R#2.2.0 21/04/2021 12.3 R#2.2.0 21/04/2021
6.3 R#2.2.0 21/04/2021 12.3.1 R#2.2.0 21/06/2021
6.4 R#2.2.0 21/04/2021 12.3.2 R#2.2.0 21/06/2021
6.5 R#2.2.0 21/04/2021 12.3.3 R#2.2.0 21/06/2021
6.6 R#2.2.0 12.3.4 R#2.2.0 21/06/2021
6.6.1 R#2.2.0 21/06/2021 12.3.5 R#2.2.0 21/06/2021
6.6.2 R#2.2.0 21/06/2021 12.3.6 R#2.2.0 21/06/2021
6.6.3 R#2.2.0 21/06/2021 13 R#2.2.0 04/11/2021
6.6.4 R#2.2.0 21/06/2021 13.1 R#2.2.0 04/11/2021
6.6.5 R#2.2.0 21/06/2021 13.1.1 R#2.2.0 04/11/2021
6.6.6 R#2.2.0 21/06/2021 13.1.2 R#2.2.0 04/11/2021
6.7 R#2.2.0 21/04/2021 13.1.3 R#2.2.0 04/11/2021
6.8 R#2.2.0 21/06/2021 13.2 R#2.2.0 04/11/2021
6.9 R#2.2.0 13.2.1 R#2.2.0 04/11/2021
7 R#2.2.0 21/06/2021 13.2.2 R#2.2.0 04/11/2021
7.1 R#2.2.0 21/06/2021 13.3 R#2.2.0 04/11/2021
8 R#2.2.0 13.3.1 R#2.2.0 04/11/2021
8.1 R#2.2.0 13.3.2 R#2.2.0 04/11/2021
8.2 R#2.2.0 13.3.3 R#2.2.0 04/11/2021
8.3 R#2.2.0 13.3.4 R#2.2.0 04/11/2021
8.4 R#2.2.0 13.3.5 R#2.2.0 04/11/2021
8.5 R#2.2.0 13.3.6 R#2.2.0 04/11/2021
9 R#2.2.0 21/06/2021 13.3.7 R#2.2.0 04/11/2021
9.1 R#2.2.0 21/06/2021 13.3.8 R#2.2.0 04/11/2021
9.1.1 R#2.2.0 21/06/2021 13.3.9 R#2.2.0 04/11/2021
9.1.2 R#2.2.0 21/06/2021 13.3.10 R#2.2.0 04/11/2021
9.1.3 R#2.2.0 21/06/2021 13.3.11 R#2.2.0 04/11/2021
9.1.4 R#2.2.0 21/06/2021 13.3.12 R#2.2.0 04/11/2021
9.1.5 R#2.2.0 21/06/2021 13.3.13 R#2.2.0 04/11/2021

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13.3.14 R#2.2.0 04/11/2021 13.11.2 R#2.2.0 04/11/2021
13.3.15 R#2.2.0 04/11/2021 13.11.3 R#2.2.0 04/11/2021
13.3.16 R#2.2.0 04/11/2021 13.11.4 R#2.2.0 04/11/2021
13.4 R#2.2.0 04/11/2021 13.12 R#2.2.0 04/11/2021
13.4.1 R#2.2.0 04/11/2021 13.13 R#2.2.0 04/11/2021
13.4.2 R#2.2.0 04/11/2021 13.14 R#2.2.0 04/11/2021
13.4.3 R#2.2.0 04/11/2021 13.14.1 R#2.2.0 04/11/2021
13.4.4 R#2.2.0 04/11/2021 13.14.2 R#2.2.0
13.4.5 R#2.2.0 04/11/2021 13.14.3 R#2.2.0 04/11/2021
13.4.5.1 R#2.2.0 04/11/2021 13.14.4 R#2.2.0 04/11/2021
13.4.5.2 R#2.2.0 04/11/2021 13.14.5 R#2.2.0 04/11/2021
13.4.5.3 R#2.2.0 04/11/2021 13.14.6 R#2.2.0 04/11/2021
13.4.5.4 R#2.2.0 04/11/2021 13.14.7 R#2.2.0 04/11/2021
13.4.6 R#2.2.0 04/11/2021 13.14.8 R#2.2.0 04/11/2021
13.4.6.1 R#2.2.0 04/11/2021 13.15 R#2.2.0 04/11/2021
13.4.6.2 R#2.2.0 04/11/2021 13.15.1 R#2.2.0 04/11/2021
13.4.6.3 R#2.2.0 04/11/2021 13.15.2 R#2.2.0 04/11/2021
13.4.6.4 R#2.2.0 04/11/2021 13.15.3 R#2.2.0 04/11/2021
13.4.6.5 R#2.2.0 04/11/2021 13.15.4 R#2.2.0 04/11/2021
13.4.6.6 R#2.2.0 04/11/2021 13.15.5 R#2.2.0 04/11/2021
13.5 R#2.2.0 04/11/2021 14 R#2.2.0
13.6 R#2.2.0 04/11/2021 14.1 R#2.2.0
13.7 R#2.2.0 14.2 R#2.2.0
13.7.1 R#2.2.0 04/11/2021 14.3 R#2.2.0
13.7.2 R#2.2.0 04/11/2021 14.4 R#2.2.0
13.8 R#2.2.0 04/11/2021 14.5 R#2.2.0 13/10/2020
13.9 R#2.2.0 04/11/2021 14.6 R#2.2.0
13.9.1 R#2.2.0 04/11/2021 14.7 R#2.2.0
13.9.2 R#2.2.0 04/11/2021 14.7.1 R#2.2.0
13.9.3 R#2.2.0 04/11/2021 14.7.2 R#2.2.0
13.9.4 R#2.2.0 04/11/2021 14.7.3 R#2.2.0
13.9.5 R#2.2.0 04/11/2021 14.7.4 R#2.2.0
13.9.6 R#2.2.0 04/11/2021 14.7.5 R#2.2.0
13.9.7 R#2.2.0 04/11/2021 14.7.6 R#2.2.0
13.10 R#2.2.0 04/11/2021 14.7.7 R#2.2.0
13.10.1 R#2.2.0 04/11/2021 14.7.8 R#2.2.0
13.10.2 R#2.2.0 04/11/2021 14.7.9 R#2.2.0
13.11 R#2.2.0 04/11/2021 15 R#2.2.0 21/04/2021
13.11.1 R#2.2.0 04/11/2021 15.1 R#2.2.0 04/11/2021

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15.1.1 R#2.2.0 21/06/2021 16.2 R#2.2.0 21/06/2021
15.1.2 R#2.2.0 21/06/2021 16.3 R#2.2.0 21/06/2021
15.1.3 R#2.2.0 21/06/2021 16.4 R#2.2.0 21/06/2021
15.1.4 R#2.2.0 21/06/2021 16.5 R#2.2.0 21/06/2021
15.1.5 R#2.2.0 04/11/2021 17 R#2.2.0 04/11/2021
15.2 R#2.2.0 04/11/2021 18 R#2.2.0 21/06/2021
15.2.1 R#2.2.0 21/06/2021 18.1 R#2.2.0 21/04/2021
15.2.2 R#2.2.0 21/06/2021 18.2 R#2.2.0 21/04/2021
15.2.3 R#2.2.0 04/11/2021 18.3 R#2.2.0 21/04/2021
16 R#2.2.0 21/06/2021 18.4 R#2.2.0 21/04/2021
16.1 R#2.2.0 21/06/2021 19 R#2.2.0
END OF SECTION
Highlights
0.2 Purpose and scope 0.2
Revised item
0.4.1 Revision record 0.4.1
New item
1.1.6.12.3 Delivery at Aircraft 1.1.6.12.3
New item
1.5.1 Information and Communication to Passengers 1.5.1
Revised item
1.5.2.4 Handling Procedures 1.5.2.4
Revised item
3 Aircraft General Safety / Servicing Operations 3
New item
4.5.3.5 Identifying Shipments Requiring Special Handling 4.5.3.5
Revised item
4.5.7.7 Securing of Dangerous Goods 4.5.7.7
Revised item
4.5.11 Freighter Aircraft Handling 4.5.11
New section
5.4.1.4 Notification to the Captain 5.4.1.4
Revised item
5.7 Documentation 5.7
Revised item
13 Annex I: Deicing / Anti-icing 13
Completely revised annex

15 Annex T: Equipment in Compartment (EIC); Company Mail and Company Material (COM) 15
Revised annex
17 Annex X: Dangerous Goods 17
New item
Chapter Abbr
GHM - Effective from Page: 1/12 Abbreviations
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Abbreviations
No abbreviations found.
Chapter 0
GHM - Effective from Page: i Table of Contents
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0 General.............................................................................................................................................................1
0.1 Foreword.................................................................................................................................................... 1
0.2 Purpose and scope.................................................................................................................................... 2
0.3 Applicability and Access.............................................................................................................................3
0.4 Manual Updates......................................................................................................................................... 4
0.4.1 Revision record................................................................................................................................ 4
0.5 Organization, Documentation and Management........................................................................................5
0.5.1 Service Delivery Manager................................................................................................................ 5
0.5.2 Ground Operations Management Documents and Records............................................................ 6
0.6 Training.......................................................................................................................................................8
0.6.1 Training Programs............................................................................................................................8
0.6.2 Job-specific Training........................................................................................................................ 9
0.6.3 Dangerous Goods Training............................................................................................................ 10
0.6.4 Safety Training............................................................................................................................... 11
0.6.5 Training Records............................................................................................................................12
END OF SECTION
Chapter 0
GHM - Effective from Page: 1/12 General
08 November 2021
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0 General
Prepared by: Name: Signature: Date:
Policies & Standards
Manager Ground Szymon BORATYNSKI 04 NOVEMBER 2021
Operations
Approved by: Name: Signature: Date:
WAH Post Holder

Roland TISCHNER 04 NOVEMBER 2021
Ground Operation
WUK Post Holder

Boyan GEORGIEV 04 NOVEMBER 2021
Ground Operations
0.1 Foreword
Dear Colleagues,
We have put together this Ground Handling Manual to support you in the key roles of providing safe
services in aircraft handling and assistance to our passengers.
We have tried to cover all aspects of the operation, but as one of those closest to the customer, you
may spot something we have missed or which needs to be clearer. If so, please do let us know so
that we can put it right.
Wizz Air is not just another airline. We want to be the best in everything we do and we want our
customers to know that. We try to keep the operation simple, friendly and transparent. No hidden
terms and conditions and no surprises.
Our success will depend on staying close to our customers and their needs. In this we also need your
help – please do pass back to us any ideas for service improvement which you identify in your daily
work.
Best regards,
Roland Tischner - Post Holder Ground Operations – Wizz Air Hungary
Boyan Georgiev - Post Holder Ground Operations - Wizz Air UK
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0.2 Purpose and scope

The Ground Handling Manual (GHM) is the basic document governing Wizz Air Ground Operations to
assure safe, economic, and effective conduct of all operation activities.
It has been prepared in accordance with the relevant provisions of EASA Regulatory System of
Implementing Regulations (IRs) under Regulation (EC) 965/2012 and the responsibilities mandated
to the airline under EASA ORO.GEN.200 Management System.
Ground Operations of Wizz Air UK - existing EASA documents remain valid pursuant to provisions in
Schedule 8 of the European Union (Withdrawal) Act 2018 and schedule 3 of the Aviation Safety
(Amendment etc.) (EU Exit) Regulations 2019 of the UK Parliament and shall be accepted as part of
UK domestic aviation law governed by the UK Civil Aviation Authority. Until the UK CAA replaces
them with the relevant CAA document names and numbers, existing EASA document names and
numbers remain valid for the operation of Wizz Air UK in accordance with UK Law.
This manual is based on (as far as applicable):
• National Aviation Authorities rules and regulations
• ICAO and IATA Standards and Procedures (including IATA Dangerous Goods Regulations)
• Airbus Aircraft Maintenance Manuals (AMM)
• Airbus Weight and Balance Manual
• Company policies, procedures and possible further constraints as defined in the rules and
regulations imposed by the states in which Wizz Air operates
• Wizz Air Operations Manual (OM) and Organization Management Manual (OMM)
• Wizz Air UK Operations Manual (OM) and Organization Management Manual (OMM)
• The latest published version of SAE Global Aircraft Deicing Standards
The content of this manual adopts IATA Ground Operations Manual (IGOM) as a minimum standard
after performing an up-to-date gap analysis of the company own procedures against the IGOM to
ensure a complete set of procedures exists for the applicable operations. Any variations identified
against the IGOM procedures are communicated to applicable operational personnel of outsourced
functions by publishing this manual and any subsequent updates.
Although the Male gender is used throughout this manual the content equally applies to all
employees.
For abbreviations and definitions please refer to Annex A: Glossary.
The language used throughout the manual is English.
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0.3 Applicability and Access

This manual is intended to be used as a set of ground operations procedures in the conduct of
ground handling functions by the staff performing tasks related to passenger and aircraft handling,
ramp supervision, fuelling, de-icing, cleaning, catering etc. It must be available (accessible) in a
readily usable format at each location where ground handling operations are conducted.
Access to GHM and other Wizz Air support material is provided at the Wizz Air Handling Agent
(WHA) website via individual login details: https://wizzaironline.sharepoint.com/sites/external
Wizz Air has its own reservation system – Navitaire Newskies Skyspeed, and DCS application –
Navitaire Newskies Skyport or GoNow. User guides for Skyspeed and Skyport are incorporated in the
Wizz Air Check-in and Sales Manual (CSM). In case of login problems, Handling Agent should
contact Wizz Air IT Helpdesk via one of the following channels:
- email: helpdesk@wizzair.com
- telephone: +36 1 777 9366 during office hours or +36 70 777 9366 at out of hours
The content of this manual is accepted and approved by Wizz Air Hungary and Wizz Air UK Ground
Operations Postholders.
Wizz Air’s company organizational structure, duties, responsibilities and accountabilities, Safety &
Compliance management systems and Emergency Response planning are contained in the Wizz Air
Organization Management Manual (OMM).
Any questions in respect of the information contained in this manual should be addressed to the Wizz
Air Ground Operations Department.
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0.4 Manual Updates

The Ground Handling Manual will be updated periodically by the Wizz Air Ground Operations Team.
Full review of the GHM is normally performed yearly and includes update against relevant rules,
regulation, standards and procedures from current version of IATA IGOM and any other industry
documents on which the manual is based. Any changes from previous revision will be marked on the
left page margin.
Any ad-hoc updates (e.g mandatory regulatory changes, urgent safety-related procedures, change in
company policy) will be communicated to the contracted service providers via Station Orders (SO) in
electronic format.
Acknowledgement of distribution is performed via the WHA website and / or confirmation
e-mail to the responsible Ground Operations Manager.
0.4.1 Revision record

Revision number Revision date Effectivity date Notes
1.1.0 21 APR 2020 01 MAY 2020 Initial issue
1.2.0 28 OCT 2020 01 NOV 2020 General Update
2.1.0 21 JUN 2021 01 JUL 2021 Major Update
2.2.0 04 NOV 2021 08 NOV 2021 General Update
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0.5 Organization, Documentation and Management

Wizz Air Group (Wizz Air Hungary, Wizz Air UK, Wizz Air Abu Dhabi airlines) outsources ground
operations activities to ground handling agents and airport operators throughout its network.
Management and supervision of ground operations activities is maintained via the Ground Operations
team consisting of Ground Operations Managers and Postholders.
The Handling Agent shall have an organization and management system, including definition of
responsibilities and authority, for the management of all ground handling functions associated with
ground administration and supervision, ramp operations, passenger services, baggage services,
catering services, cleaning and aircraft servicing, ground transport services, weight and balance
control, ground support equipment and fuel services.
The Handling Agent shall have a system for the management of personnel assigned to its ground
handling operations, to include assurance of competence, training, education, skills and experience.
The Handling Agent shall have an operating manual containing corporate standards that meet
company and applicable regulatory requirements, and include policies, processes, procedures and
practices for all ground handling operations. It must be available (accessible) in a readily usable
format at each location where ground handling operations are conducted.
The Handling Agent shall also have a process to always ensure access to the current IATA
Dangerous Goods Regulations (DGR).
The Handling Agent shall have a Safety Management System that includes policy, purpose,
applicability, responsibilities, training, operating procedures, risk management, audits, inspections,
performance monitoring, emergency response, risk assessment and hazard / mishap evaluations.
The Handling Agent shall have a system that ensures areas of non-compliance are determined
(either through the audit process or operational experience) and addressed, including responsibilities
and associated timelines for corrective action.
The Handling Agent shall have access and use appropriate ground handling facilities to ensure the
safe handling of Wizz Air flights.
The Handling Agent shall have policy designed to prevent and treat problems created in relation to
operations by use of psychoactive substances and medication and to comply with the applicable
laws. A policy on the prevention and detection of misuse of psychoactive substances by safety-
sensitive personnel (persons who might endanger aviation safety if they perform their duties and
functions improperly) under its direct control, to ensure that safety sensitive personnel will not
undertake his function or perform duties when under the influence of any psychoactive substance or
when unfit due to medication, or other similar causes by reason of which human performance is
impaired.
The Handling Agent shall have a procedure to ensure that one designated individual is responsible
for supervision and oversight of ramp operations during a Wizz Air turnaround (often referred to as
"ramp agent", "dispatcher", "red-cap" or any other locally defined position).
If the Handling Agent utilizes an electronic system for the management and control of operational
ground handling records, the Handling Agent shall ensure the system provides for a scheduled
generation of backup record files.
0.5.1 Service Delivery Manager

In selected airports, Wizz Air will request the appointment of a “Service Delivery Manager”. Working
for the Ground Handling Agent, the SDM will be fully knowledgeable in the Wizz Air product and will
be the key contact for the airport and the airline for all issues relating to the Wizz Air Ground Handling
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operation. The typical elements of the SDM role are described below, although there may be local
variances as agreed with the Wizz Air Ground Operations Manager.
• Ensure Handling Agent is delivering the Wizz Air product, and working in compliance with Wizz
Air's standards, policies & procedures in all areas.
• Develop and maintain effective working relationships with other partners & service providers to
resolve obstacles and ensure optimum working relationship for a smooth operation.
• Constantly monitor operational performance against all the measures relating to the contract and
SLAs and ensuring consistent delivery against these measures.
• Management and supervision of operational documentation: Ensuring access to online manual
database is available to all staff and that all bulletins have been filed and communicated to all
staff, and enacted locally as required.
• Investigate and respond to ASRs, GORs and customer complaints. Ensure follow up actions are
implemented to prevent reoccurrence. Identify trends and take preventative and corrective action.
• Ensure all personnel engaged in the handling of the Wizz Air product have been given
comprehensive training in their duties and that training records are documented and maintained,
including required refresher training.
• Facilitate and support Wizz Air Audits. Manage any resulting NCRs.
• Maintain statistics and monitor all aspects of operational performance for the Wizz Air product.
Daily reporting of on-time performance to relevant Wizz Air Ground Operations Manager.
0.5.2 Ground Operations Management Documents and Records

The primary purpose of document management and control is to ensure necessary, accurate and up-
to-date documents are available to those personnel required to use them and to include, in the case
of outsourced operational functions, employees of external service providers.
The list of requirements is set out in the table below on the management and control requirements of
the given documentation.
For internal distribution of its manuals Wizz Air uses an online cloud based electronic document
distribution and content management system Comply 365 (https://wizzair.comply365.net).
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0.6 Training
0.6.1 Training Programs
The Handling Agent shall have training programs that include initial and recurrent training to ensure
that employees engaged in ground handling operations establish and retain their effectiveness in
carrying out associated duties. Such training programs shall cover:
(a) Wizz Air and regulatory approval, as applicable.
(b) Initial training covering job-specific subjects (see Chapter "Job-specific Training" below), DGR,
safety, familiarization training with Wizz Air procedures - to be completed by all Handling
Agent staff as relevant to their job function, prior to being assigned to perform any operational
duties on Wizz Air flights.
(c) Recurrent training (including Wizz Air product training)- at an interval not exceeding 36 months
from the date of previous training.
(d) Re-qualification training applicable to personnel that become unqualified for any reason, prior
to being reassigned to perform operational duties.
Both initial and recurrent training shall include a process of qualification through written, oral and/or
practical evaluation. The pass mark set by Wizz Air for airline product training is 80% and for all other
training Wizz Air accepts the pass mark set by an industry recognized and certified provider.
Both initial and recurrent Wizz Air product trainings shall include a process of evaluation of the
employee prior to being assigned to perform any operational duties on Wizz Air flights through written
examination.
All failed training shall be retaken in the shortest time possible. Agents who have failed any of their
mandatory training and/or Wizz Air product training shall not be assigned to perform any operational
duty on Wizz Air flights until the training is successfully completed.
Documentation used in preparation of training programs for ground staff, shall as a minimum include:
• Wizz Air Ground Handling Manual,
• IATA Airport Handling Manual (AHM)
• IATA Dangerous Goods Regulations Manual
• any other local or national handling rules and regulations (to avoid legal violations, the most
restrictive procedure shall be adhered to)
• ICAO Annex 17
• ICAO Doc 7192
• ICAO Doc 8973
• National Aviation Security Program
• EC 300/2008
• Local emergency response plan
• Airside severe weather plan
The Handling Agent shall have a process for reviewing and updating training programs to ensure:
• Continuous improvement and effectiveness.
• Incorporation of the latest regulatory and operational changes in a timely manner.
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The Handling Agent shall ensure their staff are familiar with operational, safety and other relevant
updates, via read and sign forms or equivalent process with traceable acknowledgement.
If oral or practical (on the job) evaluation methods are in use, the evaluation shall be documented in
detail, describing particular areas of operational activity on which the employee has been evaluated
and their evaluation results recorded.
0.6.2 Job-specific Training

The staff of Handling Agent shall complete the following training relevant to their functions:
i Passenger Handling
• safety elements,
• security regulations,
• irregularity, incident, accident reporting procedures,
• dangerous goods regulations acc. IATA DGR manual,
• principles of the check-in, boarding and the passenger flow,
• the use of local DCS, or local/carrier’s procedures for manual check-in,
• local procedures for determining baggage weight,
• reporting to load control (passengers / baggage),
• awareness of effects excessive and oversized hand baggage may have on safety or the
quality of the service,
• Basics on check-in conditions for infants and PRM, AVIH and PETC.
ii Lost and Found
• principles of Lost and Found,
• the use of the WorldTracer system or manual procedure.
iii Baggage Handling
• principles of baggage categories and loading.
iv Aircraft Handling – Loading and Ramp Activity
• airside safety and safety elements including FOD prevention,
• airside driver training consistent to AHM611, (if applicable),
• manual handling of load,
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• safety during aircraft fuelling,

• principles of aircraft loading,
• handling of loads requiring special attention,
• loading incompatibilities,
• consequences of load damage and spillage,
• positioning and operation of loading and servicing equipment,
• passenger boarding bridge operations (if applicable),
• notification to commander of load being carried,
• passenger embarkation/disembarkation procedures,
• standards of aircraft cleaning, lavatory and fresh water servicing,
• aircraft movement operations.
v Mass and Balance and Load Control
• introduction to mass and balance,
• moments and balance,
• aircraft stability,
• aircraft performance limitations,
• aircraft structural limitations,
• load planning,
• issuing loading instructions,
• calculation of payload and loadsheet preparation,
• basics of meteorology,
• manual handling of load,
• principles of aircraft loading,
• handling of loads requiring special attention,
• loading incompatibilities,
• consequences of load damage and spillage,
• notification to commander of load being carried
• handling of loads requiring special attention
vi Aircraft Movement Control
Refer to IATA Airport Handling Manual AHM 700 – 785 for responsibilities and specialized
training requirements.
0.6.3 Dangerous Goods Training

The staff of Handling Agent shall complete initial Dangerous Goods (DG) training in accordance with
the applicable requirements of the State in which personnel carry out such duties, or if there are no
such requirements, the requirements of the current edition of the IATA DGR (including recognition of
undeclared dangerous goods).
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The Dangerous Goods training program shall ensure that ground handling personnel are:
• able to identify mail, cargo (including DGR) and refuse it from loading onto Wizz Air flights.
• able to identify shipments labelled with “Cargo Aircraft Only” label and refuse it from loading onto
Wizz Air flights.
Recurrent DG training shall be completed every 24 months.
Aspects of Transport of Dangerous Goods by Air Operators and Ground Handling Agents
with which staff should be familiar, as a
minimum 6 7 8 9 10 11
General Philosophy X X X X X X
Limitations X X X X X X
General Requirements for Shippers X
Classification X
List of Dangerous Goods X X
General Packing Requirements X
Packing Instructions X
Labelling and Marking X X X X X X
Shipper’s Declaration and other relevant
X X
Documentation
Acceptance Procedures X
Recognition of Undeclared Dangerous Goods X X X X X X
Storage and Loading Procedures X X X
Pilot’s Notification X X X
Provisions for Passengers and Crew X X X X X X
Emergency Procedures X X X X X X
6. Operator’s and ground handling agent’s staff accepting dangerous goods
7. Operator’s and ground handling agent’s staff accepting cargo, mail or stores (other than dangerous
goods)
8. Operator’s and ground handling agent’s staff involved in handling, storage and loading of cargo,
mail or stores and baggage
9. Passenger handling staff
10. Flight crew members and load planners
11. Crew members (other than flight crew members)
0.6.4 Safety Training

The Handling Agent shall include in its training programs the safety elements that follow:
(a) Safety management awareness
(b) Human factors
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(c) Rules and regulations

(d) Accidents and incidents
(e) Personal protection
(f) Workplace hazards
(g) Equipment operation
(h) Housekeeping
(i) Emergency situations
(j) Airside markings
(k) Ramp safety (including FOD prevention)
0.6.5 Training Records

The Handling Agent shall have a system for maintaining training records that provides for retention,
identification, storage, protection, retrieval and disposal. Training and evaluation records shall be
retained for a minimum period of 36 months from the most recent training or evaluation completion
date and must be made available upon request.
END OF SECTION
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1 Passenger Handling Procedures...................................................................................................................1

1.1 Passenger Departure................................................................................................................................. 1
1.1.1 Pre-Departure Activities................................................................................................................... 1
1.1.1.1 Ticket Sales Counter................................................................................................................. 1
1.1.1.2 Passenger Pre-Flight Preparation............................................................................................. 1
1.1.2 Check-In Counter Requirements......................................................................................................2
1.1.2.1 Check-In Counter Setup............................................................................................................ 2
1.1.2.2 Prior to opening the check-in counters...................................................................................... 3
1.1.3 Passenger Check-In.........................................................................................................................3
1.1.3.1 General......................................................................................................................................3
1.1.3.2 Check-In Deadlines................................................................................................................... 4
1.1.3.3 Operating Carrier, Marketing Carrier and Wet Lease................................................................ 4
1.1.3.4 Check-In Types..........................................................................................................................4
1.1.3.4.1 General............................................................................................................................... 4
1.1.3.4.2 Manual Check-In.................................................................................................................5
1.1.3.4.3 Through Check-In............................................................................................................... 5
1.1.3.4.4 Return Check-In..................................................................................................................5
1.1.3.4.5 Self-Service Check-In......................................................................................................... 5
1.1.3.4.6 Off-site Check-In................................................................................................................. 5
1.1.3.4.7 Back-Up Check-In Procedures........................................................................................... 6
1.1.3.5 Check-In Counter Opening........................................................................................................6
1.1.4 Passenger Acceptance.................................................................................................................... 6
1.1.4.1 Requirements for Passenger Acceptance................................................................................. 6
1.1.4.1.1 General Policy on Disruptive Passengers...........................................................................8
1.1.4.1.2 Disruptive Passengers On Board........................................................................................8
1.1.4.2 Seating...................................................................................................................................... 8
1.1.4.3 Exit Row Seating....................................................................................................................... 9
1.1.5 Travel Documents and Verification...................................................................................................9
1.1.5.1 General......................................................................................................................................9
1.1.5.2 Advance Passenger Information............................................................................................. 10
1.1.5.3 Name Change......................................................................................................................... 10
1.1.6 Baggage Acceptance..................................................................................................................... 11
1.1.6.1 General.................................................................................................................................... 11
1.1.6.2 Cabin Baggage........................................................................................................................ 11
1.1.6.2.1 General............................................................................................................................. 11
1.1.6.2.2 Cabin Baggage Types.......................................................................................................11
1.1.6.2.3 Cabin Baggage Acceptance............................................................................................. 13
1.1.6.2.4 Procedures at Check-in.................................................................................................... 13
1.1.6.2.5 Procedures at Boarding Gate........................................................................................... 14
1.1.6.2.6 Accepting Cabin Baggage into the hold............................................................................14
1.1.6.3 Checked Baggage................................................................................................................... 15
1.1.6.3.1 General............................................................................................................................. 15
1.1.6.3.2 Standard Baggage Acceptance........................................................................................ 15
1.1.6.3.3 Baggage Drop-Off.............................................................................................................16
1.1.6.3.4 Baggage Drop-Off and Self-Service Devices....................................................................16
1.1.6.3.5 Checked Baggage Security.............................................................................................. 16
1.1.6.4 Dangerous Goods in Baggage................................................................................................ 16
1.1.6.5 Baggage Pooling..................................................................................................................... 17
1.1.6.6 Bulky and Oversized Baggage................................................................................................ 17
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1.1.6.7 Checked Baggage Allowance..................................................................................................17

1.1.6.8 Excess Baggage......................................................................................................................18
1.1.6.9 Baggage Tagging.....................................................................................................................19
1.1.6.10 Types of Baggage Tags......................................................................................................... 19
1.1.6.10.1 Manual Baggage Tag...................................................................................................... 19
1.1.6.10.2 Electronic Baggage Tag.................................................................................................. 19
1.1.6.10.3 Home Printed Baggage Tag............................................................................................19
1.1.6.10.4 Fallback Baggage Tag.................................................................................................... 20
1.1.6.11 Checked Baggage Destination.............................................................................................. 20
1.1.6.12 Special Baggage................................................................................................................... 20
1.1.6.12.1 Cabin Seat Baggage.......................................................................................................20
1.1.6.12.2 Crew Baggage................................................................................................................ 21
1.1.6.12.3 Delivery at Aircraft...........................................................................................................21
1.1.6.12.4 Sporting Equipment........................................................................................................ 22
1.1.6.12.5 Wheelchairs and Mobility Aids........................................................................................ 22
1.1.6.12.6 Acceptance of PETC and AVIH...................................................................................... 24
1.1.6.12.7 Service Animals and Emotional Support Animals...........................................................24
1.1.6.12.8 Human Remains............................................................................................................. 25
1.1.6.13 Carriage of Firearms..............................................................................................................25
1.1.6.14 Musical Instruments...............................................................................................................25
1.1.6.15 Special Declaration For Checked Baggage...........................................................................25
1.1.6.16 Security Removed Items from Baggage................................................................................26
1.1.7 Passenger Boarding.......................................................................................................................26
1.1.7.1 Preparation for Boarding......................................................................................................... 26
1.1.7.2 Passenger Boarding Process.................................................................................................. 27
1.1.7.2.1 Queue pre-check.............................................................................................................. 29
1.1.7.2.2 Wizz Priority Services....................................................................................................... 29
1.1.7.2.3 Wizz Air Gate Announcements......................................................................................... 31
1.1.7.3 Passenger Boarding Discrepancies........................................................................................ 33
1.1.7.4 End of boarding....................................................................................................................... 33
1.1.7.5 Boarding in Case of DCS Breakdown..................................................................................... 34
1.1.8 Information to the Crew..................................................................................................................34
1.1.9 Post Flight Departure Activities...................................................................................................... 34
1.1.9.1 Messages................................................................................................................................ 34
1.1.9.2 Flight Document Retention...................................................................................................... 34
1.1.9.3 Flight Close-Out.......................................................................................................................35
1.2 Passenger Security.................................................................................................................................. 36
1.2.1 Security of Documents................................................................................................................... 36
1.2.1.1 Boarding Passes and Baggage Tags...................................................................................... 36
1.2.1.2 Disposal of Printed Documents............................................................................................... 36
1.2.1.3 Counter and Area Security...................................................................................................... 36
1.2.2 Passenger Suitability for Travel......................................................................................................36
1.2.3 Security of Passengers and their Baggage....................................................................................37
1.2.4 Restricted Areas.............................................................................................................................37
1.3 Passenger Arrival Transfer and Tranist....................................................................................................38
1.3.1 Pre-Arrival...................................................................................................................................... 38
1.3.2 Arrival............................................................................................................................................. 38
1.3.3 Transfer (Passenger Handling at Connecting Airport)................................................................... 38
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1.3.4 Transit............................................................................................................................................ 38
1.4 Special Categories of Passengers........................................................................................................... 39
1.4.1 Unaccompanied Minors (UMNR)................................................................................................... 39
1.4.2 Infants and Children....................................................................................................................... 39
1.4.2.1 Infants......................................................................................................................................39
1.4.2.2 Children................................................................................................................................... 39
1.4.3 Groups........................................................................................................................................... 40
1.4.3.1 Check-In.................................................................................................................................. 40
1.4.3.2 Non-Standard Groups............................................................................................................. 40
1.4.4 Handling of Passengers with Reduced Mobility (PRM)..................................................................41
1.4.4.1 General – Passengers with Reduced Mobility.........................................................................41
1.4.4.2 Passengers with Reduced Mobility..........................................................................................42
1.4.4.3 Sear Assignment..................................................................................................................... 43
1.4.4.4 Maximum Number and Assistance Requirement.................................................................... 43
1.4.4.5 Passengers with Visual or Hearing Impairments.....................................................................43
1.4.4.6 Mentally Disabled Passengers................................................................................................ 44
1.4.5 Passenger Requiring Medical Clearance.......................................................................................44
1.4.5.1 General....................................................................................................................................44
1.4.5.2 Medical Information Form........................................................................................................45
1.4.5.3 Advance Notification................................................................................................................45
1.4.5.4 Seating.................................................................................................................................... 45
1.4.5.5 Request for Assistance without Advanced Notice................................................................... 45
1.4.6 Handling of PRMs not Requiring Medical Clearance..................................................................... 46
1.4.6.1 Handling.................................................................................................................................. 46
1.4.6.2 Right of Refusal of PRM's and/or MEDA Cases......................................................................46
1.4.7 Stretcher Transport........................................................................................................................ 46
1.4.8 Oxygen for Medical Use.................................................................................................................46
1.4.9 Inadmissible Passengers and Deportees.......................................................................................47
1.4.9.1 Inadmissible Passengers (INAD).............................................................................................48
1.4.9.2 Deportees................................................................................................................................ 50
1.4.9.3 Seating of INAD/DEPO............................................................................................................51
1.4.9.4 Travel Documents of INAD/DEPO...........................................................................................51
1.4.10 Unruly Passengers.......................................................................................................................51
1.4.10.1 General Conditions of Passenger Carriage...........................................................................51
1.4.10.2 Handling Unruly Passengers During Check-In or Boarding.................................................. 52
1.4.11 Service Animals............................................................................................................................52
1.4.12 Medical Equipment (POC and RPD)............................................................................................52
1.4.13 Wizz Air Staff Passengers............................................................................................................53
1.4.14 Expectant Mothers....................................................................................................................... 53
1.4.15 Extra Seat.................................................................................................................................... 53
1.5 Passenger Disruptions............................................................................................................................. 55
1.5.1 Information and Communication to Passengers............................................................................ 55
1.5.2 Delays............................................................................................................................................ 55
1.5.2.1 Disruptions Know Prior/Durign Check-in................................................................................. 56
1.5.2.2 Disruption know Prior/During Boarding................................................................................... 56
1.5.2.3 Disruption Upon Arrival............................................................................................................56
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1.5.2.4 Handling Procedures............................................................................................................... 56

1.5.2.5 Rebooking............................................................................................................................... 58
1.5.2.6 Refreshment Vouchers............................................................................................................ 58
1.5.3 Cancellations / Diversions..............................................................................................................60
1.5.3.1 Flights Cancelled As a Result of Extraordinary Circumstances ............................................. 61
1.5.3.2 Flights Cancelled For Reasons Other Than a Result of Extraordinary Circumstances...........61
1.5.4 Change of Equipment (Aircraft Type).............................................................................................62
1.5.5 Denied Boarding due to Unavailability of Seats (Overbooking)..................................................... 62
1.5.5.1 Volunteers for Denied Boarding - Guidance Procedure ......................................................... 65
1.5.6 Mishandled or Unclaimed Baggage............................................................................................... 66
1.5.6.1 General....................................................................................................................................66
1.5.6.2 Storage of Mishandled / Unidentified / Unclaimed Baggage................................................... 66
1.5.6.3 Handling of Mishandled / Unidentified / Unclaimed Baggage..................................................66
1.5.6.4 Delivery of Mishandled Baggage.............................................................................................68
1.5.6.5 On-Hand baggage................................................................................................................... 68
1.5.6.6 Secondary Tracing...................................................................................................................68
1.5.6.7 Mishandled Mobility Aids......................................................................................................... 68
1.5.6.8 Mishandled AVIH..................................................................................................................... 69
1.5.6.9 Legal Time Limits for Reporting...............................................................................................69
1.5.6.10 Repairs and replacements of baggage..................................................................................69
1.5.6.11 Baggage Left Behind Due Aircraft Restrictions..................................................................... 70
1.5.7 Passenger Injuries......................................................................................................................... 70
1.5.8 Missed Flight.................................................................................................................................. 70
1.5.9 Hotel Accommodation.................................................................................................................... 71
END OF SECTION
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Procedures
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1 Passenger Handling Procedures
1.1 Passenger Departure

1.1.1 Pre-Departure Activities
1.1.1.1 Ticket Sales Counter
If a ticket sales counter is located at the airport, display either electronic or manual versions of:
(a) Wizz Air signage
(b) Dangerous goods notifications
(c) Information on passenger rights in accordance with the provision in the General Conditions of
Carriage (GCC)
(d) List of fees applied to ancillary items sales
1.1.1.2 Passenger Pre-Flight Preparation

Prepare check-in for flights prior to the opening of airport check-in and verify all necessary data has
been transferred into the check-in system correctly.
(a) Review the booking status.
(b) Confirm the passenger's name feed e.g. Passenger Name List (PNL) and Additions and
Deletions List (ADL) was properly transmitted in one of the following ways and match the
booking status:
1) Sent from Newskies directly to the DCS used locally, or
2) Sent via SITA message, or
3) A manual check-in list retrieved from the NewSkies system by handling agent.
If a 3rd-party DCS is used and the names cannot be sent directly to the DCS, the Handling
Agent must enter the names manually.
(c) Using the SkySpeed / SkyPort / GoNow system for crosscheck ensure all SSR codes for Hold
Baggage, Priority Boarding, Airport Check-in and seat numbers have migrated to the DCS
used.
(d) Block seats if required for security officers, crew, weight and balance limitations, and if seats
are unserviceable.
(e) Confirm the seating plan is set according to the actual aircraft type and version. The seat
maps for Wizz Air fleet can be found in the Annex Y.
(f) Check the number of booked passengers. In case of overbooking, follow Wizz Air procedures
specified in 1.5.5.
(g) Review the flight remarks, if applicable.
(h) Record the passenger status on Passenger Name Record (PNR) if applicable.
(i) Review the boarding time, departure time, and gate closing time. Brief staff about the reason
for any delays.
(j) Apply payload restrictions, if any.
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(k) Review the passenger list for SSR and all passengers requesting assistance (e.g. PRM,
service animals, special baggage etc.), and pre-assign a seat according to the aircraft type
seating map as described in Annex Y.
(l) Check if passengers seated in emergency exit rows meet the requirements listed in Annex Y.
(m) If not pre-reserved, prepare seating for families traveling with infants or children - check INF
seating and if there are 2 or more INF in a half row (A-B-C or D-E-F seats), reseat them.
(n) Review notifications and include handling instructions, if pre-advised for specific passenger
and/or baggage.
(o) In case of reseating passengers, print airport boarding card with the new seat in advance and
exchange passengers’ online boarding cards at the time of check-in or boarding.
(p) Where free/open seating is applied, inform the crew and passengers and ensure special
category passengers have appropriate seats.
(q) Open Check-in once the pre-flight preparation is complete.
Bookings of passengers whose names do not appear on the list must be checked by referring to the
NewSkies system or by calling the Call Centre Airport Helpdesk (AHD). If a passenger who is not
booked is accepted for travel, the Handling Agent will be charged the lowest fare available at the time
of departure.
1.1.2 Check-In Counter Requirements

1.1.2.1 Check-In Counter Setup
Every Wizz Air flight shall be handled with two types of check-in lanes (marked appropriately) - Wizz
Priority service lane; and "All Other" customers lane.
(a) For dedicated check-in:
• Not less than 2 counters per flight shall be arranged.
• Standard check-in set up is 1 Wizz Priority counter + 1 All Other counter.
(b) For common check-in

• In case of two or more Wizz Air flights operated at the same, common check-in could
be applied.
• Flight Information Display Screens and check-in counter screens shall clearly display
the common check-in area, where the passengers can use any desk within the open
check-in window.
• For the duration of the overlapping check-in windows the amount of open check-in
desks shall not be less than the rounded-up sum of simultaneous flights multiplied by
1.5 for A320 and 2.0 for A321.
• Ensure that passengers entering the queuing area adhere to the open check-in window.
• 15 minutes prior check-in closure of a particular flight, all passengers for this flight -
standing within the queue shall be called forward and handled with priority.
• Wizz Priority Lane shall be facilitated by assigning one or more counters for Wizz
Priority customers only. In case the dedicated Wizz Priority check-in queue is empty,
the check-in agent shall call the next customer in the non-priority queue.
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• As a principle, not less than 1 priority desk for every 2 simultaneous flights shall be
facilitated.
Example:
2 flights 1x PRB desk 2x nonPRB desks Total: 3 desks
3 flights 2x PRB desks 3x nonPRB desks Total: 5 desks
1.1.2.2 Prior to opening the check-in counters

(a) Start and test equipment.
(b) Ensure scales are functioning and calibrated.
(c) Stock boarding card and bag tag printers.
(d) Ensure adequate stock of any Wizz Air specific tags, handling forms, information on
passenger rigths.
(e) Display required signage and mark counter per type (Priority or All Other). Where applicable,
notices should be displayed to advise passengers on baggage regulations and guidelines.
(f) Ensure dangerous goods notifications are prominently displayed at the check-in area as well
as ticket offices, baggage drop-off areas, self-serve check-in areas.
(g) Ensure the relevant signage concerning EU Passenger Rights are displayed at check-in. Any
fine received due to not displaying this information will be recharged to the handling agent.
(h) Prepare check-in queues, stanchions, baggage seizers, etc.
1.1.3 Passenger Check-In

1.1.3.1 General
Check-in is the complete sequence of steps that involves the registration of passengers and their
baggage in a Departure Control System (DCS) or manual system, the labelling of the baggage and
the issuance of one or more boarding passes. Boarding passes containing the passenger's name
and additional unique identifying data shall be issued to all passengers, either on paper or
electronically.
Passenger handling agent will:
(a) Provide boarding passes, bag tags for check-in (manual and computerized with LRT), bag
tags for excess/oversized bags removed from passengers at the gate and refreshment
vouchers (if required).
Multiple use of a boarding card is not acceptable.
(b) Inform passengers and/or public about time of arrival and/or departure of Wizz Air’s aircraft
and surface transport.
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(c) Provide 3rd-party local DCS or manual check-in or use Wizz Air’s in-house DCS Navitaire
Newskies Skyport or GoNow (DCS subject to agreement with Wizz Air).
• When using a local DCS, the PNL will be sent from Navitaire Newskies directly to the
DCS.
• If using manual check-in or if the DCS is not compatible and/or not available, the
Handling Agent will obtain the manual PNL from the Navitaire Newskies system.
(d) Subject to contractual agreement, collect fees from passengers in cash and / or card payment.
(e) Treat a passenger whose mobile boarding pass is not available (device battery has gone flat
or device has been lost / screen is damaged, etc.) in the same way as a lost online check-in
paper boarding pass.
Any costs incurred by Wizz Air due to errors made by the Handling Agent will be recharged to the
Handling Agent.
Once a passenger is checked-in it is still possible to add optional services online up to 3 hours before
STD. This will check-out the passenger, whereas repeating the check-in process and producing new
boarding card will be required. Additional services can also be purchased at the airport where full
service fee will be payable.
If the passenger's personal data provided during online check-in are incorrect, the passenger should
contact airport check-in desk for data correction not later than flight check-in closure time 40 minutes
before STD. If the discrepancy is not corrected before departure - travel should be refused.
Travel Information Manual book or access to current passport, visa and health documentation
regulations for passengers must be available at least for the check-in supervisor.
1.1.3.2 Check-In Deadlines

Online check-in closes STD -3h.
Close check-in at the airport no later than -40mins, respecting applicable passenger rights and
encouraging all passengers to make their way to gate immediately from check-in, to ensure an on-
time departure. Pass all relevant information to the gate and dispatch staff immediately upon check-in
closure.
1.1.3.3 Operating Carrier, Marketing Carrier and Wet Lease

Advise the passenger of the operating carrier no later than at the time of check-in, if different from the
one noted as the “carrier” on the ticket.
1.1.3.4 Check-In Types

1.1.3.4.1 General
Check-in may be provided at check-in counters, via self-service methods such as web check-in,
kiosks or mobile application and may be performed using a DCS or manually.
Passengers can pre book “Airport Check-in” during booking, via the Call Centre or at the Airport
Sales Desk for an additional charge.
Passenger may print the online boarding pass and present it together with their valid travel
documents at airport security and boarding gate or use online boarding pass on an electronic device.
At certain airports the local authorities require printed boarding passes; for passengers presenting
online boarding pass on a mobile device, reprinting boarding card at the check-in is free of charge.
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CKIN/CHKD SSR code on the manifest indicates that the passenger has already checked in, but in
the case of a lost home-printed boarding pass the passenger must be sent to the sales desk to pay
the “Airport Check-in Fee”.
APCI SSR code next to the name on the manifest means that the passenger either paid for airport
check-in service already or online check-in is not available at the airport of departure and passenger
is entitled to be checked-in at the airport free of charge.
PRB or PASS or PLUS SSR codes will indicate that the passenger has paid for Wizz Priority
Services, which is a priority boarding service. When one of the above codes shows on the
passenger’s record a Priority Boarding sticker must be placed on the boarding pass.
When a passenger pays for Priority Services at the airport, the Sales Desk must place the Priority
Boarding sticker on the boarding pass on receipt of payment.
PASS - Privilege Pass – additional yearly membership which can be bought on Wizz Air website and
including priority boarding, trolley bag and seat selection service (including extra legroom seats).
1.1.3.4.2 Manual Check-In

Where no DCS is available, apply established manual check-in procedures at manned check-in
counters.
1.1.3.4.3 Through Check-In

Wizz Air operates only point-to-point flights: strictly no onward or connecting flights.
1.1.3.4.4 Return Check-In

The check-in for the return flight at the airport is not applicable for Wizz Air flights.
1.1.3.4.5 Self-Service Check-In

Information about web check-in and applicable destinations can be found on www.wizzair.com
Web / mobile check-in may be offered at no additional charge if the passenger is departing from an
airport where web check-in is in use, any local airport-specific conditions are met and the passengers
meets all other qualifying criteria.
“OLCI” SSR Code on the manifest indicates that passenger has selected online check-in at the time
of booking.
For passengers who purchased seat allocation directly or bought bundles which contains seat
selection, web check-in is available from 30 days up to 3 hours before the scheduled time of
departure. For passengers who didn’t purchase seat in advance, web check-in is available from 48
hours up to 3 hours before the scheduled time of departure.
1.1.3.4.6 Off-site Check-In

Off-site check-in is not applicable for Wizz Air flights.
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1.1.3.4.7 Back-Up Check-In Procedures

In case of DCS and/or Baggage Handling System (BHS) failure a local back-up check-in system can
be used if available. Local back-up procedures shall be established in every station in line with Wizz
Air procedures and tested regularly.
1.1.3.5 Check-In Counter Opening

Standard Wizz Air airport check-in open window is from -120min to -40min before the scheduled time
of departure. In exceptional cases where operational requirements mandate the opening and/or
closure time might differ – upon alignment with the responsible Ground Operations Manager.
Conduct a staff briefing for check-in agents before the check-in counters are opened, receive and
review any summarized flight information.
1.1.4 Passenger Acceptance

1.1.4.1 Requirements for Passenger Acceptance
When accepting passengers observe the following:
(a) Welcome and greet the passenger.
(b) Ask for an itinerary/booking confirmation and an official travel document (e.g. passport,
national ID card, etc.) and verify validity.
(c) Pay attention to any signs showing that passenger might not be allowed to travel e.g. unruly
behavior, signs of illness.
(d) Identify the passenger it the check-in system, accept the passenger and assign a seat in line
with Wizz Air procedures.
(e) Update passenger and baggage information and add any SSR to the DCS if required and
apply any related fees.
(f) If required apply irregularity handling in line with procedures in case of over-sales (Denied
Boarding due to Unavailability of Seats).
(g) Hand over the boarding passes and give information about departure gate, boarding time and
eventual flight irregularities if applicable.
(h) Say goodbye and show the direction to the boarding gate.
In accordance with Wizz Air General Conditions of Carriage, Wizz Air and its Handling Agents have
the right to refuse to carry any passenger, if such action is necessary, for one of the following
reasons:
(a) We reasonably believe that the refusal of the carriage is necessary for security reasons (e.g.
Passenger is intoxicated).
(b) We reasonably believe that the carriage may endanger the life, health, physical integrity and
comfort of the Passenger and/or those on board.
(c) We reasonably believe that Passenger's age, mental or physical state may endanger the
Passenger and/or those on board or the property thereof.
(d) The Passenger's physical state, Passenger's clothes or behaviour frighten, disgust or
scandalize those on board.
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(e) The Passenger violated the code of conduct on a previous flight and We reasonably believe
that the Passenger will repeat this behavior.
(f) We have previously notified the Passenger that We would not at any time carry Him / Her on
Wizz Air flights.
(g) We could have also refused Passenger's reservation.
(h) The Passenger refused to go through immigration and/or customs formalities.
(i) The Passenger refused to submit Himself / Herself or His / Her Baggage to the security check.
(j) The Passenger have not paid the applicable Fare, taxes, charges, or Fees for Other Services.
(k) The Passenger owes Wizz Air any money in respect of a flight(s).
(l) We reasonably believe that the refusal of the carriage is necessary to comply with the rules
and regulations of any of the Countries Affected by Carriage.
(m) The Passenger does not hold a valid Boarding Pass or valid Travel Documents (including the
destruction of such documents in the course of carriage) or cannot present at boarding the
Travel Documents used at online check-in or if The Passengeris not EU/EEA citizen and used
online check-in, He / She fails to present a Boarding Pass stamped at the check-in desk.
(n) The Passenger does not meet or We reasonably believe that The Passenger does not meet
the entry requirements of the country of the Agreed Stopping Place or the Place of Destination
(including failure to provide information about His / Her Travel Documents not later than 4
hours prior to the scheduled flight departure time through Wizz Air website when travelling to
Place of Destinations where it is compulsory).
(o) The Passenger attempts to enter a country through which He / She may only be in transit.
(p) The Passenger refuses to hand over His / Her Travel Documents to Wizz Air staff or to the
competent authorities - against a certificate of receipt - when demanded.
(q) The Passenger cannot prove that He / She is the person named in the reservation, especially
if the name in the reservation is not identical to the name in the Travel Document He / She
provides at the airport.
(r) The Passenger failed to inform Wizz Air about His / Her special needs or about His / Her
intention to carry a special Baggage or item of conditional carriage.
(s) The Passenger needs special support that Wizz Air are unable to provide or would incur
disproportionately high expenditure.
When it is identified by any staff member that it may be necessary to refuse carriage to a passenger,
the matter must be referred to the Handling Agent Duty Manager. Careful consideration must be
given to imposing any refusal, and the situation should be handled as delicately as possible.
Prior to embarkation ground staff retain ultimate authority for the refusal of carriage of any disruptive
passenger. The decision as to the suitability for carriage should not be passed from ground staff to
the PIC or Cabin Attendant.
After embarkation the PIC retains ultimate authority for the refusal of carriage of any disruptive
passenger.
f a passenger is refused travel the Disruptive Passenger Report form (see Annex Z) shall be
completed and uploaded to WHA website and DISR SSR code added to the passenger’s booking in
NewSkies.
Passengers who are refused travel prior to boarding the flight can be rebooked on the next available
flight on payment of the Flight Change Fee.
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1.1.4.1.1 General Policy on Disruptive Passengers

To empower staff to take reasonable steps to prevent unruly, disruptive and drunken behaviour and,
when it occurs, to deal with it as effectively as practicable.
To support crew and ground staff taking such action.
To encourage the police to prosecute disruptive and drunken passengers in appropriate cases,
especially when there have been assaults on Wizz Air or ground handling staff.
To assist and support staff who are required, after an incident, to give witness statements to the
police or to appear in court proceedings when passengers are prosecuted.
To provide appropriate training to Wizz Air staff in dealing with conflict and its aftermath.
Applying the guideline below shall help Passenger Handling Agents to determine how to filter a
possibly intoxicated or unruly passenger during check-in / boarding. The aim of the guideline – also
known as ABCD check - is to help in decision making whether to accept this passenger for the flight
or not. The following elements should be checked:
(a) A - Actions: Aggressive, Threatening, Violent, Disturbing, Previous actions
(b) B - Behaviour: Cooperative, Friendly, Non aggressive, Polite, Positive, Disturbing
(c) C - Communication: Clear, Efficient, Well mannered, Clear speech, Not interrupting, Sending
and receiving
(d) D - Double check with: Supervisor / Colleague
1.1.4.1.2 Disruptive Passengers On Board

The PIC will advise the Handling Agent (via the Ground to Air frequency when it becomes available
on approach) that they require the police to meet the aircraft.
On arrival the Handling Agent is given a copy of the Flight Disturbance Report that has been
completed by the Senior Cabin Attendant (of which the passenger also receives a copy). The
Handling Agent is required to:
(a) Scan and send the the form to the Security Department at aviation.security@wizzair.com
(b) Keep the form in trip file in case of any further query.
Wizz Air will cancel the return booking of any passenger who causes a disturbance on board
jeopardizes flight safety. Under NO circumstances is the booking of the passenger to be reinstated or
changed for another date. Refunds will NOT be given for any cancelled sector(s).
1.1.4.2 Seating
Each passenger (except infants not occupying a separate seat) is assigned and individual seat
number of each flight.
Seat assignment will be carried out by the system for all online checked-in passengers 3 hours
before the scheduled time of departure. Passengers can choose their seat online or via the Call
Center.
Seat numbers will appear in the DCS system together with other SSR codes and will be displayed on
their online check-in boarding card or mobile boarding card.
At the time of passenger acceptance:
(a) Check if a seat had been allocated already.
(b) If not, allocate a random seat to the passenger.
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(c) Observe seating restrictions for emergency exit rows and procedures for seating special
categories of passengers as described in Annex Y.
In case of airport issued boarding pass, the seat number shall be highlighted on the boarding card by
circling it. Door to be used for boarding shall be highlighted on the boarding card by writing “FRONT”
(if seat is allocated between rows 1-15 on A320 and 1-20 on A321) or “REAR” (if seat is allocated
between rows 16-31 on A320 and rows 21-40 on A321) on it. For better communication, local
language may be used.
Passengers can change their seats online (up to 3 hours before departure) or at the airport for an
additional fee.
Passengers can only change seat to a higher class seat free of charge in case of operational
reasons. In case of such changes, comment shall be added to the passenger’s reservation,
describing the reason of free seat change.
Passengers are only entitled for refund if they cannot get their seat for operational reasons, for
example seat is inoperative, passenger moved to a new flight due to overbooking and cannot get the
seat they paid for, etc.
If a passenger has chosen a seat which is not suitable (for example, person under the age of 16
years chosen emergency exit seat), refund is not applicable. Refunds can only be processed via
Wizz Air website (http://wizzair.com/claims).
Allocate seating for special categories of passengers in accordance with the policies in Annex Y.
1.1.4.3 Exit Row Seating

Occupancy of emergency exit rows is restricted in accordance with requirements listed in Annex Y.
Before assigning an exit row seat to a passenger verify that a passenger of a correct age is willing,
physically and mentally able to open the emergency exit in case of an emergency evacuation and
able to understand the instructions given by the crew.
Individually check if passengers seated in the emergency exit seats meet the requirements listed in
Annex Y by aircraft type.
1.1.5 Travel Documents and Verification

It is passenger’s own responsibility to have the necessary travel documents (passport, National ID
card, visa etc.) vaccination certificates and meeting all other requirements of the country to which he
is travelling.
The same travel document given during the web check-in must be presented at airport security and
boarding gate.
1.1.5.1 General
(a) Check the validity of the ticket regarding to the itinerary, flight, date, carrier, reservation status,
class, and restrictions.
(b) Check the ticket for the flight destination and confirm this with the passenger.
(c) Verify the passenger's identity against the travel document presented, including review of the
date of birth, expiry status of document, a visual comparison of the photo to the passenger,
and ensure the name on the travel document matches the booked name.
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Ensure each passenger has the same name in the reservation as she/he has in the travel
document. Charge “name change fee” if a different passenger wants to use the reservation.
Name change fee is not applicable in case of obvious spelling mistakes.
(d) Verify the travel document is valid and good for all persons traveling.
(e) Report any document that shows signs of tampering.
(f) Locate the passenger in the DCS and review any special remarks.
(g) Check travel documents for destination.
(h) Review visa or entry conditions/limitations, if required.
(i) Collect Advanced Passenger Information (API), if required.
(j) When you identify an issue with a document, notify your supervisor who will contact the
appropriate authority for assistance.
If the passenger cannot comply with the applicable requirements of the country of destination he /
she shall be refused travel.
Subject to contractual agreement, all charges and fines imposed on Wizz Air as a result of
passengers being accepted without a valid passport and/or visa will be recharged to the handling
agent (charges and fines due fraudulent documents will not be recharged).
1.1.5.2 Advance Passenger Information

Many governments require airlines to submit Advanced Passenger Information (API) including data
elements related to the passengers (eg. date of birth, nationality) and travel document (e.g. number,
expiry date) at specified times for all passengers arriving into the country.
Information is generally collected at the time of check-in, or provided from data collected during
booking, and verified during presentation of the travel document. The handling agent shall collect API
data at the time of airport check-in, or review data already provided.
The handling agent shall transmit API data as per the request by the recipient authority and as
specified.
The handling agent shall always protect passenger's personal information and securely dispose of
any related paperwork not kept on file.
1.1.5.3 Name Change

Once a passenger is checked-in, name change can also be made with the following conditions:
• The same passenger is travelling on the return flight but passenger’s name has not been changed
on onward flight by mistake (for example, station of origin let passenger travel with nickname or
initials).
• The correct name must be put in comment as the system not allows name change for one route
only, therefore name cannot be corrected in the system.
• The relevant Ground Ops Manager must be notified by e-mail about such name changes.
• Passenger must pay the Name Change Fee.
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1.1.6 Baggage Acceptance

1.1.6.1 General
Baggage is defined as a passenger’s personal effects, which he wishes to take with him on his
journey. Therefore, we must recognize that the baggage must be treated with the same high degree
of care and attention as the passenger himself. When a passenger checks in baggage for his flight,
he entrusts us to return it to him, in the same condition, promptly on arrival at his destination.
Everybody involved, passenger and ramp handling staff at the departure and arrival points, must
ensure this is achieved.
The Handling Agent Airport Manager is responsible for creating and maintaining local procedures and
resources in regards of baggage handling. They must ensure adequate controls to protect baggage
from theft.
Generally, the following items are not accepted for carriage (either as cabin or checked-in baggage):
(a) Any item likely to endanger the aircraft persons or property;
(b) Any item for which the carriage is forbidden for any applicable laws, regulations or orders of
any State to be flown from, into or over;
(c) Any item which causes discomfort or disgust to those on board.
1.1.6.2 Cabin Baggage

1.1.6.2.1 General
Cabin baggage is baggage that is carried and stowed in the cabin under the passengers’ control and
custody.
It is commonly referred to as hand baggage, carry-on baggage or unchecked baggage.
A wheelchair must always be carried in the hold. Other items needed by special assistance
passengers may be carried in the cabin, if space permits.
Passengers who have purchased an extra seat are entitled to the cabin baggage allowance for both
seats.
1.1.6.2.2 Cabin Baggage Types

Cabin baggage includes:
(a) Baggage carried within the free carry-on baggage allowance.
(b) Free carry-on items permitted in addition to the standard allowance includes the following
small size personal properties without paying additional fee:
• coat or a blanket;
• a cellular phone;
• a reasonable amount of reading material for the flight;
• for children under the age of two: food for the flight; infants are not entitled to any
personal allowance, however a baby stroller, pushchair or pram is allowed to be carried
free of charge for infant or child.
• duty free items bought in the airside departure lounge, after passing through the
security check;
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• a pair of crutches for the physically disabled;

• rear-facing infant car seat equipped with inside seat belt, if the infant travels on a
separate purchased aircraft seat, and the car seat is equipped with a latch which
enables it to be securely fastened with the passenger seat belt.
(c) For items of dangerous goods permitted in cabin baggage, see GHM Annex X: Dangerous
Goods.
Wizz Air allows only 2 types of cabin bags with the following standards:
(a) carry-on bag (up to 40 x 30 x 20cm)
(b) trolley bag (up to 55 x 40 x 23cm)
The above mentioned dimensions for cabin bags allowance include side pockets, but exclude wheels
and handles. Maximum weight is 10kg for both types of cabin baggage.
Passengers are allowed to carry a pair of ski boots on the aircraft as their one piece of cabin
baggage provided they are within the above dimension and weight restrictions.
Children receive the same baggage allowance as adults.
Infants are not entitled to free baggage allowance (apart from baby stroller, pushchair or pram).
Cabin baggage allowance for non-Priority bookings

For non-Priority bookings strictly one piece of cabin baggage per passenger is allowed - a carry-on
bag with a dimension up to 40 x 30 x 20cm.
For all cases where the non-Priority allowance is exceeded the applicable Baggage Fee shall be
applied (LACBC, LACBG, BAGD or BAGG).
1x CARRY-ON (40x30x20cm) FREE OF CHARGE
1x ITEM between 40x30x20cm LACBC – if the baggage is presented at the check-in, or

and 55x40x23cm LACBG – if the baggage is presented at the gate.
1x CARRY-ON (40x30x20cm)
plus LACBC – if the baggage is presented at the check-in, or
1x ITEM between 40x30x20cm LACBG – if the baggage is presented at the gate.
and 55x40x23cm
BAGD – if the baggage is presented at the check-in, or
BAGG – if the baggage is presented at the gate.
Any item exceeding
55x40x23cm In both cases, the baggage shall be taken away from the
passenger, tagged appropriately (DCS bag tag at the check-in or
limited release tag at the gate) and loaded in the aircraft hold.
Cabin Baggage Allowance for Priority Service Bookings

Passengers who purchased Wizz Priority or products with Priority Service included are allowed to
take 2 items on board: one carry-on bag and one trolley bag. If the size of the carry-on or trolley bag
item is over the limit, one of them shall be checked in with the applicable Hold Baggage Fee.
1x CARRY-ON + 1x TROLLEY BAG (40x30x20cm +
FREE OF CHARGE
55x40x23cm)
1x TROLLEY BAG OVER 55x40x23cm BAGD or BAGG FEE
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2x BAGS (40x30x20cm AND >55x40x23cm) BAGD or BAGG FEE

2x BAGS (1x <55x40x23cm AND 1x >55x40x23cm) BAGD or BAGG FEE
1.1.6.2.3 Cabin Baggage Acceptance

Cabin baggage can only be accepted if it:
(a) Is suitable for air carriage according to to its weight, size or nature.
(b) Can fit under the seat or be stowed in the overhead compartment.
(c) Is suitably packed.
(d) Conforms with airport security and safety procedures.
(e) Restrictions:
• Certain items, because of their weight, size or nature are only accepted with the prior
consent of the airlines.
• For security reasons, many countries restrict the carriage of liquids, aerosols and gels
in hand baggage.
• Items refused by security screening must be hold-checked or refused from transport
completely if not allowed in checked baggage.
• For Dangerous Goods items permitted or excluded form cabin baggage, see GHM
Annex X: Dangerous Goods .
1.1.6.2.4 Procedures at Check-in

When passenger comes to check-in at the airport, their cabin baggage must be assessed in size,
weight and intended number of pieces by putting it in the appropriate basket on the baggage sizer. In
case of non-compliance, the appropriate fee must be charged.
(a) Weigh carry-on bags if they appear to exceed the specified weight/size limit.
(b) Refer the passenger to the baggage sizer.
(c) Attach an “approved cabin baggage” tag, if applicable.
(d) If the carry-on baggage exceeds the free allowance size and/or weight, it must be hold-
checked, with applicable charges.
(e) Be aware of dangerous goods that may be commonly carried, but are not permitted. Ask the
passenger if they have any of these items by using Dangerous Goods display for visualization.
(f) Items that are removed by security screening personnel may only be accepted in checked
baggage as per acceptance procedures.
On flights where are operational issues connected with too large amount of cabbing baggage are
expected, and if the cabin bag of passenger with Priority Service properly fits in the baggage sizer
basket, offer the passenger to check it in free of charge. If it is checked in free of charge, mark the
boarding card with the applicable sticker.
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1.1.6.2.5 Procedures at Boarding Gate

Check for items that are unacceptable, oversized and/or overweight or exceed the number of pieces
as free cabin allowance, using the cabin baggage sizer and according to the same rules as at the
check-in counter.
Collect any cabin baggage that cannon be accommodate on board due to above reasons or due to
limited storage space and place it in hold.
1.1.6.2.6 Accepting Cabin Baggage into the hold

Prior to boarding the aircraft, all additional and/or oversized pieces of hand baggage shall be
removed from the passengers, tagged accordingly and placed in the hold (subject to Gate Baggage
Fee). A Baggage Bingo Card must be produced for items tagged at the gate and passed to the Ramp
Agent to add to final baggage reconciliation.
(a) Check with the passenger that the cabin baggage contents comply with the GHM Annex X:
Dangerous Goods. Verify whether the passenger has removed any items specifically
prohibited in cabin baggage (such as lithium batteries, etc.).
(b) Advise the passenger to remove any personal documents or medications, valuables and
sensitive or fragile objects.
(c) Accept, with applicable charges.
(d) Tag gate-checked bags using a limited released tag or hand luggage in hold tag.
(e) Ensure the baggage tagged at the gate is considered for load control by adding the
information in the DCS (number of pieces and weight) system.
(f) Inform the passenger to pick up their gate-checked bags at the baggage claim area on arrival.
(g) Inform ramp staff and load control of the gate baggage to be loaded.
Staff must be very vigilant in checking the passenger’s cabin baggage to ensure that it is within
allowed weight, dimension and piece limitation. If the cabin baggage is exceeding the limits the
following rules apply (non-Priority passengers):
1X CARRY-ON 40X30X20CM FREE OF CHARGE
1X CARRY-ON BETWEEN 40X30X20 AND 55X40X23 LACBG FEE
1X TROLLEY BAG OVER 55X40X23 BAGG FEE
2X CARRY-ONS (40X30X20 EACH) LACBG FEE
2X BAGS (40X30X20 AND >55X40X23) BAGG FEE
2X BAGS BETWEEN 40X30X20 AND 55X40X23 LABCG + BAGG FEE
2X BAGS (1X <55X40X23 AND 1X >55X40X23) LABCG + BAGG FEE
2X BAGS OVER 55X40X23 2X BAGG FEE
Ground Handling agent shall confirm to passengers whose hand baggage does not comply with the
baggage policy that their bags will not travel if they fail to pay the applicable Gate Baggage Fee.
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1.1.6.3 Checked Baggage

1.1.6.3.1 General
Wizz Air does not transport mail, cargo, live animals in the cargo compartments or any types of
Dangerous Goods (other than those small amounts specified as "exempted quantities" by IATA DGR
regulations). It is the responsibility of the Handing Agent not to accept for transportation and not to
load such shipment on Wizz Air flights.
(a) Checked baggage is taken in custody by the operator who issues, validates or updates a
baggage tag.
(b) Checked baggage is carried in the hold of the aircraft on which the passenger is travelling but
remains inaccessible to the passenger during the flight.
(c) The operator may refuse to carry and handling agent may refuse to accept checked baggage
that is likely to endanger the aircraft or persons or property on board the aircraft, is
inadequately packed or unsuitable for air carriage due to its weight, size or nature or forbidden
by law, regulations, security standards or safety standards of any state to be flow from, to or
over.
(d) Every piece of checked baggage shall have a baggage tag attached showing the tag number,
flight number and the passenger's name.
(e) A maximum single item weight is 32 kilograms.
Certain items, because of their weight, size or nature, are only accepted with prior consent.
1.1.6.3.2 Standard Baggage Acceptance

Accept checked baggage that is appropriately packaged and labeled with passenger identification.
(a) Ensure dangerous goods notifications are on display and verify with the passenger that the
checked baggage does not contain any forbidden dangerous goods.
(b) Review weight and pieces information for recording in the DCS and for applying appropriate
fees.
(c) Ask the passenger the following security-related questions:
• Could anyone have interfered with your baggage since you packed it?
• Are you carrying anything for anyone else?
(d) Be aware of items that, due to their nature, may contain dangerous goods. Confirmation must
be sought from passengers that they are not carrying any prohibited items.
(e) Ensure that the number and weight of each piece of checked baggage has been transferred
automatically or manually to the load control office. When special baggage is accepted,
ensure that the person in charge of weight and balance calculation task is informed
accordingly.
(f) Attach appropriate baggage tag for the journey.
Prior to leaving check-in each passenger must be reminded to keep control of their baggage and not
accept items from any other person. This reminder shall be issued after the two questions have been
asked at the check-in desk. e.g. "Now that you have checked in, please do not accept further items
from other persons to take on the flight."
Ensure all damaged and/or unsuitably packed bags presented at check-in are tagged with Limited
Release.
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1.1.6.3.3 Baggage Drop-Off

Passengers who have used a self-service check-in facility may drop their checked baggage at a
baggage drop-off:
(a) Review the boarding pass and pull up the passenger data in the check-in system.
(b) Verify identity and travel document, assess carry-on baggage, and accept checked baggage.
(c) Add or update baggage information and any Special Service Requests (SSR) to the DCS if
required and apply any related fees.
1.1.6.3.4 Baggage Drop-Off and Self-Service Devices

Where baggage self-service devices are in use, please observe following:
(a) Follow the agreed procedure for the number of staff per machine undertaking assistance and
supervision activities.
(b) Proactively guide passengers to self-service options to manage waiting times and passengers
flow.
1.1.6.3.5 Checked Baggage Security

The principal purpose of security measures towards hold baggage is to prevent the clandestine
introduction of explosives or incendiary devices on board aircraft. Therefore, hold baggage shall be
accepted only from bona fide passengers in possession of a valid ticket and processed by a
responsible agent or authorized representative of Wizz Air.
Each piece of hold baggage shall be protected against unauthorized access from the point it is
accepted for carriage (including off-airport check-in) or screened, whichever is earlier, up until it is
loaded into the aircraft hold. Security measures shall be implemented for storage, handling systems
and loading to ensure prevention of unauthorized access, tampering or introduction of prohibited
articles into the hold baggage. Screened hold baggage should be kept under surveillance at all times
(i.e., CCTV, physical presence).
All hold baggage must be screened before being loaded.
If passengers and crew members are required to personally identify their hold baggage before
loading, do not load any baggage not identified.
Ensure there is no opportunity for the exchange of cabin baggage for hold baggage which may
contain items to be used in a planned act of unlawful interference.
When screening of hold baggage gives rise to suspicion regarding the contents, the local screening
authority will proceed as per local regulations.
1.1.6.4 Dangerous Goods in Baggage

In principle, dangerous goods are forbidden to be carried by passengers and crew, excepted as
otherwise provided in GHM Annex X: Dangerous Goods, where a list of items of dangerous goods
permitted in passenger baggage can be found as well as their acceptance and handling procedures.
"Dangerous Goods" illustrated summary must be displayed at each baggage acceptance point
(including departure gates) in full view of passengers. Confirmation must be sought from passengers
that they are not carrying any prohibited items.
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All persons tasked with passenger and baggage acceptance shall:

(a) Be trained according to the training requirements in the IATA DGR Manual.
(b) Have to verify with the passenger that they are not carrying forbidden dangerous goods during
the check-in and baggage acceptance process.
(c) Shall be aware of commonly carried items and question passengers where there is a
suspicion of their carriage (e.g., camping equipment, hunters).
(d) Handle and report any dangerous goods occurrences e.g.. forbidden dangerous good
identified in checked baggage.
Should you identify dangerous goods that are not permitted in passenger baggage by the GHM
Annex X: Dangerous Goods or that are leaking, you must report this to Wizz Air via WHA website
(Ground Occurrence Report) and your supervisor, as well as to the national aviation authority.
Such dangerous goods must be removed from the passenger's baggage and disposed of in
accordance with local requirements.
1.1.6.5 Baggage Pooling

Baggage pooling is only allowed if passengers are in the same reservation. In this situation the
baggage allowance for each traveling passenger is combined to make a group total (for example,
PAX1 booked normal hold bag and the weight is 22 kg, PAX2 booked heavy bag and the weight is 30
kg. Total weight is 52 kg which is equal to the original allowance, 20+32 kg).
When passenger baggage is pooled, each passenger in a non-family group should be given their
own individual baggage claim receipt.
Maximum single item weight restrictions (32kg) shall be observe.
1.1.6.6 Bulky and Oversized Baggage

Baggage is considered bulky or oversizde if not meeting the following conditions:
(a) Maximum single item weight for checked baggage:
Each piece of hold baggage for all passengers on all Wizz Air flights can weigh up to 32 kilos.
(b) Maximum single item dimension for checked baggage:
Unless otherwise stated, one piece of baggage must not exceed the dimensions of: 149cm
(59 inches) x 119 cm (47 inches) x 171 cm (67.5 inches).
Specific rules apply for wheelchairs (WCH) and other mobility aids carried by the travelling PRM or
large sport equipment.
1.1.6.7 Checked Baggage Allowance

Passengers are entitled to a predetermined checked baggage allowance that can vary based on the
fee paid (reflected in SSR code), according to weight concept.
Passengers can choose from three different hold baggage weight categories:
(a) light hold bag (up to 10 kg);
(b) normal hold bag (up to 20 kg);
(c) heavy hold bag (up to 32 kg).
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Individual passenger bookings can only contain one type of hold baggage (for example, individuals
cannot book 1 light and 1 heavy bag for the same flight). If there are more passengers in the same
reservation, they can choose different hold baggage type (for example, PAX1 books one light bag up
to 20g, PAX2 books one heavy bag up to 32 kg).
Children receive the same allowance as adults, based on the baggage fee paid at the time of
booking.
Infants are not entitled to free baggage allowance.
Wizz Air passengers are charged for every piece of hold baggage, including the first piece of
baggage.
Each passenger is permitted to carry up to 6 pieces of checked-in hold baggage. The first 3 pieces
can be purchased online, the subsequent 3 at the airport.
Hold baggage Fees are non-refundable and non-transferable.
The number of pieces of hold baggage must be entered in the passenger’s record (and weight of
each individual piece, even in cases when one passenger is travelling with more than one checked-in
bag).
Check the number and weight of bags being presented by the passenger and compare this with the
SSR code indicating the number and maximum weight of bags the passenger declared at the time of
booking. From the Passenger Name List (PNL) it is possible to establish how many pieces and which
weight category of baggage the passenger has pre-paid for. This will be shown with one of the
following SSR codes:
SSR CODE DEFINITION
No SSR Code Passenger advises he will be carrying no hold baggage
TONE 1 piece of hold baggage up to 10kg
BONE 1 piece of hold baggage up to 20kg
BTWO 2 piece of hold baggage up to 20kg
BTHR 3 piece of hold baggage up to 20kg
BFOU 4 piece of hold baggage up to 20kg
BFIV 5 piece of hold baggage up to 20kg
BSIX 6 piece of hold baggage up to 20kg
PONE 1 piece of hold baggage up to 32kg
PTWO 2 piece of hold baggage up to 32kg
PTHR 3 piece of hold baggage up to 32kg
PFOU 4 piece of hold baggage up to 32kg
PFIV 5 piece of hold baggage up to 32kg
PSIX 6 piece of hold baggage up to 32kg
1.1.6.8 Excess Baggage

In case the free checked baggage allowance is exceeded, chargeable excess baggage fees (per
kilogram or piece or for special items) are applied at the time of checked baggage acceptance.
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If the passenger booked hold baggage (up to 20kg) and presents heavier bag at the time of check-in,
a heavy bag surcharge per kilogram must be charged. Baggage pooling is only allowed if passengers
are in the same reservation.
Hold baggage fee charging for extra piece of hold baggage: in case the weight of the extra hold bag
is up to 20kg, the "Hold baggage fee at the airport" shall be paid. If the weight of the hold bag is over
20kg, the "Hold baggage fee at the airport" AND the "Heavy bag surcharge at the airport" fees shall
be paid.
If the passenger is carrying fewer pieces or lighter baggage than originally declared, no refund will be
given.
1.1.6.9 Baggage Tagging

(a) Remove all old tags and baggage reconciliation (mini or stub tags).
(b) Apply appropriate destination and handling tags.
(c) Place tags in an easily readable location and where they will not easily be torn off.
(d) Follow tag instructions and do not stick glue directly onto passenger baggage.
(e) Whenever Limited Release Tag is to be completed, passenger additionally must sign a
“Limited Release Declaration Form” confirming he acknowledges carriage of the baggage is
his own liability. A freeform comment must be put in passenger’s reservation (in Navitaire
Newskies) advising that form has been completed. The form can be found in: Annex Z and
once completed it must be uploaded on WHA website.
(f) Follow Wizz Air policy with respect to supplementary tags on baggage items, such as:
• Limited Release Tag - used on fragile or unsuitably packaged items.
• Heavy Tag - placed on items weighing over 20 kg (50 lbs), with exact weight marked on
the tag.
1.1.6.10 Types of Baggage Tags

1.1.6.10.1 Manual Baggage Tag
In case of manual baggage tag usage:
(a) Complete any hand-written portions of the manual tag, writing legibly in permanent waterproof
pen.
(b) Record the baggage identification number in the DCS if possible.
(c) Inform the Ramp Agent / Load Control when checked cabin baggage is accepted at the gate.
1.1.6.10.2 Electronic Baggage Tag

Wizz Air have not implemented Electronic Baggage Tag at this time.
1.1.6.10.3 Home Printed Baggage Tag

Wizz Air have not implemented Electronic Baggage Tag at this time.
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1.1.6.10.4 Fallback Baggage Tag

If in use, fallback baggage tags are issued when the baggage handling system at the airport is not
able to process baggage messages and therefore cannot work with demand baggage tags. These
baggage tags shall be used according to local procedures.
1.1.6.11 Checked Baggage Destination

Wizz Air operates only point-to-point flights: strictly no onward or connecting flights, baggage shall be
checked-in only to first destination. Through check-in of baggage is prohibited.
1.1.6.12 Special Baggage

1.1.6.12.1 Cabin Seat Baggage
Cabin Seat Baggage (CBBG) is baggage not usually suitable for loading in the aircraft hold. Such
baggage may include:
(a) Musical instruments.
(b) Works of art.
(c) Electronic equipment.
(d) Diplomatic baggage.
A diplomatic bag or any type of baggage with a sealed lock must be accompanied during the
whole journey by a diplomatic courier to and from the aircraft and must be declared as
diplomatic baggage.
The diplomatic baggage must always be carried as non-checked baggage irrespective of its
size taking into consideration its special characteristics and the required special handling
procedure. If the size of the diplomatic baggage does not allow its carriage in the cabin then it
can be carried in the hold but only as unchecked baggage since it can never be transported at
the carrier’s responsibility. In this case the courier must be present during the whole loading
and unloading procedure of the diplomatic bag since he is responsible for its carriage. The
diplomatic courier shall book a seat according to the normal reservation procedure. At check-
in the diplomatic baggage shall be weighed. In the case of excess weight the normal excess
baggage procedure must be followed.
(e) Valuable baggage.
Transportation of goods on cabin seats is allowed when weight loaded per seat assembly is equal or
less than 22.5 kg per seat or 135 kg per triple seat assembly.
Maximum size of the item allowed for cabin carriage when buying an extra seat is 66x44x75cm or
18x48x117cm (exact size depends on the shape e.g. prism, conic, cylinder, elliptica).
If passenger items are to be transported in the passenger seats of the aircraft cabin, the Handling
Agent shall ensure they are packaged or covered in a manner to avoid possible injury to passengers
and cabin crew members.
Loading and Lashing Cabin Seat Baggage:

For items which are over the carry-on luggage limitations (i.e. instruments, works of art), two adjacent
seats, including window seat for the item, shall be assigned at the last row(s) of the cabin. The items
must be packaged or covered in a manner to avoid possible injury to passengers and cabin crew
members, securely strapped in with passenger seatbelt (use extension belt if needed). It shall be
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done in a way that it is not obstructing any passenger's view of the seat belt sign, no smoking sign or
exit signs.
All cabin baggage must be stowed adequately and securely in the cabin in such a way that the aisle,
cabin doors and emergency exits are not blocked.
1.1.6.12.2 Crew Baggage

Crew baggage may be presented airside and shall be clearly marked with a crew label and loaded to
aircraft hold compartment 5.
1.1.6.12.3 Delivery at Aircraft

Apply the Delivery at Aircraft (DAA) procedure for:
(a) Fully collapsible baby strollers and pushchairs (larger baby carriages/prams shall be checked
in).
(b) Wheelchairs and mobility aids that are not needed during the flight and cannot be stored in the
cabin.
(c) Regular carry-on baggage where there is limited stowage space in the cabin.
Do not use the DAA procedure for valuable items (e.g. laptop computers, large video cameras,
important documents) as such items should remain with the passenger.
Local restrictions for DAA delivery at arrival station should be observed and passengers informed
accordingly if possible.
Verify with the passenger that any dangerous goods items which are only permitted in cabin baggage
are removed before DAA acceptance.
DAA-items (baby strollers, car seats and wheelchairs) shall be tagged at check-in or gate and
passengers should be allowed to take them to the aircraft, where they shall be loaded into the aircraft
baggage compartment, preferably doorside. On arrival the item should be returned to the passenger
as soon as possible, subject to local regulations.
The so-called cabin strollers/buggies (light weight models that are designed to fold in a way that
makes them compliant with cabin bag rules) are to be accepted as cabin baggage if their dimensions
folded correspond with trolley bag size and the passenger has trolley bag allowance. When in doubt,
the stroller shall be measured using the applicable sizer.
Procedure at Boarding Gate:

(a) Inform the person responsible for loading and supervision task to ensure the loading of DAA
and WCH, annotated as LMC on the loadsheet and list on the Load Message (LDM) under SI
remark.
(b) If applicable, inform the flight crew of the number and weight of DAA bags.
(c) Inform the passengers to leave or hand-over the DAA-item in the designated area.
Procedure at Arrival:
Upon arrival, as per the LDM, unload the DAA items and return it to the passenger when
disembarking the aircraft or inside the terminal building on baggage belts, subject to local regulations.
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Security Procedure for Ad-Hoc Disembarking Passengers:

If a passenger resigns from the flight before departure or at a point different than final destination,
check if any DAA items/baggage have been loaded for the passenger. When in doubt, perform full
DAA baggage identification.
1.1.6.12.4 Sporting Equipment

Sporting equipment shall be presented as separate piece(s) of checked baggage.
The SSR code “SPEQ” or “SPEA” must be added to the record of each passenger wishing to carry
Sporting Equipment. Details of the equipment must be entered as freeform comments. Sporting
Equipment Fee is charged per piece per sector on all items of sporting equipment carried as a
separate piece of baggage.
Acceptance of commonly used items is described below:
(a) Bicycles: must be packed in a nylon sack with the wheels and pedals removed and handle
bars turned parallel or in a cardboard box with deflated tyres.
(b) Golfing equipment: one set of golfing equipment consists of one golf bag and one pair of golf
shoes.
(c) Diving equipment: empty tanks may be accepted as baggage provided they are empty and the
pressure inside the tanks is ambient, the power source or bulb has been removed from lamp;
the switch of lamp has been secured in the “OFF” position. Full or partly full tanks cannot be
accepted under any circumstances.
(d) Pole vaults: must not exceed the following dimensions: 0.25m x 0.25m x 5.309m; pole vaults
must be packed in textile sacks.
The sporting equipment is weighed with the passenger’s normal hold baggage. Neither the item of
hold baggage or the sporting equipment may weigh more than 32kg.
Unless otherwise stated, sporting equipment must not exceed the maximum dimensions of: 149 cm x
119 cm x 171 cm.
1.1.6.12.5 Wheelchairs and Mobility Aids

Wheelchairs and Mobility Aids are crucial to passengers who own them and shall be treated with
care. Mobility decives may be operated with manual or electric power and shave to be handled
according to instructions provided by the passengers. There are specific rules and concerns when
handling such aids, especially when they have batteries that also need special handling.
It is recommended that passengers traveling with battery powered wheelchairs and mobility aids as
much as possible pre-book their flights to enable the airport team to prepare for the handling process.
Passengers with reduce mobility using a wheelchair (manual or powered) or other mobility aid should
always be given the following options:
(a) Where possible retain a personal aid throughout the airport or
(b) Check-in thier mobility devices and be provided with airport wheelchair to autonomously reach
the gate were applicable or
(c) Check-in thier mobility device and be handled by a dedicated operator on an airport
wheelchair or electric cart to reach the gate.
In order to prevent damage to aircraft and to ensure flight safety, power-driven Wheelchairs or
Mobility Aids may be carried as checked baggage on passenger aircraft provided that they are
powered by non-spillable or dry batteries as specified in the GHM Annex X: Dangerous Goods.
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Apply the following in case of battery-operated wheelchairs and mobility aids:

(a) For a wheelchair or mobility aid with an installed battery, inform the PIC of the location of the
device.
(b) When the battery is removed from the wheelchair or mobility aid, inform the PIC of the location
of the battery.
(c) Stow and secure by use of straps, tie-downs or other restraint devices the wheelchair/mobility
aid to prevent unintentional operation and ensure that it is protected from being damaged by
the movement of baggage, mail or cargo.
(d) Ensure load control and ramp agent are aware of the carriage of electric mobility aids and it's
weight. It is recommended that check-in/gate agent notifies ramp/operations as early as
possible when a battery operated wheelchairs / mobility aids is accepted, in order to ensure
appropriate time/resource for load planning purposes.
(e) A message shall be sent to the destination station to ensure the availability of the wheelchair
to the passenger as soon as possible after arrival. The message should indicate the
passenger's name and seat number and the location of the wheelchair and the battery,
separated from the wheelchair.
There are two main types of batteries used with Wheelchairs or Mobility Aid devices that can be
accepted on Wizz Air flight:
Type of battery Description
Dry battery (including integrated battery) Gel type battery Wet
Non-spillable battery
(sealed, non-spillable) battery
Lithium battery Lithium-ion battery
Accepting Wheelchairs/Mobility Aids with Non-Spillable Batteries:

The handling agent shall verify / ensure that:
(a) The passenger has confirmed that the battery is a non-spillable wet battery that complies with
DGR special provision A67, or a nickel-metal hydride battery or dry battery.
(b) Battery terminals are insulated to prevent accidental short circuits (e.g. by being enclosed
within a battery container). The battery is either:
• Securely attached to the wheelchair or mobility aid; and electrical circuits are isolated
following the manufacturer's instructions or
• Removed by the user, if the mobility aid is specifically designed to allow it to be,
following the manufacturer's instructions.
(c) A passenger may carry a maximum of one spare battery.

(d) Any battery(ies) removed from the wheelchair/mobility aid or spare batteries are carried in
strong, rigid packaging which must be carried in the cargo compartment.
(e) The PIC informed of the location of mobility aids with installed batteries, removed batteries
and spare batteries.
Accepting Wheelchairs/Mobility Aids with Spillable Batteries:

Wizz Air does NOT accept Wheelchairs/Mobility aids with spillable wet cell batteries.
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Accepting Wheelchairs/Mobility Aids with Dangerous Goods Regulations Lithium Batteries:

The handling agent shall verify / ensure that:
(a) The batteries must be of a type which meets the requirements of each test in the UN Manual
of Tests and Criteria, Part III, subsection 38.3.
(b) Battery terminals are protected from short circuits (e.g. by being enclosed within a battery
container. The battery is either:
• Securely attached to the wheelchair or mobility aid; and electrical circuits are isolated
following the manufacturer's instructions or
• Removed the user, if the mobility aid is specifically designed to allow it to be, following
the manufacturer's instructions. The battery removed from the mobility aid must not
exceed 300 Wh, or for mobility aids fitted with two batteries, each battery must not
exceed 160 Wh.
(c) A passenger may carry a maximum of one spare lithium-ion battery not exceeding 300 Wh or
two spare batteries each not exceeding 160 Wh.
(d) The handling agent must ensure that any battery removed from the mobility and any spare
batteries are carried in the passenger cabin.
(e) The removed or spare batteries must be protected from damage (e.g. by placing each battery
in a protective pouch).
(f) The handling agent must inform the PIC of the location of mobility aids with installed batteries,
removed batteries and spare batteries.
The PIC must be informed of the location of the mobility aid with an installed lithium battery or the
location of the lithium battery when removed and carried in the cabin.
1.1.6.12.6 Acceptance of PETC and AVIH

Wizz Air does NOT transport Pet in Cabin (PETC) and Animals Vivant in Hold (AVIH).
1.1.6.12.7 Service Animals and Emotional Support Animals

Service animals are individually trained animals to perform functions to assist their owners e.g. guide
dogs.
Emotional support animals are usually untrained animals and mainly provide support, well-being and
comfort to their owners through companionship, non-judgmental positive regard and affection.
Wizz Air will only accept recognised assistance dogs accompanying PRM or disabled passengers to
travel in the cabin (PETC). SSR code to identify guide dogs is SRVA.
(a) Only one dog can be accepted per flight.
(b) The dog must not occupy a seat.
(c) The passenger must make the request to travel with the guide dog at the time of booking but
not later than 48 hours before the scheduled departure time.
(d) The following documents must be sent to the Call Centre at least 48 hours before travel:
• Certificate to prove that the dog is a recognised assistance dog.
• Any relevant document that set out in the regulations of the countries affected by
carriage.
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(e) No other animals are to be accepted for travel in the cabin or in the hold.
(f) Recognised assistance dogs on flights to/from the United Kingdom are accepted, as long as
the passenger and the accompanying recognised assistance dog comply with requirements
listed in https://www.gov.uk/pet-travel-travelling-with-assistance-dogs. It is the responsibility of
the owner to ensure that their dog is fully compliant with the scheme. If the assistance dog
doesn’t comply with the rules it may not be able to enter the United Kingdom, or it may be
forced into quarantine on arrival.
Ground staff shall ensure that assistance dogs arriving inthe United Kingdom are not disembarked
until Pet Passport Checkers (usually PRM staff) arrive to meet and assist the owner and the dog.
1.1.6.12.8 Human Remains

Wizz Air does not transport coffins.
Cremated human remains / ashes of a deceased person can be carried subject to:
(a) Carried as cabin baggage only.
(b) Safely packed in a suitable container, sealed urn.
(c) The urn shall fit under the seat or in the overhead bin. It is not permitted to place the urn on a
seat or in the direct view of other passengers.
(d) The death certificate and the cremation certificate shall be presented at the airport.
1.1.6.13 Carriage of Firearms

Wizz Air does not transport firearms both on-board and in the aircraft hold.
1.1.6.14 Musical Instruments

Passengers who purchase a Trolley bag cabin allownace can bring a musical instrument case on-
board which has a maximum length of 80cm. Other dimensions of the case must not exceed 40 x 23
cm. In order to verify the size, the musical instrument case should be placed in the Cabin Bag sizer:
width & depth must fit AND height should be less than approximately 1,5 times the allowed height.
Passenger needs to be advised that the musical instrument counts as one piece of cabin baggage.
Once onboard, the small musical instrument must be placed in the overhead locker.
1.1.6.15 Special Declaration For Checked Baggage

If a passenger wishes to set higher liability for hold baggage (above 1131 SRD), he is able to do so
against additional fee with High Value Declaration Form (the form can be found in Annex Z) up to
maximum of 2500 EUR per piece.
Whenever this option is taken the following procedure apply:
(a) High Value Declaration Form shall be completed by passenger and agent in two copies, one
for passenger (original) and one for local trip file.
(b) HVBD fee shall be collected from passenger and recorded in passenger reservation with
applicable comment.
(c) Once fully completed, the form shall be uploaded on WHA website.
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The delay, loss or damage of certain items are not covered with the above, as listed in the General
Conditions of Carriage.
1.1.6.16 Security Removed Items from Baggage

When a passenger is questioned at check-in or during a security check, items may be discovered in
the possession of the passenger which are either prohibited for carriage or are only permitted in the
hold baggage.
Items that are not permitted in cabin baggage and removed by security screening personnel may only
be accepted in checked baggage, as per acceptance procedures.
When the item is not permitted in either hold or cabin baggage (and an offence has not been
committed) it must, where possible, be left in the charge of the person accompanying the passenger
to the airport.
Where this is not possible it must be surrendered to the handling agent. All items will be disposed of
unless local regulations allow items to be held by the local authorities. Wizz Air holds no responsibility
for these items and no compensation will be given.
1.1.7 Passenger Boarding

During boarding the Handling Agent is responsible for the safety of all Wizz Air passengers, crew and
their own staff.
For first wave flights and flights with crew change Wizz Air crew shall report to the aircraft no later
than 45 minutes prior to departure.
Boarding for the first departures of the day shall commence 35 minutes prior to STD.
In general, pre-boarding during a turnaround should commence not later than ATA of the incoming
flight. The first agent shall arrive latest 50 minutes before departure and prepare the gate.
During a turnaround the Cabin Crew shall be ready to accept passengers 7 minutes (6 minutes for 25
minute turnarounds) after the last passengers have disembarked the aircraft. If this requirement is not
met and causes a delay, delay code 66 should be used for all additional time spent for departure
procedures.
1.1.7.1 Preparation for Boarding

Before boarding, ensure passengers and their cabin baggage have undergone security checks.
(a) Start, sign in to boarding system, check that all gate equipment is working and/or if required
prepare manual boarding documentation.
(b) Check that boarding facilities and gate monitors are displaying correct flight information.
(c) Prepare the gate room for boarding, position cabin bag sizer closely in front of gate in a place
where agents have a good view of both baskets, where local facilities permit, set up tensator
barriers and PRB pole to improve queue management.
(d) Ensure dangerous goods and prohibited articles notices are displayed at the boarding gate.
(e) Prepare required handling materials such as Priority Services signage, boarding call template,
boardign passes, bag tags (gate, manual, cabin baggage), baggage bingo sheets and sales
receipt pads are available.
(f) Review the flight and check the following:
• Number of booked and accepted passengers.
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• Passengers requiring special attention or pre-boarding.

