THE COMMANDER

in
THE STRUCTURE
Wizz training department - Command
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ground-school REV0
 Place of the Commander in the Structure
OPS POSTHOLDERS ? CEO
ACCOUNTABLE
Are responsible for the safety of flight operations by: MANAGER

➢Establishing Company policies and goals

➢Ensuring compliance with laws and regulations COO

➢Publishing and amending applicable MEL, OM and other
Manuals (maintenance, OPS)

➢Setting flight safety policy and ensuring that deviations DFO

from standards, occurrences, incidents and accidents are CHIEF PILOT
recorded, analyzed and reported and that corrective actions
are is taken as required TRAINING
MANAGER
➢Ensuring safe and efficient conduct of training in accordance
with the different regulations
TECHNICAL
➢Ensuring that contracted tasks are carried-out in MANAGER
accordance with Company policies and procedures accepted
by the CAA
GRD OPS
➢Setting Company policies for the system of maintenance MANAGER

➢Ensuring that the system of maintenance is workable,

implemented, controlled and maintained
SAFETY OPS
MANAGER

The Commander carries-out his duties behind a structure approved by the Authority and
providing him/her with policies, procedures and tools for safe and legal operations

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 Responsibilities of the Commander
In accordance with all procedures included in THE Operation Manual,
the Commander has the final responsibility:
➢To make sure flight preparation is completed according all requirements

➢To make sure is aircraft is airworthy, to decide whether or not to accept an

airplane with unserviceabilities allowed by MEL/CDL and to make sure the
preflight inspection has been carried out

➢For the safety of all crewmembers, passengers and cargo on board

➢To make sure mass, load distribution and securing of the load is properly done

➢For the safe operation of the airplane

➢For all crewmembers to apply all necessary procedures and check-lists

➢According to information contained in Company documentation, to comply with

laws and regulations of the states in which operations are conducted

➢To comply with flight time and duty time limitations

➢When applicable, for the use of the operator occurrences reporting system

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 Authority of the Commander

TO FULFILL HIS RESPONSIBILIES, THE COMMANDER HAS THE

AUTHORITY:
➢To give all commands necessary for the safety of the airplane and of persons
carried therein

➢To disembark any person (including deportees and inadmissible passengers), or

any part of the cargo which may represent a potential hazard to the safety of the
airplane and/or its occupants

➢In an emergency situation, to take any action necessary under the

circumstances. In such cases, he/she may deviate from rules, operational
procedures and methods in the interest of safety

➢(After any deviation from established rules or SOPs, the Commander must file an
ASR and report actions and circumstances)

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 Wizz Air context:
Wizz Air operates short and regular routes: during normal operations, whenever
possible, the Company expects its Commanders to use all available means to
coordinate and support their decisions. This includes:

➢Coordination with OCC to avoid as much as possible disruption to operations

➢Compliance with Handling Companies procedures (which are approved by Wizz

Air) unless there is a clearly identified safety issue

Communicate!
Weather
Slots Use
Mobile Phone or
Aircraft defects MCC ACARS
OnBoardDB OCC
Security Crew
Occurrences Resources Management
Incidents Pilot

Duty time Crew

Crew unavailability Dispatch

MCC
Passengers Handling
Company
OCC
Luggage

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MEL and CDL
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 WHAT IS THE PURPOSE OF MEL / CDL ?
To avoid delays and cancellations

When a defect has been detected in previous flight or during the

flight preparation, the MEL/CDL permits the dispatch of an
airplane with:
→ Pieces of equipment

or inoperative (MEL)

→ Functions

→ Secondary airframe or engine parts missing (CDL)

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 HOW IS THE MEL ELABORATED ?

