WIZZ AIR Ground Handling Manual (W6, W9), Effective 08NOV21
WIZZ AIR Ground Handling Manual (W6, W9), Effective 08NOV21
WIZZ AIR Ground Handling Manual (W6, W9), Effective 08NOV21
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
Page: ii Table of Contents
GHM - Effective from
08 November 2021 REV # 2.2.0 04 NOV 2021
END OF SECTION
Page: x List of Effective Sections
GHM - Effective from
08 November 2021 REV # 2.2.0 04 NOV 2021
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
SECTION REVISION NUMBER & DATE SECTION REVISION NUMBER & DATE
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
Revised annex
17 Annex X: Dangerous Goods 17
New item
Chapter Abbr
GHM - Effective from Page: 1/12 Abbreviations
08 November 2021
REV # 2.2.0
Abbreviations
No abbreviations found.
Chapter 0
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
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
REV # 2.2.0 04 NOV 2021
0 General
Prepared by: Name: Signature: Date:
Policies & Standards
Manager Ground Szymon BORATYNSKI 04 NOVEMBER 2021
Operations
Approved by: Name: Signature: Date:
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
Chapter 0
GHM - Effective from Page: 2/12 General
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
Chapter 0
GHM - Effective from Page: 8/12 General
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
Chapter 0
GHM - Effective from Page: 9/12 General
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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)
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 1
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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
Chapter 1
GHM - Effective from Page: iv Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 1
GHM - Effective from Page: 1/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
(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.
• 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
4 flights 2x PRB desks 4x nonPRB desks Total: 6 desks
5 flights 3x PRB desks 5x nonPRB desks Total: 8 desks
6 flights 3x PRB desks 6x nonPRB desks Total: 9 desks
7 flights 4x PRB desks 7x nonPRB desks Total: 11 desks
8 flights 4x PRB desks 8x nonPRB desks Total: 12 desks
(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.
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).
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.
Chapter 1
GHM - Effective from Page: 7/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
(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.
Chapter 1
GHM - Effective from Page: 8/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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.
Chapter 1
GHM - Effective from Page: 9/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
(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.
1.1.5.1 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.
Chapter 1
GHM - Effective from Page: 10/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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).
(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).
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.
Chapter 1
GHM - Effective from Page: 15/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
(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.
Chapter 1
GHM - Effective from Page: 16/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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
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.
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.
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.
Chapter 1
GHM - Effective from Page: 22/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
(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.
(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.
The delay, loss or damage of certain items are not covered with the above, as listed in the General
Conditions of Carriage.
(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.
(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!
• 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.
Chapter 1
GHM - Effective from Page: 29/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
• 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.
• 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):
Chapter 1
GHM - Effective from Page: 31/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
• 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.
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;
Chapter 1
GHM - Effective from Page: 33/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
(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.
(c) Dependign on the situation the supervisor will contact the appropriate local authority for
assistance, if needed.
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.
1.3.4 Transit
Wizz Air does not operates flights with transit passengers.
Chapter 1
GHM - Effective from Page: 39/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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.
Chapter 1
GHM - Effective from Page: 40/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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.
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.
(c) Personal care attendants/or safety assistants shall be given seats immediately adjacent to the
passenger they are attending to.
For seating restrictions see Annex Y.
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.
1.4.5.4 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.
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.
(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.
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 [email protected] and
respective Wizz Air Ground Operations Manager
• Any other amenity must be approved by the INAD Team or the respective Wizz Air
Ground Operations Manager.
(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
[email protected] 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.
Chapter 1
GHM - Effective from Page: 51/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
(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.
(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.
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.
(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.
Chapter 1
GHM - Effective from Page: 55/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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.
Chapter 1
GHM - Effective from Page: 56/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
Whenever assistance shall be provided, announcement must be made to advise all passengers
about availability of vouchers and letters.
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.
Chapter 1
GHM - Effective from Page: 58/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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).
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.
Chapter 1
GHM - Effective from Page: 60/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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.
(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
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.
(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.
Chapter 1
GHM - Effective from Page: 64/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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.
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
Chapter 1
GHM - Effective from Page: 65/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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.
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.
(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.
(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: [email protected] 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.
Chapter 1
GHM - Effective from Page: 68/71 Passenger Handling
Procedures
08 November 2021
REV # 2.2.0
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.
• 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.
