CAM Revision 17 (Valid From 31st March 2016)

WIZZ AIR CABIN ATTENDANT MANUAL
Revision 17 | 31 MARCH 2016 | Wizz Air

© Wizz Air 2004-2016. All rights reserved.
Section A 2
APPROVAL PAGE DATE: 31 MARCH 2016

CABIN ATTENDANT MANUAL
REVISION 17
Wizz Air Hungary

31 MARCH 2016
Revision #17
Edited by: Name: Signature: Date:

Manager 15 March 2016
Safety and Compliance Erika, PÓCZIK
Cabin Operations
Approved by: Name: Signature: Date:
Head of 15 March 2016
Cabin Operations Gábor, TIBA
Section A 3

REVISION 17
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Manual edited by: Signature: Date: 15 MARCH 2016
Erika Poczik
Manual approved by: Signature: Date: 15 MARCH 2016

Gabor Tiba
Section A 4
MANAGEMENT AND CONTROL
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
CABIN ATTENDANT MANUAL RECORDS
REVISION 17

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Erika Poczik

Gabor Tiba
Section A 5
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17

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Erika Poczik

Gabor Tiba
Section A 6
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17

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Gabor Tiba
Section A 7
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
Record of revisions
REVISION NUMBER ISSUE DATE DATE FILED INITIALS

REV 1
REV 2
REV 3
REV 4 20/02/2008
REV 5 01/09/2008
REV 6 01/03/2009
REV 7 01/09/2009
REV 8 01/03/2010
REV 9 01/09/2010
REV 10 01/03/2011
REV 11 01/10/2011
REV 12 01/04/2012
REV 13 01/07/2013
REV 14 01/08/2014
REV 15 31/08/2015
REV 16 31/01/2016
REV 17 31/03/2016
Section A 8
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
Index to parts
0. GENERAL INTRODUCTION
1. STANDARD OPERATING PROCEDURES
2. SAFETY EQUIPMENT
3. SAFETY PROCEDURES
4. EMERGENCY PROCEDURES
5. SURVIVAL GUIDELINES
6. SECURITY
7. DANGEROUS GOODS
8. ANNOUNCEMENTS
9. FIRST AID
10. AIRBUS A320
11. AIRBUS A321
12. APPENDIX
Section A 9
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
Table of contents
Approval page……………………………………………………………..........................................................................2
List of effective pages…………………………………………………………………………………………………………………….3
Record of revisions…………………………………………………………………………………………………………………………7
Index to Parts………………………………………………………………………………………………………………………………..8
Table of Contents……………………………………………………………………………………………………………………………9
CAB Documentation…………………………………………………………………..………………………………………………….25
CAB Record management………………………………………………………………………………………………………………28
0. GENERAL INTRODUCTION ...................................................................................................................30
0.1 Reference ........................................................................................................ 30
0.2 Index for CAM ................................................................................................. 30
0.3 Wizz Air Operations Manual ............................................................................ 31
0.4 Purpose of CAM ............................................................................................... 32

0.4.1 Structure .......................................................................................................................................................32
0.4.2 Revisions ......................................................................................................................................................32
0.4.3 Pagination.....................................................................................................................................................33
0.4.4 Copyright .....................................................................................................................................................33
0.4.5 Location .......................................................................................................................................................33
0.4.6 Abbreviations ............................................................................................................................................... 34
0.4.7 Definitions ....................................................................................................................................................38
0.5 Guideline for Cabin Attendants through the CAM ............................................ 41

0.5.1 Management and Organization ....................................................................................................................41
0.5.2 Authorization – Cabin Operations Organization ..........................................................................................41
0.5.2.1 Cabin Operations Management ................................................................................................................41
0.5.2.2 Regional Management..............................................................................................................................42
0.5.2.3 Head of Cabin Operations Wizz Air Group .............................................................................................44
0.5.2.4 Senior Manager Line Operations .............................................................................................................46
0.5.2.5 Senior Manager Operations Design .........................................................................................................47
0.5.2.6 Recruitment Manager ...............................................................................................................................47
0.5.2.7 Senior Manager Support and Development .............................................................................................47
0.5.2.8 Policy and Standards Manager .................................................................................................................49
0.5.2.9 Cabin Crew Regional Manager (CCRM) .................................................................................................49
0.5.2.10 Cabin Crew Training Manager (CCTM) ..............................................................................................51
0.5.2.11 Cabin Crew Service Manager (CCSM) ................................................................................................51
0.5.2.12 Manager Safety and Compliance Cabin Operations .............................................................................52
0.5.2.13 Cabin Crew Base Manager ...................................................................................................................52
0.5.2.14 Sales Experts’ Coordinator ...................................................................................................................54
0.5.2.15 Cabin Crew Standardization Instructor (CCSI) ....................................................................................54
0.5.2.16 Cabin Crew Instructor (INS) ................................................................................................................54
0.5.2.17 Cabin Crew CRM Instructor (CRM INS) ............................................................................................54
0.5.2.18 Cabin Crew Line Trainer (CCLT) ........................................................................................................54
0.5.2.19 Cabin Crew Training Assistant ............................................................................................................54
0.5.2.20 Training Center Coordinator ................................................................................................................54
0.5.2.21 Regional Safety Senior Cabin Attendant (SSCA) ................................................................................54
0.5.2.22 Compliance Senior Cabin Attendant (CSCA) ......................................................................................54
0.5.2.23 Compliance Monitoring Auditor ..........................................................................................................55
0.5.2.24 Regional Recruitment Senior Cabin Attendant ....................................................................................55
0.5.2.25 Technical Senior Cabin Attendant (TSCA) ..........................................................................................55
0.5.2.26 Deputy Technical Senior Cabin Attendant ...........................................................................................56
0.5.2.27 Security Auditor ...................................................................................................................................57
Section A 10
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
0.5.3 Responsibilities and Authorities of Crew Members .................................................................................... 57

0.5.4 Reporting procedures .................................................................................................................................. 60
0.5.4.1 CRF (Crew Report Form)........................................................................................................................ 60
0.5.4.2 WICORP ................................................................................................................................................. 61
0.5.4.3 Injury/Illness Form .................................................................................................................................. 61
0.5.4.4 FDIR and Final Warning ......................................................................................................................... 61
0.5.4.5 Lost / Damaged Property Form ............................................................................................................... 62
0.5.4.6 Birth on Board Report ............................................................................................................................. 62
0.5.4.7 Death on Board Report ............................................................................................................................ 63
0.5.4.8 Disclaimer Form ...................................................................................................................................... 63
0.5.5 Monitoring of the schedule.......................................................................................................................... 63
0.5.6 Commander (CDR) responsibilities and authorities .................................................................................... 63
0.5.7 First Officer (F/O) responsibilities and authorities ...................................................................................... 63
0.5.8 (Acting) Senior Cabin Attendant ([A] SCA) responsibilities and authorities ............................................. 63
0.5.9 (Junior) Cabin Attendant (J)CA .................................................................................................................. 66
0.6 Crew incapacitation ......................................................................................... 67

0.6.1 Flight Crew incapacitation .......................................................................................................................... 68
0.6.2 Cabin Crew incapacitation .......................................................................................................................... 69
0.6.3 Cabin Crew Injury ....................................................................................................................................... 71
0.7 Training ........................................................................................................... 71

0.7.1 General ........................................................................................................................................................ 71
0.7.2 Initial Cabin Crew Training ........................................................................................................................ 72
0.7.3 Type operator’s Conversion and Differences Training ............................................................................... 72
0.7.4 Recurrent Training and checking ................................................................................................................ 73
0.7.4.1 Validity of Recurrent Training ................................................................................................................ 73
0.7.5 Regular proficiency checking ...................................................................................................................... 74
0.7.5.1 Flight check ............................................................................................................................................. 74
0.7.5.2 Briefing check ......................................................................................................................................... 74
0.7.5.3 Grooming Check ..................................................................................................................................... 75
0.7.6 Safety Consultation ..................................................................................................................................... 75
0.7.6.1 General .................................................................................................................................................... 75
0.7.6.2 Assignment .............................................................................................................................................. 75
0.7.6.3 Voluntary Safety Consultation ................................................................................................................ 75
0.7.7 Cabin Crew Attestation Validity ................................................................................................................. 76
0.7.8 Refresher Training and Checking................................................................................................................ 76
0.7.8.1 Recency of Experience ............................................................................................................................ 76
0.7.8.2 Interruption of Recency ........................................................................................................................... 76
0.7.9 Familiarization ............................................................................................................................................ 77
0.7.10 Practical qualification after familiarization (line training and checking on base aircraft type / variant) .... 78
0.7.11 Practical qualification flights on new variant (A321).................................................................................. 78
0.7.12 Release of Senior Cabin Attendant.............................................................................................................. 79
0.7.13 Cabin Attendant returning after an absence from flying duties of 6 months or more ................................. 79
0.8 Cabin Crew and passenger composition .......................................................... 80

0.8.1 Reference..................................................................................................................................................... 80
0.8.1.1 Minimum number of Cabin Crew Members ........................................................................................... 80
0.8.1.2 Reduction of the number of Cabin Crew ................................................................................................. 80
0.9 General rules and regulations for Crew Members ............................................ 81

0.9.1 Behaviour in public ..................................................................................................................................... 81
0.9.2 Personal documents ..................................................................................................................................... 82
0.9.3 Crew health precautions .............................................................................................................................. 82
0.9.3.1 General .................................................................................................................................................... 82
0.9.3.2 Alcohol .................................................................................................................................................... 83
0.9.3.3 Narcotics and/or Drugs ............................................................................................................................ 83
0.9.3.4 Cosmic or solar radiation ........................................................................................................................ 83
Section A 11
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
0.9.3.5 Medication ............................................................................................................................................... 83