• Passengers who are not authorized to board and if any related actions is required .e.g.
API-data, selectee handling.
• In case of overbooking flight assess the number of volunteers required and/or expected
number of involuntary denied boarding passengers.
• Number of PRB and any specials: passing on this info to ramp agent / dispatcher is a
must as this information shall be pass it on to the operating crew.
(g) Prepare for priority boarding, setup signage, barriers and pole.
(h) Ensure that boarding route to the aircraft or bus is safe and clearly marked where appliable.
(i) If passengers and staff need to walk on the ramp, ensure the route to the aircraft is safe and
clearly marked. Passengers must be supervised on the ramp at all times.
(j) For boarding with a Passenger Boarding Bridge (PBB), secure the route to the aircraft and
block off any unused passageways, if required. Identify passageways (e.g., by Priority
Boarding) when there is more than one passageway in use.
(k) Liaise with ramp agent / dispatcher regarding estimated time of boarding start or obtain the
clearance for boarding from the Crew, according to local procedures:
• In the event of a slot delay of up to 1 hour boarding must commence at the normal time
prior to the scheduled time of departure.
• In the event of a slot delay of over 1 hour, close liaison on boarding time between the
PIC and the Ground Staff is essential
(l) Provide required flight documents to flight- and cabin crew before boarding.
1.1.7.2 Passenger Boarding Process

Passengers can be boarded by personnel in charge of boarding process using a boarding application
or manual process, or passengers can use self-service devices for boarding as applicable. Usage of
self-service devices shall be approved by respective GOM after implementation of the process to
ensure correct document cross-check during boarding.
The pre-boarding process – registering the passengers as boarded and allowing them to board the
buses, get inside the gate sterile area, get inside the jet bridge or walk the way towards the aircraft -
must start not later than ATA of the incoming flight. If the arriving and departing passengers share the
same way between the aircraft and the terminal (e.g. jet bridge), the pre-boarding can start at the end
of disembarkation.
The precise time (hh:mm) when the passengers will be waiting next to the aircraft must be
communicated to the Cabin crew by the flight dispatcher during the first contact between them during
turnaround. "Ready to board" form shall be filled and the relevant part of it made available for the
SCA, together with the rest of the required documents containing information about the outgoing
passengers.
7 minutes (6 minutes for 25 mins turnarounds) after the end of disembarkation the passengers shall
be made available to get on board – waiting at the final holding position before the aircraft:
(a) in case of boarding by bus: first bus waiting in front of aircraft
(b) in case of walking boarding: passengers waiting at the last existing stop line before a/c.
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(c) in case of boarding by jet bridge: passengers waiting at the final holding point inside the jet
bridge.
In specific weather conditions (eg. heavy rain, extremely cold or hot weather, etc) the boarding
process could deviate from the standard requirement in respect of the passenger comfort.
In any case boarding of aircraft (passengers entering the cabin) cannot commence until the Senior
Cabin Attendant has confirmed that the crew is ready to accept passengers.
It is prohibited to do the boarding via AFT stairs only, as aircraft balance could not be properly
controlled this way!
The following must be observed for the boarding process:

(a) Apply the boarding sequence
The following passengers should be boarded to the aircraft first:
• Passengers who have paid for Priority Boarding (including passengers who hold valid
Wizz Privilege Pass membership).
• Special attention passengers and families with infants under the age of 2 years.
(b) Make boarding announcements according to Wizz Air script, in English and local language.
Separate Pre-boarding and Boarding announcements as provided by Wizz Air must be made
prior boarding, in English and local language.
After the Pre-boarding announcement, a card with “Wizz Priority” printed is to be shown and a
call called out to passengers shall be made to remind them that Priority Passengers
passengers should come forward to the desk.
(c) Follow the relevant policies for passengers requiring assistance.
(d) Verify each passenger's identity as per the requirements.
(e) Cross-check the name on the passenger identity document with the one on the ticket, and
visually match the passenger with the photograph. In situations of an increased threat, this
measure can be repeated and the entrance to the aircraft.
(f) Register each passenger boarding and make a notification in the DCS and/or paper form.
(g) Advised which aircraft door (front or rear) they shall use depending on their seat assignment.
(h) Apply and enforce the cabin baggage procedures and account for any gate tagged items.
Advise ramp staff and/or load control of the gate baggage to be loaded if applicable.
(i) Follow safety precautions when aircraft fueling is in progress.
Refueling with passengers on board or during boarding/disembarkation is a standard
procedure for Wizz Air and shall be applied at every location where the local rules generally
allow it.
• If the procedure is allowed locally, but not applied by the crew, delay code 65A or B
should be used for all additional time over 7 minutes spent for departure procedure.
• If the procedure is not allowed locally, delay code 62A should be used for all additional
time over 7 minutes spent for departure procedure.
Two of the following procedures may take place simultaneously:
• Boarding/disembarking of able-bodied passengers.
• Boarding/disembarking of wheelchair passengers.
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• Fuelling.
(j) For manual or non-automated boarding, check the flight number and date on boarding pass
and register the security number.
(k) If passenger is ineligible to board (refused boarding by the system), verify boarding pass in
deep and enter passenger records to resolve the passenger boarding issue.
(l) Boarding process timeline to endure on-time departure
• Pre-boarding to be started as soon as practicable possible.
• Make Final Call at -20 minutes for all missing passengers.
• Boarding is to close at –15 minutes to scheduled departure.
• Aircraft doors are to be closed at –5 minutes to scheduled departure.
1.1.7.2.1 Queue pre-check

The queue pre-check is a procedure taking place before the actual gate boarding process is started,
where agents check the boarding cards and travel docs of passengers waiting in front of the gate
counter area.
The aim of the queue pre-checks is to support the actual boarding process. This comes in few ways:
(a) Ensuring passengers wait in the area applicable to their PRB status – when the relevant
separation measures are applied (i.e. tensa barriers placed or display positioned and
announcement made), going through the passengers during the queue pre-check the agents
can identify passengers waiting in the wrong area and direct them to the correct side of the
queue. Passengers waiting in the wrong queue slow down the actual boarding process, if not
filtered in advance.
(b) Control of hang baggage – having PRB and non-PRB passengers grouped apart from each
other allows the agent to easily spot passengers with excessive hand baggage.
Eg. Passenger with Trolley baggage waiting in the group of non-PRB passengers stands out
from the majority of the other pax waiting in the same area, who would only have Carry-on
bag.
(c) Fee collection – spotting a excess baggage that is subject to be charged, usually takes time in
discussion with the passenger, charging the amount and issuing the relevant sales receipts. If
this is carried-out during the queue pre-check, the time needed for facilitation of the fee
collection does not affect the speed of actual boarding.
(d) Verification of travel documents - checking the travel documents of the passengers during the
queue pre-check allows earlier identification of documents that require further checks.
1.1.7.2.2 Wizz Priority Services

Where possible the area in front of the gate counter should be arranged in a way that allows
separation of Wizz Priority passengers from All other passengers.
• Separation should be made in a way setting-up two corridors towards the counter – one for Wizz
Priority passengers and one for All other passengers.
• Separating the area using tensa barriers or other means of physical separation allows passengers
who have purchased Wizz Priority service to use the benefits of the purchased service not being
interrupted by passengers who haven’t bought the service.
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• Visual signage should be placed at the entry of the waiting area, showing which side of the
separation line is dedicated to each of the two groups of passengers.
• Where separation using tensa barriers is not applicable due to local airport rules, the separation
could also be achieved by using available benches in the gate area.
Another way of separating Wizz Priority passengers from All other passengers is using two different
gates to take the passengers to the aircraft.
In cases where access to gate counters cannot be arranged in a way allowing two separate corridors
(meaning there is common waiting area), the Handling agents shall take the following measures to
ensure passengers who have bought Wizz Priority service are able to use their benefit without being
interrupted by passenger who haven’t bought the service:
• Normally where there is no separate corridor established for Wizz Priority pax in front of the
counter, all departing passengers stay together creating joint Priority and non-Priority passengers
queue.
• Handling agents shall take actions to make the pax align in two groups, relevant to their PRB
status.
• A Wizz Priority display shall be placed on top of the gate counter – clearly aligned on the left or
right side of the counter - to advise the PRB pax which side of the queue they should join.
• This shall be supported by announcements made by the gate agents – advising passengers to
stay in two groups – appointing a dedicated queue for each of the two groups of passengers.
Boarding process starts with inviting the passengers waiting in the PRB corridor / queue to proceed
towards the gate counter.
• During the boarding of the PRB passengers, every non-PRB passenger approaching the counter
shall be stopped and sent to the end of the non-PRB corridor / queue.
• Boarding of PRB passengers continues until the last passenger waiting in the PRB corridor /
queue has passed through the counter. A final call for PRB passengers to come forward is made
to the remaining passengers – in case nobody responds, All other pax boarding could be started.
• Late PRB passengers arriving to the gate when the boarding of non-PRB pax has already started,
can still use the empty PRB corridor (or approach the counter from the side appointed for PRB
pax, where there is no PRB corridor established) to pass the counter ahead of the remaining
passengers.
• In case of bus boarding – when the bus carrying the PRB passengers is still at the gate, late PRB
pax could still get on board in order to be first on board.
In cases of jet bridge boarding, walking boarding or when the last PRB bus has already left the gate,
no further assistance could be provided to late PRB pax to get first on board.
In case of bus boarding, first passenger bus should be dedicated to Wizz Priority Passengers or in
case mixing priority and non-priority passengers inside, bus must be equipped as follows:
• First door must be marked with sign “Wizz Priority Services”. Only this door has to be opened at
the beginning of the boarding process.
• Area near the front door inside of the bus must be separated (with separation chain / band / stripe)
and with sign ‘Reserved for Wizz Priority Services Passengers” from the rest of the bus (see
example below):
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• Only passengers who have paid for Wizz Priority Services and Privilege Pass holders are to be
boarded into the separated area near the front door.
• When boarding of passengers who have paid for priority boarding is finished, first door shall be
closed and the rest of the passengers are to be boarded into other door(s) of the bus.
• When first passenger bus arrives to the aircraft, only first door is to be opened for the boarding of
passengers who have paid for priority boarding. As soon as passengers with Priority Service are
boarded (i.e. reached the aircraft), other door(s) are to be opened for the boarding of the
remaining passengers.
1.1.7.2.3 Wizz Air Gate Announcements

Pre-boarding announcement: Wizz Air flight W6 / Wizz Air UK flight W9 ….. to ….. will be ready for
boarding at gate number..... in 5 minutes. Wizz Air allows only one cabin baggage per passenger.
Priority Boarding passengers are entitled to an additional Trolley Bag Item.
Boarding – start and PRB passengers: Wizz Air flight W6 / Wizz Air UK flight W9 ….. to ….. is
ready for boarding at gate number..... Passengers with priority boarding are now invited to come
forward for boarding. Please have your passport and boarding card ready for inspection.
Boarding – passengers with infant: Passengers with infants under the age of 2 years are now
invited to come forward for boarding. Please have your passport and boarding card ready for
inspection.
Boarding – all other passengers: All remaining passengers are invited to board now at gate .....
Please have your passport and boarding card ready for inspection. Passengers seated in rows 1 to
15 please use the front door of the aircraft, for rows 16 to 30 please use the rear door. Thank you for
choosing Wizz Air / Wizz Air UK, we wish you pleasant flight.
Further Call: This is a further call for Wizz Air flight W6 / Wizz Air UK flight W9….. to …… Would all
remaining passengers with boarding cards please proceed now to gate number ….. for immediate
boarding.
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Final Call: This is the final call for Wizz Air flight W6 / Wizz Air UK flight W9 ……. to ……. If you are
flying with us please go to gate …… immediately, if you miss this last chance to board, your bags will
be unloaded from the aircraft before departure. (Add name(s) where applicable.) This is a final call for
passengers ……………. on Wizz Air flight W6 / Wizz Air UK flight W9 ……….to………. .
Delay to Boarding (Flight Departing on time or up to +15 min): Good morning / afternoon /
evening. Wizz Air flight W6 / Wizz Air UK flight W9 …… to …… will be ready for boarding in …….
minutes. Please remain in the gate area for our next call.
Late Arrival of In-bound Aircraft: If you are a Wizz Air / Wizz Air UK / passenger going to ..............
This morning / afternoon / evening on delayed flight ........ your aircraft has just arrived. We will turn it
around as quickly as possible and hope to be ready to board as soon as possible. Thank you for your
patience.
Boarding Delay (Delay +15 min): Wizz Air / Wizz Air UK / Wizz Air Abu Dhabiregrets to announce
that flight .... to ......... has been delayed because:
(a) of air traffic control;
(b) the aircraft has a technical problem which we are repairing / now looking into;
(c) of bad weather at ............... (location);
(d) we need to de-ice the aircraft;
(e) we’re waiting for Wizz Air / Wizz Air UK / Wizz Air Abu Dhabicrew from another flight to arrive;
(f) your aircraft arrived late from a previous flight.
We hope to start boarding in around ….. minutes and we will keep you updated. Thank you for
your patience.
Announcements shall be made every 30 minutes to keep passengers up to date with the situation.
Apologies however, are to be made in the boarding call only.
Indefinite Delay:If you’re a Wizz Air / Wizz Air UK passenger going to ..... with us this morning /
afternoon / evening, could I have your attention please. Your flight is delayed because:
(a) of air traffic control;
(b) the aircraft has a technical problem which we are repairing / now looking into;
(c) of bad weather at ............ (location);
(d) we need to de-ice the aircraft;
(e) we’re waiting for Wizz Air / Wizz Air UK crew from another flight to arrive;
(f) we’re waiting for standby Wizz Air / Wizz Air UK crew to arrive;
(g) your aircraft arrived late from a previous flight.
We’re doing everything we can to get you to your destination as fast as possible. As soon as
we know more, we’ll give you an update. Thank you for your patience.
Announcements shall be made every 30 minutes to keep passengers up to date with the situation.
Apologies however, are to be made in the boarding call only.
Boarding Call for Delayed Flight:
Standard call as above plus: We are sorry as we do realise this delay will have caused you some
inconvenience. Thanks for your patience and we hope you have a great flight.
Cancelled Flight: Can we have your attention please. If you’re a Wizz Air / Wizz Air UK passenger
going to ........... this morning / afternoon / evening, we regret to advise you that your flight has been
cancelled because:
(a) of air traffic control in .......... (location) which will not allow us to take off;
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(b) the aircraft has a technical problem which we cannot repair straight away;
(c) of bad weather at ............ (location);
(d) your aircraft was delayed earlier today.
Please see your Wizz Air / Wizz Air UK ground staff at ................... (location) to discuss the options
available for you.
Sub-charter: If you are a Wizz Air / Wizz Air UKpassenger going to ............. on flight ........ rather
than cancelling your flight we have arranged for .......... (name of airline) to take you to ............. this
morning / afternoon / evening. Please see a Wizz Air / Wizz Air UK service representative for further
information.
Passenger Name Call: Could passenger........... (name) flying to ............ today please contact a
member of Wizz Air / Wizz Air UK ground staff at ............. (location). Thank you.
Gate Change: Can we have your attention please. If you are a Wizz Air / Wizz Air UK passenger
travelling to .......... this morning/afternoon/evening on flight number .......... Your aircraft will be leaving
from gate ...... and no other gate previously advised. Thank you.
Wizz Air Vouchers: Can we have your attention please. If you are a Wizz Air / Wizz Air UK
passenger travelling to .................. on flight ………. please go to the Wizz Air / Wizz Air UK / Wizz Air
Abu Dhabi desk with your boarding card where you will be provided a voucher to buy a snack and
drink due to your flight delay today.
1.1.7.3 Passenger Boarding Discrepancies

If there are passenger discrepancies (minus or plus), they shall be resolved prior to closing the
aircraft door.
(a) Make every attempt to locate missing passengers and obtain visual proof of boarding and
verify documents if the missing passengers are found to be already onboard the aircraft.
(b) Apply procedures with respect to the removal of the checked baggage of passengers who
checked in but failed to board and need to be offloaded.
(c) In case more passengers are on board than shown in the boardign count the boarding passes
and identities of the passengers must be verified and the acceptance corrected and reconciled
accordingly.
(d) Notify crew and load control of any last minute changes to passenger and/or baggage load.
(e) In case of any mismatch or discrepancies at the gate regarding passenger numbers, both the
name(s) and the seat number(s) of the missing passenger(s) must be forwarded to the
Dispatcher and cabin crew. Crew will check against both to establish whether the passenger is
on board.
1.1.7.4 End of boarding

Before flight closure ensure that all accepted passengers have boarded the aircraft
(a) Secure the flight by matching the checked-in passengers to the boarded passengers, finish
the boarding process and close flight in the DCS.
If passengers are missing, the passenger’s details must be checked to establish whether he
has any hold baggage. If so, the Dispatcher must be advised of the passenger’s baggage
details in order to offload the passenger’s baggage.
(b) Add any additional cabin baggage tag number in the DCS collected at the gate.
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(c) Provide final passenger numbers to crew.

(d) Ensure that load control and dispatcher are informed about final passenger numbers and
baggage information.
(e) Send required post-flight messages upon flight close-out.
1.1.7.5 Boarding in Case of DCS Breakdown

Where no DCS is available or in case of DCS failure, apply manual boarding procedures.
Ensure the final checked-in count matches the boarded passenger count prior to door closure. Then
prepare and board a final manifest.
1.1.8 Information to the Crew

Provide the crew with the required passenger handling documents before boarding.
(a) The Passenger Information List (PIL) provides information to the cabin crew about passengers
on board, (e.g., name, seat number, special service requirements). Provide a PIL to the senior
cabin crew member before boarding. PIL shall be sorted by seat if possible.
(b) List of passengers requiring special assistance.
(c) Seat map.
(d) Other special information or documents (i.e. INAD documents, extra seat, etc.).
1.1.9 Post Flight Departure Activities

1.1.9.1 Messages
Ensure all relevant messages, in standard IATA format as per AHM780, are dispatched no later than
10 minutes after the departure or arrival, to arrival or departure station AND Wizz Air OCC – please
see Annex E for all operational addresses.
Messages may include:
(a) Passenger Service Message (PSM)
(b) Seat Occupied Message (SOM), if applicable
(c) Advance Passenger Information (API), if applicable
All flights must be maintained in Newskies-Navitaire TE system with the relevant entries to check-in
and board passengers who travelled and offload no show passengers. All flights must be closed in
Navitaire Skyport with the proper passenger figures within 4 hours after ATD. Steps can be found in
Skyport Manual (CSM-S1-SKYPORT (NAVITAIRE TE) 1.3.9).
IMPORTANT EXCEPTION:In order to meet our legal obligations regarding APIS transmission to UK
Border Agency (e-Borders scheme) all flights to the UK must be closed in Skyport within 30 mins
after ATD.
1.1.9.2 Flight Document Retention

Retain (electronically or in paper files) flight documents as per Wizz Air requirements in this manual
and for a period of no less than three months, unless otherwise specified.
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1.1.9.3 Flight Close-Out

The accounting of all revenue documents for the respective flight and related services has to be
ensured. Electronic documents are transmitted automatically by appropriate flight closing activities in
the check-in system.
Paper revenue documents, must be collected and forwarded to Accounting as per agreed
procedures.
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1.2 Passenger Security

1.2.1 Security of Documents
1.2.1.1 Boarding Passes and Baggage Tags
To enforce the security and safe disposal of all materials used for passenger and hold baggage
processing (boarding passes, baggage tags and passenger information) shall be always kept under
surveillance and removed from counters to prevent unauthorized access and use.
1.2.1.2 Disposal of Printed Documents

Print material such as boarding passes, passenger lists and handling forms may have to be reprinted.
Disposal of the original documents should be according to data protection rules, as they contain
passenger data.
Unauthorized persons shall not be given access to printed documents containing personal data or
their contents.
Each request to provide passenger data shall be addressed officially to
aviation.security@wizzair.com.
1.2.1.3 Counter and Area Security

All systems including DCS, CUTE, Reservations, WHA etc. shall be controlled to prevent
unauthorized access.
(a) Follow local procedures to prevent unauthorized access to and use of un-issued (blank)
boarding passes.
(b) Before leaving the counter, remove boarding passes and baggage tags from the printers or
lock them.
(c) Before leaving the counter, sign out, log off and lock the system.
(d) Adhere to regulations concerning the usage of sign-ins and passwords.
(e) Login credentials for Wizz Air Newskies are individual and shall not be shared between
agents.
1.2.2 Passenger Suitability for Travel

Assess each passenger in terms of security risk by looking for anomalies and observing certain
emotional characteristics and/or body language. Be on the lookout for overall fitness to fly, including
potentially communicable diseases, medical conditions, intoxication, etc. as described in details in
1.1.4.
Further questioning may be required to assist with passenger assessment.
When you identify a potential problem:
(a) Suspend the passenger process for the identified passenger (check-in and/or boarding).
(b) Notify your supervisor to agree on further actions, if needed.
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(c) Dependign on the situation the supervisor will contact the appropriate local authority for
assistance, if needed.
1.2.3 Security of Passengers and their Baggage

It is the responsibility of supervision staff to ensure all security threats are immediately reported to
Wizz Air, flight crew and applicable authorities as per local and Wizz Air requirements.
Apply regulatory/airport authority security procedures for the handling of passengers and their
baggage in the event of:
(a) A bomb threat condition.
(b) An increased security threat condition.
1.2.4 Restricted Areas

Secure all gate and departure areas by keeping doors closed. Use appropriate barricades when
directing passengers.
(a) Ensure all access doors are closed when not in use.
(b) Position staff as required to direct passengers.
(c) If passengers must walk on the apron to the aircraft, ensure passengers proceed directly to
the aircraft.
(d) If transportation must be provided to passengers to move them from the terminal building to
the aircraft, make sure only authorized personnel and screened passengers are allowed to
board the vehicle.
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1.3 Passenger Arrival Transfer and Tranist

1.3.1 Pre-Arrival
Review the pre-arrival information from the DCS and/or messages.
Arrange facilitation for passengers requiring assistance as identified by the applicable SSR. Check
requirements for any gate delivery mobile aids.
1.3.2 Arrival
During disembarkation the Handling Agent is responsible for the safety of all Wizz Air passengers,
crew and their own staff.
(a) Prepare passenger boarding bridge, ensuring it is free of debris and positioned as per the
standard height for the aircraft type.
(b) Secure the disembarkation route for passengers and observe passengers safety throughout
the entire disembarkation process. If passengers are required to walk across the ramp, they
must be supervised.
(c) If passenger handling staff are trained and authorized to operate the passenger boarding
bridge, refer to 3.1.3.5.
(d) Disembark passengers.
(e) Provide assistance to passengers requiring it, if nor previously identified. Communicate any
delays in providing assistance.
1.3.3 Transfer (Passenger Handling at Connecting Airport)

Wizz Air operates only point-to-point flights, strictly no onward or connecting flights.
1.3.4 Transit
Wizz Air does not operates flights with transit passengers.
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1.4 Special Categories of Passengers

1.4.1 Unaccompanied Minors (UMNR)
Wizz Air does not provide UMNR service.
1.4.2 Infants and Children

1.4.2.1 Infants
(a) General Restrictions
An infant is a minor who had not yeat reached his/her 2nd birthday.
Wizz Air does not accept for travel minors under 2 weeks old.
The number of maximum infants accepted on board is 15 infants.
One adult (with a minimum age of 16 years) can be accepted with 1 infant only, If an adult
wishes to travel with two infants, has to arrange a travel companion who is older than 16 year
and who will be responsible for the infant while on-board.
(b) Seating
There must be no more than 1 infant seated either side of the aisle in one row.
For infant seating restrictions refer to Annex Y.
(c) Aircraft Baby Bassinets
Wizz Air aircraft are not equipped with baby bassinets.
(d) Baby Strollers
One fully collapsible stroller OR pushchair may be carried free as part of the parent’s personal
allowance.
Fully collapsible strollers and pushchairs must be treated and tagged as a piece of hold
baggage however, the passenger may be allowed to take the pushchair to the gate where they
will be loaded in the hold. On arrival the item should be returned to the passenger when
disembarking the aircraft or inside the terminal building on baggage belts, subject to local
regulations.
1.4.2.2 Children
A child is a minor between two and twelve (has reached his/her 2nd birthday but has not reached
his/her 12th birthday) year of age. For the purposes of calculating the aircraft mass and balance,
passengers aged 12 and 13 shall be considered adults (ADT) by the load control department.
Passengers under the age of 14 years should be accompanied on the same reservation by a
passenger aged 16 years or older who will take full responsibility of the child.
If passenger under the age of 14 years travels accompanied by a passenger not on the same
reservation, then the Form of Indemnity (see Annex Z) must be signed by the accompanying
passenger and uploaded on WHA website.
One person above the age of 16 years is allowed to accompany a maximum group of 10 passengers
under the age of 14 years. The accompanying adult(s) must seat together with the group he/she is
responsible for.
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Passengers between the age of 14 and 16 years may travel unaccompanied, but they cannot travel
with and be responsible for a child under 14 years.
(a) Seating
Children must occupy an individual passenger seat and may not be seated in emergency exit
rows.
(b) Child Restraint Device
Rear-facing car seats are accepted to be strapped on passenger seats if an extra seat has
been purchased. If no extra seat was purchased, the car seat must be placed in the overhead
compartment or if it is not fitting, the infant car seat must be placed into the cargo hold.
Acceptance and use of car seats if extra seat has been purchased:
• The child restraint device shall not hinder the evacuation of any passenger.
• Do not assign a seat for the child restraint device in an emergency exit row or the row
forward or behind an emergency exit row.
• Only rear-facing car seat is accepted on board, equipped with inside seatbelt for the
ages of 14 days to under 2 years.
• The car seat must be equipped with a latch which enables it to be securely fastened
with the passenger seatbelt.
• The seat must also be able to fit in the 45 cm space between the armrests on the
aircraft seats.
• The seat next to the infant car seat must be occupied by a physically able person at
minimum 16 years old, who is responsible for the child in the car seat and its
installation.
• For take-off and landing and whenever the seatbelt sign is on, the baby must be
fastened with infant safety belt in adult’s lap.
• The location for an infant car seat is a window seat.
• Passenger who is travelling with the child is responsible to install their own car seat.
Other child restraint devices like booster seats or AMSFAE/CARES child safety harness are
not allowed.
1.4.3 Groups
1.4.3.1 Check-In
(a) Check-in and accept all passengers individually.
(b) Issue baggage tags individually; each piece of baggage shall bear the respective passenger's
identification.
1.4.3.2 Non-Standard Groups

Unusual groups, passengers of size, or anything outside the standard needs to be communicated to
load control (i.e., sports teams with higher passenger weights) to take into consideration when
calculating the mass and balance of the aircraft.
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1.4.4 Handling of Passengers with Reduced Mobility (PRM)

1.4.4.1 General – Passengers with Reduced Mobility
For definitions of “Disabled passenger", "Passengerswith reduced mobility”, "Incapacitated
passenger” see Annex A.
At the time of booking the reservations agent must ensure that the maximum number of passengers
with reduced mobility on the flight has not been reached. The details of the passenger’s incapacity
shall be entered in Freeform Comments.
Disabled passengers, who are not self-reliant are to be accepted for carriage only when escorted by
an able adult person.
Passengers showing visible signs of disease or illness likely to cause distress or convenience to
other passengers cannot be accepted for travel. Discretion must be exercised whenever staff
become aware, at the time of check-in or boarding, of a passenger in a condition which could be
adversely affected by air travel.
As Wizz Air and Handling Agent are unable to verify the passenger’s state of health and if passenger
has any serious or contagious disease, or any other condition requiring medical care it is passenger’s
responsibility to obtain medical advice on whether passenger is fit to travel by air. In accordance with
the provisions of Wizz Air’s General Conditions of Carriage, Wizz Air will not be liable for any injuries,
deterioration of health conditions suffered by passenger or for death during travel by air which are
due to such condition.
Wizz Air reserve the right to require a complete medical certificate confirming passenger’s fitness to
travel by air, containing explicit medical approval for carriage by air, in any case where Wizz Air have
reasonable doubt that the passenger can complete the flight safely, without requiring extraordinary
medical assistance during the flight, the medical certificate shall be issued within 6 days of the flight
date. Should the passenger fail to provide a medical certificate confirming fitness to fly, Wizz Air
reserves the right to refuse the passenger’s carriage. Final decision should be consulted with
responsible Wizz Air Ground Operations Manager.
Wizz Air does not provide any Meet And Assist Service for non-reduced mobility passengers.
The Handling Agent shall have a process to ensure the existence of facilities and services to the
needs of the elderly and disabled, including the availability of wheelchairs and medical assistance.
For passengers with disabilities and those requiring or requesting assistance:
(a) Ask the passenger what assistance they require and how you can help them.
(b) Provide seating that accommodates passenger’s needs and his/her personal care attendant
and/or safety assistant in the ticketed cabin provided the seating request does not create an
onboard safety issues.
(c) Advise the passengers of what services and assistance are available based on their needs.
(d) Provide information to the passengers in alternate accessible communication formats upon
request.
(e) Ensure accurate SSR codes and any other relevant information are recorded in the DCS and
PNR.
(f) PRM should be offered to embark and disembark separately from the other passengers
whenever possible.
(g) Whenever feasible PRM, depending on their mobility device, should be allowed to reach the
aircraft by using their own device (wheelchair, scooter etc.) and to receive it back on arrival
near the aircraft. Inform the station of arrival accordingly to allow the handling of the device.
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1.4.4.2 Passengers with Reduced Mobility

Passengers requiring wheelchair assistance must advise at the time of booking but not later than 48
hours before the scheduled departure time.
When a passenger requests a wheelchair due to a medical complaint, a medical certificate is
required from their doctor to confirm they are fit to travel.
Passengers requiring special assistance:
(a) BLND - blind or low vision passenger.
(b) DEAF – deaf or hard of hearing passenger.
(c) DPNA – disable passenger with intellectual or development disability needing assistance.
(d) WCHR (Wheelchair – R for Ramp) – passenger who can ascend/descend steps and make
thier own way to/from cabin seat but requires a wheelchair for the distance to/from the aircraft.
(e) WCHS (Wheelchair – S for Step) – passenger who cannot ascend/descent steps but is able to
make their own way to/from cabin seat, requires wheelchair for the distance to/from aircraft or
mobile lounge and must be carried up/down steps.
(f) WCHC (Wheelchair – C for Cabin Seat/Carry-Off) – passenger completely immobile, requires
wheelchair to/from aircraft or mobile lounge and must be carried up/down steps and to/from
cabin seat.
If a passenger also requests to carry their own wheelchair one of the following codes must also be
added to reservation / passenger record together with the Freeform Comments:
WCMP - passengers who wish to take their own manually powered wheelchair.
WCBD - passengers who wish to take their own dry cell, non-spillable battery or lithium batteries
powered wheelchair.
Passengers travelling with their own wheelchair may stay in their wheelchair until they reach the gate.
The passenger’s wheelchair must however be included in the number of bags entered into the check-
in system and tagged at check-in.
Check-in must advise Ramp/Operations as soon as possible if there are passengers who wish to
take their own battery powered wheelchair (SSR code WCBD) in order to allow more time for load
planning.
Wizz Air does not accept the carriage of wet cell battery wheelchairs.
If the passenger’s own wheelchair is not collapsible the dimensions must be advised in the Freeform
Comments.
Disabled passengers or passengers with reduced mobility are allowed to carry two pieces of mobility
equipment per disabled person free of charge.
The airport PRM Service Provider must be advised of all wheelchair bookings on each flight.
On arrival at the airport the PRM passenger must be checked-in, given a boarding pass and their
baggage tagged as normal. The ground staff must then contact the relevant staff to arrange for the
passenger to be assisted to the gate.
In case passenger did not book the service in advance and it is requested at check-in, Handling
Agent should notify PRM Service Provider and make reasonable effort to ensure the service is
provided. It is essential that the appropriate wheelchair code is then added to the passenger’s
booking and that the destination airport is advised immediately after flight departure.
All wheelchair passengers must be pre-boarded.
On arrival wheelchair passengers should be disembarked last from the aircraft.
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In case of SSR code not reflecting passenger’s requirements (e.g. WCHR instead of WCHS),
Handling Agent must ensure that SSR code is updated in NewSkies Navitaire system for all flights
booked under same PNR.
Pre-booked PRM service info will be communicated by Wizz Air via PAL/CAL messages, while
departure station Handling Agents must also ensure that correct PRM info is included in PSM and
MVT messages; arrival station Handling Agents must ensure that service requests are passed to
PRM provider immediately.
For seating restrictions see Annex Y.
1.4.4.3 Sear Assignment

(a) PRMs, as well as their personal care attendant and/or safety assistant shall be assigned
specific seats (see Annex Y) which will facilitate boarding and disembarking and will
minimalize inconvenience to the passenger and maximize the scope of cabin crew assistance.
(b) As a rule Handling Agent must ensure that PRMs are not allocated, neither occupy, seats
where their presence could:
• Impede the emergency evacuation of the airplane.
• Impede crews in their duties.
• Obstruct access to emergency equipment.
(c) Personal care attendants/or safety assistants shall be given seats immediately adjacent to the
passenger they are attending to.
1.4.4.4 Maximum Number and Assistance Requirement

In circumstances in which the number of Special Categories of Passengers forms a significant
proportion of the total number of passengers carried on board, the number of PRM must not exceed
the number of able-bodied (buddy) passengers on board capable of assisting those in case of an
emergency.
1.4.4.5 Passengers with Visual or Hearing Impairments

Check-in staff must establish arrangements for passengers who have requested to be met and
assisted.
The passenger must be checked-in as normal and, if assistance has been requested advised of
arrangements to assist them to the departure gate.
Blind/deaf passengers shall be pre-boarded on to the aircraft.
Applicable SSR code BLND/ DEAF must be inserted into passenger record.
Guidelines for Dealing with Blind/Deaf and Visually Impaired Passengers.
There are a number of do’s and don’ts to bear in mind when meeting, helping and talking to blind or
partially sighted people.
Do:
• Ask if they need or want help, announce yourself.
• Say when you arrive and when you are leaving.
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• Describe where things are (obstacles, clockface).

• Give clear information about the surroundings, steps, changes in road surface when guiding.
• Make sure before you leave that the person knows where they are in relation to their surroundings
and which direction they are facing.
Don’t:
• Shout at a blind person assuming they are deaf.
• Grab hold of a blind or visually impaired person.
• Point or say things like “they went that way” or “look over there”!
• Assume all blind people read Braille.
• Ignore or talk about someone who is visually impaired or blind, in the third person.
• Leave doors ajar.
• Move things around or remove things without telling the person who is blind what you have done.
• Make assumptions about people whether they are sighted, visually impaired or blind.
Provide passengers who identify themselves as persons having a visual or hearing impairment with
access to the same information provided to other passengers in a format that is appropriate to their
disability.
Ensure an accurate SSR code and any other relevant information is recorded in the DCS and PNR.
1.4.4.6 Mentally Disabled Passengers

Mentally disabled passengers not travelling alone and not requiring wheelchair assistance should be
made via a standard booking.
Wheelchair assistance if required should be added to the booking using the standard SSR codes.
If a request is made for a mentally disabled passenger to travel alone the Reservations Agent at Wizz
Air Call centre or at the airport ticketing desk must establish the mental age of the passenger.
Passengers with a mental age below 14 years cannot be accepted for travel unaccompanied.
If the mental age is above 14 years and the passenger requires assistance the SSR code ‘DPNA’
code shall be used.
Ground staff shall establish arrangements for passengers who have requested to be met and
assisted.
At check-in the passenger must be advised of the arrangements to assist them to the gate, if
requested.
Mentally disabled passengers must be pre-boarded on to the aircraft.
Applicable SSR code DPNA must be inserted into passenger record in the DCS and PNR.
1.4.5 Passenger Requiring Medical Clearance

1.4.5.1 General
Incapacitated passengers may be carried on Wizz Air services if notice of such passengers’
incapacity is received at the time of booking (but not later than 48 hours before the scheduled
departure time) and that a medical certificate stating that the passenger is fit to travel by air is
received no later than 24 hours before the scheduled time of departure.
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No medical clearance or special forms are required for passengers who only require special
assistance at the airport or with embarking/disembarking.
Medical clearance is required the passenger:
(a) Suffers from any disease which is believed to be actively contagious and communicable or
that could pose a direct threat to the health and safety of others on the flight.
(b) Is considered to be a potential risk to safety and punctuality of the flight including the
possibility of diversion of the flight or an unscheduled landing.
(c) Is incapable of acting for himself and requires special assistance.
(d) Has a medical condition which may be adversely affected by the flight environment.
(e) OXY/G (oxygen) – for passengers needing oxygen during the flight.
1.4.5.2 Medical Information Form

Medical certificate confirming passenger fitness to travel by air, must contain explicit medical
approval for passenger carriage by air.
Fit to fly certificate must be issues within 6 days of the flight date.
Passenger shall contact Special Assistance Call Centre at least 48 hours prior to the scheduled
departure for verification of documents.
1.4.5.3 Advance Notification

Passengers are asked to advise Wizz Air of their needs at the time of reservation.
Advance notification is required for the passengers requiring use of a personal portable oxygen
concentrator, ventilator or respirator onboard, subject to Wizz Air acceptance and approval.
Passengers traveling on a stretcher are not accepted for travel.
1.4.5.4 Seating
Medical case (MEDA) passengers are entitled to the most appropriate seating according to their
needs, including the stowage of on board medical devices or equipment.
(a) Appropriate seating, as per Annex Y should be assigned.
(b) Provide adjacent seating, as applicable, for:
1. A personal care attendant
2. A safety assistant
3. A reader/interpreter in case of a vision or hearing impairment
(c) PRM/MEDA shall not be seated in emergency exits.
1.4.5.5 Request for Assistance without Advanced Notice

If a passenger's special needs were not communicated at the time of booking, or a passenger is
identified as a PRM or potential MEDA case upon departure, make all reasonable efforts to
accommodate the passenger.
Ask appropriate questions and record required codes in the DCS and PNR.
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1.4.6 Handling of PRMs not Requiring Medical Clearance

1.4.6.1 Handling
Check that additional needs have been communicated via the appropriate SSR codes and entered in
the DCS and PNR. Verify that escort requirements are fulfilled, if applicable.
1.4.6.2 Right of Refusal of PRM's and/or MEDA Cases

Refusing a PRM/MEDA passengers requires a legitimate reason. A PRM and/or MEDA case may be
refused based on the Wizz Air General Conditions of Carriage.
Reasons for refusal
Do not refuse a PRM/MEDA passenger unless one of the following reasons is applicable:
(a) The person has such a degree of physical infirmity that the trip would likely result in
complications or death, leading to a diversion.
(b) The person requires individual nursing or care during the flight and is not accompanied by a
suitable escort.
(c) The person, because of their physical or medical condition, poses a direct threat to the health
or safety of other passengers, their property, the aircraft or crew. And, the threat cannot be
eliminated by providing additional aid or services or by other means (e.g., face masks,
separate seating).
(d) The person fails or refuses to submit themselves to the specific conditions of carriage.
(e) Information is required about the passenger's medical condition (diagnosis) where the
passenger's own physician refuses to disclose such information to the Authorized Medical
Service.
(f) The person has a communicable disease and is still in the infectious period (or does not have
proper medical clearance).
(g) The person requires stretcher.
Handling of PRM/MEDA Refusal
In case of refusal of a PRM and/or MEDA case, inform the passenger and explain the reason for
refusal with reference to the General Conditions of Carriage.
Apply Wizz Air policy with respect to rebooking to a later date and as soon as the reason for refusal is
rectified.
Enter all relevant information about the reason for refusal into the PNR, DISR SSR and upload
Disruptive Passenger form (Annex Z) to WHA website together with any relevant report.
1.4.7 Stretcher Transport

Wizz Air aircraft are not equipped to transport passengers on stretchers.
1.4.8 Oxygen for Medical Use

Wizz Air do not accept passengers travelling with their own oxygen but it will provide medical oxygen
to those disabled passengers who have requested such special assistance at least 48 hours prior to
the scheduled departure of their flight, based on availability.
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The service is limited as follows: oxygen requests are limited to 1 per flight, is available only on flights
to/from and between EU Member States or United Kingdom.
Booking:
(a) Passengers requiring medical oxygen during the flight must advise the Call Centre Agent at
the time of booking but not later than 48 hours prior to the scheduled departure of their flight.
(b) The following SSR code, reflecting the assistance required, must be added to the booking by
the Call Center Agent: OXY (Passengers who require medical oxygen during the flight).
(c) The Call Center Agent must ensure that the maximum number of passengers with oxygen
requests has not been reached (a total of ONE such passenger can be accepted on each
flight).
(d) Passengers must be informed that if they do not provide the required medical certificate (fit to
fly) at the check-in desk they will not be allowed to travel.
When a passenger requested medical oxygen, a medical certificate “Fit to fly” form (available at Wizz
Air website) issued within 6 days of the flight date is required to be presented during check-in/
boarding process. It shall be signed by a doctor preferably in English, confirming fitness to travel by
air and that the passenger does not require a continuous supply of oxygen for more than 250
minutes, at a flow rate of 2 liters per minute and that the oxygen Wizz Air provides is suitable for
them.
If the certificate is acceptable, passenger shall be checked-in, given a boarding pass and their
baggage tagged as normal. If there is any doubt about the oxygen request, Ticketing Desk shall be
contacted and asked to check the Manifest comments left by the Wizz Air Call Centre in the booking.
If there is further doubt Wizz Air Call Centre shall be contacted for clarification.
Passenger requiring therapeutic oxygen shall be treated as PRM and must be seated accordingly.
Check-in agent must advise Ramp/Operations as soon as possible, about the name of passenger
with pre-booked oxygen (indicated by SSR OXY) and whether passenger is accompanied by
someone or is travelling alone. Ramp/Operations must pass on the same information to the crew
before boarding begins in order to allow time for cabin preparation.
In case passenger did not book the service in advance and it is requested at check-in, Handling
Agent must inform the passenger that it is not possible to accept the request at such a late stage
therefore the service cannot be provided and the passenger cannot be accepted for travel.
Wizz Air do not allow passengers to travel with their own oxygen.
1.4.9 Inadmissible Passengers and Deportees

Such passengers should be boarded prior to all other passengers, in order for the Crew to visually
acquaints themselves with the passenger and eventual escorts (if operational circumstances prevent
this, then boarding shall be conducted after all other passengers have boarded the aircraft and have
been seated). In these situations, it is recommended that the rear passenger door is used for
boarding.
All potentially disruptive passengers must be mentioned in all Passenger Services Message (PSM)
and Movement message (MVT).
On one flight Wizz Air will carry a maximum 10 INAD or DEPU passengers excluding infants.
Maximum 3 of those passengers can be escorted (DEPA or escorted INAD) by minimum 2 escorts
per disruptive passenger. Total number of potentially disruptive passengers cannot be more than 10,
excluding infants.
Carriage of deportees is subject to acceptance of completed risk assessment by Wizz Air Security
Department, which shall be sent to aviation.security@wizzair.com.
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1.4.9.1 Inadmissible Passengers (INAD)

An INAD is an inadmissible passenger who is refused entry/admission into a state by its authority.
INADs normally have to be transported back to their State of departure or to any other State where
the persons are admissible by the air carrier on which they arrived. INAD should be removed on the
first available flight.
Whenever passenger is refused to enter the country of arrival handling agent shall obtain a copy of
the travel documents and a report of the border police, fill the Immigration Violation Form and send
everything to Wizz Air Ground Operations INAD Team.
(a) When the passenger holds a Wizz Air booking to cover the required journey the value may be
used for immediate outbound carriage. Handling Agent must contact Wizz Air Airport
Helpdesk to arrange changing booking for the inadmissible passenger for the outbound
carriage to the last point of stopover. However, if the passenger would not be admissible at the
last point of stopover, he must be rebooked to his point of origin.
(b) If the passenger does not hold a Wizz Air booking:
• Handling Agent must charge an “INAD” extra service fee of 40 EUR for Wizz Air ticket
(and additionally the contracted ticketing commission of Handling Agent).
• Handling Agent must contact Wizz Air Airport Helpdesk to arrange flight booking for the
inadmissible passenger for the outbound carriage to the last point of stopover.
• If no Wizz Air flight can be used or if the use of another carrier’s flight is reasonable
(e.g. departing earlier) Handling Agent must assist the passenger in booking and
paying for their own airline tickets with another carrier.
• The INAD Team and the respective Wizz Air Ground Operations Manager should be
informed about the action.
(c) If the passenger does not hold a booking and is not able to pay the INAD service fee and
Handling Agent commission:
• Handling Agent must collect a signature of passenger in the Wizz Air Expense Form. All
costs (INAD ticket fare, meal vouchers, transportation etc.) related to INAD passenger
shall be listed on the Wizz Air Expense Form and the Form must be signed by
passenger.
• Handling Agent must contact Wizz Air Airport Helpdesk to arrange flight booking for the
inadmissible passenger for the outbound carriage to the last point of stopover.
However, if the passenger would not be admissible at the last point of stopover, he must
be rebooked to his point of origin.
(d) The SSR code “INAD” must be added to the booking.

(e) For INAD passengers the last row of three seats must be allocated. If those seats are
occupied, passengers from last row shall be moved to available empty seats.
(f) In case of overbooking, Section 1.5.5 is applicable but paying customers have priority over
non-paying INAD passengers (c), as long as local state regulations do not direct otherwise.
Paying INADs (a) and (b) should be considered as paying customers.
Exception: non-paying INADs travelling with infant or child or with PRM status.
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If no Wizz Air flight is available on the same day to remove the INAD, contact the INAD Team
and respective Wizz Air Ground Operations Manager for further guidance.
(g) Handling Agent shall:
• Obtain a copy of the travel documents and report from border police;
• Fill the Immigration Violation Form (See Annex Z);
• Inform about the return flight arrangements, meals, hotel, other services provided
• Collect 40 EUR fee for INAD service and Handling Agent commission or
• Collect signature of the passenger in the Wizz Air Expense Form (only when passenger
is not able to pay for meals and INAD ticket) and note issue of Expense Form/non-
payment in the booking NewSkies record.
• Notify the crew and pilot in command of INAD passenger prior to the commencement of
the flight
• Advise destination station about the INAD on board.
• Send above mentioned documents and information to inad@wizzair.com and
respective Wizz Air Ground Operations Manager
(h) Meal vouchers (including substitute local nutrition practices):

No meal voucher is to be given to INADs who had to wait less than 12 hours in the airport for
an outbound carriage, if national regulations and local authority practice do not direct
otherwise.
In case of local authorities not providing meals and accommodation until the departure, for
stays longer than 12 hours:
• if the INAD explicitly requests meal vouchers and has to wait between 12 and 24 hours
in the airport for an outbound carriage, meal vouchers should be given in the value of a
2 litre bottle of water and one basic cold meal (sandwich or similar).
• If the INAD explicitly requests meal vouchers and has to wait more than 24 hours in the
airport for an outbound carriage, meal vouchers should be given in the value of a 2 litre
bottle of water and two basic cold meals (sandwich or similar) per 24 hours.
• Any deviation from the above allowance must be approved by the INAD Team or the
respective Wizz Air Ground Operations Manager.
• The right amount of meal vouchers can be issued to the INAD after booking
confirmation for outbound carriage.
Exceptions:
• In case of medical reasons (e.g. diabetes), all assistance must be given immediately. A
medical record copy must be attached to the case documents.
• In case of INADs travelling with infant or child that have to wait less than 12 hours in the
airport for an outbound carriage, meal vouchers should be given in the value of a 2 litre
bottle of water and one basic cold meal (sandwich or similar) for each person.
(i) Accommodation, transport and other amenities:

• If local authorities do not provide free of charge accommodation and ground transport
until the departure, any such service must be approved by the respective Wizz Air
Ground Operations Manager.
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• Any other amenity must be approved by the INAD Team or the respective Wizz Air
(j) In general, INADs will travel unscorted.

If assessed by the responsible authority INADs may be accompanied if:
• The INAD physically resists carriage.
• The INAD has already been denied transportation by another airline.
• There is any sign the INAD might endanger the safety of the flight or passengers.
For the above reasons, unsecorted INADs may also be refused at any stage.
(k) Refuse the carriage of inadmissible passengers if they are likely to:
• Cause any risk to the safety of the flight.
• Cause any hazard or risk to themselves, other passengers or crew members.
• Cause discomfort or make themselves objectionable to other passengers.
• Require special assistance from ground or in-flight staff, which can not be provided.
(l) If an INAD resists transportation or gives rise to the assumption that he/she will be the source
of annoyance to other passengers or crew members, only accept him/her according to the
procedures for a deportee who is escorted by authorized personnel during the removal
(DEPA).
1.4.9.2 Deportees
(a) Deportee (DEPO) is used to designate a deportee (when one or more conditions apply as
mentioned:
• Who was formally ordered by the authorities to leave the state.
• Who is under arrest.
• Who must be transported to another state for legal reasons.
• Who has applied for asylum and it transferred to the state responsible for application.
• Described by the term “Dublin Convention” as reason of transportation.
(b) DEPA – deportee accompanied: a deportee who is escorted by security escort during flight.
(c) DEPU – deportee unaccompanied: a deportee who is not escorted by security escort during
flight.
(d) The responsibility for deportees lies fully with the State(s) concerned.
(e) Deportees will be accepted for carriage only on the request of an Authority and upon approval
given by Wizz Air Security department. Standard risk assessment document shall be sent to
aviation.security@wizzair.com to request and obtain such approval.
(f) If required by Wizz Air Security department, the competent authorities of the State concerned
are obliged to provide an escort:
• The reservation for the deportee must be confirmed on all sectors to the deportee’s
destination.
• The applicable SSR code must be added to the booking.
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• The lowest fare is to be charged on all Wizz Air sectors.

• Bookings are to be made by Wizz Air Airport Helpdesk.
• In case the booking is made by local parties (authorities, ticketing agent, etc), Handling
Agent must contact Aviation Security Team (aviation.security@wizzair.com) and Wizz
Air Airport Helpdesk so they can check and ensure the addition of the applicable SSR
code.
(g) If a DEPO resists transportation or gives rise to the assumption that he/she will be source of
annoyance to other passengers or crew members, only accept him/her according to the
procedures for a deportee who is escorted by authorized personnel during removal (DEPA).
(h) Refuse the carriage of deportees if they are likely to:
• Involve any risk to the safety of the flight.
• Involve any hazard or risk to themselves, other passengers, or crew members.
• Cause discomfort or make themselves objectionable to other passengers.
• Require special assistance from ground or in-flight staff, which can not be provided.
(i) Advice the crew and pilot-in-command of DEPO passenger transportation, inform whether
they are with judicial proceedings or not.
(j) Destination station shall be advise of the DEPO on board.
(k) Deportee Escorts:
• The applicable published fare available at the time of booking is charged.
• The fare for the escort must be paid by the deporting authorities.
• The two or more bookings, if made separately, must be cross referenced.
1.4.9.3 Seating of INAD/DEPO

Assign deportees and their escorts seats in the rear of the cabin, but not directly adjacent to exits, in
accordance with Annex Y.
1.4.9.4 Travel Documents of INAD/DEPO

Hand the travel documents to the crew.
1.4.10 Unruly Passengers

1.4.10.1 General Conditions of Passenger Carriage
For flight safety reasons, the handling agent must refuse carriage of any unruly passengers and/or
those who appear by manner or physical indications to be under the influence of alcohol or drugs.
This includes prevention of any violation of applicable laws, regulations or orders of any State or
country to be flown from, into or over. See 1.1.4 for details.
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1.4.10.2 Handling Unruly Passengers During Check-In or Boarding

(a) Report to your supervisor any unruly passenger behavior you observe at check-in, in the
lounge, or at the boarding gate.
(b) Offload the passenger in the DCS and offload their baggage from the aircraft.
(c) Document the case in the report with details of the passenger's condition (e.g., intoxication,
general abuse) - see Annex Z and upload to WHA website.
1.4.11 Service Animals

Wizz Air will only accept recognised assistance dogs accompanying PRM or disabled passengers to
travel in the cabin (PETC). SSR code to identify guide dogs is SRVA.
(a) Only one dog can be accepted per flight.
(b) The dog must not occupy a seat.
(c) The passenger must make the request to travel with the guide dog at the time of booking but
not later than 48 hours before the scheduled departure time.
(d) The following documents must be sent to the Call Centre at least 48 hours before travel:
• Certificate to prove that the dog is a recognised assistance dog.
Any relevant document that set out in the regulations of the countries affected by
carriage.
(e) No other animals are to be accepted for travel in the cabin or in the hold.
(f) Recognised assistance dogs on flights to/from the Great Britain will be accepted, as long as
the passenger and the accompanying recognised assistance dog comply with requirements
listed in https://www.gov.uk/pet-travel-travelling-with-assistance-dogs. It is the responsibility of
the owner to ensure that their dog is fully compliant with the scheme. If the assistance dog
doesn’t comply with the rules it may not be able to enter Great Britain, or may be taken into
quarantine on arrival.
Ground staff shall ensure that assistance dogs arriving in Great Britain are not disembarked
until Pet Passport Checkers (usually PRM staff) arrive to meet and assist the owner and the
dog.
1.4.12 Medical Equipment (POC and RPD)

The carriage of Portable Oxygen Concentrators (POC - a device which create pure oxygen from the
surrounding air) and Respiratory Personal Devices (such as respirators, nebulizer, ventilator, or
Continuous Positive Airway Pressure CPAP machines - ventilation device that blows a gentle stream
of air to keep the airway open and allow users to breath easily and regularly) that do not contain
compressed gar or liquid oxygen (that is defined as hazardous material) are permitted onboard.
Passengers carrying or requiring any other sort of approved breathing equipment shall be treated as
PRM, must be seated accordingly and identified with MEQP SSR.
The carriage and usage of POC and RPD that do not contain compressed gas or liquid oxygen are
permitted on board subject to providing evidence on the nature of the equipment and a medical
certificate. “Fit to Fly” form issued within 6 days of the flight date is required to be presented during
check-in/boarding process.
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Only certified POC devices may be accepted on board, the full list of accepted types is displayed on
Wizz Air webpage, not listed RPD devices do not need to be assessed for its type or certification.
Check-in/Gate agent must advise Ramp/Operations as soon as possible the name of passenger with
medical equipment (with SSR MEQP) with information about device and any spare batteries carried
as these devices might contain lithium batteries and migth fall under the definition of portable
electronic devices. Ramp/Operations must pass on the same information to the crew before boarding
begins in order to allow time for cabin preparation.
Breathing aids that contain compressed gas or liquid oxygen are NOT permitted onboard.
1.4.13 Wizz Air Staff Passengers

One of the following SSR codes will be added to the bookings of Wizz Air staff:
(a) POSN - Positioning Crew. Passenger is exempt from paying the hold baggage fee and excess
baggage. Under no circumstances must these passengers be offloaded in the event of
irregular operations.
(b) DUTY - Duty Travel. Passenger is exempt from paying the hold baggage fee and excess
baggage. Under no circumstances must these passengers be offloaded in the event of
irregular operations.
(c) STAF - Personal Travel. Passenger is subject to the hold baggage fee and excess baggage
fee. These passengers should be offloaded prior to any other (Commercial, Positioning, Duty
Travel) passengers in the event of irregular operations.
1.4.14 Expectant Mothers

Women who are over their 28th week of pregnancy can travel on Wizz Air flights only under the
condition that they obtain a medical certificate issued within 6 days of the flight date approving their
fitness to travel by air. Wizz Air will only be liable in accordance with these General Conditions of
Carriage for any health problems to pregnant women and/or their unborn child that may occur during
or as a result of carriage by air. In case the medical certificate is not available or cannot be verified
(illegible, foreign language etc.), a “Disclaimer Form” must be issued stating that Wizz Air will not be
held responsible for any subsequent health problems to the passenger or to unborn child that may
occur during or as a result of carriage by air. The form can be found in Annex Z and when signed by
the passenger it must be uploaded on WHA website.
Passengers who are over the 34th week of pregnancy are not to be accepted for travel. In case of
twin pregnancy, the relevant time limit is the 32nd week of pregnancy.
1.4.15 Extra Seat

Passengers may request an extra seat (e.g. for medical, comfort or baggage reasons).
Two seats must be booked within the same reservation.
(a) The first seat is to be booked with the passenger’s first and last name adding the SSR code
‘EXST’.
(b) The name of second seat must be entered as follows: Last Name: SURNAME, List Name:
EXST.
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(c) For EXST purchased due to items over hand baggage limits (e.g. musical instruments, works
of art) two adjacent seats including window seat for the item shall be assigned at the last rows
of the aircraft.
Agent must enter the reason for the extra seat in the Freeform Comments of the booking.
Extra seats requested for medical reasons will be confirmed subject to medical clearance.
If the extra seat is required for baggage reasons the dimensions of the article must be entered in
Freeform Comments.
The passenger is entitled to the baggage allowance as paid for both seats.
In case the seats assigned by the system (for passenger and their extra seat) are not next to each
other, rearrangement shall be done at the airport or onboard by the crew.
At check-in, the passenger may be given two boarding passes depending on the DCS used. Ground
staff must ensure that the second boarding pass is annotated ‘EXTRA SEAT’.
Ground staff must advise the Cabin Attendants for two adjacent seats to be reserved on the aircraft.
All extra seats must be deducted from the total figures prior to passing the TOB to the Cabin Crew
and Flight Deck.
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1.5 Passenger Disruptions

Ground transportation, hotel accommodation and additional car park charges are not provided to
passengers at the arrival airport when delayed regardless of the time of arrival and reason for the
delay.
1.5.1 Information and Communication to Passengers

The Handling Agent shall have a process to ensure the existence of facilities with communication
devices for messages, flight information and emergency information to all passengers.
In general, provide accurate information immediately and at regular intervals:
(a) Ensure staff are briefed for consistent delivery of information.
(b) Brief staff on the estimated time of departure, estimated time of arrival and any provisions
being offered.
(c) Provide passengers written information about their rights according to applicable regulations,
upon request or as required.
(d) Provide information in appropriate alternate formats to passengers with impairments.
Whenever a flight is disrupted, the relevant information is to be passed as an aircraft movement
message to Wizz Air OCC and the destination airport.
Persons meeting passengers at the destination airport or telephoning for information must be told the
reason for the delay, and the expected time of arrival of the passengers.
1.5.2 Delays
Notification about the delay is received from Wizz Air OCC. Default communication channel for delay
updates is SITA message. In some occasions, a pre-alert message from Disruption Control Center
will notify the Handling agents about the possibility of disruption, which is to be confirmed later by
OCC.
Notification from Wizz Air OCC about expected delay over 2 hours is sufficient authorization for start
of distribution of recovery services. No further authorization from OCC or relevant Ground Operations
Manager is required for that.
At least two members of ground staff must be available to answer any questions that passengers
may have.
Correct delay information must be given to passengers. Handling Agent must ensure that all staff
providing information to passengers give the same information. If Handling Agent is in doubt about
the reason of the delay, Wizz Air OCC must be contacted for clarification.
When the delay is longer than 2 hours, print EU Delay letters at amount sufficient for all passengers
booked on the flight.
When the delay is 5 hours or more, passengers are entitled to change the flight for free or ask for
refund (credit or full refund options - handled by Wizz Air).
Passengers who wish to change the flight are directed to the ticket desk for assistance. HOTAC is
arranged if necessary.
When the ETD is after 3 am on the next day (overnight delay), start looking for Hotel Accommodation
and transport options.
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Whenever assistance shall be provided, announcement must be made to advise all passengers
about availability of vouchers and letters.
1.5.2.1 Disruptions Know Prior/Durign Check-in

(a) Update revised times in DCS.
(b) Update airport FIDS.
(c) Arrange the need amenities e.g. meals, HOTAC, transportation, passenger assistance
according to nature of the disruptions.
1.5.2.2 Disruption know Prior/During Boarding

(a) Reconfirm the departure gate/time and update the revised information in DCS.
(b) Advice passengers accordingly and at regular intervals.
(c) Update airport FIDS.
(d) Arrange the need amenities e.g. meals, HOTAC, transportation, passenger assistance
according to nature of the disruptions.
1.5.2.3 Disruption Upon Arrival

In case of delayed arrival of a flight update airport FIDS.
1.5.2.4 Handling Procedures

(a) Passengers must be notified of delays immediately, in English and local language.
Announcements must be made every 30 minutes to advise the passengers according to the
latest information received from Wizz Air with the expected time of departure, even if there is
no additional information to tell them.
(b) Where applicable, provide delay notice or passenger rights information and in appropriate
alternate formats for passengers with impairments.
Whenever a flight is delayed over 2 hours, all passengers MUST be given the information
letters on delay from Wizz Air explaining their options. This is a mandatory requirement
according to EU Legislation. A flight shall be deemed as delayed if it is rescheduled, even if
the new departure time is on the day after the planned departure time. In all cases if the flight
is not cancelled (if a flight is cancelled the next available flight is only the next flight in the
schedule) the information letters on delays has to be distributed to the passengers.
(c) Brief staff on the estimated time of departure, estimated time of arrival, and any provisions
being offered.
(d) The airport information screens must be updated with the new ETD as soon as the delay
information is received.
When a flight is delayed for 2 hours or more, passengers are entitled to:
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Distance [1] Length of Assistance Provided Per Fare Paying Passenger

delay
1500 km or less (with an
approximate journey 2 hours or A refreshment / meal voucher in a value that is
time of less than 2.5 more proportionate to the delay.[2]
hours) Two telephone calls, or telex, fax messages or e-mails
(where Wizz Air cannot provide the passengers with these
1500-3500 km (with an opportunities, Wizz Air will reimburse the passenger for the
approximate journey 3 hours or reasonable costs of the telephone calls or telex, fax
time of more than 2.5 more messages or e-mails on receipt of an itemised invoice).
hours)
A refreshment / meal voucher in a value that is
proportionate to the delay. See footnote [2]
Two telephone calls or telex or fax messages, or e-mails
(where Wizz Air cannot provide the passenger with these
opportunities, Wizz Air will reimburse the passenger the
reasonable costs of the telephone calls or telex, fax
messages or e-mails on receipt of an itemised invoice);
and, if passenger no longer wishes to travel, their choice
between:
a) Cancel the passenger’s reservation and reimburse the
total fare of the cancelled flight at the price at which it was
bought, for the part(s) of the journey not made, and for the
5 hours or
Any part(s) already made if the flight is no longer serving any
more
purpose in relation to the passenger’s original travel plan,
together with, when relevant (i.e. in case of connecting
flights) re-book onto a return flight operated by Wizz Air or
another low-cost airline on the same route to the
passenger first point of departure, at the earliest
opportunity, subject to availability of seats.
or
b) Cancel the passenger’s reservation and receive a credit
for the full value of the passenger’s payment for the
relevant sectors plus 20% of the fare paid. The passenger
can use this credit towards any Wizz Air flight within the
next 12 months.
1) To establish which routes are over 1500 kms, please go to the following website, type in the
three-letter codes of each station divided by a dash and click on calculate: http://
www.gcmap.com.
2) Whenever vouchers and information letters are distributed to passengers, the passenger
must sign the Wizz Air Signatory Form to confirm they have received those items. The form
must be uploaded on WHA website.
In case of a long delay and when the estimated time of departure is after 3 am. the handing agent is
to arrange hotel accommodation and transport between the airport and the accommodation
according to 1.5.8.
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When a flight is delayed, passengers on later flights which are scheduled to depart on time are NOT
to be offloaded to accommodate those passengers booked on the delayed flight. Passengers are to
remain booked on the delayed flight regardless of the delay.
Prepare signature forms applicable to the given situation and local set-up. Signature forms available
for download on WHA website are:
(a) Pax letter + meal voucher for amount xx EUR: to be used for distribution of EU letters + meal
vouchers for specific amount.
(b) Pax letter + meal voucher for type of menu: to be used for distribution of EU letters + pre-
defined type of menu.
(c) Pax letter + meal box: to be used for distribution of EU letters + ready meal package (usually
when pax are sent on road).
(d) Pax letter + hotel accommodation: to be used for distribution of EU letters + HOTAC
accommodation.
(e) Pax letter only: to be used for distribution of EU letters only EU letters are mandatory
distributed always when the delay is 2 hours or more.
Refreshments are mandatory distributed when the delay is:
• 2 hours or more for flights with distance less than 1500km.
• 3 hours or more for flights with distance over 1500km.
1.5.2.5 Rebooking
In case of delay over 5 hours, passengers can be rebooked on to alternative flights by the ticket desk
agent.
Passengers may rebook to an alternative origin and/or destination, however all associated ground
transportation costs must be covered by the passenger.
Examples:
1) A flight from LTN-KTW is delayed over 5 hours. Passengers may rebook on to a LTN-WAW flight at
no charge, however, the passenger must pay for ground transport from WAW to KTW.
2) A flight from LPL-KTW is delayed over 5 hours. Passengers may rebook on a LTN-KTW flight at no
charge, however, the passenger must pay for ground transport from LPL to LTN. Please use the
rebooking form (Annex Z).
1.5.2.6 Refreshment Vouchers

It is handling agent’s responsibility to make decision on vouchers distribution as soon as delay is
known. SITA/email sent by OCC or AHD informing about the delay and its range is sufficient
authorization for a handling agent for vouchers distribution. Value of the voucher should be based on
table presented below. Further information, automated calculation, voucher and passenger signature
form generator can be found on WHA website under Disruptions menu.
Vouchers must be given in EUR 2.00 / EUR 4.00 denominations rather than the total amount in the
case of longer delays.
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Total Delay In Poland Rest Of Europe In Poland, Rest Of Europe

Bulgaria, Bulgaria,
Romania Romania
Flight Under 1500km, Total Voucher Flight Over 1500km, Total Voucher
Value Value
Under 2 hours None None None None
2-3 hours EUR 2.00 EUR 4.00 None None
3-4 hours - - EUR 2.00 EUR 4.00
5-7 hours EUR 4.00 EUR 8.00 EUR 4.00 EUR 8.00
The following rates apply for the flights departing from Hungary:
TOTAL DELAY VOUCHER VALUE
Under 2 hours None
2-3 hours EUR 8.00
3-4 hours -
5-8 hours EUR 13.00
8-11 hours EUR 18.00
11-14 hours EUR 23.00
14-17 hours EUR 28.00
17-20 hours EUR 33.00
20-23 hours EUR 38.00
Passenger Signature List is taken as confirmation of vouchers’ distribution. If you fail to upload it on
WHA website the payment for refreshment will be withheld.
Any fine imposed by a Customer Protection Authority on Wizz Air resulting from a handling agent’s
negligence in arranging and providing a Passenger Signature List will be recharged to handling
company.
Alternatively or if refreshment voucher can not be used by the passenger at the time of the delay at
the airport (i.e. airport restaurants closed), the handling agent shall arrange refreshment (meal box /
package) to the passengers by using alternate sources (i.e. external restaurants, catering companies
etc.) The amount of the meal box shall be proportionate to the delay.
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In Italy, Handling Agents have to contact Wizz Air’s contracted partner, Value Group, for refreshment
service. Full description of the procedure for Italian airports is available by contacting the responsible
GOM.
1.5.3 Cancellations / Diversions

Notification from Wizz Air OCC is received about the cancellation. In some occasions, a pre-alert
message from Disruption Control Center will notify the Handling agents about the possibility of
disruption, which is to be confirmed later by OCC.
Prepare information about available seats on next and alternative flights – taken from the reservation
system.
Prepare information about available hotel rooms and transfer options.
Appoint at least one dedicated check-in desk where the stranded passengers will be dealt with.
All passengers MUST be given the information letter on cancellation from Wizz Air explaining their
options (even if before the flight was announced as delayed and therefore the information letters on
delay have already been distributed). This is a mandatory requirement according to EU Legislation
and therefore must be adhered to.Whenever information letters are distributed to passengers, the
passenger must sign the Wizz Air Signatory Form to confirm they have received those items. The
form must be uploaded on WHA website.
In case of cancellation, all passengers will be checked out from Wizz Air system and seat allocation
will not be kept. Passengers shall be re-booked for the next available flight or alternative route on
Wizz Air flight to the same destination direction on a first come-first-served basis. Passengers who
have paid for the selected seat will receive the amount they have paid for it in credit on their Wizz
account. Credit could be used by the passengers to select their seat on the new flight. Passengers
who are not able to be allocated the same type of seat they have paid for will be entitled for a seat
fee refund.
Clear announcement about the cancellation and the appointed stranded pax desk is to be made to
the passengers, to make them aware of the flight status and the intended way of disruption situation
management.
If the cancellation is announced at the gate, inform the passengers how they can collect their
baggage and guide them on their way to the appointed stranded pax desk.
At the stranded pax desk GH staff shall make local announcement to the passengers advising that
those of them who need HOTAC shall have their flight rebooked at the ticket desk, via call center or
on wizzair.com first.
Passengers arriving at the stranded pax desk shall be given EU letters, pax signature required as a
proof of this.
Apart from the applicable compensation (handled by Wizz Air), pax are entitled to free flight change,
telephone calls, HOTAC until the next flight, transfer to/from hotel and meals.
In the event of a Wizz Air aircraft being diverted to an alternative airport or in case of flight
cancellation, surface transport – buses – to alternative airport (or to hotels in case of cancellation) will
need to be arranged by handling agent.
At the ticket desk handle flight changes requests as they come.
Keep track of all flight changes using Wizz Air Rebooking Form (Annex Z).
At stations where Wizz Air’s contracted partner’s, Travelliance’s service is available (confirmed by the
responsible Ground Operations Manager) handling agents shall arrange hotel accommodation and
road transportation via Travelliance’s official channels:
(a) StormX application (https://passengersupport.wizzair.com);
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(b) Live chat on (http://air.tvlinc.com);

(c) Email (rooms@tvlinc.com);
(d) Phone (TVA provides local telephone number for each station).
To avoid confusion, please make sure you always communicate your name and disrupted flight
number Towards Travelliance, when requesting rooms or transportation
In order to ensure smooth operation in case of diversions, Handling Agent should have contacts of
local bus companies that can provide passenger transportation with reasonably short notice.
In case of exceptional circumstances when local bus providers are not able to provide the service,
Handling Agent must inform Wizz Air OCC or Ground Operations Manager immediately.
1.5.3.1 Flights Cancelled As a Result of Extraordinary Circumstances

If a flight is cancelled as a result of extraordinary circumstances which could not have been avoided
even though reasonable steps have been taken, including but not limited to: Air Traffic Control,
Weather, Civil unrest, Terrorist alert and security alerts, Strike action, Flight safety.
Under extraordinary circumstances, Wizz Air will not compensate the passenger further other than
providing them with the following options:
(a) Re-book to a flight operated by Wizz Air or another low-cost airline on the same route to the
passenger’s final destination, subject to availability of seats; or
(b) Cancel reservation and reimburse the total fare of the cancelled flight at the price at which it
was bought, for the part(s) of the journey not made, and for the part(s) already made if the
flight is no longer serving any purpose in relation to original travel plan, together with, when
relevant (i.e. in case of connecting flights) re-book onto a return flight operated by Wizz Air or
another low-cost airline on the same route to the passenger’s first point of departure, at the
earliest opportunity, subject to availability of seats; or
(c) Credit for the full value of the passenger’s payment for the relevant sectors plus 20% of the
fare paid. Credit can be used towards any Wizz Air flight within the next 12 months; and
(d) Two telephone calls, telex or fax messages, or e-mails or refund the costs of such
communications; and
(e) In event of re-routing, when the time of departure of the new flight is the day after the
departure as it was planned for the cancelled flight handling agent is to arrange hotel
accommodation and transport between the airport and place of accommodation.
1.5.3.2 Flights Cancelled For Reasons Other Than a Result of Extraordinary

Circumstances
If the flight is cancelled for any other reason which could not have been avoided even if all
reasonable steps had been taken, passengers are entitled to:
(a) Re-book to a flight operated by Wizz Air or another low-cost airline on the same route to the
passenger’s final destination, subject to availability of seats; or
(b) Cancel reservation and reimburse the total fare of the cancelled flight at the price at which it
was bought, for the part(s) of the journey not made, and for the part(s) already made if the
flight is no longer serving any purpose in relation to original travel plan, together with, when
relevant (i.e. in case of connecting flights) re-book onto a return flight operated by Wizz Air or
another low-cost airline on the same route to the passenger’s first point of departure, at the
earliest opportunity, subject to availability of seats; or
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(c) Credit for the full value of the passenger’s payment for the relevant sectors plus 20% of the
fare paid. Credit can be used towards any Wizz Air flight within the next 12 months; and
(d) Two telephone calls, telex or fax messages, or e-mails or refund the costs of such
communications; and
(e) In event of re-routing, when the time of departure of the new flight is the day after the
departure as it was planned for the cancelled flight handling agent is to arrange hotel
accommodation and transport between the airport and place of accommodation - check 1.5.8;
and
(f) Compensation of
Amount Distance Note

If you are offered a new flight and the arrival time does
EUR 250 1500 km or less not exceed the scheduled arrival time of your booked
flight by 2 hours this amount will be reduced by 50%
between 1501 and 3500
If you are offered a new flight and the arrival time does
km in the case of all intra-
EUR 400 not exceed the scheduled arrival time of your booked
Community (EU-EEA)
flight by 3 hours this amount will be reduced by 50%
flights
over 3500 km in the case of If you are offered a new flight and the arrival time does
EUR 600 non intra-Community (EU- not exceed the scheduled arrival time of your booked
EEA) flights flight by 4 hours this amount will be reduced by 50%
The above compensation shall not be paid if the passenger was informed about the cancellation:
• 2 weeks before scheduled time of departure time (STD);
• between 2 weeks and 7 days before STD and an alternative Wizz Air flight is offered to you, the
departure time of which is not more than two hours before the STD and the arrival time is less than
four hours after the scheduled time of arrival (STA);
• less than 7 days before STD and an alternative Wizz Air flight is offered to you, the departure time
of which is not more than one hour before the STD and the arrival time is less than 2 hours after
STA.
1.5.4 Change of Equipment (Aircraft Type)

In case of aircraft type updgrade, ad-hoc change or known in advance:
(a) Airports will receive notification from Wizz Air OCC about the aircraft type change;
(b) Passenger seating remains the original one, however handling agent shall monitor the aircraft
balance and change seats proactively.
In case of balance issues, flight crew must be notified.
1.5.5 Denied Boarding due to Unavailability of Seats (Overbooking)

All Wizz Air passengers are holding confirmed ticket but maybe denied due to variety of reasons:
(a) Commercial overbooking due to overselling the aircraft capacity;
(b) Reduced seating capacity due to unserviceable equipment, crew sickness or other limitations;
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(c) Change of aircraft type due to operational or technical reasons. In above cases overbooking
procedures shall be implemented at the airport and initiated during pre-flight editing phase.
In case of a passenger trying to check-in online on a flight where the full capacity (all seats on the
aircraft) has already been checked-in, the system will issue an overbooking “dummy” boarding pass
without allocating a seat and with the following information: “Our apologies! We are not able to issue
you a boarding card at the moment. Please proceed to our check-in desk 2 hours before your flight’
departure, so a check in agent can assist you further. This service will be free of charge.”
(a) If there are seats available at the time of airport check-in, a seat shall be allocated to the
passenger;
(b) If there are no seats available at the time of airport check-in, the situation shall be explained to
the passenger, a boarding card printed without a seat number and the passenger asked to
proceed to the gate. In case of NO SHOWS at the gate, the passenger without a seat
assignment shall be accepted and seated to the available seat;
When an overbooking situation is likely to arise (indicated by number of seats sold at -3hrs to
departure), the handling agent shall actively search for volunteers from the start of check-in process.
Volunteers may be offered the following:
(a) Compensation in amount of (120% WIZZ credit offered first, then bank transfer or reservation
owner’s bank card):
- 250 EUR for flight distance 1500 km or less
- 400 EUR for flights between 1501 and 3500 km and for all intra-Community (EU-EEA) flights
of more than 3500 km
- 600 EUR for all flights not falling under above
(b) Free rebooking onto the next available flight or other routing on Wizz Air network based on
passenger preference (travel document requirements apply). Alternatively, instead of a free
rebooking, the passenger may cancel reservation and receive a full refund or a credit for the
full value of the payment for the relevant sectors plus 20% of the fare paid to be used for any
Wizz Air flight;
(c) Transportation to/from home or hotel accommodation, hotel accommodation if required until
the new flight, or reimbursement of such expenses based on receipts up to a reasonable
amount;
(d) If the departure of the new flight is from another convenient airport within the next 48 hours,
ground transportation to the departure airport and hotel accommodation if overnight stay is
required;
(e) If the destination of the new flight is at another convenient airport within the next 48 hours,
ground transportation can be provided up to a reasonable distance.
A full list of passengers who used hotel accommodation and transfer, with their signatures, shall be
uploaded on WHA website.
Any volunteer identified at check-in shall be asked to proceed to the gate and kept as a stand-by at
the gate until the end of the boarding. The volunteer will be offered the compensation only if flight is
indeed overbooked at the end of the boarding process.
In case of insufficient number of volunteers and before boarding starts, a mandatory overbooking
announcement shall be executed at the gate before all other announcements:
"Wizz Air/Wizz Air UK flight W6/W9 ….. to ….. is overbooked today. Passengers who are willing to
change their travel plans for an additional compensation of …. Euro are requested to contact a
member of staff at gate number…. Many thanks for your understanding.”
In case of excess number of volunteers, they shall be accepted in order of presentation.
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In the event of insufficient number of volunteers, passengers who are first on the Wizz Air denied
boarding list (generated from WHA website before check-in opens) are to be denied boarding and
shall be offered:
(a) A refreshment/meal voucher in value that is proportionate to the waiting time for the next flight;
(b) Free rebooking onto the next available flight or other routing on Wizz Air network based on
passenger preference (travel document requirements apply). Alternatively, instead of a free
rebooking, the passenger may cancel his reservation and receive a full refund or a credit for
the full value of the payment for the relevant sectors plus 20% of the fare paid to be used for
any Wizz Air flight within the next 12 months;
(c) Two telephone calls, telex or fax messages, or e-mails or refund the costs of such
communications; AND in event of re-routing, when the time of departure of the new flight is the
day after the departure as it was planned handing agent is to arrange hotel accommodation
and the transport between the airport and place of accommodation. A full list of passengers
who used hotel accommodation and transfer, with their signature, shall be uploaded on WHA
website;
(d) Denied passengers will be also eligible for denied boarding compensation as per below table.
A letter to this regard shall be distributed to all such passengers.
Amount Distance Note

If the passenger is offered a new flight and the arrival
time does not exceed the scheduled arrival time of the
EUR 250 1500 km or less
booked flight by 2 hours this amount will be reduced by
50%
between 1501 and 3500 If the passenger is offered a new flight and the arrival
km in the case of all intra- time does not exceed the scheduled arrival time of the
EUR 400
Community (EU-EEA) booked flight by 3 hours this amount will be reduced by
flights 50%
If the passenger is offered a new flight and the arrival
over 3500 km in the case
time does not exceed the scheduled arrival time of the
EUR 600 of non intra-Community
booked flight by 4 hours this amount will be reduced by
(EU-EEA) flights.
50%
The handling agent dealing with the disrupted flight must not deny the boarding of any PRM
passenger, elderly travellers, passengers travelling with children or infants and young persons
travelling on their own!
Denied boarding compensation shall not apply to passengers traveling at fares not available directly
or indirectly to the public.
Those passengers who are denied travel shall be given a copy of the Denied Boarding Letter and
rebooked accordingly. A Denied Boarding Compensation Form shall be completed, signed by the
passenger and uploaded on WHA website under the Disruption>>Denied Boarding section. SSR
code DBRD shall be added to the passenger’ reservation in NewSkies.
The Denied Boarding Passenger List shall be generated at WHA website under section Disruption by
the handling agent dealing with the disrupted flight.
To avoid delays, the following steps shall be followed:
(a) Passenger with overbooking “dummy” online boarding pass; OR last passengers checked-in
at the airport without an available seat; OR denied boarding volunteers shall be checked in as
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a stand-by in the local DCS. If the local DCS system is not supporting stand-by status, they
shall be checked in without a seat.
(b) These passengers shall be notified about the overbooking situation and the possible
consequences as soon as practically possible and in any case before reaching the boarding
gate.
(c) If such passengers have hold baggage, the bags shall be checked in as stand-by, using stand-
by baggage tag. If the local DCS is not supporting stand-by checked in baggage, the loaders
in the sorting area and the dispatcher shall be advised about the number of the baggage tags
used. These bags shall not be loaded onto the aircraft until travel is confirmed.
(d) At the gate, passengers with stand-by boarding cards shall be asked to wait until boarding
finishes. In case of NO SHOW passengers, stand-by passengers shall be accepted and the
seat of NO SHOW passengers shall be allocated to them. If they have hold baggage,
dispatcher shall be advised that the bags can be loaded.
(e) If there is no seat available for the overbooked passengers (the flight is full), above described
denied boarding procedure shall be followed.
(f) Additional experienced staff should be allocated to handling of overbooking flights at the gate.
(g) In case of possible overbooking the handling agent dealing with the flight shall pre-allocate
seats for previously denied passengers known PRM passenger, elderly travelers, passengers
travelling with children or infants and young persons traveling on their own to protect them
from being denied travel.
1.5.5.1 Volunteers for Denied Boarding - Guidance Procedure

Purpose - Passenger service agents must seek for volunteers when the flight is overbooked. Seeking
for volunteers is a mandatory requirement even if the flight is overbooked by 1 passenger in order to
reduce the cases of involuntary denied boarding as much as possible.
Preparation for check-in - Before check-in for a flight opens the shift supervisor/responsible person
should always check booking figures in DCS and brief all agents on how many volunteers are needed
for a flight and what compensation is offered based on the flight distance.
At the check-in counters – Seek proactively for volunteers during check-in/bag drop-off. A potential
volunteer should be greeted with a positively sounding voice and clear intonation, address the
passenger by surname if possible. Mention the compensation package in its fullness. Example below:
"Hello Ms. Smith, out flight to …... is overbooked today and we are looking for volunteers to give up
their seat in exchange of a compensation from the airline. We would like to offer you 250 euro, a new
ticket and a hotel accommodation if you need it free of charge. Would you consider this opportunity?"
If the passenger accepts, make sure they fully understand the procedure and would comply with the
requirements before contacting the supervisor/responsible person. Example below:
"Thank you, Ms. Smith. You are added to our volunteer list. Please proceed to gate ……/gate area
and wait at the gate area until the end of boarding. My colleagues will be notified of your status and
will advise you whether you will need to give up your seat after the other passengers are boarded. If
your service is needed, they will explain to you how you will receive your compensation. Any
questions?"
Preparation for boarding – check with supervisor/responsible person on number of volunteers found
for the flight, their seat numbers and names. Liaise whether you will have to look for volunteers at the
gate as well.
Pre-boarding: If more volunteers are needed, read the announcement in English and local language.
Proceed with the same procedure as above with all eligible volunteers. Write down the seat number
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and name of each volunteer. Check in the DCS whether the passenger has luggage. Advise
supervisor/responsible person on passenger seats, names and any checked-in bags.
Boarding: Advise the stand by passengers and the volunteers to wait at gate area until all other
passengers are boarded. Proceed with your usual gate duties. Do not forget the final boarding call.
Flight finalization: Check and offload the NO SHOWs in accordance to procedure no later than
-15min STD. Liaise with the supervisor/responsible person on vacant seat distribution and call for the
stand-by passengers who now have assigned seats.
1.5.6 Mishandled or Unclaimed Baggage

1.5.6.1 General
(a) Mishandled or unclaimed baggage include one or more of the following baggage disruption
incidents:
• Delay of checked baggage.
• Loss of checked baggage.
• Damage or partial loss of checked baggage.
• Pilferage of baggage or items from baggage.
(b) Enter mishandled or unclaimed found baggage details into the WorldTracer tracing system,
including characteristic items. Any new information about baggage shall be added into
WordTracer file on ongoing basis.
(c) Legal time limits apply for the reporting loss, delay, damage or pilferage of baggage.
1.5.6.2 Storage of Mishandled / Unidentified / Unclaimed Baggage

Store mishandled baggage in a safe and secure area where access is controlled.
Where required, make sure such baggage is subject to security controls before being loaded into an
aircraft. These controls could include a combination of:
(a) Manual search;
(b) Screened by Explosive Detection System;
(c) Screened by conventional X-ray equipment'
(d) Simulation chamber;
(e) Vapor or trace analysis.
1.5.6.3 Handling of Mishandled / Unidentified / Unclaimed Baggage

(a) Mishandled baggage shall be forwarded by fastest possible means to the airport nearest to
the passenger’s address.
(b) Ensure that the number of unaccompanied bags is included in the baggage counts for load
control.
(c) Use a “RUSH” indicator (manual and/or electronic).
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(d) Unaccompanied Rush bags must have a RUSH HOLD BAGGAGE CERTIFICATE FORM - to
be found in Annex Z.
The unclaimed baggage shall be forwarded to a central storage facility (Katowice Lost and Found
Office) after five days. Before baggage dispatch to KTW L&F office, original baggage tags shall not
be removed and WorldTracer file shall not be closed.
The delayed or missing bag has to be registered in to World Tracer. The following elements are
mandatory for Wizz Air’s AHL files further to SITA mandatories:
• Permanent Address (PA);
• Permanent telephone number (PN);
• Booking reference number (PR);
• Fault Station (FS);
• Characteristic items from baggage content.
During file registration agent shall make sure that information on boarding pass and baggage claim
tag are match. All information about baggage shall be added into WordTracer file on ongoing basis.
The passenger must receive a copy of:
• PIR printed from WorldTracer;
• Missing Bag Covering Letter;
• BAGDMG_DLY.docx (available in several languages).
The forms are available on WHA website.
With the link http://worldtracer.aero/filedsp/w6.htm the passenger can track status of baggage and
modify baggage/contact details in WorldTracer.
Lost and Found agent is obliged for active baggage search during first five days via all available
means (WorldTracr system, email, SITA etc.).
If the bag is not found after 5 days, the details of the baggage must be forwarded to LSAS Katowice
Lost and Found Office for secondary tracing to be completed (e-mail: llktw@lsas.aero SITA:
KTWLLXH).
If checked baggage does not arrive on the flight carrying its owner and the passenger does not make
a report upon arrival, before leaving the baggage hall Wizz Air will not be liable.
When more than 2 bags on a flight are short shipped the handling agent will pay the delivery costs of
all the short shipped baggage on that flight when it arrives at the destination airport.
When the handling agent fails to offload baggage from an aircraft all delivery costs will be recharged
to the handling agent.
If baggage is misidentified (bag taken by the wrong passenger) Wizz Air will NOT compensate any of
the passengers involved. The passenger who wrongly identified the bag is responsible for returning
the bag to the correct passenger and for collecting his own baggage together with all costs of all
passengers involved.
If there is no certainty that baggage belongs to Wizz Air passenger, OHD file shall not be open with
“W6 “code and item shall not be forwarded to KTW L&F office for secondary tracing.
If mishandled baggage contains perishable items (i.e. not properly packed food), it should be
removed after 24 hours and written notice of taken action shall be placed in the baggage.
When an item is found on board after disembarkation the Senior Cabin Attendant must complete the
Lost Property Form. Such form together with the found item shall be passed to a member of the
ground staff who must complete their name and signature.
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The item must be taken to the Handling Agent’s department that is responsible for handling lost
property. The item is to be kept by the Handling Agent for two weeks.
Claimed items:
(a) If the item is claimed locally during the above mentioned two weeks, the passenger must
complete their name, signature and date that the item is collected.
(b) The form must be annotated “CLAIMED”.
(c) A copy of the form must be sent to Katowice Lost & Found Office.
If, after two weeks, the item has not been claimed, it must be sent to the Katowice Lost and Found
Office with a copy of the form via company mail.
All identity documents shall be handed over to local authorities according to local regulations. Any
such documents CAN NOT be sent to KTW L&F Office.
Any items which cannot be sent via company mail (dangerous goods or subject to restrictions of
customs or local laws) should be destroyed locally after two weeks and action must be confirmed with
proper documentation.
1.5.6.4 Delivery of Mishandled Baggage

Previously mishandled baggage shall be delivered in the most appropriate and fastest way to the
passenger.
1.5.6.5 On-Hand baggage

On-hand baggage or unclaimed found baggage is baggage that has missed the flight upon which it
was intended to travel. The station that crated the on-hand file is responsible for the training for the
first 5 days. Then it is sent to secondary tracing for further action.
In case of on-hand or unclaimed baggage, check if AHL report is existing in WorldTracer, if not -
check reservation system and try to contact the passenger.
If there is no certainty that baggage belongs to Wizz Air passenger, OHD file shall not be open with
"W6 / W9" code and item shall not be forwarded to KTW L&F office for secondary tracing.
A delayed bag is checked baggage not available to the passenger when he/she presents the
baggage identification tag at the destination point. For the first 5 days te station which create the
traicing flie is responsible for primary tracing and information to the passenger about the status of the
flile. The tracing period should be at least 21 day as per the Montreal Convention.
Bagage that has missed the flgith upon which it was intended to travel should be considered to be
on-hand.
1.5.6.6 Secondary Tracing

Secondary tracing is the process of taking over the responsibility and further actions for open
mishandled baggage tracing flies by the dedicated department. Which is LSAS Katowice Lost and
Found Office (e-mail: llktw@lsas.aero SITA: KTWLLXH).
1.5.6.7 Mishandled Mobility Aids

Damaged, delayed or missing mobility aids should be handled as a priority:
(a) Provide a suitable equivalent loaned item or replacement as needed.
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(b) Arrange for the repair or replacement of the item, if needed.
1.5.6.8 Mishandled AVIH

Wizz Air does not carry AVIH.
1.5.6.9 Legal Time Limits for Reporting

Loss, delay, damage or pilferage of baggage must be reported immediately upon arrival, or within 7
days for damage and 21 days for delay. The company may be held liable for any loss or damage to
checked baggage. The limits of this liability are defined under Wizz Air General Conditions of
Carriage.
Compensation is not paid for minor damage to the exterior of baggage (such as scratches, soils,
staining, dents, etc) resulting from normal wear and tear or for water damage to non-waterproof
baggage.
Claims for damaged or pilfered baggage must be made in writing within 1 month from arrival to the
Wizz Air Customer Relations department or to the passenger’s insurance company. A copy of the
PIR, boarding pass and baggage receipts (including excess baggage tag) must be enclosed with the
claim.
Liability for damaged or pilfered baggage will be reduced if the baggage was presented for check-in
unsuitably packed. In this case a Limited Release Tag must be completed at check-in.
A PIR must be completed by the handling agent who must advise the passenger to keep the PIR,
boarding pass and baggage receipts.
The passenger must be given a copy of the PIR together with a letter from Customer Relations.
Damage to hand baggage and clothing must be reported on board the aircraft or before leaving the
transit area. A Cabin Report or a PIR must be provided to the passenger upon request.
1.5.6.10 Repairs and replacements of baggage

Repairs and replacements of baggage (if the baggage is beyond repair) are carried out by the
following companies:
• in United Kingdom - http://damagedluggage.com/ (damaged baggage claims in United Kingdom
not processes by http://damagedluggage.com/ will not be accepted).
• in Hungary - Javitohaz Bt (damaged baggage claims in Hungary not processes by Javitohaz Bt will
not be accepted).
• in Poland – PS Services (damaged baggage claims in Poland not processes by PS Services will
not be accepted).
• in Bulgaria – SvetlaBags (damaged baggage claims in Bulgaria not processes by SvetlaBags will
not be accepted).
If the baggage is beyond repair the passenger must obtain written confirmation of this from a repair
shop. Once written confirmation is obtained the passenger may purchase new baggage of a similar
style and original value. A receipt for the replacement baggage must be obtained and sent to Wizz Air
Customer Relations who will reimburse the passenger appropriately.
The claim must be sent to Wizz Air Customer Relations department within 1 month. With the claim
the passenger must send the following items:
(a) A copy of the Property Irregularity Report (PIR) issued at the airport.
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(b) A copy of the itinerary or the passenger’s booking code.