END OF SECTION
Chapter 2
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
• 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.
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
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.
Chapter 2
GHM - Effective from Page: 9/16 Baggage Handling Procedures
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
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.
(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.
Chapter 2
GHM - Effective from Page: 13/16 Baggage Handling Procedures
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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).
08 November 2021
REV # 2.2.0 21 APR 2021
END OF SECTION
Chapter 3
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 3
(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.
Illustrations of engine danger area of Wizz Air aircraft types at power are provided in the following
diagrams.
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.
(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).
Chapter 3
A320
Chapter 3
A321
(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)):
Chapter 3
• 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.
(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.
Chapter 3
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.
(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.
(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.
Chapter 3
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.
(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.
(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.
(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.
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:
Chapter 3
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.
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.
(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.
• 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.
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.
Arms a little aside and repeatedly moving upwards and backwards, beckoning onwards.
Meaning: Move towards the guide person.
Chapter 3
Arms by sides, palms facing forward, swept forward and upwards repeatedly.
Meaning: Move directly away from the guide person.
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.
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.
Chapter 3
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.
Chapter 3
Come with load or equipment. Maintain eye-to-eye contact with operator or driver. Swing down
opposite arm.
Raise arms above head, palms facing inward. Distance shown between hands must correspond
exactly with actual margin.
Chapter 3
3.4.4.10 Stop
3.4.4.11 OK
Arms down, hands closed, palms facing inward, thumbs extended; move arms in towards sides.
Arms down, hands closed, palms facing outward, thumbs extended; move arms out away from sides.
Right arm and hand level with shoulder, palm downward; swing extended arm horizontally toward
throat by bending elbow.
Right arm and hand level with shoulder, palm downwards, hand on throat making horizontal move to
the right, passing hand across throat.
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.
Raise right hand just above shoulder height with closed fist and ensuring eye contact with tug driver
open palm.
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.
Chapter 3
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.
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.
Chapter 3
With hand at a 45° angle downward to the side, make a “patting” motion.
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.
Chapter 3
Raise right arm fully extended above head with wand held straight and left arm and wand at a 45°
angle downward to the side.
Fully extend arms and wands horizontally 90° at shoulder level; raise arms and wands to cross above
head.
Chapter 3
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.
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.
Chapter 3
Holding arms extended to the side; bend arms at elbows; move arms and wands up and down from
waist to head.
Held at sides and slightly bent at elbows, move arms downwards in a “patting gesture”, moving
wands up and down from waist to knees.
Chapter 3
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.
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.
Chapter 3
3.4.7.6 Stop
Fully extend arms and wands horizontally 90° at shoulder level; raise arms and wands to cross above
head.
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.
Chapter 3
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.
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.
Chapter 3
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.
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.
Chapter 3
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.
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.
Chapter 3
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.
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.
Chapter 3
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.
Bring arms above the head and grasp forearm with opposite hand.
Chapter 3
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.
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.
Raise right arm to head level with wand pointing up or display right hand with thumbs up; left arm
remains at side by knee.
Chapter 3
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.
Chapter 3
Raise right hand above head level and close fist or hold wand in horizontal position; left arm remains
at side by knee.
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.
Chapter 3
Raised arm and hand, with fingers extended, horizontally in front of face; close hand into a fist.
Raised arm, with fist clenched, horizontally in front of face; extend fingers to open palm.
Hand held in front of face, palms outwards with fingers closed and thumbs extended; move hand
inwards.
Chapter 3
Hands held in front of face, palms inwards with fingers closed and thumbs extended; move hands
outwards.
One hand raised with the appropriate number of fingers outstretched to indicatate the number of the
engine to be started.
One hand raised with closed fingers and extended. Acknowledgement of all ground actions.
Chapter 3
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.
Chapter 3
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.
(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.
(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.
Chapter 3
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.
Chapter 3
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.
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.
• 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.
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.
(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.
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
Chapter 3
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.
(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.
(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.
Chapter 3
(c) Use disinfection product(s) as per the recommendation in Section Cleaning and Disinfection
Products.
(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.
(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).
END OF SECTION
Chapter 4
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
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
Chapter 4
GHM - Effective from Page: ii Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
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
Chapter 4
GHM - Effective from Page: iii Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 4
GHM - Effective from Page: 1/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
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.