0.9.3.6 Blood donation .........................................................................................................................................84
0.9.3.7 Deep sea diving ........................................................................................................................................84
0.9.3.8 Sleep and rest ...........................................................................................................................................84
0.9.3.9 Anesthetics ............................................................................................................................................... 84
0.9.4 Dress rules ....................................................................................................................................................84
0.9.5 Travelling as DeadHead Crew (DHC) .........................................................................................................84
0.9.6 Non-commercial flight .................................................................................................................................86
0.10 Other Cabin Crew related procedures ........................................................... 86

0.10.1 Request policy rules .....................................................................................................................................86
0.10.1.1 General .................................................................................................................................................86
0.10.1.2 Flight requests ...................................................................................................................................... 86
0.10.1.3 School requested day OFF ...................................................................................................................86
0.10.1.4 Schedule change after publish date ...................................................................................................... 87
0.10.1.5 HP (holiday paid) request .....................................................................................................................87
0.10.2 Reporting sick leave .....................................................................................................................................89
0.10.3 Reporting personal data’s changes ............................................................................................................... 89
0.10.3.1 Passport Number Change .....................................................................................................................90
0.10.3.2 Telephone Number Change ..................................................................................................................90
0.10.3.3 Marital Status (including number of children) .....................................................................................90
0.10.3.4 Bank Account Change ..........................................................................................................................90
0.10.3.5 Address Change ...................................................................................................................................90
0.10.3.6 Qualification Change ............................................................................................................................90
0.10.3.7 Name Change .......................................................................................................................................90
0.11 Flight and duty time limitations – rest requirements .................................... 91
0.12 Cabin Operations Communication System .................................................... 91
1 STANDARD OPERATING PROCEDURES ............................................................................................93
1.1 Pre-flight duties .............................................................................................. 93

1.1.1 Briefings .......................................................................................................................................................93
1.1.1.1 Safety briefing ..........................................................................................................................................94
1.1.1.2 General briefing .......................................................................................................................................95
1.2 At the aircraft .................................................................................................. 96

1.2.1 Admission of auditors or other Authority personnel to Wizz Air A/C ......................................................... 96
1.2.2 Admission of the Cabin Crew to Wizz Air A/C ...........................................................................................96
1.2.3 Stairs positioning ..........................................................................................................................................96
1.2.4 Door safety straps .........................................................................................................................................99
1.2.5 Main door operation responsibility ..............................................................................................................99
1.2.6 Crew Baggage ............................................................................................................................................ 100
1.2.6.1 General ................................................................................................................................................... 100
1.3 Pre-flight check ............................................................................................. 102

1.3.1 Full pre-flight check and aircraft security search ....................................................................................... 103
1.3.1.1 Designated areas per C/A duties ............................................................................................................ 103
1.3.1.2 General content of the full pre-flight check ........................................................................................... 103
1.3.1.3 Procedures .............................................................................................................................................. 104
1.3.1.4 Reporting of pre-flight check completion .............................................................................................. 109
1.3.2 Pre-flight check and security procedures in case of immediate Crew change ............................................ 110
1.3.2.1 Aircraft arriving from EU member state ................................................................................................ 110
1.3.2.2 Aircraft arriving from non-EU member state ........................................................................................ 111
1.3.3 Pre-flight check in case of no immediate Crew change ............................................................................ 111
1.3.4 Pre-Flight Checklist A320.......................................................................................................................... 111
Section A 12
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
1.3.5 Pre-flight checklist A321........................................................................................................................... 115
1.4 Security search ............................................................................................. 120

1.4.1 Security search as part of the full pre-flight check .................................................................................... 120
1.4.2 Security search during turn-around time ................................................................................................... 120
1.4.2.1 Procedure .............................................................................................................................................. 120
1.4.2.2 Reporting security search completion ................................................................................................... 121
1.4.3 Security check in case of immediate Crew change in case aircraft is arriving from Eu member State .... 122
1.4.3.1 Reporting of completion of security check in case of immediate Crew change .................................... 123
1.4.4 Cabin area division during turn-around ..................................................................................................... 124
1.5 Cabin – Cockpit communication procedures .................................................. 124

1.5.1 General communication rules between cabin and cockpit......................................................................... 124
1.5.1.1 Minimum number of persons in the cockpit .......................................................................................... 125
1.5.1.2 Cabin Crew Member visit to cockpit ..................................................................................................... 125
1.5.2 Body cover procedure ............................................................................................................................... 126
1.5.3 Sterile cockpit concept .............................................................................................................................. 126
1.6 Boarding procedures ..................................................................................... 126

1.6.1 General ...................................................................................................................................................... 127
1.6.1.1 Active boarding – CBAD ...................................................................................................................... 130
1.6.1.2 Refusal of embarkation ......................................................................................................................... 130
1.6.2 Smoking on board ..................................................................................................................................... 131
1.6.3 PEDs (Portable Electronic Devices) .......................................................................................................... 131
1.6.4 Allowable cabin luggage ........................................................................................................................... 132
1.6.5 Stowage of cabin luggage .......................................................................................................................... 133
1.6.6 Unruly/offensive passenger ....................................................................................................................... 134
1.6.7 Animals ..................................................................................................................................................... 135
1.6.8 Passengers with Reduced Mobility (PRMs) .............................................................................................. 135
1.6.8.1 Boarding procedure for PRMs............................................................................................................... 136
1.6.8.2 Deaf passengers ..................................................................................................................................... 136
1.6.8.3 Blind passengers .................................................................................................................................... 137
1.6.8.4 Invalid passengers ................................................................................................................................. 137
1.6.8.5 MAAS passengers ................................................................................................................................. 137
1.6.8.6 Mentally disabled passengers ................................................................................................................ 138
1.6.8.7 Passengers requiring additional oxygen supply (other than medical urgencies) ................................... 138
1.6.8.8 Passengers with CPAP device ............................................................................................................ 139
1.6.8.9 Pregnant passengers .............................................................................................................................. 139
1.6.9 Inadmissible or deported passengers (INAD, DEPU, DEPA) ................................................................... 139
1.6.9.1 Inadmissible passengers ........................................................................................................................ 140
1.6.9.2 Deportees ............................................................................................................................................... 140
1.6.9.3 Persons in lawful custody ...................................................................................................................... 140
1.6.10 Seating procedures .................................................................................................................................... 140
1.6.10.1 Front Row Seats ................................................................................................................................ 140
1.6.10.2 EXTL Seats ....................................................................................................................................... 140
1.6.10.3 Emergency exit row seating restrictions ............................................................................................ 141
1.6.10.4 First row seating restrictions ............................................................................................................. 142
1.6.10.5 Last row seating restrictions .............................................................................................................. 142
1.6.10.6 Infants ................................................................................................................................................ 142
1.6.10.7 Young passengers .............................................................................................................................. 143
1.6.11 Distribution of passengers ......................................................................................................................... 143
1.6.12 Counting of passengers ............................................................................................................................. 144
1.6.13 Baggage check inside the aircraft .............................................................................................................. 144
1.6.14 Baggage check outside the aircraft ............................................................................................................ 145
1.6.15 Boarding With Less Than Minimum Crew ............................................................................................... 146
1.7 Before taxi .................................................................................................... 146

1.7.1 Cabin report to the Commander ................................................................................................................ 146
Section A 13
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
1.7.2 Door closing ............................................................................................................................................... 146

1.7.2.1 AFT passenger door (4L) ....................................................................................................................... 146
1.7.2.2 FWD passenger door (1L) ...................................................................................................................... 147
1.7.3 Slide arming – Stop–Drop Review ............................................................................................................. 147
1.8 Taxi-out ........................................................................................................ 149

1.8.1 Passenger announcement, safety briefing and demonstration .................................................................... 149
1.8.2 Passenger safety demonstration ................................................................................................................. 150
1.8.2.1 General ................................................................................................................................................... 150
1.8.2.2 Safety demonstration – A320 ................................................................................................................. 151
1.8.2.3 Safety demonstration – A321 ................................................................................................................. 154
1.8.3 Cabin preparation before take-off .............................................................................................................. 157
1.8.4 Cabin Attendant seating ............................................................................................................................. 159
1.8.5 Cabin ready procedure before take-off ....................................................................................................... 159
1.8.6 Silent review / 30 seconds review .............................................................................................................. 159
1.9 Take-off ........................................................................................................ 160

1.9.1 During take-off ........................................................................................................................................... 160
1.9.2 After take-off.............................................................................................................................................. 160
1.9.2.1 Catering announcement .......................................................................................................................... 160
1.9.2.2 No smoking sign .................................................................................................................................... 160
1.9.2.3 Seat belt sign procedure after take-off ................................................................................................... 160
1.9.3 First contact between Cabin Crew and Flight Crew after take-off ............................................................. 161
1.10 During flight ............................................................................................... 161

1.10.1 Admittance to the cockpit .......................................................................................................................... 161
1.10.1.1 Passengers .......................................................................................................................................... 161
1.10.1.2 Cabin Crew Members......................................................................................................................... 162
1.10.2 Serving the Flight Crew ............................................................................................................................. 162
1.10.3 In-flight Sales and Catering procedures ..................................................................................................... 163
1.10.3.1 General Catering procedures .............................................................................................................. 163
1.10.3.2 Catering service on ground................................................................................................................. 164
1.10.3.3 Missing Crew Meal procedure ........................................................................................................... 164
1.10.3.4 Serving Alcohol ................................................................................................................................. 164
1.10.4 Cockpit-cabin communication during the cruise ........................................................................................ 165
1.10.5 Flight Crew controlled rest ......................................................................................................................... 165
1.10.6 Turbulence management ............................................................................................................................ 166
1.11 Cabin preparation for landing ..................................................................... 169