(c) A copy of the baggage tag and proof of excess baggage payments, if any.
(d) A copy of the passenger’s boarding pass.
(e) Receipts of the replacement baggage or repair to the baggage.
(f) A written statement from a repair shop confirming that the baggage is beyond repair, if
applicable.
(g) The passenger’s bank account number (IBAN number).
1.5.6.11 Baggage Left Behind Due Aircraft Restrictions

If bags were offloaded due the MZFW/MLW/MTOW restriction on departure station, the numbers of
bags has to be collected and matched with the PNRs.
The departure station shall register the bags and send the information which includes passenger
name/PNR with tag number (direct report from BHS/DCS is also acceptable) to the following email
addresses:
(a) Arrival Station;
(b) Callcentre1@wizzair.com;
(c) Ground.Operations@wizzair.com;
(d) Dutymanager@wizzair.com;
(e) Responsible Ground Operations Manager.
The bags shall be registered in World Tracer.
When such baggage is received at your airport the files must be updated with the Baggage Delivery
Order (BDO) and closed. The following elements are mandatory Received Date (DR) and Date of
Delivery (DD).
1.5.7 Passenger Injuries

(a) Injury during Embarkation. If the passenger wishes to obtain medical assistance the
passenger and his baggage must be offloaded from the flight. The passenger can be
rebooked on to the next flight free of charge.
(b) Injury During the Flight. The passenger will be asked by the Cabin Crew whether he/she
would like to see a medical doctor on arrival at the destination airport. If so, the PIC will advise
the handling agent of this via the Ground to Air, when available. The Handling Agent must
arrange for a member of ground staff to escort the passenger to the medical doctor.
(c) Injury During Disembarkation. The passenger will be asked by the Cabin Crew whether he/she
would like to see a medical doctor. If so, the Senior Cabin Attendant will inform the PIC and/or
the Dispatcher. The Handling Agent must arrange for a member of ground staff to escort the
passenger to the medical doctor.
The Cabin Crew will complete the Wizz Air Injury Report which must be signed by the Dispatcher/
Ground staff.
1.5.8 Missed Flight

Missed Flight Fee for passengers is allowed with the following conditions:
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• Web checked-in or mobile checked-in passenger has been presented at the airport but missed the
check-in time with hold baggage or missed the boarding time at the gate.
• Passenger who purchased Airport Check-In service has been present at the airport but missed the
check-in time.
• Rebooking with missed flight fee is only allowed in the first 30min after scheduled time of
departure.
• Missed Flight Fee can only be used to book the passenger to the next available flight to his
original destination or to a nearby airport (i.e. in the same country or within reasonable distance)
within Wizz Air network.
• Passenger shall be asked if he/she has the opportunity to check-in and print boarding card for the
new flight. If not, Airport Check-in Fee also must be charged.
Missed Flight Fee is not applicable to passenger who purchased Airport Check-In service, has been
present at the airport, checked-in on time but missed the boarding time at the gate.
1.5.9 Hotel Accommodation

When a flight is cancelled or if, due to the long delay, the time of departure of the delayed flight is
after 3am on the day after the departure, as it was planned, handing agent is to arrange hotel
accommodation and the transport between the airport and place of accommodation.
In case of overnight delay a dedicated check-in desk is to be appointed, where the passengers will be
dealt with. If the delay is announced at the gate, inform the passengers how they can collect their
baggage and guide them on their way to the appointed check-in desk.
Pax are entitled to free flight change, telephone calls, HOTAC until the next flight, transfer to/from
hotel and meals.
At the check-in desk agents verify if HOTAC is needed – marked respectively on the “Pax letter +
hotel accommodation” form created on WHA website. Once the EU letter and hotel details are given
and the signature is collected, the passenger is directed to the hotel using the applicable transport
option.
By default the passengers are entitled to dinner and breakfast in the hotel.
If due to the late hour dinner cannot be arranged at the hotel, alternative dining options should be
looked for - food provided to the airport/hotel by a catering provider, meal box distributed at the
airports, etc.
At stations where Wizz Air’s contracted partner’s, Travelliance’s service is available (confirmed by the
responsible Ground Operations Manager) handling agents shall arrange hotel accommodation and
road transportation via Travelliance’s official channels:
(a) StormX application (https://passengersupport.wizzair.com);
(b) Live chat on (http://air.tvlinc.com);
(c) Email (rooms@tvlinc.com);
(d) Phone (TVA provides local telephone number for each station).
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2 Baggage Handling Procedures......................................................................................................................1

2.1 The Baggage Journey................................................................................................................................ 1
2.2 Baggage Activities......................................................................................................................................2
2.2.1 Introduction...................................................................................................................................... 2
2.2.2 Personnel Roles...............................................................................................................................2
2.3 Safe Baggage Handling............................................................................................................................. 3
2.4 Departure Baggage Handling.....................................................................................................................4
2.4.1 Planning........................................................................................................................................... 4
2.4.2 Preparation for Departing Baggage................................................................................................. 4
2.4.3 Execution of Departing Baggage..................................................................................................... 4
2.4.4 Handling Gate Delivery Items.......................................................................................................... 5
2.4.5 Monitoring the Departing Baggage Operation..................................................................................5
2.5 Transfer Baggage.......................................................................................................................................7
2.6 Terminating Baggage................................................................................................................................. 8
2.6.1 Planning........................................................................................................................................... 8
2.6.2 Preparation for Terminating Baggage.............................................................................................. 8
2.6.3 Executing of Terminating Baggage.................................................................................................. 8
2.6.3.1 Collection...................................................................................................................................8
2.6.3.2 Delivery......................................................................................................................................8
2.6.3.3 In the Arrivals Hall..................................................................................................................... 9
2.6.4 Monitoring of Terminating Baggage Processes................................................................................9
2.7 Special Baggage...................................................................................................................................... 10
2.7.1 General.......................................................................................................................................... 10
2.7.2 Planning for Departing Special Baggage....................................................................................... 10
2.7.3 Special Baggage Handling.............................................................................................................10
2.7.4 Handling AVIH................................................................................................................................10
2.7.5 Planning Terminating Special Baggage......................................................................................... 10
2.7.6 Preparation for Terminating Special Baggage................................................................................11
2.8 Disruption................................................................................................................................................. 12
2.8.1 Introduction.................................................................................................................................... 12
2.8.2 Dealing with Specific Outages....................................................................................................... 12
2.9 Mishandled Baggage................................................................................................................................13
2.9.1 Introduction.................................................................................................................................... 13
2.9.2 Pre-Departure Mishandling............................................................................................................ 13
2.9.3 Departure Mishandling................................................................................................................... 13
2.9.4 Tail to Tail Baggage........................................................................................................................ 13
2.9.5 Missing Baggage............................................................................................................................13
2.10 Baggage Reconciliation and Baggage Systems.................................................................................... 14
2.10.1 Baggage Reconciliation System (BRS)........................................................................................14
2.10.2 Manual Baggage Reconciliation - Bingo Process........................................................................ 14
2.10.3 Manual Baggage Identification.....................................................................................................15
2.10.4 Baggage Handling System (BHS)................................................................................................15
2.10.5 Baggage Messaging System....................................................................................................... 15
2.10.6 Baggage Management Systems.................................................................................................. 16
END OF SECTION
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2 Baggage Handling Procedures
2.1 The Baggage Journey

This chapter covers standard baggage handling procedures from the planning and preparation of
activities through execution and monitoring or the processes with the exception of baggage check-in
procedures which are addressed in Section 1.
Generic flow of checked baggage from acceptance through return of baggage to the passenger:
Departing baggage -> Security -> Sorting -> Baggage Build -> Unload -> Arrival
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2.2 Baggage Activities

2.2.1 Introduction
There are serval baggage activities that take place in an airport, these can be classified as:
(a) Passenger baggage acceptance – section 1
(b) Baggage handling – this section
(c) Aircraft loading – section 4
Passenger baggage is defined as a passenger’s personal effects, that remains with the passenger
during their journey and travels in the hold of the same aircraft as the passenger. This include cabin
baggage retrieved due to various reasons and may need to be checked-in.
Therefore, we must recognise that the baggage must be treated with the same high degree of care
and attention as the passenger himself. When a passenger checks in baggage for his flight, he
entrusts us to return it to him, in the same condition, promptly on arrival at his destination. Everybody
involved, passenger and ramp handling staff at the departure and arrival points, must ensure this is
achieved.
2.2.2 Personnel Roles

Tasks that are performed in order to execute baggage operations, may be undertaken by different
types and groups of staffing depending upon the local setup.
Typical roles includes:
(a) Management staff member: responsible for overseeing the performance of the operations,
making decisions on how to operate based upon feedback from the operational staff.
(b) Support staff member: responsible for planning baggage operations and collecting metrics to
ensure smooth baggage operations.
(c) Baggage staff member: operational staff who are responsible for the movement and
monitoring of baggage through the dedicated baggage makeup areas, (including immediate
reporting of any unauthorized persons in the baggage make-up area) reconciling baggage and
collecting/delivering baggage from/to the aircraft.
(d) Ramp loading staff member: operational staff who are responsible for ramp activities including
loading and/or offloading and immediate reporting of any unauthorized persons on the ramp
(without airport badge in a visible place).
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2.3 Safe Baggage Handling

It is important that personnel are aware of all risks associated with baggage handling, and that they
are properly trained, and follow the guidance below as a minimum to ensure their health and safety:
(a) Handling techniques and principles of manual handling.
(b) Staff members should not lift more than their physical capabilities to avoid injuries. Where
available, make use of assistive devices for moving heavy loads.
(c) Ensure that appropriate personal protective equipment (PPE) is available and used.
(d) Ensure that baggage is handled in an appropriate manner, e.g. positioned rather than thrown
onto the belts.
(e) When using baggage carts or dollies use the safety precautions.
(f) Verify the coupling/uncoupling of the baggage carts, dollies/trailers and ensure nobody is
working between or nearby prior to moving.
(g) Be extra careful to hands, fingers, and feet when moving and connecting baggage carts or
dollies to the tractor or another equipment. Always use the handle and never the tow ring.
Seek assistance, if required.
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2.4 Departure Baggage Handling

2.4.1 Planning
It is important that for each departing flight, a pre-planning process is put in place to ensure:
(a) Review expected baggage for each departing flight and plan for the number of baggage items
and their types, equipment and staff.
(b) Review of the departure flight parking stand location to plan for on-time delivery of bags.
(c) Plan any special handling equipment that will be used and brief on the use as needed. This
may include processes and procedures for handling mobility devices or other special
baggage.
(d) Determine the duration of the planned activities so that the personnel and equipment can be
scheduled for further tasks.
2.4.2 Preparation for Departing Baggage

(a) Verify the build location that has been allocated for the departure flight including specific
segregation in different areas.
(b) Ensure that the baggage personnel working at the out-of-gauge baggage point are aware of
the build and/or allocated stand for delivery of items that arrive at the out-of-gauge point.
(c) Ensure that the signage for the flight departures is up to date (stand information is
appropriately displayed).
(d) Ensure that the ground personnel handling the flight are aware of any special baggage item
processing, especially mobility devices.
2.4.3 Execution of Departing Baggage

(a) Ensure that the baggage build location (e.g. baggage chute/carousel/lateral) for the departing
flight and segregation is correct by validating against the baggage sortation plan.
(b) Ensure that any baggage carts being used are serviceable.
(c) Ensure all mandatory screening and securing of baggage is performed as required.
(d) Produce ULD cards (electronically or manually) showing the correct flight and segregation of
baggage for baggage cart, to identify and to allocate the appropriate flights, if required.
(e) All baggage handling systems are subject to errors. This means that occasionally baggage will
be directed to either a default output point or arrive at the wrong output point. Therefore follow
local procedures to ensure that bags from incorrect output location will be taken to their
intended location or flight.
(f) Where tracking/reconciliation is performed in the baggage make-up area (electronically or
manually):
• Ensure safety requirements are met for the handling of baggage.
• Scan the baggage cart card for the baggage cart that the bag has been loaded into.
• Scan the barcode of the baggage tag.
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• Verify that the load has been confirmed as being on the correct flight or Positive
Passenger Bag Match has succeeded for the bag.
• In case the baggage is identified as not being a “Positive” passenger bag matched or
loaded to the incorrect flight/destination then place the baggage to one side for
resolution.
• Place tagged baggage in the appropriate baggage cart, ensure that baggage is handled
in an appropriate manner, e.g. positioned rather than thrown into the baggage cart.
(g) When the baggage cart is filled and an appropriate number of baggage carts are available for
delivery, the build is complete or at an operation specified time before departure:
• Close and seal the cover baggage carts as appropriate.
• Arrange delivery/collection of the baggage carts to the aircraft for loading.
(h) Where tracking/reconciliation is performed at the aircraft side (electronically or manually):

• Unload the baggage from the baggage cart and directly onto the loading conveyor for
the appropriate aircraft hold into which the baggage will be loaded.
• Scan the baggage tag barcode or baggage license plate number for the bag to be
loaded.
• Verify that the load has been confirmed as being on the correct flight or Positive
Passenger Bag Match has succeeded for the bag.
• In case the baggage is identified not cleared to load then place the baggage to one side
for resolution.
• In the case that baggage is loaded, and a passenger does not board the flight or is
removed from on board the aircraft, baggage must be offloaded.
2.4.4 Handling Gate Delivery Items

(a) The passenger handling or crew will identify and label any baggage that is taken from
passenger at the gate or in cabin due to size, weight or other restrictions.
(b) Collect baggage form the gate area or cabin and transport it to the aircraft for loading.
(c) Scan the baggage for reconciliation as per local procedure.
2.4.5 Monitoring the Departing Baggage Operation

Baggage performance monitoring is a key element of an airline and baggage handling operations.
There are a number of metrics that can be captured and applied to key performance indicators. The
actual metrics used to monitor the operation depend upon the ground handling services providers
and airlines involved.
Figures that may be useful include:
(a) Left behind baggage numbers.
(b) Numbers of bags accepted late from check-in/baggage system.
(c) Number of bags received that are tagless.
(d) First Bag Loaded.
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(e) Last Bag Loaded.

(f) Number of gate bags.
(g) Number of bags delivered to the incorrect system output.
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2.5 Transfer Baggage

Transfer baggage is baggage that at has been transported on a flight to a certain location, and then is
offloaded and transferred to another flight within a defined time period for transportation to another
location.
Wizz Air does not operates flights with transfer baggage.
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2.6 Terminating Baggage

2.6.1 Planning
(a) Review the information messages (Load Distribution Message, etc) for the arriving flight to
determine the number and location of terminating bags.
(b) Review the arrival flight parking stand details.
(c) Determine the aircraft arrival activities including the time at which the ramp team should be at
the stand in order to ensure they are there before the flight arrives.
(d) Determine the duration of the planned activities so that the teams and resources used in those
activities can be planned for further tasks later.
2.6.2 Preparation for Terminating Baggage

(a) Allocate/confirm a reclaim point for the arrival flight based on the number of terminating bags
expected.
(b) Allocate/confirm the terminating baggage "inject" point.
(c) Verify that all the equipment allocated is in good working order.
(d) Ensure that the baggage team are aware of the delivery locations for terminating baggage.
(e) Ensure that the signage for the arrival flight is up to date and appropriately displayed.
2.6.3 Executing of Terminating Baggage

2.6.3.1 Collection
(a) Liaise with the ramp team for the collection of baggage according to the unload plan namely
LDM, LIRF.
(b) Verify that the load collected is the appropriate load as per baggage labelling.
(c) Sign for the handover as appropriate.
2.6.3.2 Delivery
(a) Deliver the baggage to the designated location for terminating baggage.
Observe local government requirements for screening and securing of baggage as
appropriate.
Preform First Bag/Last Bag time recording according local procedures.
(b) Ensure that there is good communication between the ramp and baggage operations teams
and the passenger team regarding the process of the unload, especially in the event of issues
or delays.
(c) If a bag is visibly damaged, then the bag should be secured as per local requirements.
(d) Baggage that has been delivered to the arrival hall must be rescreened before being loaded
onto another aircraft.
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2.6.3.3 In the Arrivals Hall

(a) If the reclaim belt is overloaded with bags, then bags should be removed from the belt and set
aside in a secure manner (i.e. can be observed) in an area that does not present a safety risk
for passenger.
(b) Once all bags have been delivered to the reclaim and passengers have progressed away from
the reclaim area then a sweep of the baggage belt should be undertaken to remove RUSH
bags and any unclaimed/remaining bags to the lost and found office or other designated area
for further processing.
2.6.4 Monitoring of Terminating Baggage Processes

The operational performance indicators in the delivery of the terminating baggage vary according to
the standard of work / service levels target for arrival services described in ground handling
agreement.
The following measures may apply:
(a) First Passenger to First Bag - time between the first passenger from an arrival flight arriving at
the baggage carousel and the first bag from the same flight being delivered to the carousel.
(b) Last Passenger to Last Bag - time between the last passenger from an arrival flight to the last
bag from the same flight being delivered to the baggage carousel.
(c) First Bag Delivery Time - time of delivery of the first bag to the baggage reclaim belt.
(d) Last Bag Delivery Time - time of delivery of the last bag to the baggage reclaim belt.
(e) Baggage Delivery Duration - duration of the delivery of baggage for an arrival flight, measured
from the first bag delivery time to the last bag delivery time.
(f) Bags damaged on arrival - number of bags delivered to the baggage reclaim belt that have
been damaged during their journey.
(g) Bags delivered out of plan - number of bags that have been delivered out of the intended
delivery plan.
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2.7 Special Baggage

2.7.1 General
(a) Ensure that appropriate care is taken regarding health and safety to ensure that staff do not
sustain injuries whilst handling baggage. Where available, make use of assistive devices for
moving heavy loads.
(b) Ensure that special baggage to be accepted meets the dimension requirements (size, weight,
volume) as specified in section 1.
(c) Ensure that appropriate personal protective equipment (PPE) is available and used.
(d) Ensure that any special baggage accepted for carriage that has not been pre-declared has the
required documentation.
(e) Ensure that all special baggage items are packed in a manner that is suitable for transport.
2.7.2 Planning for Departing Special Baggage

(a) Review the departure flight load for the numbers of special baggage items and their type.
(b) Review the departure flight parking details.
(c) Plan staff to deliver special baggage to the allocated baggage make up area in order to load
the special baggage together with standard baggage and/or deliver it to the aircraft.
(d) Plan any special handling equipment and briefings for its use if required.
(e) Determine the duration of activities so that later activities can be planned.
(f) Ensure that any pre-booked special baggage has the required documentation for transport, if
applicable.
2.7.3 Special Baggage Handling

(a) Handling of Wheelchairs and Mobility Devices - check section 1.1.6
(b) Handling of Cabin Seat Baggage – check section 1.1.6
(c) Handling of Crew baggage – check section 1.1.6
(d) Handling of Firearms – Wizz Air does NOT transport firearms.
(e) Handling of Sporting equipment – check section 1.1.6
(f) Handling of Baggage Delivered at Aircraft – check section 1.1.6
2.7.4 Handling AVIH

Wizz Air does NOT transport live animals.
2.7.5 Planning Terminating Special Baggage

(a) Review the incoming flight load for the numbers of special baggage items and their type.
(b) Review the incoming flight parking details.
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(c) Plan staff to meet the aircraft at the parking location.

(d) Plan any special handling equipment and briefings needed to meet the incoming aircraft.
(e) Determine the duration of activities so that later activities can be planned.
2.7.6 Preparation for Terminating Special Baggage

(a) Verify the reclaim allocated for the arriving flight (see terminating baggage and preparation).
(b) Verify that any equipment allocated are in good working order.
(c) Ensure that the arrivals ground staff meeting the aircraft are aware of any special items
processing, especially mobility devices.
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2.8 Disruption
2.8.1 Introduction
When planning for disruption, review any known disruptions planned for the operation and the
contingency measures planned for the day.
(a) Anticipate any likely disruption scenarios.
(b) Plan any equipment that is needed to cope with the anticipated disruptions.
(c) Where planned software maintenance is taking place, ensure that there are manual processes
available in case the systems being modified fail to restart.
2.8.2 Dealing with Specific Outages

(a) Baggage Reconciliation System (BRS) outages – in case BRS outages manual processes
should be adopted using bingo cards and baggage reconciliation stubs.
(b) Baggage Handling System (BHS) outages – in case BHS outages follow local airport fallback
procedures.
(c) Equipment issues - where equipment is found to be un-usable, damaged or non-functional
during the planning phases of the operation then this equipment should be flagged as un-
usable and moved to a location where it can be collected for repair or repaired.
(d) Staffing issues – if possible, have a prepared list of staff on call that may be contacted to fill in
roster gaps.
(e) Diversion – when flight is diverted ensure that flight documentation is reviewed for items
required special processing and there is a plan to unload the baggage from the flight in line
with the intention of the passenger movements:
• if the aircraft is being replaced, then transfer the bags to the new aircraft.
• if passengers are being transferred to other flights, then either move the baggage to the
next flight or allocate a reclaim carousel for the flight so that passengers can collect
their bags before continuing with their journey.
• if the passengers will be moved using ground transport, then ensure a reclaim carousel
is allocated to the baggage and deliver the baggage to that reclaim carouse.
(f) Cancelled flight – when the flight is cancelled either deliver baggage to the alternative
provided flight or deliver bags to a reclaim allocated to the original flight so that the
passengers can collect their bags.
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2.9 Mishandled Baggage

2.9.1 Introduction
Despite the best efforts of ground handling services providers, mishandling may always occur, then
the following procedures should be followed.
2.9.2 Pre-Departure Mishandling

Pre-departure baggage can have 2 possible issues - tag ess bags where the baggage tag has
become detached from the bag, and bags that have been delivered to the wrong build location or the
default baggage system output.
(a) Bags without tags - take the bag to the lost and found baggage office and create an On-Hand
Report (OHD) for the bag in the tracing system if need.
(b) Bags with tags in the wrong location - run the bag to the correct build location.
2.9.3 Departure Mishandling

Baggage arriving for the flight post departure
(a) RUSH the bag onto the next available flight following section 1.5.6.
(b) Send a Forward (FWD) message for the bag to the Lost Luggage office of the destination and
any connection stations.
(c) Follow screening requirements as per Wizz Air requirements and any additional local
regulations.
2.9.4 Tail to Tail Baggage

In case of diversion and baggage transfer to the new aircraft if possible, coordinate with ground
control to ensure that flights with connecting tail to tail baggage are parked close together in order to
minimize the chance of mishandling.
2.9.5 Missing Baggage

Missing baggage is baggage that was anticipated for a departing flight but has not been received by
the carrier.
(a) Create appropriate tracing files in the baggage tracing system.
(b) Create an On-Hand (OHD) and Forward (FWD) messages for the baggage once it is received.
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2.10 Baggage Reconciliation and Baggage Systems

2.10.1 Baggage Reconciliation System (BRS)
Baggage reconciliation ensures that only accompanied or authorized unaccompanied checked
baggage is loaded and transported.
Baggage reconciliation procedures, either manually or automated shall be always in place.
(a) Baggage reconciliation systems automate the process of recording where bags are loaded
onto the aircraft and matching baggage details to passengers.
(b) In the event that the passenger is not onboard at departure then the bag shall be located and
removed.
(c) A baggage reconciliation system will typically maintain passenger/baggage reconciliation as
required, including:
• Standby passengers;
• Off-airport and group check-in passengers;
• Voluntary or involuntary deplaning.
(d) Checked baggage of any passenger who is withdrawn from the flight or didn’t board (no-show)
is to be considered unaccompanied and handled in accordance with RUSH procedures and
local regulations, which include off-loading and additional security controls.
(e) The system is not the only component in reconciliation and once a flight has been closed for
check-in, the baggage room flight lead, or the baggage supervisor will:
• Review total pieces for each baggage cart;
• Pass on all baggage figures, including baggage counts for each baggage cart and total
cart numbers, so that the total load summary can be prepared.
• Conduct a baggage room sweep to ensure there are no left-behind bags.
(f) If baggage is left behind, report this to Baggage Services. Appropriate messages shall be sent
to the downline station and arrangements made to expedite the return of the bag to the
passenger.
2.10.2 Manual Baggage Reconciliation - Bingo Process

Where the airport does not have an automated Baggage Reconciliation system (BRS), a so-called
"Baggage Bingo Card" must be completed by the Handling Agent to assist with baggage
reconciliation.
(a) A Bingo Card is a sheet with a grid, where small baggage tag stubs are manually applied by
the loaders in order to account for all bags loaded to a specific flight.
(b) Only bags for the specific flight must appear on the Baggage Bingo Card.
(c) Baggage Bingo Card can be printed from Annex Z.
(d) Baggage Bingo Cards must be numbered in sequence to ensure that all are included in the
visual check (e.g. 1 of 2, 2 of 2, etc).
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(e) Any Gate/Limited Release bags annotated on the Bingo Card (or separate Gate Bag Manifest)
whether previously tagged at check-in or not, must be distinguished as such by writing GATE
and passenger's name on the baggage stub after sticker is applied on the Bingo Card.
(f) Baggage Bingo Cards must be presented to the Ramp Agent only on completion of loading.
(g) The information on the Baggage Bingo Cards is to be cross-checked to ensure all bags
checked-in and loaded to that specific flight are relevant to a travelling passenger, or identified
as unaccompanied (rush bag, travelling without its owner).
2.10.3 Manual Baggage Identification

In case of baggage reconciliation issues aircraft side, the following manual baggage identification
procedure shall be followed:
(a) Senior/a Cabin Attendant must be informed to initiate “procedure for baggage check outside
the aircraft”.
(b) Print a Baggage Manifest (Passenger Manifest with Bag Tag List) from DCS.
(c) All baggage must be offloaded from holds, placed on baggage dollies and positioned in safe
distance between front passenger stairs and left (portside) wing.
(d) Same number of empty baggage carts must be positioned as well.
(e) Passengers will be called forward, starting from the rear of the cabin, leaving through the front
exit and entering the aircraft through the rear exit.
(f) A small group (a maximum of 10 passengers will be allowed outside the aircraft at the same
time) must disembark and identify their baggage.
(g) Tag numbers of identified baggage must be crossed out from Baggage Manifest.
(h) Identified baggage must be placed on the empty dollies and loaded back to aircraft holds in
accordance with loading instruction.
(i) Baggage not identified must be offloaded and relevant changes must be actioned on all
paperwork and systems.
Local airport procedures may vary, especially in case aircraft parked on jetbridge.
2.10.4 Baggage Handling System (BHS)

A baggage handling system is used to move baggage through the airport. The system will also often
be responsible for key aspects of ensuring baggage security, as the baggage screening machines
are integrated into the system. Baggage handling systems often have many outputs that allow
baggage to be built for an individual flight or segregations for a single flight. Other baggage handling
systems output bags to carousels where several flights may be being built at the same time.
2.10.5 Baggage Messaging System

Baggage messaging underpins all the movement and processing of baggage. Messages in
standardized format are transmitted via a direct connection or through a type B message distribution
providers.
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2.10.6 Baggage Management Systems

A baggage management system combines baggage source messages and baggage process
messages to provide a real time picture of the movement of baggage through an airport, often
combining information from other systems (such as security, handling, reconciliation, flight data, etc.)
in order to provide a complete picture for the check-in, handling and loading of aircraft. The system
may also allow tasks to be allocated to different teams in order to handle the baggage.
END OF SECTION
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3 Aircraft General Safety / Servicing Operations............................................................................................1

3.1 Ramp Safety in Aircraft Handling............................................................................................................... 1
3.1.1 Introduction...................................................................................................................................... 1
3.1.2 General Ramp Safety.......................................................................................................................1
3.1.2.1 Engine Danger Areas................................................................................................................ 1
3.1.2.2 Engine Danger Area Diagrams..................................................................................................1
3.1.2.2.1 A320 CEO (IAE V2500 Series Engine)...............................................................................2
3.1.2.2.2 A320 NEO (PW 1100G Engine)..........................................................................................3
3.1.2.2.3 A321 CEO (IAE V2500 Series Engine)...............................................................................4
3.1.2.2.4 A321 NEO (PW 1100G Engine)..........................................................................................5
3.1.2.3 Equipment Restraint Area and Equipment Restraint Line......................................................... 5
3.1.2.4 Foreign Object Debris................................................................................................................6
3.1.2.4.1 FOD Checks....................................................................................................................... 7
3.1.3 Safety Instructions for Operating Ground Support Equipment on the Ramp................................... 7
3.1.3.1 General Safety Instructions....................................................................................................... 7
3.1.3.2 Basic Operating Requirements for Ground Support Equipment..............................................10
3.1.3.3 Non Motorized Ground Support Equipment............................................................................ 12
3.1.3.4 Ground Support Equipment Safety Driving and Parking Inside the Equipment Restraint Area
.............................................................................................................................................13
3.1.3.5 Passenger Boarding Bridge.....................................................................................................14
3.1.3.6 Passenger Stairs..................................................................................................................... 15
3.1.3.7 Belt Loader.............................................................................................................................. 17
3.1.3.8 Unit Load Device Loader......................................................................................................... 17
3.1.3.9 Elevating Equipment................................................................................................................18
3.1.3.10 Tractor / Electric Baggage Tug.............................................................................................. 19
3.1.3.11 ULD Transporter.................................................................................................................... 20
3.1.3.12 GSE Maintenance................................................................................................................. 20
3.2 Safety during Fueling/Defueling............................................................................................................... 21
3.2.1 Fueling Safety Zone....................................................................................................................... 21
3.2.2 Fuel Spillage.................................................................................................................................. 22
3.2.3 Fueling/Defueling with Passengers on Board................................................................................ 23
3.3 Adverse Weather Conditions....................................................................................................................24
3.3.1 General.......................................................................................................................................... 24
3.3.2 Wintery or Slippery Apron Conditions............................................................................................ 24
3.3.3 Storms–Lightning........................................................................................................................... 24
3.3.4 High Wind Conditions.....................................................................................................................25
3.3.5 High Winds Activity Table...............................................................................................................25
3.3.6 Sandstorms and Low Visibility....................................................................................................... 26
3.3.7 Intense Heat...................................................................................................................................26
3.4 Hand Signals............................................................................................................................................ 27
3.4.1 Introduction.................................................................................................................................... 27
3.4.2 Conditions for Using Hand Signals................................................................................................ 27
3.4.3 Specific Requirements for Using Marshalling Hand Signals.......................................................... 27
3.4.4 Guide Person Hand Signals for Ground Support Equipment.........................................................28
3.4.4.1 To Attract the Operator's Attention and Take Command......................................................... 28
3.4.4.2 Forward Movement..................................................................................................................28
3.4.4.3 Backward Movement............................................................................................................... 29
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3.4.4.4 Turn Right (from the driver's point of view)..............................................................................29

3.4.4.5 Turn Left (from the driver's point of view)................................................................................ 29
3.4.4.6 Lift............................................................................................................................................30
3.4.4.7 Lower.......................................................................................................................................30
3.4.4.8 Accompanied Movement......................................................................................................... 31
3.4.4.9 Indicate Distance..................................................................................................................... 31
3.4.4.10 Stop....................................................................................................................................... 32
3.4.4.11 OK..........................................................................................................................................32
3.4.4.12 Chocks Inserted; Stabilizers On............................................................................................ 33
3.4.4.13 Chocks Removed; Stabilizers Off..........................................................................................33
3.4.4.14 To Interrupt Power Source (electricity, fuel, air).....................................................................33
3.4.4.15 Stop Engine........................................................................................................................... 34
3.4.4.16 To Connect or Disconnect..................................................................................................... 34
3.4.4.17 Brakes On/Off........................................................................................................................34
3.4.5 Aircraft Movement Hand Signals–Headset Operator to Tug Driver............................................... 35
3.4.5.1 Vehicle Brakes Off................................................................................................................... 35
3.4.5.2 Clear to Push...........................................................................................................................35
3.4.5.3 Negative/Hold.......................................................................................................................... 36
3.4.5.4 Vehicle Brakes On/Stop...........................................................................................................36
3.4.5.5 Slow Down...............................................................................................................................37
3.4.5.6 Change of Pushback Direction................................................................................................ 37
3.4.6 Aircraft Movement Hand Signals–Wingwalker to Headset Operator/Tug Driver, Marshaller, Flight
Crew (as applicable).......................................................................................................................38
3.4.6.1 Clear to Move Aircraft..............................................................................................................38
3.4.6.2 Stop Movement of Aircraft....................................................................................................... 38
3.4.6.3 Hold Movement of Aircraft....................................................................................................... 39
3.4.7 Marshaling Hand Signals for Aircraft..............................................................................................39
3.4.7.1 Identify Gate/Stand..................................................................................................................39
3.4.7.2 Continue to Taxi Straight Ahead.............................................................................................. 40
3.4.7.3 Slow Down...............................................................................................................................40
3.4.7.4 Turn Right (from the pilot's point of view)................................................................................ 41
3.4.7.5 Turn Left (from the pilot's point of view)...................................................................................41
3.4.7.6 Stop......................................................................................................................................... 42
3.4.7.7 Hold Position/Stand-by............................................................................................................ 42
3.4.7.8 Proceed to Next Marshaler or as Directed by Tower/Ground Control..................................... 43
3.4.7.9 Dispatch Aircraft...................................................................................................................... 43
3.4.7.10 Fire........................................................................................................................................ 44
3.4.7.11 Set Brakes............................................................................................................................. 44
3.4.7.12 Release Brakes..................................................................................................................... 45
3.4.7.13 Chocks Inserted.....................................................................................................................45
3.4.7.14 Chocks Removed.................................................................................................................. 46
3.4.7.15 Start Engines......................................................................................................................... 46
3.4.7.16 Emergency Engine Shut Down/Cut engines......................................................................... 47
3.4.8 Technical/Servicing Hand Signals–Ground Staff to Flight Crew.................................................... 47
3.4.8.1 Connect Towbar.......................................................................................................................47
3.4.8.2 Air Up.......................................................................................................................................48
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3.4.8.3 Connect/Disconnect Ground Power........................................................................................ 48

3.4.8.4 Affirmative/All Clear................................................................................................................. 49
3.4.8.5 Negative.................................................................................................................................. 50
3.4.8.6 Interphone............................................................................................................................... 50
3.4.8.7 Do not Touch Controls............................................................................................................. 51
3.4.8.8 Open / Close Stairs................................................................................................................. 51
3.4.9 Technical/Servicing Hand Signals–Flight Crew to Ground Staff.................................................... 52
3.4.9.1 Brakes Engaged...................................................................................................................... 52
3.4.9.2 Brakes Released..................................................................................................................... 52
3.4.9.3 Insert Wheel Chocks............................................................................................................... 52
3.4.9.4 Remove Wheel Chocks........................................................................................................... 53
3.4.9.5 Ready to Start Engine(s)......................................................................................................... 53
3.4.9.6 All Clear................................................................................................................................... 53
3.5 Toilet Servicing......................................................................................................................................... 54
3.5.1 Introduction.................................................................................................................................... 54
3.5.2 Hygiene Precautions...................................................................................................................... 54
3.5.3 Toilet Servicing Procedure............................................................................................................. 54
3.5.3.1 General....................................................................................................................................54
3.5.3.2 Draining................................................................................................................................... 56
3.5.3.3 Servicing During Freezing Conditions..................................................................................... 56
3.5.3.4 Inoperative Toilet Systems.......................................................................................................57
3.6 Potable Water Servicing...........................................................................................................................58
3.6.1 General.......................................................................................................................................... 58
3.6.2 Potable Water Unit Servicing Procedures...................................................................................... 59
3.6.2.1 Filling Aircraft Water Tanks...................................................................................................... 59
3.6.2.2 Water Servicing During Freezing Conditions...........................................................................61
3.6.3 Potable Water Hygiene Requirements...........................................................................................63
3.6.3.1 Fill Points and Water Cabinets................................................................................................ 63
3.6.3.2 Water Service Vehicles & Towed Service Car......................................................................... 64
3.6.3.3 Water Servicing Staff............................................................................................................... 64
3.6.3.4 Water Treatment Chemicals (Sanitizer)...................................................................................64
3.6.3.5 Water Service Vehicle Cleaning and Disinfection....................................................................65
3.6.3.6 Fill Point and Water Cabinet Cleaning and Disinfection.......................................................... 65
3.7 Aircraft Cabin Servicing............................................................................................................................66
3.7.1 General.......................................................................................................................................... 66
3.7.2 Aircraft Cleaning Intervals.............................................................................................................. 66
3.7.3 Cleaning and Disinfection Products............................................................................................... 66
3.7.4 Cleaning and Disinfection Tasks.................................................................................................... 68
3.7.5 Aircraft Cleaning and Disinfection During a Pandemic.................................................................. 68
3.7.5.1 General....................................................................................................................................68
3.7.5.2 Actions Prior to Cleaning......................................................................................................... 69
3.7.5.3 Actions During Cleaning and Disinfection............................................................................... 69
3.7.5.4 Actions after Cleaning and Disinfection...................................................................................70
3.7.5.5 Handover Procedures..............................................................................................................70
3.7.6 Cleaning and Disinfection During an Event....................................................................................70
3.7.6.1 Suspected or Confirmed Case of Communicable Disease On Board..................................... 70
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3.7.6.2 Aircraft Contaminated with Body Fluids...................................................................................71

3.8 Safety During Aircraft Deicing/Anti-icing Operations................................................................................72
3.8.1 General.......................................................................................................................................... 72
3.8.2 Personnel Safety............................................................................................................................72
3.8.3 Open Basket Operations................................................................................................................72
3.8.4 Closed Basket Operations............................................................................................................. 73
END OF SECTION
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3 Aircraft General Safety / Servicing Operations

The Handling Agent shall ensure that Wizz Air flights are handled at parking stands appropriate for
relevant aircraft types.
For dimensions of Wizz Air aircraft please refer to Annex B.
For Wizz Air A330-243F freighter and cargo operations please refer to Cargo Ground Operations
Manual (CGOM).
3.1 Ramp Safety in Aircraft Handling

3.1.1 Introduction
Ramp safety rules and procedures promote safe ground handling. Therefore, the minimum safety
rules and procedures defined in this section shall always be applied and understood by all personnel
working on the ramp.
Aircraft damage can endanger passengers, employees and aircraft. Disruptions may also negatively
impact safe airline operations.
Even a slight scratch or dent on an aircraft may result in a serious accident.
If you see or cause any aircraft damage, you shall report it immediately to aircraft Commander, Wizz
Air OCC, Wizz Air Ground Operation Manager and accordingly to local procedures.
3.1.2 General Ramp Safety

3.1.2.1 Engine Danger Areas
There is a particular risk of injury or damage in areas affected by aircraft engine intakes, exhausts
and propellers. The risk is further increased if for any reason an aircraft stops and then applies the
additional thrust required to “break away” and continue the maneuver.
Vehicles and personnel must remain clear of aircraft danger areas when aircraft engines are running
and/or the anti-collision lights are on.
(a) In order to prevent incidents and accidents caused by aircraft engines, you shall never
position yourself or equipment in the following critical areas before or during aircraft departure
and arrival:
• Engine intake area
• Engine blast area
(b) Make sure the engine intake area is clear at all times when engines are running or the engine
start is about to begin.
(c) It is forbidden to pass through the blast area while the engines are running.
Ground personnel and/or loose equipment shall stay clear of the intake and blast areas.
3.1.2.2 Engine Danger Area Diagrams

The extent of these areas vary for each aircraft type as well as whether the engines are at IDLE or
BREAKAWAY thrust.
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Illustrations of engine danger area of Wizz Air aircraft types at power are provided in the following
diagrams.
3.1.2.2.1 A320 CEO (IAE V2500 Series Engine)

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3.1.2.2.2 A320 NEO (PW 1100G Engine)

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3.1.2.2.3 A321 CEO (IAE V2500 Series Engine)

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3.1.2.2.4 A321 NEO (PW 1100G Engine)
3.1.2.3 Equipment Restraint Area and Equipment Restraint Line

The Equipment Restraint Area (ERA) is defined as the area of the apron in which an aircraft is parked
during ground operations. It may be indicated by a painted line. If no markings exist, local procedures
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must establish safe parking areas, etc. The illustration below provides an example of the markings
used at some locations.
The ERA must be free of obstructions and Foreign Object Debris (FOD) before and during aircraft
arrival and departure.
3.1.2.4 Foreign Object Debris

Foreign Object Debris (FOD) is a general term that applies to all loose objects that are a danger to
the safety and integrity of an aircraft and which, therefore, must not be left in any area where they
would constitute a hazard.
Every individual has a responsibility to ensure that the risk of damage to aircraft from FOD is
minimized. All waste material must be properly disposed of such that it does not become FOD and all
FOD must be removed and properly disposed of as soon as it is discovered.
Often the presence of FOD is due to the carelessness of personnel working airside and their lack of
understanding of its consequences, or the movement of FOD into airside locations during high winds.
Examples of FOD:
• Plastic and paper: bags, sheets and towels
• Metal: nuts and bolts, empty oil and hydraulic fluid cans, tools and equipment
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• Natural objects: rocks, pebbles and wood

• Other debris: burst ballast bags, luggage handles and wheels, etc.
Results of FOD:
FOD may be sucked into aircraft engines causing damage leading to engine failure. This is especially
critical if it occurs in flight, particularly during the take-off phase.
In addition, FOD can damage tires, the undercarriage, control systems and other parts of the
airframe, which can lead to in-flight failures.
3.1.2.4.1 FOD Checks

The following checks must be conducted prior to any aircraft movement (before arrival / departure)
and after servicing operations:
(a) Check ground equipment staging and parking areas in proximity to the area of operation.
(b) Do routine checks of ground equipment (including floors of enclosed cabins) to ensure that
everything is secure and operational, and not about to fall off and become FOD.
(c) In ramp areas, ensure that anything carried in or on a vehicle is secured.
(d) Before aircraft arrival, conduct a FOD walkaround of the aircraft parking stand, removing all
FOD found.
(e) Pick-up and dispose of all FOD in designated garbage bins, where provided.
3.1.3 Safety Instructions for Operating Ground Support Equipment on the

Ramp
The Handling Agent shall have a system for performing and recording daily checks completed on
ground support equipment.
Sufficient fire protection equipment must be in place to protect an aircraft and equipment from a
localized fire, and in accordance with local airport procedures.
Personnel must know the procedures for calling their local fire service and, during the call, remember
to give their exact location and the type of fire.
Unserviceable equipment shall be removed from the operational area for maintenance and a highly
visible OUT OF ORDER - DO NOT USE sign must be attached to avoid usage.
3.1.3.1 General Safety Instructions

Apply these procedures whenever operating Ground Support Equipment (GSE) on the ramp.
Only drive or operate GSE if you are trained and authorized for that specific equipment type.
Whilst local regulations vary by airfield, Wizz Air stipulate that any GSE operating on the aircraft
parking stand must not exceed 5km/h (3mph) which generally equates to walking pace.
GSE shall not be moved or driven across the path of
(a) Taxing aircraft
(b) Embarking and disembarking passengers on the ramp
When operating any GSE:
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(a) Check the aircraft for possible damage in the equipment contact zone before bringing the GSE
up to the aircraft.
(b) Immediately report any damage found.
(c) Do not continue to approach the aircraft with any GSE in the area where damage has been
found.
(d) Use all safety devices fitted on GSE (e.g., proximity sensors, bumpers, handrails, stabilizers)
during aircraft handling and servicing.
(e) Ensure protective rubber bumpers ARE NOT compressed against the aircraft fuselage.
GSE servicing Wizz Air aircraft should be positioned as shown on the following diagrams.
(* Fuel truck may also be positioned near the wingtip parallel to the fuselage).
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A320
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A321
3.1.3.2 Basic Operating Requirements for Ground Support Equipment

(a) Operators shall check the Ground Support Equipment (GSE) assigned to them prior to initial
use, the following list is a minimum requirement. Should the item not be fully functional, do not
bring it to service the aircraft, leave it where it is and report it using local procedures:
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• Check all lights operate correctly

• Check the engine starts on motorized vehicles
• Check the stabilizers deploy fully
• Check all rubber buffers are in good condition and have no protrusions which may
damage the aircraft
• Check that chocks are of a sufficient size and that sufficient quantity (minimum 4) are
available. Verify if enough chocks are available in case of severe weather conditions.
• Check that steps pawl locks operate correctly
• Check all guide rails operate and lock correctly
• Check the brakes function
• Check any other critical item recommended by manufacturer
• Towbars must also be checked before operation on Wizz Air aircraft.
(b) Do not carry extra personnel during GSE movement without an approved seat (i.e.,apply the
“no seat–no ride” principle).
(c) Do not operate GSE while using hand-held Portable Electronic Devices (PEDs).
(d) GSE shall only be used for its intended purpose.
(e) GSE shall never move across the path of a taxiing aircraft, aircraft under tow/pushback or
embarking and disembarking passengers.
(f) Do not drive or tow GSE with lifting devices in the raised position, except for final positioning
onto the aircraft.
(g) Do not operate GSE platform while in motion.
(h) Do not allow any GSE (e.g., tractors, pallet transporters, baggage/cargo carts and dollies) to
move or be positioned under the aircraft fuselage.
(i) Once motorized GSE is in its servicing position at or near the aircraft:
• Apply the parking brake with the gear selector in park or neutral.
• Turn off the engine, unless required when in operating/servicing mode.
• Install GSE wheel chocks, where equipped.
• If equipped with stabilizers, ensure they are deployed before the GSE is used for
servicing. Deploy other safety devices, if fitted.
• When motorized GSE is in operating/servicing mode, remain in a position whereby the
emergency controls can be promptly accessed. This includes the immediate vicinity of
the controls or an immediately adjacent and accessible location, e.g. the cargo hold in
the case of a ULD loader, where required to operate the aircraft cargo loading system,
restraints and/or nets.
• If motorized GSE is not fitted with external emergency controls, the operator shall
remain in the operating position and in control of the equipment when in operating/
servicing mode.
(j) When unattended motorized GSE/vehicle is positioned in or adjacent to the ERA (other than
as described in 3.1.3.2 (i)):
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• Do not leave the engine running. In extreme cold weather conditions where local
procedures permit engines running unattended, the motorized GSE/vehicle shall be
chocked.
• Apply the parking brake with the gear selector in park or neutral and install wheel
chocks.
(k) The Ground Power Unit (GPU) and Pre-Conditioned Air (PCA) may be left running unattended
when connected to the aircraft, provided the serviceability and fuel levels are checked
periodically.
(l) A “No Touch” policy (i.e., the GSE shall not touch the aircraft), shall be employed for all GSE
types except passenger loading devices with automatic leveling systems.
(m) When positioning GSE ensure that a clearance is maintained between all GSE and the aircraft
to allow vertical movement of the fuselage during the entire ground handling process.
(n) All safety rails must be fully retracted/lowered during positioning and removal where possible.
(o) After positioning equipment on the aircraft, raise or extend all safety rail/s on conveyor belts,
loaders and other elevated devices, except where restricted by aircraft type.
(p) GSE must be parked in the designated airside equipment parking areas when not in use.
(q) Do not obstruct access to firefighting equipment or to the fuel hydrant emergency stop switch.
(r) Securely stow GSE cables and hoses, where fitted, prior to transportation and when not in
use.
3.1.3.3 Non Motorized Ground Support Equipment

The follow precautions must be taken when operating non-motorized GSE:
(a) When parked and/or when not connected to motorized vehicles, all non-motorized GSE shall
have brakes set or chocks in place, with the exception of aircraft tow bars.
(b) Unit Load Devices (ULDs) shall be secured on dollies (or trailers/trucks) using the appropriate
restraints.
(c) Pallet and container dollies may only be towed with the turntables in the locked position
(“straight ahead”) and rotated only when at the loader platform.
(d) The number of carts allowed is usually limited by the local airport authority or ground service
provider, however, in critical conditions (e.g., slippery surface conditions, congested facilities,
low visibility) this number should be re-evaluated and might be reduced to ensure safe
operations on the ramp.
(e) During transportation with carts, the load shall be properly secured by using appropriate locks,
stops, rails, curtains and straps.
(f) The overall height of loads shall permit safe lifting of each piece of the load during loading and
offloading of carts by personnel standing on the ground.
(g) Light packages shall not be wedged between heavier items.
(h) When using tarpaulins, all straps shall be securely fastened to the baggage cart.
(i) If equipped with stabilizers, ensure they are deployed before the GSE is used for servicing.
Deploy other safety devices, if fitted.
(j) When not in use, the braking system shall be engaged on all strings of baggage carts
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(k) If using access steps to open and close cargo hold doors, position and remove the steps in a
straight line. Do not move or reposition the steps while a staff member is on the steps.
(l) Towable Air Start Units (ASU), PCA, and GPU shall not be connected to the tow vehicle and
aircraft at the same time, if possible. Before towing the unit away, the operator shall make sure
the unit and any integral safety devices are disconnected from the aircraft, and the GSE
chocks are removed.
While the movement of carts and dollies by hand is very simple, it can result in injuries, therefore
additional care must be taken.
3.1.3.4 Ground Support Equipment Safety Driving and Parking Inside the
Equipment Restraint Area
To verify serviceability of GSE and to test the apron surfaces, operators shall apply the following
precautions when driving or parking GSE within the Equipment Restraint Area (ERA):
(a) Make one complete stop with all motorized vehicles/equipment prior to entering the ERA or at
5 m from the aircraft. This action must be carried out even if there is no Equipment Restraint
Line marked on the apron.
(b) Do not drive GSE faster than walking speed.
(c) Maneuver GSE carefully to prevent personnel injury and/or aircraft damage.
(d) Avoid performing any sharp turns near the aircraft, particularly when towing equipment.
(e) When GSE is being moved near the aircraft, and when the vision of the GSE operator is or
might be restricted, the GSE operator shall be either:
• Guided by a guide person using standard IATA signals. If visual contact with the guide
person(s) is lost, the GSE operator must stop movement of the GSE immediately.
• Assisted by means of appropriate proximity sensing and warning systems and/or visual
aids such as cameras and mirrors.
(f) GSE that are not directly involved in the handling or servicing of the aircraft shall not be driven
through or parked within the ERA.
(g) Do not drive or park under the aircraft fuselage and/or wing. Exceptions due to aircraft type or
local restrictions may apply. Prior Wizz Air approval shall be given.
(h) Ground Power Units must be positioned at least 2 meters away from the fuselage utilizing full
length of the cables and using the cable safety hook to prevent the connector from falling out.
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GPU correctly positioned. Note that it is outside of the safety zone, chocked forward and aft of
one wheel and disconnected from the equipment tow tug.
3.1.3.5 Passenger Boarding Bridge

The operator of the Passenger Boarding Bridge (PBB) must be trained and authorized to operate the
PBB and shall:
(a) Check that the PBB is serviceable before use.
(b) Report any malfunction of the PBB to the appropriate person/authority.
(c) Check that the walking surfaces are free of FOD, obstacles and safe for use.
(d) Only personnel required for the PBB operation shall be in the PBB while it is moving.
(e) The PBB must be fully retracted or parked in its safe designated parking position prior to
arrival and departure.
(f) The safety barrier must be in place whenever the PBB is not at the aircraft.
(g) Make sure the movement path is clear before moving the PBB.
(h) When positioning the PBB at doors and driver/operator vision is restricted, use a guide
person.
(i) Make sure the guide person can accurately judge clearances and communicate signals to the
driver/operator. Stop immediately if visual contact with the guide person is lost.
A guide person is not required if the PBB is fitted with systems that enable the operator to
accurately judge clearances and properly position it to and from the aircraft (e.g., sensors).
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(j) Move the PBB slowly towards the aircraft, avoiding any aircraft sensors or protrusions, until
either the protective bumpers just touch the aircraft or the PBB's proximity sensors stop the
movement.
(k) Make sure the PBB does not contact the wing root leading edge fairing that extends under
certain cabin access doors or any other sensors or fairings.
(l) Make sure any sliding rails and canopies on the PBB are fully retracted during positioning, and
fully extended only once the equipment is in position.
(m) Maintain adequate clearance between the PBB and the bottom of the door, or as directed by
the cabin door markings. This reduces the possibility that the aircraft door will rest on the PBB
as the aircraft settles during loading and unloading.
(n) Engage any safety systems and auto-leveler features if applicable. If the PBB is not equipped
with an auto-leveler, the PBB must be attended by an operator whenever it is positioned at an
aircraft.
(o) Do not leave gaps between the PBB and the aircraft that would allow a person or large piece
of equipment to fall through.
(p) Ensure that the cabin door is closed before removing the PBB.
(q) Where integrated with the PBB, ensure ground power cables and PCA hoses are
disconnected from the aircraft prior to moving the PBB unless required for operational
purposes.
(r) When positioning is complete, the PBB controls must be isolated, as applicable.
3.1.3.6 Passenger Stairs

Two sets of steps (or one jetbridge and aft steps) must be provided for every Wizz Air departure. Any
deviation from this requirement shall be aligned with responsible Wizz Air Ground Operations
Manager.
Passengers must disembark simultaneously from the front and rear cabin doors to keep aircraft
ground balance.
It is prohibited to do the boarding via aft stairs only, as aircraft balance could not be controlled
properly this way. In case of delay of positioning of rear steps Senior Cabin Attendant must be
advised immediately.
Cabin doors shall only be in the open position if there is a GSE or boarding device positioned at the
door.
Cabin doors may never be opened without any equipment positioned at the aircraft.
There is a risk of falling while operating cabin doors.
Slide deployments can be fatal. If an armed door begins to open, do not attempt to hold the door, as
you risk being seriously injured or killed by doing so.
The following precautions must be taken when operating passenger stairs:
(a) Check that the passenger stairs are serviceable before use.
(b) Check that the walking surfaces are free of contamination and safe for use.
(c) Passenger stairs must be outside the ERA before aircraft arrival and departure.
(d) Make sure the movement path is clear before moving the passenger stairs.
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(e) Move the passenger stairs slowly toward the aircraft, avoiding any aircraft sensors or
protrusions. Stop before protective bumpers touch the aircraft or move until the equipment’s
proximity sensors stop the movement.
(f) When positioning passenger stairs at the aircraft doors use a guide person.
(g) Make sure the guide person can accurately judge clearances and communicate signals to the
driver/operator. Stop immediately if visual contact with the guide person is lost.
A guide person is not required if the passenger stairs are fitted with systems that enable the
operator to accurately judge clearances and properly position the equipment to and from the
aircraft (e.g., sensors) or systems that automatically dock and undock the stairs at the aircraft.
(h) If passenger stairs are towed, disconnect them from the tractor and manually position them at
the aircraft.
(i) Steps must be positioned at the correct height (20-25cm below the floor level) for A320 and
A321 aircraft.
(j) Maintain adequate clearance between the passenger stairs and the underside of the cabin
door, or as directed by the cabin door markings to prevent damage.
(k) A small gap (3-5 cm) between the steps and aircraft shall be maintained and their position
confirmed with the cabin crew as acceptable before aircraft handling begins. For steps and/or
jetbridge with automatic levelling systems, these steps shall be positioned according to the
manufacturer’s instructions.
(l) Engage any safety systems and auto-leveler features, if applicable. If the passenger stairs are
not equipped with an auto leveler, the level of the passenger stairs must be monitored and
adjusted, as required.
(m) Deploy stabilizers, if fitted. Do not allow anyone (except the operator) to use the stairs until the
stabilizers are deployed.
(n) Make sure any slide rails and canopies on the passenger step platform are fully retracted
during positioning.
(o) Extend side rail/s after the cabin door has been opened.
(p) Make sure passenger stairs are positioned so that the cabin door can be used as an
unobstructed escape route in the event of an emergency/evacuation.
The position of the steps will be confirmed as acceptable by the cabin crew at both doors
before any disembarking/boarding/fuelling/loading activity takes place.
If the steps cannot be positioned before the doors are opened, the PIC must be notified via the
head set to inform the cabin crew.
(q) Close the cabin door before removing the passenger steps.
(r) After the cabin door has been closed confirm, there is no staff on the stairs prior to retracting
stabilizers.
(s) If the stairs are not positioned on the aircraft, they shall be pulled back sufficiently to allow the
deployment of slides in case of emergency.
(t) If passenger stairs are towed when removed from the aircraft, manually position them clear of
the aircraft to a suitable position before connecting them to the tractor.
Steps and/or jetbridge are not to be adjusted whilst in position next to the aircraft. If any adjustments
are required after initial positioning, the cabin door must be closed by cabin crew, and steps and/or
jetbridge must be removed from the aircraft completely, readjusted, and then repositioned.
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Particular attention should be given to night-stopping aircraft for first departures as boarding/fuelling/
loading onto an empty aircraft is potentially likely to cause more movement.
3.1.3.7 Belt Loader

The following precautions shall be taken when operating a belt loader:
(a) Do not sit or stand on a conveyor belt while it is in operation (up or down).
(b) The boom of the belt loader shall never be positioned inside the cargo hold of any aircraft.
Exception: specially designed belt loaders (e.g., Ramp Snake and Powerstow) that require the
equipment to be positioned inside the cargo hold.
(c) Position and remove a belt loader in a straight line.
(d) Position the boom at an angle to the cargo hold doorsill that will:
1. Allow tractors/trailers to access the belt loader without impeding slide deployment areas
and passenger evacuation routes.
2. Prevent items and personnel from falling between the boom and doorsill.
(e) The rubber bumpers on the belt loader must never contact the aircraft. Maintain clearance
between the belt loader and the aircraft at all times.
(f) Always raise the side handrail as soon as the belt loader is positioned. Make sure it does not
touch the aircraft fuselage.
(g) The handrail shall also be deployed when a belt loader is used to gain access to aircraft cargo
holds; however, caution shall be exercised where there is restricted clearance with the aircraft
fuselage or engines.
(h) Ensure proper separation between articles on the conveyor belt to avoid jamming.
(i) Adjust the back of the conveyor belt correctly to avoid dropping goods from the belt
(j) The handrail may be lowered to accommodate large items during loading and offloading.
(k) Do not stand or walk on the conveyor belt when the handrail is lowered.
(l) Ensure the boom is clear of the aircraft or other obstacles before making a turn.
3.1.3.8 Unit Load Device Loader

Not applicable for Wizz Air A320/A321 fleet.
The following precautions shall be taken when operating a ULD loader:
(a) Check that the walking and loading surfaces are free of contamination and safe for use.
(b) Lower both platforms while maneuvering a ULD loader.
(c) The ULD loader shall be outside the ERA before aircraft arrival and departure.
(d) Make sure the movement path is clear before moving the ULD loader.
(e) Retract or lower handrail, platforms and operator sections to ensure adequate clearance
before positioning the ULD Loader, where possible. Make sure that ULD guiderails are in the
proper position before positioning the ULD Loader at the aircraft.
(f) Never drive a ULD loader under the wing of an aircraft.
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(g) Move the ULD loader slowly towards the aircraft, avoiding any aircraft sensors or wing canoe
fairings.
(h) If visibility is limited or the aircraft type requires the ULD loader to be near the fuselage or wing
trailing edge, a guide person shall be used.
(i) ULD loaders shall never contact the aircraft. Position the ULD loader no closer than 5 cm (2
in) from the aircraft or until the proximity sensors stop the movement, if equipped.
(j) Do not open/close aircraft cargo compartment doors while standing on a ULD loader. Use the
technical steps or a belt loader with a raised side safety rail, and deploy stabilizers, if
equipped.
Exception: Not applicable to main deck cargo doors.
(k) Engage any safety systems and auto-leveler features, if applicable. If the ULD loader is not
equipped with an auto leveler, the level of the ULD loader shall be monitored and adjusted as
required.
(l) Deploy stabilizers, if fitted, and raise safety rails.
(m) Constantly monitor the parts of the aircraft that could contact the ULD loader (e.g., edge of
cargo hold opening, aircraft cargo door, control panel doors, fairings on fuselage and wings).
(n) Adjust the ULD loader's front platform during loading as required when the aircraft's level
varies as the load changes.
(o) The ULD loader's front platform shall not be raised or lowered when a person is accessing the
equipment's stairs.
(p) Do not stand between the ULD loader and dollies.
(q) Align dollies correctly to the ULD loader. Use a guide person, if required.
(r) ULD loaders should not be used to transport ULDs across the ramp unless specifically
designed for this purpose.
(s) Do not move ULDs until personnel are clear of all hazards.
(t) The vehicle (dolly or other) shall be positioned close to the ULD loader platform periphery and
shall be at the same height before the transfer takes place.
(u) The use of external mechanical force to move ULDs should not be necessary, except with very
heavy ULDs that may not move by manual force alone. Any such process shall be carried out
with approved equipment and procedures.
(v) Do not rotate a ULD on a ULD loader elevator platform while raised or in transit.
(w) All personnel shall keep clear of the elevating platform when it is being raised or lowered.
(x) Before removal or repositioning of a ULD loader, ensure any load positioned in the doorway is
secured against roll out.
(y) Whenever possible, reverse in a straight line at a walking pace, monitoring all sides for
clearance.
(z) Ensure the path of the ULD loader is clear of all obstructions prior to initiating turns.
The ULD loader shall be positioned at a 90-degree angle to the cargo doorsill.
3.1.3.9 Elevating Equipment

The following precautions must be taken when operating elevating equipment:
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(a) The final position of the elevating equipment must allow for a safe working area while in the
raised position at the aircraft door to prevent personnel and objects from falling.
(b) Raise the body of the elevating equipment to the correct height for servicing.
The platform of the ambulift, catering or cabin service vehicle must be positioned 3-5cm
underneath the lower door sill to ensure the aircraft does not “settle” down onto the platform
as it is loaded.
(c) Check the security of seals, as required.
(d) Check security documentation, as required.
(e) Any elevating equipment doors not used for servicing at the aircraft must be closed and
latched.
(f) Carefully place the portable ramp/bridge on the doorsill from the platform side, as necessary.
(g) Equipment (e.g. catering cart) and passengers in wheelchairs shall be pushed on and off the
aircraft.
Always ensure a hand-to-hand exchange. No elevating equipment is to be staged on the
platform, and no loose items are to be transported on top of carts (e.g., catering equipment).
(h) Continually observe and be aware of the clearance between the aircraft door and the elevating
equipment platform.
(i) When the servicing is finished, carefully remove the portable ramp/bridge from the platform
side and stow securely and close the aircraft door.
(j) The passengers and/or the load shall be secured properly inside the elevating equipment.
Passengers shall be seated and wearing seat belts. Passengers seated in wheelchairs shall
have the wheelchair secured during elevating equipment movement.
(k) Visually check for any obstructions over both sides of the elevating equipment before
lowering.
(l) Lower the truck body into the fully lowered position.
(m) Close and secure all the doors of the elevating equipment when the servicing is finished.
(n) Perform a walk-around to check for FOD and clearance around elevating equipment
stabilizers.
(o) Use a guide person. The guide person shall be able to accurately judge clearances and
communicate signals to the driver/operator. Stop immediately if visual contact with the guide
person is lost.
(p) All elevating equipment shall cease operating when the wind speed reaches 40 knots
(gusting).
Do not enter or place any part of the body inside the ‘scissor’ area beneath the elevating equipment.
3.1.3.10 Tractor / Electric Baggage Tug

The following precautions must be taken when operating a tractor or an electric baggage tug:
(a) Drive tractors within speed limits according to local airport regulations, and take care to avoid
sharp turns, jerks and sudden stops.
(b) Limit the number of carts and dollies in a train to the maximum specified by local airport
regulations.
(c) Do not attempt sharp turns close to the aircraft.
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(d) Keep at least 1m away from the fuselage.
3.1.3.11 ULD Transporter

The following precautions shall be taken when operating ULD transporters:
(a) Do not sit or stand on the roller bed.
(b) Do not stand between the ULD transporter and ULD loader/dollies.
(c) Position the ULD transporter at a 90-degree angle to the ULD loader/dolly to ensure safe
transfer of load.
(d) If fitted with an elevating platform:
• Do not transport ULDs across the ramp with the platform in the raised position.
• Do not raise the platform until final positioning at the aircraft.
(e) A guide person shall be used. If visual contact with the guide person(s) is lost, the operator
shall stop movement of the ULD Transporter immediately.
(f) Shall be operated in low gear and not faster than walking speed while maneuvering in the
ERA.
3.1.3.12 GSE Maintenance

The Handling Agent shall have a system for performing and recording daily checks completed on
ground support equipment.
The Handling Agent shall have a preventative maintenance program for ground support equipment.
The Handling Agent shall establish a system for recording maintenance completed on ground support
equipment.
The Handling Agent shall ensure their GSE remains serviceable and in good mechanical condition.
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3.2 Safety during Fueling/Defueling

3.2.1 Fueling Safety Zone
The Fueling Safety Zone (FSZ) is defined as an area of at least 3m in any direction from the center
point of all fuel vent exits, refueling plugs, aircraft refueling ports, fuel hydrants, fuel hoses and fueling
vehicles. This distance may be increased as required by local airport or civil aviation authorities.
EXAMPLE OF FUELING SAFETY ZONE - JET AIRCRAFT
REFERENCE DESCRIPTION
A Aircraft refuelling port / plug
B Fuel vent exit
C Fuel hydrant pit
D Fuel vent exit (according to the aircraft type)
E Hoses
F Fuel truck or hydrant dispenser
1 Fuel Truck
2 Hydrant Dispenser
Within the FSZ, all personnel must ensure they:
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(a) Do not smoke.

(b) Do not use any handheld portable electronic devices including cellphones, portable music
player, portable game units or earpiece or headset.
(c) Enter the FSZ only when required by your current job task/responsibility.
(d) Assume that fueling is taking place anytime a fuel vehicle is on the stand during aircraft
servicing and fuel hoses are connected.
(e) Do not leave vehicle engines running unnecessarily.
(f) Position all GSE and vehicles so they do not obstruct the fueling vehicles' escape route; this is
not a mandatory requirement for hydrant type fuelling vehicles but every effort should be made
to ensure a clear exit pathway.
(g) Do not allow any passengers to enter the FSZ.
(h) Avoid the use of motorized GSE within the FSZ.
(i) Do not park any equipment in the FSZ.
(j) Ensure fuel hoses are protected from damage and all equipment is kept a minimum of 1m
away from any fuel hose on the stand that is connected between a fuel truck and an aircraft.
3.2.2 Fuel Spillage

Take the following safety measures whenever a fuel spill occurs:
(a) Stop fuelling by activating the emergency shut-off valve, where installed.
(b) Alert the person in charge of fueling and/or the PIC of the spillage.
(c) Contact the local fire service, if not already done.
(d) Verify with authorities/supervisor whether to stop all activity around the aircraft.
(e) As far as possible, restrict all activities inside and outside the spill area to prevent access and
to reduce the risk of ignition.
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3.2.3 Fueling/Defueling with Passengers on Board

When fueling/defueling with passengers onboard and /or during their boarding or disembarking, you
must:
(a) Keep designated escape exits clear. An escape exit may be either a PBB into a terminal
building, a cabin door or a passenger stair truck positioned on an open cabin door.
(b) Ensure that all areas on the stand below the designated escape exits are kept free of any
equipment and vehicles that would impede the deployment of an escape slide.
(c) Do not hinder the escape routes of passengers on board by ensuring that passenger stairs
and PBB are clear of FOD.
For more information refer to Annex F.
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3.3 Adverse Weather Conditions

3.3.1 General
Airside operational staff should follow these procedures during adverse or poor weather conditions
which may have a negative impact on aircraft handling activities and ground safety. If additional
information is required, refer to supervisory staff.
3.3.2 Wintery or Slippery Apron Conditions

Winter weather brings extra hazards, which require awareness and more care on the part of
personnel working on the apron to prevent accidents. The following precautions to reduce accident
risk must be taken:
(a) Plan additional time for all ramp activities and take extra care when walking across apron
surfaces, which can be slippery.
(b) Take extra care when driving, especially when approaching the aircraft. Remember that GSE
require greater distances to stop safely on slippery surfaces.
(c) Operators of potable water tankers and toilet servicing units must be vigilant that there is no
spillage or leakage that can lead to subsequent freezing. Care must be taken to keep spillage
and overflow to a minimum.
(d) If apron conditions are hazardous, contact the competent authority to mitigate the hazard. In
the event the hazard cannot be mitigated, suspend the affected operations.
(e) Close all entrance and cargo hold doors as soon as possible and keep them closed to avoid
precipitation entry into the aircraft.
Reduce speeds on slippery roads in slippery apron conditions. Adjust all activities and operations on
the ramp to suit the conditions at the time.
3.3.3 Storms–Lightning
For thunderstorms and lightning activity, the notification process may be broken down into three
phases:
1) Alert–Lightning activity is detected at a distance in excess of 8 km (5 miles) from your
operation. Disseminate lightning warning to airside operating staff so they can prepare and
plan their activities to be ready in case of a Red Alert in accordance with local regulatory
requirements.
On receipt of an alert, make a preparations for the stop phase:
• Suspend non-essential activities in open areas and ensure any staff using or about to
use headsets are informed of the alert.
• Fueling operations can continue, however the proximity of the thunderstorm / lightning
should be continually monitored.
• Avoid using highly conductive equipment.
2) Stop/Suspend Activities–Lightning activity is detected within 5 km (3 miles) of your operation.

Disseminate the order to stop all airside activities and seek shelter to all airside operating
staff.
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On receipt of stop phase:

• Stop fueling. Fueling hoses cannot be left attached to the aircraft during any
Thunderstorm / Lighting event.
• Discontinue aircraft communication by headset.
• Stop all ramp activity and clear ramp.
• Personnel should seek shelter inside buildings or inside metal bodied vehicles. No one
should seek shelter under any part of the aircraft, loading bridge, near light poles,
fences, under trees.
• In accordance with local procedures, the aircraft may come on stand but the aircraft
doors should remain closed and ground servicing suspended.
3) All Clear–Lightning activity has moved beyond 5 km (3 miles) and is heading away from your
operation. Disseminate the order to resume normal activities to all airside operating staff.
The distances referred to above may vary depending on local climatic parameters and/or local
procedures which shall be followed.
3.3.4 High Wind Conditions

High winds pose a great risk of damage and the following minimum precautions should be taken:
(a) Ensure the safety of the aircraft by installing additional chocks and removing all equipment
from around the aircraft.
(b) Take extreme care when opening or closing any aircraft doors.
(c) Make sure parking brakes are set on all parked GSE.
(d) Set parking brakes and secure by additional means, if necessary, all non-motorized ramp
equipment. (i.e., baggage carts and ULD dollies).
3.3.5 High Winds Activity Table

The following actions shall be taken when sustained winds and/or gusts of wind 25 knots or greater
are predicted however it is the actual wind speed at the aircraft parking position, which constitutes the
risk for injuries and damages.
Staff Actions 25-39 kt 40-59 kt >60 kt
46-72 73-110 >111
km/h km/h km/h
Chock aircraft landing gear as per Aircraft Out of Service/Night–
X X X
Stop/High Wind, see 4.2.2.
Remove safety cones X X X
Secure PCA hoses X X X
Remove FOD X X X
Secure rolling stock X X X
Secure PBB and position to minimize surface exposed to the
X X
direct force of the wind
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Staff Actions 25-39 kt 40-59 kt >60 kt

46-72 73-110 >111
km/h km/h km/h
Close cargo hold doors and access panels
*up to 50kt if the aircraft nose is into the wind or if the cargo doors X X
are on the leeward side
Close passenger doors
X
*up to 65kt
Do not initiate the elevation of high-lift equipment and stairs X X
Park GSE closely together, and adjacent to a building, if possible X
Retract PBB X
High winds pose a great risk of damage and injury.
3.3.6 Sandstorms and Low Visibility

The following minimum precautions should be taken:
(a) Issue appropriate Personal Protective Equipment (PPE) such as googles, masks, covered
clothing.
(b) Ensure the provision of shelter, as required.
3.3.7 Intense Heat

(a) Issue appropriate PPE (i.e., covered clothing).
(b) Ensure the provision of rehydration for staff.
(c) Ensure the provision of a temperature-controlled environment during rest breaks.
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3.4 Hand Signals

3.4.1 Introduction
In order to standardize “ground staff–to-ground staff” communication and/or “ground staff–to-flight
crew” communication and/or flight crew-to-ground staff communication, the following hand signals are
defined:
(a) Guide Person Hand Signals – to be used by a specific guide person in direct liaison with the
equipment operator to facilitate movements of any type of GSE.
(b) Marshaling Hand Signals – to be used by ground staff, to assist the flight crew during
maneuvering of the aircraft and engine starting.
(c) Technical/Servicing Hand Signals – to be used by ground staff to communicate technical/
servicing information to flight crew, and by flight crew to communicate technical/servicing
information to ground staff.
• Only use hand signals when verbal communication is not possible.
• Make sure acknowledgement of all signals is received from flight crew.
(d) Aircraft Movement Hand Signals – to be used during the tractor/tow bar, towberless
connection/disconnection process, as well as at the start and end of the aircraft ground
movement operation.
3.4.2 Conditions for Using Hand Signals

The person giving the hand signals shall:
(a) Use only approved hand signals.
(b) Wear a high visibility vest.
(c) Maintain the same role throughout the procedure.
(d) Keep in constant, visual contact with the other ground staff and flight crew throughout the
maneuver. If visual contact is lost, the operation must stop and not re-commence until visual
contact is re-established.
(e) Remain clear of the intended pathway of the vehicle/aircraft where possible.
3.4.3 Specific Requirements for Using Marshalling Hand Signals

(a) Do not perform aircraft marshaling unless it is permitted by the local airport authority and you
have been trained and authorized.
(b) Give marshaling hand signals from a position forward of the aircraft while facing and within
view of the pilot.
(c) Wear a high-visibility vest.
(d) Use illuminated flashlights/wands to improve the visibility of the hand signals in the following
situations:
• Insufficient apron lighting;
• Poor visibility;
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• Night conditions;
• When required by local airport authorities or regulations.
To avoid any possible confusion by the flight crew, do not use guide person hand signals for
equipment until all aircraft marshaling has been completed.
3.4.4 Guide Person Hand Signals for Ground Support Equipment

3.4.4.1 To Attract the Operator's Attention and Take Command
Arms held above head in vertical position with palms, facing forward.
Meaning: I am in charge of this maneuver. You will take orders only from me.
3.4.4.2 Forward Movement
Arms a little aside and repeatedly moving upwards and backwards, beckoning onwards.
Meaning: Move towards the guide person.
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3.4.4.3 Backward Movement
Arms by sides, palms facing forward, swept forward and upwards repeatedly.
Meaning: Move directly away from the guide person.
3.4.4.4 Turn Right (from the driver's point of view)
Left arm pointed downward, hand extended; right arm repeatedly moved upwards towards the guide
person's left. Speed of arm movement indicates rate of turn.
3.4.4.5 Turn Left (from the driver's point of view)
Right arm pointed downward, hand extended; left arm repeatedly moved upwards towards the guide
person's right. Speed of arm movement indicates rate of turn.
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3.4.4.6 Lift
Stretch both arms toward load or equipment, palms up; hand movement in upward direction.
3.4.4.7 Lower
Stretch both arms toward load or equipment, palms down; hand movement in downward direction.
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3.4.4.8 Accompanied Movement
Come with load or equipment. Maintain eye-to-eye contact with operator or driver. Swing down
opposite arm.
3.4.4.9 Indicate Distance
Raise arms above head, palms facing inward. Distance shown between hands must correspond
exactly with actual margin.
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3.4.4.10 Stop
Arms raised and crossed over head.

Immediate stop: Hands cross over head with clenched fists.
3.4.4.11 OK
Lift right arm above head, hand closed, thumb raised.

Meaning: All is clear or continue on your own or drive away.
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3.4.4.12 Chocks Inserted; Stabilizers On
Arms down, hands closed, palms facing inward, thumbs extended; move arms in towards sides.
3.4.4.13 Chocks Removed; Stabilizers Off
Arms down, hands closed, palms facing outward, thumbs extended; move arms out away from sides.
3.4.4.14 To Interrupt Power Source (electricity, fuel, air)

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Right arm and hand level with shoulder, palm downward; swing extended arm horizontally toward
throat by bending elbow.
3.4.4.15 Stop Engine
Right arm and hand level with shoulder, palm downwards, hand on throat making horizontal move to
the right, passing hand across throat.
3.4.4.16 To Connect or Disconnect
Raise left arm and hand in front of body, fingers extended horizontally, palm down.
Connect: Right hand with clenched fist moving upward to contact left palm
Disconnect: Right hand with clenched fist leaving left palm downward.
3.4.4.17 Brakes On/Off

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Right arm and hand raised horizontally in front of body.

Release brakes: With fist clenched, extend fingers, palm inward.
Engage brakes: With extended fingers, clench fist, palm inward.
3.4.5 Aircraft Movement Hand Signals–Headset Operator to Tug Driver

3.4.5.1 Vehicle Brakes Off
Raise right hand just above shoulder height with closed fist and ensuring eye contact with tug driver
open palm.
3.4.5.2 Clear to Push
Hold arm straight out at a 90° angle from shoulder and display hand with thumb up.
Meaning: Indicates to tug driver that all equipment is clear of aircraft, chocks have been removed, the
aircraft brakes are off and flight crew has given clearance to commence pushback.
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3.4.5.3 Negative/Hold
Hold arm straight out at 90° angle from shoulder and display hand with thumb down.
Meaning: Indicates to tug driver that aircraft is not ready for pushback and to hold position.
3.4.5.4 Vehicle Brakes On/Stop
Raise hand just above shoulder height with open palm and ensuring eye contact with tug driver, close
into a fist. At the end of the pushback, also indicates to tug driver that aircraft brakes have been set.
Tug driver should return signal to the headset operator to confirm vehicle brakes set.
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3.4.5.5 Slow Down
With hand at a 45° angle downward to the side, make a “patting” motion.
3.4.5.6 Change of Pushback Direction
Touch nose with finger with arm at a 90° angle to the shoulder, extend arm to point in the direction
that aircraft needs to be turned to.
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3.4.6 Aircraft Movement Hand Signals–Wingwalker to Headset Operator/Tug

Driver, Marshaller, Flight Crew (as applicable)
3.4.6.1 Clear to Move Aircraft
Raise right arm fully extended above head with wand held straight and left arm and wand at a 45°
angle downward to the side.
3.4.6.2 Stop Movement of Aircraft
Fully extend arms and wands horizontally 90° at shoulder level; raise arms and wands to cross above
head.
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3.4.6.3 Hold Movement of Aircraft
Fully extend arms and wands downwards at a 45° angle to the sides. Hold this position until it is clear
for the aircraft to move.
3.4.7 Marshaling Hand Signals for Aircraft

3.4.7.1 Identify Gate/Stand
Raise fully extended arms forward at shoulder level; raise straight above head with wands pointing
up, move hands fore and aft to keep from blending into background.
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3.4.7.2 Continue to Taxi Straight Ahead
Holding arms extended to the side; bend arms at elbows; move arms and wands up and down from
waist to head.
3.4.7.3 Slow Down
Held at sides and slightly bent at elbows, move arms downwards in a “patting gesture”, moving
wands up and down from waist to knees.
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3.4.7.4 Turn Right (from the pilot's point of view)
With left arm and wand extended at a 90° angle to the body, right hand makes the come ahead
signal. The rate of signal motion indicates to the pilot the rate of aircraft movement desired.
3.4.7.5 Turn Left (from the pilot's point of view)
With right arm and wand extended at a 90° angle to the body, left hand makes the come ahead
signal. The rate of signal motion indicates to the pilot the rate of aircraft movement desired.
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3.4.7.6 Stop
Fully extend arms and wands horizontally 90° at shoulder level; raise arms and wands to cross above
head.
3.4.7.7 Hold Position/Stand-by
Fully extend arms and wands downwards at a 45° angle to the sides. Hold the position until the
aircraft is clear for the next maneuver.
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3.4.7.8 Proceed to Next Marshaler or as Directed by Tower/Ground Control
Point both arms upward, move and extend arms outward to side of body and point with wands to
direction of next marshaler or taxi area.
3.4.7.9 Dispatch Aircraft
Perform a standard military salute with right hand and/or wand to dispatch the aircraft. Maintain eye
contact with the flight crew until the aircraft has begun to taxi.
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3.4.7.10 Fire
Holding right arm straight, move right hand in an exaggerated figure eight (8), or a fanning-type
motion, from the shoulder to the knee, while at the same time pointing with the left-hand wand to the
area of the fire.
At night use same process with wands.
3.4.7.11 Set Brakes
Raise right hand just above shoulder height with open palm. Ensuring eye contact with flight crew,
close hand into a fist. DO NOT move until receipt of thumbs up acknowledgment from flight crew.
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3.4.7.12 Release Brakes
Raise hand just above shoulder height with hand closed in a fist. Ensuring eye contact with flight
crew, open palm. DO NOT move until receipt of thumbs up acknowledgment from flight crew.
3.4.7.13 Chocks Inserted
With arms and wands fully extended above head, move wands inward in a “jabbing” motion until
wands touch.
Ensure acknowledgement is received from flight crew.
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3.4.7.14 Chocks Removed
With arms and wands fully extended above head, move wands outward in a “jabbing” motion. DO
NOT remove chocks until authorized to do so by flight crew.
3.4.7.15 Start Engines
Raise right arm to head level with wand pointing up and start a circular motion with hand; at the same
time, with the left arm raised above head level, point to engine to be started.
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3.4.7.16 Emergency Engine Shut Down/Cut engines
Extend right arm with wand forward of body at shoulder level, move hand and wand to top of left
shoulder and draw wand to top of right shoulder in a slicing motion across throat. Hold left arm above
head with closed fist.
3.4.8 Technical/Servicing Hand Signals–Ground Staff to Flight Crew

(a) Only use hand signals when verbal communication is not possible.
(b) Make sure acknowledgement of all signals is received from flight crew.
3.4.8.1 Connect Towbar
Bring arms above the head and grasp forearm with opposite hand.
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3.4.8.2 Air Up
Wave arms up and down from thigh to waist with palms up.
Meaning: Supply pressurised air for engine start.
3.4.8.3 Connect/Disconnect Ground Power
To connect ground power:

Hold arms fully extended above head; open left hand horizontally and move finger tips of right hand
up to touch the open palm of left hand (forming a “T”). At night, illuminated wands can also be used to
form the “T” above the head.
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To disconnect power:
Hold arms fully extended above head with finger tips of right hand touching the open horizontal palm
of the left hand (forming a “T”); lower right hand away from the left. DO NOT disconnect power until
authorized by the flight crew. At night, illuminated wands can also be used to open the “T” above the
head.
3.4.8.4 Affirmative/All Clear
Raise right arm to head level with wand pointing up or display right hand with thumbs up; left arm
remains at side by knee.
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3.4.8.5 Negative
Hold right arm straight out at 90° from shoulder and point wand down to ground or display right hand
with thumbs down; left hand remains at side by knee.
3.4.8.6 Interphone
Extend both arms at 90° from body and move hands to cup both ears.
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3.4.8.7 Do not Touch Controls
Raise right hand above head level and close fist or hold wand in horizontal position; left arm remains
at side by knee.
3.4.8.8 Open / Close Stairs
With right arm at side and left arm raised above head at a 45° angle, move right arm in sweeping
motion towards top of left shoulder.
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3.4.9 Technical/Servicing Hand Signals–Flight Crew to Ground Staff

3.4.9.1 Brakes Engaged
Raised arm and hand, with fingers extended, horizontally in front of face; close hand into a fist.
3.4.9.2 Brakes Released
Raised arm, with fist clenched, horizontally in front of face; extend fingers to open palm.
3.4.9.3 Insert Wheel Chocks
Hand held in front of face, palms outwards with fingers closed and thumbs extended; move hand
inwards.
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3.4.9.4 Remove Wheel Chocks
Hands held in front of face, palms inwards with fingers closed and thumbs extended; move hands
outwards.
3.4.9.5 Ready to Start Engine(s)
One hand raised with the appropriate number of fingers outstretched to indicatate the number of the
engine to be started.
3.4.9.6 All Clear
One hand raised with closed fingers and extended. Acknowledgement of all ground actions.
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3.5 Toilet Servicing

3.5.1 Introduction
Toilet fluids are corrosive.
Prior to servicing, inspect the toilet servicing panel on the aircraft for signs of leakage.
If any horizontal blue streaks are observed, the blue streak must be cleaned prior to servicing. After
cleaning, look again for signs of leakage.
Blue ice build-up at higher altitudes may influence airworthiness. In case of a possible leak,
immediately inform the ground engineer or advise the flight crew.
The complete procedure for servicing the aircraft toilet waste tank(s) consists of the following three
steps:
(a) Draining of the waste tank(s)
(b) Flushing of the waste tank(s)
(c) Adding an amount of pre-charge and/or a concentrated deodorant precharge product–as
applicable.
3.5.2 Hygiene Precautions

(a) Wear heavy rubber gloves, full face protection and protective clothing against harmful wastes
when performing toilet servicing.
(b) Do not park the toilet service unit in the same area as the water service unit nor at the water
filling point.
Once an agent has performed toilet servicing on an aircraft, the same agent cannot perform water
servicing during the same task.
3.5.3 Toilet Servicing Procedure

3.5.3.1 General
Location of the toilet panel is shown on the diagram below:
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Make sure that the vacuum pressure is not more than 6 PSI (0.4 BAR), if you use a vacuum operated
toilet service vehicle. A higher vacuum pressure can cause damage to the vacuum toilet system.
Each aircraft type has specific requirements for toilet servicing and the amount of pre-charge and/or
concentrated deodorant pre-charge product, for Airbus A320/A321:
Usable waster tank capacity: one tank 177 liters.
Waste tank - rinsing - operating pressure: 3.45 bar (50 psi).
Waste tank – pre-charge: 10 liters.
(a) Prior to opening a toilet service panel, check for stains around the panel.
(b) While opening the service panel, stay clear and watch for signs of leakage.
(c) Open the cap of the toilet drain connection and the fill and rinse connection.
Stay clear of the drain fitting cap while opening, and watch for signs of leakage.
(d) Make sure the drain hose Y-fitting coupling is connected correctly, before a drain valve handle
is pulled.
(e) Push the “PUSH TO OPEN” lever. Move the drain valve control-handle from the CLOSE to the
OPEN position – the waste tank will drain.
(f) Flush the waste tank(s) twice with a maximum of 57L of water with a minimum of 35psi (max
pressure 50 psi) and empty them again.
If the water pressure is less than 35psi the waste tank will not get clean.
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Touch the drain hose and make sure that the fluid is fully drained.
Stop the operation of the toilet service vehicle.
Push the drain valve control-handle to the CLOSE position.
(g) Pre-charge the tank(s) with 10L of disinfectant solution.
Do not add the precharge disinfectant solution to the waste tank if the aircraft can freeze.
Frozen precharge can cause damage to the waste system.
(h) Fill the waste tank(s) with the correct amount of water and concentrated deodorant pre-charge
packets or pre-mixed fluid as applicable. For aircraft equipped with a conventional toilet
system, fill the waste tank(s) with the correct amount of water and pre-charge, or concentrated
deodorant pre-charge.
(i) After servicing ensure there are no leaks at the drain fitting cap and the end of the drain hose
Y-fitting coupling.
Disconnect the waste drain hose and the hose adapter from the service panel drain valve
assembly to the toilet service equipment.
Do not let the liquid stay in the lines. Frozen liquids can cause damage to the waste system.
(j) Close the nozzle tightly to prevent the accumulation of ice during flight and wipe off residual
water and disinfectant.
(k) Check for possible leakage. Leaks are not permitted. Clean and dry the service panel area
with a lint free cloth.
(l) After servicing, close and latch the fitting caps and service panel door.
Inform aircraft maintenance or flight crew, if:
• Fluid leakage is observed.
• The drain valve will not open or the waste tank cannot be drained.
Report any spillage of waste to the supervisor.
3.5.3.2 Draining
(a) Drain the aircraft waste system into the waste tank of a toilet service unit.
(b) Observe the waste drain hose during draining to confirm that the waste tank is completely
emptied. The hose will also vibrate for a few seconds as the contents of the waste tank pass
into the waste tank of a toilet service unit.
Drain the waste tanks one at a time for optimal results.
3.5.3.3 Servicing During Freezing Conditions

Take the following measures to prevent freezing of the fluid in the aircraft toilet tanks and lines during
freezing conditions:
(a) Drain the waste tanks as soon as possible after arrival if the aircraft will be parked in the open
for several hours without electrical power supply and the temperature is, or is expected to be,
below the freezing point, as per standard procedure.
(b) Fill the aircraft toilet system only after electrical power supply has been restored, and as close
to flight departure time as possible.
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(c) Ensure the fill line is fully drained before closing the cap to prevent freezing of fluid in the fill
line.
Servicing shall be performed during arrival process (passenger disembarkation and baggage
offloading) before aircraft being powered off and no more than 30 minutes after block-on.
Do not attempt to remove the frozen substance in the fill lines or connections or on the service
panels. Contact maintenance immediately.
3.5.3.4 Inoperative Toilet Systems

If defects of the toilet system prevent regular servicing, ask qualified technical staff–if available–for
assistance (e.g., removal of panels).
If no technical staff is available, inform the flight crew.
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3.6 Potable Water Servicing

3.6.1 General
If both water and toilet servicing tasks need to be performed, then water servicing shall be done first
before toilet servicing.
Water service must not be performed by staff that has already performed toilet servicing during the
same shift.
Perform the aircraft potable water tank servicing according to the following:
• The cleaning and disinfecting of service vehicles must be performed weekly. The interior of the
tank should be scoured once a month to remove any deposits.
• The contents of the potable water servicer must be drained not later than twenty four (24) hours
after filling.
• Regardless of its origin, water destined for aircraft potable water systems must be chlorinated.
• Only products approved by the local health authority may be used for the chlorination of drinking
water.
• Total chlorine content at the point of filling into the aircraft must be in the range of 0.3-0.8mg/l.
• Once filled, the potable water servicer may only be used for aircraft servicing after a minimum of
30 minutes, in order to allow the chlorination agent time to react. The water should be circulated
within the servicer during this time to ensure thorough mixing with the chlorination agent.
• The filling hose connector must be of a different size as recommended by ISO 450. Aircraft
Connection for water of drinkable Quality.
• Water samples for bacteriological examination from airport water supply systems, servicing
vehicles and aircraft water systems should be collected regularly by the Potable water service
provider. Sampling should be carried not less than four (4) times a year with maximum 3 months
intervals. The frequency may be increased if the need arises.
• Bacteriological contamination of the water must not exceed the standards established by the
World Health Organization (WHO) or those issued by the local health authority, if these are more
stringent.
• Certificates and results of the water samples shall be made available to Wizz Air upon request.
(a) The water used for uplift shall fully meet the hygiene and testing requirements in terms of
filling points, servicing vehicles, drinking water cabinets and those detailed in section portable
water hygiene requirements.
(b) Equiment used shall fully comply with the specification for potable water servicing vehicles or
potable water towed service cart.
(c) All equipment shall be serviced according to the manufacturer’s recommendations. Records
shall be kept of all servicing, cleaning, disinfection and maintenance tasks performed.
(d) All equipment and facilities used shall be maintained to the highest possible hygienic
standard.
(e) Ground Operation Manager shall be informed of any issue that may affect (or may have
affected) the standard of water uplifted to their aircraft, including contamination incidents,
maintenance findings and test failures.
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3.6.2 Potable Water Unit Servicing Procedures

3.6.2.1 Filling Aircraft Water Tanks
Location of the potable water panel is shown on the diagrams below.
A320
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A321
Each aircraft type has specific requirements for filling and draining.
Technical specification for Airbus A320/A321:
• Usable potable water tank capacity: one tank 200 liters.
• Filling pressure shall not exceed: 3.45 bar (50 PSI).
• Typical flow rate: 50 l/min.
(a) The aircraft water system should be filled as close to the departure time of the aircraft as
possible.
(b) Before connecting the aircraft filling hose to the aircraft, flush the hose.
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The hose needs to be flushed in a basket or waste container before connecting the hose to
the aircraft filling port.
(c) Do not place hose end on the ground.
(d) Open the POTABLE WATER FILL AND DRAIN port on the service panel.
Before you do the servicing of the potable water tank make sure that the quantity indication
system is energized and operates correctly. The “Overflow valve open” light on the service
panel must be on when the overflow valve is opened. If it is not - you must control the handle
to open the overflow valve. If this valve is not open, water can flow into the passenger
compartment.
(e) Aircraft filling port shall be cleaned/wiped dry with antiseptic wipes before the hose is
connected to the aircraft adaptor (cleaning may be carried out either by wiping with a towelette
or equivalent soaked with a disinfecting solution or wiping with a disinfectant pre-soaked
“towelettes”. The spray-and-wipe procedure is accepted if sprayed directly on the towelette).
(f) Connect the fill hose of the CART - WATER SERVICING to the POTABLE WATER FILL AND
DRAIN port.
(g) Turn the FILL/DRAIN handle to the PULL TO FILL position. Then pull it out to the mechanical
stop.
The overflow valve open light comes on. If the overflow valve open light does not come on,
examine the position of the valve.
(h) Fill the potable water system up to 80% as standard, by operating the water service vehicle.
The fill/drain handle will automatically move back to the normal position when ‘tank full’ light
comes on. The overflow valve open light goes off. If the tank is overfilled, water will flow from
the tank overflow port.
(i) Stop the water service vehicle.
(j) Disconnect the hose from the POTABLE WATER FILL AND DRAIN port.
(k) Clean and dry the service panel and the adjacent area with a lint free cloth.
(l) Visually examine the connections for leaks.
Make sure that the fill/drain handle is fully in and in closed position.
This system cannot be pressurized if the handle is not in closed position. Leaks are not
permitted.
(m) Put the cap on the POTABLE WATER FILL AND DRAIN port.
(n) Close the access Water panel.
(o) When the filling hoses are not in use, the nozzles or connectors shall be protected from
contamination either by kept capped using appropriate covers or attached to a dummy
connector or kept in a container filled with disinfectant solution or treated with disinfectant
before use.
3.6.2.2 Water Servicing During Freezing Conditions

Following actions shall be followed to prevent freezing of the water in the aircraft water tanks and
lines during freezing conditions in order to avoid damage to the water and waste systems.
On arrival servicing of the potable water and waste water tanks shall be performed as soon as
possible, right after aircraft arrival, before aircraft being powered off and no more than 30 minutes
after block-on.
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Before departure servicing of potable water shall be performed to heated up aircraft by maintenance
or crew to prevent water freezing of fluid inside of aircraft. Procedure should be performed with warm
water in temperature around 30ºC.
The following purging of the water procedure shall apply for night stopping aircraft or aircraft being
powered off between 2 series of flights in cooperation between ground handling (below the wing,
outside) and crew or maintenance personnel (above the wing, in the cabin):
(a) Ensure that after aircraft arrival from the last flight one of the pilots/engineers remains in the
Flight Deck.
(b) Electrical Power and APU shall remain “ON”, APU bleed air “ON”, cross bleed valve “OFF”, Air
Conditioning “OFF”.
(c) Pilot/engineer shall remain in the Flight Deck until water draining/purging is completed.
(d) Waste tank servicing as per standard procedure.
Potable water tank draining/purging:
(a) In the Cabin:
• Make sure that the potable water shutoff-valve in each lavatory is open.
• Make sure that the potable water shutoff-valve in each wet galley is open.
• Make sure that the potable water-mixing timer control-knob (faucet handle) in each
lavatory is set to the centre position.
• Water boilers are switched “OFF”
(b) Outside:
• Open the Potable Water Servicing access panel, aft fuselage L/H side below L2 PAX
door.
• Remove the cap from the fill and drain port on the service panel, metal nipple next to
the yellow handle.
• Connect the HOSE-DRAIN to drain ports, if available, to aid in collecting water.
• Turn the yellow fill and drain control handle to the PULL TO DRAIN position then pull it
out to the mechanical stop.
• Water will drain from:
The fill and drain port on the potable water service-panel. (Right into your face if you
don’t install hose on the nipple or stand to the left of the yellow handle.)
The drain port on the MID drain and overflow panel.
The drain port on the FWD drain panel.
• Make sure suitable containers are placed to collect the water under these drain points,
remove containers (and hoses if installed) after water drained.
• Stow the yellow fill and drain handle. Wait 5 minutes for the header pressure to build-up
in the water tank.
(c) Back in the Cabin:

• Operate all water faucet(s) in the lavatories and galley(s), water faucets, coffee makers/
water boilers to drain them, flush all toilets as often as necessary until assuring that air
but no water comes out of the valves (loud hissing noise should be observed from all
water sources).
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• Make sure that air but no water comes out of the faucets and toilet rinse valves.
• To drain the residual water from the galley(s), water faucets, coffee makers/water
boilers and toilets it is necessary to repeat this step several times.
• The duration of the residual water drainage after the end of the water outflow from the
potable water system can take up to 15 minutes or more. This depends on the attitude
of the aircraft.
(d) Back Outside:

• Go back outside and turn the yellow fill and drain control handle to the PULL TO DRAIN
position. Then pull it out to the mechanical stop, leave handle in this position.
• After draining/purging of the system and parking of the aircraft let the drain valves and
the service panels to stay open to let remaining fluid to flow out.
• Do not install the caps on the drain and the fill/drain nipples.
• After all water has been drained/purged advise the pilot/engineer, he/she shall then
shut the a/c down and secure it for the night stop.
In case of problems DO NOT FORCE YELLOW HANDLE TO SELECTED POSITION, contact flight
crew and Wizz Air Maintenance immediately at: +36 1777 9370.
Keep aircraft cargo doors closed when the cargo compartments are not being loaded or offloaded to
prevent water lines from freezing.
Do not attempt to remove the frozen substance in the fill lines or connections or on the service
panels. Contact maintenance immediately.
3.6.3 Potable Water Hygiene Requirements

3.6.3.1 Fill Points and Water Cabinets
(a) Daily, weekly and monthly tasks shall be conducted and recorded as per AHM portable water
service standards.
(b) Hoses, connectors and water quality shall meet AHM portable water service standards
specifications and hygiene requirements.
(c) The water shall only be used as potable water for aircraft.
(d) The area around the fill point/water cabinet shall be kept clean and free from rubbish.
(e) When not in use, all fill point hoses shall be secured and locked in a metal pestproof
enclosure. Fill points without attached hoses shall be capped.
(f) When not in use, hose-ends shall be:
• Kept capped or
• Attached to a dummy connector or
• Kept in a container filled with disinfectant solution or
• Treated with disinfectant before use.
(g) Do not place hose ends on the ground.