Chapter 4
GHM - Effective from Page: 2/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
• 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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
Chapter 4
GHM - Effective from Page: 5/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
Chapter 4
GHM - Effective from Page: 9/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
Option 1 Option 2
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
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.
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
4.4.2.4 Opening Cabin Access Doors from Outside with Crew/Ground Staff on
Board
Handling agent staff may open aircraft doors from the outside of the aircraft ONLY if authorized by
Wizz Air Crew Member or Engineer.
(a) Look for indications that the door is disarmed.
(b) Check that all indicators show that it is safe to open the door.
(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
Handling agent staff may open aircraft doors from the outside of the aircraft ONLY if authorized by
Wizz Air Crew Member or Engineer.
(a) Look for indications that the door is disarmed.
(b) Check that all indicators show that it is safe to open the door.
(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.
Chapter 4
GHM - Effective from Page: 15/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(k) Keep forward and aft cargo compartment doors fully open throughout the turnaround (unless
weather conditions restrict the operation).
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
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.
Chapter 4
GHM - Effective from Page: 20/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
(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).
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
4.5.4 Unloading
Make available all arrival baggage on the baggage carousel - last bag ATA +20mins or according to
applicable Service Level Agreement.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
Adhere to any resulting load limitations and inform the onward stations of the load limitations if the
defect cannot be rectified before departure.
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
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.
(e) They receive all documentation, pouches and special instructions for the applicable flight as
per local procedures.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
(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.
4.5.7.4 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.
Chapter 4
GHM - Effective from Page: 33/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
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.
08 November 2021
REV # 2.2.0 21 APR 2021
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.
08 November 2021
REV # 2.2.0 21 APR 2021
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.
(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
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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
Chapter 4
GHM - Effective from Page: 41/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
• 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).
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
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.
Chapter 4
GHM - Effective from Page: 50/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
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.
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
• 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) 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.
Chapter 4
GHM - Effective from Page: 54/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
• 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).
08 November 2021
REV # 2.2.0 21 APR 2021
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.
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
Chapter 4
GHM - Effective from Page: 58/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
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.
Chapter 4
GHM - Effective from Page: 59/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
Chapter 4
GHM - Effective from Page: 61/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
• Consider disconnecting and moving the tractor to a safe distance from the aircraft, if
deemed safe and appropriate to do so.
• Contact supervision and aircraft maintenance to advise of the situation.
• If flight crew confirm emergency evacuation, assist in the evacuation as far as is
possible/practical by directing passengers/crew toward a safe location.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
(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
(except where the towbar is specifically designed to be disconnected from the aircraft first).
(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.
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
Chapter 4
GHM - Effective from Page: 73/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
(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.
(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.
Chapter 4
GHM - Effective from Page: 74/80 Aircraft Turn-Around
08 November 2021
REV # 2.2.0 21 APR 2021
(k) Return to the terminal once marshalling duty has been transferred.
08 November 2021
REV # 2.2.0 21 APR 2021
• Observe any fault, failure, malfunction or defect that you believe may affect the safe
operation of the aircraft for the intended flight.
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
08 November 2021
REV # 2.2.0 21 APR 2021
• 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.
08 November 2021
REV # 2.2.0 21 APR 2021
• 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.
END OF SECTION
Chapter 5
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
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
Chapter 5
GHM - Effective from Page: 1/32 Load Control
08 November 2021
REV # 2.2.0
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.
Chapter 5
GHM - Effective from Page: 2/32 Load Control
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
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.
SECTION DESIGNATION FRAME STATION MAXIMUM
From To LOAD CAPACITY
51 59 60 374 kg 825 lb
52 60 62 353 kg 777 lb
Chapter 5
GHM - Effective from Page: 6/32 Load Control
08 November 2021
REV # 2.2.0
53 62 65 500 kg 1102 lb
Total Compartment 5 59 65 500 kg 1102 lb
08 November 2021
REV # 2.2.0
Rear (bulk) cargo hold (Compartment 5) has a maximum capacity of 500 kg (1102 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 (kg) (lb)
51 59 60 374 kg 824 lb
52 60 62 100 kg 220 lb
53 62 65 214 kg 471 lb
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
(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.
08 November 2021
REV # 2.2.0
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.
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
0D 31 - 39 54 rest
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.
Chapter 5
GHM - Effective from Page: 18/32 Load Control
08 November 2021
REV # 2.2.0
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.
