Operations Manual Part B

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

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

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

REVISION 1.1 - 04 OCT 2022

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

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

REVISION 1.1 - 04 OCT 2022

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

REVISION 1.1 - 04 OCT 2022

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

REVISION 1.1 - 04 OCT 2022

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

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

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

REVISION 1.1 - 04 OCT 2022

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

REVISION 1.1 - 04 OCT 2022

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List of Changes Chapter

Page xi

List of Changes

Highlights
ON A/C ALL

Location Reason for change Status

1.1 - GENERAL REVISED

1.3.1 - Company crosswind and contaminated REVISED

runway limitations

1.3.2 - Company limitations for First Officers REVISED

1.3.5 - Company limitations on IAS REVISED

Structural highlights
ON A/C ALL

Location Reason for change Status

1.1 - GENERAL REVISED

1.3.1 - Company crosswind and contaminated REVISED

runway limitations

1.3.2 - Company limitations for First Officers REVISED

1.3.5 - Company limitations on IAS REVISED

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

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

1 LIMITATIONS............................................................................................1
1.1 GENERAL...............................................................................................................................1
1.2 GENERAL LIMITATIONS........................................................................................................2
1.3 COMPANY LIMITATIONS....................................................................................................... 3
1.3.1 Company crosswind and contaminated runway limitations..................................... 3
1.3.2 Company limitations for First Officers...................................................................... 6
1.3.3 Company limitations on narrow runways................................................................. 7
1.3.4 Company limitations for ground maneuvering......................................................... 7
1.3.5 Company limitations on IAS.....................................................................................8
1.4 TAKEOFF AND LANDING PERFORMANCE LIMITATIONS.................................................. 9
1.5 EN-ROUTE LIMITATIONS...................................................................................................... 9
1.6 EFB LIMITATIONS..................................................................................................................9
1.6.1 EFB modes of operations........................................................................................ 9
1.6.2 T-PED operations limitations..................................................................................14
1.6.3 EPS (Electrical Power Source).............................................................................. 15
1.6.4 EFB hardware limitations....................................................................................... 15
1.6.5 Mounting device general limitations.......................................................................15
1.6.6 Crew PC.................................................................................................................15

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Page 1

1 LIMITATIONS

1.1 GENERAL
ON A/C ALL

General and company specific limitations are provided in this section as defined by Airbus or by Wizz
Air and approved by the competent Authority.

WARNING
All flight deck crew are required to comply with the limitations provided herein.

REFERENCE LIST FOR CERTIFIED OPERATIONAL AND COMPANY LIMITATIONS

1) Certification status

For certification status Refer to AFM/LIM/GEN/KIND OF OPERATIONS

For environmental certification Refer to AFM/APPENDICES AND SUPPLEMENTS/EXTERNAL
NOISE
2) Passenger seating configuration
Refer to Comply365 for Emergency equipment location map
3) Types of operations that are approved

(a) VFR and IFR

Refer to AFM/LIM/GEN/KIND OF OPERATIONS and Refer to OM-A 8.3.1
(b) Flight in icing conditions
Refer to AFM/LIM/GEN/KIND OF OPERATIONS
(c) Operations using performance-based navigation (PBN)
(d) Operations in airspace with reduced vertical separation minima (RVSM)
(e) Low Visibility Operations (LVO)
4) Crew composition
Refer to AFM/LIM/GEN/MINIMUM FLIGHT CREW
5) Mass and center of gravity
Refer to AFM/LIM/WEIGHTS AND LOADING
6) Speed limitations
Refer to FCOM/LIM/AG/SPEEDS
7) Flight envelope
Refer to FCOM/LIM/AG/OPS/ENVIRONMENTAL ENVELOPE
8) Wind limits, including operations on contaminated runways
For Airbus wind limits:
Refer to AFM/LIM/OPERATIONAL PARAMETERS
Refer to AFM/APPENDICES AND SUPPLEMENTS/TAILWIND OPERATIONS/LIMITATIONS
Refer to FCOM/LIM/AG/OPS/AIRPORT OPERATIONS AND WIND LIMITATIONS
continued on next page