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3.6.3.2 Water Service Vehicles & Towed Service Car

The water service vehicles and towed service carts shall:
(a) Daily, weekly and monthly tasks shall be conducted and recorded. Logbooks and inspection
records must be available and kept up-to-date to ensure vehicles are maintained in good
condition for safe and reliable service.
The logbook/records shall contain the following as a minimum:
• Daily checks1 (refilled within 24 hours and chlorine or other disinfectant content);
• Weekly disinfection records;
• Monthly cleaning records;
• Laboratory Analysis;
• Details of work carried out, including servicing, repairs and replacement parts;
• Hose-manufacturer's documentation and inspections (if applicable);
• Connector-manufacturer's documentation and inspections (if applicable).
(b) Only be filled at a designated potable water fill point using approved hoses and couplings.
(c) Only be used to fill aircraft potable water tanks.
(d) Be parked in a clean and secure area, away from toilet servicing vehicles.
(e) Not be positioned close to toilet servicing units at any time, particularly when toilet servicing or
toilet waste disposal is taking place.
(f) The water service vehicles and towed service carts should be parked in a shaded area during
hot sunny weather, particularly if filled.
(g) The tank shall be drained completely at least once per calendar day.
3.6.3.3 Water Servicing Staff

The water servicing staff shall:
(a) Be dressed with clean working clothes in accordance with the WHO Drinking Water Quality
Standard and shall be assigned to the drinking water servicing.
(b) For hygiene reasons, if operators conduct both toilet and water servicing functions during the
course of their shift, the operators shall service potable water before servicing aircraft toilets.
Should the operator be reassigned to perform water servicing after he/she has performed
toilet servicing, the operator shall shower and change into clean external clothes/overalls and
PPE.
(c) The operator should wear single use or disposable gloves during the drinking water servicing.
3.6.3.4 Water Treatment Chemicals (Sanitizer)

IWater uplifted to aircraft potable water tanks shall contain a low concentration of disinfectant
chemical (sanitizer), of a type suitable for potable water. The most common sanitizers are based on
chlorine or hydrogen peroxide.
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3.6.3.5 Water Service Vehicle Cleaning and Disinfection

Water service vehicles, towed service cart tanks and hoses shall be checked every day, disinfected at
least once per week and "deep" cleaned at least once per month.
3.6.3.6 Fill Point and Water Cabinet Cleaning and Disinfection

Fill points, hose cabinets and their surroundings shall be checked daily for general cleanliness.
Fill points and hoses shall be disinfected at least once a week.
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3.7 Aircraft Cabin Servicing

3.7.1 General
(a) Aircraft Cleaning: The removal of visible dirt or particles through mechanical action, normally
undertaken on a routine and frequent basis. Cleaning and disinfection can be combined into
one process if disinfectants are used during the cleaning.
(b) Disinfection/Sanitization/Sanitation: The procedure whereby measures are taken to control or
kill infectious agents on a human or animal body, on a surface, on goods or in/on baggage,
cargo, containers, and/or conveyances by direct exposure to chemical or physical agents.
(c) Event: An occurrence of suspected or confirmed communicable disease on board an aircraft;
or aircraft contaminated with body fluids, or other non-standard (uncommon) situation
necessitating additional cleaning and disinfection.
3.7.2 Aircraft Cleaning Intervals

(a) Turnaround Cleaning: Performed by Wizz Air cabin crew, while on the ground prior to
departure within a defined ground time.
During a standard turnaround Wizz Air aircraft do not require cabin servicing or cleaning,
unless specifically requested by the Crew.
(b) Transit Cleaning: Type of turnaround cleaning that may be performed with transit passengers
on board.
(c) Night-Stop Cleaning: Performed when the aircraft is on a longer predefined ground time.
(d) Inflight Cleaning: Performed by Wizz Air cabin crew while the aircraft is airborne.
(e) Deep Cleaning: Performed when the aircraft is on a longer predefined ground time. The
cleaning may include the removal of cabin panels and/or galley inserts. Deep cleaning is
performed during aircraft maintenance and is not addressed within the scope of this section.
3.7.3 Cleaning and Disinfection Products

Ground Handling agent is responsible to ensure that locally used cleaning procedures as well as
cleaning and disinfecting products are based on aircraft manufacturer recommendation and certified
according to SAE International standards and local health organization requirement or
recommendations including using proper Personal Protective Equipment (PPE) are followed.
Cleaning and disinfecting products shall camply with and be certified according to latest revision of
SAE International standards:
• AMS1452 - Disinfectant, Aircraft, General Purpose.
• AMS1453 - Disinfectant Cleaner for Aircraft Interior General Purpose Liquid.
• AMS1525 - Cleaner for Aircraft Exterior Metallic Surfaces, Wipe Solvent, Cold Operations.
• AMS1526 - Cleaner for Aircraft Exterior Surfaces, Water-Miscible, Pressure-Spraying Type.
• AMS1550 - Cleaner, Water Base, Aircraft interior Hard Surface Materials.
Any cleaning and disinfection agents that do not comply with SAE standards shall not be used
without consultation with aircraft manufacturer and airline approval.
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Correct selection and use of products is vital in ensuring effective cleaning and disinfection of an
aircraft without damaging the aircraft interior, systems and/or equipment while minimizing the
likelihood of transmission of any communicable diseases.
Product use recommendations:
(a) It is important that the cleaning and disinfection liquids are used exclusively according to the
product specifications and manufacturer Safety Data Sheet (SDS).
(b) Use premixed cleaning and disinfection liquids where possible to avoid mixing ratio errors.
Use of cleaning and disinfection liquids in the wrong mixing ratio or using the wrong
application method can lead to severe damage to material in the aircraft’s interior.
(c) Special attention must be paid to the application instructions and mixing ratios (e.g., wipe on,
wipe off, water rinsing, drying after cleaning).
(d) Use only the allowed bottle sizes on board to minimize the risk of spilling the cleaning and
disinfection solutions.
(e) Do not allow cleaning and disinfection liquids to contact critical equipment (e.g. smoke
detector, electronic door operation equipment and fire extinguishing discharge nozzle).
(f) Some cleaning and disinfection products, are flammable. Care must be exercised in the
aircraft interior, especially near various electric installations and boxes as these are sources of
ignition.
(g) Use of non-certified cleaning and disinfection liquids can lead to severe damage to material in
the aircraft’s interior.
(h) Cleaning and disinfectant solutions tend to be oxidizers. The interior of an aircraft contains
many materials susceptible to damage from oxidization. Care must be exercised when using
cleaning products and disinfectants.
(i) Metals used in aircraft construction may corrode upon exposure to cleaning and disinfection
products.
(j) Safety-critical cables and wires may deteriorate upon exposure and aircraft furnishings may
have their fire resistant properties reduced.
(k) Refer to the cleaning and disinfection product manufacturer’s instructions to ensure the proper
application, ventilation and PPE is used.
Cleaning Equipment
All cleaning equipment and materials used to clean aircraft shall be in accordance with the
requirements and approved standards:
(a) Vacuum Cleaners: aircraft-powered or battery-powered vacuum cleaners can be used for
carpets, air vents, seat arm storage, seat rails, behind-the-seat storage, etc. Manual (non-
electric) carpet sweepers are not an adequate substitute, but may be necessary when time is
limited or a large number of passengers remain on board.
(b) Hand Brushes: for use in areas inaccessible to vacuum cleaners.
(c) Chewing Gum Remover: to remove chewing gum.
(d) Mops and Brooms: for cleaning floors and other hard surfaces. Must be clearly identified or
color-coded for toilet cleaning and general cleaning to avoid cross-contamination (e.g., red/
blue for lavatories, yellow for galleys, green for cabin). They shall be separated at all times,
including during cleaning activities.
(e) Towels/Cloths: there are different types according to requirements for general purpose
cleaning and polishing. Must be clearly identified or color-coded for toilet cleaning and general
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cleaning (top-down approach). They shall be separated at all times, including during cleaning
activities.
(f) Absorbent Wipes: for mopping up spillages.
(g) Hand Sprayers: for dispensing detergents and disinfectants.
(h) Runners: for floor and/or carpet protection.
(i) Soft Rolls/Wipes: for wiping up spillages.
(j) Buckets: buckets need to be checked to ensure the cleaning liquid is being replaced regularly.
To avoid contamination on board, cleaning staff shall carry their own cleaning equipment to avoid
unnecessary exchanges of cleaning items between different teams or persons.
3.7.4 Cleaning and Disinfection Tasks

The cleaning and disinfection tasks serve as a guideline on how to provide a safe and sanitary
operating environment for passengers, crew and cleaning personnel.
For Aircraft cleaning during night stop – see Annex C: Aircraft Cleaning
and Annex Z: Fillable Forms Night Stop Cleaning Checklist Form.
3.7.5 Aircraft Cleaning and Disinfection During a Pandemic

3.7.5.1 General
During a pandemic, all existing cleaning best practices are, in principal, still applicable however
following additional measures to protect the health and welfare of travelers, staff and the public to
reduce the opportunities for further spread of the virus shall be applied to addressed threat.
(a) Daily Preventive disinfection during overnight cleaning, applied daily on every based aircraft.
Scope of treatment: wiping all hare surfaces in the cabin beginning from the top (celling) and
moving progressively downwards (floor), working from clean-to-dirty areas:
• Aisles - ceiling, overhead bins, reading lights, air-supply nozzles, sidewall panels,
windows and window shades, seats (tray tables, armrests), cabinets/lockers,
bulkheads, magazine racks, cabin crew seats (jump seats).
• Lavatories - ceiling, sidewalls, toilet bowls, waste bins, basins, door assembly (door
surfaces, door handles, locking device and ashtrays).
• Galleys - Ceiling, ovens, water boilers, coffee makers, galley facilities, lockers/drawers,
waste bins.
Disinfection product: Containing 62%-71% ethanol alcohol, 0.5% hydrogen peroxide, or 0.1%
sodium hypochlorite.
(b) Regular Preventive disinfection during overnight cleaning, applied once every 7 days per
based aircraft.
Disinfection product: Bacoban for Aerospace - alcohol free biocide:
Scope of treatment: spraying the internal surfaces of the passenger cabin, galley, aisle and
overhead bins with the means of bottle sprayer, pressure sprayer or nebulizer machine.
Applying the disinfectant in a sweeping action the treated areas are covered sparsely, working
at one step at a time. Once treatment is complete, the aircraft is vacated and the entry to the
cabin is not allowed in the next 1 hour.
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• 1% product solution if applied by bottle sprayer;

• 2% product solution if applied by pressure sprayer;
• 3% product solution if applied by nebulizer.
(c) Post-event disinfection, applied ad-hoc during post-flight servicing of flights with suspected or
known Covid-19 infected passenger.
Scope of treatment:
• Thorough cleaning and disinfection of the seat area of the suspected case and of the
seat area in the close proximity (2 seats in every direction), including the following:
armrests, seatbacks (the plastic and/or metal part), tray tables, seatbelt latches, light
and air controls, cabin crew call button and overhead compartment handles, adjacent
walls and windows.
• Remove seat pocket contents and replace.
• Thorough cleaning and disinfection of the lavatory or lavatories used by the suspected
case, including the disinfection of: door handle, locking device, toilet seat, tap,
washbasin, adjacent walls, sidewall panels and counter.
Disinfection product: Containing 62%-71% ethanol alcohol, 0.5% hydrogen peroxide, or 0.1%
sodium hypochlorite.
3.7.5.2 Actions Prior to Cleaning

To minimize person-generated contaminant concentrations during ground and flight operations,
aircraft manufacturers recommend maximizing total cabin airflow, therefore care should be taken to
avoid blocking air vents (particularly along the floor).
It is recommended that fresh air and recirculation systems be operated to exchange the volume of
cabin air before cleaning crew enter the aircraft for cleaning purposes, if not keep the aircraft doors
open during the turnaround to facilitate cabin air exchange.
Ensure access doors are only in the open position if there is an appropriate boarding device or other
equipment positioned at the door.
3.7.5.3 Actions During Cleaning and Disinfection

(a) To avoid contamination on board, cleaning crew shall:
• Be assigned specific tasks, as much as possible.
• Use different cleaning materials in each task area (e.g., cloths, buckets, brushes,
mops), potentially using color-coded items.
• Carry their own cleaning items on board to avoid unnecessary exchange of cleaning
items between different teams/persons.
• Use new disposable gloves in each area. Disposable gloves shall not be reused in
other sections of the cabin.
• Follow the correct sequence of cleaning; for example, from top to bottom or front to
back, as relevant (e.g., toilets, galleys, floors).
(b) Clean and disinfect all defined areas as specified by using approved disinfection products as
defined in section Cleaning and Disinfection Products and appropriate cleaning materials/tools
such as mopping, wiping, or any other approved methods.
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(c) Use disinfection product(s) as per the recommendation in Section Cleaning and Disinfection
Products.
3.7.5.4 Actions after Cleaning and Disinfection

After cleaning and disinfection, ensure cleaning crew disembark with all items for cleaning, including
all garbage, and that the following provisions are followed:
(a) Disposal of waste must be done in accordance with local regulations.
(b) Staff disembarking the aircraft with waste materials shall wear gloves to protect themselves
and dispose of gloves after the disposal process.
(c) Do not obstruct the passenger boarding bridge or steps with waste bags.
(d) Do not throw waste bags onto the ramp from the aircraft or steps.
(e) If any amenities are to be loaded prior to departure, ensure this is done and indicated in the
handover documentation.
3.7.5.5 Handover Procedures

When required, a handover protocol should be established, including a record to indicate that the
aircraft has been cleaned and disinfected according to the ICAO aircraft disinfection sheet or airline
procedures.
3.7.6 Cleaning and Disinfection During an Event

3.7.6.1 Suspected or Confirmed Case of Communicable Disease On Board
The following are guidelines for cleaning crew who have to clean an arriving aircraft with a suspected
case of communicable disease. During an outbreak of a specific communicable disease, the World
Health Organization (WHO) or the national health authorities may modify or add further procedures to
these guidelines.
(a) Wear PPE as recommended by the national public health authority.
(b) Remove and discard gloves after cleaning or if they become soiled or damaged.
(c) Use only cleaning agents and disinfectants at recommended concentrations and contact times
that have been approved by aircraft manufacturers.
(d) Begin cleaning at the top (light and air controls) and proceed downward progressively working
from clean to dirty areas. surfaces to be cleaned include:
• the seat area of the suspected or confirmed case and the seat area in the close
proximity (2 seats in every direction), including the following: armrests, seatbacks (the
plastic and/or metal part), tray tables, seatbelt latches, light and air controls, cabin crew
call button and overhead compartment handles, adjacent walls and windows.
• Remove seat pocket contents and replace.
• Lavatory or lavatories used by the suspected case, including the disinfection of: door
handle, locking device, toilet seat, tap, washbasin, adjacent walls, sidewall panels and
counter.
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(e) Disinfection of upholstery, carpets, or storage compartments is only indicated when they have
been soiled by body fluids. In such cases, use an absorption agent first, if required, clean any
visible soil and disinfect before vacuuming to eliminate the risk of re-aerosolization.
(f) Wash hands with soap and water immediately after PPE is removed. An alcohol-based hand
sanitizer may be used as an alternative if the hands are not visibly soiled.
(g) Dispose of soiled material and PPE in a biohazard bag if one is available. If not, place in an
intact plastic bag, seal it, and label it as biohazard.
(h) Do not use compressed air. It might re-aerosolize infectious material.
3.7.6.2 Aircraft Contaminated with Body Fluids

When contaminated with blood, respiratory secretions, vomit, excretions and other bodily liquid
(contaminants), the aircraft cabin should be cleaned and disinfected after disembarkation:
(a) Wear disposable gloves and other PPE according to local instructions.
(b) Absorb the contaminant(s) into a towel or apply absorbent powder and disinfectant to the
contaminants evenly.
Absorbent and disinfectant used must have been tested and approved for the interior material
being cleaned.
(c) Place the used towel and gloves in a biohazard or other waste bag.
When using absorbent powder, remove the coagulated contaminants with portable pickup
shovels and place into biohazard waste bags.
(d) Clean and disinfect the contaminated area wearing new gloves. It is important to follow the
application method and effective contact time as per the manufacturer Safety Data Sheet.
(e) Remove gloves and clean/disinfect hands before removing other PPE.
(f) When cleaning and disinfection was initially performed by cabin crew during flight, they should
inform ground handling at destination to prepare for additional cleaning and/or disinfection, if
need be and disposal of biohazard.
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3.8 Safety During Aircraft Deicing/Anti-icing Operations

3.8.1 General
No aircraft shall attempt takeoff when frozen or freezing contamination is present on or adhering to
the wings, propellers, control surfaces or other critical surfaces, based on “Clean Aircraft Concept”.
Compliance with this requirement can be achieved by appropriate use of anti-icing or de-icing
procedures, or where necessary a combination of both.
Detailed procedures and requirements for deicing and anti-icing can be found in Annex I: De-/Anti-
Icing
This section provides general guidelines for safe ground deicing/anti-icing operations.
Deicing/anti-icing operations shall be performed with extreme caution to prevent injury to personnel
and damage to aircraft and equipment. Deicing/anti-icing is not permitted during the fueling process.
3.8.2 Personnel Safety

The safety factors given below are designed to ensure that in the performance of de-icing an aircraft,
the safety of personnel performing the task is not compromised.
(a) Appropriate PPE should be checked for serviceability and worn by all personnel engaged in
de-icing operations.
(b) Cones should be removed as necessary to allow access to the aircraft surfaces. Replace the
cones on completion of the de-icing operation, if the aircraft is not departing.
(c) To prevent injury, caution must be taken when filling de-icing vehicles with hot fluid.
(d) When handling de-icing fluids, personnel should understand and follow the precautions
contained in the fluid manufacturer's Safety Data Sheets.
(e) Before de-icing operations start, de-icing should be coordinated between the de-icing and
ground handling personnel.
(f) De-icing/anti-icing fluids may be very hot; 60°C/140°F or even warmer. To prevent injuries,
ground personnel, passengers and flight crew shall be prevented from walking near an aircraft
that is being deiced.
(g) Slippery conditions can exist on the ground and on the equipment surfaces during and
following the de-icing processes. Caution should be exercised, particularly in low humidity or
nonprecipitating weather conditions, due to increased slipperiness following the use of glycol
that is not diluted by the weather element.
(h) When deicing on a stand, all ramp equipment, including steps, should be clear of the area to
be sprayed to avoid contamination by fluid.
(i) Care should be taken to prevent the transfer of fluid by foot onto GSE (e.g., steps, jet bridges),
interiors of aircraft and aircraft cargo holds.
3.8.3 Open Basket Operations

The following minimum precautions should be taken when de-icing from an open basket:
(a) Ensure that the fall restraint device is securely anchored and the safety harness is always
worn when de-icing from an open basket.
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(b) Ensure that the basket door or safety chain is securely latched.
(c) Caution should be taken to avoid exposure to a running Auxiliary Power Unit (APU).
3.8.4 Closed Basket Operations

(a) Ensure the seat belt is always worn.
(b) Ensure the windows of the cabin are clean. Check wiper(s) for condition and check window
washer fluid level.
(c) Ensure the door of the cabin is securely closed.
(d) Ensure there are no obstructions to the cabin heater/ventilation system.
END OF SECTION
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4 Aircraft Turn-Around...................................................................................................................................... 1
4.1 Aircraft Arrival.............................................................................................................................................2
4.1.1 Actions Prior to Arrival......................................................................................................................2
4.1.2 Standard Arrival Procedures............................................................................................................ 2
4.1.2.1 Aircraft Arrival at a Gate or Open Ramp....................................................................................2
4.1.2.2 Actions After Arrival .................................................................................................................. 3
4.1.3 Ground Support Equipment on Arriving Aircraft...............................................................................5
4.1.3.1 Ground Power Unit and Fixed Power Unit.................................................................................5
4.1.3.2 Cooling/Heating Units/Pre-Conditioned Air............................................................................... 6
4.2 Aircraft Chocking........................................................................................................................................ 9
4.2.1 Wheel Chock Placement..................................................................................................................9
4.2.2 Chock Placement Diagrams.............................................................................................................9
4.3 Aircraft Coning..........................................................................................................................................11
4.3.1 Safety Cone Placement and Removal........................................................................................... 11
4.3.2 Cone Placement Diagram for A320/A321...................................................................................... 12
4.4 Aircraft Doors........................................................................................................................................... 13
4.4.1 General Safety Requirements........................................................................................................13
4.4.2 Cabin Access Doors.......................................................................................................................13
4.4.2.1 General....................................................................................................................................13
4.4.2.2 Opening Cabin Access Doors from Inside by Trained Crew................................................... 13
4.4.2.3 Opening of Cabin Access Doors from Inside by Authorized and Trained Ground Staff.......... 13
4.4.2.4 Opening Cabin Access Doors from Outside with Crew/Ground Staff on Board...................... 14
4.4.2.5 Opening Cabin Access Doors from Outside with no Crew/Ground Staff on Board................. 14
4.4.2.6 Embarkation or Disembarkation Through Cabin Access Doors.............................................. 15
4.4.2.7 Closing Cabin Access Doors................................................................................................... 15
4.4.2.8 Re-opening Cabin Access Doors............................................................................................ 15
4.4.3 Cargo Hold Doors.......................................................................................................................... 16
4.4.3.1 Opening Cargo Hold Doors..................................................................................................... 16
4.4.3.2 Closing Cargo Hold Doors.......................................................................................................17
4.4.3.3 Re-opening of Cargo Hold Doors............................................................................................ 18
4.5 Aircraft Turnaround Handling................................................................................................................... 19
4.5.1 Supervision of Aircraft Loading...................................................................................................... 19
4.5.1.1 Introduction..............................................................................................................................19
4.5.1.2 Communication........................................................................................................................19
4.5.1.3 Actions Prior to Loading.......................................................................................................... 20
4.5.1.4 Actions During Loading........................................................................................................... 20
4.5.1.5 Actions After Loading.............................................................................................................. 21
4.5.1.6 Standard Baggage Loading A320........................................................................................... 21
4.5.1.7 Standard Baggage Loading A321........................................................................................... 22
4.5.2 Aircraft Ground Stability................................................................................................................. 22
4.5.3 Safety Requirements Specific to Aircraft Loading..........................................................................22
4.5.3.1 General....................................................................................................................................22
4.5.3.2 ULD Loading............................................................................................................................23
4.5.3.3 Main Deck Loading of Freighter Aircraft.................................................................................. 23
4.5.3.4 Bulk Loading............................................................................................................................23
4.5.3.5 Identifying Shipments Requiring Special Handling..................................................................24
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4.5.4 Unloading....................................................................................................................................... 24
4.5.4.1 Scaling Process.......................................................................................................................24
4.5.4.2 Safety Precautions for an unload............................................................................................ 24
4.5.5 Cargo Hold Inspection....................................................................................................................25
4.5.5.1 General....................................................................................................................................25
4.5.5.2 Cargo Hold Damage................................................................................................................25
4.5.5.3 Spills in Cargo Holds............................................................................................................... 26
4.5.5.4 Cargo Compartment Nets........................................................................................................26
4.5.5.4.1 A320 Cargo Hold Netting Diagrams..................................................................................27
4.5.5.4.2 A321 Cargo Hold Netting Diagrams..................................................................................28
4.5.6 Loading.......................................................................................................................................... 29
4.5.6.1 Load Handover........................................................................................................................ 29
4.5.6.2 Load Transportation.................................................................................................................29
4.5.6.3 Load Delivery for Departure.................................................................................................... 29
4.5.6.4 Loading Procedures................................................................................................................ 30
4.5.6.5 Loading of wheelchairs and mobility aids................................................................................ 31
4.5.7 Securing of Load............................................................................................................................ 31
4.5.7.1 General Rules..........................................................................................................................31
4.5.7.2 Bulk Compartments................................................................................................................. 32
4.5.7.3 Securing of ULDs.................................................................................................................... 32
4.5.7.4 Tie-Down................................................................................................................................. 32
4.5.7.5 Use of Tie Down Material........................................................................................................ 33
4.5.7.6 Standard Lashing.................................................................................................................... 35
4.5.7.7 Securing of Dangerous Goods................................................................................................ 36
4.5.8 Load Spreading..............................................................................................................................36
4.5.9 Aircraft Unit Load Devices..............................................................................................................37
4.5.10 Transport of Cargo and Mail in Passenger Cabin........................................................................ 37
4.5.11 Freighter Aircraft Handling........................................................................................................... 37
4.6 Aircraft Pushback Departure.................................................................................................................... 38
4.6.1 Introduction.................................................................................................................................... 38
4.6.2 Ground Staff Member Responsibilities...........................................................................................38
4.6.2.1 Responsible Ground Staff Member for Departure................................................................... 38
4.6.2.2 Tractor Driver...........................................................................................................................41
4.6.2.3 Wing Walker............................................................................................................................ 42
4.6.3 Pre Departure Activites.................................................................................................................. 42
4.6.3.1 Pre Departure Walkaround Check...........................................................................................42
4.6.3.2 Pre Departure Action List........................................................................................................ 43
4.6.3.3 Pre-Departure Communication................................................................................................44
4.6.4 Connecting the Pushback Vehicle..................................................................................................45
4.6.4.1 General....................................................................................................................................45
4.6.4.2 Nose Gear Steering Bypass Pin..............................................................................................45
4.6.4.3 Connecting Pushback Tractor and Towbar..............................................................................45
4.6.4.4 Connecting Towbarless Tractor............................................................................................... 45
4.6.4.5 Connecting Remote-Controlled Tractor to Nose Gear.............................................................46
4.6.4.6 Connecting Remote-Controlled Tractor to Main Gear............................................................. 46
4.6.5 Wheel Chock Removal...................................................................................................................46
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4.6.6 Departure Communications........................................................................................................... 47

4.6.6.1 General....................................................................................................................................47
4.6.6.2 Departure Communication Dialogue....................................................................................... 47
4.6.6.3 Items to be Communicated between Ground Staff and Flight Crew....................................... 49
4.6.6.4 Departure Dialogue with using a Power Push Unit..................................................................50
4.6.6.5 Departure Communication without Interphone........................................................................ 51
4.6.6.6 Interphone Communication Failure......................................................................................... 52
4.6.7 Pushback Maneuver...................................................................................................................... 52
4.6.7.1 Anti-Collision Lights................................................................................................................. 52
4.6.7.2 Pushback requirements...........................................................................................................52
4.6.7.3 Staff Safety During Pushback Maneuver.................................................................................52
4.6.7.4 Pushback and Pull Forward.....................................................................................................53
4.6.7.5 Nose Gear Protection and Steering Angles.............................................................................54
4.6.7.6 Maneuvering During Wintery or Slippery Conditions...............................................................55
4.6.7.7 Maneuvering During Low Visibility Conditions.........................................................................56
4.6.8 Engine Start................................................................................................................................... 56
4.6.8.1 Communication During Engine Start....................................................................................... 56
4.6.8.2 Engine Start Using Air Start Unit............................................................................................. 56
4.6.8.3 Engine Start-up When a Power Push Unit is Used................................................................. 61
4.6.8.4 Communication During Engine Fire.........................................................................................61
4.6.9 Incidents During Pushback............................................................................................................ 62
4.6.9.1 Incidents During Pushback Involving Pushback Tractor/Towbar or Towbarless Tractor......... 62
4.6.9.2 Incidents During Pushback with Power Push Unit...................................................................63
4.6.10 Pushback Disconnection..............................................................................................................65
4.6.10.1 Pushback Tractor and Towbar Disconnection Procedures / Requirements.......................... 65
4.6.10.2 Towbarless Tractor / Remote Control Tractor Attached to Nosewheel Disconnection
Procedure / Requirements...................................................................................................66
4.6.10.3 Power Push Unit Disconnection............................................................................................ 66
4.6.11 Pushback Process Completion.................................................................................................... 66
4.6.12 Re-establishing Communication After Departure.........................................................................66
4.6.12.1 Introduction............................................................................................................................66
4.6.12.2 Initiated from the Flight Deck.................................................................................................66
4.6.12.3 Initiated from the Ground.......................................................................................................67
4.7 Open Ramp Departure............................................................................................................................. 68
4.8 Aircraft Powerback Operations.................................................................................................................69
4.9 Aircraft Towing..........................................................................................................................................70
4.9.1 Introduction.................................................................................................................................... 70
4.9.2 Ground Staff Responsibilities.........................................................................................................70
4.9.2.1 Responsible Ground Staff Member for Towing........................................................................70
4.9.2.2 Tractor Driver...........................................................................................................................71
4.9.2.3 Brake Operator........................................................................................................................ 73
4.9.2.4 Wing Walker............................................................................................................................ 73
4.9.2.5 Headset Operator.................................................................................................................... 74
4.9.2.6 VHF Operator.......................................................................................................................... 74
4.9.3 Pre-Towing Activities...................................................................................................................... 74
4.9.3.1 General....................................................................................................................................74
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4.9.3.2 Pre-Towing Preparation........................................................................................................... 75

4.9.3.3 Towing Communications..........................................................................................................75
4.9.4 Towing Maneuver........................................................................................................................... 76
4.9.4.1 Towing Speeds........................................................................................................................ 76
4.9.4.2 Towing Limits........................................................................................................................... 76
4.9.4.3 Towing onto Parking Stan........................................................................................................76
4.9.4.4 Movement Into/Out of Hangars............................................................................................... 76
4.9.5 Incidents During Towing................................................................................................................. 76
4.9.5.1 Incidents During Towing, Brake Operator Actions................................................................... 77
4.9.5.2 Incidents During Towing Tractor Driver Actions.......................................................................78
4.9.6 Towing Completion.........................................................................................................................80
END OF SECTION
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4 Aircraft Turn-Around
Wizz Air uses the following definitions for arrival and departure times:
Arrival Time - When the aircraft has taxied onto stand, has come to a stop and the anti-collision lights
have been switched off.
Departure Time:
(a) For push-back stands: first movement of the aircraft wheel;
(b) For self-maneouvering stands: when the anti-collision light is turned on.
Passengers must be escorted, directed and monitored while boarding or disembarking to ensure they
do not enter the aircraft danger zone illustrated below.
The most effective way of keeping passengers out of the danger zone is the use of Passenger
Integrated Guidance Systems (PIGS) which physically direct passengers around the wing without the
need for extra personnel. If PIGS are not available then a staff member must guide the passengers.
PIGS in place which guides passengers around, not under the wing. The PIGS is attached to the
forward and aft passenger steps and shall never be attached to the aircraft.
If the airport layout brings passengers into conflict with vehicle traffic a locally agreed and
documented solution should be adopted for the applicable parking position/s. As a minimum a ground
staff member must man the roadway or inter-stand clearway crossings.
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4.1 Aircraft Arrival

4.1.1 Actions Prior to Arrival
(a) Conduct Foreign Object Damage (FOD) check on entire stand removing all debris just prior to
arrival.
(b) Make sure the stand surface condition is sufficiently free of ice, snow, etc., to ensure safe
aircraft movement.
(c) Make sure all required Ground Support Equipment (GSE) is available and serviceable, and is
positioned well clear of the aircraft path, outside the Equipment Restraint Area (ERA).
(d) Make sure the aircraft path and ramp area free of objects and obstacles that the aircraft may
strike or endanger others due to jet blast effects.
(e) Make sure the aircraft docking guidance system is operating or marshalling staff is present.
(f) Make sure additional ground personnel (i.e, wing walkers) are present, if required.
All persons not responsible for the aircraft arrival operation shall stay well clear of the arriving aircraft
and must not approach the aircraft until:
1) The engines have been shut down and are spooling down.
2) The anti-collision lights have been switched off.
3) The main gear wheel chocks are positioned.
4) Clearance to approach the aircraft has been given by the agent responsible for the arrival
operation, if applicable.
4.1.2 Standard Arrival Procedures

4.1.2.1 Aircraft Arrival at a Gate or Open Ramp
(a) For a standard arrival at a stand without an automated guide-in system or at an open ramp:
1. As the aircraft approaches the stand area, the marshaller points to the guide-in line on the
ramp to be followed by the aircraft by standing at the top of the guide-in line and giving the
“Identify Stand” signal. Wing walkers, if required, will be positioned approximately 1m (3ft)
outside the path of the wingtips. Wingwalkers shall maintain visual contact with the marshaller
until the aircraft has come to a complete stop.
2. While the aircraft taxies along the guide-in line, the marshaller gives the “Continue to Taxi
Ahead” signal with marshalling wands.
3. The nose wheel should follow the guide-in line all the way to the appropriate stop point. Use
the “Turn Left” or “Turn Right” signals to correct the track of the aircraft as required.
4. If at any time during the aircraft movement the marshaller is unsure or identifies an
imminent danger, STOP the aircraft.
5. If at any time during the aircraft movement, the wingwalkers are unsure or identify an
imminent danger, signal the marshaller with the “STOP” signal.
6. As the aircraft approaches the stop position, use the “Slow Down” signal if required. As the
nose wheel reaches the stop point slowly cross the wands in the “Stop” signal.
In the event that an aircraft inadvertently stops short of the designated (stop point) and the
PIC shuts down the engines; the following procedure should be followed:
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• Do not approach the aircraft until the engines have been powered down and the anti-collision
beacon has been extinguished
• Once the anti-collision beacon has been extinguished, connect the headset via the
interphone port and inform the PIC of the error
• Agree with the PIC that the aircraft will be towed forward to the correct stop point (depending
on aircraft type in service - A320 or A321)
• Inform the airport authorities and handling operations department of the situation, requesting
that a tug and tow bar are brought to the aircraft
Ensure that the towing procedure outlined in Section 4.9 for safe operation of the pushback
tug is followed, manoeuvring the aircraft onto the correct stop point.
(b) For a standard arrival at a stand with an automated guide-in system:
1. As the agent responsible for the arrival, the Marshaller shall verify that the correct aircraft
has been selected for the arrival and the equipment is operational.
2. The agent responsible for manning the emergency stop button shall be positioned with an
unobstructed view of the arriving aircraft and within reach of the system to stop the aircraft in
the event it is needed. It is essential to maintain a continuous unobstructed view between the
agent responsible for manning the emergency stop button and the ground personnel ensuring
clearance (e.g. wing walker).
3. If the emergency stop is activated, and only after a check by the ground staff operating the
guidance system that the risk is no longer there, the aircraft docking guidance system can be
reactivated.
4. Wing walkers, if required, will be positioned approximately 1m (3ft) outside the path of the
wingtips. Wingwalkers shall maintain visual contact with the Marshaller until the aircraft has
come to a complete stop.
4.1.2.2 Actions After Arrival

(a) Upon aircraft stopping:
1. Position wheel chocks at Nose Landing Gear (NLG) wheels as per 4.2.1.
2. Position and connect the Ground Power Unit (GPU) of Fixed Power Unit (FPU) if required,
before engine shut down, and verbally/visually confirm to flight crew.
(b) After the engines have been shut down, are spooling down and anti-collision lights have been
switched off:
1. Position remaining wheel chocks in accordance with 4.2.1 and verbally/visually confirm to
flight crew.
2. Confirm there is no damage on the cabin door area prior to positioning the Passenger
Boarding Bridge (PBB).
3. Position the safety cones.
4. Conduct an arrival walkaround for inspection to inspect for damage on the following parts of
the aircraft before positioning GSE:
(i) All cargo doors and door surround/frames
(ii) All access panels and servicing access points
(iii) Visible parts of the aircraft fuselage, engines, landing gears
(iv) All cabin doors and door surround/frames
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(v) The inspection shall be recorded using the using the Aircraft Walkaround Inspection Form
(See Annex Z)
5. Position and connect the external power, if required.
6. Give clearance for GSE to approach aircraft.
(c) If any damage is found:
1. Annotate the damaged area on the diagrams on the Aircraft Walkaround Inspection Form.
2. Do not permit any GSE to be positioned to the aircraft at the area of damage unless the
damage discovered is at door L1 in which case the steps / jet bridge may be positioned in
order that you may report the damage to the PIC.
3. Immediately report the damage to the PIC and if available the aircraft Engineer. The Flight
Deck Contains a “Dent and Buckle” chart which the PIC will use to ascertain if the damage is
known [old] or new.
4. If the damage is known then continue to service the aircraft in the usual manner.
5. If the damage is new, an Engineer will be called to inspect the damage. At this point you
should start your investigations, collate any witness statements and take photographs, all of
which should be forwarded to your relevant Ground Operations Manager along with the
completed Aircraft Walkaround Inspection Form. Local regulations regarding aircraft damage
should also be followed.
6. Known damage will be marked with a grey dot sticker (size 1.5cm). If there is one area of
damage next to the grey dot you do not need to report it. If there are 2 areas of damage near
a grey dot you must still report this to the PIC.
7. Any new damage observed and reported on arrival will be attributed to the previous station
of departure.
"Spooling down" of an engine can be identified as follows: reduce engine noise, visible fan speed
reduction, lack of exhaust heat/thrust plume.
If notified of a brake overheat do not approach the main gear.
If an aircraft arrives with an unserviceable anti-collision light, do not approach the aircraft until
headset communication has been established with the flight crew.
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4.1.3 Ground Support Equipment on Arriving Aircraft

4.1.3.1 Ground Power Unit and Fixed Power Unit
APPLICABLE TO BASE AIRPORTS: Subject to local agreement, GPU must be positioned at the
aircraft and ready for operation 65 minutes before STD of first wave departures. After arrival of last
flight of the day, GPU must remain at the aircraft and its usage must be coordinated between
Handing Agent and contracted Maintenance provider of Wizz Air.
(a) It is permitted to preposition a Ground Power Unit (GPU) inside the ERA provided there is a
marked GPU parking position.
(b) Position the GPU on the appropriate side of the aircraft as shown below.
(c) Set parking brake and chock for the GPU.
(d) Ensure the GPU, while in operation, is positioned at a minimum of 2m from aircraft fuselage
and 3m from any fueling vehicles and aircraft fuel vent exits.
(e) On parking stands where Fixed Power Unit (FPU) is available, such power should be
delivered. Where FEGP is not available a mobile Ground Power Unit (GPU) should be
supplied. A power supply of 115V, 400 MHz shall be maintained at all times.
(f) Fixed Power Units (FPU) and leads shall be fully stowed / retracted during aircraft arrival as
per the system design.
(g) Before connecting to the aircraft check both the aircraft and GPU/FPU receptacles, lead(s)
and plug(s) are clean and undamaged with no sign of excessive wear or electrical burning to
the contacts.
(h) Do not energies the GPU/FPU power output until the unit is connected to the aircraft.
(i) Once GPU/FPU is connected the power lead lanyards / hook attached to the connector shall
be used to secure the connector and prevent damage of receptacle and/or inadvertent
disconnection of GPU.
(j) Confirmation about the successful connection must be communicated to the crew.
(k) When disconnecting, check that external power is no longer in use by the aircraft. Turn off the
GPU/FPU power output before disconnecting the cable.
(l) Always disconnect and stow the GPU power cables BEFORE connecting a tow tractor to the
GPU.
Example of GPU positioning:
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External power ground service connection:
4.1.3.2 Cooling/Heating Units/Pre-Conditioned Air

Before supplying air by an external source, make sure that at least one cabin door is open and
remains open during air unit operation. Make sure that a motorized ground air supply unit is not near
the aircraft. The engine exhaust pipe of the unit must point away from the aircraft. Heat from the
unit's exhaust can cause damage to the aircraft structure.
As part of the fuel conservation program, Pre-Conditioned Air (PCA) is required at all airports that
provide on-stand PCA.
For location of the PCA access panel on the A320 and A321 aircraft see the diagram below. (Low-
Pressure LP and High-Pressure HP).
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Make sure there is no blockage of the hose.

(a) To connect PCA:
1. Open the access panel.
2. Connect ground PCA unit to the aircraft.
3. Start up ground PCA unit.
4. On the ground PCA unit, select the desired cooling or heating settings (air temperature and
flow rate) or position the selector in the appropriate position.
(b) To disconnect PCA:
1. Shut down ground PCA unit.
2. Disconnect ground PCA unit from aircraft.
3. Close the access panel.
4. Retract the PCA hose to the fully stowed and secured position.
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4.2 Aircraft Chocking

4.2.1 Wheel Chock Placement
(a) Make sure the required number of serviceable chocks are available considering the weather
conditions.
(b) Chocks must be kept clear of the guide-in line and in a safe area away from arriving aircraft
and engine danger areas.
(c) Do not approach the aircraft to position chocks until the aircraft has come to a complete stop.
(d) One designated member of the ground staff immediately places chocks forward and aft of the
nose landing gear, and according to options listed in, 4.2.2. This is the first action to take place
around the aircraft and shall be completed before any other activity takes place.
(e) Before approaching the main gear, wait until:
1. Engines have been shut down and are spooling down.
2. Anti-collision lights are switched off.
(f) Walk towards the main gear in a path parallel to the fuselage, avoiding engine intake areas.
(g) Place chocks forward and aft of the main gear in accordance with the applicable normal chock
placement diagram. See 4.2.2.
If the aircraft is parked on a slope, also put chocks on a down-slope side of the inboard wheel
of each MLG. Make sure that the down-slope chocks touch the wheels.
(h) Notify the flight deck crew that the chocks are inserted.
4.2.2 Chock Placement Diagrams

Normal Operation
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Option 1 Option 2
Parking Aircraft Out of Service / Night-Stop / High Winds

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4.3 Aircraft Coning

4.3.1 Safety Cone Placement and Removal
Safety cones are a caution sign for drivers to maintain required safety clearances. Cones protect
parts of the aircraft against collision by GSE.
(a) Prior to arrival of the aircraft, make sure there are sufficient serviceable safety cones available.
(b) Do not approach the aircraft to position cones unless all the following criteria are met:
1. Aircraft has come to a complete stop
2. Engines have been shut down and are spooling down
3. Anti-collision lights are switched off
4. Aircraft has been chocked
“Spooling down” of an engine can be identified as follows: reduced engine noise, visible fan or
propeller speed reduction, lack of exhaust heat/thrust plume.
(c) Place safety cones on the ground in accordance with the diagrams, see 4.3.2 within a
maximum of 1m outward from the point of the aircraft being protected. Cones must not be
placed in high wind conditions.
(d) Additional safety cones may be needed as per operational requirements or local regulations.
(e) GSE must not approach the aircraft until all safety cones have been placed (not applicable for
the PBB or GPU, if required).
(f) All required safety cones shall remain in place until GSE and vehicle activities around the
aircraft have ceased prior to departure of the aircraft.
In some situations it may be necessary to re-position cones to allow GSE to be positioned.
Cones must not be placed under engines. Reposition the cones when the GSE is removed.
(g) Ensure all vehicles have been removed from the ERA.
(h) Remove the safety cones from around the aircraft.
(i) When not in use, place the safety cones in the designated storage area.
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4.3.2 Cone Placement Diagram for A320/A321
Cone Description
One cone to be placed forward of engine number 2 [starboard side].
1 One cone to be placed forward of engine number 1 [port side]. This cone is only
required if there is no Passenger Guidance System in place.
Cones max. 1m from wingtip. The cone on the port side is only required if:
• there is no Passenger Guidance System in place or
2
• if PIGS are not highly visible or
• if PIGS cannot be placed under the wingtip.
3 One cone to be placed at the tail of the aircraft.

The above coning setup is the minimum requirement.
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4.4 Aircraft Doors

4.4.1 General Safety Requirements
This section provides generic precautions and does not constitute training on opening/closing of
aircraft doors.
Do not operate ANY aircraft doors unless you have been trained and authorized to do so.
The passenger, galley service, cargo bay, etc doors shall not be opened until all engines have
stopped, the parking brake has been set, anti-collision lights switched off and chocks are in place.
In exceptional cases, when one engine needs to be running, doors are allowed to be opened only on
the side opposite to the running engine.
Seek assistance from maintenance personnel or flight crew if any difficulty is experienced during
normal door operation.
Do not operate or leave doors open in winds exceeding those indicated in the manufacturer's
limitations.
4.4.2 Cabin Access Doors

4.4.2.1 General
Handling agent staff may open aircraft doors from the outside of the aircraft ONLY if authorized by
Wizz Air Crew Member or Engineer. The opening of doors from the inside of the aircraft can ONLY be
performed by a Wizz Air Crew Member or Engineer.
Cabin access doors shall only be in the open position if there is an appropriate boarding device
positioned at the door.
There is a risk of falling while operating cabin doors.
Slide deployments can be fatal. If an armed door begins to open, do not attempt to hold the door, as
you risk being seriously injured or killed.
If a cabin access door is found open without a boarding device positioned at the door you must
immediately notify a supervisor or the flight crew.
(a) Do not attempt to close the cabin access door unless trained and qualified.
(b) Guard the cabin access door until a qualified person is present to close it.
4.4.2.2 Opening Cabin Access Doors from Inside by Trained Crew

Ground staff should:
(a) Knock twice on the door from outside to indicate that a boarding device is properly positioned
outside a door to be opened and that the door swing area is free of obstructions.
(b) Stand clear of the door and wait for the cabin crew to open.
4.4.2.3 Opening of Cabin Access Doors from Inside by Authorized and

Trained Ground Staff
The opening of doors from the inside of the aircraft can ONLY be performed by a Wizz Air Crew
Member or Engineer.
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(a) Check that the door is disarmed.

(b) Check that all indicators show that it is safe to open the door.
(c) Check visually that a boarding device is positioned at the door.
(d) Should there be a need to partially open a door solely or galley trash bin servicing, an external
boarding device need not be in position. Do not move the door more than is required for the
removal and refit of the bin.
(e) Open the door slowly and carefully in accordance with the instructions and markings labeled
on the door, and the specific instructions for the aircraft type and/or your training.
4.4.2.4 Opening Cabin Access Doors from Outside with Crew/Ground Staff on
Board
Wizz Air Crew Member or Engineer.
(a) Look for indications that the door is disarmed.
(c) If there is no indication from the cabin crew that the door is disarmed, knock twice on the door
and repeat the previous step.
(d) If there is still no indication from the cabin crew that the door is disarmed, contact the PIC via
an open Flight Deck window or the aircraft interphone system.
(e) If there is no cabin crew on board and the red/orange streamer is visible across the interior of
the door window, do not open the door. Instead, seek assistance from flight crew or
maintenance personnel.
(f) If you cannot confirm that the door is disarmed, DO NOT OPEN THE DOOR.
(g) Once you confirm that the door is disarmed, open the door slowly and carefully in accordance
with the instructions and markings labeled on the door, and the specific instructions for the
aircraft type.
(h) Move the door to the fully opened position and engage the gust lock.
4.4.2.5 Opening Cabin Access Doors from Outside with no Crew/Ground Staff
on Board
Wizz Air Crew Member or Engineer.
(a) Look for indications that the door is disarmed.
(c) If you cannot confirm that the door is disarmed, DO NOT OPEN THE DOOR.
(d) Once you confirm that the door is disarmed, open the door slowly and carefully in accordance
with the instructions and markings labeled on the door, and the specific instructions for the
aircraft type.
(e) Move the door to the fully opened position and engage the gust lock.
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4.4.2.6 Embarkation or Disembarkation Through Cabin Access Doors

Before allowing passengers or crew embarkation or disembarkation via a cabin access door, ensure
that the boarding device is properly positioned at the door, and if stairs or integral airstairs are to be
used, that both guard rails are extended, if applicable.
4.4.2.7 Closing Cabin Access Doors

(a) Make sure cabin access doors are closed immediately after servicing is completed.
(b) Receive confirmation from the crew that the boarding device can be removed after the cabin
door have be closed for departure.
(c) Before removing the last boarding device from an aircraft, inform any ground staff onboard the
aircraft that the last cabin access door is being closed and the last boarding device is being
removed from the aircraft.
(d) Look for any possible obstructions around the door area and remove them.
(e) The intention to remove the boarding device shall be communicated to cabin crew or any
other operational personnel on board.
Do not remove the boarding device from the aircraft until the door is fully closed and locked.
(f) If stairs were used at a cabin access door, retract the stair handrails if necessary to close the
door. Remain at the top of the stair platform until the door is fully closed, and then descend the
stairs before they are moved.
(g) The Cabin Crew will close the Cabin Access Doors.
(h) If Cabin Access Doors will be closed from outside close the door slowly and carefully in
accordance with the instructions and markings labeled on door and the specific instructions for
the aircraft type.
(i) Before leaving the vicinity of the door, confirm that the door is properly seated flush with the
surrounding airframe and that the exterior door handle is flush with the surface of the door.
(j) Seek assistance from aircraft maintenance personnel or flight crew any time a door
malfunction occurs.
(k) Do not retract equipment stabilizers in advance of the cabin door being fully closed.
(l) Before retracting equipment from the door, check to ensure the maneuvering area is clear of
all obstructions and personnel.
(m) If a passenger boarding stairs unit is used, retract the passenger stairs canopy. Move the
equipment to its approved parking position and engage any applicable restraints (i.e., closing
the door on the passenger boarding stairs opening).
(n) Visually inspect the cabin access door and the surrounding fuselage for signs of damage,
particularly in any areas where the boarding device was in contact with the aircraft. If damage
is discovered, immediately report it to aircraft maintenance personnel, flgith crew (if available)
and submit a report via the WHA website.
4.4.2.8 Re-opening Cabin Access Doors

If a cabin access door is not closed properly, it must be reopened and re-closed. Other operational
situations when cabin access doors may need to be re-opened include the following:
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(a) Subsequent delivery of catering and/or supplies, after the passenger boarding devices have
been removed.
OR
(b) Re-connecting of passenger boarding devices after the initial removal.
If there is no crew on board the aircraft, follow the applicable Opening Cabin Access Doors
procedures refer to 4.4.2.3 to 4.2.2.5.
(c) Once the cabin access door has been closed in preparation for departure, do not attempt to
reopen any aircraft door without the authorization of the flight crew.
(d) If you believe a door must be reopened, you must notify the flight crew through an open flight
deck window or use the flight interphone system.
(e) If the crew requires a door to be re-opened, they will notify ground staff.
(f) Regardless of which party requested that the door be reopened, once the flight crew gives
clearance for the door to be reopened, follow the applicable actions/steps in: Opening Cabin
Access Doors refer to 4.4.2.3 to 4.2.2.5.
(g) If authorization to reopen the door is not granted, do not attempt to reopen the door unless
clearance given by the flight crew.
4.4.3 Cargo Hold Doors

4.4.3.1 Opening Cargo Hold Doors
(a) Do not operate cargo doors unless trained and authorized.
(b) Manual operation of an electrically or hydraulically operated cargo door may only be
performed by maintenance personnel or flight crew.
(c) Do not open the cargo doors until the aircraft engines have been shut down and the anti-
collision lights have been switched off.
(d) Before positioning loading equipment or any other GSE at cargo doors and opening cargo
doors, perform a visual check for any signs of damage to the doors or surrounding areas. If
any irregularities are discovered during this visual check, report them to aircraft maintenance
personnel and, if available, the PIC.
(e) If needed cargo doors shall be opened using technical steps or belt loaders equipped with
raised safety rails to reach the cargo doors.
(f) Open the cargo doors in accordance with the specific instructions for the aircraft type.
(g) Allow adequate space for door clearance to avoid equipment obstructing the free passage of
the door - A320 and A321 cargo doors hinge upwards. Be aware that when opening or closing
cargo doors, the lower edge of the door will swing down before going upward.
(h) If the cargo door will not open, do not use excessive force, tools or GSE to push or pull on the
door to open it. Contact flight crew and / or aircraft maintenance personnel for assistance.
(i) If unbroken security seal is attached to the cargo hold door - notify PIC before opening.
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(j) If "INOP" sticker is attached - do not try to open the door.
(k) Keep forward and aft cargo compartment doors fully open throughout the turnaround (unless
weather conditions restrict the operation).
4.4.3.2 Closing Cargo Hold Doors

(a) Do not operate cargo doors unless you have first been trained and authorized.
(b) Manual operation of an electrically or hydraulically operated cargo door may only be
performed by maintenance personnel or flight crew.
(c) Before closing the cargo door, ensure that:
1. Load restraint and door protection nets are properly fitted.
2. Cargo compartment lights have been switched off.
3. Door area, including the door sill and frame, are free of gravel, water, ice and other foreign
substances or obstructions.
4. Door and door frame show no visible signs of damage.
5. Any damage discovered during the inspection of the cargo doors and surrounding areas/
frames is immediately reported to aircraft maintenance personnel and the PIC.
(d) If needed all cargo doors must be closed using technical steps or belt loaders equipped with
raised safety rails to reach the cargo doors.
(e) Check that door lock indicators are engaged/properly, set as applicable, and that the door is
properly locked, handles are stowed flush and panels are properly closed.
(f) If a cargo compartment door is not closed properly, it must be reopened and re-closed.
(g) If a cargo door must be reopened prior to aircraft movement, approval from the flight crew via
the ground staff responsible for the departure must be obtained.
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4.4.3.3 Re-opening of Cargo Hold Doors

(a) If a cargo compartment door is not closed properly, it must be re-opened and re-closed.
(b) Once the pre departure walkaround has taken place, do not attempt to re-open any aircraft
door without the authorization of the flight crew.
(c) If a door shall be re-opened, the agent in charge of departure shall notify the flight crew or use
the flight interphone system.
(d) If the flight or cabin crew requires a door to be re-opened, they will notify ground staff.
(e) Regardless of which party requested that the door be re-opened, if the flight crew gives
clearance for the door to be re-opened, follow the applicable actions/steps in: Cargo Hold
Doors refer to 4.4.3.2.
(f) If authorization to re-open the door is not granted by the flight crew, do not attempt to re-open
the door.
(g) If authorization to re-open the door is granted by the flight crew, repeat the pre-departure walk-
around checks according to 4.6.3.1 for this door area.
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4.5 Aircraft Turnaround Handling

4.5.1 Supervision of Aircraft Loading
4.5.1.1 Introduction
The person performing the aircraft loading supervision task is responsible for the safe and efficient
loading and unloading of the aircraft as well as the protection of the loads carried. The task will
ensure the aircraft is loaded as specified by the weight and balance calculation task, in accordance
with the corresponding loading instruction report, LIR and Wizz Air policies.
Any Aircraft loading operation shall only start with the presence of the ramp aircraft loading
supervisor or person who is responsible for loading and/or unloading.
During a turnaround priority shall be given to the departing bags to ensure a quick turnaround/on time
departure.
4.5.1.2 Communication
When verbal communication is used it is critical that combination of letters and numbers are
pronounced and understood by those who transmit and receive voice messages by radio or
telephone, regardless of their native language. The ICAO phonetic alphabet and numbering system
shall be used by all parties when involved in aircraft turn-around.
To ensure all load is accounted for accurately prior to departure, the parties responsible for loading
and load planning shall clearly communicate and confirm:
• Flight Number;
• Flight Leg (as applicable);
• LIR edition number;
• All load by position/in compartments needs to be reported, including NIL-Position/Compartment(s);
• Return load (stand-by load which is not loaded);
• All commodities and sub-commodities shall be reported;
• When communicating load figures using verbal communication between the person reporting the
load and the person responsible for load planning task, the person responsible for load planning
task shall always read back the information given according to the same guidelines above.
The same principle will also apply when load control office is verbally communicating information to
the person responsible for the loading supervision task, and when loading information is verbally
communicated between loading team members and loading team supervisor.
To further prevent miscommunication during the aircraft turnaround handling and close out
reconciliation process, implementation of standard verbiage for load discrepancy communication
should be used between the person responsible for the loading supervision task and person
responsible for load planning task and between the person responsible for loading supervisor task
and loading team members.
Efficient communication devices (e.g. headsets, high performance radio, phones etc.) should be
provided to relevant involved teams in case of verbal communication in order to avoid
misunderstanding in a noisy environment.
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4.5.1.3 Actions Prior to Loading

Prior to loading, the person responsible for aircraft loading supervision task shall:
(a) Verify the aircraft registration with the registration on the LIR.
(b) Carry out a hold inspection once unloading is complete or prior to commencing loading, in
accordance with the requirements detailed in Cargo Hold Inspection and action issues
accordingly.
(c) Assemble and check the load against the LIR in order to ensure compliance:
• Carry out a Visually Detectable Damage Check prior to loading.
• If used ensure placards/identifications labels are properly filled out with the correct
information.
• Perform a cross-check to ensure the identification numbers correspond with each other.
• Crosscheck gross weights or loose pieces/weight information is correct (where
applicable).
• Special handling codes and complimentary information.
• Destination airport.
• Preliminary Notification to the Captain (NOTOC) (where applicable).
(d) Ensure LIR is received and understood by the persons responsible for aircraft loading task,
including details and requirements of special load (e.g. Dangerous Goods).
(e) Ensure special equipment (e.g. tie-down straps, etc.) is available, as required.
4.5.1.4 Actions During Loading

During loading, the person responsible for the aircraft loading supervision task shall:
(a) Crosscheck the load against the LIR, as the loading progresses to ensure the correct
sequence of loading takes place in accordance with the specified timelines.
(b) Regularly check with loading agents who are physically loading the aircraft and in particular,
attend to any issues raised concerning loading.
(c) Liaise with the person responsible for weight and balance calculation task and receive
authorization for any deviations including any last-minute changes as documented to the LIR.
The weight and Balance Calculation task shall check the deviation and confirm if possible or
give an alternative solution.
(d) If an authorized change of load order occurs, provide confirmation of change to the persons
responsible for aircraft loading task prior to recommencing loading in the hold.
(e) Ensure that where applicable, transit loads are not over-stowed for transit stations.
(f) At the completion of loading, receive confirmation of the following from the persons
responsible for aircraft loading task:
• The loading status of the aircraft holds and compliance with the latest edition of the LIR.
• Confirmation that loads are secured and that all locks, stops, nets, net stanchions, fire
blankets are raised, closed, locked or installed and that load securing is correctly
applied.
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(g) Undertake a final visual inspection of the aircraft holds to ensure compliance and that no item
of FOD have been left in the aircraft holds.
(h) Load and restraints (including correct restraint settings at NIL/NO FIT positions) that are
visible are properly secured and/or raised.
4.5.1.5 Actions After Loading

After loading has been completed the person responsible for aircraft loading supervision task shall:
(a) Perform a final hold check to ensure:
• The cargo doors have not been damaged during loading.
• The doors are closed and locked properly.
(b) Sign the LIR, and in doing so, confirm that:

• The aircraft has been loaded in accordance with the LIR and the LIR edition number.
• That the load is secured and locks, stops, nets, fire blankets etc. are correctly installed,
raised, locked etc.
• If applicable, the aircraft has been unloaded as per the OIR.
(c) Confirm the final actual loading is in accordance to final LIR, in order to finalize the weight and
balance calculation. Final LIR shall include last minute changes (LMC).
4.5.1.6 Standard Baggage Loading A320

FWD loading mandatory apart from specific cases when FWD hold is not available (e.g. inop hold).
Loading sequence:
(a) Fill compartment 1 first. For loading instruction planning purposes consider approx. 80 bags,
but use max available space when loading.
Observe compartment maximum load, do not exceed.
(b) Overflow to compartment 3.
(c) Further overflow to compartment 4.
(d) Crew baggage is loaded in compartment 5.
(e) Last minute bags - bags collected at the gate or onboard, baby strollers and wheelchairs are
to be loaded in compartment 1 doorside, with ensuring proper securing of load. If
compartment 3 and/or 4 used as well, strollers, wheelchairs and LMC bags can be loaded in
compartment 4 doorside.
In case of heavy loads (more than 1800 kg) and/or high number of bags (more than 100 pcs) it is
highly recommended to fill FWD hold and then AFT holds for loading. 2 belt loaders should be utilized
whenever possible to speed up the process and ensure safe handling and on-time departure.
Suggested method of loading:
(a) Up to 130 bags: Fill CPT 1, rest CPT 3.
(b) More than 130 bags: Fill CPT 1, rest CPT 3 and 4
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4.5.1.7 Standard Baggage Loading A321

AFT loading mandatory apart from specific cases when AFT hold is not available (e.g. inop hold).
Loading sequence:
(a) Fill compartment 3. For loading instruction planning purposes consider 90 bags, but use max
available space when loading.
Observe compartment maximum load, do not exceed.
(d) Further overflow to compartment 1.
(e) Crew baggage is loaded in compartment 5.
(f) Last minute bags - bags collected at the gate or onboard, baby strollers and wheelchairs are
In case of heavy loads (more than 3500 kg) and/or high number of bags (more than 150 pcs) it is
highly recommended to use both FWD and AFT holds for loading. 2 belt loaders should be utilized
whenever possible to speed up the process and ensure safe handling and on-time departure.
Suggested method of loading:
(a) Up to 150 bags: Fill CPT 3, rest Cpt 4 (preferably NS41).
(b) More than 150 bags: Load CPT 2 with minimum 20 bags (or more if rest for AFT hold exceeds
150 pcs), rest Cpt 3 and 4. NS41 shall be kept for last minute bags, baby strollers and
wheelchairs.
4.5.2 Aircraft Ground Stability

Unloading or loading may cause the aircraft to become unstable or could cause tipping.
Unloading sequence may be reported in the offloading instructions report (OIR) and loading
sequence in the LIR. In case detailed information of the unloading and loading sequence are not
available, as a general principle ensure the sequence below is adhered to:
(a) Unload the aft hold first.
(b) Unload the forward hold last.
(c) Load the forward hold first.
(d) Load the aft hold last.
If this sequence cannot be followed, check with the flight crew for instructions about the correct
offloading/loading sequence.
4.5.3 Safety Requirements Specific to Aircraft Loading

4.5.3.1 General
(a) Use correct manual handling techniques and practices when handling heavy items. Get
assistance when moving heavy articles.
(b) Do not use baggage carts or towing tugs to gain access to cargo compartments.
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(c) The beltloader height shall be monitored during the loading process and adjusted as
necessary to maintain a correct alignment with the cargo hold floor.
(d) Stabilize irregularly shaped items to prevent falling from the conveyor belts during loading and
unloading.
(e) Operators of equipment shall ensure that other personnel are not entrapped by movement of
loads either in the aircraft or on the loading equipment.
(f) Hinged side gates of loaded carts should be lowered carefully in case loose baggage falls out
and causes injury.
(g) Holds and compartments shall only be entered or exited by using the appropriate elevating
device or loading device, which has been positioned and secured at the aircraft door.
(h) Loading equipment shall not be removed from the aircraft when personnel are still in the cargo
hold.
(i) Personnel shall not walk between carts and dolles even when they are stationary on the ramp.
(j) Take care when pulling on pushing carts especially when ramp conditions are slippery. When
necessary obtain assistance.
(k) Protect all loads from adverse weather, use tarpaulins or covered carts during adverse
weather.
(l) When loading has been completed, move all loading equipment to the designated parking
location outside of the ERA.
4.5.3.2 ULD Loading

4.5.3.3 Main Deck Loading of Freighter Aircraft

4.5.3.4 Bulk Loading

(a) To prevent damage to aircraft or collision with the belt loader, keep a gap of at least 1 m (3ft)
between baggage tractors, cart, dollies and the belt loader when towing. Tractors shall stop
approximately 1 m (3 ft) from the belt loader to unhook carts. Move the tractor away and
position carts by hand.
(b) When unloading or loading items onto a belt loader, ensure that they are stable and correctly
positioned on the belt to avoid items falling off.
(c) Do not place any loads directly on the ramp, especially if the ramp is contaminated.
(d) Take care when pulling or pushing carts especially when ramp conditions are slippery. When
necessary obtain assistance.
(e) When removing baggage carts, the tractor shall be positioned pointing away from the aircraft
wing and the baggage cart pulled to the tractor.
(f) Extreme caution must be used when using covered baggage carts.
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4.5.3.5 Identifying Shipments Requiring Special Handling

(a) General
• All shipments requiring special handling will be identified on the Load Message (LDM)
for an arrival flight or under a NOTOC for departing flights.
• Comply with any special handling requirements. Be alert for special load and/or
dangerous goods shipments.
• Always follow the orientation markings and/or special handling instructions as
applicable while handling.
• Make sure that packages with directional handling labels are kept in the correct
orientation (e.g. THIS WAY UP).
• Always observe the specific instruction labels and markings (i.e., Cargo Aircraft Only
(CAO), FRAGILE, TOP, THIS SIDE UP).
• Always handle fragile items with care.
(b) Dangerous Goods

Wizz Air does not carry dangerous goods as commercial cargo on A320/A321 fleet.
Wizz Air does not carry explosive or radioactive materials.
On Wizz Air Hungary A320/A321 fleet dangerous goods are limited to EIC only.
Dangerous Goods transportations shall be in accordance with IATA Dangerous Goods
Regulations (DGR) manual, Annex 18 to the Chicago Convention as last amended and
amplified by the Technical Instructions for the Safe Transport of Dangerous Goods by Air and
Regulation (EU) No 965/2012.
(c) Live Animals
Wizz Air does not carry live animals in hold.
(d) Wet Cargo
Wizz Air does not carry wet cargo in hold.
4.5.4 Unloading
Make available all arrival baggage on the baggage carousel - last bag ATA +20mins or according to
applicable Service Level Agreement.
4.5.4.1 Scaling Process

If the flight crew experiences a handling irregularity on take-off, the flight crew may request aircraft
scaling (weighing of all baggage and cargo on board) at the arrival station. The aircraft shall not be
unloaded when a scaling has been requested until the process has been initiated to ensure that
weight of items in each hold will be correctly assessed.
4.5.4.2 Safety Precautions for an unload

(a) Check to ensure that the aircraft hold load has not shifted during the flight.
(b) Check for damages to the aircraft hold as the unload progresses.
(c) Check bags during offload for damage and leakage.
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(d) Take care when handling heavy items. Use proper lifting techniques and ask for assistance if
required.
(e) Take care when placing items on belt loaders. Make sure they are stable and will not fall off.
Take care if load has shifted during flight, a check to verify the contour of the cargo loads
passing through the doorway shall be made to ensure, sufficient space between the doorway
depressor seals and cargo load is assured. Contact the person responsible for aircraft loading
supervision task if shifted load will not safely exit the door.
(f) Report any discrepancies e.g. spills, unusual fumes or smells, etc. prior to or during the
unloading process to the person responsible for aircraft loading supervision task or as
required by the operator or authority, immediately.
4.5.5 Cargo Hold Inspection

4.5.5.1 General
(a) A cargo hold inspection shall be performed:
• After aircraft unload is completed.
• Prior to loading if this does not follow immediately after unloading is complete.
• In case the aircraft was unattended between unloading and loading.
• There was a change of persons responsible for the aircraft loading and supervision
task.
(b) The person undertaking the cargo hold inspection shall perform a visual check of all cargo
holds to ensure:
• No damage of compartment floors, walls, ceiling, door frames, panels, door.
• No missing, damaged or malfunctioning floor locks, load restraints or nets.
• No spills.
• No Loads other than transit loads have been left on-board the aircraft.
• Any other items that should not be present in the hold have been unloaded.
• Compartment 5 shall be check as well, at least by looking through the net between
compartment 4 and 5.
(c) The person responsible for undertaking the cargo hold inspection shall provide positive
confirmation that the inspection has been carried out to the person responsible for the aircraft
loading supervision task prior to the commencing loading of the aircraft, if appropriate.
(d) A check shall be conducted in a hold even if on arrival the hold was reported as being empty.
(e) Any damage or discrepancies observed shall be reported to the person responsible for the
aircraft loading supervision task, the flight crew and/or maintenance personnel.
4.5.5.2 Cargo Hold Damage

Any damage such as holes, tears or detachment to the hold structure or compartment liners may
reduce their effectiveness and capability to handle a fire event and lead to specific loading limitations.
Therefore, any technical malfunction or damage shall be reported to the loading supervisor, PIC and
maintenance personnel.
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Adhere to any resulting load limitations and inform the onward stations of the load limitations if the
defect cannot be rectified before departure.
4.5.5.3 Spills in Cargo Holds

(a) Spills can occur in cargo holds during loading and in flight due to:
• Improper packaging.
• Damage due to mishandling prior to loading.
• Improper loading in the compartment.
(b) Spills can be of liquids, gels, or material in a powdered or granulated form.

(c) Spills can be hazardous, corrosive, flammable, explosive, toxic, poisonous, etc. Even water
can cause serious damage to electrical components and systems.
(d) Spills can be corrosive to the aircraft structure. The affected aircraft structure may have to be
completely replaced if the spill is not cleaned up quickly.
(e) It is essential that any spill be reported immediately to PIC and maintenance personnel so that
corrective action can be taken.
(f) Initiate the local emergency response plan for spill events.
(g) Request information from the respective supervisor about the nature of what has leaked.
4.5.5.4 Cargo Compartment Nets

Compartment separator nets and cargo door barrier nets must be secured prior to all flight departures
to prevent cargo from shifting in flight and damaging or blocking the compartment door. This also
applies to empty compartments.
Between offload and onload, compartment nets must be secured inside aircraft compartments and
not left hanging outside to avoid clips and attachment points striking the fuselage, especially during
adverse weather conditions, or inadvertently hooking on GSE and being pulled out of the aircraft.
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4.5.5.4.1 A320 Cargo Hold Netting Diagrams

A320 Forward Hold
A320 Aft Hold

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4.5.5.4.2 A321 Cargo Hold Netting Diagrams

A321 Forward Hold
A321 Aft Hold

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4.5.6 Loading
4.5.6.1 Load Handover
The handover process between baggage handling (baggage make-up area) or cargo handling (cargo
warehouse) and ground handling (ramp) departments shall be done systematically to ensure a safe
departure.
Depending on the airport infrastructure and/or local agreements, the handover of baggage cargo and
mail to the ramp should be done at a dedicated handover point.
4.5.6.2 Load Transportation

Prior to transporting of baggage from the baggage make-up areao or cargo and/or mail from the
cargo warehouse, the equipment operator shall ensure that:
(a) The GSE used for transportation is serviceable for both loose loads and/or build up.
(b) Baggage carts appear to be serviceable and gates/covers/doors are correctly closed/installed
prior to transportation.
(c) They comply with any limitations regarding the maximum number of dollies in a ‘train of
dollies’ as per local requirements.
(d) An inspection of all loads is carried out to ensure that:
• The baggage/cargo/mail for transport is the correct load for the departing flight(s).
• No nets, ropes, straps, protective materials, can drag on the ground or get jammed in
rollers, ball-mats or wheels.
• All built-up baggage/cargo/mail is safe to move and will not shift, roll or topple.
• All dollies are serviceable, and all restraints are engaged to secure the ULD on the
dollies.
• The ULD container/pallet has no obvious distortion/damage. Nets and straps are
correctly attached to the ULD and have no signs of damage that may impair their
performance.
(e) They receive all documentation, pouches and special instructions for the applicable flight as
per local procedures.
4.5.6.3 Load Delivery for Departure

Depending on the location of the handover point the person responsible for aircraft loading
supervision task or the person responsible for receiving the load shall:
(a) Receive all documentation, pouches and special instructions for the specific flight.
(b) Carry out an inspection of all the load to ensure that:
• The load is correct for the departing flight(s).
• No damage has occurred during the transport process.
• There is no evidence of tampering with the load (e.g cuts, tears to plastic foil etc.).
• No nets, ropes, straps, protective materials, etc. should drag on the ground or get
jammed in rollers, ball-mats or wheels whilst manoeuvring or whilst being loaded onto
aircraft.
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• Carry out Visually Detectable Damage Check prior to loading.

• There are no signs of leakage from ULD’s.
• All items of load are properly packed and will not damage nor contaminate the aircraft.
• All ULD’s are safe to move and will not shift, roll or topple whilst maneuvering/loading
onto aircraft.
• Container curtains, door(s), nets are fully closed/latched and secure in preparation for
loading.
• All dollies are serviceable, and all restraints are engaged to secure the ULD on the
dollies prior to the ULD being loaded onto the aircraft.
• All items of load are fit to be loaded on the aircraft.
• Ensure the load is protected from adverse weather conditions, if applicable.
(c) Report any damage to the load/s, whether it discovered when the load arrives on stand or
occurs during handling/loading.
(d) Report torn or missing baggage tags and cargo labels, and do not load unless corrected.
(e) Report any discrepancies e.g. spills, unusual fumes or smells, etc. prior to or during the
loading to the person responsible for aircraft loading supervision task or flight crew or local
authorities as required, immediately.
4.5.6.4 Loading Procedures

(a) Loading shall not commence if there is no LIR either electronic or hard copy.
(b) Prior to loading commencing, a cargo hold inspection check shall be performed.
(c) Carry out a visual inspection all items of load prior to loading to ensure no damage/leakage
and are fit to be loaded on the aircraft. Any iteam of load that is not properly packed and any
item that may damage or contaminate the aircraft shall not be loaded.
(d) Ensure baggage cart placards (bingo sheets) are properly filled out with the correct
information.
(e) Whilst loading into bulk holds the person carrying out the loading shall:
• Load in accordance with LIR requirements.
• Cross check cart labels to ensure that the load is correct.
• Check load baggage labels to ensure correct destination/flight number.
• Inspect all loads, including visible dangerous goods packages for leakage and damage
prior to loading, raising issues found to the person responsible for aircraft loading
supervision, immediately.
• Reconcile load loaded by compartment and destination, as applicable and as is
required to ensure correct reconciliation prior to load sheet finalization.
• Keep count of bulk loaded baggage by compartment and destination.
• Load items in accordance with directional handling labels and ensure the labels shall be
visible during unloading.
• Report any issues, errors, changes or other loading matters to the person responsible
for the aircraft loading supervision task immediately.
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• Ensure bulk load is correctly secured.

• As a minimum visually inspect that all load require special handling is secured against
shifting and all necessary nets have been closed.
• Position/close/lock compartment separator / cargo door barrier nets/fire barriers and
ensure load is correctly secured as required once compartments/hold loading has been
completed.
• Ensure the necessary clearance between the load and the aircraft hold ceiling is
achieved to avoid any obstruction or damage to aircraft smoke detector/fire suppression
system. All around the cargo compartments you will see a black and white line with
“MAX LOADING HEIGHT” marked on it. The load must never be loaded above this line.
• Confirm to the person responsible for the aircraft loading supervision task, the status of
loading, confirming loading in accordance with final edition of LIR and that load is
secure, compartment separator / cargo door barrier nets, fire blankets are closed as
appropriate.
• Door safety nets are properly closed.
(f) Any load information change between LIR and actual shall be communicated to weight and
balance calculation task as soon as known to avoid unnecessary re-loads, weight and balance
issues and last-minute pressure.
(g) Compartment nets shall be secured inside aircraft compartments and not left hanging outside
to avoid clips and attachment points striking the fuselage, especially during adverse weather.
4.5.6.5 Loading of wheelchairs and mobility aids

(a) It is recommended that check-in agent notifies ramp/operations as early as possible when a
battery operated wheelchairs / mobility aids is accepted, in order to ensure appropriate time/
resource for load planning purposes.
(b) To protect wheelchair / mobility aids from damage - it must be loaded in a separate net section
from baggage and other loose items.
(c) Battery operated wheelchairs / mobility aids must be secured in an upright position using
appropriate tie-down points using the base frame avoiding unnecessary tilting with disengaged
freewheel mode, disconnected/isolated power. Only tie down points located in the floor can be
used. Tie down points within the ceiling and side walls must not be used. Ropes must not be
tied to other areas. e.g. nets or poles.
(d) Removable and fragile parts should be secured with passenger in the cabin to prevent their
loss or damage.
(e) The gross weight of the battery operated wheelchairs / mobility aids (and any load spreading
material where required) must be included for load planning purposes.
(f) It is permissible to load 2 battery operated wheelchairs / mobility aids within the same
compartment, however they must be secured separately.
4.5.7 Securing of Load

4.5.7.1 General Rules
When transporting a load in an aircraft, it must be secured such that:
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(a) It shall not move during the flight, which could dangerously affect the weight distribution and
balance of the aircraft.
(b) It shall not cause damage to the aircraft structure or other important parts of the aircraft.
(c) It shall not cause damage to another load or become damaged itself.
(d) In case of an emergency landing, neither passengers nor crew are injured by the load.
4.5.7.2 Bulk Compartments

(a) The Load in bulk compartments is generally secured by door nets and net sector divider nets.
Ensure that following items are always secured:
• Heavy pieces (HEA) weighing 150 kg (330 lb) or more
• Powered mobility devices
• Load which needs spreading
• Fragile loads
(b) Following loads shall not move vertically upward or horizontally during flight. If the available
volume of the compartment or net section is not volumetrically filled (three quarters of the
height) with load, additional securing is necessary for:
• Load which is sensitive against shocks or tilting.
• High density packages.
• Pipes, tubes, bars, beams, planks, poles or other objects of a penetrating nature.
(c) If long pieces do not fit into one net section and the divider net cannot be closed correctly,
make sure to check the GHM Checked Baggage section for load restrictions.
4.5.7.3 Securing of ULDs

4.5.7.4 Tie-Down
Tie-down and lashing equipment should be provided by the ground handling company.
Tie-down load on board of the aircraft properly to withstand different forces (forward, backward,
sideward, upward) during take-off, flight and landing. Depending on the flight situation, the ultimate
forces can be stronger than normal gravity force and loads secured.
If the primary restraint of the load is done by straps, tie-down must be carried out according to AHM
311. The usage of tie-down material with different capacities is not allowed.
There are two ways to secure a package with tie-down ropes or tie-down straps:
(a) Lashing across or around a package (embraced lashing)
The embraced lashing method with tie-down straps or tie-down ropes is to fasten the strap or
rope from one tie-down fitting across or around the load to a second tie-down fitting on the
opposite side.
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A strap attached to the fittings on opposite sides of the load is rated for twice its ultimate load
capacity, e.g. an ETSO/TSO-C172 strap with 2,250kg rated restraint capacity will provide up to
maximum 4,500kg ultimate load for standard lashing.
(b) Lashing directly fastened to the package (direct lashing)

If a tie-down strap is directly fastened to the load with one tie-down fitting, the ultimate
restraint capacity of the strap, e.g. an ETSO/TSO-C172 strap with 2,250kg ultimate load, will
apply.
4.5.7.5 Use of Tie Down Material

Make sure that tie-down material is in a serviceable condition.
(a) Tie down ropes
1. Fix tie-down ropes to the aircraft floor tracks or tie-down fittings.
2. Make sure that the overlapping ends of the tie-down ropes are long enough and will not loosen in
the case of sudden stress.
3. Fix the tie-down ropes to the tie-down rings in a way that they may be easily loosened for
unloading.
4. Do not fix tie-down ropes to other parts of the aircraft.
5. Do not use the same attachment points for lashing, which are used to secure the net sector divider
nets.
(b) Tie down fittings

A single tie-down fitting may receive up to three straps/ropes in three different restraint directions
(one up and two opposite horizontal directions). Forces generated by the load can never act in more
than one direction at the same time; thus, the fitting will never be pulled by more than one strap/rope
at the same time. Therefore, a fitting may never receive more than one strap/rope in the same
direction.
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Alpha-Numeric DESCRIPTION
A Forbidden
B Allowed
Fix tie-down rings to the aircraft floor only at tie-down points or tie-down tracks Distribute the
attachment points of the tie-down rings evenly (nearly equal distances) over the length of the piece
Example of tie down attachment points on outboard side lock and side guide.
Example of tie down attachment points on track and anchor plate

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Example of tie down attachment points in the bulk compartment
Tie-down on any other part of the aircraft structure, or on other restraints than those above, even if
equipped with rings or tie-down points, is forbidden.
(c) Tie down straps

Use only certified ETSO/TSO C172 tie-down straps
Fix tie-down straps to the aircraft with their fixed tie-down rings only at tie-down points or tie-down
tracks
(d) Tightening
1. Tighten the lashing strongly, but not so strong that load or tie-down material is damaged
2. Make sure that all tie-down ropes or tie-down straps used for lashing the same piece have the
same tension
3. To protect fragile items, use cloth, cardboard or similar material for edge protection
(e) Sharp edges

To avoid cutting or grinding of tie-down ropes or tie-down straps smoothen sharp edges with a piece
of soft materials (e.g. cloth, cardboard, plank or similar).
4.5.7.6 Standard Lashing

For standard lashing use:
(a) 4 tie-down rings
(b) 4 tie-down ropes or tie-down straps
1. 2 against upward forces
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2. 1 against forward forces

3. 1 against backward forces
4. 1 safety rope
The safety rope prevents the tie-down ropes or tie-down straps used against forward and backward
forces from sliding down.
Sideward forces
Sideward forces are normally covered by the standard lashing for upward, forward and aft, but the
rope/straps must be close to the pieces.
Exception
If a piece is more than twice as high as wide:
(a) Tie-down against sideward forces additionally to the standard lashing
(b) Place this additional lashing between half and two third of the height
(c) Secure this lashing by two safety ropes to prevent them from sliding down
Barrels
Barrels are difficult to lash because of their round shape and mostly sharp rims. Use supporting plans
for safe lashing.
4.5.7.7 Securing of Dangerous Goods

(a) Handle dangerous goods with utmost care to prevent any damage to persons or goods.
(b) Strictly observe all special handling instructions, labels or imprints (e.g., this way up or arrows
showing the proper orientation of the package).
(c) In a bulk compartment securing by tie-down is not necessary if the package cannot move
horizontally or vertically. The net section must be volumetrically full (three-quarters of the
height) and the entire floor area must be covered.
4.5.8 Load Spreading

When the weight of item(s) to be loaded exceeds the maximum floor load per square meter or the
maximum floor load per running meter of a compartment, the weight must be spread to prevent
damage to the compartment floor. This applies to Heavy Loads (HEAs), but may also apply to smaller
items weighing less than 150kg. The item must be fully restrained.
Overloading can cause damage to aircraft frames and ribs and consequently can have serious
implications for the safety of the aircraft.
The weight can be spread by making use of spreading wood, in which case:
(a) The surface to support the weight will be enlarged.
(b) The length will be enlarged.
The Load Agent will advise the spreading requirements for each item. The information will be notified
on the LIR.
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4.5.9 Aircraft Unit Load Devices

Not applicable for Wizz Air A320/A321 fleet as not equipped to accommodate any ULDs.
4.5.10 Transport of Cargo and Mail in Passenger Cabin

Passenger aircrafts are not certified to carry cargo on passenger seats or cargo unit load devices in
the passenger cabin secured on the seat tracks.
In exceptional cases such operations can be performed for carriage of critical humanitarian products
under special conditions within granted exceptions.
Further guidance and details on the use of aircraft configured to the carriage of passengers to
transport cargo in passenger cabin will be provided by Wizz Air Ground Operations team in dedicated
instruction.
If in an exceptional case a one-off special transportation occurs, Wizz Air Ground Operations
Nominated Person shall issue directions to relevant handlers well before the flight date.
4.5.11 Freighter Aircraft Handling

Wizz Air A330-243F full freighter and cargo operations are covered in details in dedicated Cargo
Ground Operations Manual (CGOM).
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4.6 Aircraft Pushback Departure

4.6.1 Introduction
A departure is normally conducted with a dialogue between flight crew and ground staff in charge of
the departure via an interphone. This procedure ensures the highest level of safety during departures
based on a precise exchange of information. The ground person in charge of the departure operation
shall maintain continuous contact with the flight crew and is responsible for the ground maneuver.
The scope of this departure procedure is limited to conventional towbar and towbarless pushback
operation.
The term “headset” also applies where an interphone system is used.
Other staff are also involved in the departure process. The number of other staff and their functions/
responsibilities can change depending on the:
(a) Ground Support Equipment (GSE) used for maneuver.
(b) Airport infrastructure.
(c) Stand configuration.
4.6.2 Ground Staff Member Responsibilities

4.6.2.1 Responsible Ground Staff Member for Departure
The responsible ground staff member is defined as the person performing the communications with
the flight crew. A responsible ground staff member shall be in charge of each aircraft pushback. This
function can be performed by different agents in different roles and positions depending from local
setup, but always single individual shall be defined, agreed and know to other involved before
commencement of the procedure.
The ground staff member responsible for the departure shall:
(a) Be in charge of the entire pushback, once clearance to begin pushback has been given by the
flight crew.
(b) Ensure the pushback tractor and/or towbar/towbarless tractor or powered push unit is suitable
for the specific aircraft type.
(c) Ensure the nose gear steering bypass pin is installed prior to towbar/TWL connection to the
aircraft and/or ensure the nose gear steering mechanisms are set as required for pushback
(as applicable to the aircraft type).
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NLG Steering By-Pass pin correctly in place
(d) Conduct briefings with all persons involved in the aircraft movement to review and confirm
how the aircraft will be maneuvered.
(e) Connect the interphone and conduct a communication check to:
• Verify the communication system is functional.
• Update flight crew on progress of ramp operation.
• Request permission to disconnect ground power.
• Disconnect ground power after verbal approval is received from flight crew.
(f) Be in continuous communication with flight crew by interphone.