Chapter 5
GHM - Effective from Page: 19/32 Load Control
08 November 2021
REV # 2.2.0
Chapter 5
GHM - Effective from Page: 20/32 Load Control
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
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.
15) Load in Compartment 3, expressed in kilograms.
16) Load in Compartment 4, expressed in kilograms.
17) Load in Compartment 5, 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.
Chapter 5
GHM - Effective from Page: 22/32 Load Control
08 November 2021
REV # 2.2.0
- 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.)
Chapter 5
GHM - Effective from Page: 23/32 Load Control
08 November 2021
REV # 2.2.0
(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.
Chapter 5
GHM - Effective from Page: 24/32 Load Control
08 November 2021
REV # 2.2.0
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.
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
Chapter 5
GHM - Effective from Page: 28/32 Load Control
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
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.
Chapter 5
GHM - Effective from Page: 31/32 Load Control
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
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
Chapter 6
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 6
GHM - Effective from Page: 1/17 Airside Safety Operational
Oversight
08 November 2021
REV # 2.2.0 21 APR 2021
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).
Chapter 6
GHM - Effective from Page: 2/17 Airside Safety Operational
Oversight
08 November 2021
REV # 2.2.0 21 APR 2021
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.
5. Ensure that the human factors information in the Airside Safety Investigations form is
completed.
Chapter 6
GHM - Effective from Page: 11/17 Airside Safety Operational
Oversight
08 November 2021
REV # 2.2.0 21 APR 2021
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?
Chapter 6
GHM - Effective from Page: 14/17 Airside Safety Operational
Oversight
08 November 2021
REV # 2.2.0 21 APR 2021
END OF SECTION
Chapter 7
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 7
• 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.
Chapter 7
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.
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.
Chapter 7
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.
Chapter 7
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.
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.
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.
Chapter 7
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.
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).
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.
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.
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.
Chapter 7
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.
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.
XRAY - An electromagnetic wave of high energy and very short wavelength, which is able to pass
through many materials opaque to light.
END OF SECTION
Chapter 8
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 8
GHM - Effective from Page: 1/15 Annex B: Aircraft Dimensions
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
Chapter 8
GHM - Effective from Page: 3/15 Annex B: Aircraft Dimensions
08 November 2021
REV # 2.2.0
Chapter 8
GHM - Effective from Page: 4/15 Annex B: Aircraft Dimensions
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
Chapter 8
GHM - Effective from Page: 6/15 Annex B: Aircraft Dimensions
08 November 2021
REV # 2.2.0
Chapter 8
GHM - Effective from Page: 7/15 Annex B: Aircraft Dimensions
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
Chapter 8
GHM - Effective from Page: 9/15 Annex B: Aircraft Dimensions
08 November 2021
REV # 2.2.0
Chapter 8
GHM - Effective from Page: 10/15 Annex B: Aircraft Dimensions
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
Chapter 8
GHM - Effective from Page: 12/15 Annex B: Aircraft Dimensions
08 November 2021
REV # 2.2.0
Chapter 8
GHM - Effective from Page: 13/15 Annex B: Aircraft Dimensions
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
Chapter 8
GHM - Effective from Page: 15/15 Annex B: Aircraft Dimensions
08 November 2021
REV # 2.2.0
END OF SECTION
Chapter 9
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 9
GHM - Effective from Page: 1/5 Annex C: Aircraft Cleaning
08 November 2021
REV # 2.2.0 21 JUN 2021
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.
Chapter 9
GHM - Effective from Page: 2/5 Annex C: Aircraft Cleaning
08 November 2021
REV # 2.2.0 21 JUN 2021
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
Chapter 9
GHM - Effective from Page: 3/5 Annex C: Aircraft Cleaning
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
END OF SECTION
Chapter 10
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 10
GHM - Effective from Page: 1/18 Annex D: Delay Codes
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
END OF SECTION
Chapter 11
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
11 Annex E: Contacts........................................................................................................................................ 1
END OF SECTION
Chapter 11
GHM - Effective from Page: 1/1 Annex E: Contacts
08 November 2021
REV # 2.2.0 04 NOV 2021
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
Chapter 12
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
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
Chapter 12
GHM - Effective from Page: 1/7 Annex F: Fuelling
08 November 2021
REV # 2.2.0 21 JUN 2021
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.