1.11.1 Start of descent ........................................................................................................................................... 169
1.11.2 Prepare for landing ..................................................................................................................................... 169
1.11.3 Go-around .................................................................................................................................................. 172
1.12 After landing .............................................................................................. 173

1.12.1 Taxi-in ........................................................................................................................................................ 173
1.12.2 At the parking position – Disarming slides/opening doors ........................................................................ 173
1.12.2.1 Disarming the slides – Stop–Drop Review ........................................................................................ 173
1.12.2.2 Door opening ...................................................................................................................................... 175
1.12.3 Disembarkation / embarkation of passengers ............................................................................................. 177
1.13 Turn-around procedures ............................................................................. 177

1.13.1 General ....................................................................................................................................................... 177
1.13.2 Closure of 4L door during turn-around ...................................................................................................... 178
1.13.3 Cabin cleaning............................................................................................................................................ 178
1.13.4 Aircraft change procedures ........................................................................................................................ 179
1.13.5 Aircraft security check during transit flights/diversion due to unforeseen circumstances ......................... 180
1.13.6 Cabin cleaning with passengers on board .................................................................................................. 180
Section A 14
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
1.13.7 Refuelling with passengers on board ......................................................................................................... 180

1.13.7.1 Refuelling during embarkation .......................................................................................................... 180
1.13.7.2 Refuelling during disembarkation ..................................................................................................... 182
1.14 Post-flight duties ........................................................................................ 184

1.14.1 After the last duty sector of the operating Crew ............................................................................................ 184
1.14.2 After the last commercial flight of the A/C ................................................................................................... 184
1.14.3 Debriefing ..................................................................................................................................................... 184
2 SAFETY EQUIPMENT .......................................................................................................................... 186
2.1 Safety equipment – General .......................................................................... 186
2.2 Safety equipment – Fixed equipment ............................................................ 186

2.2.1 Fixed oxygen system in the Flight Deck ................................................................................................... 186
2.2.2 Fixed oxygen system in the cabin ............................................................................................................. 188
2.2.3 Emergency lighting ................................................................................................................................... 192
2.2.4 Evacuation visual sign and aural signals ................................................................................................... 194
2.2.4.1 Cockpit (On the overhead panel) ........................................................................................................... 194
2.2.4.2 Cabin - touchscreen FAP panel ............................................................................................................. 194
2.2.4.3 Cabin - AAP .......................................................................................................................................... 194
2.2.5 Main Door Escape Slide / floating device ................................................................................................. 195
2.2.5.1 Slide pressure gauge ............................................................................................................................. 195
2.2.5.2 Inflation and operation on land.............................................................................................................. 195
2.2.5.3 Inflation and operation on water............................................................................................................ 196
2.2.6 Overwing Exit slides – A320 .................................................................................................................... 198
2.2.7 Emergency Exit Escape Slide – A321 ....................................................................................................... 199
2.2.8 Smoke detection system in lavatories ........................................................................................................ 199
2.2.9 Automatic fire extinguisher in lavatories .................................................................................................. 201
2.2.10 ELT – Emergency Locator Transmitter..................................................................................................... 201
2.3 Emergency equipment – Loose equipment .................................................... 203

2.3.1 BCF Fire extinguisher ............................................................................................................................... 203
2.3.2 Crash-axe/Fire-axe .................................................................................................................................... 204
2.3.3 Protective gloves ....................................................................................................................................... 205
2.3.4 Smoke hood ............................................................................................................................................... 205
2.3.4.1 Scott/Avox smoke hood ....................................................................................................................... 205
2.3.5 Flashlight ................................................................................................................................................... 207
2.3.5.1 Cabin flashlight ..................................................................................................................................... 207
2.3.5.2 Coockpit flashlight ................................................................................................................................ 208
2.3.6 Portable oxygen bottle ............................................................................................................................... 209
2.3.7 Megaphone ................................................................................................................................................ 212
2.3.8 Life-vest .................................................................................................................................................... 213
2.3.8.1 Passenger / Crew life-vest ..................................................................................................................... 213
2.3.8.2 Infant life-vest ....................................................................................................................................... 215
2.3.9 Seat belts ................................................................................................................................................... 216
2.3.9.1 Passenger seat belts ............................................................................................................................... 216
2.3.9.2 Baby belts (infant belts) ........................................................................................................................ 217
2.3.9.3 Extension belts ...................................................................................................................................... 217
2.3.9.4 Spare passenger seat belt ....................................................................................................................... 218
2.3.10 Demonstration kit ...................................................................................................................................... 218
2.3.11 First Aid Kit .............................................................................................................................................. 218
2.3.12 Life lines A320 .......................................................................................................................................... 220
2.3.13 Portable ELT ............................................................................................................................................. 220
3 SAFETY PROCEDURES ...................................................................................................................... 224

Section A 15
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DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
3.1 Fire................................................................................................................ 224

3.1.1 Fire - general .............................................................................................................................................. 224
3.1.2 Fire prevention ........................................................................................................................................... 224
3.1.3 Circuit breaker procedure ........................................................................................................................... 225
3.1.4 Fire fighting procedures ............................................................................................................................. 225
3.1.4.1 General - Fire fighting team ................................................................................................................... 225
3.1.4.2 Fire fighting – Class “A” fire ................................................................................................................. 227
3.1.4.3 Fire fighting – Class “B” fire ................................................................................................................. 227
3.1.4.4 Fire fighting – Class “C” fire ................................................................................................................. 227
3.1.4.5 Lithium Battery fires .............................................................................................................................. 228
3.1.4.6 Lavatory fire ........................................................................................................................................... 228
3.1.4.7 Overhead compartment fire .................................................................................................................... 229
3.1.4.8 Open fire in the cabin ............................................................................................................................. 229
3.1.4.9 Galley electrical equipment fire ............................................................................................................. 230
3.1.4.10 Fire re-ignition ................................................................................................................................... 230
3.2 Smoke ........................................................................................................... 230

3.2.1 General ....................................................................................................................................................... 230
3.2.2 Procedure in a smoke field area ................................................................................................................. 231
3.2.3 Awareness of smoke/fire in a hidden area .................................................................................................. 231
3.2.4 Lavatory smoke detector ............................................................................................................................ 232
3.3 Fumes ........................................................................................................... 233

3.3.1 General ....................................................................................................................................................... 233
3.3.2 Symptoms of “aerotoxic syndrome” .......................................................................................................... 233
3.3.3 Procedure ................................................................................................................................................... 233
3.4 Decompression.............................................................................................. 234

3.4.1 General ....................................................................................................................................................... 234
3.4.2 Types of decompression ............................................................................................................................. 234
3.4.3 Decompression procedures ........................................................................................................................ 237
3.4.4 Post-decompression procedures ................................................................................................................. 238
3.5 Communication between cabin and entry areas ............................................ 238
4 EMERGENCY PROCEDURES ..............................................................................................................239
4.1 Emergency – General .................................................................................... 239

4.1.1 Prepared and unprepared emergency ......................................................................................................... 239
4.1.2 General knowledge ..................................................................................................................................... 239
4.1.2.1 Emergency calls and following actions .................................................................................................. 239
4.2 Prepared emergency ..................................................................................... 240

4.2.1 After the emergency call in flight............................................................................................................... 240
4.2.2 Senior Cabin Attendant briefing to Cabin Attendants ................................................................................ 241
4.2.3 General Announcement .............................................................................................................................. 241
4.2.4 Passenger Briefing Announcement ............................................................................................................ 241
4.2.5 Passenger Preparation for Emergency Landing – A320 ............................................................................. 243
4.2.6 Passenger Preparation for Emergency Landing – A321 ............................................................................. 244
4.2.7 Cabin safety check ..................................................................................................................................... 245
4.2.8 Galley preparation and safety check .......................................................................................................... 245
4.2.9 Able Bodied Passenger (ABP) ................................................................................................................... 246
4.2.9.1 ABP briefing to the main cabin doors .................................................................................................... 247
4.2.9.2 ABP briefing to the overwing exits – A320 ........................................................................................... 248
4.2.9.3 ABP briefing to the Emergency Exits (2R- seat 11E and 3 R 26F and 39D on A321) .......................... 249
4.2.9.4 ABP Briefing to Emergency Exits 2L – 11B, 3L – 26A and 4R – C/A 3A (unassisted doors).............. 250
4.2.9.5 ABP briefing in case of reduced number of Cabin Crew ....................................................................... 250
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REVISION 17
4.2.10 Personal preparation of Cabin Attendants ................................................................................................. 251

4.2.11 Final cabin check ....................................................................................................................................... 251
4.2.12 Cabin secured ............................................................................................................................................ 251
4.2.13 Emergency stations ................................................................................................................................... 252
4.2.14 Brace positions for impact ......................................................................................................................... 252
4.2.15 Cabin Attendants actions and commands after landing ............................................................................. 253
4.2.16 Emergency evacuation procedures ............................................................................................................ 255
4.2.16.1 Emergency Opening of the Main Doors ............................................................................................ 255
4.2.16.2 Emergency Opening of 2L/R and 3L/R ............................................................................................. 255
4.2.17 Initiating Passenger Flow at Exits ............................................................................................................. 256
4.2.18 Ditching procedures (emergency landing on water) .................................................................................. 256
4.2.18.1 Prepared ditching - Life vest demonstration ...................................................................................... 257
4.2.18.2 Unprepared ditching .......................................................................................................................... 258
4.2.18.3 Phases of landing on water ................................................................................................................ 258
4.2.19 Crowd control techniques and flow management ..................................................................................... 259
4.2.20 Flight Crew evacuation duties ................................................................................................................... 262
4.2.21 Cabin crew evacuation .............................................................................................................................. 262
4.2.22 Post evacuation duties ............................................................................................................................... 263
4.3 Rejected take-off (RTO) ................................................................................ 264
4.4 Unprepared emergency ................................................................................. 266