(g) Conduct a pre-departure walkaround.
(h) Have ultimate responsibility to review pushback procedures based on conditions observed
and advise flight crew of any anticipated changes to pushback.
(i) If ramp conditions are below standard for normal pushback (e.g. hazards, obstacles, slippery,
icy), the ground personnel in charge of pushback will not be given until either:
• The aircraft is moving over an area of the ramp where the conditions are safe for an
engine start.
• The pushback has been completed, the aircraft has come to a complete stop and the
parking brake has been set.
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(j) Signal “All Clear” to the pushback tractor driver and wing walkers (if applicable) once advised
by the flight crew that the aircraft brakes have been released and approval for pushback is
given by the flight crew.
(k) Be positioned either inside the tractor or walking on the apron at a safe distance from the nose
gear and tractor.
(l) The headset operator should be positioned outside the tractor during:
• Low visibility (heavy rain, fog. bad lighting conditions).
• Lack of insufficiently visible markings.
• Obstructions behind the pushback (e.g. GSE, light post, etc).
• Any doubt that the pushback procedure cannot be safely performed when positioned in
the Tractor.
(m) If walking adjacent to the nose gear, maintain visual contact with the tractor driver throughout
the pushback.
(n) Monitor the interphone during the pushback and communicate with the flight crew, as required.
(o) Advise the flight crew if, for any reason, it is not safe to start an engine and stop the engine-
start procedure.
(p) When the pushback maneuver is complete:
• Receive the ‘Vehicle Brakes On/Stop’ signal from the tractor driver/operator to confirm
that the tractor parking brake is set.
• Request flight crew to set the aircraft parking brake.
• When confirmation that the aircraft brakes have been set is received from the flight
crew:
• Give the “Brakes Set” signal to the tractor driver and wing walkers, if applicable.
• Give authority to disconnect pushback equipment.
• Carry out a pushback disconnection procedure.
(q) Ensure the towbar is disconnected from the tractor before disconnecting from the aircraft
(except where the towbar is specifically designed to be disconnected from the aircraft first).
(r) Remove the nose gear steering bypass pin and ensure the nose gear steering mechanisms
are set to normal conditions for taxiing.
(s) Complete the headset communication and, after receiving flight crew approval, disconnect the
headset and close the access panel.
(t) Move clear of the aircraft to a safe position visible to the flight crew and away from its intended
path.
(u) Give the “All Clear to Taxi” signal once eye contact has been made with the flight crew and
they are expecting the signal. In low-light conditions, the flight crew will turn on the interior
lights of the flight deck.
(v) Remain in position until an acknowledgement from the flight crew is received.
(w) The flight crew shall be notified immediately in the event any connection between the tractor
and the aircraft is lost during aircraft movement (e.g. shear pin braking, towbar head
detachment) To stop the aircraft following call to the flgith deck shall be made: "STOP THE
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AIRCRAFT ! , STOP THE AIRCRAFT ! ". The pilot shall stop the aircraft movement using
gentle brake application.
(x) Do not disconnect the interphone communication cable until the towbar or TWL tractor has
been disconnected from the nose gear.
4.6.2.2 Tractor Driver

The pushback tractor driver shall:
(a) Align the tractor or tractor/towbar combination with the center line of the aircraft gear before
the aircraft connection and movement.
(b) Completely raise the towbar wheels before the start of the aircraft movement, if used.
(c) Stand by for clearance to push communication from the flight crew or responsible ground
crew.
(d) Prior to the aircraft movement, make sure the parking brake is released and the anti-collision
lights are switched on in accordance with local airport regulations.
(e) Select the appropriate gear on the tractor and slowly begin movement.
(f) Start the pushback operation in a straight line.
(g) Keep the maneuvering speed to a minimum and apply the vehicle brakes gently.
(h) Scan the apron during pushback; monitor clearances and wing walkers, if applicable, to
ensure the aircraft is moving clear of all obstructions. Be prepared to stop.
(i) After flight crew approval, the tractor driver shall always ensure the taxiway is free of other
aircraft/equipment/obstacles throughout the pushback maneuver.
(j) Ensure during pushback that the steering turn limits are not exceeded and advise the flight
crew if any are exceeded. Damage may occur to the nose gear. Respect the specific limits
marked on the aircraft.
(k) If the responsible ground staff member on the interphone is walking on the ramp, maintain
visual contact and ensure a safe distance is maintained from the nose gear during entire
pushback.
(l) If the responsible ground staff member is too close to the nose gear, the pushback must be
stopped and a review of the required safety clearance conducted.
(m) Align the tractor or tractor/towbar combination with the centerline of the aircraft gear at the end
of the aircraft movement.
(n) Stop the tractor when the pushback maneuver is completed, give the ‘Vehicle Brakes On/Stop’
signal to the responsible ground staff member.
(o) Set the tractor parking brake and confirm to the responsible ground staff member by giving the
‘Vehicle Brakes On/Stop’ signal.
(p) When confirmation that the aircraft parking brake is set from the responsible ground staff
member, by the giving of the “Aircraft Brake Set” signal, release the tractor parking brake and
put the gear selector in neutral in order to release any pressure on the towbar.
(q) Carry out a pushback disconnection procedure.
(r) Position the tractor in the aircraft's path and be visible to the flight crew, if possible, after the
towbar has been disconnected from the tractor.
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(s) Remain in a position visible to he flight crew until the responsible ground crew on the
interphone has disconnected and is in view of the flight crew.
(t) Drive the tractor back to the terminal, appropriate holding position or to next task.
(u) If the nose wheels are not in the centered position, they can turn quickly to their centered
position when the bypass pin is removed. This can result in personnel injury.
4.6.2.3 Wing Walker

Where local procedures requires wing walker or during maneuver in limited space area (e.g. towing
into hangar), the wing walker or other assist personnel shall:
(a) Be under the direction of the responsible ground crew at all times/
(b) Use two marshalling wands, either day-wands or illuminated wands for low visibility
operations.
(c) Be positioned before and during movement of aircraft as follows where applicable and/or
permitted:
• Approximately 1m outboard of the wingtip.
• In line with the rearmost main gear wheel.
• Able to maintain visual contact with person responsible for pushback/towing.
(d) Ensure the aircraft movement path is clear of any obstruction (i.e., other aircraft, vehicles).
(e) Provide "Safe to Proceed" clearance signals at all times to the person responsible for
pushback by using a distinct "pendulum" motion of the arm.
(f) Continue to monitor the aircraft path until the aircraft is stopped at the departure point.
(g) If at any time during aircraft movement, the wing walkers are unsure or identify an imminent
danger, signal the person responsible for pushback with the “STOP” signal.
(h) Position themselves either at the 11 o'clock or 1 o'clock position in clear visibility of the flight
crew on the terminal side at a safe distance away from the aircraft.
(i) Give the “AIRCRAFT HOLD” signal to the flight crew when the visual “Brakes Set” signal has
been received from the person responsible for pushback. The crossed wands may be over the
head or in front of the chest.
(j) Remain in position until the responsible ground staff member takes over the marshalling
clearance of the aircraft.
(k) Return to the terminal once marshalling duty has been transferred.
4.6.3 Pre Departure Activites

4.6.3.1 Pre Departure Walkaround Check
The walkaround should start as soon as possible after all ground servicing activities have been
completed.
Walk around the entire aircraft at a normal walking pace. The check shall start as close as possible to
departure time. If any part of the aircraft still has GSE engaged at the time of the check, or if GSE re-
engages with the aircraft after the check, the applicable area(s) shall be reinspected.
The pre departure walk around check shall include the following:
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(a) The apron is clear of all Foreign Object Debri (FOD) items that may cause aircraft damage or
pose a risk.
(b) All GSE and passenger boarding devices are detached.
(c) The stand area is clear of obstructions.
(d) GSE and vehicles are positioned clear of the aircraft path.
(e) Adequate clearance exists between the aircraft and facilities or fixed obstacles along the
aircraft movement path.
(f) Begin the inspection at L1 door inspecting the door, the door sill and fuselage.
(g) Walk toward the nose of the aircraft and check radome, pitot tubes, sensors and static ports,
nose landing gear and tire for any visible damage / leak.
(h) Proceed clockwise around the aircraft towards the FWD cargo compartment door, inspect the
side and underside of the fuselage and ensure servicing panels and/or hatches are closed and
secured (except external power and headset panels), cabin and cargo doors are closed and
handles are flush with the fuselage.
Main landing gear and tire must also be inspected for any obvious damage/leakage.
(i) Proceed along the leading edge of the starboard wing, inspecting the engine cowlings and
engine inlet. Pay attention to any leakage under the engine.
(j) Proceed around the wingtip and along the trailing edge of the wing. Check winglets/sharklets,
lights, static dischargers and if fuel cap is in place.
(k) Continue around the AFT portion of the fuselage, inspecting the side and underside and again
pay particular attention to the cargo compartment door and service panels.
(l) At the rear of the aircraft inspect the tail plane and rudder area.
(m) Follow the same pattern toward the starting point of the inspection.
(n) Ensure the landing gear safety pins are removed.
(o) Ensure there are no obvious signs of unmarked dents or other skin panel damage.
(p) The relevant part of the Aircraft Walkaround Inspection Form shall be completed.
(q) Any abnormalities on the aircraft observed (e.g., obvious damage, fluid leakage, unremoved
pitot covers) are immediately brought to the attention of the PIC and maintenance.
(r) In the event of the aircraft returning to the stand, the pre departure walk around check must be
repeated.
(s) It is essential to have adequate lighting when doing the walk around check. If the lighting is
insufficient, use a flashlight.
If any of the above conditions or actions are not met, inform your supervisor, maintenance and the
PIC. This may affect the safety of the intended flight.
Performing a walkaround in counter-clockwise direction is also acceptable.
4.6.3.2 Pre Departure Action List

Prior to aircraft movement (pushback, towing, taxi out), the responsible ground staff member
(headset operator) shall ascertain that the following requirements are met/carried out:
(a) The required pre departure servicing checks including predeparture walkaround check are
completed and satisfactory.
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(b) Fire protection devices are available and correctly positioned according to local rules.
(c) The tractor and towbar combination or powered push until, if applicable are suitable for the
operation, considered the aircraft type and weight, weather and surface conditions.
(d) The steering bypass pin is installed correctly when required.
(e) Communication with flight crew/brake operator and ground staff member is established via
interphone system.
(f) Aircraft main landing gear or nose landing gear chocks are installed as applicable.
(g) Additional staff such as wing walkers are preset if required.
(h) In the event an Air Starter Unit (ASU) is required for engine start, check the equipment is
correctly positioned and suitable for operation. Communicate with the flight crew to confirm
ASU positioning and engine start sequence.
(i) All persons not involved in the aircraft departure operation are clear of the departing aircraft,
outside the ERA and remain clear of the aircraft and pushback/towing equipment throughout
the pushback maneuver.
(j) The GSE is parked in designated locations outside the ERA, and the intended path of the
aircraft remains clear of equipment and other obstacles throughout the pushback maneuver.
(k) The Passenger Boarding Bridge is fully retracted and parked in its designated parking location
if applicable.
(l) The ERA and the path/area that the aircraft will move towards is clear FOD, and remains so
throughout the maneuver, ensuring safe aircraft movement.
(m) The apron surface condition is sufficiently free of ice, snow, etc., to ensure safe aircraft
movement.
(n) The ramp area is free of objects/obstacles that may be impacted by the aircraft or may
endanger others due to jet blast effects.
(o) The air intake and blast areas of the aircraft engines are clear of persons and obstacles, such
as GSE.
(p) All persons involved in the aircraft movement stay well clear of the danger areas around the
tractor, landing gear and aircraft engines.
(q) Flight crew / brake operator confirm that the aircraft parking brake is set.
(r) In event of towing a qualified brake operator is in the flight deck.
(s) Completion of the above pre-departure actions is indicated to the flight crew or brake operator.
(t) It is critical that the responsible ground staff member (headset operator) establishes verbal
communication with the flight crew/break operator via the aircraft interphone system.
Departures using marshalling hand signals without any headset communication shall only be
conducted in exceptional cases.
4.6.3.3 Pre-Departure Communication

An aircraft departure shall always be conducted using interphone communications.
If the interphone becomes/is unserviceable, conventional hand signals for the departure shall be
used (not applicable to main gear pushback unit departures).
Prior to departure, a briefing shall be held between the flight crew and the ground staff member
responsible for the departure, including:
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(a) Review departure specifics (e.g., direction of movement, final positioning, taxi out direction).
(b) Review hand signals to be used, including emergency signals.
All given instructions shall be repeated or acknowledge in a manner clearly indicating that they have
been understood and will be complied with.
4.6.4 Connecting the Pushback Vehicle

4.6.4.1 General
Prior to connecting the tractor to the aircraft, as per Pre Departure Action List, the tractor may be
parked in front of the aircraft or outside of the ERA, but never behind the wings.
A guide person shall be used to assist in the final approach to the towbar/nose gear when a tractor
and towbar is used for the pushback process. When a towbarless tractor is used, a guide person
shall be used when the vision of the tractor driver is/might be restricted.
4.6.4.2 Nose Gear Steering Bypass Pin

The Nose gear steering bypass pin shall be:
(a) Dedicated for the aircraft type.
(b) Labeled with the specific aircraft type(s) for which it can be used.
(c) Identified with a “Remove Before Flight” streamer.
(d) Checked regularly for proper technical condition, or as per manufacturer instructions.
4.6.4.3 Connecting Pushback Tractor and Towbar

(a) Connect the towbar to the nose gear first.
(b) Ensure the towbar connection is secured and a locking pin is in place.
(c) Ensure the towbar is aligned with the centerline of the aircraft while connecting.
(d) Raise the towbar so its head is at the same height as the tractor connection.
(e) Approach the towbar slowly until the connection aligns with the pushback tractor.
(f) Ensure the front wheels of the tractor remain straight and the tractor is in line with the
centerline of the aircraft.
(g) Secure the towbar connection to the pushback tractor.
(h) Raise the towbar wheels by releasing pressure on the hydraulic pump.
(i) Select the “Neutral” or “Park” gear and set the parking brake of the pushback tractor.
(j) Ground handling personnel must not stand astride/over the towbar during the connection/
disconnection procedure.
4.6.4.4 Connecting Towbarless Tractor

(a) Ensure the correct aircraft type is selected on the towbarlees tractor control panel, where
applicable and in accordance with the towbarlees tractor operating procedures.
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(b) On final approach to the aircraft, the tractor shall be properly aligned and correctly positioned.
(c) Ensure the aircraft nose wheels are safely locked into the tractor cradle by the tractor locking
mechanism.
(d) Position towbarless tractor to standby for lifting.
(e) Select “Neutral” or “Park” and set the parking brake.
(f) Do not lift the aircraft while any GSE or PBB are connected to the aircraft.
4.6.4.5 Connecting Remote-Controlled Tractor to Nose Gear

(a) Ensure the remote-control unit’s battery is sufficiently charged.
(b) Ensure the remote-controlled tractor is sufficiently charged for the task/pushback maneuver.
(c) Switch on the remote-control unit and ensure it connects to the tractor.
(d) On final approach to the aircraft, ensure the tractor is properly aligned and correctly
positioned.
(e) Position the remote-controlled tractor to standby for lifting and await approval from the flight
deck to lift.
4.6.4.6 Connecting Remote-Controlled Tractor to Main Gear

Prior to connecting the Power Push Unit (PPU):
(a) Inform the flight crew that a PPU will be used.
(b) Ensure refueling has been completed.
(c) Ensure the remote-controlled tractor is sufficiently charged for the task/pushback operation, if
applicable.
(d) Switch on the remote-control unit and ensure it connects to the tractor.
(e) Ensure the driver’s seat is pulled up.
(f) Make sure the NLG is chocked.
(g) Make sure the aircraft parking brake is set.
(h) Remove the MLG chocks.
4.6.5 Wheel Chock Removal

Headset Operator:
(a) Via the interphone, confirm the aircraft parking brakes are set.
(b) Check all GSE have been disconnected from the aircraft, except for GPU and ASU when air
start is required.
(c) Check the passenger boarding stairs have been retracted from the aircraft, if applicable.
(d) Check the pushback tractor and towbar are fully secured to the nose gear and parking brake
is set on the tractor.
(e) For towbarless tractor operation, check that equipment is fully secured to the applicable
landing gear and parking brakes are set on the tractor,
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• Remove chocks at applicable gear only and leave remaining chocks in place until
departure.
• Nose gear wheel chocks may be removed without notification for tractor connection
provided the main gear wheel chocks are still positioned (except for main gear
towbarless tractor).
(f) Give clearance to ground staff to remove chocks.

If a chock is stuck, the responsible personnel remove it by tapping it with a spare chock or by
moving the aircraft after the aircraft brakes have been released, with precaution and in
coordination with the responsible ground staff member for the departure.
(g) For powered push unit nose gear chocks shall not be removed until unit is fully secured to the
MLG and its parking brake is set.
The responsible ground staff shall stow chocks in their designated stowage place.
If hand signal are used (i.e. aircraft interphone system is inoperative) the person performing hand
signal shall:
(a) Be in continuous visual communication with the flight crew throughout the pushback.
(b) Display the "Set Brakes" hand signal.
(c) Receive confirmation from the flight crew when they display the "Set Brakes" hand signal in
response.
(d) Display the "Chocks Removed" hand signal.
(e) Receive confirmation from the flight crew when they display the "remove wheel Chocks" hand
signal in response. Do not remove chocks until confirmation of the flight crew is received.
(f) Remove chocks.
4.6.6 Departure Communications

4.6.6.1 General
Departure communications procedures outlined in this section are standard for both pushback and
open ramp (taxi out) departures.
The specific dialogue contained herein does not forbid the exchange of additional important
information between flight crew and ground staff member using non-standard phraseology (e.g.,
request for authorization to disconnect ground support units).
If the pushback must be stopped, the following call will be made: "STOP THE AIRCRAFT !, STOP
THE AIRCRAFT !".
Where applicable "pull out" instead of "pushback" shall be used.
Only engage the towbarless tractor and lift the aircraft once the passenger boarding device has been
removed from the aircraft and the flight crew has requested pushback.
4.6.6.2 Departure Communication Dialogue

In case of an aircraft taxi-out, “Pushback” and “Pushback completed” phases are not applicable. The
dialogue is a sample communication to be used for a departure:
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Dialogue between Ground Staff and Flight Crew

Phase Ground Staff Flight Crew
Inform the Flight Crew about the use
of a towbar or towbarless tractor (if Reply: PARKING BRAKES SET
applicable)
Call: CONFIRM PARKING BRAKE
SET
Call: CONFIRM STEERING BYPASS
PIN INSERTED/NOSE WHEEL
Preparation STEERING DEACTIVATED (if
applicable)2
Reply: BYPASS PIN INSTALLED/
NOSE WHEEL STEERING
DEACTIVATED (if applicable)
Call: CONFIRM CLEAR TO
PRESSURIZE? (if applicable)
Reply: CLEAR TO PRESSURIZE (if
required)
Call: PRE-DEPARTURE CHECKS
After completion COMPLETED
of the pre- Call: ELEVATING AIRCRAFT1
departure
Call: READY FOR PUSHBACK
servicing checks
Reply: STANDBY
Call PUSH-BACK APPROVED
(MENTION AIRCRAFT NOSE
DIRECTION, START-UP POINT, PULL
FORWARD, ETC.)
Pushback RELEASED?
Reply: PARKING BRAKE RELEASED
Call: COMMENCING PUSHBACK
(MENTION AIRCRAFT NOSE
DIRECTION, START-UP POINT, PULL
FORWARD, ETC.).
Call: CLEAR TO START ENGINES.
Engine start Reply: STARTING ENGINES

(MENTION ENGINE START-UP
SEQUENCE)
Call: PUSHBACK COMPLETED, SET
Pushback PARKING BRAKE.
completed
Reply: PARKING BRAKE SET.
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Dialogue between Ground Staff and Flight Crew

Call: CLEAR TO DISCONNECT.
Reply: DISCONNECTING, HOLD
POSITION AND WAIT FOR HAND
SIGNAL ON YOUR LEFT/FRONT/
RIGHT
Disconnecting
Reply: HOLDING POSITION AND
STANDING BY FOR HAND SIGNAL
ON THE LEFT/FRONT/RIGHT
Display the steering bypass pin (if
applicable) to the flight crew
4.6.6.3 Items to be Communicated between Ground Staff and Flight Crew

Phase Task Ground Staff Action
GPU removal When instructed by flight crew, remove GPU.
(a) Get confirmation that aircraft's parking brakes are
set.
Towbar / (b) Get confirmation that the nose wheel steering is
Towbarless depressurized or advise flight crew that the bypass
Tractor pin is inserted, if applicable.
connection
Departure (c) Connect the Towbar.
preparation (d) Connect the Towbarless tractor.
(a) Get confirmation from flight crew that aircraft

parking brakes are set.
Chock removal
(b) Remove chocks.
Pre Departure Advise the flight crew that the pre-departure check has
check been completed or communicate any discrepancies.
When requested by the flight crew, advise when the
Starting engines
engines may be started and the start sequence.
Engine start
When requested by the flight crew, signal to the ASU
ASU
operator to supply the required pressure.
Get confirmation that aircraft's parking brakes have been
Brakes
released.
Movement of the
Get permission from flight crew, to commence the
Pushback and aircraft (pushback/
pushback.
engine start pull out)
If applicable, ask in which direction the aircraft must be
Direction of push/
pushed or/in which direction the nose should point after
nose
pushback.
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Phase Task Ground Staff Action

When requested by the flight crew, advise when the
Engine start
engines may be started.
(a) Get confirmation that the aircraft's parking brakes
Towbar / are set.
Towbarless (b) Disconnect.
Pushback Tractor disconnect
(c) Remove the steering bypass pin, if applicable.
completed and
engine start
(a) Get permission from the flight crew to disconnect
completed
the headset.
Headset removal
(b) Advise the flight crew to hold position and wait for
visual signal at left / front / right of the aircraft.
(a) Ensure verification of pin removal has been

completed if applicable.
Departure “All Clear” signal (b) Give the “All Clear” signal when the path of the
aircraft is clear of all obstacles.
(c) Get acknowledgement of the “All Clear” signal.
4.6.6.4 Departure Dialogue with using a Power Push Unit

Dialogue between Ground Staff and Flight Crew (PPU)
Phase Ground Staff Flight Crew
Preparation SET.
(before positioning Check that the steering bypass pin is Reply: PARKING BRAKE SET
the PPU) not installed.
Position the PPU.
After completion
of the pre- Call: PRE-DEPARTURE SERVICING
Reply: ROGER
departure CHECKS COMPLETED.
servicing checks
Call: CLEAR TO START ENGINE NO.
2
Reply: STANDBY
Engine No. 2 start Remove the aft chock of the nose
gear.
Call: STARTING ENGINE NO. 2
Call: PARKING BRAKE RELEASED
CLEARED TO PUSH (+ ANY
Pushback SPECIFIC PUSHBACK
REQUIREMENT)
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Dialogue between Ground Staff and Flight Crew (PPU)

Remove the forward chock of the nose
gear.
Reply: COMMENCING PUSHBACK (+
ACKNOWLEDGEMENT OF ANY
SPECIFIC PUSHBACK
REQUIREMENT)
Activate the PUSH function of the PPU
and give the Flight Deck crew the
guidance instructions:
• steering on left or on right
• a little bit more or less
• straight on
The flight crew steers the aircraft

according to the guidance instructions
provided by the agent in charge of the
departure operation.
Call: PUSHBACK COMPLETED, SET
PARKING BRAKE.
Pushback
Reply: PARKING BRAKE SET.
completed
The PPU is moved back below the tail
(beyond the rear cabin door).
Call: AIRCRAFT CLEAR, CLEAR TO
Engine No. 1 start START ENGINE NO. 1
Reply: STARTING ENGINE NO. 1
Call: CLEAR TO DISCONNECT.
Reply: DISCONNECTING, HOLD
POSITION AND WAIT FOR VISUAL
SIGNAL ON YOUR LEFT / FRONT /
Disconnecting
RIGHT.
Reply: HOLDING POSITION AND
STANDING BY FOR VISUAL SIGNAL
ON THE LEFT / FRONT / RIGHT.
4.6.6.5 Departure Communication without Interphone

An aircraft departure shall always be conducted using interphone communications.
If the interphone becomes unserviceable or under extreme circumstances where the interphone is
not available, the ground staff and flight crew shall use conventional hand signals for the departure
and be in continuous visual communication with the flight crew.
Prior to departure, a briefing shall be held between the flight crew and the ground staff member
responsible for the departure, including:
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(a) Review departure specifics (e.g., direction of movement, final positioning, taxi out direction).
(b) Review hand signals to be used, including emergency signals.
All given instructions shall be repeated or acknowledge in a manner clearly indicating that they have
been understood and will be complied with.
Pushback with a power push unit / main gear pushback is not permitted in case of an interphone
failure.
4.6.6.6 Interphone Communication Failure

Aircraft pushback requires a communication interphone. If the interphone becomes unserviceable or
communications is lost, the following procedure shall be followed:
(a) In the case of a single person operation and if no other means of communication are
available, stop the movement and immediately request assistance to continue the movement.
(b) In the case of multiple person operation, communication with the flight crew will be established
using hand signals. The tractor driver shall be able to receive the visual signals as relayed
from the flight crew. Once hand signal communication has been established the pushback can
resume.
(c) Notify Air Traffic Control, if radio available, and continue the movement in cooperation with
ATC, depending on local regulations.
4.6.7 Pushback Maneuver

4.6.7.1 Anti-Collision Lights
During a standard departure, once all aircraft doors are closed, the flight crew requests pushback
clearance from ATC. Once clearance is obtained, the flight crew will switch on the aircraft’s anti-
collision lights.
Anti-collision lights that are switched on are a visual indication to ground staff of imminent engine
start-up or aircraft movement. Vehicle traffic shall stop until the aircraft has departed from the area.
If the anti-collision lights are switched on unexpectedly (other than in preparation for the departure or
towing operation), ground personnel shall move away and remain outside the ERA. The ground staff
member shall check with the flight deck before resuming ground handling activities.
4.6.7.2 Pushback requirements

(a) The pushback maneuver shall be carried out at a pace no greater than walking speed.
(b) After approval from the flight crew, the tractor driver shall ensure the taxiway (including other
movement areas in the intended aircraft path) is free of other aircraft/equipment/obstacles. If
an obstacle is identified, the pushback shall stop immediately until the obstacle is clear.
(c) At the end of the maneuver, the aircraft/pushback tractor set shall be correctly aligned with the
taxiway centerline.
4.6.7.3 Staff Safety During Pushback Maneuver

(a) Towbar/towbarless tractor operations:
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• Throughout the pushback operation, all staff walking on ramp (including the headset
operator when the aircraft is moving) shall remain clear of:
The area on the ground directly underneath any part of the aircraft (including, but not
limited to, the fuselage, wings, stabilizer, engines, nose gear).
The aircraft’s path.
The tractor’s path.
Engine danger areas
• The headset operator shall:
Be in visual contact with the tug driver throughout the pushback.
Avoid walking backwards to reduce the possibility of tripping.
Use a cable long enough to operate safely and be allowed freedom of movement while
not posing a trip or tangle hazard (not applicable when a wireless headset is used).
(b) Remote -controlled pushback operations:

When pushback operations are undertaken using remote-controlled pushback equipment
connected to either the nose or main landing gear the ground staff member in charge shall:
• Stand forward of the aircraft.
• Follow its movements and always be in sight of the flight crew.
• Stay outside the engine’s intake/suction area and wheel path of the aircraft during the
entire pushback maneuver.
• Maintain sufficient clearance between the equipment and themselves throughout the
pushback maneuver, where the pushback equipment is connected to the nose landing
gear.
• Be in continuous communication with the flight crew via the interphone system.
4.6.7.4 Pushback and Pull Forward

(a) When a pull forward maneuver is performed after a pushback maneuver, particular attention
shall be paid to the end of the pushback maneuver and during the whole pull forward
maneuver. To prevent the aircraft from overtaking/pushing the pushback vehicle during the pull
forward phase, the following precautions shall be applied:
• The aircraft engines shall be at idle thrust during all of the pushback/pull forward
maneuver.
• The pull forward maneuver shall be performed with the pushback vehicle in the lowest
gear available.
• Braking shall be performed smoothly and without jerks.
• The flight crew shall be alerted immediately to stop the aircraft using gentle braking if
aircraft control cannot be ensured/maintained from the pushback vehicle.
(b) The following factors increase the risk that the aircraft will overtake/push the pushback vehicle
and shall be, therefore, taken into account:
• The aircraft type and number of engines started/running.
• The slope of the parking stand and taxiway.
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• The use of a tractor and towbar to undertake the pushback/pull forward maneuver.
• Adverse weather conditions.
(c) If the requirement to pull forward is known in advance, do not start the engines until the pull
forward maneuver is completed.
(d) Care shall be taken to avoid a ‘jackknife’ situation between the aircraft and the pushback
vehicle due to asymmetric thrust from the aircraft (one engine running) during the transition
from push to pull or vice versa. Do not exceed the manufacturer’s maximum tow angles.
(e) Flight crew and aircraft maintenance personnel must be informed if the aircraft overtakes/
pushes the pushback vehicle, as both the pushback vehicle and the aircraft nose landing gear
may be damaged by the incident.
(f) To relieve torsional stresses applied to the landing gear components and tires, move the
aircraft in a straight line for a few meters to ensure the nose wheels are in the straight-ahead
position when completing the pushback maneuver.
(g) When undertaking departures with a PPU, the pull forward maneuver at the end of the
pushback shall not be carried out when it has not been possible to complete the pushback
maneuver with a straight line push of at least 5 m (16 ft).
4.6.7.5 Nose Gear Protection and Steering Angles

To protect the nose gear from damage, visual turning limit markings indicate the aircraft's maximum
nose gear steering angles.
During pushback, turns shall not exceed the maximum towing angle indicated by the red lines on the
aircraft fuselage and undercarriage doors.
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If the towbar is close to exceeding the maximum tow bar angle, stop the pushback immediately to
assess the options and communicate the issue to the PIC.
• Option 1 – Pull the aircraft forward to reduce the angle.
• Option 2 – Chock at least one set of main wheels with one chock forward and one chock aft.
Disconnect the pushback tug and reconnect in a more favorable position. (ONLY IF AIRCRAFT
ENGINE IS NOT RUNNING).
It is NOT an option to disconnect the towbar and remove the by-pass pin to allow the nose leg to self-
center. This places enormous pressure on the system and damages the tyres. Also there is a risk of
injury by towbar.
In the event of exceeding the maximum nose gear steering angle, inform the maintenance
department and flight crew and request a technical inspection. The aircraft must remain in position
unless a maintenance engineer or PIC has given a clearance to move.
When using a towbarless tow tractor equipped with either an over steer warning or over steer
protection device, verify the visual turning limit markings at all times to prevent exceeding the
maximum nose gear steering angle.
When using a towbarless tractor on an aircraft, the “oversteer” or “overtorque” system of the tractor
must be operative.
4.6.7.6 Maneuvering During Wintery or Slippery Conditions

During adverse weather conditions (e.g., fog, rain) visibility and traction will be affected. The tractor
driver shall reduce and adapt vehicle speed as required by the current conditions. When
maneuvering the aircraft on slippery apron surfaces, extreme caution is required to avoid losing
control of the tractor due to skidding, which may also lead to jackknifing (where the tractor is pushed
around by the aircraft in an uncontrolled movement). Many elements can contribute to the hazards
involved (i.e., strong winds, slippery road surfaces, pavement slopes). Therefore, the following
minimum precautions shall be observed:
(a) Avoid sudden turns, deceleration or acceleration.
(b) Except when using an ASU, do not start aircraft engines unless:
• The condition of the pavement is such that reasonable traction is ensured.
• The aircraft parking brake is set.
• The aircraft is disconnected from the tow / towbarless tractor.
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4.6.7.7 Maneuvering During Low Visibility Conditions

(a) Local airport operators are responsible for developing low visibility procedures that are
relevant for their airport.
(b) Ground handling personnel shall be trained/authorized, as appropriate, prior to undertaking
low visibility aircraft ground movement operations in line with local procedures.
(c) Ground handling personnel shall observe the movement limitations and other regulations
applicable to the airport’s low visibility procedures at all times.
(d) Pushback tractors should be equipped with an airfield map, where this is available.
(e) If there is any doubt as to the exact position of the pushback tractor/aircraft, the tractor driver
shall stop the tractor/aircraft and inform ATC immediately.
4.6.8 Engine Start

4.6.8.1 Communication During Engine Start
Coordinate the engine starting sequence with the flight crew by conducting a pre departure briefing.
(a) During the engine start, communicate with the flight crew only if you observe circumstances
that require immediate notification and action by the flight crew.
(b) In case of starting up with an ASU, supply the pressure at the request of the flight crew.
(c) From the flight crew seat facing forward, the engine on his/her left is referenced as engine
number one.
4.6.8.2 Engine Start Using Air Start Unit

When the APU is unserviceable - an ASU will be required. Ground pneumatic power is supplied via
the High Pressure air connector located on the underside of the fuselage.
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The minimum air data requirements at the aircraft connection, needed to start the engine within no
more than 60 seconds, at sea level (0 feet), for a set of Outside Air Temperatures (OAT).
Air data (discharge temperature, absolute discharge pressure) are given at the High Pressure
Ground Connection (HPGC).
This section addresses requirements for the Air Start Unit (ASU) only, and is not representative of the
start performance of the aircraft using the APU or engine cross bleed procedure.
For normal manual engine start on A320/A321 see the diagrams below.
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IAE V2500 engine

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PW 1100G NEO Engine
(a) Only personnel and equipment involved in engine starting or aircraft pushback are permitted
within the ERA during engine start.
(b) Establish communications with the flight crew and confirm the total number of engines to be
started, the engine start sequence to be used and number of ASUs being used.
(c) All personnel and equipment must remain clear of engine danger areas.
(d) Advise the engine start sequence to the ASU operator(s) and any other ground personnel.
(e) Where possible, the ASU should be positioned on the opposite side of the aircraft to the
engine being started.
(f) If the aircraft is to be pushed back, connect the pushback tractor and set the tractor's parking
brake, where this is possible without disconnecting ground electrical power.
(g) If a pushback tractor is not connected, position a chock in front of the nose wheel.
(h) Confirm with the flight crew that the aircraft parking brake is set, then remove main gear
chocks.
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(i) The ASU operator shall ensure that the unit is ready to supply air pressure.
(j) The headset operator informs the flight crew that the ground crew are ready for engine start.
(k) Start engine using the following communication:
Flight Deck Ground
Call: Ground from Flight Deck Reply: Go ahead
Call: Ready for ground air Reply: Ground air available
Call: Starting engine #2 Reply: #2 clear
(l) When engine start is complete, the headset operator signals ASU and ground power
operator(s) to disconnect the ASU and remove ground power.
(m) Disconnect the ASU hose(s).
(n) Close and latch external air start and electrical panels.
(o) When connecting and disconnecting ASU hose(s), walk directly underneath the fuselage, or
close alongside it, keeping clear of engine danger areas.
4.6.8.3 Engine Start-up When a Power Push Unit is Used

In the standard sequence, start-up of engine #2 takes place at the parking stand.
Start-up of engine #1 shall be performed after pushback, with parking brake set, when the agent in
charge of the departure operation has moved the PPU to the back of the aircraft stabilizer.
In some cases (e.g., start-up with an external air supply), start-up of all engines can take place at the
parking stand, provided that: It has been agreed upon beforehand by the flight crew and the ground
staff member in charge of the departure operation and the hazardous areas around the engines are
clear.
Engine start using cross-bleed can only be performed once the pushback has been completed, the
aircraft brakes have been engaged, and the area around the aircraft is clear.
4.6.8.4 Communication During Engine Fire

(a) Engine Fire
The flight crew normally detects an engine or APU fire and will take action using the engine
fire extinguishing system. However, alert the flight crew immediately via the headset if flames
are noticed from the engine or engine pylon.
If a headset is not available, the appropriate “Fire” hand signal must be used.
(b) Engine Tailpipe/Exhaust Fire
If flames from the engine tailpipe are noticed during engine starting, the ground staff shall alert
the flight crew immediately, as such a fire might not be detectable via temperature sensors
and/or fire warning systems in the aircraft.
(c) Do not fight engine fires with fire extinguishers on the ground when the flight crew is in the
flight deck. The flight crew will take all necessary action.
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4.6.9 Incidents During Pushback

4.6.9.1 Incidents During Pushback Involving Pushback Tractor/Towbar or
Towbarless Tractor
The list of incidents below outlines the recommended actions to be undertaken immediately tractor
drivers in the event of an incident during the pushback operation. The list of incidents is not
exhaustive and the recommended actions should only be applied if they are deemed the safest
course of action given the exact circumstances of the incident. If airport and/or operator procedures
differ from the recommended actions below, those shall be followed.
(a) Tractor Failure
• Stop aircraft/tractor set.
• Apply tractor parking brake.
• Inform the flight crew.
• Contact supervision and equipment maintenance to operator advise of the situation, as
required.
• Follow instructions received from headset operator, as applicable.
• If the towbarless/towbar connection with the tractor needs to be reset (i.e., removed and
reconnected), the aircraft shall be chocked while the tractor is being replaced.
(b) Tractor/Aircraft Separation

• Do not apply tractor brakes.
• Inform the flight crew of separation.
• Follow the aircraft path attentively and stop the tractor releasing the pedal, according to
the aircraft position.
• Apply the tractor parking brake.
• Confirm the aircraft parking brake is set then chock the aircraft.
• Assess the reason for the separation.
• Contact supervision and aircraft maintenance to advise of the situation.
(c) Towbar/share Pin Failure (remains attached to the aircraft)

• Inform the flight crew of the towbar/shear pin failure.
• Chock the aircraft and replace the towbar.
(d) Pushback Tractor Fire

• Stop aircraft/tractor set immediately.
• Conduct an assessment of the situation and consider tacking the fire with the onboard
tractor fire fighting equipment only if it is deemed safe to do so.
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• Consider disconnecting and moving the tractor to a safe distance from the aircraft, if
deemed safe and appropriate to do so.
• If flight crew confirm emergency evacuation, assist in the evacuation as far as is
possible/practical by directing passengers/crew toward a safe location.
(e) Aircraft fire

• If safe to do so, disconnect and move the tractor to a safe distance from the aircraft,
where possible.
• If safe to do so, headset operator should maintain communication with the flight crew
and follow instructions.
• If flight crew confirm emergency evacuation, assist in the evacuation as far as is
possible/practical by directing passengers/crew toward a safe location
(f) Accident with other Aircraft or Vehicle

• Follow instructions received from the headset operator and/or wait for assistance.
• Do not disconnect the tractor unless specifically instructed to do so by the headset
operator and/or ATC.
• If disconnecting the tractor, the aircraft must be chocked.
(g) Interphone Communication Failure

If during the pushback operation the interphone fails, the aircraft must be immediately stopped
and an alternate means of communication established before continuing. If this is not possible,
assistance must be requested.
(h) Visual contact with the wing walkers is lots if used
In the event that the tractor driver is unable to establish visual contact with one or both of the
wing walkers, when used, the pushback shall be stopped and not recommence until visual
4.6.9.2 Incidents During Pushback with Power Push Unit

Instruction in Case of Power Push Unit fire during pushback
(a) Aircraft on the parking stand, interphone connected. The agent in charge of the departure
operation shall:
• Warn the flight crew via the ground/aircraft interphone. The flight crew warns the Fire
Brigade using VHF
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• Controls the release of rollers.

• If PPU's engine is on:
Remove the PPU by remote control.
Remain in contact with the flight crew.
Stop the PPU's engine by remote control, if not automatically.
Leave the interphone contact after consent from the flight crew to fight the fire and
report to the flight crew about the on-going situation.
• If PPU's engine is off:
Leave the interphone contact after consent from the flight crew to fight the fire.
Press one of the three emergency stop buttons (the most accessible).
Tow the tractor away from the aircraft and report to the flight crew about the on-going
situation.
(b) Pushback in progress. The agent in charge of the departure operation shall:
• Inform the flight crew via interphone. The flight crew shall inform ATC using VHF.
• Stop the pushback.
• Request setting of the aircraft parking brake.
• Control the release of rollers.
• Remove the PPU by remote control.
• Stop the PPU's engine by remote control, if not done automatically.
• Report to the flight crew about the on-going situation.
Power Push Unit Incidents Checklist:

Flight Crew Ground Staff
Aircraft unable to move alone—PPU removed
• Informs the flight crew that the rollers are open
and the PPU is removed.
Asks for aircraft inspection.
• Leaves the interphone contact after consent
from the flight crew.
Aircraft unable to move alone—PPU not removed
If the engine on the opposite side of the PPU is
running: Informs the flight crew that the PPU is not
removed.
Shuts down the engine.
• Forbids the evacuation of passengers via the • Leaves the interphone contact after consent
wing emergency exit on the PPU side. from the flight crew.
• Asks for aircraft inspection. • Fights the fire.
Aircraft able to move alone—PPU removed
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Flight Crew Ground Staff

• Informs the flight crew that the rollers are open
and the PPU is removed.
Asks for aircraft inspection.
• Guides the flight crew to move the aircraft
forward.
Aircraft able to move alone—PPU not removed
If the engine on the opposite side of the PPU is
running: Informs the flight crew that the PPU is not
removed.
Does not shut down the engine.
• Presses the most accessible stop button.
• Guided by the agent in charge of the departure
operation, moves the aircraft forward with engine Re-establishes the interphone contact and
thrust overpowering the rollers jacks resistance. reports to the flight crew.
• Asks for aircraft inspection.
4.6.10 Pushback Disconnection

4.6.10.1 Pushback Tractor and Towbar Disconnection Procedures /
Requirements
(a) The responsible ground staff member shall remove the tow pin securing the towbar to the
pushback tractor.
(b) The pushback driver/operator shall check that other staff are clear of the intended travel path
and slowly drive the pushback tractor to a position in the aircrafts path and be visible to the
flight crew, if possible, ready for the towbar to be reconnected.
(c) The responsible ground staff member shall disconnect the towbar from the nose landing gear
and reconnect to the pushback tractor and move clear of the pushback tractor, in view of the
driver/operator.
(d) The responsible ground staff member shall give an ‘OK’ signal to the pushback driver to
confirm that the towbar is reconnected and it is clear to drive away.
(e) The pushback driver/operator shall check that other staff are clear of the intended travel path
and slowly drive the pushback tractor to a position visible to the flight crew until the
responsible ground staff member on the interphone has disconnected and is in view of the
flight crew.
(f) Ensure the towbar is disconnected from the tractor before disconnecting from the aircraft
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4.6.10.2 Towbarless Tractor / Remote Control Tractor Attached to Nosewheel

Disconnection Procedure / Requirements
(a) The pushback driver/operator shall ensure that the tractor wheels are centralized and lower
the aircraft nose-wheel and open the tractor cradle.
(b) The pushback driver/operator shall check that other staff are clear of the intended travel path
and slowly drive the pushback tractor to a position in the aircrafts path and be visible to the
flight crew, ensuring that the wheel cradle is completely clear of the aircraft nose landing gear
before commencing a turn.
(c) The pushback driver/operator shall rotate the drivers seat to the ‘drive away’ direction if
applicable.
(d) The pushback driver/operator shall remain in a position visible to the flight crew until the
responsible ground staff member on the interphone has disconnected and is in view of the
flight crew.
4.6.10.3 Power Push Unit Disconnection

(a) Once the aircraft parking brake is applied, the ground staff member in charge of the departure
operation controls the opening of the rollers with the remote control.
(b) With the remote control, the ground staff member in charge of the departure operation controls
the move back of the PPU until at least below the tail (beyond the rear cabin door).
(c) Once the aircraft has taxied and the blast risk has disappeared, the ground staff member in
charge of the departure operation withdraws the PPU from the taxiway.
(d) Whilst maneuvering in the taxiway during tractor disconnection and repositioning, the tractor
driver shall drive the pushback tractor at slow speed and shall remain constantly vigilant to the
position of other staff in the taxi-way.
4.6.11 Pushback Process Completion

Pushback completion includes repositioning of the pushback tractor, removal of the nose gear
steering bypass pin and displaying the steering bypass pin to flight crew.
After disconnection of the headset, no attempt shall be made to approach the aircraft unless cleared
by the flight crew to do so via hand signals.
4.6.12 Re-establishing Communication After Departure

4.6.12.1 Introduction
This procedure is to be used in case the ground staff or flight crew need to re-establish interphone
communication after it has been disconnected.
4.6.12.2 Initiated from the Flight Deck

The flight crew sets the parking brake and re-establishes communication with ground staff via
company channel or Air Traffic Control (ATC).
If visual communication with the responsible ground agent is still established, visual signals may be
used.
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4.6.12.3 Initiated from the Ground

If ground staff member needs to reestablish communication with the aircraft after dispatch, do not
approach the aircraft. If communication cannot be established using hand signals, make contact via
company channel or through ATC.
When preparing to re-establish communication with the aircraft, take the following precautions:
(a) Make sure the staff member has been seen by the flight crew and the intention to approach
the aircraft to re-establish interphone communication is understood.
(b) Approach the aircraft from the direction where visual contact with the flight crew is maintained
for as long as possible.
(c) Only the person establishing the interphone communication shall approach the aircraft.
(d) Stay outside the aircraft's engine danger area when approaching the aircraft.
(e) If possible position the pushback tractor in front of the aircraft in clear view of the flight crew to
act as a safety barrier and prevent premature movement of the aircraft.
For safety reasons, the interphone communication system cannot be used when there is
thunderstorm activity over the airport as there is a risk of electrical discharges between the aircraft
and the interphone system. Under these conditions communication headsets cannot be worn.
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4.7 Open Ramp Departure

An open ramp is a taxi-in and taxi-out operation area. In some locations, the aircraft may be towed
from an open ramp to a taxiway, prior to engine start.
(a) Complete all pre departure checks.
(b) Refer to Departure Communication (4.6.8) and follow the required phases of dialogue.
(c) Ensure all staff and equipment is clear of the aircraft and behind the ERA.
(d) Position for marshalling in an area behind the ERA while being in clear view of the flight crew
on either side of the aircraft, depending on facility.
(e) Chocks must only be removed at the request of the PIC.
(f) One pair of chocks must remain at the nose wheel until the engine start sequence has been
completed and the ‘chocks away’ signal is received from the flight deck.
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4.8 Aircraft Powerback Operations

Aircraft powerback is not applicable for Wizz Air aircraft.
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4.9 Aircraft Towing

4.9.1 Introduction
Aircraft towing is carried out mostly for following three different reasons:
(a) Maintenance towing – towing an aircraft without passengers, without cargo, and with minimum
fuel on board.
(b) Operational/Dispatch towing – towing an aircraft loaded with passengers and/or fuel and/or
cargo to/from the terminal gate or parking area to/from a remote location.
(c) Repositioning towing - movement of an aircraft to/from a remote parking area with/without
cargo or fuel.
4.9.2 Ground Staff Responsibilities

4.9.2.1 Responsible Ground Staff Member for Towing
The responsible ground staff member is defined as the person who has overall responsibility for the
towing maneuver and is normally the headset operator or pushback tractor driver, although the
function may be performed by different ground staff members in different role. Always single
individual shall be defined, agreed and know to other involved before commencement of the
procedure.
The responsible person in charge of each towing maneuver shall check to ensure all requirements for
the towing operation are met prior to commencing towing operations.
The ground staff member responsible for the towing shall:
(a) Be in charge of the entire towing operation.
(b) Ensure the pushback tractor and/or towbar/towbarless tractor is suitable for the specific
aircraft type.
(c) Ensure the nose gear steering bypass pin is installed prior to towbar/towbarless connection to
the aircraft and/or ensure the nose gear steering mechanisms are set as required for
pushback.
(d) Conduct briefings with all persons involved in the aircraft movement to review and confirm
how the aircraft will be maneuvered.
(e) Connect the interphone and conduct a communication check to:
• Verify the communication system is functional.
• Update brake operator on progress of ramp operation.
• Request permission to disconnect ground power.
• Disconnect ground power after verbal approval is received from flight deck.
(f) Be in continuous communication with brake operator by interphone.

(g) Conduct a pre-departure / pre-towing walkaround.
(h) Have ultimate responsibility to review pushback procedures based on conditions observed
and advise involved of any anticipated changes to pushback.
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(i) Signal "All Clear" to the pushback tractor driver and wing walkers (if applicable) once advised
by the brake operator that the aircraft brakes have been released and approval for pushback
is given.
(j) Be positioned either inside the tractor or walking on the apron at a safe distance from the nose
gear and tractor.
(k) The headset operator should be positioned outside the tractor during:
• Low visibility (heavy rain, fog. bad lighting conditions).
• Lack of insufficiently visible markings.
• Obstructions behind the pushback (e.g. GSE, light post, etc).
• Any doubt that the towing procedure cannot be safely performed when positioned in the
Tractor.
(l) If walking adjacent to the nose gear, maintain visual contact with the tractor driver throughout
the towing.
(m) Monitor the interphone during the towing and communicate with the brake operaor, as
required.
(n) When the towing maneuver is complete:
• Receive the ‘Vehicle Brakes On/Stop’ signal from the tractor driver/operator to confirm
that the tractor parking brake is set.
• Request brake operator to set the aircraft parking brake.
• When confirmation that the aircraft brakes have been set is received from the brake
operator:
• Give the “Brakes Set” signal to the tractor driver and wing walkers, if applicable.
• Give authority to disconnect pushback equipment.
• Carry out a pushback disconnection procedure
(o) Ensure the towbar is disconnected from the tractor before disconnecting from the aircraft
(p) Remove the nose gear steering bypass pin and ensure the nose gear steering mechanisms
are set to normal conditions for taxiing.
(q) Complete the headset communication and, after receiving brake operator approval,
disconnect the headset and close the access panel.
(r) The brake operator shall be notified immediately in the event any connection between the
tractor and the aircraft is lost during aircraft movement (e.g. shear pin braking, towbar head
detachment). To stop the aircraft following call to the flight deck shall be made: "STOP THE
AIRCRAFT ! , STOP THE AIRCRAFT ! ". The brake operator shall stop the aircraft movement
using gentle brake application.
4.9.2.2 Tractor Driver

The pushback tractor driver shall:
(a) Align the tractor or tractor/towbar combination with the center line of the aircraft gear before
the aircraft connection and aircraft movement.
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(b) Completely raise the towbar wheels before the start of the aircraft movement, if used.
(c) Wait for clearance from the brake operator or responsible ground crew before moving the
aircraft.
(d) Prior to the aircraft movement, make sure the parking brake is released and the anti-collision
lights are switched on in accordance with local airport regulations.
(e) Select the appropriate gear on the tractor and slowly begin movement.
(f) Start the pushback operation in a straight line.
(g) Keep the maneuvering speed to a minimum and apply the vehicle brakes gently to avoid
heavy and/or sudden braking actions that could result in damage to the aircraft and
equipment.
(h) Scan the apron during pushback; monitor clearances and wing walkers, if applicable, to
ensure the aircraft is moving clear of all obstructions. Be prepared to stop.
(i) After brake operator approval, the tractor driver shall always ensure the taxiway is free of
other aircraft/equipment/obstacles throughout the towing maneuver.
(j) Ensure during towing maneuver the steering turn limits are not exceeded and advise the brake
operator and maintenance if any are exceeded. Damage may occur to the nose gear If
steering turn limits are exceeded. Respect the specific limits marked on the aircraft.
(k) Avoid sharp turns that result in excessive tire scrubbing.
(l) If the responsible ground staff member on the interphone is walking on the ramp, maintain
visual contact and ensure a safe distance is maintained from the nose gear / tractor during
entire towing maneuver.
(m) If the responsible ground staff member is too close to the nose gear / tractor, the towing
maneuver must be stopped and a review of the required safety clearance conducted.
(n) Align the tractor or tractor/towbar combination with the centerline of the aircraft gear at the end
of the pushback phase and at the end aircraft movement maneuver.
(o) Do not exceed the towing speed limit as regulated by the towing equipment, aircraft and/or
airport.
(p) Use relevant apron lines as guidance during maneuvering to ensure safe obstacle clearance.
Be aware of the size of the towed aircraft.
(q) Keep a minimum safety distance between vehicles to allow sufficient space to stop.
(r) Stop 50m before a taxiway intersection, if a stop is required.
(s) Relieve torsional stresses applied to the landing gear components and tires by moving the
aircraft in a straight line for a few meters to ensure the nose wheels are in the straight-ahead
position when arriving at the allocated/relevant parking position.
(t) Stop the tractor when the towing maneuver is completed and apply the tractor parking brake
after making a complete stop. Confirm to the responsible ground staff member by giving the
‘Vehicle Brakes On/Stop’ signal.
(u) When confirmation that the aircraft parking brake is set from the responsible ground staff
member, by the giving of the "Aircraft Brake Set" signal, release the tractor parking brake and
put the gear selector in neutral in order to release any pressure on the towbar.
(v) Carry out a pushback disconnection procedure.
(w) Drive the tractor back to the terminal, appropriate holding position or to next task.
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(x) If the nose wheels are not in the centered position, they can turn quickly to their centered
position when the bypass pin is removed. This can result in personnel injury.
4.9.2.3 Brake Operator

Where applicable in accordance with local procedures, the brake operator shall:
(a) Be responsible for communication with ATC.
(b) Complete respective flight deck checklist for towing.
(c) Ensure all aircraft doors are closed by authorized personnel.
(d) Apply the ‘brakes on’ and ‘brakes off’ procedures in coordination with the headset operator.
(e) Switch on and switch off the external and anti-collision lights of the aircraft.
(f) Position the seat in such a way that the brakes can be easily applied where required.
(g) Inform the headset operator immediately if potential contact with any objects is detected.
(h) Only apply the brakes during the tow where instructed by the headset operator or where it is
clear that the aircraft has become separated from the tractor.
4.9.2.4 Wing Walker

Where local procedures require wing walker or during maneuver in limited space area (e.g. towing
into hangar), the wing walker or other assist personnel shall:
(a) Be under the direction of the responsible ground crew at all times.
(b) Use two marshalling wands, either day-wands or illuminated wands for low visibility
operations.
(c) Be positioned before and during movement of aircraft as follows where applicable and/or
permitted:
• Approximately 1m outboard of the wingtip.
• In line with the rearmost main gear wheel.
• Able to maintain visual contact with person responsible for towing.
(d) Ensure the aircraft movement path is clear of any obstruction (i.e., other aircraft, vehicles).
(e) Provide "Safe to Proceed" clearance signals at all times to the person responsible for
pushback by using a distinct "pendulum" motion of the arm.
(f) Continue to monitor the aircraft path until the aircraft is stopped at the designated point.
(g) If at any time during aircraft movement, the wing walkers are unsure or identify an imminent
danger, signal the person responsible for pushback with the "STOP" signal.
(h) Position themselves either at the 11 o'clock or 1 o'clock position in clear visibility of the flight
crew on the terminal side at a safe distance away from the aircraft.
(i) Give the "AIRCRAFT HOLD" signal to the brake operator when the visual "Brakes Set" signal
has been received from the person responsible for towing. The crossed wands may be over
the head or in front of the chest.
(j) Remain in position until the responsible ground staff member takes over the marshalling
clearance of the aircraft.
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(k) Return to the terminal once marshalling duty has been transferred.
4.9.2.5 Headset Operator

The headset operator is responsible for communications with the brake operator and/or VHF
operator.
4.9.2.6 VHF Operator

The VHF operator is responsible for communications with ATC.
The VHF operator may be positioned in the pushback tractor or on the flight deck depending on the
ground staff member functions carrying out the towing maneuver.
4.9.3 Pre-Towing Activities

4.9.3.1 General
The following requirements must be met to perform an aircraft tow:
(a) Carry out a pre-departure walkaround check in accordance with Pre Departure Walkaround
Check.
(b) Carry out the requirements, as identified in the Pre-Departure Action List relevant to the
towing maneuver.
(c) Communication shall be established between the headset operator and the brake/VHF
operator.
(d) Responsible ground staff member shall conduct a briefing with all persons involved in the
aircraft movement to review and confirm how the aircraft will be maneuvered.
(e) Ensure the hydraulic system pressure for aircraft braking and/or the brake accumulator is
within the required pressure range.
(f) Ensure any required electrical systems for towing are energized.
(g) Ensure all gear safety pins are installed. After the tow, ensure all pins are removed and
stowed.
(h) Make sure a qualified brake operator and/or VHF operator is on the Flight Deck.
(i) Establish communication with the brake operator.
(j) Connect the pushback tractor/equipment in accordance with relevant instructions in section
Connecting the Pushback Vehicle.
(k) Remove the wheel chocks once ready in accordance with instruction in section Wheel Chock
Removal.
(l) Make sure wheel chocks are positioned at the end of the maneuver, prior to disconnecting the
towbarless tow tractor or towbar.
(m) Inform the brake operator / flight crew and/or contact the maintenance department for
technical inspection if you:
• Observe any type of excessive fluid leakage.
• Notice any signs of unmarked aircraft damage.
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• Observe any fault, failure, malfunction or defect that you believe may affect the safe
operation of the aircraft for the intended flight.
4.9.3.2 Pre-Towing Preparation

The following tasks shall be performed by brake operator / tractor driver / responsible ground staff
member for towing in preparation to an aircraft tow:
(a) Apply the Flight Deck checklist for towing.
(b) Test the means of communication between the ground and flight deck.
(c) Insert the steering bypass pin and deactivate steering.
(d) Give permission to connect the towbar and tractor or towbarless tractor after applying the
aircraft parking brake.
(e) Install the gear safety pins, as required.
(f) Connect the towbar; first to the aircraft, then to the tractor and set the parking brake.
(g) Before connecting the towbarless tractor, ensure the aircraft MLGs are symmetrically chocked.
(h) Connect the tractor or towbarless tractor and set the parking brake.
(i) Once all GSE has been cleared away from the aircraft, remove or check removal of aircraft
chocks.
(j) Switch on the external and anti-collision lights of the aircraft. Ensure the aircraft is clearly
visible to other parties.
(k) Contact the ATC for clearance to start moving the aircraft, depending on local regulations.
(l) After receiving the clearance, release the aircraft parking brake.
(m) Give clearance to the tractor driver to start moving the aircraft.
(n) Request confirmation from the brake operator that the aircraft parking brake has been
released.
(o) Conduct tow.
4.9.3.3 Towing Communications

An aircraft towing maneuver shall always be conducted using interphone communications when the
brake/VHF operator is present. Standard communication shall apply, but the specific dialogue does
not forbid the exchange of additional important information between the brake/VHF operator and
ground staff using non-standard phraseology (e.g., request for authorization to disconnect ground
support units).
Additionally, two-way radio communication shall be maintained between aircraft/tractor set and ATC,
except when under escort by an airport operations or emergency vehicle. Always follow local airport
regulations for communication and aircraft movement operations.
All given instructions must be read back or acknowledged in a manner clearly indicating that they
have been understood and will be complied with.
When interphone communication is not possible, standard hand signals must be used for
communication between the tractor driver and brake operator. Such communication may occur only
when the aircraft has stopped.
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4.9.4 Towing Maneuver

4.9.4.1 Towing Speeds
Aircraft weight, tractor performance and airfield topography can affect the towing speeds. Towing
speeds shall be kept to a minimum and shall not exceed the towing speed limit as regulated by the
towing equipment, aircraft and airport.
If requested by ATC to “Expedite” due to a live runway crossing, ATC must be informed if this is not
possible. ATC shall also be informed if towing speeds are restricted when towing on live taxiways, as
this can lead to congestion on the airfield.
4.9.4.2 Towing Limits

Fuel and other loads can affect an aircraft's balance. To avoid “tail tipping” during towing, ensure that
the actual center of gravity of the aircraft is forward of the critical center of gravity. If you are unable to
determine this, you must request assistance from a qualified weight and balance agent.
4.9.4.3 Towing onto Parking Stan

Immediately prior to the aircraft being towed onto the stand or gate, the responsible ground staff
member shall check and confirm that the area is "ready" (e.g., clear of obstacles, equipment, FOD,
wing walkers, if required).
4.9.4.4 Movement Into/Out of Hangars

(a) Only those personnel trained and qualified in the movement of aircraft into/out of hangars shall
perform this operation and a person in charge of the operation must be designated.
(b) Sufficient personnel (wing/tail walkers) shall be assigned to the operation to ensure
clearances between the aircraft and objects in the hangar are maintained.
(c) The method of communication between the personnel involved in the aircraft movement
into/out of the hangar shall be agreed upon before any movement is started by means of a
briefing conducted by the person in charge of the operation.
(d) Floor markings and stop signs shall be in accordance with the aircraft type operating into/out
of the hangars.
4.9.5 Incidents During Towing

The list of incidents below outlines the recommended actions to be undertaken immediately by brake
operator or tractor driver in the event of an incident during the pushback operation. The list of
incidents is not exhaustive and the recommended actions should only be applied if they are deemed
the safest course of action given the exact circumstances of the incident. If airport and/or operator
procedures differ from the recommended actions below, those shall be followed.
A standard communication procedure for abnormal pushback/towing situations (e.g., towbar shear
pin failure) cannot consider every possibility that may arise. Therefore, the tractor driver and brake
operator shall keep each other informed. Actions should be taken using common sense, taking into
account the circumstances of a particular situation.
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4.9.5.1 Incidents During Towing, Brake Operator Actions

(a) VHF Communication Failure
• Set the aircraft parking brake.
• Communicate the issue to ATC.
• Relay appropriate information received from ATC to the headset operator / tractor
driver.
• Continue to monitor the ATC frequency and maintain communications with the headset
operator/tractor driver.
• Release the parking brake prior to recommencement of the towing maneuver.
(b) Tractor Failure

• Inform ATC.
• Set the aircraft parking brake.
• Listen to VHF and wait for assistance.
• Relay information from ATC to headset operator/tractor driver.
(c) Tractor/Aircraft Separation

• Apply the aircraft brakes.
• As soon as the aircraft is at a standstill, apply the aircraft parking brake before releasing
the pedal.
• Inform ATC.
(d) Towbar/Shear Pins Failure (remains attached to the aircraft)

• Apply the aircraft parking brake.
• Inform ATC.
(e) Pushback Tractor Fire

• Inform ATC and headset operator/tractor driver.
• Determine the need for aircraft emergency evacuation and confirm to ATC/headset
operator/tractor driver.
(f) Aircraft Fire

• Inform ATC and the headset operator/tractor driver.
• Fight the fire with the onboard extinguisher, where possible.
• Evacuate the aircraft using onboard means, if required.
(g) Accident with Other Aircraft or Vehicle

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• Contact ATC stating position and nature of the accident.

(h) Interphone Communication Failure

(i) Visual Contact with the Wing Walkers and/or Marshaller Is Lost (if used).
4.9.5.2 Incidents During Towing Tractor Driver Actions

(a) VHF Communication Failure
• Stop aircraft/tractor set as soon as it is safe to do so. It is not safe to stop on an active
runway.
• Communicate the issue to the brake operator.
• Attempt to contact ATC via alternative frequency/means.
• Await assistance (e.g., from “Follow Me” vehicle) before completing the towing
maneuver.
• After completion of the towing maneuver, report VHF failure to equipment maintenance
and follow instructions accordingly.
(b) Tractor Failure

• Inform the brake operator.
• Inform ATC.
• Contact supervision and equipment maintenance to advise of the situation.
• Follow instructions received from headset/brake operator, as applicable.
• If the towbar/towbarless connection with the tractor needs to be reset (i.e., removed and
reconnected), the aircraft shall be chocked while the tractor is being replaced.
(c) Tractor/Aircraft Separation

• Do not apply tractor brakes.
• Inform the brake operator of the separation.
• Follow the aircraft path attentively and stop the tractor according to the aircraft position.
• Apply the tractor parking brakes.
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• Confirm the aircraft parking brake is set, then chock the aircraft .
• Assess the reason for the disconnection.
• Contact supervision and equipment maintenance to advise of the situation.
• Follow instructions to complete the towing maneuver, as applicable.
(d) Towbar/Shear Pins Failure (remains attached to the aircraft)

• Inform the brake operator of the towbar/shear pin failure.
• Chock the aircraft and replace the towbar.
• Follow instructions to complete the towing maneuver.
(e) Pushback Tractor Fire

• Conduct an assessment of the situation and consider tacking the fire with the onboard
tractor fire fighting equipment only if it is deemed safe to do so.
• Consider disconnecting and moving the tractor to a safe distance from the aircraft, if
deemed safe and appropriate to do so.
• If brake operator confirm emergency evacuation, assist in the evacuation as far as is
possible/required.
(f) Aircraft Fire

• If safe to do so, disconnect and move the tractor to a safe distance from the aircraft,
where possible.
• If deemed safe to do so, headset operator/tractor driver should maintain communication
with the brake operator and follow instructions.
• If brake operator confirms emergency evacuation, assist in the evacuation as far as is
possible/required.
(g) Accident with Other Aircraft or Vehicle

• Contact supervision, aircraft maintenance and emergency services to advise of the
situation.
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• Follow instructions received from the headset/brake operator and/or wait for assistance.
• Do not disconnect the tractor unless specifically instructed to do so by the operator
and/or ATC.
• If disconnecting the tractor, the aircraft must be chocked.
(h) Interphone Communication Failure

(i) Visual Contact with the Wing Walkers and/or Marshaller Is Lost (if used)
4.9.6 Towing Completion

The following tasks shall be performed by brake operator / tractor driver / responsible ground staff
member for towing at the end of an aircraft tow:
(a) Set tractor parking brake.
(b) Request the brake operator to set the aircraft parking brake.
(c) Inform ATC that towing is completed depending on local regulations.
(d) Set the aircraft parking brake and check the pressure. Inform the tractor driver: "PARKING
BRAKE SET, PRESSURE CHECKED".
(e) Switch off the external and anti-collision lights of the aircraft.
(f) Chock the aircraft MLG and inform the brake operator "AIRCRAFT CHOCKED".
(g) Request permission/give permission to disconnect the towbar or towbarless tractor.
(h) Disconnect the towbar (disconnecting from the pushback tractor first, then the aircraft) or
towbarless tractor.
(i) Remove the steering bypass pin and activate steering.
(j) Chock the aircraft with additional chocks if required.
(k) Inform the brake operator "TOWBAR / TRACTOR DISCONNECTED"
(l) Release the aircraft parking brake and inform the tractor operator: "PARKING BRAKE OFF".
(m) After permission from the brake operator, shut down and disconnect the tractor GPU if
applicable.
(n) Install and connect a GPU.
(o) Remove and stow gear safety pins in the dedicated location.
END OF SECTION
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5 Load Control....................................................................................................................................................1
5.1 Introduction.................................................................................................................................................1
5.2 Load Control Principles.............................................................................................................................. 2
5.3 Regulatory Requirements...........................................................................................................................3
5.4 Load Control Tasks.....................................................................................................................................4
5.4.1 Load Planning Task..........................................................................................................................4
5.4.1.1 General......................................................................................................................................4
5.4.1.1.1 A320 Cargo Hold Structural Limitations..............................................................................4
5.4.1.1.2 A321 CEO Cargo Hold Structural Limitations..................................................................... 6
5.4.1.1.3 A321 NEO Cargo Hold Structural Limitations..................................................................... 7
5.4.1.2 Loading Instructions Report.......................................................................................................8
5.4.1.2.1 Standard Baggage Loading A320.......................................................................................8
5.4.1.2.2 Standard Baggage Loading A321.......................................................................................8
5.4.1.2.3 A320 Loading Instructions Report Form........................................................................... 10
5.4.1.2.4 A321 CEO Loading Instructions Report Form...................................................................11
5.4.1.2.5 A321 NEO Loading Instructions Report Form.................................................................. 12
5.4.1.3 Offloading Instructions.............................................................................................................13
5.4.1.4 Notification to the Captain....................................................................................................... 13
5.4.2 Aircraft Supervision Task................................................................................................................13
5.4.3 Weight and Balance Calculation Task............................................................................................13
5.4.3.1 General....................................................................................................................................13
5.4.3.1.1 Standard Weights............................................................................................................. 14
5.4.3.1.2 Manual Loadsheet Form................................................................................................... 15
5.4.3.1.3 EDP Loadsheet.................................................................................................................20
5.4.3.2 Last Minute Changes...............................................................................................................23
5.4.3.2.1 LMC Examples..................................................................................................................24
5.4.3.3 Information Exchange..............................................................................................................24
5.4.3.4 Remote Load Control.............................................................................................................. 25
5.4.4 Post-departure Messages Task......................................................................................................25
5.5 Load Control Task Job Responsibility...................................................................................................... 28
5.6 Qualification Requirements...................................................................................................................... 29
5.7 Documentation......................................................................................................................................... 30
5.8 Load Control Process Flow...................................................................................................................... 31
5.8.1 Load Control Process Flow Schema..............................................................................................31
5.8.2 Load Control Process Flow Legend............................................................................................... 31
END OF SECTION
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5 Load Control
5.1 Introduction
Load control is a process that ensures the production of all applicable documentation to comply with
operator and regulatory authorities for the safe and secure handling on an individual flight. This
includes planning, reporting and recording of the loading of the aircraft.
The Load Control process for Wizz Air flights comprises of the following tasks:
(a) Load planning
1. Production of a Loading Instruction Report (LIR)
2. Weight and balance calculation
(b) Aircraft loading and unloading supervision
1. Verification and recording of aircraft loading
2. Communicating final loading figures
(c) Weight and balance calculation
1. Loadsheet production
2. Other loading documents such as Notice to Captain (NOTOC), if applicable
(d) Post-departure messages
1. Transmission of messages
2. Document retention, as applicable
The scope of this chapter is to establish standard procedures for the Load Control process that meet
the minimum standards established in the IATA Airport Handling Manual (AHM)–Section 500 “Load
Control” and Wizz Air's requirements.
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5.2 Load Control Principles

Load Control is an essential process with the purpose of ensuring that the aircraft is safely loaded
within operational limits, considering both the weight and center-of-gravity parameters.
To ensure flight safety, all items to be loaded into an aircraft must be precisely planned, documented
and filed. Documented communication is required to guarantee accurate weight and balance
calculations for the Pilot in Command (PIC) prior to an aircraft's departure.
Therefore, the Load Control process shall ensure that for each flight:
(a) Aircraft weight and balance conditions are correct and within limits.
(b) Aircraft is loaded in accordance with the specific loading instructions.
(c) Information about dangerous goods and other special loads is taken into account.
(d) The loadsheet reflects the actual loading of the aircraft, including last minute changes (LMC).
(e) Operational messages are dispatched to relevant bodies.
(f) All approved documentation is filed for retention.
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5.3 Regulatory Requirements

Load Control may be performed manually or with a computerized Departure Control System (DCS)
approved by Wizz Air.
It is handling agent responsibility to check with DCS provider that the data has been updated in the
DCS. Shall there be any discrepancies in the DCS, advise Wizz Air immediately through the relevant
All current AHM565 data can be downloaded from AHM folder on the WHA website (Mass & Balance
tab > Aircraft Handling Manual > folder).
Whenever a new aircraft enters the fleet and/or aircraft are re-weighed, Wizz Air will notify handling
agents and known DCS providers via email.
Before a new ground handling provider is contracted by Wizz Air or an existing Handling agent is
introducing a new DCS for issuing EDP loadsheet in an existing location, following documents must
be forwarded for approval to AHM561.approvals@wizzair.com, copying
Maciej.Zochowski@wizzair.com and respective Ground Operation Manger:
• one test loadsheet with 75% load and one test loadsheet with 100% load, and
• DCS AHM560/565 database for W6 / W9.
The mentioned documents will be submitted to Wizz Air Mass and Balance services provider. Once
the positive answer is received, the Handling Agent will be advised that the DCS is approved for
operational use.
Handling Agents shall ensure that all staff who are qualified for manual loadsheet production,
complete a manual loadsheet for a Wizz Air flight at least once per month. Wizz Air might request to
see, check and verify these loadsheets on an ad hoc basis and during audits and inspections.
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5.4 Load Control Tasks

5.4.1 Load Planning Task
5.4.1.1 General
The Load Planning task shall ensure loads are planned safely and distributed in the aircraft
compartments and/or holds considering all aircraft limits. Structural limitations of the cargo holds can
be found in the chapters below.
The Load Planner shall:
(a) Check aircraft basic weight/index (BW/BI).
(b) Check all items to be included in the dry operating weight/index, (DOW/DOI).
(c) Check operational messages from the previous flight or leg, including any special loads, if
applicable.
(d) Check aircraft operational limitations or any other restrictions that may limit load planning.
(e) Calculate expected traffic load.
(f) Check any other dangerous goods and special loads that require special handling and
segregation.
(g) Allocate loading positions for all traffic load and special loads, if applicable, taking into
consideration all flight legs.
(h) Calculate the estimated zero fuel (EZFW) and transmit to flight dispatch or Flight Crew, as
applicable, for flight planning purposes.
(i) EZFW should be communicated every time there is a significant difference from the previous
calculation.
(j) Check fuel load and distribution.
(k) Perform a pre-calculation of the aircraft weight and balance to ensure that the aircraft
operational limits are not exceeded.
(l) Give consideration to aircraft ground stability to avoid tail tipping as per aircraft specification.
Particular attention must be paid to the distribution of the transit load on the multi-sector
flights, to ensure that aircraft ground stability is maintained.
Methods to ensure ground stability shall be used to determine the weight required in forward
compartments to counteract weight tho be loaded in aft compartments or calculation of center
of gravity for comparison against the applicable tipping and/or towing limits.
(m) Produce a LIR.
5.4.1.1.1 A320 Cargo Hold Structural Limitations

Below limitations are applicable for all Wizz Air Airbus A320 subtype fleet: A320 CEO 180Y, A320
CEO 186Y, A320 NEO 186Y.
Location Max Combined Mass
FWD hold (Compartment 1) 3402 kg 7500 lb
AFT holds (Compartments 3+4) 4536 kg 10000 lb
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Rear hold (Compartment 5) 500 kg 1102 lb
• Compartments 1, 3, 4 and 5 are designed with a maximum load density of 240kg/m³ (15lb/ft³) and
floor strength limitation of 732kg/m² (150lb/ft²).
• Maximum weight limitations per compartment and net sections are detailed in the following tables
provided by aircraft manufacturer (AIRBUS):
Forward cargo hold (Compartment 1) has a maximum load capacity of 3402 kg (7500 lb). For load
control purposes the cargo hold is divided into individual sections as given in the table below:
SECTION DESIGNATION FRAME STATION MAXIMUM
From To LOAD CAPACITY
11 24A 28 1045 kg 2303 lb

12 28 31 1225 kg 2702 lb
Sub-Total
24A 31 2270 kg 5005 lb
Net Section 11 and 12
13 31 34 1132 kg 2495 lb
Total 24A 34 3402 kg 7500 lb
Aft cargo hold (Compartment 3 and 4) has a combined maximum load capacity of 4536 kg (10000 lb).
For load control purposes the cargo hold is divided into individual sections as given in the table
below:
31 47 50 1301 kg 2868 lb
32 50 52A/53 1125 kg 2481 lb
Sub-Total Compartment 3 47 52A/53 2426 kg 5349 lb
41 53 56 928 kg 2046 lb
42 56 59 1182 kg 2605 lb
Sub-Total Compartment 4 53 59 2110 kg 4651 lb
Sub-Total Net Section 32, 41 and 42 50 59 3235 kg 7132 lb
Total Compartment 3 and 4 47 59 4536 kg 10000 lb
Rear (bulk) cargo hold (Compartment 5) has a maximum load capacity of 500 kg (1102 lb). For load
control purposes the cargo hold is divided into individual sections as given in the table below.
51 59 60 374 kg 825 lb
52 60 62 353 kg 777 lb
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53 62 65 500 kg 1102 lb
Total Compartment 5 59 65 500 kg 1102 lb
5.4.1.1.2 A321 CEO Cargo Hold Structural Limitations

Below limitations are applicable for all Wizz Air Airbus A321 subtype fleet: A321 CEO 230Y.
FWD hold (Compartments 1+2) 3567 kg 7863 lb
• Compartments 1, 2, 3, 4 and 5 are designed with a maximum load density of 240kg/m³ (15lb/ft³) and
• Bulk loads are defined as loose loads, baggage which can be loaded within a net section
Forward cargo hold (Compartment 1 and 2) has a maximum combined capacity of 3567 kg (7863
lbs). For load control purposes the cargo hold is divided into individual sections as given in the table
below.
SECTION FRAME STATION MAXIMUM LOAD CAPACITY
DESIGNATION
From To
11 24A 28 720 kg 1587 lb
12 28 31 720 kg 1587 lb
21 31 34 720 kg 1587 lb
22 34 352 720 kg 1587 lb
23 352 355 720 kg 1587 lb

Aft cargo hold (Compartment 3 and 4) has a maximum combined capacity of 3630 kg (8002 lbs). For
load control purposes the cargo hold is divided into individual sections as given in the table below.
DESIGNATION
From To (kg) (lb)
31 472 475 1289 kg 2841 lb
32 475 50 1177 kg 2594 lb
33 50 52A/53 1121 kg 2471 lb

41 52A/53 56 919 kg 2026 lb
42 56 59 1164 kg 2566 lb
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Rear (bulk) cargo hold (Compartment 5) has a maximum capacity of 500 kg (1102 lbs). For load
DESIGNATION
From To (kg) (lb)
51 59 60 374 kg 824 lb
52 60 62 100 kg 220 lb
53 62 65 214 kg 471 lb
5.4.1.1.3 A321 NEO Cargo Hold Structural Limitations

Below limitations are applicable for all Wizz Air Airbus A321 subtype fleet: A321 NEO 239Y.
FWD hold (Compartments 1+2) 5670 kg 12500 lb
• Compartments 1, 2, 3, 4 and 5 are designed with a maximum load density of 240kg/m³ (15lb/ft³) and
• Bulk loads are defined as loose loads, baggage which can be loaded within a net section
Forward cargo hold (Compartment 1 and 2) has a maximum capacity of 5670 kg (12500 lbs). For
load control purposes the cargo hold is divided into individual sections as given in the table below.
SECTION DESIGNATION MAXIMUM LOAD CAPACITY
11 1013 kg 2233 lb
12 1189 kg 2621 lb
21 1189 kg 2621 lb
22 1189 kg 2621 lb
23 1090 kg 2404 kg
Aft cargo hold (Compartment 3 and 4) has a maximum capacity of 5670 kg (12500 lbs). For load
control purposes the cargo hold is divided into individual sections as given in the table below.
31 1289 kg 2841 lb
32 1177 kg 2594 lb
33 1121 kg 2471 lb
41 919 kg 2026 lb
42 1164 kg 2566 kg
Rear (bulk) cargo hold (Compartment 5) has a maximum capacity of 800 kg (1763 lbs). For load
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51 374 kg 824 lb
52 187 kg 412 lb
53 411 kg 906 lb
5.4.1.2 Loading Instructions Report

(a) A LIR shall be issued for each departing flight, to ensure all safety parameters specific to each
flight are adhered to. See LIR forms for Wizz Air aircraft below.
(b) Complete load distribution for the departing flight, using provisional data and adhering to the
segregation policy, as per AHM514 to AHM515.
Words such as “All and “Rest” must not replace actual baggage figures in the sections of the
Loading Instruction Report Form.
“NIL” remark shall be used for empty holds.
(c) Indicate all information that could affect loading in the Supplementary Information (SI) section.
(d) Refer to AHM514 for Electronic Data Processing (EDP) LIR and AHM515 for Manual LIR.
(e) LIR revisions shall be immediately communicated via appropriate means to loading staff.
5.4.1.2.1 Standard Baggage Loading A320

FWD loading mandatory apart from specific cases when FWD hold is not available (e.g. inop hold).
Load planning sequence:
(a) Fill compartment 1 first. For loading instruction planning purposes consider 80 bags. For
actual loading maximum available space should be used. Observe compartment maximum
load, do not exceed.
(d) Crew baggage is loaded in compartment 5.
(e) Last minute bags - bags collected at the gate or onboard, baby strollers and wheelchairs are
5.4.1.2.2 Standard Baggage Loading A321

AFT loading mandatory apart from specific cases when AFT hold is not available (e.g. inop hold).
Load planning sequence:
(a) Fill compartment 3 first. For loading instruction planning purposes consider 90 bags. For
actual loading maximum available space should be used. Observe compartment maximum
load, do not exceed.
(b) Overflow to compartment 4, for load loading instruction planning purposes consider 60 bags.
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(d) Further overflow to compartment 1.

(e) Crew baggage is loaded in compartment 5.
(f) Last minute bags - bags collected at the gate or onboard, baby strollers and wheelchairs are
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5.4.1.2.3 A320 Loading Instructions Report Form

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5.4.1.2.4 A321 CEO Loading Instructions Report Form

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5.4.1.2.5 A321 NEO Loading Instructions Report Form

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5.4.1.3 Offloading Instructions

Off-Loading instructions may be issued prior to aircraft arrival.
Consideration shall be given to ensure aircraft stability during the offloading process and passenger
disembarkation process. See also section 4 - Aircraft Ground Stability.
5.4.1.4 Notification to the Captain

Wizz Air does not carry dangerous goods as commercial cargo on A320/A321 fleet.
In case of intended carriage of any approved special loads (as herewith listed in Annex X),
Notification to the Captain (NOTOC) shall be issued following the guidelines in IATA AHM381/383.
The NOTOC form to use shall be downloaded from WHA website and filled according to the nature of
the goods carried.
The load planner shall produce LIR taking into consideration special loads, their compatibility and
segregation criteria.
The information contained in the NOTOC shall be made available to the person charged with aircraft
loading and supervisory task. This person shall:
• Verify that special load and not damaged or leaking.
• Ensure that correct positioning of special load as per LIR and NOTOC.
• Report actual loading position.
• Signs the NOTOC.
• Delivery the signed NOTOC to PIC for signature.
The NOTOC shall be issued in adequate number of copiers, in order to provide information to all
concerned and for file retention.
Special load information shall be made available to the next station before aircraft arrival.
5.4.2 Aircraft Supervision Task

For this task refer to 4.5.1.1 Supervision of Aircraft Loading.
5.4.3 Weight and Balance Calculation Task

5.4.3.1 General
The objective of the weight and balance calculation task is to ensure that a final and accurate load
sheet is issued and this has been crosschecked with:
(a) Final LIR from the person in charge of the Loading Supervision task.
(b) Final passenger close-out data.
(c) Final fuel figures.
(d) All aircraft operational and structural limitations for the appropriate aircraft registration.
If a preliminary loadsheet is produced, one or more criteria may not have been finalized.
The person designated with the weight and balance calculation task shall ensure all data is
finalized or confirmed for manual or electronic load sheet production.
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(e) Loadsheet accuracy check will continuously be performed prior to production or transmission
of the final loadsheet:
1. Correct flight number, destination and date (flight identifier).
2. Correct aircraft registration.
3. Correct crew composition
4. Correct DOW/DOI used according to aircraft type, registration, version, number of crew and
pantry.
5. Underload (total traffic load not exceeding allowed traffic load).
6. Correct entry of final fuel figures.
7. Correct passenger close out data.
8. Hold baggage distribution, weights and gate delivery items shall be added.
9. Actual loading positions of dangerous goods and other special load indicated on NOTOC, if
applicable.
10. Balance calculation and conditions of loaded aircraft, including LMCs, are within
prescribed limits.
11. The loadsheet shall be checked against the final LIR and other information related to the
actual load.
12. All specified documents shall be signed by means of manual or electronical identifiers.
(f) Loadsheet format and contents shall meet the minimum criteria set in AHM 516, AHM 517,
AHM 518.
(g) The prepared and correct load sheet shall be delivered to PIC either as a hard copy (manual
or digital) or ACARS format no later than 20 minutes prior to STD.
(h) Any changes occurring after the final loadsheet has been produced shall be accounted for by
either production of a new edition of Loadsheet or via documented Last Minute Change
process.
(i) If a discrepancy is discovered after the aircraft push-back, the PIC shall be informed
immediately to prevent an unsafe take off.
(j) Prior to departure person performing loadsheet check shall record on the LIRF weight of load
in each compartment based on the loadsheet to ensure compliance between bulk load amount
and weight and to confirm that correct accuracy check have been performed.
In addition to above checks, for manual loadsheet trimmed pitches on scale shall be checked against
corresponding weight and direction.
The person preparing the Loadsheet must be named on the document. The person supervising the
loading of the aircraft must confirm by signature that the load and its distribution are in accordance
with the weight and balance documentation, this document must be acceptable to the Commander,
his/her acceptance being indicated by countersignature or equivalent.
5.4.3.1.1 Standard Weights

The following standard weights are used by Wizz Air:
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PASSENGERS CREW
MALE – 88 KGS
FEMALE – 70 KGS FLIGHT DECK CREW - 85 KGS
CHILD – 35 KGS (2-12years) CABIN CREW - 75 KGS
INFANT - 0 KGS
The above table shall be used, however if a significant number of passengers on any flight and/or a
significant amount of checked baggage is expected to exceed the standard mass then actual masses
shall be used or an adequate increment to the standard mass shall be added and the PIC is to be
advised.
As an alternative to the standard passenger weights or if Handling Agent is unable to provide gender
breakdown, then for all adult passengers 84 kgs weight may be used and flight crew shall be advised.
Child and infant weights are unchanged.
Cabin baggage weight is included in standard passenger weight and the mass of any infant below 2
years of age carried by an adult on one passenger seat. Crew baggage weight is included in flight
crew weights.
Infants occupying separate passenger seats shall be considered as children.
For Hold Baggage at check-in the actual weight shall be registered and used for weight & balance
purposes. In case actual weight cannot be used, the following standard hold luggage weight values
are to be applied:
• DOMESTIC FLIGHTS – 11 KGS,
• WITHIN EUROPEAN REGION – 13 KGS,
• INTERCONTINENTAL – 15 KGS.
For bags taken off passengers at the gate to be loaded in aircraft hold because they DO NOT comply
with cabin bag policy, the above standard hold luggage weight per piece shall be used.
For Outsize Baggage that has been previously authorized by Wizz Air to be carried and stored in
cabin (e.g. cello) the exact weight shall be measured at check-in. In DCS please use Seat Occupied
Cargo designation, if available or indicate the weight as Last Minute Change. On manual loadsheet,
indicate weight as Last Minute Change.
5.4.3.1.2 Manual Loadsheet Form

The process of completing the manual loadsheet and the concept is very similar to all Wizz Air A320/
A321 subtype fleet.
Ensure that correct applicable loadsheet form is used for aircraft subtype.
1) The name and signature of the person completing the loadsheet (where loadsheets are
produced centrally the name of the producer shall be annotated on the loadsheet and the
signature will be that of the responsible, trained individual that has checked the loadsheet
before passing it to the Commander).
2) Add date.
3) Flight number in full.
4) Departure station using the IATA three letter code.
5) Arrival station using the IATA three letter code
6) Aircraft registration.
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7) The total number of the operating crew: pilots/cabin crew.