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Page 2

Refer to AFM/LIM/AFS/FLIGHT GUIDANCE SYSTEM/CAT II/CAT III OPERATIONS

Refer to FCOM/LIM/AFS/AUTOMATIC APPROACH, LANDING AND ROLLOUT
Refer to AFM/APPENDICES AND SUPPLEMENTS/NARROW RUNWAY/PROCEDURES
Refer to FCOM/PROCEDURES/SPECIAL OPERATIONS/OPERATIONS ON NARROW
RUNWAYS/LIMITATIONS

For Wizz Air wind limits:

Refer to Company crosswind and contaminated runway limitations
Refer to Company limitations for First Officers

CAUTION
All wind limits (Airbus and Wizz Air) shall be considered, as including wind gusts/maximum
wind speeds.

9) Performance limitations for applicable configurations

In Wizz Air operations performance limitations are determined through performance calculations.
Refer to WAZ_OMB - 4 - PERFORMANCE
10) Runway slope; Refer to FCOM/LIM/AG/OPS/AIRPORT OPERATIONS AND WIND
LIMITATIONS

NOTE
The slope of the actual take-off/landing runway is considered during performance
calculations.

11) Limitations on wet or contaminated runways

For Airbus limitations Refer to FCOM/LIMITATIONS
For crosswind limitations:
Refer to Company crosswind and contaminated runway limitations
Refer to Company limitations for First Officers
12) Airframe contamination
Refer to FCOM/PRO/NOR/SUP/ADWXR/GROUND OPERATIONS IN COLD WEATHER
CONDITIONS/EXTERIOR WALKAROUND
13) System limitations; Refer to FCOM/LIMITATIONS

1.2 GENERAL LIMITATIONS

ON A/C ALL

All certified tail number specific operational limitations are applicable as published in the FCOM and
AFM.

Refer to FCOM/LIMITATIONS
Refer to AFM/LIMITATIONS

Company limitations, when published, override Airbus FCOM/AFM limitations.

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LOW VISIBILITY OPERATIONS

During low visibility operations CM1 has to be PF.

NOTE
For the description of low visibility operations Refer to OM-A 8.4.8 Low visibility operations

1.3 COMPANY LIMITATIONS

1.3.1 Company crosswind and contaminated runway limitations
ON A/C ALL

The following table shall be used in assessing crosswind and contamination limitations for take-off and
landing.
Company limitations where specified are mandatory and override Airbus limitations/recommendations.

NOTE

• For the definition of dry/wet/contaminated runway Refer to OM-A 0.4 DEFINITIONS

• Different wind limitations are applicable to automatic approach and landing. Limiting
wind values may be different for different type variants (sharklet/wingtip fence/CEO/
NEO).Refer to FCOM/LIM/AUTO FLIGHT SYSTEM/AUTOMATIC APPROACH,
LANDING AND ROLLOUT/MAXIMUM WIND CONDITIONS FOR ILS/MLS, CAT II OR
CAT III AND FOR GLS, CAT I

TABLE 1 COMPANY RCAM CROSSWIND LIMITATIONS:

NOTE

• Temperatures referenced are average runway surface temperatures when available.

Otherwise use OAT .
• While applying sand or liquid anti-ice to a surface may improve its friction capability. No
credit is taken until reports improve or the contaminant type changes (e.g. ice to water)
• Compacted snow may include a mixture of snow and imbedded ice.
• Compacted snow over ice is reported as compacted snow.
• Taxi, take-off, and landing operations in "LESS THAN POOR" conditions are prohibited.