4.4.1 General ...................................................................................................................................................... 266
4.4.2 Emergency during take-off or landing ...................................................................................................... 266
4.4.2.1 Unprepared emergency landing on water (ditching) ............................................................................. 266
4.4.2.2 Unprepared emergency landing on land ................................................................................................ 267
4.5 Quick disembarkation.................................................................................... 269
4.6 Refuelling during embarkation ...................................................................... 269
4.7 Additional facts and knowledge about emergencies ...................................... 270

4.7.1 Panic .......................................................................................................................................................... 270
4.7.2 Buddy system ............................................................................................................................................ 270
4.7.3 General Crew behaviour ............................................................................................................................ 270
4.7.4 Crew communication ................................................................................................................................ 271
4.7.5 Announcements to passengers ................................................................................................................... 271
4.7.6 Cabin Crew initiated evacuation ............................................................................................................... 271
4.7.7 Deviation from standard procedures ......................................................................................................... 272
4.8 Rescue and Fire Fighting Services (RFFS) ..................................................... 272
5 SURVIVAL GUIDELINES ..................................................................................................................... 274
5.1 Survival – Generalities .................................................................................. 274

5.1.1 General ...................................................................................................................................................... 274
5.1.2 The human body ........................................................................................................................................ 274
5.1.3 Four principles for survival ....................................................................................................................... 274
5.1.3.1 Protection .............................................................................................................................................. 275
5.1.3.2 Location ................................................................................................................................................. 275
5.1.3.3 Water ..................................................................................................................................................... 276
5.1.3.4 Food....................................................................................................................................................... 277
5.1.3.5 Conclusion ............................................................................................................................................. 277
5.2 Water survival guidelines .............................................................................. 277

5.2.1 General ...................................................................................................................................................... 277
5.2.2 Survival when no slide rafts are available ................................................................................................. 277
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DOCUMENTATION AND
REVISION 17
5.2.3 Rescue following ditching (by helicopter) ................................................................................................. 278
5.3 Winter survival guidelines ............................................................................. 279

5.3.1 General ....................................................................................................................................................... 279
5.3.1.1 Protection ............................................................................................................................................... 279
5.3.1.2 Location ................................................................................................................................................. 279
5.3.1.3 Water ...................................................................................................................................................... 279
5.3.1.4 Food ....................................................................................................................................................... 279
5.3.2 Hazards....................................................................................................................................................... 280
5.3.3 Immediate Actions for Winter Survival ..................................................................................................... 280
5.4 Desert survival guidelines ............................................................................. 281

5.4.1 General ....................................................................................................................................................... 281
5.4.1.1 Protection ............................................................................................................................................... 281
5.4.1.2 Location ................................................................................................................................................. 281
5.4.1.3 Water ...................................................................................................................................................... 281
5.4.1.4 Food ....................................................................................................................................................... 282
5.4.2 Hazards....................................................................................................................................................... 282
5.4.3 Immediate Actions for Desert Survival ...................................................................................................... 282
5.5 Jungle/tropical survival guidelines ............................................................... 282

5.5.1 General ....................................................................................................................................................... 282
5.5.1.1 Protection ............................................................................................................................................... 283
5.5.1.2 Location ................................................................................................................................................. 283
5.5.1.3 Water ...................................................................................................................................................... 283
5.5.1.4 Food ....................................................................................................................................................... 283
5.5.2 Hazards....................................................................................................................................................... 283
5.5.3 Immediate Action for Jungle Survival ....................................................................................................... 284
5.6 Search and Rescue (SAR) .............................................................................. 284
6 SECURITY .............................................................................................................................................285
6.1 Security – General ......................................................................................... 285

6.1.1 Threat levels ............................................................................................................................................... 286
6.1.1.1 Cabin Crew actions ................................................................................................................................ 286
6.1.2 Preventive measures ................................................................................................................................... 287
6.1.3 Observing irregularities .............................................................................................................................. 287
6.1.4 Pre-flight check .......................................................................................................................................... 288
6.2 Bomb threat .................................................................................................. 288

6.2.1 General ....................................................................................................................................................... 288
6.2.2 Bomb threat on ground............................................................................................................................... 289
6.2.3 Bomb threat in flight .................................................................................................................................. 290
6.3 Hijack ............................................................................................................ 293
6.4 Unruly/offensive passenger .......................................................................... 295

6.4.1 Unruly passenger procedures ..................................................................................................................... 296
6.4.1.1 Smoking ................................................................................................................................................. 296
6.4.1.2 Intoxicated .............................................................................................................................................. 296
6.4.1.3 Not following Crew instructions ............................................................................................................ 296
6.4.1.4 Verbal abuse ........................................................................................................................................... 297
6.4.1.5 Phisical abuse ......................................................................................................................................... 297
6.4.1.6 Damage caused to A/C by passenger ..................................................................................................... 297
6.4.1.7 Sexual harassment .................................................................................................................................. 298
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DOCUMENTATION AND
REVISION 17
6.5 Protection of an aircraft ................................................................................ 299

6.5.1 Opening an aircraft door............................................................................................................................ 299
6.5.2 Bomb search of an aircraft ........................................................................................................................ 299
7 DANGEROUS GOODS ......................................................................................................................... 300
7.1 Dangerous goods - Generalities .................................................................... 300

7.1.1 Definition of dangerous goods .................................................................................................................. 300
7.1.2 Dangerous goods in the cabin ................................................................................................................... 300
7.2 Classification of dangerous goods ................................................................. 301

7.2.1 Classification and labelling ....................................................................................................................... 301
7.3 Dangerous goods incident in-flight procedures ............................................. 305
7.4 Weapons ....................................................................................................... 307
8 ANNOUNCEMENTS ............................................................................................................................. 309
8.1 General rules ................................................................................................. 309
8.2 Announcements on ground............................................................................ 309
8.3 Safety demonstration by Cabin Crew............................................................. 310
8.4 Announcements in flight ............................................................................... 310
8.5 At the destination announcement ................................................................. 312
8.6 Transit flight announcement ......................................................................... 312
9 FIRST AID ............................................................................................................................................. 313
9.1 Introduction .................................................................................................. 313

9.1.1 Cabin Crew responsibilities.............................................................................................................................. 313
9.1.2 Basic rules ........................................................................................................................................................ 313
9.1.3 Areas of Responsibility ............................................................................................................................. 314
9.2 Life-Saving Medical Measures ....................................................................... 314

9.2.1 Behaviour & Action to be taken ....................................................................................................................... 315
9.2.1.1 Symptoms and procedure ...................................................................................................................... 315
9.2.1.2 Notification of injury on board .............................................................................................................. 315
9.3 General conditions on board .......................................................................... 316

9.3.1 Air pressure ............................................................................................................................................... 316
9.3.1.1 Hypoxia ................................................................................................................................................. 316
9.3.2 Relative humidity ...................................................................................................................................... 317
9.4 Pressure compensation ................................................................................. 317

9.4.1 Barotrauma ................................................................................................................................................ 317
9.4.2 Decompression Sickness ........................................................................................................................... 318
9.4.3 Altitude Meteorism ................................................................................................................................... 318
9.5 BAP Rule (Brain, Airway, Pulse) .................................................................... 319

9.5.1 Vital questions ........................................................................................................................................... 319
Section A 19
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DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
9.5.1.1 Brain ....................................................................................................................................................... 319

9.5.1.2 Airway (Breathing) ................................................................................................................................ 319
9.5.1.3 Pulse (Circulation) ................................................................................................................................. 320
9.6 Unconsciousness ........................................................................................... 320

9.6.1 Immediate actions ...................................................................................................................................... 320
9.6.2 Assessing the Unconsciousness ................................................................................................................. 321
9.7 Recovery position .......................................................................................... 322
9.8 Breathing and Resuscitation ......................................................................... 323

9.8.1 Breathing – Respiratory Problems ............................................................................................................. 323
9.8.2 Procedure for Mouth-to-Mouth Respiration ............................................................................................... 324
9.8.2.1 Procedure ............................................................................................................................................... 324
9.8.2.2 Sources of error ...................................................................................................................................... 325
9.8.2.3 Clearing an obstruction .......................................................................................................................... 325
9.8.2.4 When to discontinue Artificial Respiration ............................................................................................ 325
9.8.2.5 Procedure after the successful resuscitation ........................................................................................... 325
9.9 Cardiopulmonary Reanimation (CPR) ............................................................ 326

9.9.1 General Information ................................................................................................................................... 326
9.9.2 The technique of chest compression .......................................................................................................... 326
9.9.3 Cardiopulmonary Reanimation (CPR) Methods ........................................................................................ 327
9.9.4 BLS for Adults if there is more than 1 rescuer ........................................................................................... 327
9.9.4.1 Single Rescue Basic Life Support Algorithm for Adults ....................................................................... 328
9.9.4.2 Paediatric basic life support ................................................................................................................... 329
9.9.4.3 Risk of chest compression ...................................................................................................................... 332
9.9.4.4 Discontinue Reanimation ....................................................................................................................... 332
9.10 Unconsciousness Summary (Flowchart) ................................................... 333
9.11 Secondary survey-gathering information ................................................... 334