8) Obtain Dry Operating Weight from Wizz Air DOW/DOI Table according to registration and
operating crew version, round to nearest integer.
9) Number of passengers split into adult males, adult females, children and infants.
10) Total weight of each type of passengers in relevant row.
11) Total revenue passengers of all type of passengers together.
12) Total number of baggage pieces and total weight, including “rush” bags.
13) Total traffic load; baggage weight plus passenger weight.
14) Enter the passenger distribution in each cabin area as described in AHM565 – can be found in
AHM folder on the Handling Agent website.
- On allocated seating flights, actual number of passengers will be taken into account for each
cabin section area.
- On free seating flights or in case of check-in DCS failure, standard passenger distribution will
apply with a mandatory note "FREE SEATING IS APPLIED" added on the loadsheet. With
standard passenger distribution the following formula shall be used:
Pax in cabin area = (Max cabin area seats) x (Total no. of pax) / (Total A/C seat capacity)
Or alternatively the following tables shall be followed:
For A320 (CEO) configured to 180Y

Cabin Section Max number of Passenger
Rows
(A320/180Y) passengers distribution
0A 1 - 11 66 36.6%
0B 12 -21 60 33.3%
0D 22 - 30 54 rest
For A320 (CEO and NEO) configured to 186Y:

Rows
(A320/Y186) passengers distribution
0A 1- 10 60 32.25%
0B 11 -21 66 35.50%
0C 22- 31 60 32.25%
For A321 (CEO) configured to 230Y:

Rows
0A 1- 9 54 23.5%
0B 10 -20 64 27.8%
0C 21- 30 58 25.2%
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0D 31 - 39 54 rest
For A321 (NEO) configured to 239Y::

Rows
0A 1- 10 60 25%
0B 11 -20 60 25%
0C 21- 30 59 25%
0D 31 - 40 60 25%
15) Fill in ∆ index for each cabin area by taking the index corresponding to the closest number of
passengers (do not interpolate).
16) Sum the positive and negative values, add up the resulting values in the correct cells. This
value expresses in index units the total effect of passengers on balance.
17) Fill in baggage distribution by compartment.
18) Fill in ∆ index for each baggage compartment by taking the index corresponding to the closest
baggage weight (do not interpolate).
19) Sum the positive and negative values, add up the resulting values in the correct cells. This
value expresses in index units the total effect of baggage on balance.
20) Sum the resulting passenger ∆ index with resulting baggage ∆ index, fill the result in Total
traffic load ∆ index. This value expresses is the total effect of passenger and baggage on
aircraft balance.
21) Get actual ZFW, check that actual ZFW is not greater than MZFW. Add total traffic load ∆
index to DOI and get loaded index at ZFW.
22) Add take off fuel (TTL fuel on board – taxi fuel).
23) Add ∆ index for fuel by taking the index corresponding to the closest fuel weight.
24) Enter the trip fuel weight.
25) Get actual TOW, check that TOW is not greater than MTOW. Add the fuel index correction to
LIZFW and get loaded index at TOW.
26) Deduct trip fuel from TOW ang get actual Landing Weight, check that ALW is not greater than
MLW.
27) Fill in ZFW in tons rounded to 1 decimal.
28) Draw a straight horizontal line to match the Actual Zero Fuel Weight on the vertical scale.
29) Draw a straight vertical line starting on the horizontal scale at LIZFW values.
30) The intersection is the aircraft CG %MAC at ZFW. Fill in the value in ZFW CG %MAC box.
31) Draw a straight horizontal line to match the Actual Take Off Weight on the vertical scale.
32) Draw a straight vertical line starting on the horizontal scale at LITOW values.
33) The intersection is the aircraft CG %MAC at TOW. Fill in the value in TOW CG %MAC box.
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34) If aircraft MTOW / MLDW / MZFW are different than printed on balance envelope – cross out
with double line the printed MTOW / MLDW / MZFW. Draw a horizontal line on the vertical
scale to match the value and write on top corresponding value.
35) Last Minute Change box: fill up category. localization, number of load units. Circrle the + or –
sign according to change of load weight to indicate LMC. For change in passenger numbers
cross out total pax figure and write the new one next to it.
Always note “LMC IS NOT BALANCED” (this informs flight crew that only the weights have
been updated but not the CG of A/C.).
For maximum LMC allowance procedure refer to Last Minute Change chapter.
If the CG is within 4% to the aft or forward limit, LMC is not allowed.
36) The final balance conditions of the aircraft and the responsibility that the CG is in the flight
envelope remains with the load control agent. Changing seats of the passengers is not
desirable and should only be used as a last resort.
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5.4.3.1.3 EDP Loadsheet

A sample EDP loadsheet is shown below. Depending on local DCS actual loadsheet may differ, but
structure and principles are common.
Description of the fields:

1) Advise that this Loadsheet’s figures are given in kilograms.
2) Load Controller’s name – Signature needed on printed copy.
3) Commander name – Signature needed on printed copy.
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4) Edition number.
5) Departure station using the IATA three letter code.
6) Arrival station using the IATA three letter code.
7) Flight number in full / date (day).
8) Complete aircraft registration.
9) Aircraft version.
10) The total number of the operating crew: pilots/cabin crew.
11) Date.
12) Time of printing.
13) Total Load in cargo compartments, expressed in kilograms.
14) Load in Compartment 1, expressed in kilograms.
18) Total Load in passenger compartments, expressed in kilograms.
19) Passenger distribution by gender, Male/Female/Children/Infant.
20) Total Number of Passengers, including infants (“Souls on board”).
21) Total weight of cabin baggage (to be applied for baggage other than regular carry-on baggage;
e.g cello, guide dog).
22) Total number of passenger occupying a seat.
23) Total weight of SOC (Seat Occupied by Cargo) – not applicable to Wizz Air
24) Total traffic load; baggage weight plus passenger weight.
25) Not applicable to Wizz Air.
26) Dry Operating Weight (cross check from Wizz Air DOW/DOI Table according to registration
and operating crew version).
27) Zero Fuel Weight (Total Traffic Load + Dry Operating weight).
28) Max Zero Fuel Weight – maximum allowed.
29) Limiting weight for allowable payload calculation.
30) Manually adjusted Maximum weights (Zero, Take-Off, Landing) are listed here.
31) Take-off fuel weight (Taxi fuel weight already deducted from block fuel weight).
32) Actual Take-off Weight (Actual Zero Fuel weight + Take-off fuel).
33) Max Take-Off Weight – maximum allowed – CROSS-CHECK with MTOW value in Wizz Air
DOW/DOI Table!
34) Trip fuel weight.
35) Actual Landing weight (Actual Take-off weight – Trip Fuel).
36) Max Landing Weight – maximum allowed.
37) Cabin sections seating conditions as described in AHM565.
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- On allocated seating flights, actual number of passengers by gender (M/F/C) will be taken
into account for each cabin section area.
- In case of check-in DCS failure or manual check-in actual number of passengers
disregarding the gender will be taken into account for each cabin area.
In case of manual check-in, handling agent shall distribute the passengers evenly throughout
the cabin areas.
The final balance conditions of the aircraft and the responsibility that the CG is in the flight
envelope remains with the load control agent. Changing seats of the passengers is not
desirable and should only be used as a last resort. In case of free seating flights, standard
distribution will apply with a mandatory note “FREE SEATING IS APPLIED” added on the
loadsheet.
38) Last Minute Changes Section; Destination, Specification, Class/Compartment, weight
difference +/-
39) Dry Operating Index (CROSS CHECK from Wizz Air DOW/DOI Table according to registration
and operating crew version).
40) Loaded Index at Zero Fuel Weight.
41) MAC at Zero Fuel Weight.
42) Loaded Index at Take-Off Weight.
43) MAC at Take-Off Weight.
44) Available Underload before Last Minute Changes applied (always check before any LMC
occurs!)
45) Loaded Index at Take-Off Weight Forward Centre of Gravity Limit.
46) Loaded Index at Take-Off Weight Aft Centre of Gravity Limit.
47) Loaded Index at Landing Weight Forward Centre of Gravity Limit.
48) Loaded Index at Landing Weight Aft Centre of Gravity Limit.
49) Last Minute Changes Total figure +/-, Always note “LMC IS NOT BALANCED” (This informs
flight crew that only the weights have been updated but not the CG of A/C.)
50) Checked by Load Controller’s signature.
51) Time to insert at the time of handover to the Captain – to be filled by the Captain.
52) Amount of Taxi fuel (cross check for fuel on board versus Take-Off fuel + Taxi Fuel).
53) Actual Taxi Weight (Take-Off Weight + Taxi Fuel).
54) Maximum Taxi Weight – maximum allowed.
55) Actual amount of Wing Tank Fuel.
56) Notification To the Captain printed or not.
57) Load message before Last Minute Changes.
58) Load message before Last Minute Changes.
59) Supplementary Information (any other operation relevant information that flight crew has to be
aware of, eg. number and position of wheelchairs, baby strollers etc.)
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5.4.3.2 Last Minute Changes

"LAST MINUTE CHANGES" (LMC) provide a means of entering late alterations to the load/
passengers or crew or fuel state without requiring a complete re-calculation and re-issue of the load
and trim sheet.
For both A320 and A321 maximum LMC allowance is 600kg (absolute change) consisting of either
load/passengers or crew or fuel. Combined LMC is not allowed. Crew or Fuel LMC can only be made
by the flight crew provided there is no other LMC to the loadsheet.
If LMC allowance is exceeded new loadsheet must be issued.
To ensure that final baggage figures in DCS and on LIRF and loadsheet match, after liaison with
person performing loading supervision task, dispatcher must confirm final baggage and passenger
count to Gate Agents. In case of discrepancy, corrections must be actioned.
Cabin baggage, excess baggage loaded to the hold must be included in LMC
(a) The first load sheet shall be handed over to the PIC (not late then -20’ STD/ETD) before last
minute adjustments are made.
(b) The final load sheet presented to the PIC must include all LMCs. These will be shown as
entries in the LMC box or as new loadsheet edition.
(c) If LMCs are conveyed to the PIC, this should be done by the responsible person in writing on
the loadsheet with information that LMC had not been balanced. In cases where no changes
have to be reported, the responsible person must confirm to the PIC that the data recorded on
the load sheet copy already handed over remains unchanged.
(d) LMCs are to be communicated to the PIC only after the responsible person has entered all
changes and corrections on the load sheet and after he/she has carried out the checks:
• EDP loadsheet:
- Total LMC weight does not exceed the underload before LMC
- Prior to aircraft departure Load controller must check CG position after LMC remains
within operational limits
• Manual Loadsheet
- Before LMC actual CG position must be checked. If the CG is less than 4% to the
forward or aft limit, LMC is not allowed! New loadsheet must be issued.
- If the LMC weight is positive new actual Zero Fuel, Take-off and Landing weights must
be re-calculated and the old figures crossed out
(e) If the PIC is informed verbally of LMCs, by using the internal communication facilities of the
aircraft (interphone, intercommunication system, ACARS), or by radio communication, the
following details must be recorded in writing:
• Name of agent;
• Time of transmission;
• Confirmation that the flight crew has acknowledged the changes;
• This record must be kept in the flight file.
(f) Only properly trained personnel may perform any LMC on loadsheets prepared for Wizz Air
aircraft. If such personnel are not on duty, ramp agent must advise the flight deck crew.
LMC will be performed by one of the pilots, and if this causes delay it must be coded as DL31
and considered as Handling Agent’s delay, due to lack of properly trained personnel.
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When responsible person is not including the LMC on the loadsheet a special LMC slip shall
be used to recode information including following:
• Total weight of all LMC;
• Total number of LMC passengers;
• Total number of LMC baggage;
• This record shall be kept in flight file.
5.4.3.2.1 LMC Examples

(a) Moving 200kg of bags from hold 3 to hold 1
Hold 3: -200 kgs, hold 1: +200 kgs
Total LMC = 0 kgs
Absolute change = 400kg >> LMC is below limit
LMC is allowed
(b) Minus 3 males (-264 kg), minus 3 bags (-39 kg), plus 2 females (+140 kg)
Total LMC = +140 – 264 – 39 = -163 kg
Absolute change = 443 kg >> LMC is below limit
LMC is allowed
(c) Minus 5 males (-440 kg) plus 3 females (+ 210 kg)
Total LMC = +210 – 440 = -230 kg
Absolute change = 650 kg >> LMC exceeds limit
LMC is not allowed >> issue a new load sheet
(d) Moving 5 male passengers from cabin area 0A to 0C
Total LMC = +440 – 440 = 0 kg
Absolute change = 880 kg >> LMC exceeds limit
LMC is not allowed >> issue a new load sheet
5.4.3.3 Information Exchange

All data pertaining to aircraft weight and balance calculations shall be communicated to the person
charged with the load planning task; this information shall be documented and filed using one of the
following methods:
(a) Digitally
(b) Written via documentation
(c) Verbal communication; in this case, the person receiving the information must assure that one
of the following is applied:
1. Read back all information received by radio or telephone or other electronic means to
guarantee accuracy of the data.
2. Record all verbal transmissions in written format (manually or digitally) to be able to clarify
all discrepancies before the final load sheet is transmitted.
3. Digitally record all verbal communications.
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4. A written transmission is always the recommended method. If it is necessary to use verbal

communication, ensure that the following details are recorded:
(i) Name of the agent
(ii) Time of transmission
(iii) Confirmation that the receiving party has acknowledged the changes
This record shall form part of the flight file for retention.
5.4.3.4 Remote Load Control

Remote Load Control is a process of performing the load planning task and/or weight and balance
calculation task for a departing flight in a remote location.
(a) The key roles of remote Load Control are:
1. To perform the load planning task.
2. To compute the weight and balance calculation task in liaison with the departure station.
(b) The key roles of the departure station are:
1. Supervision of Aircraft Turnaround Handling as defined in 4.5.1
2. Communicate to remote Load Control any discrepancies and/or deviations during the
loading/unloading process.
3. Report final loading of the aircraft to the remote Load Control.
Information exchange is essential for a safe remote Load Control process. Data shall be transmitted
between remote Load Control, departure station and Flight Deck crew either directly or indirectly,
using predetermined means of communication.
5.4.4 Post-departure Messages Task

All post-departure messages and any other relevant messages shall be sent accordance with
respective IATA AHM format pertaining to flight handling no later than 15 minutes after the departure
to the defined stations AND Wizz Air OCC – please see Annex E for all operational addresses. Such
messages may include, but are not limited to:
(a) Load Departure Message (LDM)
Below is an example of acceptable LDM format:
LDM
W63072/24.HALPT.180Y.2/4
-BUD.80/50/14/0.T1234.3/1234.B1234.E0 .PAX/144
SI .BAG/55/1340.CBG/1/20.CBG/4/15.BST/1/2.WCH/1/1.SPQ/3/15
As a minimum, the SI line must contain information about hold bags and cabin bags offloaded
to hold, in exact format as follows:
Code LDM Explanation
Hold bags tagged and registered in DCS (including baby
strollers, wheelchairs and sporting equipment);
BAG .BAG/55/1340
.BAG/ followed by number of bags/ followed by total
weight
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Cabin bags offloaded to hold (Light blue tags - not

CBG .CBG/1/20 registered in DCS);
.CBG/ followed by loading position/ followed by pieces
Baby strollers (or baby carriage devices) tagged and
BST .BST/1/2 registered in the system;
.BST/ followed by loading position/ followed by pieces
Wheelchair (or walking aid devices) tagged and registered
WCH .WCH/1/1 in the system;
.WCH/ followed by loading position/ followed by pieces
Sporting equipment tagged and registered in the system;
SPQ .SPQ/3/6
.SPQ/ followed by loading position/ followed by pieces
Spare parts required for aircraft on ground followed by
AOG .AOG/1
loading position
Company mail followed by loading position and number of
COM .COM/4/2
pieces
Expedite [RUSH] bag followed by loading position and
EXP .EXP/4/5
pieces
Crew baggage loaded into compartment followed by
CREWBAG .D/5
loading position
If one special category (cabin bags, strollers, etc.) is loaded in more than one compartment,
then relevant code must be repeated for each compartment that category was loaded into.
Example: 25 pcs cabin bags sent to hold are loaded 15 pcs in CPT1 and 10 pcs in CPT4.
CBG/1/15.CBG/4/10 14.2.8
On LDM message only those compartments need to be indicated where baggage is loaded.
(b) Movement Message (MVT)
All movement (MVT) messages for departures across the Wizz Air network need to include in
the SI line of message:
• Number of WCHC passengers onboard, and send a Passenger Services Message
(PSM) if relevant.
• Information about INOP seats
• Information about INOP APU
Example: SI: 02 WCHC; 14A,15D INOP Seat; INOP APU
There is no requirement to send “Doors Closed” time in the SI line of the message.
(c) An Estimated Departure (ED) message must be dispatched as soon as a delay greater than
15 min is expected.
The push time and delay code (where applicable), are to be allocated by the Dispatcher in agreement
with the PIC. When a delay is incurred, the delay codes as listed in Annex D shall be used.
When using a compatible DCS a PFS must be sent 2 hours after departure.
Messages shall be produced and delivered in accordance with respective AHM chapters.
A flight file shall be maintained for each departing flight in a secure location according to local
regulations and Wizz Air requirements listed in 5.7 Documentation.
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5.5 Load Control Task Job Responsibility

Responsibilities of persons performing the Load Control task may vary depending on the
organizational set up. It is recommended that:
(a) The load planning task and weight and balance calculation task may be performed by the
same person. The person performing these two tasks shall not combine with the responsibility
for aircraft loading and unloading supervision task.
(b) The aircraft loading and unloading supervision task, the weight and balance calculation task
and the post-departure message task may all be performed by the same person. However the
person performing these three tasks shall not include the responsibility for the load planning
task as well.
(c) At a station where ACARS is used, finalization of the weight and balance calculation task
actions may differ.
(d) When Load Control processes are centralized, the person performing aircraft loading and the
supervision task is charged with transmitting all final data to the remote control center.
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5.6 Qualification Requirements

Personnel performing Load Control tasks shall be duly qualified. Training must be in accordance with
AHM591 and AHM1110. If such personnel are not on duty, ramp agent must advise the Flight Deck
crew - loadsheet will be prepared by one of the pilots, and if this causes a delay it must be coded as
DL31 and considered as Handling Agent’s delay, due to lack of properly trained personnel.
Training for the Load Control task shall be performed by a qualified instructor.
Load Control licensing, training and documentation shall be in compliance with regulations and Wizz
Air policies.
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5.7 Documentation
Wizz Air is responsible for providing to Ground Handling company all relevant data and
documentation for load planning and weight and balance calculations.
The person issuing the loadsheet shall accurately reflect all received data on documents, reports and
messages produced for each flight, as per AHM590.
Relevant documents shall be manually or electronically issued and signed as per Wizz Air and
regulatory requirements.
The following documents for each departing flight shall be collated into a dossier and retained in a
designated area on station for a period in accordance with applicable local regulations or
requirements, but not less than three months:
(a) Final LIR signed by the responsible person.
(b) NOTOC (when applicable).
(c) Fuel figures confirmation (when applicable).
(d) Final loadsheet and trim sheet, including LMC, signed by PIC.
(e) Arrival / departure / delay movement (MVT) messages
(f) Load Distribution Message (LDM) (inbound and outbound)
(g) Passenger Manifest (inbound and outbound)
(h) Bingo Cards / System generated printout of all system registered baggage with tag numbers
(i) Aircraft Technical Log Sheet
(j) Walk Around Inspection Form
(k) De/Anti-Icing Request Form (where required)
(l) Hold Baggage Reconciliation Form
(m) Rush Hold Baggage Certificate Form
(n) Disruptive Passenger Report Form(s)
(o) Flight Disturbance Report Form(s)
(p) Fuelling Receipt, if applicable / available
(q) De/Anti Icing Receipt (where required)
(r) The “Flight file” cut of "Ready to board form"
The Dispatcher must confirm that final baggage figures, physical load distribution in holds and
passenger count in DCS (or on manifest), on LIRF and in loadsheet match. In case of discrepancy,
corrections must be actioned.
It is the Handling Agent’s responsibility to arrange secure removal of documentation upon expiration
of the required retention period. Before disposal, the handling agent will ensure that all sensitive data
is destroyed to a satisfactory level in order to prevent breaches in data protection.
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5.8 Load Control Process Flow

5.8.1 Load Control Process Flow Schema
5.8.2 Load Control Process Flow Legend

CIRCLE # ACTION
Aircraft designation: access to permanent and semi-permanent data as per AHM565
1 and maintenance data related to limitations that could affect loading and weight and
balance.
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CIRCLE # ACTION
Estimated/Provisional cargo and mail, data including DGSL information, to load
2
planning.
Data from reservation system to capacity calculation (passenger and bag counts)
3
and check in (SSR).
Provisional passengers sorted by class and provisional bags according to operator
4
policy to load planning.
5 Provide EZFW, to flight planning system.
6 Operational flight plan to PIC.
Provisional fuel, to calculate the allowed traffic load and verify that load planning is
7
within limits.
Loading Instruction to Load Supervision and loading team. Segregation plan to
8
sorting area.
Actual data flowing from check-in (passenger number, baggage pieces and weight,
9 special load information), cargo and mail warehouse (special load information),
transfer load.
10 Load to aircraft.
Load info and variation communication between Load Control and Load Supervision:
11
discrepancies between planned and real load weight, nature and distribution.
12 Final data confirmation from Loading Supervision and Gate (gate collected items).
13 Final fuel figures communication from the flight planning system or PIC.
14 Loadsheet verification and release.
15 Loadsheet to aircraft.
16 Last minute changes.
17 Post-departure load messages and DGSL information to station of arrival.
18 Signed documents verification and collection.
19 File archiving and retention.
END OF SECTION
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6 Airside Safety Operational Oversight........................................................................................................... 1

6.1 Introduction.................................................................................................................................................1
6.2 Operational Requirements......................................................................................................................... 2
6.3 Supervision Scope..................................................................................................................................... 3
6.4 Turnaround Coordination/Supervision Requirements................................................................................ 4
6.5 Reporting–Incidents, Accidents and Near-Misses......................................................................................6
6.6 Airside Safety Investigation Procedure...................................................................................................... 8
6.6.1 General............................................................................................................................................ 8
6.6.2 Factual Information.......................................................................................................................... 8
6.6.3 Investigation Procedure................................................................................................................... 8
6.6.4 Analysis............................................................................................................................................9
6.6.5 Conclusion and Causes................................................................................................................... 9
6.6.6 Investigation Follow-up.................................................................................................................... 9
6.7 Monitoring Procedures............................................................................................................................. 11
6.8 Emergency Response Procedures...........................................................................................................15
6.9 Adverse Weather Oversight Procedures..................................................................................................17
END OF SECTION
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6 Airside Safety Operational Oversight
6.1 Introduction
To ensure ground operational safety, all station activities, including, if applicable, those outsourced to
an external third-party ground service provider or its subcontractors, shall be conducted under the
direct oversight of the responsible supervision personnel (person responsible for aircraft loading
supervisory task / turnaround coordinator / dispatcher).
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6.2 Operational Requirements

(a) Supervision personnel must be trained and qualified to perform the assigned functions.
(b) Assigned individuals will provide oversight of personnel conducting, airside operations.
(c) An assigned individual will oversee the aircraft turnaround during ramp/apron activities
ensuring the aircraft is handled and serviced according to Wizz Air requirements. These duties
may be combined with another function/role.
(d) If applicable, checklists are to be provided. They shall be completed as required by the
individual assigned to provide oversight.
(e) Individuals assigned to oversee ground handling operations must have oversight on airside
operations, ground safety and flight schedule.
(f) The person assigned for turnaround coordination will support supervisors personnel to
coordinate and when necessary, direct all operational turnaround activities.
(g) The turnaround coordination shall ensure punctual performance.
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6.3 Supervision Scope

Oversight for an aircraft arrival/departure includes, but is not limited to the following activities:
(a) Aircraft, vehicles and Ground Support Equipment operations and parking.
(b) Arrival
(c) Baggage handling
(d) Cabin equipment
(e) Catering ramp handling
(f) De-icing/anti-icing services and snow/ice removal
(g) Departure
(h) Exterior cleaning
(i) Interior cleaning
(j) Load control document accuracy:
• LIR
• loadsheet
• NOTOC
• other documents, as applicable.
(k) Load control and flight operations

(l) Marshalling
(m) Moving of aircraft
(n) Passenger services
(o) Ramp fuelling/de-fuelling operations
(p) Ramp regulations
(q) Ramp services
(r) Ramp to flight-deck communications
(s) Staff conduct, behaviour and operational practice
(t) Personal Protective Equipment (PPE)
(u) Toilet services
(v) Towing cargo and baggage
(w) Bulk and ULD loading/unloading of baggage and cargo.
(x) Water service
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6.4 Turnaround Coordination/Supervision Requirements

The list below defines elements of actions that require supervision by individuals assigned to oversee
ground handling operations. The Primary task is to stop all unsafe acts.
1) Pre-flight brief conducted regarding flight requirement(s) and services as needed.
2) Pre-arrival check that parking position is free of Foreign Object Damage (FOD), obstacles
and/or spillage.
3) Personnel wearing PPE available and ready.
4) All GSE and personnel positioned outside the Equipment Restraint Area (ERA).
5) Guidance system is activated and marshaller(s)/wing walkers correctly positioned as
applicable.
6) Personnel stay clear of the aircraft, until anti-collision lights have been switched off (exception
applies if Auxiliary Power Unit (APU) is not operational).
7) Aircraft chocked and coned.
8) An arrival walkaround check prior to approach of any ground support equipment is done.
9) Equipment is properly positioned and operated (e.g. guide rails).
10) Cargo holds are offloaded and commodities correctly handled as required.
11) Cargo holds offloaded according to LIR and inspected for damage.
12) Passenger Boarding Bridge (PBB) and/or stairs/steps are set to correct height before. opening
cabin access doors and all safety devices are installed.
13) Aircraft cabin access door operation by authorized and qualified person.
14) During passenger (dis)-embarkation, passenger movement is protected and guided in
walkways between the aircraft and bus or terminal.
15) Passenger walkways are clean of obstacles and free of undesired contaminated substances.
16) Fuel bowser/tank or pumps is properly positioned and escape route not obstructed.
17) Fuel safety zones are respected.
18) Safety precautions for fuelling with passengers on board or boarding are adhered to as
applicable.
19) On-load started and the person responsible for loading oversight, (i.e., Load Master) is in
possession of the LIR.
20) Condition of load is inspected prior to loading.
21) Baggage and cargo loaded and handled in accordance with the LIR.
22) Dangerous Goods (DG) is correctly handled, segregated, secured and stowed.
23) Holds are checked to verify load and locks/nets configuration.
24) Load information is exchanged with all deviations noted.
25) Final load information is provided to flight crew as required.
26) GSE removal procedures are followed.
27) Final ramp inspection and aircraft walk-around check are performed.
28) Chocks and cones removal procedures are followed.
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29) Departure sequences conducted as required.

30) Post departure activities are conducted as required with appropriate document retention.
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6.5 Reporting–Incidents, Accidents and Near-Misses

The Handling Agent shall have procedures for immediate reporting of dangerous goods occurrences
to the appropriate authority under local regulations and to Wizz Air within 24 hours using the form at
the WHA website (Safety - Submit GOR - New) https://wizzaironline.sharepoint.com/sites/external
WHA website Ground Occurrence Report supports confidentiality reporting as login is on station level
and when summiting GOR there is no need to add the name of the reporter or individuals involved in
the occurrence to encourage and facilitate the reporting of events, hazards and/or concerns resulting
from or associated with human performance in ground handling operations.
In the event of an incident or accident, the work must be stopped, the scene must be frozen and
isolated, and the event shall be immediately reported to the line management, Wizz Air OCC, Wizz
Air Ground Operation Manager and as required to local authorities.
In the event of an incident, accident or any occurrence (involving Wizz Air aircraft, passengers or
their baggage) falling under one of the following categories, the Ground Occurrence Report must be
completed within 24 hours using the form at the WHA website (Safety - Submit GOR - New) https://
wizzaironline.sharepoint.com/sites/external
1) Actual or potential taxiway or runway incursion (by aircraft, vehicle or person).
2) Aerodrome security related occurrences (for example: unlawful entry, sabotage, bomb threat).
3) Aircraft or vehicle failure to follow clearance, instruction or restriction while operating on the
movement area of an aerodrome (for example: wrong runway, taxiway or restricted part of an
aerodrome).
4) Boarding equipment removed leading to endangerment of aircraft occupants.
5) Damage to aircraft by ground handling equipment or vehicles including previously unreported
damage.
6) Failure, malfunction or defect of ground equipment used for ground handling, resulting into
damage or potential damage to the aircraft (for example: tow bar or GPU).
7) Fire, smoke, explosions in aerodrome facilities, vicinities and equipment which has or could
have endangered the aircraft, its occupants or any other person.
8) Foreign object on the aerodrome movement area which has or could have endangered the
aircraft, its occupants or any other person.
9) Incorrect handling or loading of passengers, baggage, mail or cargo, likely to have a
significant effect on aircraft mass and/or balance (including significant errors in loadsheet
calculations).
10) Incorrect stowage or securing of baggage, mail or cargo likely in any way to endanger the
aircraft, its equipment or occupants or to impede emergency evacuation.
11) Jet blast, rotor down wash or propeller blast effect.
12) Loss or failure of communication with aircraft, vehicle, air traffic services unit or apron
management service unit.
13) Missing, incorrect or inadequate de-icing/anti-icing treatment.
14) Non-compliance on baggage or passenger reconciliation.
15) Non-compliance with required aircraft ground handling and servicing procedures, especially in
de-icing, refuelling or loading procedures, including incorrect positioning or removal of
equipment.
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16) Passengers or unauthorised person left unsupervised on apron.

17) Push-back, power-back or taxi interference by vehicle, equipment or person.
18) Significant failure, malfunction or defect of aerodrome equipment or system which has or
could have endangered the aircraft or its occupants.
19) Significant spillage during fuelling operations.
20) Transport, attempted transport or handling of dangerous goods which resulted or could have
resulted in the safety of the operation being endangered or led to an unsafe condition (for
example: dangerous goods incident or accident as defined in the ICAO Technical Instructions).
21) Whenever dangerous goods not permitted for carriage on board the aircraft are discovered on
the person of or in the baggage of a passenger. Additionally, subject to local regulations,
relevant report shall be made to the appropriate authority of the state of occurrence.
22) Any occurrence where the human performance has directly contributed to or could have
contributed to an accident or a serious incident.
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6.6 Airside Safety Investigation Procedure

6.6.1 General
The investigation process will be conducted in a logical way by collecting and analyzing facts to
identify root causes as well as contributing and human factors.
6.6.2 Factual Information

In general:
(a) Gather factual information including photographs, testimonials, reports, sketches, video
footage, maps and any other relevant information.
(b) Determine the level of investigation:
1. Basic investigation–an informal inquiry to identify the key elements that led to the event.
2. Formal investigation–a formal inquiry with all parties involved, including legally required
internal and external parties.
6.6.3 Investigation Procedure

In general:
(a) Gather all information available about the event:
1. Identify the circumstances leading up to the event.
2. Review all reports pertaining to the event.
3. Collect all available data (e.g., CCTV and other video footage, photographs, objects,
testimonials, sketches, maps).
4. Identify the people involved and any witnesses.
5. Gather all relevant information concerning the people involved (e.g., roster, training records,
medical information, employee records, assigned task, all reports, any other).
6. Gather all relevant information concerning the technical, environmental and infra structural
conditions.
(b) Conduct interviews with all individuals involved and any witnesses.
(c) Conduct a confirmation site visit if possible.
(d) Confirm whether a Standard Operating Procedures (SOP) are published and available for the
task being performed.
(e) Identify human factors:
1. Communication
2. Stress and timing
3. Fatigue
4. Loss of situational awareness
5. Health condition
6. Use of available resources
7. Staff feedback related to the SOP
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8. Teamwork
9. Knowledge retention and competence.
(f) Technical factors:
1. Use of a GSE
2. Preventive and corrective maintenance records
3. Current technical condition
4. Suitability for the task.
6.6.4 Analysis
Analyze the event by:
(a) Describing the sequence of events as they occurred for each person/element involved.
(b) Identifying any failures in the tasks performed in relation to written instructions.
(c) Identifying any causal links between events.
(d) Documenting a chronological sequence of events that led to the incident/accident as
supported by facts.
(e) Determining which failures contributed to the accident based on factual evidence in relation to
the sequence of events.
(f) Identifying pre-existing and/or new hazards that contributed to the event.
6.6.5 Conclusion and Causes

Specify:
(a) Root causes
(b) Contributing factors
(c) Human factors
6.6.6 Investigation Follow-up

Follow-up the investigation by:
(a) Establishing the following for each root cause:
1. Corrective action requests.
2. Preventive actions requests.
(b) Making safety recommendations that:
1. Address the root causes as well as the contributing and human factors identified as a part
of the investigation.
2. Ensure corrective and preventive action requests will be issued to line management.
3. Provide line management with corrective action plans to address the root causes as well as
contributing and human factors for approval.
4. Ensure that an Action plan implementation is confirmed through a monitoring/audit process.
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5. Ensure that the human factors information in the Airside Safety Investigations form is
completed.
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6.7 Monitoring Procedures

Safety performance monitoring is important to enable management to identify trends that could have
a negative effect on safety. The following checklist is used to monitor safety performance during
turnaround of Wizz Air flights.
Station: Aircraft type: Date:
Flight #: Destination: ATA / ATD (LT):
Yes No N/a
Pre-arrival
Gate area maintained in a continuous “safe/ready to receive”
1.
condition? Stand free of obstacles / GSE available at ETA-5min
2. Fire extinguishing equipment available
3. Is a FOD inspection performed?
If applicable:
the aircraft docking guidance system is operational or, marshalling
4.
personnel are in place;
wing walkers and/or other applicable personnel are present.
Arrival
Marshalling, proper IATA hand signals used? Are wands used
5.
[illuminated in low VIS]
Aircraft chocks positioned as soon as A/C is at complete standstill,
6. engines spooled down? Is the chocks in place signal given to flight
crew?
Do personnel wait until the A/C has stopped, Anti Collision Beacons
7.
are off and engines have spooled down before approaching?
8. Is the a/c correctly chocked and coned?
Does the Dispatcher / nominated person fully inspect the A/C for
9. damage and report any damage found to Captain / Engineer before
any GSE approaches?
10. Ground staff wearing valid driver`s authorisation / I.D pass?
Equipment – condition, positioning, deployment
GSE in good condition? Rubber buffer protection in place and in good
11.
condition?
Does GPU cable have weight bearing hook? If yes, is it used? If no
12.
GPU, mark n/a.
PAX steps approach the A/C at walking pace? Side Guide Rails fully
13.
retracted? Guideperson utilized? Brake check performed?
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PAX Steps are positioned correctly? [1-5cm away from fuselage,
14.
20-25cm below door sill] Stabilisers deployed?
PIGS deployed to guide pax around wingtips? Staff deployed to guide
15.
pax to/from terminal, cross roadways?
Does the beltloader approach the A/C correctly? Guideperson used?
16. Not exceeding walking pace? Handrail stowed? Boom fully down?
Operator seated correctly? Brake check performed?
Is the beltloader positioned correctly? Not in contact with A/C? 1-5cm
17.
away from fuselage? Chocked if required?
Does ALL GSE approach the A/C at walking pace, guideperson used,
18.
brake check performed?
19. Do all employees avoid driving GSE under the wings and fuselage?
Baggage Dollies brakes set? Guideperson used if in close proximity to
20.
A/C?
21. Is the Safety Zone observed at all times?
Loading, baggage, holds, fuelling
Loadmaster checked that all compartments were empty and clean
22.
before start of loading?
Is the baggage loaded to the correct hold in accordance with the
23. Loadsheet? Does it correspond to the Loading Instruction Report
Form?
Ramp agent / loading supervisor is in possession of LIRF – in
24. appropriate completion extend ("Instruction" completed, "Report" – not
completed)?
Are all bags tagged for the correct flight? Does the loader check each
25.
tag?
26. MAX fill line in holds respected?
Cargo nets not hanging out during loading? Nets installed and secured
27.
before hold doors were closed?
Was there any GH staff at the stairs to enforce the LBT bag collection
28.
at dollies?
29. Does fuelling vehicle has clear exit?
30. Bonding cable connected?
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Is the Fuelling Safety Zone respected? Within the FSZ, all personnel
must ensure they:
• Do not smoke.
• Do not use any handheld portable electronic devices including
cellphones, portable music players, portable game units or earpiece
or headset.
• Enter the FSZ only when required by current job task/responsibility.
• Assume that fueling is taking place anytime a fuel vehicle is on the
stand during aircraft servicing and fuel hoses are connected.
• Do not leave vehicle engines running unnecessarily.
31.
• Position all GSE and vehicles so they do not obstruct the fueling
vehicles' escape route; this is not a mandatory requirement for
hydrant type fuelling vehicles but every effort should be made to
ensure a clear exit pathway.
• Do not allow any passengers to enter the FSZ.
• Avoid the use of motorized GSE within the FSZ.
• Do not park any equipment in the FSZ.
• Ensure fuel hoses are protected from damage and all equipment is
kept a minimum of 1m away from any fuel hose on the stand that is
connected between a fuel truck and an aircraft.
Departure
When removing GSE from A/C is a guideperson used? Vehicles driven
32.
at walking pace?
The ramp area surface is inspected and is free of:
• Debris that could cause foreign object damage (FOD);
• Contamination that could be hazardous to aircraft movement;
• Objects that could be impacted by the aircraft or subjected to jet
33. blast effect.
Personnel not involved in the aircraft departure are positioned outside
the ERA.
If applicable, wing walkers and/or other applicable personnel are
present.
Communication is established with the flight crew?
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The aircraft walkaround inspection is completed immediately prior to
the aircraft departing the parking gate or stand ensuring:
• The ramp area surface is free of debris that could cause foreign
object damage (FOD);
• GSE and passenger boarding equipment are detached from the
aircraft;
• GSE and vehicles are positioned clear of the aircraft movement
path;
34. • The aircraft movement path is clear of objects and obstacles;
• Aircraft servicing panels and/or hatches are closed and secured
(except external power and headset panels);
• Aircraft cabin and cargo doors are closed and handles are flush
with the fuselage;
• Any visible aircraft damage or abnormalities are reported to the
flight crew and maintenance;
• Landing gear safety pins are removed?
35. Is the request for chock removal correctly made?

Push-back
Is a guideperson used when connecting the pushback tug to the
36.
towbar?
Is the steering by-pass pin installed prior to the tug and bar
37.
connecting? Is it of the correct type?
If pushing back across a roadway does an employee block the
38.
roadway?
Is the headset operator using the correct IATA hand signals? Are they
39. clear of the nose gear during pushback? Do they clearly show the
steering by-pass pin flag to the Flight Deck crew?
OVERALL PERFORMANCE (COMMENTS)
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6.8 Emergency Response Procedures

The following actions are to be carried out in the event of an emergency in accordance with Wizz Air
and/or Ground Service Provider (GSP) procedures and local regulations.
(a) Communication:
1. with Wizz Air:
(i) Notify Wizz Air OCC Duty Manager via phone +36 1 777 9352, e-mail:
dutymanager@wizzair.com and responsible Ground Operations Manager
(ii) Establish a Crisis Control Center
(iii) Provide regular situation reports
(iv) Maintain the flow of communications/actions
(v) Identify and assemble translators
2. with the airport and other authorities:
(i) Liaise with airport emergency services and local authorities
(ii) Prepare the location and facilities to be used.
(iii) Provide the GSE upon request from the authorities in command
3. with the GSP:
(i) Inform GSP staff
(ii) Conduct an initial briefing
4. with the Passengers, crew and victims, relatives and media: provide regular updates
(b) General Requirements:
1. Deploy of the emergency response team.
2. Provide liaison staff at the emergency location.
3. Provide initial financial assistance to passengers as agreed with Wizz Air.
(c) Passengers and Crew:
1. Assist with the collection of information from passengers, crew and victims
2. Provide assistance and secured private facility for passengers
3. Provide assistance and secured private facility for crew members
4. Assist in repatriation and/or onward travel
(d) Cargo, Baggage and Mail:
1. Assist with the inventory of cargo, baggage and mail carried on the aircraft.
2. Safeguard from loss or damage the baggage, cargo and mail.
3. Arrange for secure storage.
(e) Documentation:
1. Establish station emergency data sheet with contacts, grid maps, facility information sheets.
2. Maintain current emergency contact information of Wizz Air, GSP and local authorities.
3. Collect, preserve, secure and restrict all documentation pertaining to the emergency and
make available to Wizz Air.
4. Support the verification of the passenger list.
5. Maintain a log of events and action taken.
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6. Maintain detailed expense documentation relating to services provided during an

emergency.
(f) Relatives:
1. Assist with the collection of information from family members
2. Provide assistance and secured private facility to family members
3. Assist with reuniting passengers and family members
(g) Facilities:
1. Provide emergency response facilities for Wizz Air staff
2. Assist in the arrival, set-up and operations of Wizz Air's Go team
3. Determine appropriate support services that may be required for continuing emergency
operations
4. Arrange for security at all Wizz Air premises at the airport.
The Handling Agent shall have a system to ensure retention of records of ground accidents and
incidents for a minimum of two years.
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6.9 Adverse Weather Oversight Procedures

Oversight for an aircraft arrival/departure during adverse weather includes, but is not limited to the
activities listed below. Some examples of adverse weather include snowstorms, thunderstorms/
lightning, sandstorms, high winds, hurricanes/typhoons, tornadoes and intense heat. Refer to 3.3
(a) Activities:
1. Aircraft, vehicles and GSE operations and parking
2. Arrival
3. Baggage handling
4. Cabin equipment
5. Catering ramp handling
6. Departure
7. Exterior cleaning.
8. Interior cleaning
9. Load control document accuracy (LIR, Loadsheet etc.)
10. Load control and flight operations
11. Marshaling.
12. Moving of aircraft.
13. Passenger services
14. PRM
15. Ramp fueling/de-fueling operations
16. Ramp regulations
17. Ramp services
18. Ramp to flight-deck communications
19. Staff conduct, behavior and operational practice, PPE
20. Toilet services.
21. Towing cargo and baggage.
22. Bulk loading and unloading of baggage and cargo
23. Water services
(b) Process:
1. Receive notification of adverse weather
2. Acknowledge notification of adverse weather
3. Identify the threat
4. Take action according to established procedures
5. Communicate to all affected parties
6. Ensure compliance with local regulations
END OF SECTION
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7 Annex A: Abbreviations, Definitions and SSR codes................................................................................. 1

7.1 SSR Codes...............................................................................................................................................19
END OF SECTION
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7 Annex A: Abbreviations, Definitions and SSR codes

A/C - Aircraft - Any machine that can derive support in the atmosphere from the actions of the air.
Equivalent Terms: Airplane, Aeroplane, Helicopter.
ACARS – Aircraft Communications Addressing and Reporting System - a digital datalink system for
transmission of short, relatively simple messages between aircraft and ground stations.
Accident (Aircraft) - An occurrence associated with the operation of an aircraft that takes place
between the time any person boards the aircraft with the intention of flight until such time as all such
persons have disembarked in which a person is fatally or seriously injured, the aircraft sustains
substantial damage, or the aircraft is missing or is completely inaccessible. Equivalent Terms: Aircraft
Accident, Hull Loss.
ADL – Addition and deletion list.
AGM – Aircraft Ground Movement.
AHM – Airport Handling Manual - A manual published by IATA that defines industry standards in the
following areas relevant to airline ground operations: Passenger Handling, Baggage Handling, Cargo
and Mail Handling, Aircraft Handling and Loading, Load Control, Airside Management and Safety,
Aircraft Movement Control, Ground Handling Agreements, Airport Handling Ground Support
Equipment Specifications, Environmental Specifications for Ground Handling Operations.
Aircraft Access Doors - Doors that provide access to the passenger cabin or lower compartment(s),
which may be actuated manually or by electrical, hydraulic or pneumatic means.
Aircraft Ground Movement - Operations associated with moving of an aircraft on the ground, to
include aircraft taxi-in, aircraft pushback, aircraft taxi-out, aircraft powerback, aircraft towing. See
Aircraft Pushback, Aircraft Powerback, Aircraft Taxi-in, Aircraft Taxi-out, Aircraft Towing.
Aircraft Handling - Activities associated with servicing of an aircraft on the ground, including aircraft
access, equipment attachment and removal, and operation of vehicles and equipment in the
immediate vicinity of the aircraft.
Aircraft Maintenance Manual (AMM) - A manual produced and continuously updated by the aircraft
manufacturer that contains procedures relating to the maintenance of aircraft, engines and
components.
Aircraft Marshalling - The detailed direction of an aircraft from outside by a marshaller who is in a
position to see the aircraft exterior as well as areas on and adjacent to the path over which the
aircraft is moving.
Aircraft Operations - All activities associated with the operation of an aircraft on the ground and in the
air.
Aircraft Pallet - A flat platform with flat undersurface of standard dimensions, on which cargo,
baggage or mail is grouped and restrained by a compatible aircraft pallet net before being loaded as
one unit onto the aircraft, and which is designed to be directly restrained by the aircraft Cargo
Loading System (CLS). Note: See aircraft unit load device.
Aircraft Pallet Net - Net used for restraining load onto an aircraft pallet. Note: See aircraft Unit Load
Device and Cargo Restraint System.
Aircraft Powerback - Rearward moving of an aircraft from a parking position to a taxi position by use
of the aircraft engines.
Aircraft Pushback - Rearward moving of an aircraft from a parking position to a taxi position by use of
specialized ground support equipment. Equivalent Term: Pushback.
• Nose gear-controlled pushback includes either the towbar method, where the rearward movement
and steering of the aircraft is controlled by a tractor and towbar attached to the nose gear, or the
towbarless method, where a tractor is attached directly to the nose gear.
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• Main gear-controlled pushback utilizes a tractor that grasps the aircraft main gear tires to provide
rearward movement, and directional control is provided from the flight deck through use of the
nose wheel steering system.
Aircraft Stand - A designated area on an apron intended for parking an aircraft. Equivalent Terms:
Stand, Parking Stand.
Aircraft Taxi-in - Forward moving of an aircraft into a parking position by use of the aircraft engines.
Aircraft Taxi-out - Forward moving of an aircraft from a parking position by use of the aircraft engines.
Aircraft Towing - Moving of an aircraft, other than aircraft pushback, by use of specialized ground
support equipment.
• Maintenance towing. Towing an aircraft without passengers, without cargo, with minimum fuel on
board.
• Operational/Dispatch towing. Towing an aircraft, loaded with passengers and/or fuel, and/or cargo,
to/from the terminal gate or parking area, to/from a remote location.
• Repositioning towing. The movement of an aircraft to/from remote parking purposes. An aircraft
can be loaded with cargo or fuel.
Aircraft Type - All aircraft of the same basic design, including all modifications except those
modifications which result in a change of handling, flight characteristics or flight crew complement.
Airside - The movement area of an airport, adjacent terrain and building or portions thereof, access to
which is Controlled.
Airside Safety - To ensure an acceptable level of safety by personnel in the performance of duties in
the Airside areas of an airport.
Airworthiness - The status of an aircraft, engine, propeller or part when it conforms to its approved
design and is in a condition for safe operation.
Anti-Icing - A precautionary process for protecting clean aircraft surfaces against the formation of ice
and frost, and the accumulation of snow and slush for a limited period of time.
AOC - Air Operator Certificate.
AOG – Aircraft on Ground.
API – Advanced Passenger Information.
Apron - A defined area on an airport intended to accommodate aircraft for loading or unloading of
passengers or cargo, or for fueling, parking or maintenance. Equivalent Term: Ramp.
APU – Auxiliary Power Unit.
ASU – Air Start Unit.
Arrival Hall - The area of the airport where passengers collect their baggage on arrival. Exiting this
area may involve passing through customs for international journeys.
Arrival Time - When the aircraft has taxied onto stand, has come to a stop and the anti-collision lights
have been switched off.
Assessment - The process by which an Assessor determines how well a trainee’s performance fulfils
the required course competences. The process may include a demonstration of knowledge,
proficiency and/or competence as required and appropriate. The assessment can be conducted
using a range of methods, e.g. written, digital and/or practical, however it shall be conducted against
a defined set of criteria. All assessments shall be documented accordingly.
ATA – Actual Time of Arrival.
ATC – Air Traffic Control.
ATD – Actual Time of Departure.
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ATR – Automatic Tag Reader.

Authority (Regulatory) - A government agency or other administrative body that exercises regulatory
or oversight control over operations or activities within a defined jurisdiction.
Authority - The delegated power or right to:
• Command or direct;
• Make specific decisions;
• Grant permission and/or provide approval;
• Control or modify a process.
AVIH – Live Animal in hold/Animal Vivant in Hold - Live animals that are carried in the pressured and
heated aircraft hold.
AWB – Air Way Bill.
Baggage - The personal property or other articles of a passenger or crew member that is transported
on an aircraft. Equivalent Term: Luggage.
Baggage Build - The build location is the allocated output for baggage from the BHS. Bags will be
loaded into ULDs or baggage carts at this point, and generally, bags will be reconciled here.
Baggage Reconciliation - A security process that matches a passenger with his or her checked
baggage, and ensures the passenger and baggage travel together on the same aircraft.
Behavior - The way a person responds, either overtly or covertly, to a specific set of conditions, which
is capable of being measured.
Best Practice - A strategy, process, approach, method, tool or technique that is generally recognized
as being effective in helping an operator to achieve operational objectives.
BIG – Outsized cargo.
BHS – Baggage Handling System.
BLND – Blind passenger .
BRM – (IATA) Baggage Reference Manual.
BRS – Baggage Reconciliation System.
CAA – Civil Aviation Authority.

Cabin Access Door - Door in the aircraft fuselage utilized for gaining entry and exiting the passenger
cabin. Equivalent Term: Cabin Entry Door.
Cabin Baggage - Baggage that is or is intended to be brought onto an aircraft in the custody of a
passenger or crew member for stowage in the cabin. Equivalent Terms: Hand Baggage, Unchecked
Baggage, Carry-on Baggage.
Cabin Crew - Crew members other than flight deck crew.
Calibration - The application of specifically known and accurately measured input to ensure an item
will produce specifically known output which is accurately measured or indicated. Calibration includes
adjustment or recording of corrections, as appropriate.
Captain - A person qualified to be the pilot-in-command of an aircraft. See PIC. Equivalent Term:
Commander.
Cargo - Is equivalent to the term “goods”, means any property carried or to be carried in an aircraft,
other than mail or other property carried under the terms of an international postal convention,
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baggage or property of the carrier; provided that baggage moving under an air waybill or a shipment
record is cargo.
• Revenue cargo–Cargo that is transported on an aircraft for commercial purposes; generates
revenue for the operator.
• Non-revenue cargo–Cargo that is transported on an aircraft for non-commercial purposes; does
not generate revenue for the operator.
Equivalent Term: Freight.
Cargo Aircraft - An aircraft, other than a passenger aircraft, that is carrying only cargo. Cargo aircraft
may be of different types, as given below:
• AC: Only cargo and configuration cannot be readily changed to carry passengers.
• QC: Quick Change airplanes, designed to carry passengers OR cargo, but not a combination, on
the main floor.
• When operated in the Cargo configuration, the standards applicable to ‘all cargo’ operations will
apply.
• Combi: Planes that can accommodate both passengers and cargo in different proportions on the
main floor.
See Cargo, Passenger Aircraft.
Cargo Compartment - The area of an aircraft that may be utilized or the transport of cargo, and/or
baggage. There are different classifications of cargo compartments and, depending on aircraft type
and/or configuration, some cargo compartments are accessible by the crew in flight, while others are
not. Equivalent Terms: Cargo Hold, Cargo Area, Baggage Hold, Baggage Compartment.
Cargo Compartment Fire Suppression System - A portable or built-in method for fire suppression that
does not cause dangerous contamination of the air within the aircraft, and provides a means to
contain, or to detect and extinguish, fires that might occur in such a way that no additional danger to
the aircraft is caused. Such systems cannot affect the ability of the flight crew to maintain controlled
flight and may also take into account a sudden and extensive fire such as could be caused by an
explosive or incendiary device or dangerous goods. In aircraft with cargo compartments accessible to
the flight crew or from the passenger compartment (combi aircraft), a crewmember with access to a
fire extinguisher, approved or accepted for the purpose by the State of the Operator, can satisfy the
means for fire suppression. Such crew member action when used in combination with fixed fire
detection systems and fire resistance materials, in the applicable areas, as approved or accepted by
the State, meets the definition of a fire suppression system.
Cargo Loading System (CLS) - A conveyor system installed on the floor of an aircraft that allows
loading and unloading of unit load devices (ULDs) into the aircraft; incorporates a suitable restraint
system to secure ULDs in the parked position. Equivalent Term: In-plane Loading System.
Cargo Restraint System - A system in the aircraft designed to keep cargo from moving within the
aircraft as a result of loads exerted during normal and emergency aircraft ground and flight
maneuvers; includes nets, seat tracks, pallet locks, side restraints, and roller trays; may also include
a 9G cargo net or 9G rigid barrier/bulkhead (i.e. a net or barrier that is stressed for a load of nine Gs
of force) when cargo is carried on the same deck as the flight deck and/or passengers or
supernumeraries). Equivalent Term: 9G system Centre of Gravity.
CBBG – Cabin Seat Baggage.
Centre of Gravity - (C of G). Point at which an aircraft would balance if it were possible to suspend it
at that point.
CFSS – Cargo Fire Suppression System.
CG – Center of Gravity.
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CGO – Cargo Operations.

CGM – Cargo and Mail Handling.
Checked Baggage - Passenger baggage that has been taken into custody by the Operator, and for
which a baggage claim check has been issued to the passenger; includes cabin baggage that has
been taken from a passenger and loaded into the hold (e.g. due to physical size/weight restrictions,
lack of cabin stowage space). Equivalent Terms: Hold Baggage, Registered Baggage, Registered
Luggage.
CLC – Centralized Load Control.
CLS – Cargo Loading System - A conveyor system installed on the floor of an aircraft that allows
loading and unloading of unit load devices (ULDs) into the aircraft; incorporates a suitable restraint
system to secure ULDs in the parked position. See Unit Load Device (ULD). Equivalent Term: In-
plane Loading System.
COMAIL – Company Mail.
COMAT (Company Material) - Any non-revenue cargo that is owned by or is for use by the operator,
and is transported on the operator's aircraft. See Cargo. Equivalent Term: Company Supplies.
Combined flights - two or more flights which are consolidated and operated by a single aircraft.
Commander - See PIC.
Compliance - The state of being in accordance with rules or requirements specified in standards or
regulations.
Connection Baggage - Baggage that is connecting between flights during the baggage journey.
Conformity - Fulfillment of specifications contained in standards or recommended practices.
Conformity means specifications are documented and/or implemented by the Operator/Provider.
CPM – Container/Pallet Distribution Message.
Crew Baggage - Baggage which is the property of operating crew or supernumerary, which is
separate.
Crew Member - A member of either the flight crew or the cabin crew; when used in the plural (i.e.
crew members), refers to flight and cabin crew members collectively. Equivalent Terms: Flight Crew
Member, Cabin Crew Member.
Customer Airline - An air operator that has entered into a contractual agreement with an external
services provider for the conduct of specified operational functions for the airline. Equivalent Term:
Client Airline.
DAA – Delivery at Aircraft.

Dangerous Goods (DG) - Articles or substances that are capable of posing a risk to health, safety,
property or the environment, and that are shown in the list of dangerous goods in the ICAO Technical
Instructions or IATA Dangerous Goods Regulations (DGR), or are classified according to those
Instructions or Regulations.
• Accessible Dangerous Goods–Dangerous goods cargo that has been loaded onto a cargo aircraft
in a manner that permits access by a crew member or other authorized person in flight.
• Inaccessible Dangerous Goods–Dangerous goods cargo that has been loaded onto a cargo
aircraft in a manner that does not permit access in flight. See Dangerous Goods Regulations
(DGR), Technical Instructions.
Equivalent Term: Hazardous Materials

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Dangerous Goods Regulations (DGR) - A document (manual) published by IATA in order to provide
procedures for the shipper. The operator and the provider that delivers ground handling services for
an operator, by which articles and substances classified as dangerous goods can be safely
transported by air on commercial flights. Information in the DGR is derived from the ICAO Technical
Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Technical Instructions).
Database - Any structured collection of information, records or data that are specifically organized in
a system for rapid search and retrieval.
• Electronic Database–A database whereby information is accessed and managed electronically
through use of a computer.
DCS – Departure Control System.
De-icing/Anti-icing - A process that combines both de-icing and anti-icing, which can be performed in
one or two steps.
Defect - Any confirmed abnormal condition associated with an aircraft, aircraft engine or aircraft
component.
• Major Defect–a defect in that could affect the safety of the aircraft or cause the aircraft to become
a danger to person or property.
Departure Control System (DCS) - An automated method of performing check-in, capacity and load
control, and dispatch of flights.
Departure Time - When the anti-collision light is turned on.
Deportee - a person who had legally been admitted to a State by its authorities or who had entered a
State illegally, and who at some later time is formally ordered by the competent authorities to leave
that State, a person under arrest; a person who has to be transported to another State for legal
reasons; or person who has applied for asylum and is transferred to the state responsible for the
application; a person described by the term “Dublin Convention” as reasons for transportation.
Following codes are used to designate deportees:
• DEPA – deportee accompanied: a deportee who is escorted by security escorts during flight.
• DEPU – deportee unaccompanied: a deportee who is not escorted by security escorts during
flight.
DIP – Diplomatic Cargo.
DG – Dangerous Goods.
DGSL – Dangerous Goods and Special Loads.
DGR – (IATA) Dangerous Goods Regulations.
Disabled passenger - a passenger whose physical, medical or mental condition requires individual
attention (on embarking and disembarking, during flight, in an emergency evacuation, during ground
handling) that is not normally extended to other passengers.
Disruptive Passenger - A passenger who fails to respect the rules of conduct at an airport or on board
an aircraft or to follow the instructions of the airport staff or crew members and thereby disturbs the
good order and discipline at an airport or on board the aircraft. Equivalent Term: Unruly passenger.
DIV – Aircraft Diversion Message.
DLW – Dead Load Weight.
DOI – Dry Operating Index.
DOW – Dry Operating Weight - Basic weight plus operational items, such as crew, crew baggage,
flight equipment and pantry.
DPNA – Disabled passenger with intellectual or developmental disability needing assistance.
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EAT – Foodstuff.
EDP – Electronic Data Processing - Electronic data processing system (computer).
EFB – Electronic Flight Bag.
EIC – Equipment in Compartment.
Emergency Exit - A door, window exit, or any other type of exit (e.g. hatch, tail cone exit) used as an
egress portal to allow maximum opportunity for cabin evacuation within an appropriate time period.
Engine (Aircraft) - The basic aircraft engine assembly plus its essential accessories as supplied by
the engine manufacturer.
ERA - Equipment Restraint Area - The area of the apron bordered by a red line known as the
Equipment Restraint Line, or otherwise indicated, in which an aircraft is parked during ground
operations. Equivalent Term: Equipment Safety Area.
ERP – Emergency Response Plan.
EASN – Emotional Support Animal, Passenger with emotional support animal in cabin.
ETA – Estimated/Expected Time of Arrival.
ETL – Electronic Ticket List.
EZFW – Estimated Zero Fuel Weigh.
Family member - A parent, sibling, child, spouse, grandparent, or grandchild.

Fatigue - A physiological state of reduced mental or physical performance capability resulting from
sleep loss, extended wakefulness, circadian phase, and/or workload (mental and/or physical activity)
that can impair a person's alertness and ability to perform safety-related operational duties.
Flight Crew - The crew members whose duties required them to be on the flight deck, essential to the
operation of an aircraft, the number and composition of which shall not be less than that specified in
the operations manual and shall include flight crew members in addition to the minimum numbers
specified in the flight manual or other documents associated with the certificate of airworthiness,
when necessitated by considerations related to the type of aircraft used, the type of operation
involved and the duration of flight between points where flight crews are changed. For each flight, the
flight crew members shall include the Pilot-in-Command and may include, as appropriate:
• One or more Co-Pilots;
• When a separate flight engineer's station is incorporated in the design of an aircraft, one flight
engineer especially assigned to that station, unless the duties associated with that station can be
satisfactorily performed by another flight crew member, holding a flight engineer license, without
interference with regular duties;
• One member who holds a flight navigator license in all operations where, as determined by the
State of the Operator, navigation necessary for the safe conduct of the flight cannot be adequately
accomplished by the pilots from the pilot station;
• One member who holds a valid license, issued or rendered valid by the State of Registry,
authorizing operation of the type of radio transmitting equipment to be used.
FOD – Foreign Object Debris.
FPU - Fixed Power Unit.
Fragile baggage - Baggage that is declared as fragile by the passenger.
FSZ – Fueling Safety Zone.
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Fuel (Flight Planning) - The following terms refer to fuel values used during the flight planning
process.
• Taxi Fuel – The fuel required from engine start to the start of take-off roll.
• Trip Fuel – The amount of fuel planned to be consumed from take-off to the station of first intended
landing Alternate Fuel, Holding Fuel, Contingency Fuel, Reserve Fuel, Additional Fuel and/or
Tanker Fuel.
• Takeoff Alternate Fuel - the amount of fuel on board less the fuel consumed before the take-off
run.
Fueling Safety Zone - An area with associated restrictions that is established on the ramp around the
aircraft fuelling receptacles, tank vents, and around the fuelling equipment during aircraft fuelling
operations. Equivalent Term: Refueling Safety Zone.
GADM – Global Aviation Data Management.

Gate Delivery Items - Items that are carried by the passenger to the gate and then placed in the hold
for the flight.
GHM – Ground Handling Manual.
GHSP - Ground Handling Services Provider (GHSP) - A provider acting as the handling agent for one
or more customer airlines, providing one or more of the ground services as defined in SGHA. See
Provide
GOM – Ground Operations Manual.
GOM - Ground Operations Manager.
GPU – Ground Power Unit.
Ground Handling - The ground services necessary for the arrival and departure of an aircraft at an
airport, other than air traffic services.
Ground Operations - The conduct of activities associated with the ground services that comprise
ground handling. See Ground Handling.
GSP - Ground Services Provider - A provider acting as the handling agent for one or more customer
airlines, providing one or more of the ground services as defined in SGHA. See Provider.
GSE - Ground Support Equipment - can be defined as any piece of mobile equipment, whether or not
powered or self-propelled, purpose designed, built and used for ground handling, servicing or field
maintenance of aircraft on the ramp area of an airport.
Hazard - A condition, situation or object with the potential of causing unsafe aircraft operations,
injuries to personnel, damage to equipment or structures, loss of material, or reduction of ability to
perform a prescribed function.
HEA – Heavy items/loads – over 150 KGS.
Heavy baggage - Baggage that exceeds 20KG in weight and shall be labelled to notify handlers.
HEPA – High-Efficient Particular Air (HEPA) filters.
Hold - See Cargo Compartment.
Hold Baggage - Any baggage that is carried in the hold of passenger aircraft. See Checked Baggage.
Human Factors Principles - Principles applied to aeronautical design, certification, training,
operations and maintenance to ensure equipment, systems, processes and procedures take into
account human capabilities and limitations, as well as the safe interface between the human and
system components, for the purpose of optimizing human performance and reducing human error.
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HUM – Human Remains.
IATA - International Air Transport Association.

ICAO – International Civil Aviation Organization.
ICAO Annexes - Additional sections to the ICAO Convention, which are guidelines provided for the
various national aviation authorities for use in developing the civil aviation rules and regulations that
govern flight operations in their respective states. Equivalent Term: Annexes.
ICHM - IATA Cargo Handling Manual - An IATA manual that contains the latest procedures and
recommended practices for the safe and efficient handling of cargo.
IDQP – IATA Drinking Water Quality Pool.
IFE – In-flight Entertainment.
IFQP – IATA Fuel Quality Pool.
IGOM – IATA Ground Operations Manual - An IATA produced manual that is the source for the latest
industry-approved standards harmonizing ground handling processes and procedures for frontline
personnel. See Airport Handling Manual (AHM).
Implemented (Operations) - The state of an operational specification as being established, activated,
integrated, incorporated, deployed, installed, maintained and/or made available as part of the
operational system, and monitored and evaluated as necessary for continued effectiveness.
INAD - Inadmissible Passenger - A passenger who is, or will be, refused admission to a country or is
refused onward carriage (e.g. lack of a visa or expired passport).
Incident (Aircraft) - An occurrence (i.e. aircraft damage, injury, equipment damage, loading event/
irregularities, aircraft servicing issues) other than an accident associated with the handling of the
aircraft.
Incompatible (Dangerous Goods) - Description of dangerous goods which, if mixed, would be liable to
cause a dangerous evolution of heat or gas or produce a corrosive substance.
Infant - A child that, for the purpose of identification as a passenger, is defined as being less than two
years of age, but not less than two weeks old on the date of travel.
Integral Airstairs- Stairway contained within or built into the aircraft fuselage, which may be deployed
on the ground to provide a means for persons to enter or exit the aircraft. Equivalent Term: Integral
Stairway.
IOSA – IATA Operational Safety Audit.
IPA – Isopropyl Alcohol Solution.
IPM – IOSA Program Manual.
IRM – IATA Reference Manual for Audit.
ISAGO – IATA Safety Audit for Ground Operations.
ISARPs – IOSA Standards and Recommended Practices.
ISM – IOSA Standards Manual.
ISO – International Organization for Standardization.
Items with a Limited Release Tag - Items that are carried by the airline without accepting liability for
damage or loss due to a pre-existing condition (i.e. baggage noticed as being damaged upon
acceptance, baggage arriving to check-in late), etc.
Job Card - See Task Card. Equivalent Term: Work Card.

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Jump Seat - A seat located at the rear of the flight deck and/or in the cabin or cargo compartment for
use by crew members, supernumeraries, cargo attendants, observers or other approved persons.
KG – Kilogram(s).
KPI – Key Performance Indicator(s).
Landing gear safety pin - prevents gear retraction. Equivalent Terms: Downlock Equipment–NLG &
MLG.
LAR – (IATA) Live Animal Regulations.
Late arrival - of the inbound aircraft flight.
Late Baggage - Baggage that has arrived late for a flight or late at the reclaim carousel.
Lavatory - A compartment or closet installed on an aircraft, with a toilet and typically washing facilities
inside, which has structural walls and a door that, when closed, creates a fully enclosed and isolated
interior space not visible from outside the compartment. Equivalent Term: Toilet.
LAW – Landing Weight.
LDM – Load Message.
LEBG – legs in cast – for passengers with both legs in a full cast.
LEP – List of Effective Pages.
LI – Lithium Ion (Battery).
LIR – (Aircraft) Loading Instruction Report.
Live Animals Regulations (LAR) - A document (manual) published by IATA in order to provide
procedures for shippers, freight forwarders, Operators and animal care professionals for the transport
of animals by air in a safe, humane and cost- effective manner, and in compliance with airline
regulations and animal welfare standards.
LMC – Last Minute Changes.
Load - Everything, including persons and items, but not including fuel, that is carried in an aircraft and
is not included in the basic operating weight of the aircraft.
Load Control - Process that ensures that an aircraft is safely and economically loaded for flight.
Load Planning - The part of the load control process that ensures a load is planned for safe
transportation onboard the aircraft.
Loading Instruction - Instructions for loading of the aircraft produced by Load Control for the person
responsible for aircraft loading.
Loading Instruction Report (LIR) - The Loading Instruction, signed by the person responsible for
aircraft loading, reflecting the actual loading and includes any deviations that occurred during aircraft
loading.
Load sheet - A legal document which states the weight data and the balance condition of the loaded
aircraft for each individual flight. The term load sheet includes provisional load sheet, final load sheet,
ACARS Load sheet or any other approved transmission.
LOD – Load Control.
MAAS – Meet and Assist.

MAC – Mean Aerodynamic Chord - The average length of the chord (Width) of the aircraft wing.
Mail - Dispatches of correspondence and other items tendered by and intended for delivery to postal
services in Accordance with the rules of the Universal Postal Union (UPU).
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Maximum Landing Weight (MLW) - Maximum allowed weight of the aircraft at landing.
Maximum Take-off Weight (MTOW) - Maximum allowed weight of the aircraft at take- off.
Maximum Zero Fuel Weight (MZFW) - Maximum allowed weight of the aircraft excluding fuel.
MCT – Minimum Connecting Time.
MEDA – Medical Assistance, company medical clearance may be required.
Mishandled Baggage - Checked baggage that has been involuntarily or inadvertently separated from
passengers or crew members.
MLG – Main Landing Gear.
Mobility Devices or Devices - Devices used by passengers to assist in their journey.
Mobility equipment - any equipment the purpose of which is to provide mobility to disabled persons or
persons with reduced mobility or assist them in their mobility.
Monitoring - The process of observing, checking, measuring and/or assessing the performance of
operations or operational functions for the purpose of determining if, or verifying that, operational
requirements are being fulfilled. See Also Operational Function (Aircraft Operations).
Movement Area - That part of an airport to be used for the take-off, landing and taxiing of aircraft,
consisting of the maneuvering area and the apron(s).
MVT – Aircraft Movement Message.
National Aviation Authority (NAA) - The regulatory authority that governs civil aviation within a state.
See Regulatory Authority. Equivalent Term: Civil Aviation Authority (CAA) Examples: CAA, FAA,
DGAC, CASA. In this manual the term Authority has the same meaning as the National Aviation
Authority Of the State of the Operator.
NLG – Nose Landing Gear.
Nose gear steering bypass pin - Deactivates the steering function. Equivalent Term: Nose Wheel
Steering deactivation pin, Lock pin-Nose Gear Towing Lever, Steering Bypass Pin.
NOTOC – Notification to Captain - Accurate and legible written or printed information provided to the
Pilot in Command concerning dangerous goods shipments or other special cargo that is to be carried
onboard the aircraft. Equivalent Terms: NOTAC (Notification to Aircraft Commander), NOPIC
(Notification to Pilot-in-command).
OEM – Original Equipment Manufacturer.

OIR – Offloading Instruction Report.
Operational (Outside Company Control) - air traffic control, Customs, Immigration or port health
formalities, weather (at origin, destination or en-route whilst weather problems remain), industrial
dispute outside Wizz Air, airport operational deficiencies.
Operational (Within Company Control) - includes absence of any member of the crew, lateness of
passenger’s surface transport, late documentation, loading.
Operations - The recurring activities of an organization directed toward delivering a product or
service.
Operator - An organization that holds an Air Operator Certificate (AOC) and engages in commercial
passenger and/or cargo air transport operations. Equivalent Terms: Air Operator, Airline.
Other travel documents - there are other travel documents, which may not always have the same
legal effect as passports and are valid only for limited countries and purposes. Therefore, it is always
necessary to check carefully whether the country of the passenger’s destination and transit
recognizes such documents, even if such documents bear an endorsement for such countries.
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Such travel documents may be identification cards, travel certificates, military I/D cards, seaman
discharge books and records, affidavits, etc.
Birth Certificates: in the case where birth certificate is stated as an accepted document for the
destination country, then the government issued (state/county) birth certificate is meant (not e.g.
hospital issued). The term Birth Certificate covers government issued birth certificates, and may also
include such documents as: Birth Registration (Certificate; Certificate of Notice); Notification of Birth
(Certificate; Registration; Certification); Certificate of Live Birth; etc.
Outsourcing - The business practice whereby one party (e.g. an operator or provider) voluntarily
transfers, usually under the terms of a contract or binding agreement, the conduct of an operational
function to a second party. Under outsourcing, the first party retains responsibility for the output or
results of the operational function even though it is conducted by the second party.
PAB – Passenger and Baggage Handling.

Passenger - Person that is transported onboard an aircraft by an operator, mostly for commercial
purposes, who is not:
• An operating crew member;
• A supernumerary.
Non-operating crew members, company employees and employee dependents occupying

passenger seats on passenger flights are considered passengers.
Passenger Aircraft - An aircraft that carries passengers.
Passenger Boarding Bridge - A telescoping corridor that extends from an airport terminal to an
aircraft for the boarding and disembarkation of passengers. Equivalent Terms: Jetway, Air Bridge,
Boarding Bridge, Loading Bridge, Loading gate, Boarding Gate.
Passenger Flight - A flight that carries passengers.
Passenger with Reduced Mobility (PRM) - Passengers whose mobility is reduced due to physical
disability (locomotor or sensory) intellectual impairment, age, illness or any other cause of disability
and who need some degree of special accommodation or assistance over and above that provided to
other passengers.
PBB – Passenger Boarding Bridge.
PCA – Pre-conditioned Air.
PCR – Perishable Cargo Regulations.
PED – Portable/Personal Electronic Device - an item of electrically powered equipment that uses
internally or externally supplied electrical power and is of a size that enables it to be portable. This
includes devices that may be brought on board aircraft by passengers, such as:
(a) laptop computers and mobile phones;
(b) devices that are provided to the passengers by the aircraft crew, e.g. Digital Versatile Disc
(DVD) players for on-board entertainment; and
(c) devices that may be used by the aircraft crew when performing their duties, e.g. duty free
point of sale equipment.
Personal Protective Equipment (PPE) - Equipment or clothing worn by personnel to protect against
operational injury and health hazards.
PETC – Pet in Cabin.
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PIC – Pilot-in-Command - The pilot designated by Wizz Air as being in command of the aircraft and
charged with responsibility for the operational control and safe conduct of a flight. Equivalent Terms:
Aircraft Commander, Captain, Commander.
PIL – Passenger Information list.
Plan - The formulation of action or series of actions designed to achieve a defined end result.
PNL – Passenger Name List.
PNR – Passenger Name Record.
POC – Portable Oxygen Concentrator.
Policy - The stated intentions and direction of an organization.
Policy and Procedure Manual (PPM) - is a generic name; an equivalent manual with a different name
is an acceptable alternative (e.g. Ground Operations Manual, Ramp Handling Manual, Passenger
Handling Manual, as applicable to the operations).
PPE – Personal Protective Equipment.
PPM – Passenger Protection Message.
PPU – Power Push Unit.
Priority Baggage - Baggage belonging to commercially important passengers.
PRM – Passenger with Reduced Mobility.
Procedure - An organized series of actions accomplished in a prescribed or step-by-step manner to
achieve a defined result.
Process - One or more actions or procedures implemented in a coordinated manner to achieve a
goal, a defined result or to satisfy a requirement.
Program - An organized set of processes directed toward a common purpose, goal or objective.
Provider - An organization that delivers services (e.g. maintenance, ground handling, training) to an
air operator on a contractual basis. See Ground Services Provider (GSP). Equivalent Terms: Service
Provider, Service Vendor.
PTL – Passenger Transfer List.
PTM – Passenger Transfer Message.
PSM – Passenger Service Message.
PWD – Passenger with Disabilities.
QA – Quality Assurance.
QC – Quality Control.
Ramp - See Apron.

Ramp Operations - All aircraft activities that occur on an airport ramp area. Equivalent Term: Tarmac
Operations.
RCA – Root Cause Analysis.
Reactionary - resulting from weather, technical or operational problems having occurred earlier. This
reason may be used for up to 24 hours thereafter.
Regulatory Authority - An organization designated or otherwise recognized by the government of a
state for regulatory purposes, which issues rules and regulations in connection with protection and
safety.
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Requirement - A specification that is considered an operational necessity; compliance is typically

mandatory.
Responsibility - An obligation to execute or perform assigned functions, duties, tasks or actions;
typically includes an appropriate level of delegated authority; implies holding a specific office, title, or
position of trust. See Authority.
Risk - See Safety Risk.
Root Cause Analysis - A method of analysis that focuses on identifying the root cause(s) of an
undesirable situation or condition.
RUSH Baggage - Baggage that has missed the flight for which it was intended and will now travel
without the passenger for the remainder of the journey.
Safety Action Group (SAG) - A high level tactical committee within an SMS that comprises
designated line managers and representatives of front-line personnel; takes strategic direction from
the SRB and addresses the implementation and effectiveness of risk control actions in operations.
See Safety Management System (SMS) and Safety Review Board (SRB).
Safety Assurance - The component of a safety management system that comprises processes for:
• Safety performance monitoring and measurement;
• The management of change;
• Continual improvement of the SMS.
Safety Audit - An independent and documented examination of activities, records, systems,
programs, processes, procedures, resources and/or other elements of operations to verify an
operator's/provider's safety performance and validate the effectiveness of existing risk controls.
Safety Culture - The extent to which an organization actively seeks improvements, vigilantly remains
aware of hazards, and utilizes systems and tools for continuous monitoring, analysis, and
investigation; includes a shared commitment by personnel and management to personal safety
responsibilities, confidence in the safety system, and a documented set of rules and policies. The
ultimate responsibility for the establishment and adherence to sound safety practices rests with the
management of the organization.
Safety Data - A defined set of facts or set of safety values collected from various aviation-related
sources, which is used to maintain or improve safety. Safety data is typically collected from proactive
or reactive safety-related activities, such as:
• Accident or incident investigations
• Safety reporting
• Continuing airworthiness reporting
• Operational performance monitoring
• Inspections, audits, surveys, and/or
• Safety studies and reviews.
Safety Harness - A seat harness consisting of a seat belt and shoulder straps that, when fastened,
retains a person's torso Secure in the seat. To provide greater upper body movement, the seat belt
may be used independently with the shoulder straps unfastened.
Safety Information - Safety data that is processed, organized or analyzed in a given context so as to
make it useful for safety management purposes. See Also Safety Data.
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Safety Management System (SMS) - A systematic approach to managing safety within an

organization, including the necessary organizational structures, accountabilities, policies and
procedures. As a minimum, an SMS:
• Identifies safety hazards;
• Ensures that remedial action necessary to maintain an acceptable level of safety is implemented;
• Provides for continuous monitoring and regular assessment of the safety level achieved; and
• Aims to make continuous improvement to the overall level of safety.
Safety (Operational) - The state in which the possibility of harm to persons or of property damage is
reduced to and maintained at or below an acceptable level through a continuing process of hazard
identification and safety risk management. The term safety used in the ISM and the ISSM refers to
the management of safety and/or security risks that have the potential to affect aircraft operations.
The term safety used in the GOSM refers to the management of safety and/or security risks that have
the potential to affect aircraft or ground operations. See Aircraft Operations.
Safety Performance Indicator - A data-based safety parameter used for monitoring and assessing
safety performance.
Safety Promotion - The component of an SMS that provides support for the processes associated
with safety risk management and safety assurance, and defines:
• Training and education;
• Safety communication.
See Safety Assurance, Safety Management System (SMS) and Safety Risk Management.
Safety Review Board (SRB) - A strategic committee within an SMS that comprises senior
management officials; addresses high level safety issues associated with an operator's policies,
resource allocation organizational performance monitoring. See Safety Management System (SMS)
and Safety Action Group (SAG).
Safety Risk - The projected severity and likelihood of occurrence of an adverse consequence or
outcome from an existing hazard. A projected outcome could be an accident, but an intermediate
unsafe event or consequence might be identified as the most credible outcome. See Safety Risk
Assessment (SRA).
Safety Risk Assessment (SRA) - A formal process used to determine safety risk by assessing the
potential severity and likelihood of occurrence of an adverse consequence or outcome from an
existing hazard. See Safety Risk, Safety Risk Management.
Safety Risk Management - The component of a safety management system that includes the
organization-wide implementation of hazard identification and safety risk assessment processes to
ensure safety risks are mitigated or controlled to an acceptable level. See Safety Management
System (SMS), Safety Risk Assessment (SRA).
Safety Risk Mitigation - The development and implementation of action(s) or measures designed to
reduce a safety risk to, and maintain such risk at or below, an acceptable level in accordance with an
organization's safety risk tolerability. Safety Risk Control, Safety Risk Reduction, Safety Risk
Tolerability. See Also Safety Risk, Safety Risk Management, Safety Risk Tolerability.
Safety Risk Tolerability - The level of safety risk that is acceptable (or unacceptable) to an
organization based on the risk acceptance criteria of that organization. See Also Safety Risk, Safety
Risk Management.
Security Items - Items (e.g. weapons): that for security reasons must be removed from hand baggage
and must be loaded in aircraft hold. Shall be labelled to notify handlers.
SDS – Safety Data Sheet.
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SGHA – Standard Ground Handling Agreement.

SI – Supplementary Information.
SLA – Service Level Agreement - A formal agreement, usually as part of a contract, between an
operator and an external services provider, or in some cases, and internal services provider, that:
• Specifies, in measurable terms, the services the external provider is expected to perform;
• Becomes the basis for monitoring of the performance of the external services provider by the
operator.
SLS – Statistical Load Summary.
SME – Subject Matter Expert.
SO - Station Order.
SOM – Seats Occupied Message.
SOP – Standard Operating Procedure.
Special Category Passengers - Passengers that requires special attention, specific guidelines to be
followed and appropriate security procedure.
Special Load - A load which requires special attention and treatment during the process of
acceptance, storage, transportation, loading and unloading.
Spooling down (of an engine) - reduced engine noise, visible fan or propeller speed reduction, lack of
exhaust heat/thrust plume.
Sporting Equipment - Any item of sports equipment that is not carried packed as normal baggage,
such as skis, bicycles, etc.
SRA – Safety Risk Assessment.
SSR – Special Service Request.
STCR – Stretcher Passenger.
SVAN/SRVA – Service Animal, Passenger with Service Animal in cabin.
Standard - A provision that specifies a system, policy, program, process, procedure, plan, set of
measures, facility, component, type of equipment, or any other aspect of operations defined in the
applicable industry development standards such as such as resolutions, recommended practices and
other standards.
State Safety Program (SSP) - An integrated set of regulations and activities established by a State
aimed at managing civil aviation safety.
Station - An airport where a ground handling services provider conducts ground operations for one or
more customer airlines.
Station Audit - The Audit, under ISAGO, which assesses conformity with the applicable GOSARPs for
the GSP's implementation of corporate and locally managed processes and procedures for the
ground operations performed that are within the scope of ISAGO.
Sterile Area - That area between any passenger inspection or screening station and the aircraft, into
which access is strictly controlled. In some states, sterile areas and security restricted areas are the
same; in others states different levels of security exist. Equivalent Term: Security Restricted Area.
Sub-Contracting See Outsourcing.
Supplier - An organization that sells products or services for use by the air transport industry. The
products may include maintenance, spare parts and information. Vendor.
Task - An activity accomplished when following a procedure.

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Task Card - A document or other medium that specifies all maintenance or workshop tasks or actions
approved by an Instrument of Appointment Authorized Person as part of the System of Maintenance.
Task Cards are computer or manually produced Sign-Off Sheets or Cards and include but are not
limited to; Travelers; Tasks in Check Sheets; Survey Sheets; Maintenance Routines; Job Cards;
Work Orders; Modification Cards; Scheduled Rectification Cards; Approved Repair Schemes;
Operation Sheets. They may detail all requirements or may refer to Amplification details in a
particular manual or document. They are used to issue technical instructions and require certification
for the accomplishment of that task. Task Cards are either Permanent or Inspection tasks and may be
produced in either base, workshop or line maintenance locations for inspections, modifications or
component changes. Equivalent Terms: Job Card, Work Card.
Technical Instructions - The Technical Instructions for the Safe Transport of Dangerous Goods by Air
(Doc 9284) approved and issued periodically in accordance with the procedure established by the
ICAO Council.
TG – Technical Group.
TIM, TIMATIC – Travel Information Manual.
TM – Training Manual.
TOR – Terms Of Reference.
TOW – Takeoff Weight.
Transfer Cargo and Mail - Cargo and Mail shipments departing on an aircraft other than that on which
it arrived.
Transfer Baggage - Baggage that has been transported on a flight to a certain location, and then is
offloaded and transferred to another flight within a defined time period for transportation to another
location.
Transportation Index (TI) - Applicable to radioactive material only; a single number assigned to a
package, overpack or freight container to provide control over radiation exposure.
TWL – Towbarless tractor.
TWT – Tow bar Tractor.
UCM – ULD Control Message.

ULD Regulations (ULDR) - A document (manual) published by IATA in order to provide technical and
operational standard specifications, regulatory requirements and airline requirements applicable to
overall ULD operations. See Unit Load Device (ULD).
Unaccompanied Baggage - Checked baggage that has been loaded into an aircraft that does not
have the owner/passenger also onboard.
Unaccompanied Minor - A child, usually under twelve years of age, traveling without a parent or
guardian.
Unclaimed Baggage - Baggage that arrives at an airport on a flight and is not picked up or claimed by
a passenger or crew member.
Unidentified Baggage - Baggage at an airport, with or without a baggage tag, which has not been
picked up by or identified with a passenger or crew member.
Unit Load Device (ULD) - A device for grouping, transferring, and restraining cargo, mail and
baggage for air transport. It is either an aircraft container or a combination of an aircraft pallet and an
aircraft pallet net. Aircraft ULD is designed to be directly restrained by the aircraft Cargo Loading
System (CLS). Equivalent Term: Freight Container (Non-radioactive Materials).
Unruly Passenger - See Disruptive Passenger.
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Unserviceable - The state of an aircraft, engine, component, or any piece of equipment as being in a
condition that does not permit usage in operations. Equivalent Term: Inoperative.
VAL - Valuable Cargo - A cargo shipment that contains one or more valuable articles.
Vendor - See Supplier.
VHF – Very High Frequency.
W&B – Weight and Balance.

W&BM - Weight and Balance Manual - A manual published for each aircraft type by its manufacturer,
which is approved by the airworthiness authority as part of the aircraft type's certification, and which
defines the set of weight and balance limits not to be exceeded by the operator when loading the
aircraft.
WCBD – Wheelchair – non-spillable battery.
WCBW – Wheelchair – wet cell battery.
WCHC - Wheelchair C for Cabin Seat.
WCHR - Wheelchair R for Ramp.
WCHS – Wheelchair S for Steps.
WCLB – Wheelchair – lithium ion battery.
WCMP – Wheelchair - manual power.
Weapon - An instrument or device that is capable of and intended for being used to inflict damage or
harm to living beings, structures, or systems; normally prohibited from being carried on board an
aircraft by a passenger.
WHA website - the dedicated website containing specific information for contracted companies
involved in Ground Handling activities for Wizz Air aircraft.
WHO – World Health Organization.
Wing Walker - A member of the ground crew whose primary job function is to walk alongside an
aircraft's wing tip during aircraft ground movement (e.g. pushback, towing) to ensure the aircraft does
not collide with any objects.
Within Company Control - industrial dispute within Wizz Air, staff or equipment shortages. When a
flight takes off and subsequently returns, for any reason including weather at the destination, the
flight is then considered as having been disrupted for reasons within company control.
Work Card - See Task Card.
Workplace Safety - Process and procedures in place with an operator or services provider that
protect people and aircraft from inadvertent injury or damage (i.e. safety of maintenance operations,
environment, fire prevention or protection, identification of Safety First Equipment, safety guarding of
machinery, FOD protection, housekeeping and proper identification of “maintenance vital” greases
and fluids). Equivalent Term: Protection Systems
XRAY - An electromagnetic wave of high energy and very short wavelength, which is able to pass
through many materials opaque to light.
ZFW – Zero Fuel Weight.

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7.1 SSR Codes

APCI - Airport check-in.
ATFA - Airport transfer – from airport.
ATTA - Airport transfer – to airport.
AUCI - Automated check-in.
BLND - Passengers with visual impairment (specify if accompanied by seeing eye dog).
BONE - 20 kg baggage x1.
BTWO - 20 kg baggage x2.
BTHR - 20 kg baggage x3.
BFOU - 20 kg baggage x4.
BFIV - 20 kg baggage x5.
BSIX - 20 kg baggage x6.
CARR - Car rental service.
DAA - Delivery at the aircraft.
DBRD - Denied boarding.
DEAF - Passenger with hearing impairment (specify if accompanied by service animal).
DEPA - Accompanied deportee.
DEPU - Unaccompanied deportee.
DISR - Disruptive passenger.
DPNA - Passenger with intellectual or developmental disability needing assistance.
DUTY - Duty.
EXST - Extra seat.
EXTL - Extra legroom.
FARL - Fare lock.
FRRS - Wizz Reserved Seat.
FSEC - Fast track.
FSTR - Fast track.
GRSN - Group booking – senior.
GRST - Group booking - student.
HLUG - Hand luggae baggage type in GoNow.
HNST - Hidden seat (on web, mobile).
HVBD - High value baggage declaration.
INAD - Inadmissionable Passenger.
INFT - Infant.
LCBG - Oversized cabin bag.
LONE - 23 kg baggage x1.
LTWO - 23 kg baggage x2.
LTHR - 23 kg baggage x3.
LFOU - 23 kg baggage x4.
LFIV - 23 kg baggage x5.
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LSIX - 23 kg baggage x6.

LNGE - Lounge access.
LONG - Lounge access.
MAAS - Meet and assist.
MASK – Exempt from wearing a mask onboard.
MDDL - Wizz Xtra Space.
MEQP - Medical equipment.
MOCI - Mobile check-in.
NCFI - Free name change for infant.
NCFR - Free name change happened.
NOFL - No-fly passenger.
OXY - Medical oxigen.
OLCI - Online check-in.
PASS - Priority boarding.
PNULL - 32 kg baggage x0.
PONE - 32 kg baggage x1.
PTWO - 32 kg baggage x2.
PTHR - 32 kg baggage x3.
PFOU - 32 kg baggage x4.
PFIV - 32 kg baggage x5.
PSIX - 32 kg baggage x6.
PLF – Passenger Location Form.
PLFA - Plus family fare.
PLUS - Plus fare.
PNUL - No baggage.
POSN - Positioning crew.
PRB - Priority boarding.
PRK - Airport parking.
PRMC - PRM GDPR consent.
PRST - Premium seat.
SIXT - Sixt car rental.
SMCB - Small cabin bag.
SPEA - Sports equipment airport.
SPEQ - Sports equipment.
SRVA - Service animal.
STAF - Staff.
STFA - Standard family fare.
STND - Standard baggage type in GoNow.
STRD - Middle/Wizz Go Fare.
STRL - Baby stroller bagage type in GoNow.
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STTG - Seating together guarantee.

TDFI - Free infant travel doc change.
TDFR - Free pax travel doc change.
TONE - 10 kg baggage x1.
WCBD - Wheelchair (non-spillable battery).
WCHC - Wheelchair – completely immobile (C for Cabin Seat).
WCHR - Wheelchair – can walk (R for Ramp).
WCHS - Wheelchair – can’t ascend stairs (S for Steps).
WCMP - Wheelchair (Manual Power).
WCIO - Web check-in blocked.
WIZT - Wizz Tours PAX.
WTBF - WizzTours boundle.
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8 Annex B: Aircraft Dimensions....................................................................................................................... 1

8.1 A320 CEO Winglet..................................................................................................................................... 1
8.2 A320 CEO Sharklet.................................................................................................................................... 4
8.3 A320 NEO.................................................................................................................................................. 7
8.4 A321 CEO................................................................................................................................................ 10
8.5 A321 NEO................................................................................................................................................ 13
END OF SECTION
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9 Annex C: Aircraft Cleaning............................................................................................................................ 1

9.1 Night Stop Cleaning................................................................................................................................... 1
9.1.1 Flight Deck....................................................................................................................................... 1
9.1.2 Cabin................................................................................................................................................1
9.1.3 Galleys............................................................................................................................................. 2
9.1.4 Toilets............................................................................................................................................... 2
9.1.5 Holds................................................................................................................................................ 2
9.1.6 Water and Toilet Service.................................................................................................................. 3
9.1.7 Daily Distribution of Accessories Per Aircraft...................................................................................3
9.2 Cleaning Equipment................................................................................................................................... 4
9.3 Health and Safety General Instructions......................................................................................................5
END OF SECTION
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9 Annex C: Aircraft Cleaning

During a turnaround Wizz Air aircraft do not require cleaning unless requested by the PIC.
9.1 Night Stop Cleaning

The following requirements apply to cleaning of Wizz Air aircraft at base airports.
(a) Appropriate cleaning chemicals must be used for cleaning purposes whenever possible.
(b) Separate, clean wipe clothes must be used for toilets; galley; Flight Deck and passenger
cabin.
(c) Lukewarm/hot water must be used when appropriate.
(d) Cleaning chemicals are to be selected with care to avoid damage or unfavorable chemical
reaction with A/C parts and equipment.
(e) Complete cleaning checklist (Annex Z: Fillable Forms) and leave in front galley after cleaning
completed.
The form should be translated into local language to ensure all staff understand it. Editable copy can
be downloaded from WHA website (FILLABLE FORMS >> NIGHT STOP CLEANING CHECKLIST
FORM).
9.1.1 Flight Deck

Do not enter the flight deck unless the flight crew or maintenance engineer is present to avoid
operating any switches during cleaning.
(a) Vacuum floor.
(b) Vacuum all seats.
(c) Remove all rubbish.
9.1.2 Cabin
(a) Remove all refuse from the cabin area. Vacuum floors leaving no loose dirt or debris. Remove
marks and chewing gum, etc., from the carpets. Spot clean carpet where necessary.
(b) Remove and dispose all waste from seat backs/pockets and overhead lockers.
(c) Damp-wipe all seats and cross all seat belts, including hostess seat.
(d) Damp-wipe and clean all seat back trays and armrests. Remove all finger marks from walls,
consoleuls, overhead compartment.
(e) Clean all interior windows.
(f) Clean passenger door interior panels of any finger marks, smears or any obvious isolated
marks.
(g) Remove debris and obvious marks from magazine racks. Ensure magazines are neat and tidy.
(h) Wipe seat rails and step ups.
(i) Replace missing or damaged sick bags: 1 sick bag per each seat pocket.
(j) Replace missing safety cards.
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(k) Replace missing on-board magazines.