Runway surface
Related Landing Performance
Conditions Observat
ions on Standard Narrow
Runway Decelera runway runway
Measure Normativ
State or / tion and Max X- Max X-
d e
and Direction wind wind
AIREP (3) RWYCC Level surface Friction
Runway al (kts) (kts)
friction coefficie
Contami Control (3) (3)
by SFT nt
nant

Dry - - 6 DRY - - 38 20

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Damp
Braking
Wet
decelerati
Up to 3 on is
mm of normal
Water for the
Slush Dry wheel 29 TO/
GOOD 5 GOOD >0.4 >0.42 20
snow Wet braking 33 LDG
snow effort
applied.
Frost
Direction
Frozen al control
ruts and is normal.
ridges

Braking
decelerati
Compact on and
ed snow GOOD controllab GOOD
0.39 – 0.41 –
OAT at or TO ility is 4 TO 20 10 (3)
0.36 0.40
below -15 MEDIUM between MEDIUM
°C Good
and
Medium.

Dry snow
More
than 3
mm, up
to 100
mm
Wet snow Braking
More decelerati
than 3 on is
mm, up noticeabl
to 30 mm y
Compact reduced
ed snow for the
0.35 – 0.39 –
OAT Medium wheel 3 MEDIUM 15 10
0.30 0.3
above braking
-15 °C effort
applied.
Dry snow Direction
over al control
compacte may be
d snow reduced.
Wet snow
over
compacte
d snow
Slippery
wet

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Braking
decelerati
on and
More controllab
than 3 ility is
mm, up between MEDIUM
Medium 0.29 – 0.36 –
to 13 mm Medium 2 TO 10 5
to Poor 0.26 0.35
Standing and Poor. POOR
Water Potential
Slush for
hydropla
ning
exists.

Braking
decelerati
on is
significan
tly
reduced NO NO
for the OPERATI OPERATI
wheel ONS, ONS,
Ice (cold 0.25 – 0.34 –
Poor braking 1 POOR unless unless
& dry)(2) 0.17 0.31
effort point (2) is point (2) is
applied. applicabl applicabl
Direction e e
al control
may be
significan
tly
reduced.

Braking
decelerati
on is
Wet ice
(2) minimal
to non-
NO NO
Water on existant
OPERATI OPERATI
top of for the
ONS, ONS,
Compact Less than wheel
0 - <0.17 <0.3 unless unless
ed Snow Poor braking
point (2) is point (2) is
effort
Dry Snow applicabl applicabl
applied.
or Wet e e
Direction
Snow
al control
over ice
may be
uncertain
.

(1)For
take-off performance calculations refer to equivalances matrix in 4.1 - TAKE-OFF
PERFORMANCE
(2)Take-off and landing is permitted only when reported RWYCC is equal to 2 or higher. For

performance calculations and crosswind limitations maximum RWYCC 3 may be used. Refer to
FCTM/PR/SOP/DESCENT PREPARATION/LANDING PERFORMANCE/DOWNGRADED OR
UPGRADED RWYCC.A RWYCC 1 or 0 maybe be upgraded by the aerodrome operator to a maximum

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of RWYCC 3. The reason for the upgrade will be specified in the ‘situational awareness’ section of the
RCR.
For crosswind limits, refer to the upgraded RWYCC
(3)Can be used for Runway Condition assessment, where GRF has not been implemented.
(4)When runway is reported DAMP, crew can use runway condition: WET instead of Slippery WET,
unless the airport publishes lower RWYCC.
(5)Operations
on a Narrow runway covered by "Compacted snow" not allowed. X-wind limit applies to
RWYCC 4 in any other circumstances.
The RCAM allows reporting of a few new contaminants, which are not specifically available in the
runway condition options of the computation tools. These new contaminants can be addressed with the
existing set of data in a way that is perfectly compliant, for landing only. For take-off use actual
contaminant and depth:

• Frost: Use wet unless there is a thick accumulation. In this case use the downgraded RWCC
• Compacted Snow at or below -15℃: use Compacted Snow
• Compacted Snow above -15℃: use Dry Snow 10mm
• Dry Snow on top of Compacted Snow: use Dry Snow of the appropriate depth
• Wet Snow on top of Compacted Snow: use Wet Snow of the appropriate depth

DEFINITION OF A NARROW RUNWAY

A narrow runway is defined as a runway with a width less than 45 m and not less than 30 m.
General Limitations, Performance and Procedures relating to narrow runways are detailed in FCOM.