To begin the
Manufacturer → the Master MEL (MMEL)
creates… → the CDL
The Manufacturer provides the MMEL and CDL which are ‘generic’ documents for the
Operator to develop the MEL. The MMEL/CDL are approved by French CAA and have to be
periodically updated (revisions);

The Operator prepares the MEL which:

➢ Cannot be less restrictive than the MMEL;
➢ Must include all relevent restrictions dictated by the regulation applicable according to
the area and type of operations for which the Operator applies (Airline AOC);
➢ Must be approved by National Authorities;
➢ Must be updated (and approved) according the last current MMEL revison.

APPLICABLE
REGULATION
+ ACCORDING
OPERATOR
=
AOC
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 MEL/CDL

ORGANISATION AND CONTENTS OF THE MEL / CDL

The MEL:

➢ Is divided into 4 sections;

1) PREAMBLE
2) MEL ENTRIES (ECAM messages associated with the corresponding MEL Items)
3) MEL ITEMS (dispatch conditions)
4) OPERATIONNAL PROCEDURES associated with the MEL Items (when required);
Note: MAINTENANCE PROCEDURES when required are also associated with the MEL items

The CDL:
➢ Is part of the Flight Manual (Chapter 6)

➢ Contains the dispatch conditions together with associated operational procedures

➢ Refers to maintenance procedures included in the MMEL corresponding entry point

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 GENERAL PRINCIPLE
The MEL/CDL is a Compensatory Measure which allows to depart with certain items
or components inoperative or missing provided an acceptable level of safety is
maintained by :

➢ Appropriate operation (LIMITATIONS – OPERATIONNAL PROCEDURES);

➢ A transfer of the function to another operating component;
➢ By reference to other instruments or components providing the required information.

The MEL/CDL contains only those items of airworthiness significance which may be
inoperative prior to dispatch, provided limitations and appropriate procedures are
observed.

➢ Equipment obviously basic to airplane airworthiness and not listed are NO-GO;
➢ Equipment obviously not required for safe operation of the airplane such as galley
equipment, passenger convenience items, etc., is not listed and may be inoperative.

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 AIRBUS MMEL CLASSIFICATION OF FAILURES

The AIRBUS classification of failures is as follow :

➢ Class I : Failure indicated to the crew by means of ECAM or instrument flags.

The failure may be compatible with MEL requirements to enable the airplane to
perform a given number of flights, or to fly a limited period of time. If not
compatible, it must be corrected before next flight;
➢ Class II : In flight the failure is indicated to the crew by a MAINTENANCE
STATUS msg on STS page. On ground, after engine shut down a STS
reminder appears on ECAM upper display. Class II failures are compatible with
operation of the airplane (in accordance with the MEL);
➢ Class III : Failures which can be left uncorrected until the next scheduled
maintenance check. They are not indicated to the flight crew. Obviously class
III failures are compatible with MEL requirements. They are not mentioned in
the MEL.

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 APPLICABILITY OF THE MEL / CDL

The MEL/CDL is OFFICIALLY applicable until the aircraft moves

under his own power (after pushback)

However :

➢ Failures occurring between that moment and take-off must be

carefully assessed by the flight crew taking into account the MEL
and all other relevant factors related to the intended flight;

➢ MEL might be used to assist in a decision in case of failures

occurring in flight in order to assess further consequences for the
airline operations.

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M E L:
DESCRIPTION AND CODINGS
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 MEL and SYSTEM chapter

SYSTEM AND SEQUENCE CODING using ATA100 : i.e. 27-64-01

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SUB-SYSTEM : i.e. Surface 5

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 RECTIFICATION
INTERVAL:

A – As specified

B – 3 flight days

C – 10 flight days

D – 120 flight days

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QUANTITY OF ITEMS
:
installed in the
certificated aircraft and
required for flight
operations, except as
provided in column 4
or 5;

„-“ symbol :
variable number
installed.

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NUMBER REQUIRED
FOR DISPATCH :
Minimum quantity of
items required for
operation provided the
conditions specified in
column 5 are met.

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REQUIREMENT
FOR AN
OPERATIONAL
PROCEDURE :
which must be
accomplished by the
crew.