(l) Reposition armrests as required.
(m) Place on-board magazines and sick bags in the following overhead lockers:
- on A320 aircraft: 1DEF and 30DEF
- on A321 aircraft: 1DEF and 39DEF
(n) Spray cabin thoroughly with air freshener.
9.1.3 Galleys
(a) Remove all refuse from galley including stowage area. .
(b) IF SEALED: DO NOT open galley waste bins.
(c) IF NOT SEALED: empty all waste bins, scrub clean and disinfect.
(d) Scrub and clean all working surfaces, sinks and stowage areas, with no food residues
remaining. Clean and polish dry.
(e) Empty and damp-wipe inside of the trash trolley.
(f) Scrub galley floor.
(g) Remove all marks from walls and doors. Clean all stowage doors, panels and frameworks.
(h) Clean and vacuum stowage areas.
(i) Clean hostess seat and area.
9.1.4 Toilets
Do not reuse the mops and towels used for toilet cleaning when cleaning the galley
(a) All waste removed (including ashtrays) and bins disinfected.
(b) Open and damp-wipe nursing table.
(c) Damp wipe, clean sink, fittings and plastic surrounds. Clean mirrors and bright work surfaces
leaving no smears.
(d) Walls and ceilings clear of any obvious isolated marks.
(e) All amenities fully stocked with approved sizes/patterns.
(f) Floors scrubbed and washed with no debris or ingrained dirt remaining.
(g) Brush and wipe clean toilet pan and disinfect. Clean toilet seat lid.
(h) Toilet surrounds clean with no fluid marks or stains.
(i) Replenish toilet paper, hand towels and soap.
(j) Spray toilet thoroughly with air freshener.
9.1.5 Holds
Clean Holds
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9.1.6 Water and Toilet Service

Water Service
(a) Provide
(b) Position and remove
(c) Top up water system as required.
Toilet Service
(a) Provide
(b) Position and remove
(c) Discharge toilet, fresh and re-chemicalize.
9.1.7 Daily Distribution of Accessories Per Aircraft

A320 aircraft
(a) Toilet Paper – 14 boxes (2FWD/12AFT)
(b) Paper Towels – 8 boxes (1FWD/7AFT)
(c) Gloves – 4 packs (200pcs) (2FWD/2AFT)
(d) Air sickness bags – 100 pieces (100AFT)
(e) Plastic Bags – 20 pieces (4FWD/16AFT)
(f) Liquid soap – 0.5L (0.5L AFT)
(g) Wizz Magazines – 15 pieces (15AFT)
A321 aircraft
(a) Toilet Paper – 18 boxes (2FWD/16AFT)
(b) Paper Towels – 10 boxes (1FWD/9AFT)
(c) Gloves – 4 packs (200pcs) (2FWD/2AFT)
(d) Air sickness bags – 130 pieces (130AFT)
(e) Plastic Bags – 25 pieces (25AFT)
(f) Liquid soap – 0.5 L (0.5L AFT)
(g) Wizz Magazines – 30 pieces (30AFT)
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9.2 Cleaning Equipment

All equipment and materials used to clean aircraft shall be in accordance with the approved
standards.
(a) Vacuum Cleaner: operating on aircraft power for carpets, air vents, seat arm storage, seat rails
and behind storages. Manual carpet cleaners are not an adequate substitute but may be
necessary when time is limited or large numbers of passengers remain on board.
Do not unplug a vacuum cleaner by pulling the cord from the socket. Pull from the plug.
(b) Hand Brushes: for use on areas inaccessible to vacuum cleaners.
(c) Chewing Gum Remover: to remove chewing gum.
(d) Mops and Brushes: for floor and hard surface washing. Must be clearly identified or colour-
coded for toilet cleaning and general cleaning.
(e) Towel/White Cloth: for general purpose cleaning and polishing. Must be clearly identified or
colour-coded for toilet cleaning and general cleaning.
(f) Absorbent Wipes: for mopping up spillages.
(g) Hand Sprayers: for dispensing detergent mix.
(h) Runners: for floor/carpet protection.
(i) Soft Rolls/Wipes: for wiping off spillages.
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9.3 Health and Safety General Instructions

(a) Wear the required personal protective equipment
(b) Exercise caution while checking the contents of seat covers/pockets to prevent cuts and
injuries by any sharp items placed there.
(c) Ensure suitable disposal containers are available and used for the removal of soiled articles,
waste and sharps.
(d) Dispose of waste in accordance with local airport authority regulations.
(e) Use the correct and approved cleaning materials.
(f) Be familiar with the Material Safety Data Sheets (MSDS) to understand the hazards of the
chemicals used in cleaning.
(g) Take care while using PBB and stairs.
END OF SECTION
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10 Annex D: Delay Codes..................................................................................................................................1
END OF SECTION
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10 Annex D: Delay Codes

The following codes shall be for all delays, assigned by the Dispatcher in agreement with the PIC.
In case of disagreement between PIC and Dispatcher, the code assigned by the PIC must be used
on the MVT and an explanation must be sent to the relevant Wizz Air Ground Operations Manager
for consideration of re-coding.
Main Code Sub-Code Meaning of Delay Code Description
AIRLINE SPECIFIC
Cannot determine at the time of
departure. Further explanation and new
1 AIRLINE SPECIFIC MVT needed within 120 minutes of ATD.
In case of doubt contact responsible
Ground Operations Manager
2 AIRLINE SPECIFIC / MEL Item related To be advised/confirmed by Flight Crew
Use of air starter in case of aircraft’s APU
is INOP. Code to be used up to 10 mins,
2 A USE OF AIRSTARTER if more time needed use code 39. Not to
be used in case of air starter unit not
ready on stand when required
Defers from regular procedure, will be
2 B Manual start of engine
advised by Flight Crew
In case of aircraft’s cargo door automated
Cargo Door manual operation is INOP, flight crew shall open/
2 C
operation close the cargo doors which may cause
delays in off/onloading
Certain deferred maintenance item
requires additional checks/actions (O and
M) by the flight crew which may extend
Application of Operational
the time needed for departure. If such
2 D (O and M) MEL
case exists Flight crew will advise the
procedures
subcode. Not to be used at he first
occasion of aircraft defect; in this case
code 41 must be used
3 MISSING CHECKED-IN PASSENGER
Late passenger to gate Passengers travelling were late at the
3 A
actually travelling boarding
Passengers offloaded with Missing passenger offloaded with their
3 B
bags bags
Missing passenger offloaded without
Passenger offloaded
3 C bags, though initially baggage tracing
without bags
was initiated
Regardless of whether the coaches are
4 PASSENGER COACHES provided by the handling agent or the
airport authority
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Not enough buses (not in line with
4 A Shortage
SGHA)
4 B Late Buses were late for dis- / embarkation
Crew were late at the aircraft due to late
apron transport despite been orderd/
4 C Late Apron Crew Transport
advised in advance. Flight crew will
advise on this code
Handling etc (for late ambulift or
5 WHEELCHAIRS wheelchair use code 34D or 34E with
Supplementary Info / SI remark)
6 NO GATE/STAND AVAILABLE No gate/stand available at the airport
Delays incurred due to Police attending
the inbound flight which delays the
OFFLOADING OF UNRULY outbound sector. Delays accumulated for
7
PASSENGER the handling of unruly passenger
including ramp return, refueling, etc.
Flight crew will advise on this code.
Unruly passenger was on inbound flight
7 A Inbound
which affected outbound leg as well
Unruly passenger was on outbound flight
7 B Outbound
which affected departure
(e.g late airport slot allocated) Wizz Air
8 AIRPORT SLOT DISCREPANCIES
OPS will advise on this code
In any case when scheduled Turnaround
SCHEDULED GROUND TIME LESS
time cannot be met due to the reasons
9 THAN DECLARED MINIMUM GROUND
below. Wizz Air OPS will advise on this
TIME
code
Regular Crew passport control takes
9 A Crew Passport control more time than needed (explanation
needed from Flight Crew)
Delayed FW departures
In case of operational decision from Wizz
(extended ground time for
9 B Air OPS. Wizz Air OPS will advise on this
night cleaning, catering
code
change, etc..)
Insufficient Ground Time
Scheduling discrepancy. Wizz Air OPS
9 C for aircraft rotation (less
will advise on this code
than 25 mins)
Contracted Turn Around
Scheduling discrepancy. Wizz Air OPS
9 D Time is less than declared
minimum
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Discrepancies / errors faced during
check-in or boarding. Handling should
10 WEB CHECK-IN
advise responsible Ground operations
Manager as soon as flight departed
In case of web boarding pass error
10 A Web boarding pass error
occurs
In case of several web check-in
Web check-in passenger
10 B passenger(s) hand bags are charged at
excess bag
the gate, which cause delay
PASSENGER AND BAGGAGE
11 LATE CHECK-IN Acceptance after deadline
12 LATE CHECK-IN Congestion in check-in area
Congestion in spite of all Congestion in check-in area due to
12 A
check-in counters open insufficient space available
Congestion due to
Congestion in check-in area due to
insufficient check-in
12 B insufficient check-in counters open / Lack
counters open / Lack of
of staff
staff
Check-in error of passenger and
13 CHECK-IN ERROR
baggage
Handling should advise responsible
13 A Web related check-in error Ground operations Manager as soon as
flight departed
Check-in error by handling
13 B Error/fault done by handling agent’s staff
agent
Booking error, more seats sold than
14 OVERSALES
available
15 BOARDING Discrepancies during boarding
Aircraft was ready for passengers but
15 A Late boarding by gate staff handling staff stated it later. Flight crew
Embarkation started on time but
15 B Slow boarding by gate staff passengers were not boarded fast
enough. Slow acceptance at the gate.
To be used in case of medical emergency
of passenger convenience caused delay.
MEDICAL EMERGENCY, PASSENGER
16 Prompt and detailed report shall be
CONVENIENCE
forwarded to Wizz Air OPS and
responsible Ground Operations Manager
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Code to be advised by flight crew if in
Passenger medical relation to boarded passenger. If
16 A
emergency passenger was not boarded yet handling
shall advise Flight Crew
16 B Crew medical emergency Code to be advised by flight crew
Handling staff medical
16 C Handling shall advise Flight Crew
emergency
Code to be advised by flight crew if in
relation to boarded passenger. If
16 D Passenger convenience
passenger was not boarded yet handling
shall advise Flight Crew.
If event was organized by Wizz Air. Code
16 E Press, PR events - airline
to be confirmed by Wizz Air OPS
If event was organized by airport/
16 F Press, PR events - airport handling. Wizz Air OPS shall be notified
of such event in advance
16 G Other Explanation needed
Applies to breakdown of airport baggage
18 BAGGAGE PROCESSING
system only
Waiting for bags after If system breakdown is temporary and
18 A baggage system bags cannot be put on baggage carts
breakdown despite check-in closure was on time
Late check-in closure due
Passengers are unable to check-in due to
18 B to baggage system
baggage system breakdown
breakdown
AIRCRAFT AND RAMP HANDLING
30 LOADING/UNLOADING Cabin Baggage
Cabin baggage becomes hold baggage
30 A Excessive hand baggage due to being outsized and baggage
category changed at the gate
Baby stroller, wheelchair, items handed
30 B “Delivery at Aircraft”
over at the aircraft
31 AIRCRAFT DOCUMENTATION Late / inaccurate
Fault of ramp agent, e.g improper or lack
31 A Ramp supervision
of communication, wrong info, etc..
Load sheet problems: late, improper,
Weight and balance by
31 B manual loadsheet in case of EDP system
handling – loadsheet
breakdown, etc..
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Loading instruction discrepancies: late,
31 C handling – loading
improper, etc..
instruction
List of extra services, passenger
Passenger related
31 D manifest, etc.. late or inaccurate which
information
caused discrepancies on board
Repositioning of deadload Improper balance position and deadload
31 E
for balance reasons shall be repositioned
Weight and balance done by flight crew
31 F in case of improper handling activity.
flight crew
Flight crew will advise on this code
Late or inaccurate (too “old”, not the
Weather information
31 G requested stations, etc..) Flight crew will
provided by Ramp agent
advise on this code
Late or inaccurate (too “old”, not the
Flight Plan provided by
31 H requested stations, etc..) Flight crew will
Ramp agent
advise on this code
32 LOADING/UNLOADING Hold Baggage
Delay caused by lack of loading staff (late
32 A Lack of loading staff
at the aircraft)
Delay caused by handling agent's wrong
32 B Wrong bag count
bag count
Delay caused by the uncontrollable bulky
Not controllable e.g bulky
32 C loads - e.g too many sport equipment,
loads
etc..
Lack of or breakdown of ground servicing
33 LOADING EQUIPMENT
equipment, Late at the aircraft
Delay caused by lack of loading
33 A Lack of
equipment
Delay caused by breakdown of loading
33 B Breakdown
equipment
Delay caused by late arrival of loading
33 C Late at the aircraft
equipment to the aircraft
Lack of or breakdown of ground servicing
34 SERVICING EQUIPMENT
equipment, Late at the aircraft
Delay caused by late, lack of or
34 A Steps breakdown of steps. In case of jetbridge
use 87C
34 B Water service
breakdown of water service
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34 C Toilet service
breakdown of toilet service
34 D Ambulift
breakdown of ambulift
breakdown of manual wheelchair-moving
34 E Wheelchair equipment. (e.g pax manually taken to
the aircraft and no special carry-on chair
is available, etc..)
34 F Repositioning of steps In case of incorrectly positioned steps
Explanation needed from Handling agent
34 G Other to responsible Ground Operations
Manager
Code not to be used for cleaning done by
35 AIRCRAFT CLEANING
the cabin crew (code 68)
Late completion of Delay caused by the late completion of
35 A
scheduled cleaning scheduled cleaning
Extra cleaning requested
Extra cleaning requested by crew due to
35 B due to improper initial
improper initial cleaning
cleaning
Extra cleaning requested by crew due to
Extra cleaning requested sick passenger or other reason when
35 C
due to other cleaning cannot be performed with the
means available on-board
36 FUELLING/DEFUELLING Fault of fuel supplier
Delay caused by lack of fuelling
36 A Lack of equipment
equipment (tanker, steps, etc...)
Delay caused by breakdown of fuelling
36 B Breakdown
equipment
Delay caused by late availability of fuel
36 C Late at the aircraft (late at the aircraft, late connection to the
aircraft, etc...)
New fuel truck needed due to current
36 D New truck required
one’s capacity is insufficient
In case of defueling needed due to
36 E Defuelling
fueller’s fault
37 CATERING Late delivery or loading
Late completion – Late completion of scheduled delivery or
37 A
schedule loading
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Extra uplift requested by WIZZ OPS (if
37 B Extra uplift
crew requests code 68 shall be used)
Late completion – ground Late completion of scheduled delivery or
37 C
time loading due to insufficient ground time
Lack of or breakdown of technical
39 TECHNICAL EQUIPMENT
equipment, late at the aircraft
39 A Pushback, towing, towbar to responsible Ground Operations
Manager
39 B GPU to responsible Ground Operations
Manager
39 C Air starter to responsible Ground Operations
Manager
39 D De-icing to responsible Ground Operations
Manager
39 E Air conditioning to responsible Ground Operations
Manager
39 F Other to responsible Ground Operations
Manager
TECHNICAL AND AIRCRAFT EQUIPMENT
Aircraft defects identified on site, always
41 AIRCRAFT DEFECTS check with Flight crew and seek for their
advice
Late release from scheduled
SCHEDULED MAINTENANCE, late maintenance, always check with Flight
42
release crew and seek for their advice. Wizz Air
OPS will confirm the code
Short ground time - unable to perform the
Short ground time -
42 A scheduled check due to planned
technical
technical ground time
MX provider was unable to hand over the
42 B Maintenance error
aircraft on time due their fault
Special checks and/or additional works
beyond normal maintenance schedule
43 NON-SCHEDULED MAINTENANCE (not to be used for checks required by
code 51-52 reasons). Always check with
Flight crew and seek for their advice
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Lack of local staff – non For non-maintenance stations where staff
43 A
mx has to be sent from other location
Maintenance stations with lack of
43 B Lack of staff – mx
manpower
Lack of spares OR breakdown of
SPARES AND MAINTENANCE
44 maintenance equipment. Wizz Air OPS
EQUIPMENT
will confirm the code
44 A Lack of spares No spares available
Lack of/breakdown of Delay caused by lack of / breakdown of
44 B
maintenance equipment maintenance equipment
Spare parts were ordered but delivery
44 C Late delivery of spare(s)
was late
AOG spare parts to be carried to another
AOG SPARES TO BE CARRIED TO
45 station. Wizz Air OPS will confirm the
OTHER STATIONS
code
Delay caused by late delivery of AOG
45 A Late delivery to the aircraft
spares to the aircraft
Delay caused by late receipt of
documentation of AOG spares, which
45 B Late documentation
delayed the release of the aircraft back to
service
Delay caused by incorrect documentation
45 C Incorrect documentation of AOG spare parts, which delayed the
release of the aircraft back to service
AIRCRAFT CHANGE for technical
46 AIRCRAFT CHANGE – technical reasons only – others see 51H or 52L.
Wizz Air OPS will confirm the code
To be used for first recovery flight only.
46 A First recovery flight only (after code 41-43). Any other flight
concerned: see 90F
DAMAGE TO AIRCRAFT
Any damage while aircraft moves under
DAMAGE DURING FLIGHT own engine power). Always check with
51
OPERATIONS Flight crew and seek for their advice.
Wizz Air OPS will confirm the code
51 A Bird strike Damage caused by Bird strike
51 B Lightning strike Damage caused by Lightning strike
Damage caused by hard or overweight
51 C Hard or overweight landing
landing
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Severe weather Damage caused by Severe weather
51 D
conditions / Turbulence conditions / Turbulence
51 E Collision during taxi Damage caused by collision during taxi
Foreign Object Damage during taxi (Tire)
51 F FOD damage or cargo compartment contamination
(Spillage)
Maintenance and/or aircraft change after
Maintenance and/or
damage during flight operations (e.g.
aircraft change after
51 G wheel change caused by FOD during
damage during flight
taxiing, mandatory Bird strike inspection
operations
after Bird strike)
Other (explanation None of the cases above, detailed
51 H
needed) explanation needed
Any damage during ground operations
when aircraft is dispatched from the
DAMAGE DURING GROUND
52 ground. Detailed prompt report needed
OPERATIONS
from Handling to Wizz Air OPS and
52 A Collision Collision other than taxi
Damage caused by pushback equipment
52 B Push back, towing
or during pushback /towing
Damage caused by loading equipment:
52 C Loading equipment
belt loader, baggage truck / trolley, etc..
52 D Air bridge Damage caused by air bridge
Damage caused by steps (improper
52 E Steps
positioning, step failure, etc..)
Damage caused by fuelling equipment
52 F Fuel equipment
(improper positioning, failure, etc..)
Damage caused by GPU, ASU, ACU,
Technical support
52 G water / waste truck, etc… other than
equipment
listed above
Damage caused by catering equipment,
52 H Catering equipment
e.g. during loading/ un-loading, etc..
Damage caused by contamination on the
Contamination, adverse
52 I stands or in compartments. Damage
weather
caused by adverse weather
Maintenance and/or
aircraft change after Maintenance and/or aircraft change after
52 J
damage during ground damage during ground operations
operations
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Accidental escape slide deployment done
Accidental slide
52 K by ground handling / maintenance staff.
deployment
Use code 68 if done by cabin crew
Other (explanation None of the cases above, detailed
52 L
EDP/AUTOMATED EQUIPMENT FAILURE
Failure of Departure Control System
55 DEPARTURE CONTROL
(DCS)
55 A Own system Wizz Air’s own system failure
Failure of DCS system other than
55 B Other system
provided by Wizz Air
CARGO PREPARATION /
56
DOCUMENTATION
In case of flight delayed due to time
needed for handling special request of
56 A Local equipment failure
Wizz Air – Always check with responsible
In case of flight delayed due to time
needed to flight plan delivered to Flight
57 FLIGHT PLANS
Deck. Always check with Wizz Air OPS
and Flight Crew
57 A Local equipment failure Wizz Air’s own local equipment’s failure
Other automated system’s failure, none
OTHER AUTOMATED EQUIPMENT of the above cases. Detailed information
58
FAILURE needed to responsible Ground
Operations Manager
In case of Tablet PCs’ breakdown /
TABLET PC, LACK OF ONBOARD malfunction; OR if any airline operations’
59
DOCUMENTATION related information causes delay. Always
check with Flight Crew
FLIGHT OPERATIONS AND CREWING
Delay caused by late departure
60 LATE DEPARTURE PROCEDURE
procedure. Seek advice from Flight Crew
Additional briefing needed for
60 A Additional briefing
performance verification
Additional checks needed: e.g
60 B Additional checks
headcount, door, slide, etc..
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Passengers slow to settle / embark /
Lack of space for accepted disembark due to lack of space for
60 C
hand baggage accepted hand baggage. (e.g too many
clothes of passengers at winter season)
Pilot’s fault (re-positioning of aircraft /
60 D Incorrect parking position GSE, etc… due to improper parking of
the aircraft)
Other (explanation None of the above cases, detailed
60 E
Late compilation or change of flight
61 FLIGHT PLAN
documentation
Additional operational requirements, to
62 OPERATIONAL REQUIREMENTS
be advised / checked by Fligth Crew
In case of huge amounts of fuel to be
uplifted. Always specify the amount of
62 A Fuel
block fuel in the daily report to
Delay caused by load alteration
62 B Load alteration requested by Fligth Crew or Wizz Air
OPS
In case of brake failure. (code 2D to be
62 C Hot brakes
used in case of brake cooling off period)
None of the cases above, explanation
62 D Other needed to Wizz Air OPS and responsible
Late crew boarding for other reason than
63 LATE CREW BOARDING
connection
63 A Flight deck (pilots) Pilot’s late boarding
Late boarding of full flight crew (cabin
63 B Full crew
and Flight Deck)
Sickness, awaiting stand-by, flight time
64 FLIGHT CREW SHORTAGE limitations, crew meals, valid visa, and
health documents etc.
FLIGHT DECK CREW SPECIAL Flight Deck’s – pilots – special request
65
REQUEST not within operational requirements
Must be used if headset is available for
refueling and procedure is allowed but
“refused” by flight crew due to training,
65 A Refueling refusal – training extra briefing, etc.. Flight crews’ advice
needed. Wizz Air OPS and responsible
Ground Operations Manager shall be
informed
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Must be used if headset is available for
Refueling refusal – no refueling and procedure is allowed but
65 B
explanation “refused” by flight crew without
explanation
Other (explanation
65 C needed to Wizz Air OPS and responsible
needed)
66 LATE CABIN CREW BOARDING
Crew swap, long handover Delay caused by long handover of duties
66 A
of duties and/or crew swap
Late security check completion due to
66 B Security checks – training
training purposes
Other (explanation
needed)
Delay caused by insufficient number of
67 CABIN CREW SHORTAGE cabin crew members onboard. Code to
be advised by Flight Crew
67 A Awaiting stand-by crew Delay caused by awaiting stand-by crew
Delay caused by (sudden) sickness of
67 B Sickness
cabin crew
Delay caused by Flight and Duty time
67 C Flight time limitations
limitations of cabin crew member(s)
Other (explanation
67 D needed to Wizz Air OPS and responsible
needed)
Delay caused by fault of cabin crew or
CABIN CREW ERROR OR SPECIAL special request. Explanation needed to
68
REQUEST (explanation needed) Wizz Air OPS and responsible Ground
Operations Manager
PIC’s request for extraordinary security
PIC REQUEST FOR SECURITY CHECK check. Explanation needed to Wizz Air
69
(explanation needed) OPS and responsible Ground Operations
Manager
WEATHER
Delayed caused by unfavourable weather
of departure station. Code to be used
71 DEPARTURE STATION when handling has been finished and the
aircraft is ready for departure and waiting
for weather improvement
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Delay caused by low visibility (horizontal
71 A Low visibility
and/or vertical) at the departure airport.
Delay caused by severe weather -
thunderstorm - at the departure airport.
71 B Thunderstorm
No to be used if handling procedure was
delayed due to weather (code 77).
Delay caused by snow, contamination,
71 C Snow, Braking action poor or insufficient braking action at the
departure airport.
Other (explanation
71 D needed to Wizz Air OPS and responsible
needed)
72 DESTINATION STATION
of destination station
73 EN-ROUTE OR ALTERNATE
en-route or at an alternate airport
Delay caused by the de-icing of the
aircraft. Removal of ice and/or snow, frost
75 DE-ICING OF AIRCRAFT
prevention. Excluding lack of/ late/
unserviceable equipment
De-icing progress cannot be
accomplished at the time of STD.
75 A De-icing progress Explanation needed to responsible
Ground Operations Manager with proper
timings
De-icing cannot be accomplished
Waiting for De-icing in the immediately after doors closed due to
75 B
queue number of aircrafts waiting in the queue
for de-icing
De-icing performed later than doors
75 C Late de-icing
closed
Delay caused by insufficient amount of
75 D Refilling of trucks de-icing fluid in the de-icing trucks. Refill
needed
De-icing shall be repeated due to expired
Hold Over Time before departure. Code
Repeated De-icing due to
75 E to be advised by Flight crew, Explanation
expired Hold Over Time
needed to Wizz Air OPS and responsible
REMOVAL OF SNOW, ICE, WATER AND Delay caused by contamination removal
76
SAND FROM AIRPORT from airport areas
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GROUND HANDLING IMPAIRED BY Delay caused by adverse weather
77
ADVERSE WEATHER CONDITIONS conditions at the departure airport
Delay caused by adverse weather
Airport / Handling conditions which have limitation on
77 A
limitations airport movements and/or handling
services
Delay caused by adverse weather
77 B Aircraft / Airline limitations conditions which have limitation on
aircraft and/or airline performance
AIR TRAFFIC FLOW MANAGEMENT RESTRICTIONS (ATFM)
Delay caused by missed ATC slot.
80 MISSED ATC SLOT Explanation needed to Wizz Air OPS and
Delay caused by “standard” demand /
ATFM DUE TO ATC EN-ROUTE
81 capacity problems of ATC thus Slot time
DEMAND/ CAPACITY
allocation
81 A Waiting for slot Slot is after STD
Time to “catch” CTOT is less than
81 B Too short slot turnaround time. (e.g aircraft late
inbound)
Slot not advised by
81 C Slot time was not told to Flight Crew
Handling / ATC
Delay caused by Slot time allocated due
to ATC staff/equipment en-route, reduced
ATFM DUE TO ATC STAFF/ capacity by industrial action or staff
82
EQUIPMENT EN-ROUTE shortage or equipment failure,
extraordinary demand due to capacity or
reduction in neighbouring area
to airport and/or runway closed due to
ATFM DUE TO RESTRICTIONS AT
83 obstruction, industrial action, staff
DESTINATION AIRPORT
shortage, political unrest, noise
abatement, night curfew, special flights
ATFM DUE TO WEATHER AT
84 to weather conditions at destination
DESTINATION
airport
AIRPORT AND GOVERNMENTAL AUTHORITIES
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Delay caused by Mandatory security
checks performed. If not all security lanes
are manned. If all lanes are manned but
85 MANDATORY SECURITY
delays still occur due to queues then
code 87D is used. NOT to be used for
offloading of missing passengers
Congestion at security Delay caused by congestion at the
85 A
area security area
Terminal evacuation / Delay caused by mandatory security
85 B limitation due to bomb/fire checks conducted due to bomb/ fire
alarm alarm
Other (explanation
needed)
86 IMMIGRATION, CUSTOMS, HEALTH Delay caused by governmental services.
Delay caused by authority needs /
86 A Immigration
demands or lack of staff
Delay caused by handling inadmissible
86 B INAD
passenger(s)
Insufficient travel Delay caused by insufficient travel
86 C
documents documents of passengers
Delay caused by crowd formed at
Congestion at passport- passport control-area. Explanation
86 D
control / border-police needed to responsible Ground
Operations Manager
Other (explanation
86 E needed to Wizz Air OPS and responsible
needed)
Delay caused by airport facilities: lack of /
87 AIRPORT FACILITIES
breakdown / congestion / etc.
Crowded ramp, blockage of aircraft
87 A Ramp congestion
and/or GSE movements
Delay caused by restrictions / limitations
87 B Lightings or buildings
on lighting or buildings
87 C Jetbridge Jetbridge INOP or breakdown
Congestion at security Delay caused by congestion at security
87 D
area area despite all security lanes are open
RESTRICTIONS AT DESTINATION Delay caused by restrictions at
88
AIRPORT destination airport
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Delay caused by airport and / or runway
Airport and/or runway closure at the destination airport
88 A
closure independently of being published or not,
but known before departure
Delay caused by staff shortage / strike at
88 B Staff shortage / strike
destination station
Delay caused by night curfew at the
88 C Night curfew
destination station
needed to Wizz Air OPS and responsible
Other (explanation
88 D Ground Operations Manager (e.g. special
needed)
flights, industrial action, political unrest,
noise abatement, etc..)
Delay caused by restrictions at departure
airport with or without ATFM restrictions:
including Air Traffic Services, start up and
push back, airport and/or runway closed
RESTRICTIONS AT AIRPORT OF
due to obstruction or weather (restriction
89 DEPARTURE WITH OR WITHOUT
due to weather in case of ATFM
ATFM RESTRICTIONS
regulation only, else refer to code 71),
industrial action, staff shortage, political
unrest, noise abatement, night curfew,
special flights
Slot time allocated for departure due to
89 A With ATFM restrictions
airport facilities
No slot time was allocated for departure,
89 B Without ATFM restrictions e.g. taxiway limitations due to
constructions
Engine run-up restrictions on scheduled
89 C Engine run-up restrictions and on-time flights. (e.g. specific stands,
noise abatement, etc.)
REACTIONARY
Delay caused by awaiting load from
another flight (deadload, etc..)
91 LOAD CONNECTION
explanation needed to responsible
Through check-in error of passenger
92 THROUGH CHECK-IN ERROR
and/or baggage
Late arrival of incoming aircraft from
93 AIRCRAFT ROTATION/REACTIONARY
previous sector
Late arrival to destination due to late
93 A Late departure
departure from origin station
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Late arrival due to ATC procedure during
93 B ATC procedure
flight. To be advised by Flight Crew
Late arrival due to holding during flight.
93 C Holding
To be advised by Flight Crew
Late arrival due to weather during flight
93 D Weather (e.g flight path modification, holding,
etc..) To be advised by Flight Crew
Late arrival due to technical issues during
93 E Technical
flight, To be advised by Flight Crew
Short ground time - unable to perform the
Technical, Short ground
93 F scheduled check due to late incoming of
time – incoming
aircraft
Delay caused by awaiting Cabin Crew
94 CABIN CREW ROTATION from another flight. Use 66A if long
handover procedure
Delay caused by awaiting crew from
95 CREW ROTATION another flight (Flight Deck or entire flight
crew)
95 A Entire Crew Entire crew late due to rotation
95 B Flight Deck Only Flight Deck crew late due to rotation
Delay caused by Wizz Air operational
decision. Re-routing, diversion,
96 OPERATIONS CONTROL
consolidation, aircraft change for reasons
other than technical
Diversion with no additional information
96 A Diversion
from Wizz Air OPS
Aircraft change due to operational
96 B Aircraft change
reasons
96 C Diversion – operational Diversion for operational reasons
MISCELLANEOUS
INDUSTRIAL ACTION WITHIN OWN
97
AIRLINE
INDUSTRIAL ACTION OUTSIDE OWN
98
AIRLINE
None of the delay codes/ subcodes
above, explanation needed to Wizz Air
NOT ELSEWHERE SPECIFIED OPS and responsible Ground Operations
99
(explanation needed) Manager (e.g special flights, industrial
action, political unrest, noise abatement,
etc..)
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If no sub-code used all reasons are applicable.

If sub-code cannot be used detailed - though - short explanation needed in MVT/LDM.
Fastest and earliest possible reports shall be submitted where explanation shall be sent.
Operation related delays beyond Handling’s responsibility shall be advised by Flight crew to
Handling.
Operations related delays decided by Wizz Air OPS will be confirmed and adjusted by Wizz Air OPS,
if needed.
END OF SECTION
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11 Annex E: Contacts........................................................................................................................................ 1
END OF SECTION
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11 Annex E: Contacts
Contacts of all Wizz Air network stations are available on the WHA website (BOH - Ground
Operations Manual and Forms and Contract section).
The WHA Station Contact database is created to serve as an up to date single source of station
contact information to the Wizz Air stations.
It’s purpose is to ensure the comprehensive and timely communication flow between Wizz Air and the
stations as well as station and station.
Guide material with instructions how to keep up to date station’s contact details is available on WHA
website.
In case of spotted discrepancy in contacts please inform responsible Ground Operation Manager.
END OF SECTION
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12 Annex F: Fuelling..........................................................................................................................................1
12.1 Training.....................................................................................................................................................1
12.2 General.....................................................................................................................................................2
12.2.1 Fuel Grades................................................................................................................................... 2
12.3 Refuelling Process................................................................................................................................... 3
12.3.1 Restrictions.................................................................................................................................... 3
12.3.2 Process.......................................................................................................................................... 3
12.3.3 Fuel Spills.......................................................................................................................................5
12.3.4 Fuel Contamination........................................................................................................................ 5
12.3.5 Fuelling During Boarding / Disembarkation....................................................................................6
12.3.6 Communication During Refueling Boarding / Disembarkation....................................................... 7
END OF SECTION
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12 Annex F: Fuelling
This Section is applicable to handling agents, sub-contracted companies managing fuel storage
facilities and providing intoplane (fuelling) services to Wizz Air.
Wizz Air is the member of IFQP (IATA Fuel Quality Pool), and the membership is governed by the
IFQP Multilateral Agreement. The IFQP is administered centrally according to the IFQP Quality
Manual, which also covers allocation of inspections, frequency of inspections and monitoring the
completion of inspections. Wizz Air IFQP-specific internal procedures are described in separate Wizz
Air IOSA Manual.
12.1 Training
The Handling Agent shall ensure that all ground handling personnel assigned to perform aircraft
fuelling operations for Wizz Air complete:
(a) Initial training - by all ground handling personnel prior to being assigned to perform any
fuelling operations on Wizz Air flights.
(b) Recurrent training - at an interval not to exceed 36 months from the date of previous training.
As minimum training shall include following elements:
• Safe operation of equipment;
• Emergency procedures;
• Fuel spillage avoidance response;
• Aircraft fueling and defueling procedures;
• Aircraft-specific training;
The check of training syllabus and training records is part of the IFQP inspection checklist.
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12.2 General
Before Refuelling the PIC shall confirm with operations that the fuel quantity ordered is sufficient.
Particular care shall been taken in advising the refuelling company of the type, grade and fuel
quantity required, with special reference to the units of measurement quoted (litres, kilograms, US
gallons, pounds etc.)
12.2.1 Fuel Grades

The fuel system of Wizz Air fleet is certified with: JET A, JET A1, JET B, JP4, JP5, JP8, N° 3 JET, RT,
and TS-1, in accordance with engine manufacturers and fuel specifications.
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12.3 Refuelling Process

12.3.1 Restrictions
Fuel handling operations shall be suspended where thunderstorm / lightning flashes are in the
immediate vicinity of the airport. A written procedure shall be established by the intoplane company
with the airport authority to set the suspension criteria.
Additional consideration applies when refueling with wide cut fuel (JET B, JP-4) will be performed,
Maintenance Operation Control approval shall be received and coordinated with Commander before
start of the process.
12.3.2 Process
The operator shall ensure that fuel uplift is started only after flight crew permission, there is no
passenger on board or all requirements for refueling with passengers on board or during boarding /
disembarking are met.
The refuelling port on Wizz Air aircraft (A320 and A321) is located on the right hand (starboard) wing.
There is no refuelling port on the left hand (port-side) wing.
As a general rule, the fuelling vehicle shall not be positioned under the aircraft wings and shall have a
clear exit path from the aircraft.
For hydrant servicers, a clear exit path in the forward direction should also be maintained but, given
the lower inherent risk in a servicer (with no large quantity of aviation fuel on board) and that a
servicer shall not be driven away in the event of an emergency during fuelling, this is not considered
mandatory.
Local procedures may apply that allow underwing fuelling, if the fuelling equipment is designed for
such a purpose, and this has been agreed with Wizz Air in advance. In such cases, the following
conditions shall be met:
(a) The fuelling supplier and equipment has been certified by the local authority and / or airport for
underwing fuelling
(b) A safe exit route for the fuelling vehicle is maintained at all times during operation
(c) The 2 meter rule is observed
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The fuel truck or other fuel installation must be bonded to the aircraft’s structure before the hose is
extended, and must remain bonded until refuelling is completed. The bonding point on the A320 /
A321 is located at the Main Landing Gear. See images below.
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In case of missing fuel cap, flight crew must be notified immediately.

The fuel panel shall be set by the flight crew – unless special dispensation from Wizz Air is
requested.
In case of any emergency situation refuelling should be stopped immediately.
During refuelling the responsible Ground handling agent (ramp agent) shall ensure prohibition from
connecting / disconnecting electrical equipment to / from the aircraft.
The refuelling operator shall ensure measures are taken to ensure prevention of damage to the fuel
hose.
Fuel receipt shall be signed by the flight crew.
12.3.3 Fuel Spills

Each refueller shall be equipped with spill containment kit for use as a first response to a spill on the
apron. The contents of the kit should comply with local airport regulations and include fuel absorbent
pads. Used pads should be disposed of under applicable waste disposal regulations.
Spilled fuel shall be removed or cleaned up by the responsible aerodrome services before
passengers are boarded.
The intoplane company shall have the procedure for responding to fire or major fuel spill during the
refuelling, in particular - the summoning the airport rescue and firefighting service.
12.3.4 Fuel Contamination

The Fuelling Services Provider and Aerodrome Authorities shall ensure via operational quality
processes that fuel safety standards are maintained and the fuel that is delivered and loaded into
Wizz Air aircraft is of the correct grade and is free from contamination.
The fuel system of Wizz Air fleet is certified with: JET A, JET A1, JET B, JP4, JP5, JP8, N° 3 JET, RT,
and TS-1, in accordance with engine manufacturers and fuel specifications.
Fuel contamination can have a negative impact on the thermal stability and freezing point of the fuel
resulting in gelling of the fuel which can lead to engine problems and possible flameout.
If fuel contamination is detected, the PIC must be informed immediately in order to start the
maintenance recovery process. If the flight crew is not available, the Wizz Air OCC must be informed
via tel.: +36 1 777 9352, e-mail: dutymanager@wizzair.com.
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12.3.5 Fuelling During Boarding / Disembarkation

Fuelling with passengers on board or during boarding / disembarking is permitted provided that the
following requirements are met:
(a) Local regulations – before refuelling with passengers on board all local regulations shall be
followed, e.g. the Fire Service may be required by the local airport authorities, ATC informed.
The ramp agent shall confirm to the crew the local regulations applying.
(b) The ground below cabin doors and emergency slide deployment areas shall be clear, except
doors with steps/jetbridge in position.
(c) On remote stands two passenger steps or an alternate means of emergency evacuation shall
be in place.
(d) Where boarding is done using jetbridge, an interior access path shall be maintained from the
aircraft to the terminal.
(e) Crew, ramp staff and passengers shall be advised that refuelling is about to take place.
(f) If the passengers are already on board before refuelling commences, they shall be seated
with seat belts unfastened. Boarding passengers shall not fasten their seat belts.
(g) At least one pilot shall be on the flight deck throughout the refuelling process.
(h) One pilot shall supervise the fuelling process and have permanent contact with a trained
personnel using either the inter-communication system or other means of communication in
case of a technical problem.
(i) One cabin crew member shall be stationed at each pair of main doors and over wing
emergency exits.
(j) For Safety reasons (unlike the situation when we need to evacuate aircraft while fueling) we
allow refueling while boarding (or disembarkation) regular passengers or PRMs. Both groups
cannot be boarded (or disembarked) while fueling is in place. Out of the 3 following
procedures only 2 may be conducted simultaneously:
• refuelling,
• boarding (or disembarking) of regular passengers,
• boarding (or disembarking) of PRMs.
(k) The designated personnel supervision the refuelling on ground shall:

• Ensure, that precautionary actions are taken on the ground.
• Inform the pilot on the flight deck of the commencement and completion of refuelling
operations.
• Ensure that refuelling is stopped if such a request is made by one of the flight crew.
• Alert the pilot on the flight deck if a fire or spillage occurs.
• Assess the risk and co-ordinate with the pilot on the flight deck as to what action, if any
is necessary.
(l) The ramp agents / dispatcher shall:

• Satisfy himself that at least one pilot is present in the flight deck, all cabin crew are at
their stations and designated personnel supervising the refuelling on ground is aware
and appropriately positioned (based on information received from flight deck crew).
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• Ensure, that any passenger boarding / disembarkation is achieved in a controlled

manner.
(m) The refuelling operator is responsible for fuelling actions.

Use of unpressurized fueling system is prohibited with passengers on board or during boarding /
disembarking.
12.3.6 Communication During Refueling Boarding / Disembarkation

Two-way communication shall be established and shall remain available whilst refueling is in
progress.
(a) The primay way of communication is via headseat.
(b) The alternative way communications is via visual contacts/signals
• Allowed only during daytime when headsets are not available/not usable.
• Fowraed passenger door shall be open and stairs / jest bridge attached.
(c) If two-way communication cannon be maintained between the pilot on the flgith deck and
person on the ground, refueling while passengers are on-board / embarking / disembarking is
not allowed.
The following communication standards shall be used:
Using Refueling Headset Not Available
Message Direction
Headset (verbal) (daytime only)
COCKPIT CALL
"Request to establish 2 "FLIGHT DECK FROM
Ground -> flight deck button, or bang on the
way communication" GROUND…"
fuselage
"Cleared to start "CLEARED TO START "Affirmative / All clear"
Flight deck -> ground
refueling" REFUELING" hand signal
"Stop refueling" Flight deck -> ground "STOP REFUELING" "Stop" hand signal
Verbal through open
Coordination Flight deck -> ground Via voice
fligth deck window
"Evacuation" hand
"Fuel spillage detected" Ground -> flight deck "FUEL SPILLAGE"
signal
"Fire observed" Ground -> flight deck "FIRE" "Fire" hand signal
For hand signals refer to section Marshaling Hand Signals for Aircraft and Technical/Servicing Hand
Signals–Ground Staff to Flight Crew.
END OF SECTION
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13 Annex I: Deicing / Anti-icing........................................................................................................................ 1

13.1 General.....................................................................................................................................................1
13.1.1 DAQCP.......................................................................................................................................... 1
13.1.2 Definitions...................................................................................................................................... 1
13.1.3 Deicing Service Provider Responsibility.........................................................................................5
13.2 Training and Qualifications.......................................................................................................................6
13.2.1 Training Recommendation............................................................................................................. 6
13.2.2 Levels of Qualification.................................................................................................................... 7
13.3 Processes and Procedures...................................................................................................................... 8
13.3.1 One-step Deicing/Anti-icing............................................................................................................8
13.3.2 Two Step Deicing/Anti-icing........................................................................................................... 8
13.3.3 Symmetrical Treatment.................................................................................................................. 8
13.3.4 Interrupted De-icing/Anti-icing treatment........................................................................................8
13.3.5 Pre-step Processes........................................................................................................................9
13.3.6 Manual Snow Removal.................................................................................................................. 9
13.3.7 Forced Air Deicing..........................................................................................................................9
13.3.8 Tactile check.................................................................................................................................10
13.3.9 Preventive Anti-icing.................................................................................................................... 10
13.3.10 Early Anti-Icing........................................................................................................................... 10
13.3.11 Local Deicing.............................................................................................................................. 11
13.3.12 Engine Fan Blade De-icing........................................................................................................ 12
13.3.13 Dried and Re-hydrated Fluid Residue........................................................................................12
13.3.14 Contamination Check to Rstablish the Need for Deicing........................................................... 13
13.3.15 Post Deicing/Anti-icing Check.................................................................................................... 13
13.3.16 Pre-takeoff Check...................................................................................................................... 13
13.4 Fluid and Equipment Management........................................................................................................ 14
13.4.1 Deicing Truck Serviceability......................................................................................................... 14
13.4.2 Fluid Storage................................................................................................................................14
13.4.3 Pumping and Fluid Transfer System............................................................................................ 14
13.4.4 Heating.........................................................................................................................................15
13.4.5 Fluid Quality Control.....................................................................................................................15
13.4.5.1 Fluid Delivery / Acceptance................................................................................................... 15
13.4.5.2 Fluid Pre-Season, Within-Season and Event-Driven Tests................................................... 16
13.4.5.3 Daily Concentration Tests......................................................................................................17
13.4.5.4 Fluid Sampling Procedure for Type II or IV Fluids................................................................. 17
13.4.6 Fluid Test Methods....................................................................................................................... 17
13.4.6.1 Visual Contamination Test..................................................................................................... 17
13.4.6.2 Refractive Index Test............................................................................................................. 18
13.4.6.3 pH-value Test.........................................................................................................................18
13.4.6.4 Field Viscosity Test................................................................................................................ 19
13.4.6.5 Laboratory Viscosity Test.......................................................................................................19
13.4.6.6 Checks on Directly or Indirectly Heated Fluids......................................................................19
13.5 Critical Surfaces..................................................................................................................................... 20
13.6 Effects of Frozen Deposits..................................................................................................................... 21
13.7 Responsibilities...................................................................................................................................... 22
13.7.1 Commander................................................................................................................................. 22
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13.7.2 Ground Engineer and/or Deicing/Anti-icing Agent....................................................................... 22

13.8 Deicing and Anti-icing Fluids.................................................................................................................. 23
13.9 Holdover Time........................................................................................................................................ 24
13.9.1 Holdover Time Guidelines............................................................................................................24
13.9.2 Active frost holdover times for SAE Type I, II and IV fluids.......................................................... 25
13.9.3 Holdover times for SAE Type I Fluid on critical aircraft surfaces composed predominantly of
aluminum........................................................................................................................................ 26
13.9.4 Generic holdover times for SAE Type II Fluids a Function of Weather Conditions and OAT....... 27
13.9.5 Generic holdover times for SAE Type IV Fluid Mixtures as a Function of Weather Conditions and
OAT................................................................................................................................................ 28
13.9.6 Snowfall intensities as a function of prevailing visibility............................................................... 29
13.9.7 Fluid-specific brand name holdover tables available to Wizz Air flight crew................................ 29
13.10 Precautions for Deicing/Anti-icing........................................................................................................ 30
13.10.1 Flight Crew................................................................................................................................. 30
13.10.2 Ground Engineer and/or Deicing/Anti-icing Agent..................................................................... 30
13.11 Communication, Recording And Reporting.......................................................................................... 31
13.11.1 Communication Prior to Stating Deicing/Anti-icing Treatment....................................................31
13.11.2 Post Deicing/Anti-icing Communication..................................................................................... 31
13.11.3 Anti-icing Code........................................................................................................................... 32
13.11.4 Fluid Consumption Report..........................................................................................................33
13.12 General Fluid Application Strategy.......................................................................................................34
13.13 Guidelines For Fluid Application...........................................................................................................36
13.14 Wizz Air Instructions To Flight Deck..................................................................................................... 38
13.14.1 Requirements for De-icing......................................................................................................... 38
13.14.2 De-icing Request Form.............................................................................................................. 38
13.14.3 Stand/Remote De-icing.............................................................................................................. 38
13.14.4 One-step / Two-step De-icing.....................................................................................................38
13.14.5 Local De-icing............................................................................................................................ 39
13.14.6 Pre Step Deicing........................................................................................................................ 39
13.14.7 Surfaces..................................................................................................................................... 40
13.14.8 Deicing Report........................................................................................................................... 40
13.15 Permissible Deicing/Anti-icing and No Direct Application Areas.......................................................... 41
13.15.4 APU Intake Illustration................................................................................................................44
13.15.5 Controls......................................................................................................................................45
END OF SECTION
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13 Annex I: Deicing / Anti-icing
13.1 General
The successful treatment of ice and snow deposits on aircraft on the ground is an absolute necessity
to the safety of winter operations.
Regulations governing aircraft operations in ground icing conditions shall be followed, particularly: A
flight to be planned or expected to operate in suspected or known ground icing conditions shall not
take off unless the aircraft has been inspected for icing and, if necessary, has been given appropriate
deicing/anti-icing treatment. Accumulation of ice or other naturally occurring contaminants shall be
removed so that the aircraft is kept in an airworthy condition prior to take-off.
CLEAN AIRCRAFT CONCEPT - no person shall attempt to dispatch or commence take-off of an
aircraft when frozen or freezing contamination is present on or adhering to the wings, propellers,
engine inlets, control surfaces or other critical surfaces that might adversely affect the performance or
controllability of the aircraft
Compliance with this requirement can be achieved by appropriate use of anti-icing or deicing
procedures, or where necessary a combination of both.
Detailed procedures and requirements for deicing and anti-icing can be found in SAE Global Aircraft
Deicing Standards consist latest published version of the following documents:
• AS 6285 - Aircraft Ground Deicing/Anti-Icing Processes
• AS 6286 – Aircraft Ground Deicing/Anti-Icing Training and Qualification Program
• AS 6332 – Aircraft Ground Deicing/Anti-Icing Quality Management
and other relevant SAE documents.
This section provides general guidelines for safe ground deicing/anti-icing operations.
The term deicing will be used throughout this section, but should also be considered to refer to the
anti-icing process.
Deicing operations must be performed with extreme caution to prevent injury to personnel and
damage to aircraft and equipment.
Deicing is not permitted during the fueling process.
13.1.1 DAQCP
Wizz Air is the member of IATA De-Icing/Anti-Icing Quality Control Pool (DAQCP), and the
membership is governed by the DAQCP Multilateral Agreement.
The DAQCP is administered centrally according to the DAQCP Quality Manual, which also covers
allocation of inspections, frequency of inspections and monitoring the completion of inspections.
On yearly basis stations are allocated to pool member airlines using the special formula and the
inspections are included in the Wizz Air compliance monitoring plan.
13.1.2 Definitions
Active Frost - a condition when frost is forming. Active frost occurs when aircraft surface temperature
is at or below the frost point, or there is water in liquid form on the aircraft surface and surface falls
to/or below 0 ºC (32°F).
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Anti-icing - a precautionary method to provide protection against the formation of ice, slush and snow
for a limited period by applying a layer of anti-icing fluid on the aircraft critical surfaces, which is
assumed to flow off during take-off.
Anti-icing fluid:
(a) mixture of water and Type I fluid;
(b) Premix Type I fluid;
(c) Type II fluid, Type III fluid, or Type IV fluid;
(d) mixture of water and Type II fluid, Type III fluid, or Type IV fluid.
For deicing/anti-icing purposes in a one-step procedure, fluids mentioned in a) b) and d) shall
be heated to ensure a temperature of 60 °C (140 °F) minimum at the nozzle.
Anti-Icing Code - This code is given to the flight crew that deicing/anti-icing has been carried out and
the details of the anti-icing procedure that was applied.
Blade ice - can form on the back side of fan blades when the engine rotates overnight, in a humid
atmosphere, at temperatures close to or below 0ºC. It can be detected reliably only by a tactile check
of the rear of the blade. It must be removed, using hot air, before dispatch.
Check - examination of an item against a relevant standard by a trained and qualified person to
ascertain satisfactory condition.
Chemical Contamination - condition when substances (chemicals) are present where they should not
be or are at concentrations higher than they should be.
Clear Ice – ice difficulty to detect visually. It is normally formed in the area of the wing fuel tanks,
caused by cold-soaking. Clear Ice may be hidden under a layer of snow or slush on the wings etc. It
can only be removed by deicing fluid, hard or sharp tools should not be used to scrape or chip the ice
off as this can result in damage to the aircraft.
Cold-soak effect – ice can form on aircraft surfaces even when the outside air temperature (OAT) is
well above 0 °C (32 °F). An aircraft equipped with wing fuel tanks may have fuel that is at a
sufficiently low temperature such that it lowers the wing skin temperature to below the freezing point
of water. The low temperature of the fuel may come from flying at a high altitude, where cold
temperature prevails, for a period of time, or from fueling with cold fuel. This phenomenon is known
as cold soaking. While on the ground, the cold-soaked aircraft will cause ice to form when water as
rain or as vapor (humidity), comes in contact with cold-soaked surfaces.
Contamination - all forms of frozen or semi-frozen deposit on an aircraft, such as frost, snow, ice or
slush.
Contamination check - check of aircraft surfaces and components for contamination to establish the
need for deicing.
Deicing - procedure by which frost, ice, slush or snow are removed from an aircraft in order to provide
clean surfaces and components.
Deicing/anti-icing - combination of the procedures deicing' and 'anti-icing'. It may be performed in one
or two steps.
Deicing fluid:
(a) heated water;
(b) heated mixture of water and Type I fluid;
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(c) heated premix Type I fluid;

(d) heated Type II or Type IV fluid;
(e) heated mixture of water and Type II or Type IV fluid.
Deicing Service Provider – the company responsible for the aircraft deicing/anti-icing operations of
Wizz Air aircraft at the airport.
Freezing drizzle (METAR code: FZDZ) - fairly uniform precipitation composed exclusively of fine
drops (diameter less than 0.5 mm / 0.02 inch) very close together which freezes upon impact with the
ground or other exposed objects.
Freezing fog (METAR code: FZFG) – a suspension of numerous very small water droplets which
freezes upon impact with the ground or other exposed objects, generally reducing the horizontal
visibility at the earth's surface to less than 1 km (5/8 mile).
Freezing point - temperature at which a liquid starts to become a solid.
Freezing Point Buffer - the difference between the outside air temperature (OAT) and the freezing
point of the fluid used.
Freezing Point Buffer, negative - condition when the freezing point of a deicing/anti-icing fluid is
above the OAT.
Freezing rain light (METAR code: -FZRA)- precipitation of liquid water particles which freezes upon
impact with the ground or other exposed objects, either in the form of drops of more than 0.5 mm
(0.02 inch) or smaller drops which, in contrast to drizzle, are widely separated. Measured intensity of
liquid water particles is up to 2.5 mm/h (0.10 in/h) or 25 g/dm2/h with a maximum of 0.25 mm (0.01
inch) in 6 minutes.
Freezing rain moderate (METAR code: FZRA) - precipitation of liquid water particles which freezes
upon impact with the ground or other exposed objects. Moderate freezing rain may appear in the
form of large drops or can appear to fall in sheets where individual drops are not identifiable.
Moderate freezing rain has a measured intensity of between 0.10 to 0.30 in/h.
Freezing rain heavy (METAR code: +FZRA) - precipitation of liquid water particles which freezes
upon impact with the ground or other exposed objects. Heavy freezing rain can seem to fall in sheets
and individual drops may not be identifiable. Heavy freezing rain has a measured intensity of more
than 0.30 in/h.
Frost/hoar frost – tiny ice crystals formed on a surface at or below the frost point. Frost generally
occurs with clear skies at temperatures below freezing point. Frost can also occur from the freezing
of dew.
Frost localized - the limited formation of frost in localized wing areas cooled by cold fuel or large
masses of cold metal in the wing structure, this type of frost does not cover the entire wing.
Fuel frost - frost, normally in the area of the wing fuel tanks, caused by the cold-soaking. Also known
as non-environmental frost or cold-soaked fuel frost.
Hail (METAR code: GR) - precipitation of small balls or pieces of ice with a diameter ranging from 5 to
50 mm (0.2 to 2.0 inches) falling either separately or agglomerated.
HOT - Holdover time - estimated time for which an anti-icing fluid will prevent the formation of frost or
ice and the accumulation of snow on the protected surfaces of an aircraft, under weather conditions
as specified in the Holdover Time Table.
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Ice pellets (METAR code: PE) - precipitation of transparent (grains of ice), or translucent (small hail)
pellets of ice, which are spherical or irregular, and which have a diameter of 5 mm (0.2 inch) or less.
The pellets of ice usually bounce when hitting hard ground.
Icing Conditions - means an atmospheric environment that may cause ice to form on the aircraft or in
the engines. Icing conditions may be expected when the OAT (on ground and for takeoff), or when
the TAT (in flight) is at or below 10°C, and there is visible moisture in the air (such as clouds, fog with
low visibility of 1500 meters or less, rain, snow, sleet, ice crystals) or standing water, slush, ice or
snow is present on the taxiways or runways.
LOUT - Lowest Operational Use Temperature - the LOUT is the higher (warmer) of
(a) The lowest temperature at which the fluid meets the aerodynamic acceptance test (according
to AS5900) for a given type (high speed or low speed) of aircraft
(b) The freezing point of the fluid plus the freezing point buffer of 10 °C (18 °F) for Type I fluid and
7 °C (13 °F) for Type II, III or IV fluids.
For applicable values refer to the fluid manufacturer’s documentation.
Post Deicing check - a check by qualified ground personnel to ensure that all critical surfaces are free
of adhering contamination after the deicing procedure has been completed.
Post Deicing / Anti-icing check - A check by qualified ground personnel to ensure that all critical
surfaces are free of adhering contamination after the deicing/anti-icing has been completed.
Pre-deicing process - a process to remove large quantities of frozen contamination prior to the
regular deicing/anti-icing process with the objective of reducing the quantity of deicing fluid to be
used.
Per-flight contamination check - a check performed by the flight crew or ground crew prior to
departure to verify the presence of adhering contamination to establish the need for deicing/anti-icing
(check to determine if the aircraft requires deicing and/or anti-icing, or if anti-icing has failed and the
aircraft needs re-treatment). It may be part of the flight crew walk-around before the flight.
Pre-takeoff check - check by the flight crew prior to take-off and within holdover time. This check is
normally conducted from inside the flight deck. It is normally accomplished by a continuous
assessment of the conditions that affect holdover time and includes an assessment and adjustment
of holdover time.
Pretakeoff contamination check - check of the critical surfaces for adhering contamination. This check
is accomplished after the holdover time has been exceeded and must be completed within 5 minutes
prior to the beginning of takeoff. This type of check is not applicable in Wizz Air operations.
Qualified staff - trained staff who have passed theoretical and practical training tests and have been
qualified for performing this type of job, based on SAE AS6286 requirements.
Rain or high humidity (on cold soaked wing) - Water, visible moisture or humidity forming ice or frost
on the wing surface, when the temperature of the aircraft wing surface is at or below 0 °C (32 °F).
Rain (METAR code: RA) - precipitation of liquid water practices either in the form of drops of more
than 0.5mm (0.02 inch) diameter or of smaller widely scattered drops.
Rime ice - Small frozen water droplets, spherical opaque/milky granular appearance looking similar to
frost in a freezer. Typically rime ice has low adhesion to the surface and its surrounding rime ice
particles.
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Sleet – precipitation in the form of mixture of rain and snow. For operation light sleet shall be treated
as light freezing rain.
Slush - snow or ice that has been combined with water.
Snow (METAR code: SN) - precipitation of ice crystals, most of which are branched, star-shaped or
mixed with unbranched crystals. At temperatures higher than -5 °C (23 °F), the crystals are generally
agglomerated into snowflakes.
Snow grains (METAR code: SG) - precipitation of very small white and opaque particles of ice that
are fairly flat or elongated with a diameter of less than 1 mm (0.04 inch). When snow grains hit hard
ground, they do not bounce or shatter. For holdover time purposes treat snow grains as snow.
Snow pellets (METAR code: GS) - precipitation of white, opaque particles of ice. The particles are
round or sometimes conical, their diameter range from about 2 - 5 mm (0.08 - 0.2 inch). Snow pellets
are brittle, easily crushed; they do bounce and may break on hard ground. For holdover time
purposes treat snow pellets as snow.
Tactile check – process by which a person physically touches specific aircraft surfaces. Tactile
checks, under certain circumstances, may be the only way of confirming the critical surfaces of an
aircraft are not contaminated.
13.1.3 Deicing Service Provider Responsibility

Deicing service provider is responsible for the safety, operability and efficient aircraft ground deicing/
anti-icing with use of adequate facilities and equipment at applicable location.
Deicing service provider shall have aircraft deicing/anti-icing procedures, including a quality control
procedures, which cover all aspect of aircraft ground deicing/anti-icing process including instructions,
tasks, responsibilities, authorizations, infrastructure, personnel, equipment which ensure compliance
with relevant regulations and SAE Global Aircraft Deicing Standards.
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13.2 Training and Qualifications

Deicing service provider shall ensure that all ground handling personnel assigned to perform aircraft
deicing/anti-icing operations for the Wizz Air aircraft complete an:
(a) Initial training - by all ground handling personnel prior to being assigned to perform any
deicing/anti-icing operations on Wizz Air flights. Initial qualification is achieved after successful
theoretical training (including a written examination) is completed and practical training
(including assessment where relevant), is also successful.
(b) Recurrent training - previous season qualification remains valid for the beginning of the next
deicing season but must be renewed before the end of calendar year, including the theoretical
instruction and written examination. Local regulation could overrule the end of year
requirement.
According to training programs following guidelines and recommendations published in AS6286, the
scope of training should be adjusted to local demands, however the minimum level of training shall
be covered in all cases.
The training program shall address all elements of the training material, levels of qualifications,
verification of success, functions, duties, responsibilities, quality control, and regular overview of
instructing. All training records shall be kept as per the regulatory or company’s recordkeeping policy.
The training program shall be reviewed at least annually to ensure that it covers all current aspects of
deicing/anti-icing operations.
13.2.1 Training Recommendation

Only trained and qualified personnel shall carry out aircraft ground deicing/anti-icing procedures.
The area of deicing training shall be divided into the following parts: theoretical, practical and
recurrent. Each part shall have a test to verify the correct procedures. The theoretical parts shall have
a written examination with a passing rate of min. 75% and the practical part should have a
demonstration of skill. The training shall be divided into different groups according to levels of
qualification/operation.
A deicing training program should be introduced. This training program should include all elements of
training, levels of qualifications, verification of success, functions, duties, responsibilities, quality
control, regular overview of instructing and records kept.
Training program shall included as minimum following training elements: common standard,
regulation and recommendation including local rules and restriction; hazard of snow, ice and frost;
safe operation of equipment and de/anti-icing operation including aircraft critical area; fluid
characteristics and application, and limitation of holdover time; deicing/anti-icing codes,
communication and coordination.
The program should be under constant review to make sure it covers all new aspects of operation.
The Head of Deicing Training is responsible to build up such a program. Up to date standards and
recommendations shall be referred to. The Head of Deicing Training may also be the actual Instructor
and in that case previous deicing experience is recommended. The company should evaluate and
approve the Head of Deicing Training for the task according to set requirements. This approval
should be documented.
Theoretical and practical skills training shall be conducted by qualified personnel who have
demonstrated the skills to deliver the training and who have competence (knowledge, skill and
experience) in the subjects to be instructed. Assessment shall be conducted by persons who have
appropriate knowledge, skills and experience in the functions being assessed. Training shall be a
combination of theoretical (suitable and sufficient information and instruction relating to the topic
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being trained) and practical skills training to verify the learners understanding of, and ability to
complete, the task being trained. Changes to methods and processes shall be communicated to
relevant personnel and appropriate additional information and training shall be delivered.
Training sessions shall be recorded and kept for verification of qualifications. Records of theoretical
sessions and exams as well as on-job-training records (where applicable) must be retained for each
person qualified. The record shall clearly show that instruction has been given and received (signed
documents are preferred). A training schedule for each qualified person shall be maintained. The
record shall identify the date when the particular subject matter has been delivered to the learner.
The trainer will sign or initial that they have delivered the training. The learner will, as
acknowledgement and understanding of the training, sign or initial the appropriate subject matter on
the training record form. Training content and records shall be made available for review by an
authorized air carrier representative and/or regulatory authority. Where electronic or computer based
training record systems are maintained, the content shall include, as a minimum, the learner’s name,
test mark achieved, date of training and course reference.
For initial qualification, the qualification of personnel shall be accomplished on live aircraft during live
deicing/anti-icing operations. Alternatively the qualification of personnel can also be accomplished by
spraying on a mock-up surface, or aircraft, or deicing simulators, that would simulate an actual live
deicing/anti-icing operation.
For annual recurrent qualification, the practical evaluation and demonstration of skills for normal
equipment and operational methods is expected.
The practical training and demonstration of knowledge or skills where new equipment or operational
methods are utilized is required.
Both initial and annual recurrent training shall be conducted to ensure that all personnel obtain and
retain a thorough knowledge of aircraft ground deicing/anti-icing policies and procedures, including
new procedures and lessons learned.
13.2.2 Levels of Qualification

The qualification level shall be clearly defined. Each qualified person shall be fully aware of their
approved functions. A person may hold several approvals depending on the job function.
Levels and groups of qualifications may be are divided into the following groups:
(a) DI-L10 Deicing Vehicle Driver;
(b) DI-L20 Deicing Operator;
(c) DI-L30 Deicing Supervisor;
(d) DI-L30B Pre/Post Deicing Inspector;
(e) DI-L40 Deicing Instructor;
(f) DI-L50 Deicing Coordinator;
(g) DI-L60 Fluid Quality Inspector (Laboratory staff);
(h) DI-L70 Head of Deicing Training
(i) DI-L80 Flight Crew (winter operations);
(j) DI-L80B Cabin Crew (icing awareness).
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13.3 Processes and Procedures

When aircraft surfaces are contaminated, they shall be de-iced prior to dispatch.
When there is a risk of contamination of the aircraft surfaces at the time of dispatch, these surfaces
shall be anti-iced.
If both de-icing and anti-icing are required, the procedure may be performed in one or two steps. The
selection of a one- or two-step process depends upon weather conditions, available equipment,
available fluids and the holdover time to be achieved.
In suitable weather conditions, deicing and anti-icing should be performed only with Type I to help
avoid formation of dried residues.
13.3.1 One-step Deicing/Anti-icing

With this method heated deicing and/or anti-icing fluids are applied in one single step.
One-step deicing/anti-icing includes anti-icing. In this process fluid used to deice the aircraft remains
on the aircraft surfaces to provide limited anti-ice capability.
A one-step procedure can be used, with the deicing/anti-icing fluid heated to a minimum temperature
of 60°C at the nozzle. Hot water may not be used as a one step process.
The correct fluid concentration shall be chosen with regard to desired holdover time, dictated by OAT
and weather conditions.
13.3.2 Two Step Deicing/Anti-icing

With this method first step is performed with deicing fluid and the second step is performed with anti-
icing fluid to protect the surface. The second step shall be performed before the first step fluid
freezes, if necessary area by area and cover completely the first step fluid. Deicing service providers
shall ensure the first step fluid and the second step fluid used on aircraft are compatible.
Where refreezing occurs following the initial treatment, both the first and second step must be
repeated.
The correct fluid concentration shall be chosen with regard to desired holdover time, dictated by OAT
and weather conditions.
13.3.3 Symmetrical Treatment

Aircraft shall be treated symmetrically, that is the same area in the same location, left-hand and right-
hand side shall receive the same and complete treatment, even when only one side of the aircraft
needs treatment.
13.3.4 Interrupted De-icing/Anti-icing treatment

A deicing/anti-icing treatment should be continuous and as short as possible. If a treatment is
interrupted (for example a truck ran out of fluid), the Aircraft Commander shall be immediately
informed stating:
(a) reason for interruption;
(b) actions to be taken (in consultation with the Commander);
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(c) expected time of delay.

Before continuing the treatment:
(a) inform the Commander;
(b) establish in consultation with the Commander, further treatment to be carried out, including
any surfaces requiring re-treatment in relation to holdover time.
When continuing the treatment, the previously treated surfaces must be fully deiced and anti-iced
again, when the holdover time of the treatment from before the interruption is not sufficient.
13.3.5 Pre-step Processes

Pre-step process is to be done prior to deicing/anti-icing. If agreed by the aircraft operator, a pre-step
process prior to the deicing process, in order to remove large amounts of frozen contamination (e.g.
snow, slush or ice), may be considered to reduce the quantity of glycol-based deicing fluid that is
needed.
Pre-step process may be performed with various means:
(a) manual removal with brooms, brushes, ropes, scrapers'
(b) removal with forced air, hot air.
13.3.6 Manual Snow Removal

Reducing the amount of deicing fluid used can have a positive impact on both the cost and the
environment. Alternate methods to normal deice fluid may also be necessary when removing
contamination from areas and structures on the aircraft sensitive to deice fluids such as; landing gear,
flight deck windows, radome, nose area, engine inlet etc. Some of the more common devices are
brooms, brushes, ropes and scrapers.
Where aircraft are laden with snow, brushing must be considered as the primary method of removing
snow whenever conditions permit providing safety is not compromised. Extreme care must be
exercised whenever manual methods are employed to protect the highly sensitive and often fragile
sensors and navigation antennas. When sweeping or "pulling" contamination off an aircraft, care
must be taken to use motions which pull contamination away from any openings, in order to avoid
forcing the contamination into any openings on the wings or stabilizers.
Only soft bristled brushes may be used to remove contamination from aircraft surfaces to alleviate
damage to the aircraft skin. The brush that is employed to sweep contamination from the aircraft
should not be used for any other purpose, e.g. to break ice or sweep snow from floors or other
surfaces.
Soft bristled brushes are very useful in removing contamination from aircraft windows and/or other
sensitive areas where the application of hot fluid is either best avoided or prohibited.
13.3.7 Forced Air Deicing

Forced air snow removal equipment can be used on Wizz Air aircraft with the prior approval of Wizz
Air.
Forced Air utilizes an air stream to remove accumulations of frozen contamination from the aircraft
with or without fluid. Forced Air could provide the option of injecting heated or unheated fluid into the
air stream for removal of heavier frozen contamination. Forced air or forced air/fluid equipment for the
removal of frozen contaminants shall meet requirements specified in SAE AIR 6284.
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Forced air can be used as a one-step or a two-step process.

If using as a one-step procedure to remove contamination, the service provider shall verify by a
tactile check that the surface is clean and clear of contamination. If forced air has not removed all the
contamination from the surfaces or if is not confirmed that all contamination is removed, then an
application of heated deice fluid is required.
13.3.8 Tactile check

An external physical check of the aircraft surfaces before or after a deicing/anti-icing treatment to
ensure that critical surfaces of the aircraft are free from any frost, ice, snow or slush.
To perform the tactile check, an appropriate device (e.g. a ladder or stair with appropriate height) may
be required.
Tactile check shall be deployed as means of:
(a) contamination check;
(b) clear ice check;
(c) post deicing check.
13.3.9 Preventive Anti-icing

Preventive anti-icing can be carried out as a precautionary measure well in advance of a flight (e.g.
during overnight stop) to prevent frost, ice, snow or slush to form and/or accumulate on the protected
surfaces of an aircraft. This treatment will be applied before the flight crew arrives at the aircraft.
Where an aircraft has been deiced and/or anti-iced some time prior to the arrival of the Flight Crew,
an additional ‘Contamination Check’ shall be carried out prior to departure, in order to establish
whether further treatment is required.
13.3.10 Early Anti-Icing

To carry out this treatment an agreement shall be made locally among Wizz Air Flight Operations, the
local line maintenance provider and the deicing service provider. This local agreement shall cover the
following items:
(a) Applicable Weather conditions;
(b) Usage of Early Anti-icing Check list and Deicing/Anti-icing Request Form;
(c) Aircraft configuration responsibilities;
(d) Stakeholder’s responsibilities.
Applicable Weather conditions: The Early Anti-icing procedure could be only carried out in the
following weather conditions:
(a) In Active Frost'
(b) OAT (Out-Side Air Temperature) is between -1 and -10 Celsius degree.
Aircraft configuration: before the Early Anti-Icing treatment will be carried out, the deicing agent must
ensure that the Aircraft is ‘ready for deicing’.
(a) Aircraft is configured correctly, all valves and inlets are closed;
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(b) Aircraft is ready for Early Anti-icing table is visible in the Flight Deck window.
Stakeholder’s responsibilities:
(a) De-icing/Anti-icing Supervisor: The De-icing/Anti-icing Supervisor shall to ensure the following
procedures have been completed before the treatment:
• Make decision on the treatment application;
• Monitor the weather conditions from the start of the treatment until departure;
• Provide a weather report to the crew. The weather report shall contain the local weather
conditions from the time of the treatment until the departure;
• Early Anti-icing Checklist completed and signed;
• Certifying the post-treatment check;
• Provide the Early Anti-Icing Checklist and the Deicing and Anti-icing Request form to
the flight crew.
(b) Deicing/Anti-icing Agent: The Deicing/Anti-icing Agent shall to ensure the following procedures
have been completed correctly:
• Fluid checks (mixture and temperature);
• Deicing/Anti-icing the Aircraft;
• Post Treatment check;
• Deicing and Anti-icing form completed and signed.
(c) Maintenance Engineer: The Maintenance Engineer shall to ensure the following procedures
have been completed correctly:
• Configure the aircraft for deicing;
• Place the "Aircraft ready for Deicing" table to the Flight Deck window before leaving the
plane;
• Close the doors and compartments before the treatment.
(d) Commander: The Commander shall be responsible for the following steps:
• Contamination check;
• Calculation of the Holdover Time.
This treatment will be applied before the Flight Crew arrives at the aircraft. Where an aircraft has
been deiced and/or anti-iced some time prior to the arrival of the Flight Crew, an additional
"Contamination Check" shall be carried out prior to departure, in order to establish whether further
treatment is required.
13.3.11 Local Deicing

Removal of local area contamination. When no precipitation is falling or expected, a “local area” de-
icing may be carried out under the below mentioned or similar conditions. In some cases a full or
complete deicing is not necessary. When the presence of frost and/or ice is limited to localized areas
on the surfaces of the aircraft and no holdover time is likely to be required, only the contaminated
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areas will require treatment. This type of contamination will generally be found on the wing and/or
stabilizer leading edges or in patches on the wing and/or stabilizer upper surfaces.
13.3.12 Engine Fan Blade De-icing

Fan Blade Ice can form at any time in freezing conditions but is most likely to occur with high humidity
levels and temperatures below 0°C. Careful inspection of the fan blades is required at all times when
operating in freezing conditions so that fan blade ice does not remain undetected.
Minor ice deposits can usually be removed by turning the fan by hand 180 degrees counter clockwise
(clockwise as seen from the rear, normal operation) in order to the draw warm engine air towards the
inlet. This may melt small deposits, and will also be a good practice in order to avoid the warm air
melting small residues on the top blades which then could flow into the spinner and refreeze with
subsequent engine vibration after start.
Engine fan blade deicing with hot air must be performed with low flow hot air sources, not more than
80°C, such as Air Conditioning Units, Cabin Heaters, or special GSE designed for fan blade deicing.
The Commander must determine whether fan blade deicing is required. If the Commander is not
available, fan blade deicing may also be requested by qualified and trained ground staff.
(a) FOD check must be performed prior and after fan blade deicing to make sure that there are no
foreign objects in the engine inlet which may damage the engine. Air starter or mounted jet
engines must not be used. Pressure on loose held hoses, blast and temperature cannot be
controlled.
(b) Use a protection blanket to avoid damage of the acoustic liner.
(c) Position the hot air unit preferably in front of the contaminated engine. Focus the hot air on the
fan blades. Melt the frozen deposits, remove the ice by hand and dry up the front and rear
side of the fan blades by means of soft cloth to avoid refreezing.
(d) Remove any of the frozen deposits that may have been bonded to the fan blades, including
the rear side of the fan blades.
(e) Remove any of the frozen deposits that may have been bonded to the lower surface of the
engine intake.
(f) Remove any melt water which may have collected at the lowest point of the engine intake with
a soft cloth to avoid refreezing of the fan blades.
(g) Perform a contamination check to ensure that the fan blades including the rear side are clean
and dry, and that they are free to rotate counter clockwise.
(h) Remove the protection blanket and perform a visual FOD check.
(i) Ensure that there is no remaining water in the engine inlet.
(j) Inform the Flight Deck crew that the fan blade de-icing was performed successfully.
13.3.13 Dried and Re-hydrated Fluid Residue

Dried thickened-fluid (SAE Type II, III or IV) residue could occur when surfaces have been treated,
but the aircraft as not subsequently been flown and has not been subject to precipitation. The fluid
may then have dried on the surfaces. This dried fluid should be treated as contamination of the wing
and must be removed prior to flight by applying new hot mixed fluid. Repetitive application of
thickened deicing/anti-icing fluids may lead to the subsequent formation/build-up of a dried residue in
structural and aerodynamically quiet areas. This residue may re-hydrate if exposed to high humidity
conditions, precipitation and increase its original size/volume. Residue will re-freeze if exposed to
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conditions at or below 0°C. This may cause moving parts such as elevators, ailerons, and flap
actuating mechanisms to stiffen or jam in flight. Re-hydrated residues could form on exterior
surfaces, which can reduce lift, increase drag and stall speed.
Re-hydrated residues may also collect inside control surface structures and cause clogging of drain
holes or imbalances to flight controls, also it can collect in hidden areas: around flight control hinges,
pulleys, grommets, on cables and in gaps.
Radar Altimeter Antennas, pitot probes, static ports, and TAT probes are required to be clear of any
re-hydrated fluid on departure and particular attention should be paid to this matter when completing
walk-arounds on arrival and departure. Any rehydrated fluid on any part of the aircraft should
immediately be reported to the Commander.
13.3.14 Contamination Check to Rstablish the Need for Deicing

A contamination check shall include areas like: wings, tail (horizontal stabilizer, vertical stabilizer) and
control surfaces; pitot tubes, static ports and all other air data sensing devices; engines; air
conditioning inlets and outlets; landing gear and landing gear doors; fuel tank vents; fuselage; flight
deck windows and nose, radome area and shall be performed from points offering sufficient visibility
of these parts ( from the deicing vehicle, a ladder, or any other suitable means of access as
necessary). Any contamination found on the surfaces or components of the aircraft that are critical to
safe flight shall be removed by a deicing procedure, which shall be followed by anti-icing treatment
when required.
Where an aircraft has been deiced and/or anti-iced some time prior to the arrival of the flight crew, an
additional contamination check shall be carried out prior to departure, in order to establish whether
further treatment is required. Requests for deicing/anti-icing shall specify the parts of the aircraft
requiring treatment.
13.3.15 Post Deicing/Anti-icing Check

No Wizz Air Aircraft shall be dispatched after deicing/anti-icing treatment until the aircraft has
received a post deicing/anti-icing check by qualified staff. This check include wings, horizontal
stabilizers (both lower and upper surfaces), vertical stabilizer, and fuselage, including pitot heads,
static ports temperature, and angle of attack sensors. This check shall also include any other parts of
the aircraft on which a deicing/anti-icing treatment was performed according to the requirements
identified during the contamination check.
The post deicing/anti-icing check shall be performed from points offering sufficient visibility of all
treated surfaces (e.g., from a deicing/anti-icing vehicle, ladder, or other suitable means of access).
Any contamination found shall be removed by further deicing/anti-icing treatment, and the post
deicing/anti-icing check shall be repeated. Before take-off, the flight crew must ensure that they have
received confirmation that this post deicing/anti-icing check has been accomplished.
13.3.16 Pre-takeoff Check

The flight crew shall continually monitor the weather conditions after the deicing/anti-icing treatment.
Prior to take-off, a flight crew member shall assess whether the applied holdover time is still
appropriate and/or if untreated surfaces may have become contaminated. This check is normally
performed from inside the flight deck.
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13.4 Fluid and Equipment Management

Deicing/anti-icing fluid is a chemical product with environmental impact. During fluid handling, avoid
any unnecessary spillage and comply with local environmental and health laws and the fluid
manufacturer’s safety data sheet. Different products shall not be mixed without additional qualification
testing.
13.4.1 Deicing Truck Serviceability

Aircraft deicing trucks used at Wizz Air handling shall meet requirements specified in SAE ARP1971,
be fully serviceable and checked periodically according manufacture and local requirements.
Before being initially filled with deicing/anti-icing fluid trucks shall be clean in order to prevent fluid
contamination.
Deicing truck failures which could have negative impact on Wizz Air operations must be immediately
reported to the responsible Ground Operations Manager. The nature of the failure should be
identified and the estimated return to service time indicated as well.
13.4.2 Fluid Storage

(a) Tanks dedicated to the storage of de-icing/anti-icing fluids shall be used to avoid
contamination with other fluids.
(b) Storage tanks shall be of a material of construction compatible with the de-icing/anti-icing fluid,
as specified by the fluid manufacturer (corrosion resistant steel, plastic, etc). Care should be
taken to avoid using dissimilar metals in contact with each other, as galvanic couples may
form and degrade thickened fluids.
(c) Tanks shall be conspicuously labelled to avoid contamination (as minimum: type of fluid, fluid
name, fluid concentration or mixture).
(d) Tanks shall be examined annually for corrosion, contamination and/or leaks. If corrosion or
contamination is evident, tanks shall be maintained to standard or replaced. To prevent
corrosion at the liquid / vapour interface and in the vapour space, a high liquid level in the
tanks is recommended.
(e) The storage temperature limits shall comply with the fluid manufacturer’s requirements.
(f) The stored fluid shall be checked routinely to ensure that no degradation/ contamination has
occurred.
13.4.3 Pumping and Fluid Transfer System

Deicing/anti-icing fluids can show degradation caused by excessive mechanical shearing or chemical
contamination. Therefore only compatible pumps, control valves, piping, hoses and spraying nozzles
shall be used. The design of the pumping systems shall be in accordance with the fluid
manufacturer’s recommendations. Fluid transfer systems shall be dedicated to the specific fluid being
handled to prevent inadvertently mixing fluids of different types or manufacturers. All fill ports and
discharge points shall be clearly labeled to prevent inadvertent product mixing and protected to
prevent foreign contamination.
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13.4.4 Heating
Deicing/anti-icing fluids shall be heated according to the fluid manufacturer’s guidelines. For Type I
fluids, water loss may cause undesirable aerodynamic effects. For Type II / IV fluids thermal
exposure and/or water loss may cause degradation making them not usable.
Avoid unnecessary heating of fluid in vehicle tanks. Prolonged or repeated heating of fluids (directly
or indirectly) may result in loss of water or oxidation which can lead to performance degradation of
the fluid.
The integrity of the fluid following heating shall be checked periodically. Factors like heating rate,
time, and temperature cycling should be considered in determining the frequency of fluid inspections.
13.4.5 Fluid Quality Control

To ensure the necessary safety margins are maintained in the deicing/anti-icing operation, the fluid
used on Wizz Air aircraft to both deice and anti-ice aircraft surfaces shall meet SEA specification and
be at the correct concentration.
13.4.5.1 Fluid Delivery / Acceptance

Fluid check must be carried out at the time of delivery. Fluid acceptance consists of delivery
documentation checks, seal checks and fluid tests. Fluid acceptance shall be performed for each
delivery of aircraft deicing and anti-icing fluids before the first use of the delivered fluid for filling a
storage tank or deicing vehicle tank.
(a) Delivery Documentation checks - delivery shall be accompanied by a certificate of analysis or
certificate of conformance. Documentation and paperwork accompanying the delivery shall be
checked to verify delivered fluid name, brand name, concentration corresponds to the fluid
order and product identification for each delivery vessel. Lot or batch number on delivery
documents correlate with other shipping documents provided. Test results noted on the
certificate of analysis or certificate of conformance meet the applicable fluid manufacturer’s
specification limits;
(b) Shipment Seal Checks - shipment seals shall be checked to ensure the product has not been
tampered with and identification numbers align with those noted on delivery documentation. If
seals contain identification numbers, the numbers should be noted on acceptance
documentation;
(c) Bulk Shipments - fluid supplier shall provide an assurance that prior to loading the bulk
shipping container for delivery: shipping container and included delivery hoses were cleaned
or previous load consisted of fluid identical to the delivered fluid;
(d) Fluid Samples - sample shall be taken for the delivery vessel, for bulk shipping containers, a
sample from each separate compartment is required, for deliveries om multiple containers one
sample from each production lot or batch is required (e) Sample Tests – appearance, visual
examination and refraction check to verify fluid concentration tests shall be performed on each
sample taken at delivery. The pH and filed viscosity or laboratory viscosity test are optional for
each sample but can be helpful if fluid degradation is suspected.
In case nonconformities or discrepancies are identified during the fluid delivery documentation
checks and fluid sample tests, documented procedure appropriate action shall be taken.
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13.4.5.2 Fluid Pre-Season, Within-Season and Event-Driven Tests

Fluids that are applied to all Wizz Air aircraft shall meet the fluid manufacturer’s specification. A
program shall be in place that assures the safe use and performance parameters of fluids are always
followed and met. One way of complying with this requirement is to carry out a mid-season check.
(a) Type I Fluid checks shall be performed:
• At the start of the deicing season;
• On any vehicle or storage tank when fluid contamination or degradation is suspected.
Fluid samples shall be taken from all deicing/anti-icing fluid spray nozzles of all deicing/anti-
icing spraying equipment in the most common concentrations used for deicing/anti-icing, and
from all storage tanks in use. For vehicles without a mixing system, the sample may be taken
directly from the vehicle pre-mix tank after ensuring that the fluid is at a uniform mixture,
following checks shall be performed:
• Visual examination– color and foreign body contamination;
• Refractive index;
• pH - performed if fluid degradation or contamination is suspected.
(b) Types II, and IV Fluids checks shall be performed:

• At the start of the deicing season;
• On any vehicle or storage tank when fluid contamination or degradation is suspected;
• After equipment maintenance on the fluid pump and spray system that has the potential
to affect the quality of the fluid (e.g., pumps, nozzles, etc.).
Fluid samples shall be taken from all deicing/anti-icing fluid spray nozzles of all deicing/anti-
icing spraying equipment for all of the concentrations used for anti-icing and from all storage
tanks in use, following checks shall be performed:
• Visual examination – color and foreign body contamination;
• Refractive index;
• pH - performed if fluid degradation or contamination is suspected;
• Laboratory viscosity.
(c) Sample Test Requirement:

• Results of the appearance, refraction and pH tests shall be within the limits set by the
applicable fluid manufacturer specification;
• Results of the Type II, and IV viscosity tests on samples from spray nozzles shall be no
lower than the lowest on-wing viscosity (LOWV) and no higher than the highest on-wing
viscosity (HOWV). Fluids with a viscosity less than the LOWV shall not be used with
holdover time guidelines;
• Results of the viscosity tests on samples from storage tanks shall be within the limits
needed to ensure the viscosity of fluid when applied to aircraft will remain within the
LOWV and the HOWV. Any expected degradation during fluid storage and handling and
during the use of fluid application equipment must be taken into account.
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13.4.5.3 Daily Concentration Tests

Fluids or fluid/water mixture samples shall be taken from the deicing/anti-icing vehicle nozzles on a
daily basis when vehicles are in use, before the first deicing/anti-icing operation of the day, this is to
verify that the quality of the fluid, freezing point and mixture are correct. Refractive index check shall
be performed according to established procedures and results recorded. To preserve the integrity of
the sample, it shall be protected against precipitation.
Samples may be taken from the truck tank instead of at the nozzle from trucks without installed
mixing system. During sampling it shall be ensured that fluid is in a uniform mix.
Operational setting for flow and pressure shall be used from trucks with proportional mixing systems.
Allow the selected fluid concentration to stabilize before taking sample.
(a) Type I fluid from nozzles - maximum permitted concentration shall not be exceeded. For use in
the first step of a two-step method, the concentration shall be such that the freezing point of
the fluid is at the OAT or below. For use in a one-step method and in the second step of a two-
step method, the concentration shall be such that the freezing point of the fluid is at least 10
°C (18 °F) below the OAT.
(b) Type I fluid from tanks - the concentration shall be within the "in-servic"” limits published by the
manufacturer for fluid at the applicable concentration.
(c) Type II and IV Fluids - For fluids from nozzles and in tanks, the concentration shall be within
the "in-service" limits published by the manufacturer for fluid at the applicable concentration.
For fluid/water mixtures (50/50 or 75/25), a tolerance range of 0 to +7% from the setting may
apply, depending on the product.
Concentration checks identify that the vehicle mixing system is functioning properly and that the fluid
at nozzle is what has been selected. Note that the lines may have different mixtures of fluid or even
water so the fluid at the nozzle can be something else than selected if not purging the lines properly.
For Type I heating requirements a temperature measurement shall be conducted on a periodical
basis in realistic conditions for verification of temperature in the tank (as a comparison vs. nozzle
temperature if applicable) and at the nozzle.
If there are found any deviations outside the limits of the fluids, a corrective measure must be taken
immediately to correct the fluid, equipment or procedures.
13.4.5.4 Fluid Sampling Procedure for Type II or IV Fluids

To ensure that the necessary safety margins are maintained between the start of the deicing/anti-
icing operation and take-off, the fluid used to both deice and anti-ice aircraft surfaces shall meet
specification and be at the correct concentration. Due to the possible effect of vehicle/equipment
heating and/or delivery system components on fluid condition, it is necessary for the sampling
method to simulate typical aircraft application.
13.4.6 Fluid Test Methods

13.4.6.1 Visual Contamination Test
(a) Put fluid from the sample into a clean glass bottle or equivalent;
(b) Check visually for colour;
(c) Check for any kind of contamination (rust particles, metallic debris, rubber parts);
(d) The check can be made by any equivalent method.
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The idea of the visual check is to identify the correct coloring and look for any particles of dirt, rust or
other substances that should not be in the fluid. It is also a good indication to note the color of the
mixture if it looks as lean or strong as the selected mixture rate should approximately be.
13.4.6.2 Refractive Index Test

(a) Make sure the refractometer is calibrated and clean;
(b) Perform a functionality check on the refractometer;
(c) Put a fluid drop taken from the sample or from the nozzle onto the test screen of the
refractometer and close the cover plate. Note that you should purge the line well before taking
a sample for the refractive index check;
(d) Read the value on internal scale and use the correction factor given by the manufacturer of
the fluid in case the temperature of the refractometer is not 20ºC;
(e) Compare the refraction result to the specification limit or in-use limit from the fluid
manufacturer;
(f) Clean the refractometer and return it into the protective cover;
(g) The check can be made by any equivalent method.
If a fluid manufacturer has not published any tolerances for the refractive index of diluted fluids, the
measured refractive index shall be within limits corresponding to a concentration not lower than the
nominal concentration and not higher than 7% above the nominal concentration. For Type I fluids, the
highest concentration at which a product may be used must also be observed.
The refractive index check is a check to identify the correct mixture rate as to have a correct freezing
point for the fluid. This can also be directly identified with a freezing point check of the fluid. The other
point is to have the correct fluid mix as freezing point and aerodynamic problems may appear if the
fluid is too lean or strong respectively.
13.4.6.3 pH-value Test

This test may be performed either with pH indicator paper (litmus paper) or with a calibrated or
functionally tested pH meter.
(a) Take a piece of pH paper and put it in the fluid so that the pH paper becomes wetted with the
fluid'
(b) Remove the pH paper from the fluid and compare its color with the color of the table provided
with the pH paper and read the corresponding pH value'
(c) Compare the pH-value with the figures from the fluid manufacturer'
(d) The check can be made by any equivalent method.
(e) pH check in the laboratory should be performed with a pH-measurement instrument
The pH check in the laboratory shall be performed with a calibrated or functionally tested pH meter.
The pH-check only identifies if the fluid is a neutral fluid as glycol should be. As this is very difficult to
identify precisely with pH-paper a laboratory test sample may be more representative. This is not
always possible to do in a laboratory and the main point is to identify that the fluid is not contaminated
with e.g. an acid or alkaline substance that may change the correct performance of the fluid when
mixed with the glycol in great amounts.
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Another possibility is to identify aircraft glycol from runway glycol when they are not colored. This can
be noted with visibly different pH-values, even with a paper test.
13.4.6.4 Field Viscosity Test

This test may be made using manufacturer recommended method such as falling ball method or
Stony Brook device, where the reference liquids represent the minimum and maximum allowed
viscosity of the tested product.
The check can be also made by any equivalent method.
13.4.6.5 Laboratory Viscosity Test

(a) Perform the viscosity check in accordance with fluid manufacturer method or AS 9968;
(b) The temperatures at which the measurements are made and the spindle number shall be
reported;
(c) Compare the viscosity values with applicable limits;
(d) Relevant test procedure documents shall be used, e.g. SAE AS 9968.
13.4.6.6 Checks on Directly or Indirectly Heated Fluids

SAE Type II and IV deicing/anti-icing fluids, if heated directly or indirectly, shall be heated in a manner
to preclude fluid degradation in storage or application. The integrity of the fluid following heating shall
be checked periodically. Factors like heating rate and heating time cycles should be considered in
determining the frequency of fluid inspections.
(a) Fluid or fluid/water mixture samples shall be taken from the deicing/anti-icing vehicle tanks. As
a guideline, the interval should not exceed two weeks, but it may be adjusted in accordance
with local experience.
(b) Perform a Refractive Index Check Checking heated fluids in the storage tanks and vehicle
tanks when they have been unused and heated for a long time identifies that the water content
is correct in the water/glycol mixture (no evaporation).
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13.5 Critical Surfaces

An aircraft ready for flight must not have ice, snow, slush or frost adhering to its critical flight surfaces.
Critical surfaces are:
• Leading edges and upper surfaces of wings;
• Vertical and horizontal stabilizers;
• All control surfaces;
• Slats and flaps;
• Radome.
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13.6 Effects of Frozen Deposits

• Loss of lift;
• More drag;
• More weight;
• Increase of stall speed;
• Stall before warning;
• Stall at lower angle of attack;
• Less efficient flight controls;
• Loss of engine thrust;
• Fan/engine vibration;
• Incorrect readings on instruments;
• Frozen wheels/brakes/landing gear.
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13.7 Responsibilities
13.7.1 Commander
The Commander has the ultimate responsibility for the aircraft and shall ensure that all snow, ice,
frost or slush is removed from the aircraft before takeoff expect as permitted by the manufacturer in
aircraft operator manuals.
(a) The Commander is responsible for determining the need for deicing/anit-icing;
(b) Although no person may release or take off with an aircraft with frozen deposits adhering to
the aircraft surfaces, the Commander has the final responsibility for ensuring that all the
aircraft surfaces are free of frost, ice, snow or slush prior to departure and at takeoff. This is
called the "Clean Aircraft Concept".
(c) Thin hoarfrost is acceptable on the upper surface of the fuselage.
Thin hoarfrost is typically a white crystalline deposit, which usually develops uniformly on
exposed surfaces on cold and cloudless nights; it is so thin that a person can distinguish
surface features (lines or markings) beneath it.
(d) On the underside of the wing tank area, a maximum layer of 3 mm (1/8 inch) of frost will not
penalize takeoff performance.
13.7.2 Ground Engineer and/or Deicing/Anti-icing Agent