• Refer to FCOM/PRO/SPO/60 Operations on Narrow Runways.

1.3.2 Company limitations for First Officers

ON A/C ALL

Commanders are to make sure at check-in what the experience of their First Officer is on Airbus fly-by-
wire aircraft (verbal confirmation).

First Officers are permitted to handle the aircraft in all ground and flight phases, subject to the
Commander’s discretion and the following limitations:

FO with more than

FO with less than 500 FO with 500-1500 hrs
1500 hrs Airbus fly-
hrs Airbus fly-by-wire Airbus fly-by-wire
by-wire

Runway, taxiway, or
apron contaminated/ Not permitted Not permitted Permitted
slippery

Maximum crosswind 10 kts 20 kts Company limits

Maximum crosswind
5 kts 15 kts Company limits
narrow runway (<45 m)

continued on next page

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FO with more than

FO with less than 500 FO with 500-1500 hrs
1500 hrs Airbus fly-
hrs Airbus fly-by-wire Airbus fly-by-wire
by-wire

Runway length < 1800 Landing permitted, max

Landing not permitted Landing permitted
metres crosswind 15kts

Cloud ceiling [BKN/

Landing permitted, max
OVC]< MDA/DH + 100 Landing not permitted Landing permitted
crosswind 15kts
FT

RVR < minimum Landing permitted, max

Landing not permitted Landing permitted
required + 200 metres crosswind 15kts

Landing in FLAP 3
Permitted Permitted Permitted
configuration

Challenging airport Not permitted Not permitted Permitted

(1)Refer to OM-A 8.1.2.8 Challenging airports for the details of the “challenging airport” category. These
airports are indicated in the OM-C Airport Breifing.
CM2 should not taxi the aircraft onto a self-guidance stand with guidance system set for the left seat
only.

1.3.3 Company limitations on narrow runways

ON A/C ALL

Refer to Company crosswind and contaminated runway limitations and Company limitations for First
Officersabove for operations on narrow runways.
Commanders are permitted to operate on a narrow runway (CM1 or CM2) only if their narrow runway
simulator training is valid.
Co-pilots are permitted to be PF on narrow runways only if their narrow runway simulator training is
valid.

1.3.4 Company limitations for ground maneuvering

ON A/C ALL

The minimum width of taxiways is 15m.

Taxi speed must be limited to:

• Below 50 kts while taxiing on runways.

• Below 30 kts on straight taxiways.
• Below 20 kts where a taxiway passes through a ramp area.
• Below 15 kts on normal taxiway turns.
• Below 10 kts for tight 90° turns or 180° turn-arounds.

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NOTE
The low speed end of the landing roll is considered to be part of the rollout, not part of the taxi. As
long as the aircraft is completing its landing roll on the runway or entering to a RET/HST (high
speed exit taxiway), taxi speed limitations do not apply. Turns to RETs/HSTs at airports suitable
for the aircraft are designed with such a radius that they can be used at speeds up to 50 kts
(even in wet RWY conditions) for runway vacation.
As the primary aim of RETs/HSTs is to expedite traffic, pilots should not unnecessarily slow down
(e.g.: to 10-15 kts) before exiting via such a taxiway. It is still the commander’s responsibility to
decelerate to a safe speed for runway vacation, when necessary (e.g.: slippery runway
conditions, visibility or traffic situation on connecting taxiways).

1.3.5 Company limitations on IAS

ON A/C ALL

For speed restrictions during taxi, refer to Company limitations for ground maneuvering
Pilots shall comply with the below company speed restrictions:

Max IAS (kts)

Range
Controlled airspace Class "E" and
(except class “E”) uncontrolled airspace

340 kts (330 kts to be

Above FL100/10000 ft 250 kts
planned)

Descent Between FL100/10000 300 kts(2) (250

ft and 5000 ft AAL recommended)

Below 5000 ft AAL(1)

250 kts 220 kts
Below 5000 ft AAL

Between 5000 ft AAL

Climb
and FL100/10000 ft N/A

≥ FL100/10000 ft 250 kts

(1)Or MSA+2000 ft, whichever is higher.