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 REQUIREMENT FOR A
MAINTENANCE PROCEDURE :
If no maintenance personnel
available, a captain may, at his
discretion, complete maintenance
actions which require only :
➢ Reset of any circuit breaker (on
ground only);
➢ Application or positioning of an
inoperative sticker or warning
notice;
➢ A CFDS test procedure conducted
in liaison with an engineer;
➢ A visual inspection which
conducted in liaison with an
engineer.

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DIFFERENT POSSIBILITIES
MAY BE CONSIDERED FOR AN
ITEM :
They are identified by a), b), c).

WITHIN ONE POSSIBILITY,

DIFFERENT CONDITIONS MAY
BE REQUIRED :
They will be identified by 1), 2), 3).

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ASTERISK SYMBOL (*) :
The inoperative equipment
must be placarded (INOP
STICK).

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C D L:
DESCRIPTION AND CODINGS
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 FLIGHT MANUAL
CHAPTER 6

SYSTEM CODING using

ATA100 : i.e. 33
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 NORMAL QTY
INSTALLED

PART DESCRIPTION

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REQUIREMENT FOR A
MAINTENANCE
PROCEDURE

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 CONDITIONS FOR DISPATCH :
➢ Quantity required for departure
➢ Conditions
➢ Operational procedures
➢ Notes

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 WARNING

➢ Pilots should not enter the paper document. The MEL / CDL is
attached to a particular aircraft (serial number). The same defect on
different aircraft might result in different requirements for dispatch.
➢ The interpretation and applicability of the MEL / CDL is critical
regarding the workload level and the time pressure (short
turn-around, ATC slot etc..). Good CRM practices should always be
observed during the procedure (crosscheck with MCC and your
F/O)
➢ Captains should keep the “big picture” and take the role of
communication with MCC/local maintenance providers when
required. When time is limited, It is strongly recommended that
Captains should delegate the time consuming task of locating the
MEL in the LPC Browser to the F/O (regardless of who is PF)

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 MAINTENANCE ACTIONS
➢ Every effort shall be made by maintenance to correct technical
irregularities as early as practicable;
➢ Whenever an airplane is released by maintenance for dispatch with
items inoperative, the following is required :
▪ The MEL item list aboard the airplane must contain a detailed
description of the inoperative item(s), information about action taken,
and the date until repair must be performed;
▪ Control(s) and/or indicator(s) related to inoperative unit(s) must be
clearly placarded .
➢ Should it be impossible to fix inoperative items within the time
specified, the DFO :
▪ may grant an extension for one more period in exceptional cases;
▪ Authorities have to be informed. The DFO is responsible for this
procedure.

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 ACCEPTANCE OF AN AEROPLANE
CRITERIA’S FOR DISPATCH
➢ When a failure is identified within the applicability period of the MEL/CDL,
the crew must enter the MEL/CDL to determine if a subsequent dispatch is
allowed and under which conditions;
➢ The decision of the Captain takes precedence over the provisions contained
in the MEL;
➢ Whenever the Commander believes that such equipment is essential to the
safety of the particular flight under the special conditions prevailing at the
time, he may request requirements above the minimum listed. However, he
shall never accept requirements below the minimum list;
➢ Before dispatching an aircraft with multiple MEL items inoperative, good
judgment is essential to check that any interrelationship between
inoperative items will not result in degradation in the level of safety and/or
an undue increase of crew workload;
➢ An (o) is associated with the item if an operational procedure must be
applied;
➢ An (m) is associated with the item if a maintenance procedure must be
applied.

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 Additional procedures in Wizz Air
➢ MCC and maintenance
providers
➢ What to do?
➢ Contact with MCC
[SMS – phone call – ACARS]
➢ Reporting system: WO
➢ Cabin defects
➢ Return from AIR
➢ Decision making
➢ Return to departure
➢ Continue to destination
➢ Diversion
➢ Bird-strike/lighting
strike

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