9.11.1 SAMPLE .................................................................................................................................................... 335
9.11.2 DCAPBTLS ............................................................................................................................................... 335
9.11.3 External clues ............................................................................................................................................. 335
9.12 Disorders of airway and breathing ............................................................. 336

9.12.1 Choking ...................................................................................................................................................... 336
9.12.1.1 Chocking Adult .................................................................................................................................. 336
9.12.1.2 Chocking Child .................................................................................................................................. 337
9.12.1.3 Chocking Infant .................................................................................................................................. 338
9.12.2 Hyperventilation ......................................................................................................................................... 339
9.12.3 Asthma ....................................................................................................................................................... 340
9.13 Disorders of the circulation ........................................................................ 341

9.13.1 Shock.......................................................................................................................................................... 341
9.13.2 Fainting ...................................................................................................................................................... 342
9.14 Chest pain – Angina pectoris/Heart attack ................................................. 343
9.15 Epilepsy ...................................................................................................... 344

9.15.1 Febrile seizures – children.......................................................................................................................... 344
9.15.2 Epilepsy – Major Epileptic Fit – seizure .................................................................................................... 345
9.15.3 Epilepsy – Minor – Absence seizure .......................................................................................................... 346
9.16 Stroke ........................................................................................................ 347

Section A 20
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DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
9.17 Head injury – concussion............................................................................ 347
9.18 Emergency childbirth .................................................................................. 348

9.18.1 General Information .................................................................................................................................. 348
9.18.2 The first stage ............................................................................................................................................ 348
9.18.3 The second stage ....................................................................................................................................... 349
9.18.4 The third stage ........................................................................................................................................... 350
9.18.5 Reporting birth on board ........................................................................................................................... 350
9.19 Trauma ....................................................................................................... 350

9.19.1 Wounds ..................................................................................................................................................... 350
9.19.2 Bleeding .................................................................................................................................................... 351
9.19.2.1 Types of bleeding .............................................................................................................................. 351
9.19.2.2 External bleeding ............................................................................................................................... 351
9.19.2.3 Internal bleeding ................................................................................................................................ 352
9.19.2.4 Nose bleed ......................................................................................................................................... 352
9.19.3 Injuries....................................................................................................................................................... 352
9.19.3.1 Eye ..................................................................................................................................................... 352
9.19.3.2 Head .................................................................................................................................................. 353
9.19.4 Fractures .................................................................................................................................................... 353
9.20 Burns .......................................................................................................... 354
9.21 Medical effects of heat and cold ................................................................. 354

9.21.1 Sunstroke ................................................................................................................................................... 354
9.21.2 Hypothermia .............................................................................................................................................. 355
9.22 Other sickness ............................................................................................ 356

9.22.1 Allergy mild .............................................................................................................................................. 356
9.22.2 Allergy – sever - Anaphylactic shock....................................................................................................... 357
9.22.3 Steps of Epinephrine use ........................................................................................................................... 358
9.22.4 Diabetes Mellitus – Hyperglycaemia ........................................................................................................ 358
9.22.5 Diabetes Mellitus – Hypoglycaemia ......................................................................................................... 359
9.22.6 Diarrhoea, vomiting .................................................................................................................................. 360
9.22.7 Airsickness ................................................................................................................................................ 361
9.22.8 Infection control on board ......................................................................................................................... 361
9.22.9 Hysteria ..................................................................................................................................................... 362
9.22.10 Panic attack ........................................................................................................................................... 362
9.23 Death on board ........................................................................................... 363
9.24 First Aid Kit ................................................................................................ 363
10 AIRBUS A-320 .................................................................................................................................. 366
10.1 General ....................................................................................................... 366

10.1.1 Cockpit ...................................................................................................................................................... 367
10.1.2 General layout – Main Deck ..................................................................................................................... 367
10.1.3 Crew seats ................................................................................................................................................. 369
10.1.4 Cabin Attendant seating ............................................................................................................................ 372
10.1.5 Cabin Attendant stations ........................................................................................................................... 373
10.1.6 Galleys....................................................................................................................................................... 375
10.1.7 Lavatories .................................................................................................................................................. 381
10.2 Doors and Exits .......................................................................................... 384

10.2.1 General ...................................................................................................................................................... 385
Section A 21
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DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
10.3 Main doors.................................................................................................. 385

10.3.1 General ....................................................................................................................................................... 385
10.3.2 Pre-flight check of the Main Door ............................................................................................................. 388
10.3.3 Normal operation of main doors ................................................................................................................ 388
10.3.3.1 Opening from inside ........................................................................................................................... 388
10.3.3.2 Closing from inside ............................................................................................................................ 388
10.3.3.3 Opening from outside ......................................................................................................................... 389
10.3.3.4 Closing from outside .......................................................................................................................... 389
10.3.4 Arming / disarming slides of main doors ................................................................................................... 390
10.3.5 Emergency operation of main doors .......................................................................................................... 390
10.3.6 Main door slide operation .......................................................................................................................... 390
10.3.6.1 Slide pressure gauge ........................................................................................................................... 390
10.3.6.2 Pre-flight check of the escape slide .................................................................................................... 390
10.3.6.3 Inflation and operation on land .......................................................................................................... 391
10.3.6.4 Inflation and operation on water ........................................................................................................ 391
10.3.6.5 Manual inflation ................................................................................................................................. 391
10.3.6.6 Slide lights .......................................................................................................................................... 392
10.3.6.7 Grasp lines .......................................................................................................................................... 392
10.3.6.8 Hand held escape chute ...................................................................................................................... 393
10.3.6.9 Slide as floating device ...................................................................................................................... 393
10.3.6.10 To disconnect the slide ....................................................................................................................... 393
10.4 Overwing Exits (2 L/R and 3 L/R) .............................................................. 394

10.4.1 General ....................................................................................................................................................... 394
10.4.2 Emergency opening of the overwing exits ................................................................................................. 395
10.4.3 Overwing exits slides ................................................................................................................................. 395
10.4.3.1 Manual inflation ................................................................................................................................. 397
10.4.3.2 Damaged overwing exit slide ............................................................................................................. 398
10.5 Cockpit sliding windows ............................................................................. 398

10.5.1 Operation of the cockpit sliding window ................................................................................................... 398
10.5.2 Sliding window opening and closing ......................................................................................................... 399
10.5.3 Escape procedure from the cockpit window .............................................................................................. 399
10.6 Cockpit door ............................................................................................... 400
10.7 Lavatory door ............................................................................................. 402
10.8 CIDS and Control Panels .......................................................................... 404

10.8.1 CIDS .......................................................................................................................................................... 404
10.8.2 FAP (Forward Attendant Panel) ................................................................................................................. 406
10.8.2.1 FAP functions..................................................................................................................................... 411
10.8.3 AAP (Additional Attendant Panel)............................................................................................................. 413
10.9 Lighting ...................................................................................................... 414

10.9.1 Cabin lights ................................................................................................................................................ 414
10.9.2 Emergency lighting .................................................................................................................................... 417
10.10 Air Conditioning ....................................................................................... 418

10.10.1 Passengers individual outlets ................................................................................................................. 419
10.10.2 Lavatory ventilation ............................................................................................................................... 420
10.10.3 Galley ventilation ................................................................................................................................... 420
10.11 Communications ...................................................................................... 421

10.11.1 Communication handsets ...................................................................................................................... 421
10.11.2 Passenger Address system (PA) ............................................................................................................. 422
10.11.3 Interphone system .................................................................................................................................. 423
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DOCUMENTATION AND
REVISION 17
10.11.4 Cabin calls general - AIP and ACP ....................................................................................................... 424

10.11.5 Passenger call system ............................................................................................................................ 426
10.11.6 Lavatory call system .............................................................................................................................. 428
10.11.7 Emergency call ...................................................................................................................................... 428
10.11.8 Passenger Lighted Signs system ............................................................................................................ 429
10.12 Safety equipment – cabin ........................................................................ 429
10.13 Emergency equipment ............................................................................. 429
10.14 Safety equipment – cockpit ..................................................................... 429
10.15 Seating instructions configuration 180 .................................................... 431
10.16 Cabin Emergency Checklist (C.E.C.) ......................................................... 432
11 AIRBUS A321 .................................................................................................................................... 434
11.1 Aircraft general .......................................................................................... 434
11.2 Leading particulars ..................................................................................... 434
11.3 Cockpit – General layout............................................................................. 435

11.3.1 Cockpit Sliding Windows ......................................................................................................................... 435
11.3.2 Cockpit Door ............................................................................................................................................. 435
11.4 Cabin – General layout ............................................................................... 436
11.5 Main doors and exits .................................................................................. 436
11.6 Main Doors and Door Controls .................................................................... 437

11.6.1 General ...................................................................................................................................................... 437
11.6.2 Pre-flight Check of the Main Doors .......................................................................................................... 437
11.6.3 Normal Operation of the Main Doors ....................................................................................................... 437
11.6.4 Arming/Disarming of the Main Doors ...................................................................................................... 437
11.6.5 Emergency Operation of the Main Doors.................................................................................................. 438
11.6.6 Operation of the Main Door Slides ........................................................................................................... 438
11.6.6.1 Slide pressure gauge .......................................................................................................................... 438
11.6.6.2 Pre-flight check of the wide slide ...................................................................................................... 438
11.6.6.3 Inflation and operation on land.......................................................................................................... 438
11.6.6.4 Inflation and operation on water........................................................................................................ 438
11.7 Emergency Exits (2L/2R and 3L/3R) .......................................................... 438