(2)Briefed and agreed by both pilots.

CAUTION
More restrictive speed restrictions may be imposed either by:

• Airspace speed restriction (refer to eRM AOI “Departure” or “Arrival” section), or

• Procedure speed constraint (refer to SID/STAR/Approach chart), or
• ATC (appropriate request/clearance must be obtained), or
• Turbulence conditions (refer to QRH/ABN/SEVERE TURBULENCE).

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NOTE
Applicable airspace speed limits may vary from country to country. Generally, as opposed to E, F
and G airspace, in most European countries, there is no speed limit for IFR traffic below FL100 in
A, B, C and D airspace (except when following a procedure). For applicable speed limitations in a
given airspace always refer to eRM AOI pages “Departure”/”Arrival” section.

1.4 TAKEOFF AND LANDING PERFORMANCE LIMITATIONS

ON A/C ALL

Refer to WAZ_OMB - 4 - PERFORMANCE

FLEXIBLE THRUST TEMPERATURE LIMITATION

• TFLEX MIN = OAT+5 °C (as OAT is reported in METAR or by ATC)

NOTE
This extra limitation is to avoid nuisance ECAM caution during take-off due to local temperature
sensing anomalies.
This is the only manual restriction to be applied to the calculated FLX temperature.
The FLX temperature provided by Flsymart+ take-off performance calculation satisfies all the
other requirements stated in the FCOM. Refer to FCOM/Performance/Takeoff/Thrust Options/
Flexible and Derated Takeoff/Flexible Takeoff .

1.5 EN-ROUTE LIMITATIONS

ON A/C ALL

MAXIMUM DISTANCE FROM AN ADEQUATE AERODROME

Maximum permissible distance from an adequate aerodrome is 380 NM (does not include WX
suitability).

NOTE
For calculations the FCTM standard drift down one engine inoperative operating speed is used
(an average TAS of 380 kts).
Refer to FCTM/Procedures/Abnormal and Emergency Procedures/ Engine Failure During Cruise

1.6 EFB LIMITATIONS

1.6.1 EFB modes of operations
ON A/C ALL

EFB devices can be operated in two modes:

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• EFB Handheld operations

• EFB Mounted operations

1.6.1.1 EFB handheld operations limitations

ON A/C ALL

During critical phases of the flight (Refer to OM-A 0.1.6 Definitions), the EFB device has to be “stowed”.
This implies placing the EFB device into the dedicated side storage compartment. The information
presented on the screen is not available for immediate use. Critical data has to be reproduced and be
available promptly (i.e. manual insertion into MCDU pages or copy to OFP) according to OM-B
procedures.
In other than critical phases of flight the EFB device can be kept on the sliding table (may be open
according to OM-B procedures) or on the lap of the PM for immediate reference and easy access.

1.6.1.2 EFB mounted operations limitations

ON A/C ALL

OVERVIEW
The Portable Electronic Device (PED) Suction Cup mount, developed by RAM Mounts®, is designed to
secure the EFB device in the flight deck. It allows use of the EFB in all phases of flight, including,
specifically, 10,000 ft AAL and below. It is important to note that only company issued PEDs must be
used in conjunction with this mount. No other PEDs are permitted. The maximum combined weight of
the EFB and cover must not exceed 1.5 kg.

The mount comprises of three major components:

1) The base which consists of three suction cups

2) A double socket arm with an adjustable friction nut
3) The Pivot mounting adapter square that hosts the EFB device

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MOUNT STOWAGE LOCATION

Each aircraft is equipped with three mounts:

• One mount to be utilized by the pilot flying (PF)

• One mount to be utilized by the pilot monitoring (PM)
• And one mount to act as a spare/backup in the event that a mount becomes unserviceable during
the flight or at an outstation.