Chapter 12
GHM - Effective from Page: 2/7 Annex F: Fuelling
08 November 2021
REV # 2.2.0 21 JUN 2021
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.)
08 November 2021
REV # 2.2.0 21 JUN 2021
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
Chapter 12
GHM - Effective from Page: 4/7 Annex F: Fuelling
08 November 2021
REV # 2.2.0 21 JUN 2021
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.
Chapter 12
GHM - Effective from Page: 5/7 Annex F: Fuelling
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
(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
Chapter 13
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 13
GHM - Effective from Page: 1/45 Annex I: Deicing / Anti-icing
08 November 2021
REV # 2.2.0 04 NOV 2021
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).
Chapter 13
GHM - Effective from Page: 2/45 Annex I: Deicing / Anti-icing
08 November 2021
REV # 2.2.0 04 NOV 2021
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;
Chapter 13
GHM - Effective from Page: 3/45 Annex I: Deicing / Anti-icing
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
Chapter 13
GHM - Effective from Page: 4/45 Annex I: Deicing / Anti-icing
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
Chapter 13
GHM - Effective from Page: 5/45 Annex I: Deicing / Anti-icing
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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;
Chapter 13
GHM - Effective from Page: 11/45 Annex I: Deicing / Anti-icing
08 November 2021
REV # 2.2.0 04 NOV 2021
(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.
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
(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.
Chapter 13
GHM - Effective from Page: 24/45 Annex I: Deicing / Anti-icing
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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
08 November 2021
REV # 2.2.0 04 NOV 2021
13.9.3 Holdover times for SAE Type I Fluid on critical aircraft surfaces
composed predominantly of aluminum
08 November 2021
REV # 2.2.0 04 NOV 2021
13.9.4 Generic holdover times for SAE Type II Fluids a Function of Weather
Conditions and OAT
08 November 2021
REV # 2.2.0 04 NOV 2021
13.9.5 Generic holdover times for SAE Type IV Fluid Mixtures as a Function of
Weather Conditions and OAT
08 November 2021
REV # 2.2.0 04 NOV 2021
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
Chapter 13
GHM - Effective from Page: 30/45 Annex I: Deicing / Anti-icing
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
(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.
08 November 2021
REV # 2.2.0 04 NOV 2021
(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".
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
Chapter 13
GHM - Effective from Page: 36/45 Annex I: Deicing / Anti-icing
08 November 2021
REV # 2.2.0 04 NOV 2021
SAE Type II and Type IV Fluid/Water Mixtures (minimum concentrations) as a function of OAT
Chapter 13
GHM - Effective from Page: 37/45 Annex I: Deicing / Anti-icing
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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.
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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
Chapter 14
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 14
GHM - Effective from Page: 1/18 Annex S: Aircraft Sealing
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
Chapter 14
GHM - Effective from Page: 9/18 Annex S: Aircraft Sealing
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
Chapter 14
GHM - Effective from Page: 11/18 Annex S: Aircraft Sealing
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
Chapter 14
GHM - Effective from Page: 13/18 Annex S: Aircraft Sealing
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
END OF SECTION
Chapter 15
08 November 2021
REV # 2.2.0 04 NOV 2021
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
(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: [email protected].
Gergely Olah: [email protected].
Gabor Tiba: [email protected].
Krisztian Zajak: [email protected].
• 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
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.
(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.
(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.
END OF SECTION
Chapter 16
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 16
(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.
Chapter 16
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.
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.
• 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
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
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
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
08 November 2021
REV # 2.2.0 04 NOV 2021
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
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
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
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
08 November 2021
REV # 2.2.0 21 JUN 2021
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
18A 18B 18C Exit Row 18D 18E 18F
19A 19B 19C Exit Row 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
29A 29B 29C Exit Row 29D 29E 29F
30A 30B 30C 30D 30E 30F
Chapter 18
GHM - Effective from Page: 9/9 Annex Y: Seating Plans
08 November 2021
REV # 2.2.0 21 JUN 2021
END OF SECTION
Chapter 19
GHM - Effective from Page: i Table of Contents
08 November 2021
REV # 2.2.0 04 NOV 2021
END OF SECTION
Chapter 19
GHM - Effective from Page: 1/2 Annex Z: Fillable Forms
08 November 2021
REV # 2.2.0
08 November 2021
REV # 2.2.0
END OF SECTION