11.7.1 General ...................................................................................................................................................... 439
11.7.2 Pre-flight Check of the Emergency Exit (2L/R and 3L/R) ........................................................................ 443
11.7.3 Normal Operation of the Emergency Exit ................................................................................................. 443
11.7.3.1 TO OPEN FROM INSIDE ................................................................................................................ 443
11.7.3.2 TO CLOSE FROM INSIDE .............................................................................................................. 443
11.7.3.3 TO OPEN/CLOSE FROM OUTSIDE .............................................................................................. 444
11.7.4 Arming/Disarming the Emergency Exit .................................................................................................... 444
11.7.5 Emergency Operation of the Emergency Exit (2L/R and 3L/R) ............................................................... 444
11.7.6 Operation of the Slides of 2L/R and 3 L/R................................................................................................ 444
11.7.6.1 Slide pressure gauge .......................................................................................................................... 444
11.7.6.2 Pre-flight check of the slide ............................................................................................................... 444
11.7.6.3 Inflation and operation on land.......................................................................................................... 444
11.7.6.4 Inflation and operation on water........................................................................................................ 445
Section A 23
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DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
11.8 Cabin Attendant Seating ............................................................................. 445

11.8.1 Jumpseat INOPERATIVE procedure ......................................................................................................... 445
11.9 Cabin Attendant Stations ............................................................................ 447
11.10 Galleys ..................................................................................................... 449
11.11 Lavatories ................................................................................................ 449

11.11.1 Lavatory door ......................................................................................................................................... 449
11.12 Aircraft systems ...................................................................................... 450

11.12.1 CIDS and Control Panels ....................................................................................................................... 450
11.12.1.1 Forward Attendant Panel (FAP) ......................................................................................................... 450
11.12.1.2 Area Call Panel .................................................................................................................................. 451
11.12.1.3 Additional Attendant Panel ................................................................................................................ 451
11.12.2 Lighting/Emergency Lighting System ................................................................................................... 451
11.12.2.1 Cabin Lights ....................................................................................................................................... 451
11.12.2.2 Emergency Lighting ........................................................................................................................... 451
11.12.3 Air Conditioning .................................................................................................................................... 451
11.12.4 Communication ...................................................................................................................................... 452
11.12.4.1 Communication Handsets................................................................................................................... 452
11.12.4.2 Passenger Address System ................................................................................................................. 452
11.12.4.3 Interphone System .............................................................................................................................. 452
11.12.4.4 Cabin Calls ......................................................................................................................................... 453
11.12.4.5 Passenger Call System ....................................................................................................................... 453
11.12.4.6 Lavatory Call System ......................................................................................................................... 453
11.12.4.7 Emergency Call .................................................................................................................................. 453
11.12.4.8 Passenger Lighted Signs System ........................................................................................................ 453
11.12.5 Passenger Emergency Oxygen System .................................................................................................. 454
11.12.5.1 Fixed Oxygen System in the Flight Deck Compartment .................................................................... 454
11.12.5.2 Fixed Oxygen System in the Cabin .................................................................................................... 454
12 APPENDIX .........................................................................................................................................456
12.1 Appendix 1 – Cash bag ............................................................................... 456
12.2 Appendix 2-Crew Report Form (CRF) ......................................................... 457

12.2.1 Crew Report Form (CRF) Guide ................................................................................................................ 458
12.3 Appendix 3 – Lost/Damage Property Form ............................................... 459
12.4 Appendix 4 – Flight Disturbance Incident Report .................................... 460
12.5 Appendix 5 – Final Warning ..................................................................... 461
12.6 Appendix 6 – Injury/Illness Report ......................................................... 462
12.7 Appendix 7 – Manual Sales Report ............................................................. 463
12.8 Appendix 8 – First-Aid Kit Contents ............................................................ 465
12.9 Appendix 9 – Unpaid leave request .......................................................... 467
12.10 Appendix 10 – Briefing check report ........................................................ 468
12.11 Appendix 11 – Flight check report ........................................................... 470

Section A 24
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DOCUMENTATION AND
REVISION 17
12.12 Appendix 12 – Birth on board report ....................................................... 474
12.13 Appendix 13 – Death on board report ...................................................... 475
12.14 Appendix 14 - Luggage tags .................................................................... 476
12.15 Appendix 15 - Disclaimer form ................................................................ 477
12.16 Appendix 16 – Cabin Operations Communication System ........................ 478
12.17 Appendix 17 - Flight and duty time limitations ........................................ 480
12.18 Appendix 18 - Extracts from the General Conditions of Carriage ............. 495
12.19 Appendix 19 – Bomb on board search checklist A320 .............................. 497
12.20 Appendix 20 - Emergency Equipment Location Map of A320 .................... 500
12.21 Appendix 21 - Emergency Equipment Location Map of A321 .................... 501
12.22 Appendix 22 – Safety Instruction Card – A320 ........................................ 502
Appendix 23 – Safety Instruction Card – A321 ...................................................... 503
13 INFORMATION FOR HIJACKING PERSONS ................................................................................. 504
13.1 English ....................................................................................................... 504
13.2 FRENCH ...................................................................................................... 504
13.3 HUNGARIAN ............................................................................................... 504
13.4 CZECH ......................................................................................................... 505
13.5 Polish ......................................................................................................... 505
13.6 Bulgarian .................................................................................................... 505
13.7 Ukrainian .................................................................................................... 506
13.8 Romanian ................................................................................................... 506
13.9 Serbian ....................................................................................................... 506
13.10 Lithuanian ............................................................................................... 507
13.11 Spanish .................................................................................................... 507
13.12 Arabic ...................................................................................................... 508
13.13 Japanese.................................................................................................. 508
13.14 Korean ..................................................................................................... 509
13.15 Latvian..................................................................................................... 509

Section A 25
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
13.16 Albanian .................................................................................................. 510
13.17 Macedonian ............................................................................................. 510
13.18 Bosnian ................................................................................................... 510

Section A 26

REVISION 17
Management and Control of Cabin Operations Documentation

General
The company has a system for the management and control of documentation, including Cabin
Operations Documentation. The whole set of Cabin Operations Manuals describe the
philosophies, policies, responsibilities and key processes relating to the area. This system is
managed and controlled by clearly defined processes laid down in the Organization Management
Manual (OMM). (For details refer to OMM Section 2).
Cabin Operations Documentation System consists of centrally managed internal functional
manuals as controlled documents, approved by the Head of Cabin Operations. All documents
are the exclusive property of Wizz Air. The documentation system is structured as follows:
− Cabin Attendant Manual (CAM), accessible to all Cabin Operations personnel,
describing documentation management and control processes and incorporating a
number of sub-manuals, which include as follows:
o Wizz Air Work Wear Regulations (WWR), accessible to all Cabin Operations
personnel on the company intranet (S:\CabinCrew\Bulletin\Workwear
Regulations) and via WIZZ Port
o Cabin Attendant Service Manual (CASM), accessible to all Cabin Operations
personnel on the company intranet ((S:\CabinCrew\Bulletin\CASM) and via WIZZ
Port
Control of documentation
The primary purpose of document control is to ensure that necessary, accurate and up-to-date
documents are available to those personnel required to use them, to include, in the case of
outsourced operational functions, employees of external service providers. Therefore, every
document used by the Cabin Operations Organization complies with the requirements set out in
the table below:
Elements Location in the manuals
Identification of the version and effective date of the Header of each manual
relevant document
Identification of the title and, if applicable, sub-titles On the cover page and in the
header
Distribution and/or dissemination that ensures all users In dedicated section
(all appropriate areas of the organization and external
service providers) are provided with the relevant
document
Definition of the specific media type(s) designated for In dedicated section
presentation or display of the controlled version of
relevant document
Definition of documentation that is considered to be In separate statement included in
reproduced and/or obsolete. dedicated section
Review and revision to maintain the currency of relevant Process described in dedicated
documents and/or data. section
Retention that ensures access to the content of relevant In dedicated section
document for a minimum period as defined by the
Operator.
Section A 27
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
Elements Location in the manuals
Provision for a scheduled back up by copying and In dedicated section

archiving relevant document, to include validation of the
documents or data being backed up.
Identification and allocation of documentation In dedicated section

access/user and modification rights.
Dissemination and/or accessibility of documentation Statement included in dedicated
received from external sources such as regulatory section
authorities and original equipment manufacturers.
Note: The above described elements are described in every Cabin Operations Manual separately.
CABIN ATTENDANT MANUAL MANAGEMENT

General
The content of the Cabin Attendant Manual is confidential and must be treated accordingly.
Each Cabin Crew Member must be familiar with its content and must make a continuous effort
to remain up-dated.
Distribution and dissemination

Documentation is presented in a format appropriate for use by all personnel of the Cabin
Operations Organization. The display of the controlled version of the manuals is pdf-based
documentation and is displayed in electronic form on:
− The company server: S:\CabinCrew\Bulletin\CAM
− WIZZ Port
− AIMS system accessible on the internet
Every Crew Member is in possession of a copy of the current and valid revision of CAM and its
relevant sub-manuals during the time of her employment with Wizz Air.
One hard copy of CAM is available at every Wizz Air Office and on board of all Wizz Air Aircrafts
(for details refer to CAM 0.4.5).
Dissemination of the relevant content of CAM is the responsibility of Head of Cabin Operations.
For further details regarding distribution refer to CAM 0.4.2.
Review and revision process