The three mounts are stowed in the following locations:

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CAUTION
At the termination of their flight duty, PF and PM mounts must be re-stowed in their designated
stowage locations

APPROVED MOUNTING LOCATION

The EFB mounts may only be installed on the sliding side window in the following location (shaded in
green in the images below):

CAUTION
Placement of the mount must not interfere with operations of the side sliding window handle
mechanism.

MOUNT INSTALLATION
Prior to installing the mount, wipe the three suction cups, located at the base of the unit, utilizing a wet
wipe. Inspect the suction cups for evidence of nicks, cuts, tears or damage.
Also inspect the window area where the mount will be fitted for dust or oil marks; clean this area as
necessary with a wet wipe.

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NOTE
Nicks, cuts, tears or damage to the suction cups, and/or a dirty mounting surface, may impact the
gripping power of the unit and subsequently affect safe use of the mount.

Loosen the adjustable friction nut to allow movability of the double socket arm and the adapter square.
Sufficient friction power must remain, to allow for temporary manipulation of the EFB device, until the
desired position is attained.
Prior to installing the mount, ensure all three suction cup twist lock base levers are turned anti-
clockwise until the stops reach the “OFF” position:

The base of the suction cups should appear flat. Position the mount onto the approved location of the
side sliding window by holding onto the double socket arm. Ensure all three suction cups are flush with
the window glass.
While applying slight pressure towards the window, turn all three suction cup twist lock base levers
clockwise until the stops reach the “ON” position:

Check the security of the mount by firmly pulling and wiggling the suction cup base; no substantial
movement of the base should be observed.
The mount is now installed and ready for use with the EFB.

MOUNT UNINSTALLATION
Uninstallation of the mount is required, at the termination of the flight, prior to a change in Flight Crew.

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First, remove the EFB device from the mount.

While holding onto the double socket arm, turn all three suction cup twist lock base levers anti-
clockwise until the stops reach the “OFF” position.
Gently pull the allocated flaps to release the suction power from the cups:

NOTE
Attempting to release the suction power from the suction cups by pulling on any other portion of
the suction cups may warp or damage the individual components. Only use the allocated flaps to
accomplish this task.

Fold the mount together by releasing the friction nut and positioning the mounting adapter square.
Store the mounts in the respective stowage locations.

SAFETY PRECAUTIONS

The following safety precautions must be adhered to at all times:

• Do not install the mount on any window other than the side sliding window.
• Do not install the mount in any location on the side sliding window other than the one which is
approved.
• Do not install the mount in such a manner that would interfere with operations of the side sliding
window handle mechanism.
• Do not use the mount as a handle to secure yourself during turbulence or while getting into or out of
the seat.
• Do not use any PED on the mount other than the company issued EFB.

1.6.2 T-PED operations limitations

ON A/C ALL

• from pushback clearance or startup clearance, whichever is earlier

• to completion of parking checklist.

Refer to OM-A 8.3.23 Policy on portable electronic devices for additional limitations.

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1.6.3 EPS (Electrical Power Source)

ON A/C ALL

Electronic power usage in each Wizz Air aircraft is strictly limited to EFB devices and mobile phone
charging. Consequently, connecting any other device to the EPS outlet is prohibited.

1.6.4 EFB hardware limitations

ON A/C ALL

Refer to EFB Policies and Procedures Manual 1.5 Limitations of the EFB system.

1.6.5 Mounting device general limitations

ON A/C ALL

The mounting device is not a certified aircraft part, it is part of the EFB system.
For more details on the use of the mount refer to EFB mounted operations limitations
If the mounting kit is not installed or INOP, revert to EFB Hand held operations, Refer to EFB handheld
operations limitations

1.6.6 Crew PC
ON A/C ALL

Crew PCs are usable 24/7 by the crew to perform their briefing activities.
In case of any abnormal operations contact Helpdesk.

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