(a) Deicing/anti-icing handling agent is responsible for the correct and complete deicing/anti- icing
treatment of the aircraft. Before commencement of deicing/anti-icing treatment, he shall report
it to the Commander. During the operation the deicing operator shall closely monitor the
surface receiving treatment, in order to ensure that all forms of frost, ice, slush or snow are
removed. He shall also report the applicable anti-icing code type, mixture, brand name and the
actual starting time of the treatment in local time.
(b) Once the operation has been completed, the deicing operator shall carry out a close visual
check of the surface where treatment commenced, in order to ensure it has remained free of
contamination (this procedure is not required under ‘frost only’ conditions). Where the request
for de/anti-icing did not specify all of the following surfaces, i.e. wing, horizontal stabilizer,
vertical stabilizer and fuselage, the surfaces omitted from the request shall also receive a
close visual check at this time, in order to confirm that they have also remained free of
contamination. Any evidence of contamination that is outside of the defined limits shall be
reported to the Commander immediately.
(c) If only a preventive treatment was carried out, it shall also be reported to the Commander.
(d) The person releasing the aircraft is responsible for the performance and verification of the
results of the deicing/anti-icing treatment.
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13.8 Deicing and Anti-icing Fluids

Procedures used in cold weather operation with respect to deicing and anti-icing are based upon
standards from the SAE International .
The SAE anti-icing code has been developed to represent the quality of the treatment the aircraft has
received. The PIC can use this code, in correlation with the holdover time tables, to evaluate the
amount of protection he has against re-freezing.
Only the following three fluid types (and their mixture with water) are approved for Wizz Air
operations:
(a) SAE Type I – fluids qualified to meet all the requirements of SAE AMS 1424 standard.
Type I fluids are unthickened, orange in colour, diluted with water and heated before use,
provide efficient deicing and are primarily used to cleaning the aircraft.
Type I fluids provide a very limited protection against re-freezing during precipitation
conditions. The concentration of this fluid is not related to the holdover time. Due to their
properties Type I fluids form a thin liquid wetting film that provides limited holdover time
especially in conditions of freezing precipitation. With this type of fluid an increase in the
concentration of the fluid in the fluid/water mix would not provide additional holdover time.
Type I fluids show a relatively low viscosity which only changes depending on temperature.
(b) SAE Type II and Type IV - fluids qualified to meet all the requirements of SAE AMS 1428
standard.
Type II (yellow in color) and IV (green in color) fluids are thickened using polymers and staying
on surface until takeoff. They absorb incoming precipitation withing the holdover time for the
weather conditions, keeping the aircraft free from frozen contamination.
Type II and Type IV fluids provide an extensive protection against re-freezing during
precipitation conditions. Type II/IV fluids contain a pseudo-plastic thickening agent that
enables the fluid to form a thicker liquid wetting film on external aircraft surfaces. This film
provides a longer holdover time especially in conditions of freezing precipitation. With this type
of fluid additional holdover time will be provided by increasing the concentration of the fluid in
the fluid/water mix, with maximum holdover time available from undiluted fluid. Type II/IV fluids
can be diluted with water and heated up or applied undiluted, for these fluids the concentration
has a relation with the holdover time.
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13.9 Holdover Time

The holdover time is the estimated time for which an anti-icing fluid will prevent the formation of frost,
or ice and the accumulation of snow on the protected surfaces.
The holdover time is obtained by anti-icing fluid remaining on the aircraft surface and depends on the
weather conditions (precipitation and OAT) and the type of fluids used to anti-ice the aircraft. With a
one-step procedure, holdover begins at the start of the treatment, with a two-step procedure,
holdover begins at the start of the second (anti-icing) step. Holdover time will effectively run out when
frozen deposits start to form/accumulate on treated aircraft surfaces.
The time of protection will be shortened in heavy weather conditions, heavy precipitation rates or high
moisture content. High wind velocities or jet blast may reduce holdover time below the lowest time
stated in the range.
Holdover times may also be reduced when aircraft’s skin temperature is lower than OAT. The only
acceptable decision criterion is the shortest time within the applicable holdover timetable cell.
When weather conditions change after the Commander has determined the applicable holdover time,
he shall determine a new applicable holdover time based on the changed weather conditions.
Just before take-off, the Commander shall make sure that the holdover time has not run out. If so, the
aircraft has to be deiced/anti-iced again.
Under no circumstances can an airplane, that has been anti-iced, receive another coat of Type II/IV
fluid on top of the existing film. If the holdover time is exceeded, surfaces must first be deiced with a
mixture of hot water and deicing fluid, before another application of Type II/IV fluid is made.
When the Commander is in doubt about the protection against refreezing within the holdover time, a
visual check for the upper wing surfaces shall be made. If this check leaves doubt, the aircraft has to
be deiced/anti-iced again.
13.9.1 Holdover Time Guidelines

Holdover time guidelines give an indication as to the time frame of protection that could reasonably
be expected under conditions of precipitation. However, due to the many variables that can influence
holdover time, these times should not be considered as minima or maxima, as the actual time of
protection may be extended or reduced, depending upon the particular conditions existing at the time.
Holdover time guidelines are established and published by the FAA and TC.
Due to their properties, Type I fluids form a thin liquid wetting film, which provides limited holdover
time, especially in conditions of freezing precipitation. With this type of fluid no additional holdover
time would be provided by increasing the concentration of the fluid in the fluid/water mixture.
Type II, and IV fluids contain a pseudo plastic thickening agent, which enables the fluid to form a
thicker liquid wetting film on external aircraft surfaces. This film provides a longer holdover time
especially in conditions of freezing precipitation. With this type of fluid additional holdover time will be
provided by increasing the concentration of the fluid in the fluid/water mixture, with maximum
holdover time available from undiluted fluid.
The HOT tables give an indication as to the time frame of protection that could reasonably be
expected under conditions of precipitation. However, due to the many variables that can influence
holdover time, these times should not be considered as minimums or maximums as the actual time of
protection may be extended or reduced, depending upon the particular conditions existing at the time.
The lower time value of the published time span is used to indicate the estimated time of protection
during moderate precipitation and the upper time value indicates the estimated time of protection
during light precipitation.
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Heavy precipitation rates or high moisture content, high wind velocity or jet blast may reduce
holdover time below the lowest time stated in the range. Holdover time may also be reduced when
aircraft skin temperature is lower than OAT. Therefore, the indicated times should be used only in
conjunction with a pretakeoff check.
All HOT tables contain several notes, the notes shall be observed accordingly.
Considering the weather conditions the Commander is responsible to determine the applicable
holdover time from the tables for SAE Type I, SAE Type II or SAE Type IV.
After deicing/anti-icing treatment a take-off is permitted, provided the time between start of the final
anti-icing treatment and take-off does not exceed the times mentioned in the following tables for the
mentioned weather conditions.
Take-off is never allowed when the time from start of final anti-icing treatment up to take-off exceeds
the applicable holdover time or frozen deposits start to accumulate.
In case of doubt, select the time that is more restrictive (e.g. use time for moderate instead of light).
13.9.2 Active frost holdover times for SAE Type I, II and IV fluids
Reference: FAA Holdover Time Guidelines Winter 2021-2022

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13.9.3 Holdover times for SAE Type I Fluid on critical aircraft surfaces
composed predominantly of aluminum

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13.9.4 Generic holdover times for SAE Type II Fluids a Function of Weather
Conditions and OAT

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13.9.5 Generic holdover times for SAE Type IV Fluid Mixtures as a Function of
Weather Conditions and OAT

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13.9.6 Snowfall intensities as a function of prevailing visibility
13.9.7 Fluid-specific brand name holdover tables available to Wizz Air flight
crew
Following fluid-specific brand name holdover tables are avaliable and may be use by Wizz Air flight
crew:
• ABAX ECOWING AD-2
• ABAX ECOWING AD-49
• CLARIANT SAFEWING MP II FLIGHT
• CLARIANT MAX FLIGHT AVIA
• CLARIANT MAX FLIGHT SNEG
• CLARIANT SAFEWING MP IV LAUNCH
• CRYOTECH POLAR GUARD II
• CRYOTECH POLAR GUARD ADVANCE
• KILFROST ABC-K PLUS
• KILFROST ABC-S PLUS
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13.10 Precautions for Deicing/Anti-icing

13.10.1 Flight Crew
In order to have maximum benefit from the anti-icing protection, the deicing/anti-icing treatment
should be carried out at the latest possible time after all passengers have boarded, all doors are
closed, boarding ramps are removed and the aircraft is ready to depart, as the holdover time starts at
the beginning of the anti-icing treatment.
Engines and/or APU may be running (idle) during deicing/anti-icing treatment, but air conditioning,
anti-icing or bleed air shall be switched off as per AFM instructions.
For this reason the ground engineer or deicing/anti-icing handling agent has to report when the
deicing/anti-icing treatment will start.
13.10.2 Ground Engineer and/or Deicing/Anti-icing Agent

(a) Deicing/anti-icing must not commence until all doors and hatches are closed and permission
has been expressly obtained from the crew to commence deicing. The galley areas of the
cabin can become very slippery and dangerous when deicing fluid is present, which is a
hazard to passengers, crew and ground staff.
(b) Deicing/anti-icing agents are instructed to inform the Commander when the actual spraying
commences.
(c) Reasonable precautions shall be made to minimize fluid entry into engines and other intakes.
(NO SPRAY AREAS).
(d) Deicing/anti-icing fluids must not be directed into the orifices of pitot heads, static vents or
angle of attack sensors.
(e) Before starting engines a check must be made to ensure that compressors and turbines are
free to rotate.
(f) Wings, both horizontal stabilizers and both sides of the vertical fin must be treated the same
way, not one side of the aircraft different from the other.
(g) Any traces of deicing/anti-icing fluids on Flight Deck windshield / windows must be removed
prior to departure. Particular attention should be paid to windows fitted with wipers. In addition,
any forward areas from which fluid may flow back onto windscreens during taxi and take-off
must be clean prior to departure.
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13.11 Communication, Recording And Reporting

To obtain the highest possible visibility concerning deicing/anti-icing operation, a good level of
communication between ground and flight crews are necessary as no misunderstanding can be
allowed. Any observations or points significant to the flight or ground crew should be mutually
communicated. These observations may concern the weather or aircraft-related circumstances or
other factors important for the safety of operation or dispatch of the aircraft. Uncertainty shall not be
resolved by transferring responsibility. The only satisfactory answer is clear communication.
Personnel communicating with the flight crew shall have operational level of English language
(equivalent to minimum ICAO Level 4).
13.11.1 Communication Prior to Stating Deicing/Anti-icing Treatment

Before starting deicing/anti-icing, the flight crew shall be requested to confirm the treatment required:
surfaces and components to be deiced, anti-icing requirements, any other special deicing
procedures.
Before fluid treatment starts, the flight crew shall be requested to configure the aircraft for deicing/
anti-icing.
The deicing crew shall wait for confirmation that aircraft has been configured before commencing the
treatment. No deicing operation can be performed without permission firm the airline and flight crew.
13.11.2 Post Deicing/Anti-icing Communication

An aircraft shall not be dispatched for departure after a deicing/anti-icing operation until the flight
crew has been notified of the type of deicing/anti-icing operation performed with the anti-icing code. It
must be ensured that the anti-icing code is not given before the post deicing/anti-icing check has
been completed and a final check of the aircraft have been made during the final walk around or
verification of deicing/anti-icing before pushback or before taxi.
Communication during and in the end of the deicing/anti-icing process shall be made through the
two-way communication, this may be done either by headset or by VHF radio and the following
information after de/anti-icing treatment are required by the flight crew:
(a) Anti-icing code.
(b) Confirmation that de/anti-icing equipment has been removed and parked outside the safety
lines.
(c) Confirmation that probes (pitot tubes, static ports and all other air data sensing deceives) and
its areas, and APU intake are free from contamination (frost, snow, slush, ice) and deicing/
anti-icing fluid.
Contamination in front of the pitot tubes and around static ports could influence the indicated
airspeed result in false measurement. All contamination shall be removed from this area prior
to take off. The snow on the top of fuselage can melt and flow down however might refreeze
on the forward fuselage around probes creates airflow perturbations and can caused
unreliable airspeed. Main cause of ice ridges in that area is ice accretion during a long stay on
ground in cold conditions and/or when snow falling on a heated windshield melts and the
water running down from the windshield refreezes in ridges on lower fuselage.
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(d) Total amount of pure fluid/glycol used, e.g. if 100L of Type II 75% mixture was used, flight
crew should in this case receive information that 75L of fluid/glycol was used. This applies to
each step of the treatment, in case of two step deicing/anti-icing a cumulative figure of both
steps should be given.
(e) During deicing/anti-icing operations with engines running, both verbal and visual
communications shall be used and positive control maintained during the deicing/anti-icing
operation.
(f) When a treatment is interrupted for significant period of time e.g. truck running out of fluid,
equipment malfunction, spray nozzle proximity warning alarms, other aircrafts issues, the flight
crew shall be informed stating the reason, action taken and estimated time of delay.
Flight crew shall receive a confirmation “all clear” signal from deicing crew after the deicing/anti-icing
operation that all operations are completed, confirming that all personnel and equipment have been
removed safely away from the aircraft area before reconfiguring and prior to aircraft movement.
13.11.3 Anti-icing Code

An AFL (Aircraft Flight Log) entry shall be made by the Commander in regards of the deicing/anti-
icing treatment with the code of the applied fluid and the starting time of the treatment in one step
deicing/anti-icing and starting time of the second step in a two-step deicing/anti-icing. This
information is communicated through to the flight deck by the deicing/anti-icing operator in anti-icing
code provided by qualified staff upon completion of the treatment. indicating that the checked
surfaces are free of frost, snow, slush, or ice.
The following elements comprising the anti-icing code shall be recorded and be communicated to the
flight crew by referring to the final step of the fluid deicing/anti-icing treatment procedure. The
elements below shall be provided:
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(a) The fluid type - Types I, II or IV

(b) The fluid name (manufacturer and brand/trade name) of the Types II or IV anti-icing fluid.
Communication of this element is not required for Type I fluid.
(c) The concentration of fluid (dilution) within the neat fluid/water mixture, expressed as a
percentage by volume for Types II or IV (e.g. 100% (“neat”) = 100% fluid, 75% = 75% fluid and
25% water, 50% = 50% fluid and 50% water). Communication of this element is not required
for Type I fluid.
(d) The local time (hours and minutes), either:
• For a one-step deicing/anti-icing operation: at the start of the final treatment'
• For a two-step deicing/anti-icing operation: at the start of the second step (anti-icing)
(e) The date in the following format: day, month, year - DDMMMYY (e.g., 28JAN15 = January 28,
2015). This element is optional for flight crew notification.
(f) The statement "Post deicing/anti-icing check completed".
Example: The last step of a deicing/anti-icing procedure is the application of a mixture of 75% Type II
fluid and 25% water, made by the Manufacturer as Brand X, commencing at 13:35 local time on 20
February 2016, is reported and recorded as follows: "TYPE II / MANUFACTURER, BRAND X / 75% /
1335 / 20FEB16 / POST DEICING/ANTI-ICING CHECK COMPLETED".
Above information shall not be communicated in circumstances where anti-icing holdover times do
not apply, e.g. in case of local frost prevention in cold-soaked wing areas, symmetrical local area
deicing, or deicing of specific surfaces only, etc. In these circumstances, upon completion of the
treatment, the flight crew shall be provided with the deicing fluid type applied (e.g. "Type I"), a
statement that holdover time does not apply "Local area deicing only. Holdover times do not apply",
and confirmation that the post deicing check has been completed "Post deicing check completed".
13.11.4 Fluid Consumption Report

Wizz Air requires all deicing service providers to report deicing method, fluid consumption, treated
areas via deicing data collector at the Wizz Air Handling Agent website https://
wizzaironline.sharepoint.com/sites/external.
Each station has been provided with individual login credentials, if the credentials are missing or not
working, the station shall contact their responsible Wizz Air Ground Operations Manager.
The deicing data collector could be found under Winter Ops\Deicing Report
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13.12 General Fluid Application Strategy

It is recommended to start with the fuselage (front part covering the wing area) whenever it needs
treatment (spray along the top center-line and then outboard). After the fuselage comes the wings,
should always be treated from the highest part towards the lowest part. The tail should be performed
from the vertical stabilizer downward and the aft-fuselage part before the horizontal stabilizer.
It is recommended that anti-icing fluid be sprayed before first step fluid freezes (so the surface would
not freeze from the lower mixture, i.e. lower freezing point, of the de-icing fluid). For Type I fluid a
minimum of 1 l/m2 with at least 60 °C at the nozzle shall be used. The following surfaces shall be
protected:
(a) wing upper surfaces including leading edges and upper control surfaces;
(b) horizontal stabilizer upper surfaces including leading edges and elevator upper surfaces;
(c) vertical stabilizer surfaces including the rudder surfaces (both sides);
(d) fuselage upper surfaces depending upon the amount and type of precipitation
It is the responsibility of the Deicing Operator to ensure that the surfaces mentioned above are free of
frost, ice, slush and snow, prior to the start of the anti-icing treatment. Ensure that on completion of
the treatment these surfaces are fully covered with an adequate layer of anti-icing fluid.
Choosing a correct spray method may vary as much as the winter weather does. The procedure must
be adapted according to the situation and local settings. Ice, snow, slush or frost may be removed
from aircraft surfaces by heated fluids, mechanical methods, alternate technologies or combinations
thereof. For maximum effect, fluids shall be applied close to the surface of the skin to minimize heat
loss. The heat in the fluid effectively melts any frost, as well as light deposits of snow, slush/sleet and
ice. Heavier accumulations require the heat to break the bond between the frozen deposits and the
structure; the hydraulic force of the fluid spray is then used to flush off the residue.
When removing frost a nozzle setting giving a solid cone (fan) spray should be used. This ensures
the largest droplet pattern available, thus retaining the maximum heat in the fluid. Providing the hot
fluid is applied close to the aircraft skin, a minimal amount of fluid will be required to melt the deposit.
When removing snow a nozzle setting sufficient to flush off deposits and minimize foam production is
recommended. Note that foam could be confused as snow. The procedure adopted will depend on
the equipment available and the depth and type of snow (e.g. light and dry or wet and heavy).
In general, the heavier the deposits, the heavier the fluid flow that will be required to remove snow
effectively and efficiently from the aircraft surfaces. For light deposits of both wet and dry snow,
similar procedures as for frost removal may be adopted. Wet snow is more difficult to remove than
dry snow and unless deposits are relatively light, selection of high fluid flow will be found to be more
effective. Under certain conditions it will be possible to use the heat, combined with the hydraulic
force of the fluid spray to melt and subsequently flush off frozen deposits. Heavy accumulation of
snow will always be difficult to remove from aircraft surfaces and vast quantities of fluid will invariably
be consumed in the attempt. Under these conditions, serious consideration should be given to
removing the most of the snow manually before attempting normal de-icing procedure.
Heated fluid is very important when removing ice as well as the pressure of the spray to break the ice
bond. The method makes use of the high thermal conductivity of the metal skin. A stream of hot fluid
is directed at close range onto one spot at an angle of less than 90°, until the aircraft skin is exposed.
The aircraft skin will then transmit the heat laterally in all directions raising the temperature above the
freezing point thereby breaking the adhesion of the frozen mass to the aircraft surface. By repeating
this procedure a number of times, the adhesion of a large area of frozen snow or glazed ice can be
broken. The deposits can then be flushed off with either a low or high flow, depending on the amount
of the deposit.
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When choosing a mixture and spraying method, note that ice, snow or frost dilutes the fluid. Apply
enough hot de-icing fluid to ensure that re-freezing does not occur and all contaminated fluid is driven
off. Symmetrical treatment is essential.
Anti-icing fluid shall be applied to the aircraft surfaces (assuming that they are clean) if anticipated
that precipitation appear and adhere to the aircraft at the time of dispatch.
For effective anti-icing, an even layer of sufficient thickness of fluid is required over the prescribed
aircraft surfaces, which are clean (free of frozen deposits). For Type I fluid a minimum of 1 l/m2 with
at least 60 °C at the nozzle shall be used. For Type II, III and IV fluids which flow readily over the
surfaces, the correct amount is indicated by fluid just beginning to run of the leading and trailing
edges. For fluids which form a more static fluid layer, the minimum quantity required will typically be
1l/ m2, applied in an even layer across the surface.
For longer anti-icing protection, unheated type II or type IV fluid should be used. The high fluid
pressures and flow rates normally associated with de-icing are not required for this operation and,
where possible, pump speeds should be reduced accordingly. The nozzle of the spray gun should be
adjusted to provide a medium spray. The process should be continuous and as short as possible.
Anti-icing should be carried out as near to the departure time as operationally possible in order to
utilize maximum holdover time. The anti-icing fluid shall be distributed uniformly over all surfaces to
which it is applied. In order to control the uniformity, all horizontal aircraft surfaces shall be visually
checked during application of the fluid. Anti-icing fluids may not flow evenly over wing leading edges,
horizontal and vertical stabilizers. These surfaces should be checked to ensure that they are properly
coated with fluid.
When applying the second step fluid, use a spraying technique, which completely covers the first step
fluid and provides a sufficient amount of second step fluid. Where re-freezing occurs following the
initial treatment, both first and second step shall be repeated. With regard to holdover time provided
by the applied fluid, the objective is that it be equal to or greater than the estimated time from start of
anti-icing to start of takeoff based on existing weather conditions. Aircraft shall be treated
symmetrically, that is, left-hand and right-hand side shall receive the same and complete treatment
when anti-icing. De-icing only may be local but still symmetrical. Aerodynamic problems could result if
this requirement is not met. During anti-icing and de-icing, the moveable surfaces shall be in a
position as specified by the aircraft manufacturer.
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13.13 Guidelines For Fluid Application

SAE Type I Fluid/Water Mixtures (minimum concentrations) as a function of OAT
SAE Type II and Type IV Fluid/Water Mixtures (minimum concentrations) as a function of OAT
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13.14 Wizz Air Instructions To Flight Deck

Commander is responsible for ensuring the satisfactory completion and effectiveness of any deicing
and/or anti-icing procedures necessary before take-off as given in Operations Manual Part A. When
ordering deicing, Commander shall ensure that the ramp agent is aware that the spraying is not to be
started without specific clearance from the Commander.
13.14.1 Requirements for De-icing

(a) All flight surfaces must be clear of ice, snow, slush and frost, with the exception that a uniform
(not ridged) frost layer less than 3mm thick is acceptable on the underside of the wings if it is
caused by cold fuel in the tanks. Clear ice cannot be seen reliably from ground level,
particularly at night or in poor light, and it is essential that a physical check of the surface is
made.
(b) A thin layer of hoar frost or a light coating of powdery (loose) snow is acceptable on the upper
surface of the fuselage (decals and wording on the fuselage should be clearly visible through
the layer.
(c) If there is any doubt, deicing must be ordered. In severe weather conditions, if re-protection is
necessary, the remaining fluid or contamination from the first procedure must be removed
before re-spraying.
13.14.2 De-icing Request Form

To ensure no communication errors, the De-icing / Anti-icing Instruction Form is to be used. (See
Annex Z)
13.14.3 Stand/Remote De-icing

(a) In light to moderate conditions with nil or light precipitation, stand deicing is preferred (fuel
economy).
(b) In severe conditions and/or moderate to heavy precipitation, remote deicing as close as
possible to the departure point is preferred (holdover time).
(c) However, the choice of techniques will normally be limited by the airport facilities.
13.14.4 One-step / Two-step De-icing

(a) In light icing conditions with nil or light precipitation, one-step deicing may be used for remote
or stand procedures. However, in all other icing conditions, it should be used only at a remote
deicing station, close to the departure runway, when no significant delay is expected.
(b) The preferred deicing method for Wizz Air is two-step for holdover, economic and
environmental reasons. There is little, if any, time difference for the full application of either
procedure.
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13.14.5 Local De-icing

(a) Only small part of wings or stabilizer is contaminated. This procedure can be applied at any
OAT. Both sides of the aircraft must be treated identically (same areas, same amount and type
of fluid, same mixture strength), even if the contamination is only present on one side.
(b) A trained and qualified person must check that both the treatment was performed
symmetrically and that all contamination has been removed.
(c) After this check has confirmed that the treated areas are clean, the following statement shall
be given to the Commander: "Local Area Deicing only, Aircraft is clean. Holdover times do not
apply".
Examples of Local Deicing:
(a) After landing in icing conditions leading edges are covered with ice. If no HOT is required
there is no need for complete aircraft deicing/anti-icing. Only leading edges should be cleaned
with fluid like for one step procedure.
(b) After night stop in sunny morning ground spoilers area are covered with frost. Since no HOT is
required it’s enough to clean those areas only with fluid concentration like for one step
procedure.
13.14.6 Pre Step Deicing

The pre-step process may be performed with various means (e.g., brooms, forced air, heat, heated
water, and heated fluids with negative buffer freezing point). This procedure should be applied mainly
with heavy contamination over the wings/aircraft or OAT above 0°C. If the pre step procedure is used,
make sure that the subsequent deicing process removes all frozen contamination including the
contamination that may have formed on surfaces and or in cavities due to the pre-step process.
Examples of Pre Step Deicing:
(a) OAT: below -3°C. Aircraft is being parked for long period. Heavy ice and/or compacted snow
accumulated over the wings/fuselage. The contamination may be initially removed with mix
with very high FP up to 15 °C above OAT, knowing that part of the water will refreeze again. At
the end of the process aircraft will be still covered with contamination but at much smaller
amount. Once the pre step de-icing is completed decision should be made about correct
procedure for “normal” de-anti-icing procedure according to actual contamination and outside
weather conditions (HOT).
(b) OAT: +1°C or above. Aircraft covered with wet snow. Hot water should be used in advance to
“wash” the aircraft. Once the process is completed inspection should be done to determine the
correct procedure for “normal” de-anti-icing depending on actual contamination and outside
weather conditions (HOT).
Despite the OAT is above 0°C, aircraft skin (fuel tanks) may be much colder and thus causing
refreezing of the water at some parts of the wings/stabilizer. Make sure proper inspection is
completed.
(c) OAT: well below 0°C. Aircraft was parked with blowing snow at the apron. In the morning there
is no wind and aircraft is covered with loosen (powdery) snow over the wings (wing roots).
This snow may be removed mechanically (by brushing). Once the procedure is completed
inspection should be performed to decide about further steps (HOT).
This procedure should be applied only if the handling company is able to perform it (equipment,
training etc.).
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13.14.7 Surfaces
Both wings and THS are to be deiced, unless a very isolated icing problem is known in a particular
area of any surface. Deicing of the fuselage is to be ordered as necessary at the decision of the
Commander. All deicing procedures must be applied symmetrically.
13.14.8 Deicing Report

It is the Commander responsibility to satisfy himself that the deicing treatment has successfully
treated the required surfaces. If he is unable to check the surfaces himself (e.g. remote deicing),
Commander must be satisfied with the verbal post deicing report given by the deicing team leader. If
there is any doubt, he must take any additional measures he considers necessary to satisfy himself
that the aircraft is suitably deiced.
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13.15 Permissible Deicing/Anti-icing and No Direct Application Areas

Basic areas of caution when deicing/anti-icing are engine-inlets, APU inlet/exhaust, windows, doors/
seals, brakes/landing gear, vents, probes, sensors, cavities and any opening where sprayed fluid is
not allowed.
• Do not spray into engine openings.;
• Do not spray into engine exhaust;
• Do not spray directly at flight deck windows/windscreen;
• Do not spray directly at main deck cabin windows or doors;
• Do not apply Type II, Type III or Type IV to radome;
• Do not spray directly at or into aircraft intake or exhaust vents, ram air inlets, scoops, drains,
outlets or pressurized outflow valves;
• Do not spray directly at aircraft wheels, brakes, oleo struts, mechanisms and switches;
• Do not spray directly at or into pitot tubes, TAT probes, angle of attack vanes or other data sensing
devices/probes/tubes;
• Do not spray directly at static ports;
• Do not spray into APU inlet;
• Do not spray into APU exhaust.
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13.15.1 A320 Permissible Deicing Areas and No Direct Fluid Application

Areas
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Areas
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Areas
For Wizz Air A330-243F permisable deicing/anti-icing areas please refer to Cargo Ground Operations
Manual (CGOM).
13.15.4 APU Intake Illustration

Never apply fluid directly on APU air intake and exhaust, oil cooler outlet, APU compartment
overpressure vent door.
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13.15.5 Controls
Do not put too much anti-icing fluid in the areas of the rudder, elevator and aileron servocontrols. In
the Trimmable Horizontal Stabilizer (THS) area, be careful to point the spray from the front to the
rear. Servocontrols are at joint areas which are responsible to move the flight control surfaces.
END OF SECTION
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14 Annex S: Aircraft Sealing.............................................................................................................................1

14.1 Introduction And Definitions..................................................................................................................... 1
14.2 Aircraft Supervision.................................................................................................................................. 2
14.3 Protection Of The Aircraft At A Must-Seal Airport.................................................................................... 3
14.4 Protection Of The Aircraft At A No-Seal Airport....................................................................................... 4
14.5 How To Apply A Seal................................................................................................................................5
14.6 Sealing Process Step By Step................................................................................................................. 6
14.7 Forms and Diagrams................................................................................................................................7
14.7.1 A320 Security Seal Plate............................................................................................................... 7
14.7.2 A321 CEO Security Seal Plate.......................................................................................................9
14.7.3 A321 NEO Security Seal Plate.....................................................................................................11
14.7.4 A320 Security Seal Record Form.................................................................................................13
14.7.5 A321 CEO Security Seal Record Form........................................................................................14
14.7.6 A321 NEO Security Seal Record Form........................................................................................15
14.7.7 Security Seal Sample...................................................................................................................16
14.7.8 Pre-Flight Security Handover Form For No-Seal Airport..............................................................17
14.7.9 Pre-Flight Security Handover Form For Must-Seal Airport.......................................................... 18
END OF SECTION
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14 Annex S: Aircraft Sealing
14.1 Introduction And Definitions

Aircraft protection on ground is necessary to prevent access of unauthorized persons to the aircraft,
and eliminate possibilities of placing items on board that may be utilized to commit acts of unlawful
interference or other criminal acts.
The aim of aviation security is to safeguard passengers, crew, ground personnel and the general
public from acts of unlawful interference with civil aviation in flight or on the ground.
The following definitions will help to understand this chapter:
“ATTENDED AIRCRAFT” - Means that the authorized person is in the immediate vicinity of the
aircraft carrying out his/her normal duties – all persons approaching and/or entering the aircraft must
be challenged and their credentials checked before access is permitted, unless they are known.
“AUTHORIZED PERSON” - Someone who has been authorized by Wizz Air to be onboard the
aircraft. Authorizations valid at each airport must be specified in the local procedures. Authorized
persons include ground handlers, engineers and all aircraft servicing staff.
“CRITICAL PART” - Means all parts of the airport to which screened departing passengers have
access to and all parts of an airport through which screened departing hold baggage may pass or in
which it may be held.
“MUST-SEAL AIRPORT” - Airport where the aircraft becomes secured under 3 conditions: • all doors
are closed, • all doors are sealed, and • all stairs or other access aids are removed.
“NO-SEAL AIRPORT” - Airport where the aircraft becomes secured under 2 conditions: • all doors
are closed, • all stairs or other access aids are removed.
“SECURE” - Means doors closed, and have all access aids removed. Stairs / jet bridge removed to a
safe distance from the aircraft and /or the doors may be sealed within the Critical Part of the airport.
In any other part of the airport the doors must be sealed with one time tamper proof seals and steps
and access aids removed when not in use.
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14.2 Aircraft Supervision

Wizz Air aircraft that is in service shall not be left unattended. It must be supervised by either:
(a) Crew – during flight duties
(b) Contracted maintenance organization (MX) – during maintenance activities
(c) Contracted Ground Handling Agent (GHA) – during ground handling activities
Wizz Air staff, GHA or MX shall check airport ID and the purpose of being in the area of any person
coming onboard or at aircraft parking stand. Persons without airport ID must be turned to airport
security. Persons without valid reason of being onboard must not be admitted. Their details must be
recorded and occurrence must be reported to company security at aviation.security@wizzair.com
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14.3 Protection Of The Aircraft At A Must-Seal Airport

At a Must-Seal Airport the aircraft is secured if:
• all doors are closed,
• all doors are sealed, and
• all stairs and other access aids are removed.
Opening Aircraft: When GHA opens the unattended aircraft, the condition of the relevant seals and
the matching number of its counterparts on the seal plate must be checked and the numbers must
match.
A Must-Seal Airport Pre-flight Security Handover Form must be filled out, and given to the PIC when
opening unattended aircraft. If the form is missing or not signed, the aircraft is considered unsecured.
Missing, damaged or opened seals on the panels /hatches always have to be removed and a security
search has to be conducted at the relevant area in the following manner:
• The panel or hatch must be opened and the area inside must be searched for items that may be
used to commit unlawful acts. If the panel or hatch is out of reach, MX assistance must be
requested.
• If suspicion remains after panels or hatches were searched, Wizz Air Operations Control and
Airport Security must be involved.
Aircraft commute between no-seal and must-seal airports where different procedures apply, therefore
you will see aircrafts fully sealed, partly sealed or not sealed at all. At a must-seal airport it is required
to seal all sealable doors, panels, and hatches if found unsealed.
Closing Aircraft:
• At the end of the flight, perform walk around with seal plate in hand to check that all sealable
doors, panels, and hatches are properly sealed and that the seal numbers match the seal plate
numbers.
• Once the walk around with seal plate is complete, the aircraft can be closed.
• Seal numbers must be recorded in the Security Seal Record Formf.
• Access aids have to be removed as well, once sealing is completed. Access aids must be
removed by GHA within no more than 15 minutes after notification from Crew/MX.
Aircraft left with stairs attached and sealed on the 1L door alone, does not make an aircraft secure!
GH agent, who applies this method, remains responsible for leaving an unattended aircraft
unprotected.
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14.4 Protection Of The Aircraft At A No-Seal Airport

At a No-Seal Airport the aircraft becomes secured under 2 conditions:
• all doors are closed,
• all stairs or other access aids are removed.
At a no-seal airport all walk arounds can be done without a seal plate. Sealing is not necessary, but
damaged or opened seals always have to be removed and security search has to be applied in the
relevant area in the following manner:
• The panel or hatch must be opened and the area inside must be searched for items that may be
used to commit unlawful acts. If the panel or hatch is out of reach, MX assistance must be
requested
• If suspicion remains after panels or hatches were searched, Wizz Air Operations Control and
Airport Security must be involved.
• It is not necessary to reseal after a security search at a no-seal airport.
Opening Aircraft:
When GHA opens the unattended aircraft, a No-Seal Airport Pre-flight Security Handover Form must
be filled out, and given to the PIC. If the form is missing or not signed, the aircraft is considered
unsecured. If any stairs are found attached at first encounter to the aircraft, the aircraft was left
unsecured.
Closing Aircraft:
Once the walk around is complete and there are no findings, aircraft can be secured by
• closing all doors, and
• removing all stairs and other access aids.
The responsibility of securing an aircraft at a no-seal airport always remains with the last authorized
person who leaves the aircraft unattended.
The focus of the walk around shall be on the secured condition of the doors, panels, hatches, its
surroundings, and the seals’ integrity and not on the seal numbers.
Aircraft commute between no-seal and must-seal airports where different procedures apply, therefore
you will see aircrafts fully sealed, partly sealed or not sealed at all.
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14.5 How To Apply A Seal

Security seals and seal plate registered to the aircraft are located on the Flight Deck, in the onboard
document folder by the left side wall storage;
• Seal plate must remain with the aircraft all the time. Seals and plate shall be stored on the Flight
Deck and protected against unauthorized access;
• The record of the seal numbers shall stay on ground for at least 48 hours and be kept by Ground
handling agent;
In the event of the requirement to seal an aircraft, the following procedure should be followed:
1) When sealing, place the large seals firmly across the join between the door, panel, or hatch,
and the aircraft body.
2) Once fixed the seal is tamper evident if removed.
3) The smaller part of seal shall be attached to the seal plate’s relevant door hatch or panel.
4) Old seals shall be removed.
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14.6 Sealing Process Step By Step

1) Complete visual check of aircraft flight deck, cabin and toilet to ensure all persons have left
the aircraft;
2) Check seal plate matching the aircraft registration;
3) Inside the aircraft seal the doors:
• For A320 4L, 4R, 1R from inside
• For A321 2L, 3L, 4L, 4R, 3R, 2R, 1R from inside
• For A321 NEO: 3L, 4L, 4R, 3R, 1R from inside
4) Outside the aircraft seal:

• door 1L on the outside,
• Left Avionics Compartment Door; 1
• Forward Avionics Compartment Door; 2
• Right Forward Avionics Compartment Door; 3
• Right Aft Avionics Compartment Door; 4
• Forward Cargo Compartment Door; 5
• Aft Cargo Compartment Door; 6
• Bulk Cargo Compartment Door; 7
• Forward Waste Bin; Wastebin1R
• LP ground connection door; 8
• HP ground connection door; 9
• Hydraulic reservoir pressurization door; 10
• Hydraulic reservoir filling panel and ground hydraulic connection (green) door; 11
• Ground hydraulic connection (blue) door/RAT control panel; 12
• Hydraulic filter reservoir blue; 13
• Ground hydraulic connection yellow; 14
• Yellow Hydraulic bay door; 15
• Electrical Service panel door; 16
• Oil Tank Access panels (if no tool is required to open), Left and Right oil tank panels.
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14.7 Forms and Diagrams

14.7.1 A320 Security Seal Plate
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14.7.2 A321 CEO Security Seal Plate

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14.7.3 A321 NEO Security Seal Plate

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14.7.4 A320 Security Seal Record Form

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14.7.5 A321 CEO Security Seal Record Form

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14.7.6 A321 NEO Security Seal Record Form

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14.7.7 Security Seal Sample

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14.7.8 Pre-Flight Security Handover Form For No-Seal Airport

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14.7.9 Pre-Flight Security Handover Form For Must-Seal Airport
END OF SECTION
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15 Annex T: Equipment in Compartment (EIC); Company Mail and Company Material (COM)..................1
15.1 EIC - Equipment in Compartment............................................................................................................ 1
15.1.1 EIC Categories...............................................................................................................................2
15.1.2 Aircraft Ballast (BAL)......................................................................................................................2
15.1.3 Flight Kit (FKT) and Aircraft on Ground (AOG).............................................................................. 2
15.1.4 Catering Equipment (CSU)............................................................................................................ 3
15.1.5 Documentation of EIC.................................................................................................................... 3
15.2 COM - Company Mail and Company Material..........................................................................................5
15.2.1 Loading of COM............................................................................................................................. 5
15.2.2 Communication/Information on transporting COM.........................................................................5
15.2.3 Documentation of COM..................................................................................................................6
END OF SECTION
Chapter 15
GHM - Effective from Page: 1/7 Annex T: Equipment in Compartment

(EIC); Company Mail and Company
08 November 2021 Material (COM)
REV # 2.2.0 21 APR 2021
15 Annex T: Equipment in Compartment (EIC); Company Mail

and Company Material (COM)
15.1 EIC - Equipment in Compartment

(a) All Wizz Air departments that wish to ship EIC are responsible for the following:
• Inform respective Wizz Air operational departments (OCC / Ground Operations / MCC)
as early as possible about EIC shipment:
OCC: dutymanager@wizzair.com.
Maintenance Manager: moc.manager@wizzair.com.
Ground Operations: respective Ground Operations Manager.
• Record the weight of EIC and dimensions in writing.
• Submit all applicable documents to OCC, GOMs and respective Ground Handling
Agent (proforma invoice, transport order, maintenance documents, Shipper’s
declaration or ‘No DG’ statement, IATA AWB, ICAO Cargo Manifest - as applicable).
• Package and mark the EIC shipment with Wizz Air EIC Transportation Sheet.
(b) All Ground Handling Agents at affected airports are responsible for the following:
• Load the EIC into separate Net Section if weight and balance conditions allow.
• Consider space of the compartment when EIC is being planned/loaded.
• Load, restrain the EIC as necessary to block movement within the Compartment and
Net Section.
• Specify under SI in MVT/LDM messages and on load documentation (loadsheet) what
kind of EIC has been loaded.
(c) Ground Handling Agent at airport of departure shall include the weight of EIC in the cargo
weight for load planning and load documentation (loadsheet) with load information code (E) –
equipment or (C) - cargo if (E) is not available in local system.
(d) If EIC shipments contain Dangerous Goods (only applicable for Wizz Air Hungary):
• Postholder Dangerous Goods is accountable for the Dangerous Goods transportation.
• Transportation must be approved in writing to respective Wizz Air operational
departments by Postholder Dangerous Goods or other eligible personnel:
Miklos Bodai: miklos.bodai@wizzair.com.
Gergely Olah: gergely.olah@wizzair.com.
Gabor Tiba: gabor.tiba@wizzair.com.
Krisztian Zajak: krisztian.zajak@wizzair.com.
• IATA Dangerous Goods Regulations and Wizz Air regulations as per GHM and CGOM
shall be observed. Shipment must be accompanied by IATA AWB, Shipper’s
declaration, Cargo Manifest and NOTOC.
• Nonexclusive list of DG: Division 2.2; Class 3; Class 8; Class 9.
Chapter 15

REV # 2.2.0 21 APR 2021
Any other DG transportation different from the listed Classes and Division above shall
be authorized by the NP FLT after proper risk assessment is carried out and being
approved before the flight.
(e) Each piece of EIC shall be protected against unauthorized access from the point it is accepted
for carriage or security control, whichever is earlier, up until it is loaded into the aircraft hold
and departure. Security measures shall be implemented for storage, handling systems and
loading to ensure prevention of unauthorized access, tampering or introduction of prohibited
articles into the EIC.
15.1.1 EIC Categories

(a) BAL - Aircraft ballast - Ballast bags to solve trim problems.
(b) FKT – Flight kit - Flight-kit, floating or permanent (when NOT included in DOW/DOI) such as
aircraft spare parts, engineering tools, etc.
(c) AOG - Aircraft on ground - Aircraft parts required for emergency maintenance actions on
another Wizz Air aircraft.
(d) CSU -Catering equipment - Additional catering equipment (when NOT included in DOW/DOI).
15.1.2 Aircraft Ballast (BAL)

(a) On trim critical flights, ballast bags may be required to trim the aircraft and to keep the centre
of gravity within the operational limits.
(b) Ballast bags shall have a weight of 25 kg and shall contain gravel or similar material only.
(c) Sand shall not be used as a filling for ballast bag as wetness may cause high weight
variations.
(d) Ballast bags shall be loaded as bulk. They shall always be loaded last in the door area.
(e) If ballast bags are in unsatisfactory condition (e.g., holes), gravel may fall into the
compartment and cause damages to aircraft or load. Only ballast bags in perfect condition
shall be used.
15.1.3 Flight Kit (FKT) and Aircraft on Ground (AOG)

(a) Flight kit (FKT) consists of additional aircraft parts and tools that are carried either
permanently or as an ad-hoc requirement (floating FKT). Details of the permanent and floating
FKT to be given by Wizz Air Engineering to Wizz Air Ground Operations to pass onto the
Ground Handling Agent at the affected airports.
(b) Aircraft on Ground (AOG) consists of additional aircraft parts and tools that are carried as an
ad-hoc requirement and applies to items that are needed immediately for an aircraft to return
to service.
(c) Loading and offloading of FKT and/or AOG shall only be allowed with authorization of Wizz Air
Engineering and/or respective Wizz Air operational departments.
(d) FKT details shall be listed and made available to Flight Crew.
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REV # 2.2.0 21 APR 2021
15.1.4 Catering Equipment (CSU)

(a) Additional Catering Equipment (CSU) consists of additional service and/or waste catering
trolleys and/or catering content that are carried as an ad-hoc requirement in addition to the
standard galley catering code. Details of the CSU to be given by Wizz Air Ground Operations
to the Ground Handling Agent at the affected airports.
(b) Loading and offloading of CSU shall only be allowed with authorization of respective Wizz Air
operational departments.
(c) CSU details shall be listed and made available to Flight Crew.
15.1.5 Documentation of EIC

(a) All contents of EIC shall be shown on EIC Transportation Sheet.
(b) EIC Transportation Sheet shall be filed at the station of departure and made available to Flight
Crew.
(c) EIC Transportation Sheet shall be completed as follows:
• Information about Dangerous Goods in shipment
• Origin
• Destination
• Flight Number
• Route
• Date
• EIC bag/package number
• List of contents
Chapter 15

REV # 2.2.0 21 APR 2021

Chapter 15

REV # 2.2.0 21 APR 2021
15.2 COM - Company Mail and Company Material

(a) COM mail may be used only for following purposes:
• Business letters, papers, presentations and other business-related documents.
• Paper tickets, airway bills, baggage tags and stickers, other cargo documents.
• Technical or advertising photos, drawings, documentation for internal use or as free
samples.
• Instruction manuals and revisions.
• Microfilms, data disks, audio or video tapes for internal use or as free samples.
• Technical periodicals and onboard magazines.
• Cabin baggage gauges and tensator barriers.
• Any other Wizz Air company materials not listed as Dangerous Goods in GHM Annex.
(b) COM mail may only be transported on Wizz Air aircraft as follows:
• From a corporate department to any other corporate department within Wizz Air.
• From a Wizz Air department to a contracted ground handling agent within Wizz Air
network.
• COM mail shall not be sent to or from external addresses.
• COM mail shall comply strictly with Wizz Air Security Program.
• COM mail shall be for Official Purposes Only. Under no circumstances shall materials
other than the above mentioned be transported on Wizz Air flights as COM.
(c) Each piece of COM shall be protected against unauthorized access from the point it is
accepted for carriage or security control, whichever is earlier, up until it is loaded into the
aircraft hold and departure. Security measures shall be implemented for storage, handling
systems and loading to ensure prevention of unauthorized access, tampering or introduction
of prohibited articles into the COM.
15.2.1 Loading of COM

(a) COM mail shall be loaded into separate net section if weight and balance conditions allow.
(b) The loading position shall be shown in LDM messages with the special load code COM.
(c) The weight of COM shall be considered in the baggage weight for load planning and load
documentation (loadsheet) with load information code (B) – baggage.
(d) Company Mail shall not include any private (non-business) correspondence.
15.2.2 Communication/Information on transporting COM

(a) All Wizz Air departments that wish to ship COM are responsible for the following:
• Inform respective Wizz Air operational departments as early as possible about COM
shipment.
• Record the weight of COM and dimensions in writing.
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REV # 2.2.0 21 APR 2021
• Submit all applicable documents to respective Wizz Air operational departments.

Package and mark the COM shipment with corresponding Wizz Air COMAT Cover
Sheet.
(b) All Ground Handling Agents at affected airports are responsible for the following:
• Load, restrain the COM as necessary to block movement within the Compartment and
Net Section.
• Specify under SI in MVT/LDM messages and on load documentation (loadsheet) what
kind of COM has been loaded.
15.2.3 Documentation of COM

(a) All contents of COM mail bags/packages shall be shown on COMAT Form.
(b) A COMAT Form shall be filed at the station of departure and made available to Flight Crew.
(c) COMAT Form shall be completed as follows:
• Origin
• Destination
• Flight Number
• Route
• Date
• COM Mail bag/package number
• List of contents
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REV # 2.2.0 21 APR 2021
END OF SECTION
Chapter 16
08 November 2021
REV # 2.2.0 04 NOV 2021
16 Annex V: Health Protection and Prevention of Spread of Virus During Pandemic................................ 1

16.1 Operations Procedures............................................................................................................................ 1
16.2 Prevention Practices................................................................................................................................ 2
16.3 Handling of Symptomatic Passengers at the Airports.............................................................................. 3
16.4 Aircraft Cleaning and Disinfection During a Pandemic.............................................................................4
16.5 Return to Operation Post Pandemic.........................................................................................................5
END OF SECTION
Chapter 16
GHM - Effective from Page: 1/9 Annex V: Health Protection and

Prevention of Spread of Virus During
08 November 2021 Pandemic
REV # 2.2.0 21 JUN 2021
16 Annex V: Health Protection and Prevention of Spread of

Virus During Pandemic
Any infectious disease can have massive impact, in such case temporary measures shall be
introduced to protect the health and welfare of travelers, staff and the public, and to reduce the
opportunities for further spread of the virus during pandemic.
Given the rapidly changing operating environment a pandemic may pose, it is important to remain
fully updated on all guidance materials and flexible to adapt the measures according to risk-based
and data-driven decisions in a timely manner. Any regulatory or local procedures that have been
introduced due to the crisis shall be followed to ensure compliance and/or conformance with existing
regulations and shared with the respective Ground Operation Manger.
16.1 Operations Procedures

(a) Ground Handling Agents shall wear related PPE e.g. face masks, gloves when performing
their duties at check-in and gate. Same rule applies to agents who are in contact with crew,
such as Ramp agents, Dispatchers.
(b) When assisting passengers at the check-in or gate, the ground handling staff shall be vigilant
for visible disease symptoms. Suspected passengers or passenger failing the temperature
check shall be referred to local medical post for further examination or handled as per local
health regulations.
(c) To ensure fulfillment of preventive measures aiming to minimize the potential spread of
pandemic, wearing a face mask may be compulsory on all flights for all passengers above
certain age. The exception rule can be applied to only those passengers who have medical
condition present, following medical certificate signed by their physician - justifying the
exception and other proof if applicable. In order to facilitate the process of accepting these
passengers, Wizz Air implemented SSR code "MASK".
Passengers who meet the conditions to be exempted from wearing a mask shall contact Wizz
Air Call Center prior their flight, so that the agent can add the SSR to their booking.
Passengers who meet the conditions but fail to notify Wizz Air Call Center in advance, shall be
allowed to travel – having the SSR code added to their reservation by the airport agents.
Prior start of boarding, total number of MASK passengers and their seat numbers shall be
reported to crew.
(d) When performing their duties at the check-in or gate, the ground handling staff shall try to
avoid touching passengers belongings such as money, boarding cards and travel documents.
(e) Additional gate announcements advising passengers about their obligations and encouraging
passengers to keep distance while boarding to be read in English and local language if
applicable.
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REV # 2.2.0 21 JUN 2021
16.2 Prevention Practices

As general recommendation, virus prevention practices should be taking into consideration and
adopted at the stations, possible examples:
(a) Airport Operators shall put in place arrangements to have all departing passengers
undergoing body temperature screening when entering the terminal or before security checks.
The screening shall be arranged either by handheld infrared thermometers or other infrared
screening system. Suspected passengers or passenger failing the temperature check shall be
referred to local medical post for further examination or handled as per local health
regulations.
(b) Consider measures such as stickers on the floor to encourage distancing at all passenger
touchpoints including arrivals, check in, passport control, security checkpoint and self-service
gates.
(c) Protective plastic screens to be installed at check-in and gate counters to allow physical
separation between staff and passengers.
(d) Airport Operator shall provide disinfecting gel at strategic locations with busy flows in the
terminals and concourses, including at the check-in and gate areas.
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REV # 2.2.0 21 JUN 2021
16.3 Handling of Symptomatic Passengers at the Airports

Wizz Air strictly prohibits the carriage of passengers infected or having symptoms indicating strong
probability of being infected by infectious disease during Pandemic.
Wizz Air requests its Ground Handling partners and the respective airport authorities to apply
vigilance in identifying passengers displaying the symptoms closely associated with the infection, for
example:
(a) Body temperature.
(b) Symptoms of fever (sweating, chills, shivering).
(c) Persistent dry cough.
(d) Breathing difficulties.
Passengers displaying applicable symptoms shall be handled as follows:
(a) At airports where medical personnel is available on site – symptomatic passengers to be
directed to the airport medical team for further examination. Ground Handling agents shall
obtain written or verbal conclusion of the medical examination. When the conclusion confirms
the possibility of infection, the passenger shall be refused travel.
(b) At airports where medical personnel is not available on site – symptomatic passengers
displaying symptoms are considered not eligible to travel and boarding shall be refused.
Suspected passengers shall be questioned to determine if passenger shall be allowed to take
the flight. Passenger who answered Yes or showing symptoms confirming the questions shall
be refused and requested to seek further medical advice.
(a) Symptomatic passengers refused travel in accordance with above shall be offered free
rebooking for a flight departing after the date of the original flight by period which ensure that
passengers are healthy.
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REV # 2.2.0 21 JUN 2021
16.4 Aircraft Cleaning and Disinfection During a Pandemic

Aircraft cleaning and disinfection during a pandemic is described in details in section 3.7.6.
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REV # 2.2.0 21 JUN 2021
16.5 Return to Operation Post Pandemic

During the crisis and prior to resuming services, a company should review their standard operating
procedures to identify whether any changes are required. Any procedural change related to an
existing or new regulation, by-law and/or requirement shall be followed as locally applicable.
After Pandemic operations are likely to restart gradually, in due course, as travel restrictions are lifted
and customer demand/confidence becomes more certain.
The following are consider critical for a safe restart or ramp-up of the operations.
(a) Ramp-up of operations based on Risk assessment and hazard identification
Focus areas and their associated hazards are listed below. This however is not intended to be
an exhaustive list and each company needs to perform its own risk assessment to identify
their own risks as well as verify applicability of these examples in accordance with company
policies and operations.
• Restart of operations:
Reduced operational oversight at the ramp due to reduced number of operational
personnel;
Furloughs;
Layoffs.
• Human factors:
Pressure;
Stress fatigue, etc.
Long hours working, multiple shifts.
• Trainings:
Personnel with expired training;
Non-availability of trainer;
Training facilities not accessible.
• GSE/Vehicle Care and Maintenance:
Non-availability of appropriate and serviceable GSE/vehicles to service aircraft.
Performing risk evaluation on above list of items requires application of appropriate mitigation
actions to keep the risk for safe and compliant operations as low as practically possible.
(b) Resource planning

The following actions are recommended to be applied to verify and plan adequate staff
resources for increased number of served flights:
• Evaluate current capacity based on:
Qualifications of personnel remaining on site.
Capacity for training remaining personnel to perform new job functions (if need be).
Emergency response continuity.
Safety regulatory compliance/continuity.
Availability of trainers.
• Plan adequate resources for:
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REV # 2.2.0 21 JUN 2021
New flight schedule.

Revised handling procedures (e.g., different passenger handling process, loading while
using pandemic-related PPE, etc).
Impact of changes on service times needed to perform the new tasks.
Adequate allocation of personnel.
Fallback plan for personnel off sick and/or quarantined.
Mix of experience and validities among the personnel performing specific tasks
(c) Management of expiring training.

Focus shall be place on existing personnel and their recurrent training, requalification and
absence from works:
• No person shall be assigned to perform a task for which the do not hold a record of
training.
• Initial training shall be provided and conducted in full to all new personnel before they
are scheduled for a work with no exception or reduction in content.
• When return to operations is initiated, any new hire employees shall receive the training
to perform their tasks for which they have been employed.
• Recurrent training shall be provided in accordance the training plans and recurrent
period. Where a competent authority defines recurrent period then this shall be met as
a minimum, where a recurrent period is not defined, it is recommended to apply the
industry standard and the recurrent training shall take place within the next 36-months
at the latest.
• Training currency extension can be applicable if it is not feasible to provide training
according to training plan. Organization may extend recurrence period bases on
appropriate risk assessment for specific function while maintaining defined standards.
The suggested extension period is up to six months. Any training which is required and
timed under national law, such as dangerous goods, security, can be only alleviated by
the competent national authority. Such exception from a standard procedure needs to
be documented. In some countries, such extension might require approval by the
national authority as per their guidelines.
• Prolonged absence from work, personnel once returned to work shall be treated in the
normal return to work manner depending on the period of absence, it includes briefs,
on-the-job training, requalification training or initial training. It is a Company’s duty to
bring all employees up to speed and ensure their competency and operational
readiness.
(d) GSE/vehicle care and maintenance:

Long periods of inactivity for ground service equipment and vehicles has the potential to cause
significant problems. Where Ground Support Equipment is needed to be taken out of
operational use for a period of time, it should be done following a plan, taking into account
basic steps to prevent serviceability issues and unplanned costs, when it is returned back to
service, contracted ground handling organizations shall refer to the equipment/vehicles
manufacturer’s materials to identify any related requirements and as minimum follow below
listed steps:
• Preparation
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REV # 2.2.0 21 JUN 2021
Preserving an active GSE fleet should follow a documented plan that should address
procedures to de-activate equipment, procedures to be adopted during storage and
procedures to ensure safe return to operation.
• Planning
A return to service plan should be developed in parallel to a storage plan as normally
storage actions have a corresponding required action for an equipment to be returned
to service:
The actions necessary to return GSE to full-time service depends on how long the unit
was stored, how was it stored as well as whether it was rotated or “exercised” during
the storage period.
Plan to start returning units to service ahead of actual return of air traffic so that there
are enough units to meet initial days’ demand.
Include in the plan the need to reinstate GSE maintenance staff early to enable timely
completion of critical return to service activities.
At airports where there are significant numbers of parked aircraft, be prepared for the
need for aircraft tow tractors/pushback tractors ahead of the return of air traffic.
Ensure Airside Vehicle Passes are valid for the GSE that are being returned to service.
Ensure that all GSE personnel who will need operator/driver licenses and access
permits for the airside and the GSE storage areas will have these available in time
Ensure that all necessary training/recurrent training has been done and/or necessary
arrangements have been made for validity extensions.
• Actions during storage
The storage plan should be followed with recording of all actions.
• Return to service
Safety functional check shall be performed with in “return to service” program:
All GSE that is returned to service should have a full safety and functional check
completed by qualified and competent GSE maintenance staff.
Where available and the storage period was long enough to trigger it, utilize the
Equipment pre-operational Checklist or similar document from the manufacturer.
Walk around the equipment, check for nests, blocked intake and exhaust pipes, flat
tires, chewed wires, hoses, fuel lines, evidence of leaks.
Once the unit is started, move off very slowly and apply brakes within a meter or so to
ensure brakes are working.
During a short drive, check for unusual noises, unusual smells (e.g. burning), pulling to
one side during pull off / driving / braking, erratic power delivery, amongst others. Stop
and check for any leaks, smoke etc.
Start and run air conditioning units (ACUs) to atmosphere and air supply units (ASUs) in
bypass mode before connecting to an aircraft to ensure no debris (e.g. bird nests etc.)
that might have entered the hoses or ducts, gets blown into the aircraft ducts.
(e) Staff Wellbeing / Human Factors.

ICAO’s Manual on Ground Handling refers to the commonly used concept of the “Dirty Dozen”
human factors . The Dirty Dozen refers to twelve of the most common human error
preconditions or conditions that can act as precursors to accidents or incidents. Ground
Handling companies to understand and recognize the different factors as they may combine to
Chapter 16

REV # 2.2.0 21 JUN 2021
increase the risk to safe operational performance! Staff mental health issues may be triggered
by pressure and anxiety, low morale, fatigue and/or fear of losing jobs. These issues may not
be detected or addressed by organizations. As a result – if measures are not taken to prevent
it, safety reporting may be compromised during this period.
• Lack of communication – communication between teams must be clear and concise.
• Distraction – focus and undivided attention to job in hand.
• ack of resource – use staff leave and furlough in the most effective way but also not to
jeopardize the safety of the operation.
• Pandemic-related Stressors – anxiety, fear of losing a job or getting infected, sadness
or depression.
• Complacency – people may become used to short-cuts due to the pandemic
circumstances and lack of regular supervision.
• Lack of teamwork - due to organizational and staff changes during the pandemic.
• Operational and organizational pressure – managers and agents shall be able to say
“No” to unsafe and non-complaint practices.
• Lack of awareness – staff doing “unusual” work tasks during Pandemic operation.
• Lack of knowledge – new/updated procedures might have been missed or
misunderstood.
• Fatigue – unusual shift patterns and uncommon tasks.
• Lack of assertiveness – safety risks might go unreported as staff are preoccupied and
worry about job security.
• "That’s how we do things around here" attitude – stand ready to bridge the staff divide
between those who have continued to work throughout Pandemic (the company
“saviors”) and the newcomers/returners who might be too eager to shine.
(f) Management of Station Restarts.

Wizz Air requires all its contracted ground handling organizations to perform self assessment
to be able to gauge their readiness to restart operation and identify potential safety hazards
and risk to determine organization readiness state.
(g) Safety Oversight.

An important part of the “Return to Operation” management system is also the oversight of
operations to ensure compliance with regulations, documented best practices and safety
procedures within Wizz Air and your own manuals and compliance with risk assessed
procedures to get ground handling activities back up and running. Ground Handling
organizations around the Wizz Air network shall ensure sufficiently qualified safety and
compliance personnel is deployed as soon as the operation restarts.
The results of the above should determine the ground handling service provider’s readiness state to
restart operation and identify potential safety hazards and risks:
• Red – not ready for ramp-up of operations - Major resourcing/equipment issues. No risk
assessment completed. Will not be ready for re-start.
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REV # 2.2.0 21 JUN 2021
• Amber – likely to be ready for re-start of operations - Minor resourcing/equipment issues. Risk
assessment complete and mitigations identified with action plan to resolve prior to restart. Likely to
be ready for re-start of operations.
• Green – fully ready for safe restart of operations - No resourcing/equipment issues. Risk
assessment complete and mitigating actions completed. Will be fully ready for safe restart of
operations.
END OF SECTION
Chapter 17
08 November 2021
REV # 2.2.0 04 NOV 2021
17 Annex X: Dangerous Goods........................................................................................................................ 1
END OF SECTION
Chapter 17
GHM - Effective from Page: 1/8 Annex X: Dangerous Goods
08 November 2021
REV # 2.2.0 04 NOV 2021
17 Annex X: Dangerous Goods

If Operator's approval is required, please check the applicable column in the following table.
Dangerous goods must not be carried in or as passengers or crew, checked or carry-on baggage,
except as otherwise provided below. Dangerous goods permitted in carry-on baggage are also
permitted “on one's person”, except where otherwise specified.
Wizz Air regulations are more restricted than provisions of IATA DGR table 2.3.A.
Item description Operator's Permitted Permitted The PIC
approval in or as in or as must be
required checked carry-on informed of
baggage baggage the location
Alcoholic beverages, when in retail
packagings, containing more than 24%
but not more than 70% alcohol by NO YES YES NO
volume, in receptacles not exceeding 5 L,
with a total net quantity per person of 5 L.
Ammunition, securely packaged (in Div.
1.4S, UN 0012 or UN 0014 only), in
quantities not exceeding 5 kg gross FORBIDDEN
weight per person for that person's own
use. Allowances for more than one
person must not be combined into one or
more packages.
Avalanche rescue backpack, one (1) per
person, containing a cartridge of
compressed gas in Div. 2.2. May also be YES
equipped with a pyrotechnic trigger
mechanism containing no more than 200 (APPROVE
D, no further YES YES NO
mg net of Div. 1.4S. The backpack must
be packed in such a manner that it check
cannot be accidentally activated. The required)
airbags within the backpacks must be
fitted with pressure relief valves.
Baggage with installed lithium batteries
non-removable batteries exceeding–0.3 g FORBIDDEN
lithium metal or 2.7 Wh
Baggage with installed lithium batteries:
– non-removable batteries. Batteries
must contain no more than 0.3 g lithium
metal or for lithium ion must not exceed
2.7 Wh; NO YES YES NO
– removable batteries. Batteries must be
removed if baggage is to be checked in.
Removed batteries must be carried in the
cabin.
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08 November 2021
REV # 2.2.0 04 NOV 2021

Batteries, spare/loose, including lithium
batteries, non-spillable batteries, nickel-
metal hydride batteries and dry batteries,
for portable electronic devices must be
carried in carry-on baggage only. For
lithium metal batteries the lithium metal
content must not exceed 2 g and for
lithium ion batteries the Watt-hour rating
must not exceed 100 Wh. Articles which
have the primary purpose as a power NO NO YES NO
source, e.g. power banks are considered
as spare batteries. These batteries must
be individually protected to prevent short
circuits. Each person is limited to a
maximum of 20 spare batteries. Non-
spillable batteries: must be 12 V or less
and 100 Wh or less. Each person is
limited to a maximum of 2 spare
batteries.
Camping stoves and fuel containers that
have contained a flammable liquid fuel,
FORBIDDEN
with empty fuel tank and/or fuel container
(see DGR 2.3.2.5 for details).
YES
Chemical Agent Monitoring Equipment,
when carried by staff members of the (APPROVE
Organization for the Prohibition of
Chemical Weapons on official travel. check
required)
Disabling devices such as mace, pepper
spray, etc. containing an irritant or
incapacitating substance are forbidden FORBIDDEN
on the person, in checked and carry-on
baggage.
Dry ice (carbon dioxide, solid), in
quantities not exceeding 2.5 kg per
person when used to pack perishables
not subject to these Regulations in YES
checked or carry-on baggage, provided (APPROVE
the baggage (package) permits the D, no further YES YES NO
release of carbon dioxide gas. Checked check
baggage must be marked “dry ice” or required)
“carbon dioxide, solid” and with the net
weight of dry ice or an indication that
there is 2.5 kg or less dry ice.
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08 November 2021
REV # 2.2.0 04 NOV 2021

e-cigarettes (including e-cigars, e-pipes,
other personal vaporizers) containing
NO NO YES NO
batteries must be individually protected to
prevent accidental activation.
Electro shock weapons (e.g. Tasers)
containing dangerous goods such as
explosives, compressed gases, lithium
FORBIDDEN
batteries, etc. are forbidden in carry-on
baggage or checked baggage or on the
person.
Fuel cells containing fuel, powering
portable electronic devices (e.g.
cameras, cellular phones, laptop NO NO YES NO
computers and camcorders), see DGR
2.3.5.10 for details.
Fuel cell cartridges, spare for portable
electronic devices, see DGR 2.3.5.10 for NO YES YES NO
details.
Gas cartridges, small, non-flammable
containing carbon dioxide or other
suitable gas in Division 2.2. Up to two (2)
small cartridges fitted into a self-inflating YES
safety device, intended to be worn by a (APPROVE
person such as a life jacket or vest. Not D, no further YES YES NO
more than one (1) device per passenger check
and up to two (2) spare small cartridges required)
per person, not more than four (4)
cartridges up to 50 mL water capacity for
other devices (see DGR 2.3.4.2).
Gas cylinders, non-flammable, non-toxic
worn for the operation of mechanical
limbs. Also, spare cylinders of a similar NO YES YES NO
size if required to ensure an adequate
supply for the duration of the journey.
Hair curlers containing hydrocarbon gas,
up to one (1) per passenger or crew-
member, provided that the safety cover is
securely fitted over the heating element.
NO YES YES NO
These hair curlers must not be used on
board the aircraft at any time. Gas refills
for such curlers are not permitted in
checked or carry-on baggage.
Chapter 17
08 November 2021
REV # 2.2.0 04 NOV 2021

YES
Heat producing articles such as
underwater torches (diving lamps) and (APPROVE
soldering irons (See DGR 2.3.4.6 for
details). check
required)
Insulated packagings containing
refrigerated liquid nitrogen (dry shipper),
NO YES YES NO
fully absorbed in a porous material
containing only non-dangerous goods.
Internal combustion or fuel cell engines,
must meet A70 (see DGR 2.3.5.12 for NO YES NO NO
details).
YES
Lithium Batteries: Security-type (APPROVE
equipment containing lithium batteries D, no further YES NO NO
(see DGR 2.3.2.6 for details). check
required)
Lithium battery-powered electronic UAS
(drones) with lithium ion batteries, a Wh
rating exceeding 100 Wh but not
exceeding 160 Wh. Devices must be
completely switched off and batteries
must be removed from the device. The
removed battery shall remain with the
owner in carry-on baggage.
Maximum of two spare batteries in carry-
on baggage only with a Watt-hour rating
YES
exceeding 100 Wh but not exceeding 160
(removed
Wh . Note: • A device with a lithium ion YES
battery from YES
battery that exceeds 160 watt hours (Wh) (Approved,
the device (Battery
is prohibited as carry-on or checked no further NO
must be must be
baggage. check
carried in removed)
• If carried in the cabin, the size is limited required)
the carry-on
(55x40x23cm). baggage)
• The device must be protected from
accidental activation.
• All batteries must be protected from
damage and short circuit.
• proof of the battery size (in watt hours)
is required if it is not clearly marked on
the outside of the device or on the
outside of the package that the device is
in.
Chapter 17
08 November 2021
REV # 2.2.0 04 NOV 2021

Lithium Batteries: Portable electronic
devices (PED) containing lithium metal or
lithium ion cells or batteries, including
medical devices such as portable oxygen
concentrators (POC) and consumer
electronics such as cameras, mobile
phones, laptops and tablets, when
carried by passengers or crew for
personal use (see DGR 2.3.5.9). For
lithium metal batteries the lithium metal
content must not exceed 2 g and for
NO YES YES NO
lithium ion batteries the Watt-hour rating
must not exceed 100 Wh. Devices in
checked baggage must be completely
switched off and must be protected from
damage. Each person is limited to a
maximum of 15 PED. Baggage equipped
with a lithium battery, other than lithium
button cells, the battery must be
removable. If offered as checked
baggage the battery must be removed
and carried in the cabin.
Lithium battery-powered electronic
devices. Lithium ion batteries for portable
(including medical) electronic devices, a
Wh rating exceeding 100 Wh but not YES
exceeding 160 Wh. For portable medical (APPROVE
electronic devices only, lithium metal D, no further YES YES NO
batteries with a lithium metal content check
exceeding 2 g but not exceeding 8 g. required)
Devices must be completely switched off
and batteries must be removed from the
device.
Lithium batteries, spare/loose with a
Watt-hour rating exceeding 100 Wh but
not exceeding 160 Wh for consumer YES
electronic devices and PMED or with a
lithium metal content exceeding 2 g but (APPROVE
D, no further NO YES NO
not exceeding 8 g for PMED only.
Maximum of two spare batteries in carry- check
on baggage only. These batteries must required)
be individually protected to prevent short
circuits.
Chapter 17
08 November 2021
REV # 2.2.0 04 NOV 2021

Matches, safety (one small packet) or a
small cigarette lighter that does not
contain unabsorbed liquid fuel, other than
liquefied gas, intended for use by an
individual when carried on the person.
Lighter fuel and lighter refills are not
ON ONE'S PERSON
permitted on one's person or in checked NO NO
or carry-on baggage.
“Strike anywhere” matches, “Blue flame”
or “Cigar” lighters or lighters powered by
a lithium battery without a safety cap or
means of protection against unintentional
activation are forbidden.
Mobility Aids: Battery-powered YES
wheelchairs or other similar mobility
devices with non-spillable wet batteries or (APPROVE
YES NO YES
with batteries which comply with Special D, no further
Provision A123 or A199, (see DGR check
2.3.2.2). required)
Mobility Aids: Battery-powered

devices with spillable batteries or with FORBIDDEN
lithium batteries (see DGR 2.3.2.3 and
DGR 2.3.2.4 for details).
Mobility Aids: Battery-powered YES
devices with lithium ion batteries where (APPROVE
D, no further NO YES YES
the battery is specifically designed to be
removed, the battery must be carried in check
the cabin (see 2.3.2.4.3(b)2. for details). required)
Chapter 17
08 November 2021
REV # 2.2.0 04 NOV 2021

Non-radioactive medicinal or toiletry
articles (including aerosols) such as hair
sprays, perfumes, colognes and
medicines containing alcohol; and Non-
flammable, non-toxic (Division 2.2)
aerosols, with no subsidiary hazard, for
sporting or home use. The total net
quantity of non-radioactive medicinal or
NO YES YES NO
toiletry articles and non-flammable, non-
toxic (Division 2.2) aerosols must not
exceed 2 kg or 2 L and the net quantity of
each single article must not exceed 0.5
kg or 0.5 L. Release valves on aerosols
must be protected by a cap or other
suitable means to prevent inadvertent
release of the contents.
Oxygen or air, gaseous, cylinders FORBIDDEN
required for medical use. The cylinder
must not exceed 5 kg gross weight.
Liquid oxygen systems are forbidden for
transport.
Permeation devices, must meet A41 (see
NO YES NO NO
DGR 2.3.5.16 for details).
Portable electronic devices containing
non-spillable batteries, batteries must
meet A67 and must be 12 V or less and
NO YES YES NO
100 Wh or less. A maximum of 2 spare
batteries may be carried (see DGR
2.3.5.13 for details).
Radioisotopic cardiac pacemakers or
other devices, including those powered
NO ON ONE'S PERSON NO
by lithium batteries, implanted into a
person or fitted externally.
Security-type attaché cases, cash boxes,
cash bags, etc. incorporating dangerous
goods, such as lithium batteries and/or
FORBIDDEN
pyrotechnic material, except as provided
in DGR 2.3.2.6 are totally forbidden. See
entry in 4.2–List of Dangerous Goods.
Specimens, non-infectious packed with
small quantities of flammable liquid, must
NO YES YES NO
meet A180 (see DGR 2.3.5.14 for
details).
Chapter 17
08 November 2021
REV # 2.2.0 04 NOV 2021

Thermometer, medical or clinical, which
contains mercury, one (1) per person for NO YES NO NO
personal use, when in its protective case.
YES
Thermometer or barometer, mercury filled
(APPROVE
carried by a representative of a
D, no further
government weather bureau or similar NO YES YES
check
official agency (see DGR 2.3.3.1 for
required)
details).
Lithium batteries: Whether a lithium battery can be carried by air or not depends on its configuration
and its Watt-hour (Wh) rating (for rechargeable Lithium Ion Battery) or its Lithium Content (LC) (for
non-rechargeable Lithium Metal or Alloy Battery).
END OF SECTION
Chapter 18
08 November 2021
REV # 2.2.0 04 NOV 2021
18 Annex Y: Seating Plans................................................................................................................................ 1

18.1 A320 Y180 Seating Plan.......................................................................................................................... 2
18.2 A320 Y186 Seating Plan.......................................................................................................................... 4
18.3 A321 Y230 Seating Plan.......................................................................................................................... 6
18.4 A321 Y239 Seating Plan.......................................................................................................................... 8
END OF SECTION
Chapter 18
GHM - Effective from Page: 1/9 Annex Y: Seating Plans
08 November 2021
REV # 2.2.0 21 JUN 2021
18 Annex Y: Seating Plans

Seating policies and restrictions
The following categories of passengers should not be allocated to, or directed to, seats that permit
direct access to emergency exits (CHIPPED):
• C = Children and infants
• H = Hearing, sight or other disabilities
• I = Intoxicated
• P = Physical size
• P = Pregnant
• E = Elderly (if weak or frail)
• D = Deportees and inadmissible
Passengers occupying emergency exit row seating must be able-bodied and must have the age of 16
or above.
There are 4 oxygen masks available on either side of the aircraft (port and starboard). Therefore
there must be no more than 1 infant seated either side of the aisle in one row.
A vacant Cabin Crew seat may be used subject to the approval of the PIC after consultation with the
Senior Cabin Attendant to ensure that carriage of the person on this seat will not impede or obstruct
emergency procedures or cabin service during the flight. Vacant cabin crew seats can only be used
by a person other than an operating crew member only if all the following conditions are met:
Personal conditions - the person is:
• a Wizz Air staff member, in possession of a valid ticket and wearing company ID, or
• a member of an Aviation Authority during the course of their duties and are properly ticketed, or
• a Wizz Air Cabin Crew Trainer who is above the minimum crew and conducting or supervising
training on board, or
• a Wizz Air Cabin Crew trainee wearing uniform and in possession of proper documentation
relevant to the training flight
Operational conditions:
• The person has the permission of the PIC, and
• The seat is equipped with safety belt and the requirements concerning supplemental oxygen are
met, and
• The person is assessed as able to operate self-help exits, and
• The SCA (on behalf of the PIC ensures that the person is properly briefed on safety procedures
and equipment, and relevant operating procedures.
A vacant cabin crew seat must never be used by a fare paying passenger.
On one flight Wizz Air can carry maximum 10 INAD or DEPU passengers excluding infants.
Maximum 3 of those passengers can be escorted (DEPA or escorted INAD) by minimum 2 escorts
per disruptive passenger.
Chapter 18
08 November 2021
REV # 2.2.0 21 JUN 2021
18.1 A320 Y180 Seating Plan

1A 1B 1C Exit Row 1D 1E 1F
2A 2B 2C 2D 2E 2F
3A 3B 3C 3D 3E 3F
4A 4B 4C 4D 4E 4F
5A 5B 5C 5D 5E 5F
0A 6A 6B 6C 6D 6E 6F
7A 7B 7C 7D 7E 7F
8A 8B 8C 8D 8E 8F
9A 9B 9C 9D 9E 9F
10A 10B 10C 10D 10E 10F
11A 11B 11C 11D 11E 11F
14A 14B 14C 14D 14E 14F
15A 15B 15C 15D 15E 15F
16A 16B 16C 16D 16E 16F
0B
17A 17B 17C 17D 17E 17F
18A 18B 18C 18D 18E 18F
19A 19B 19C 19D 19E 19F
20A 20B 20C 20D 20E 20F
21A 21B 21C 21D 21E 21F
22A 22B 22C 22D 22E 22F
23A 23B 23C 23D 23E 23F
24A 24B 24C 24D 24E 24F
25A 25B 25C 25D 25E 25F
0C
26A 26B 26C 26D 26E 26F
27A 27B 27C 27D 27E 27F
28A 28B 28C 28D 28E 28F
29A 29B 29C 29D 29E 29F
30A 30B 30C 30D 30E 30F
Chapter 18
08 November 2021
REV # 2.2.0 21 JUN 2021
Row / Seat Restrictions

1 No infants
1C or 1D No CHIPPED passengers
1A or 1F PRM with SRVA preferred seat
12, 13 No CHIPPED passengers
21-29 A and F seats preferred for INF
2-7 or 23-29 BLND/DEAF/DPNA; window seats only
23-27 preferred WCHR; window seats only
26-27 preferred WCHS; window seats only
26-29 preferred OXY; window seats only
28-29 preferred WCHC; window seats only
30 No CHIPPED passengers
Chapter 18
08 November 2021
REV # 2.2.0 21 JUN 2021

2A 2B 2C 2D 2E 2F
3A 3B 3C 3D 3E 3F
4A 4B 4C 4D 4E 4F
5A 5B 5C 5D 5E 5F
0A
6A 6B 6C 6D 6E 6F
7A 7B 7C 7D 7E 7F
8A 8B 8C 8D 8E 8F
9A 9B 9C 9D 9E 9F
10A 10B 10C 10D 10E 10F
11A 11B 11C 11D 11E 11F
14A 14B 14C 14D 14E 14F
15A 15B 15C 15D 15E 15F
0B 16A 16B 16C 16D 16E 16F
17A 17B 17C 17D 17E 17F
18A 18B 18C 18D 18E 18F
19A 19B 19C 19D 19E 19F
20A 20B 20C 20D 20E 20F
21A 21B 21C 21D 21E 21F
22A 22B 22C 22D 22E 22F
23A 23B 23C 23D 23E 23F
24A 24B 24C 24D 24E 24F
25A 25B 25C 25D 25E 25F
0C
26A 26B 26C 26D 26E 26F
27A 27B 27C 27D 27E 27F
28A 28B 28C 28D 28E 28F
29A 29B 29C 29D 29E 29F
30A 30B 30C 30D 30E 30F
Chapter 18
08 November 2021
REV # 2.2.0 21 JUN 2021
31A 31B 31C 31D 31E 31F

1 No infants
12, 13 No CHIPPED passengers
21-30 A and F seats preferred for INF
Chapter 18
08 November 2021
REV # 2.2.0 21 JUN 2021

2A 2B 2C 2D 2E 2F
3A 3B 3C 3D 3E 3F
4A 4B 4C 4D 4E 4F
0A 5A 5B 5C 5D 5E 5F
6A 6B 6C 6D 6E 6F
7A 7B 7C 7D 7E 7F
8A 8B 8C 8D 8E 8F
9A 9B 9C 9D 9E 9F
10A 10B 10C 10D 10E 10F
11B 11C Exit Row 11D 11E
12A 12B 12C 12D 12E 12F
13A 13B 13C 13D 13E 13F
14A 14B 14C 14D 14E 14F
0B
15A 15B 15C 15D 15E 15F
16A 16B 16C 16D 16E 16F
17A 17B 17C 17D 17E 17F
18A 18B 18C 18D 18E 18F
19A 19B 19C 19D 19E 19F
20A 20B 20C 20D 20E 20F
21A 21B 21C 21D 21E 21F
22A 22B 22C 22D 22E 22F
23A 23B 23C 23D 23E 23F
24A 24B 24C 24D 24E 24F
25B 25C 25D 25E
0C
27A 27B 27C 27D 27E 27F
28A 28B 28C 28D 28E 28F
29A 29B 29C 29D 29E 29F
30A 30B 30C 30D 30E 30F
Chapter 18
08 November 2021
REV # 2.2.0 21 JUN 2021
31A 31B 31C 31D 31E 31F

32A 32B 32C 32D 32E 32F
33A 33B 33C 33D 33E 33F
34A 34B 34C 34D 34E 34F
0D 35A 35B 35C 35D 35E 35F
36A 36B 36C 36D 36E 36F
37A 37B 37C 37D 37E 37F
38A 38B 38C 38D 38E 38F
39A 39B 39C 39D 39E 39F

1 No infants
11, 12A, 12F, 26 No CHIPPED passengers
11A, 11F, 25A, 25F Seat not fitted
Chapter 18
08 November 2021
REV # 2.2.0 21 JUN 2021

2A 2B 2C 2D 2E 2F
3A 3B 3C 3D 3E 3F
4A 4B 4C 4D 4E 4F
0A 5A 5B 5C 5D 5E 5F
6A 6B 6C 6D 6E 6F
7A 7B 7C 7D 7E 7F
8A 8B 8C 8D 8E 8F
9A 9B 9C 9D 9E 9F
10A 10B 10C 10D 10E 10F
11A 11B 11C 11D 11E 11F
12A 12B 12C 12D 12E 12F
13A 13B 13C 13D 13E 13F
14A 14B 14C 14D 14E 14F
15A 15B 15C 15D 15E 15F
0B
16A 16B 16C 16D 16E 16F
17A 17B 17C 17D 17E 17F
20A 20B 20C 20D 20E 20F
21A 21B 21C 21D 21E 21F
22A 22B 22C 22D 22E 22F
23A 23B 23C 23D 23E 23F
24A 24B 24C 24D 24E 24F
25A 25B 25C 25D 25E 25F
0C
26A 26B 26C 26D 26E 26F
27A 27B 27C 27D 27E 27F
28A 28B 28C 28D 28E
30A 30B 30C 30D 30E 30F
Chapter 18
08 November 2021
REV # 2.2.0 21 JUN 2021
31A 31B 31C 31D 31E 31F

32A 32B 32C 32D 32E 32F
33A 33B 33C 33D 33E 33F
34A 34B 34C 34D 34E 34F
35A 35B 35C 35D 35E 35F
0D
36A 36B 36C 36D 36E 36F
37A 37B 37C 37D 37E 37F
38A 38B 38C 38D 38E 38F
39A 39B 39C 39D 39E 39F
40A 40B 40C 40D 40E 40F

1 No infants
18, 19, 29 No CHIPPED passengers
28F Seat not fitted
END OF SECTION
Chapter 19
08 November 2021
REV # 2.2.0 04 NOV 2021
19 Annex Z: Fillable Forms............................................................................................................................... 1
END OF SECTION
Chapter 19
GHM - Effective from Page: 1/2 Annex Z: Fillable Forms
08 November 2021
REV # 2.2.0
19 Annex Z: Fillable Forms

All fillable forms are saved in FILLABLE FORMS folder on the WHA website: https://
wizzair.sharepoint.com
Individual access credentials are provided by responsible Ground Operations Manager.
Form ID Form name
BBCG BAGGAGE BINGO CARD (GATE)
BBCR BAGGAGE BINGO CARD (RAMP)
BGS BAGGAGE SHEET
BRDB BOARDING BINGO CARD
CIS CHECK-IN SHEET
DGR DANGEROUS GOODS OCCURRENCE REPORT
DIRQ DEICING REQUEST
DISR DISRUPTIVE PASSENGER REPORT FORM
DNDB DENIED BOARDING FORM
FOI FORM OF INDEMNITY
GOR GROUND OCCURRENCE REPORT
HBRF HOLD BAGGAGE RECONCILIATION FORM
HGHVAL HIGH VALUE DECLARATION FORM
HOTAC HOTEL ACCOMMODATION FORM
IMMV IMMIGRATION VIOLATION RECORD
INAD INAD EXPENSE FORM
INJR INJURY REPORT
LIRF0 A320 LIRF
LIRF1 A321 LIRF
LTDR LIMITED RELEASE DECLARATION FORM
NSC0 A320 NIGHT STOP CLEANING CHECKLIST FORM
NSC1 A321 NIGHT STOP CLEANING CHECKLIST FORM
PRGD PREGNANT DISCLAIMER FORM
PRT PASSENGER ROAD TRANSPORTATION FORM
PWVR PASSENGER WAIVER FORM
REBK REBOOKING FORM
RSHB RUSH HOLD BAGGAGE CERTIFICATE FORM
RTB READY TO BOARD
Chapter 19
GHM - Effective from Page: 2/2 Annex Z: Fillable Forms
08 November 2021
REV # 2.2.0
Form ID Form name

WAIF WALKAROUND INSPECTION FORM
END OF SECTION

WIZZ AIR Ground Handling Manual (W6, W9), Effective 08NOV21

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WIZZ AIR Ground Handling Manual (W6, W9), Effective 08NOV21

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Wizz Air

Ground Handling Manual

1.4.10 Unruly Passengers.......................................................................................................................51

2.9.2 Pre-Departure Mishandling............................................................................................................ 13

3.6.3 Potable Water Hygiene Requirements...........................................................................................63

4.6.6 Departure Communications........................................................................................................... 47

6.9 Adverse Weather Oversight Procedures..................................................................................................17

13.3.5 Pre-step Processes........................................................................................................................9

13.14.1 Requirements for De-icing......................................................................................................... 38

16.4 Aircraft Cleaning and Disinfection During a Pandemic.............................................................................4

List of Effective Sections

0 R#2.2.0 04/11/2021 1.1.4.1.1 R#2.2.0 21/06/2021

0.1 R#2.2.0 21/06/2021 1.1.4.1.2 R#2.2.0 21/06/2021

0.2 R#2.2.0 04/11/2021 1.1.4.2 R#2.2.0 21/06/2021

0.3 R#2.2.0 21/04/2021 1.1.4.3 R#2.2.0 21/06/2021

0.4 R#2.2.0 21/06/2021 1.1.5 R#2.2.0 21/06/2021

0.4.1 R#2.2.0 04/11/2021 1.1.5.1 R#2.2.0 21/06/2021

0.5 R#2.2.0 21/06/2021 1.1.5.2 R#2.2.0 21/06/2021

0.5.1 R#2.2.0 1.1.5.3 R#2.2.0 21/06/2021

0.5.2 R#2.2.0 21/04/2021 1.1.6 R#2.2.0 21/04/2021

0.6 R#2.2.0 1.1.6.1 R#2.2.0 21/06/2021

0.6.1 R#2.2.0 21/06/2021 1.1.6.2 R#2.2.0 21/04/2021

0.6.2 R#2.2.0 21/06/2021 1.1.6.2.1 R#2.2.0 21/06/2021

0.6.3 R#2.2.0 21/06/2021 1.1.6.2.2 R#2.2.0 21/06/2021

0.6.4 R#2.2.0 21/06/2021 1.1.6.2.3 R#2.2.0 21/06/2021

0.6.5 R#2.2.0 21/04/2021 1.1.6.2.4 R#2.2.0 21/06/2021

1 R#2.2.0 1.1.6.2.5 R#2.2.0 21/06/2021

1.1 R#2.2.0 21/04/2021 1.1.6.2.6 R#2.2.0 21/06/2021

1.1.1 R#2.2.0 1.1.6.3 R#2.2.0 21/04/2021

1.1.1.1 R#2.2.0 21/06/2021 1.1.6.3.1 R#2.2.0 21/06/2021

1.1.1.2 R#2.2.0 21/06/2021 1.1.6.3.2 R#2.2.0 21/06/2021

1.1.2 R#2.2.0 1.1.6.3.3 R#2.2.0 21/06/2021

1.1.2.1 R#2.2.0 21/04/2021 1.1.6.3.4 R#2.2.0 21/06/2021

1.1.2.2 R#2.2.0 21/06/2021 1.1.6.3.5 R#2.2.0 21/06/2021

1.1.3 R#2.2.0 1.1.6.4 R#2.2.0 21/06/2021

1.1.3.1 R#2.2.0 21/06/2021 1.1.6.5 R#2.2.0 21/06/2021

1.1.3.2 R#2.2.0 21/06/2021 1.1.6.6 R#2.2.0 21/06/2021

1.1.3.3 R#2.2.0 21/06/2021 1.1.6.7 R#2.2.0 21/06/2021

1.1.3.4 R#2.2.0 1.1.6.8 R#2.2.0 21/06/2021

1.1.3.4.1 R#2.2.0 21/06/2021 1.1.6.9 R#2.2.0 21/06/2021

1.1.3.4.2 R#2.2.0 21/06/2021 1.1.6.10 R#2.2.0 21/04/2021

1.1.3.4.3 R#2.2.0 21/06/2021 1.1.6.10.1 R#2.2.0 21/06/2021

1.1.3.4.4 R#2.2.0 21/06/2021 1.1.6.10.2 R#2.2.0 21/06/2021

1.1.3.4.5 R#2.2.0 21/06/2021 1.1.6.10.3 R#2.2.0 21/06/2021

1.1.3.4.6 R#2.2.0 21/06/2021 1.1.6.10.4 R#2.2.0 21/06/2021

1.1.3.4.7 R#2.2.0 21/06/2021 1.1.6.11 R#2.2.0 21/06/2021

1.1.3.5 R#2.2.0 21/06/2021 1.1.6.12 R#2.2.0 21/06/2021

1.1.4 R#2.2.0 21/04/2021 1.1.6.12.1 R#2.2.0 21/06/2021

1.1.4.1 R#2.2.0 21/06/2021 1.1.6.12.2 R#2.2.0 21/06/2021

1.1.6.12.3 R#2.2.0 04/11/2021 1.4.2 R#2.2.0

1.1.6.12.4 R#2.2.0 21/06/2021 1.4.2.1 R#2.2.0 21/06/2021

1.1.6.12.5 R#2.2.0 21/06/2021 1.4.2.2 R#2.2.0 21/06/2021

1.1.6.12.6 R#2.2.0 21/06/2021 1.4.3 R#2.2.0

1.1.6.12.7 R#2.2.0 21/06/2021 1.4.3.1 R#2.2.0 21/06/2021

1.1.6.12.8 R#2.2.0 21/06/2021 1.4.3.2 R#2.2.0 21/06/2021

1.1.6.13 R#2.2.0 21/06/2021 1.4.4 R#2.2.0 21/06/2021

1.1.6.14 R#2.2.0 21/06/2021 1.4.4.1 R#2.2.0 21/06/2021

1.1.6.15 R#2.2.0 21/06/2021 1.4.4.2 R#2.2.0 21/06/2021

1.1.6.16 R#2.2.0 21/06/2021 1.4.4.3 R#2.2.0 21/06/2021

1.1.7 R#2.2.0 21/06/2021 1.4.4.4 R#2.2.0 21/06/2021

1.1.7.1 R#2.2.0 21/06/2021 1.4.4.5 R#2.2.0 21/06/2021

1.1.7.2 R#2.2.0 21/06/2021 1.4.4.6 R#2.2.0 21/06/2021

1.1.7.2.1 R#2.2.0 21/04/2021 1.4.5 R#2.2.0 21/04/2021