Cabin Operations is not applying temporary changes, temporary revisions or hand-written
changes to this and any other manual.
The Head of Cabin Operations is responsible to approve this manual. It is edited by the Cabin
Operations Compliance Department. Revision process consists of the following steps:
- Owning the editable master copy on the company intranet server (security-protected to
prevent unauthorized access)
- Manual update phase – editing process
o Identification of the next revision number and saving the draft copy of it (2 copies
to be created for backup security purpose)
o Identification and retention of background or source references as history
o Align with all relevant functional area for cross references
o Implementation of all relevant changes into the draft
o Checking of the document to verify it remains legible and readily identifiable
o As applicable, identification and retention of obsolete documents
Section A 28
OF CABIN OPERATIONS
DATE: 31 MARCH 2016
DOCUMENTATION AND
REVISION 17
o As applicable, disposal of documents

o Preparation of the final draft and submission for approval
- Examination and approval by Head of Cabin Operations
- The Manual comes into force following the approval of Head of Cabin Operations
The normal revision cycle of the manual is one year.
Language
All content and procedures in this manual are in English language, as one is being considered,
as common language by Wizz Air. Communication during line operations shall be conducted in
the designated common language(s) of Wizz Air.
This manual applies to both male and female Crew Members, operations personnel, passengers
and other persons, although references in the text are made to feminine gender only as a matter
of simplification.
Compliance
Cabin Attendant Manual is based on the following regulations and fulfils all relevant
requirements therein:
- Annex III to COMMISSION REGULATION (EU) No 965/2012 (Air Operations Part-
ORO)
- Annex IV to COMMISSION REGULATION (EU) No 965/2012 (Air Operations Part-
CAT
- Annex IV to COMMISSION REGULATION (EU) No 1178/2011(Air Crew Part-MED)
- Annex V to COMMISSION REGULATION (EU) No 1178/2011 (Air Crew Part-CC)
All rules set out in CAM and its sub-manuals are to be strictly followed by all Wizz Air Cabin
Crew Members at all times.
CABIN ATTENDANT MANUAL IS APPROVED BY:
Gábor, TIBA : Head of Cabin Operations Wizz Air Group
Signature :
Section A 29

REVISION 17
Management and Control of Cabin Operations Records

The system of management and control of Cabin Operations records ensures that operational
records are subjected to a standardized process for the followings:
- Identification (numbering, name, revision)
- Legibility (accuracy, simplicity, user-friendly, hard copy or electronic)
- Maintenance (revisions to the form, completion and handling)
- Retrieval (storage and traceability)
- Protection and security (access and back-up)
- Disposal, deletion (electronic records) and archiving
For this purpose, operational records on Cabin Operations Area are including personnel training
records (for details refer to OM Part D) and onboard forms as follows:
- Injury/Illness form
- Lost Property Form
- Flight Disturbance Incident Report and Final Warning
- Disclaimer Form
- Birth on Board Form
- Death on Board Form
Process for managing operational records
- Cabin Crew Members shall carry the above forms in hard copy while being on duty
(except for Birth on Board and Death on Board forms)
- After filling out a form, it shall be scanned and submitted to relevant e-mail address (for
details refer to CAM 0.5.4) by the Senior Cabin Attendant
- Customer Service Representatives manage and control the electronic scanned copies
- Hard copy of the record shall be placed into a dedicated folder in the Crew briefing room
- Base Manager is responsible for storing the hard copies safely for the period of 3 months,
after which, forms shall be disposed
Record keeping system
For details concerning company record keeping storage system and electronic data protection
refer to OMM section 10.
Section 0 30
GENERAL INTRODUCTION DATE: 31 MARCH 2016
CABIN ATTENDANT MANUAL REVISION 17
0.1 Reference
IN THIS MANUAL, THE TERM „WIZZ AIR” REFERS TO WIZZ AIR GROUP LTD.
0.2 Index for CAM
1. STANDARD OPERATING PROCEDURES
2. SAFETY EQUIPMENT
3. SAFETY PROCEDURES
4. EMERGENCY PROCEDURES
5. SURVIVAL GUIDELINES
6. SECURITY
7. DANGEROUS GOODS
8. ANNOUNCEMENTS
9. FIRST AID
10. AIRBUS A320
11. AIRBUS A321
12. APPENDIX
Section 0 31
0.3 Wizz Air Operations Manual

Compliance: Wizz Air operates aeroplanes for the purpose of commercial air transportation in
accordance with:
- Annex IV to Regulation (EC) No 216/2008
- COMMISSION REGULATION (EU) No 965/2012
- The terms of its Certificate of Airworthiness and within the approved limitations
contained in its Airplane Flight Manual
- the terms and conditions of the Wizz Air AOC (Air Operator’s Certificate)
- the Hungarian Law where applicable
The manual is for the use and guidance of all company operating staff, which is to ensure that
all commercial air transport flights are planned and executed in accordance with its policies and
requirements. All Wizz Air employees and contract staff shall comply with the laws, regulations
and procedures of those States in which operations are conducted and which are pertinent to
the performance of their duties; they must also be familiar with the laws, regulations and
procedures pertinent to the performance of their duties as reported in this Manual.
Wizz Air OM incorporates a number of sub-manuals which include:
- The Airplane Flight Manual (AFM)
- Flight Crew Operating Manual (FCOM)
- Minimum Equipment List (MEL)
- Configuration Deviation List (CDL)
- Quick Reference Handbook (QRH)
- Cabin Attendant Manual
- Wizz Air LVO Manual
- Cold Weather Operations Manual
- Ground Operations Manual
- Passenger Handling Manual
- Weight and Balance Data
Wizz Air OM is broadly subdivided into the following parts:
- Part A - General/Basic information
- Part B - Type specific operating procedures and requirements
- Part C - Route Manual – Comprising of AIP information provided by the
Chart/Nav provider, and the company produced Airport Briefings
- Part D - Training (Flight and Cabin Crew)
Wizz Air OM can be accessed:
- digitally (in the form of a security protected PDF file) to all interested parties via
E-mail and a copy is placed in the OBDB on each occasion when a new revision
is available
- It is downloadable on the company server ftp://193.226.203.73:5466/OUT/
- Wizz Air uses electronic documentation for all manuals with the exception of the
QRH called Less paper cockpit (LPC)
- Electronic documentation is available through the aircraft's Electronic Flight Bag
(EFB), the company intranet and also on the internet via the company ftp server
- Internal company server: S:/CorporateCommon/FlightOpsDoc/OnBoardDB
Section 0 32
0.4 Purpose of CAM

The Content of CAM is covering the standard, safety and emergency procedures, equipment and
aircraft features and the medical general knowledge, which must be known by all Crew Members
in order to ensure safe flights or to be able to adequately deal with abnormal situations of every
kind.
0.4.1 Structure
Wizz Air Cabin Attendant Manual consists of parts refered to in CAM section 0.2
In addition, Appendixes to this Manual may contain information required by law or information
deemed necessary by Wizz Air.
0.4.2 Revisions
Revisions to this Manual or of its part will be issued as soon as necessary, but not later than
once every calendar year. Only official amendments in printed form are acceptable.
The correct procedure for the replacement of the revised manual is the responsibility of Cabin
Crew Regional Managers and will be fulfilled by the Cabin Crew Base Managers. Revised pages
within the updated manual will be annotated to show portion of the text that has been revised,
as indicated by a vertical line adjacent to the changes.
- Revisions to the CAM that may be urgently required in the interests of flight
safety, or instructions/information that are supplementary to the operations
manual, will be distributed as Crew Order/Crew Info. These will be incorporated
into the Cabin Attendant Manual when it is next amended, except Crew
Order/Info being issued with temporary validity
- Crew Order/Info with temporary validity remains valid until revoked
- All Wizz Air Cabin Crew Members are obliged to comply with instructions defined
of such Crew Order/Crew Info from the date it becomes effective. It is the
responsibility of each Crew member to familiarize herself with its content upon
receipt
Crew Orders are being issued by the following persons:
- Head of Cabin Operations Wizz Air Group
- Cabin Crew Regional Managers
- Cabin Crew Training Manager
- Cabin Crew Service Manager
- Manager Safety and Compliance Cabin Operations
Crew Info are divided in six main categories and are being issued by Head of Cabin Operations
Wizz Air Group, Cabin Crew Regional Managers, Cabin Crew Training Manager, Cabin Crew
Service Manager and/or by Manager Safety and Compliance, Technical Senior Cabin Attendant
and Security Auditor according to their delegated responsibility in the relevant field as follows:
- Crew Info General: Cabin Crew Service Manager, Cabin Crew Training Manager,
Head of Cabin Operations Wizz Air Group, Cabin Crew Regional Managers
- Crew Info Training : Cabin Crew Training Manager, Cabin Crew Service Manager,
Head of Cabin Operations Wizz Air Group, Cabin Crew Regional Managers
- Crew Info Service: Cabin Crew Service Manager, Cabin Crew Training Manager,
Head of Cabin Opertions Wizz Air Group, Cabin Crew Regional Managers
- Crew Info Safety: Manager Safety and Compiance Cabin Operations, Cabin Crew
Training Manager, Head of Cabin Operations Wizz Air Group, Cabin Crew Regional
Managers
Section 0 33
- Crew Info Technical: Technical Senior Cabin Attendant, Cabin Crew Training
Manager, Head of Cabin Operations Wizz Air Group, Cabin Crew Regional
Managers
- Crew Info Security: Security Auditor, Cabin Crew Training Manager, Head of
Cabin Operations Wizz Air Group, Cabin Crew Regional Managers
Crew Order and Crew Info are available for all Cabin Crew Members on the company computer
server at S:/Cabin Crew/Bulletin at Wizz Air home base offices and Crew Orders are available
on tablet PC [TPC] in the cockpit.
0.4.3 Pagination
The header of each page contains:
- WIZZ logo
- The name of the Manual
- Section title and section number
- Page number
- Revision number and date of effectiveness
0.4.4 Copyright
No part of the Cabin Attendant Manual may be reproduced without the written permission of
Wizz Air.
0.4.5 Location
A hard copy of the Cabin Attendant Manual is available:
- at every Wizz Air Office
- on each aircraft in the overhead compartment above row 1 DEF
A digital version of the Cabin Attendant Manual is available:

- on internal company server S:/CorporateCommon/FlightOpsDoc/OnBoardDB and
S:/CabinCrew/Bulletin/CAM
- on company server ftp://193.226.203.73:5466/OUT/
- on tablet PC [TPC], on-board the A/C (available in the cockpit)
- via the AIMS system (it will divert the user to WIZZ Port)
- via WIZZ Port
Section 0 34
0.4.6 Abbreviations
A
AAP Aft/Additional Attendant Panel
A/C Aircraft
ACARS Aircraft Communication Addressing and Reporting System
ACAS Airborne Collision Avoidance System
ACP Area Call Panel
AFL Aeroplane Flight Log
AFM Aeroplane Flight Manual
AIP Attendant Indication Panel
ALT Altitude
AMC Acceptable Means of Compliance (EASA regulations)
AML Aircraft Maintenance Log
AOC Air Operator Certificate
APU Auxiliary Power Unit
A/S Airspeed
ASD Accelerate Stop Distance
ATA Actual Time of Arrival
ATC Air Traffic Control
ATD Actual Time of Departure
ATIS Automatic Terminal Information Service
ATL Aircraft Technical Log
ATPL Airline Transport Pilot License
ATR Audio Tape Recorder
ATS Air Traffic Service Route Network
AVNCS Avionics
B
BRK Break
BRT Bright
C
CAA Civil Aviation Authority
C/A Cabin Attendant
CAB Cabin
CAM Cabin Attendant Manual
CAPT Captain
CAT Clear Air Turbulence
CAT Category
CAT II/III Category II/III - All Weather Operations
CAUT Caution
CAVOK Ceiling and Visibility OK
C/B Circuit Breaker
CBT Computer Based Training
CC Cabin Crew
CDSS Cockpit Door Surveillance System
CIDS Cabin Intercommunication Data System
CKPT Cockpit
C/L Check List
CLG Ceiling
CLSD Closed
CM Crew member
CO Crew Order
COO Chief Operating Officer
CPL Commercial Pilot License
CRM Crew Resource Management
CVR Cockpit Voice Recorder
D
DA Decision Altitude
DHC Dead Heading Crew
DEPA Deported passenger with an escort
DEPU Deported passenger without an escort
DGR Dangerous Goods Regulations
DH Decision Height
DIM Dimming
DIR Deferred Item Record (Maintenance logbook)
Section 0 35
E
ECAC European Civil Aviation Conference
ECAM Electronic Centralized Aircraft Monitoring
ENG Engine
EOD Explosive Ordinance Disposal
EPOS Electronic Point of Sale
EPSU Emergency Power Supply Unit
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
ETOPS Extended Twin Engines Operations
F
FAP Forward Attendant Panel
FCL Flight Crew Licensing
FDIR Flight Disturbance Incident Report
FDP Flight Duty Period
FL Flight Level
FMGC Flight Management Guidance Computer
FMGS Flight Management Guidance System
F/O First Officer
FT/ft Feet (1 ft = 0,3048 m)
FW Final Warning
FWD Forward
G
GENDEC General Declaration
GND Ground
GPU Ground Power Unit
GPS Global Positioning System
H
HP Holiday Paid
I
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ICE Dry ice
ID Identity (number)
ILS Instrument Landing System
INAD Inadmissible passenger
INOP Inoperative
INT Interphone
IR Injury/Illness Report
ISA International Standard Atmosphere
ISO International Standards Organization
J
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
K
Kg(s) Kilogram(s)
Km Kilometre(s)
KMH Kilometres per Hour
KT Knot(s)
L
LAV Lavatory
LOEP List of Effective Pages
LMC Last Minute Changes
LRBL Least Risk Bomb Location
LSU Lavatory Service Unit
LT Local Time
LTC Line Training Captain
LVP Low Visibility Procedures
LVTO Low Visibility Take-Off
Section 0 36
M
m Metric, meters (1m = 3,2808ft)
M Mach
MAAS Meet and Assist
MAST Minimum Achievable Sales Target
MAX/max. Maximum
MEL Minimum Equipment List
MET Meteorological
METAR Aviation Routine Weather Report
MHz Megahertz
MMEL Master Minimum Equipment List
MORA Minimum Off-Route Altitude
MRT Manual Release Tool
MSG Message
N
NAV Navigation
NIL No Items Listed (Nothing)
NM Nautical Miles
NOTAM Notice to Airmen
NTSB National Transportation Safety Board (USA)
O
OAT Outside Air Temperature
OCC Operation Control Centre
OM Operations Manual
OPS Operations
OXY Oxygen
P
PA Passenger address System
PAX Passenger(s)
PBE Protective Breathing Equipment
PED Portable Electronic Devices
PF Pilot Flying
PIC Pilot-in-Command
PIL Passenger Information List
PRM Person with Reduced Mobility
PSU Passenger Service Unit
PTP Programming and Test Panel
PTT Push To Talk
Q
QDM Quick Donning Mask
QRH Quick Reference Handbook
R
RF Requested Free (day OFF)
RFFS Rescue and Fire Fighting Services
RHP Recreation Holidays, concerns only WAU
RL Runway Edge Lighting
RNAV Area Navigation
RVR Runway Visual Range
RWY Runway
S
SAR Search and Rescue
SAT Static Air Temperature
SNOWTAM Snow Notice To Airmen
SOP Standard Operating Procedures
SPD Speed
STD Schedule Time of Departure
SW Switch
SYS System
T
TAF Terminal Area Forecast
TAS True Airspeed
TCAS Traffic Collision Avoidance System
Section 0 37
T/O Take-Off
TOC Top of Climb
TOD Top of Descent
TPC Tablet PC [pentablet]
U
UM Unaccompanied Minor
UN United Nations
U/S Unserviceable
UTC Universal Time Coordinated
V
VENT Ventilation
VFR Visual Flight Rules
VNAV Vertical Navigation
VOL Volume
VMS Vacation Management System
W
WAH Wizz Air Hungary
WAU Wizz Air Ukraine
WHO World Health Organization
WO Work Order
Z
ZFM/W Zero Fuel Mass/Weight
Section 0 38
0.4.7 Definitions
AIRPLANE
Airplane and aircraft are considered to be equivalent in this manual.
AIRPLANE FLIGHT MANUAL (AFM)

A document approved by the CAA that contains information (limits, procedures, data etc.)
required operating the aeroplane at the level of safety established by the airline’s certification
basis.
AIR OPERATOR CERTIFICATE (AOC)

A certificate authorizing an operator to carry out specified commercial air transport operations.
Wizz Air Group consists of two AOC which are: Wizz Air Hungary (WAH) and Wizz Air Ukraine
(WAU).
APPROACH
Phase of a flight when the aircraft decreases its altitude and aims to land on the airport.
AUTHORITY
“The Authority” means the Civil Aviation Authority (CAA) which is issuing the AOC. “An
Authority” means the Civil Aviation Authority of a foreign State.
CABIN ATTENDANT (C/A)

A Cabin Crew Member to be carried on a flight for the purpose of performing duties assigned by
the operator or the Commander under supervision of Senior Cabin Attendant, in the interest of
safety of passengers, but who is not a Flight Crew Member.
CAPTAIN
A pilot qualified and approved by the company to be a Commander.
CLIMB
Transition period of a flight, between the take-off and the cruise.
COMMANDER (CMD)
The pilot designated by the operator to be in command on an aircraft for which more than one
pilot is required.
CREW MEMBER
A person assigned by an operator to duty on the airplane during flight time.
CRUISE
It occurs between climb and descent phases and is usually the majority of a journey. Technically,
cruising consists of heading (direction of flight) changes only at a constant airspeed and altitude.
It ends as the aircraft approaches the destination where the descent phase of flight commences
in preparation for landing.
DANGEROUS GOODS
Articles or substances, which are capable of posing significant risk to health, safety or property
when transported by air and which are classified according to EASA-OPS.
Section 0 39
DESCENT
Transition period of a flight, between cruise and approach.
ESTIMATED OFF-BLOCK TIME

The estimated time at which the airplane will commence movement associated with departure.
FINAL APPROACH
That part of an instrument approach procedure which commences at the specified final approach
fix or point, or where such a fix or point is not specified:
- At the end of the last procedure turn, base turn or inbound turn of a racetrack
procedure, if specified; or
- At the point of interception of the last track specified in the approach
procedure, and ends at a point in the vicinity of an aerodrome from which a
landing can be made; or a missed approach procedure is initiated.
FIRST OFFICER (FO)

The title for a qualified flight Crew member that is designated by the operator to be the
Commander’s deputy on an aircraft for which more than one pilot is required.
FLIGHT TIME (BLOCK TIME)

The time between an airplane first moving from its parking place for the purpose of taking off
until it comes to rest on the designated parking position and all engines are stopped.
HANDLING AGENT
An agency which performs some or all of the operator’s functions on behalf of the operator,
including receiving, loading, unloading, transferring or by other means processing passengers
or cargo.
HOME BASE
The home base of Wizz Air is Budapest Liszt Ferenc International Airport. Crew home bases are
assigned individually.
LANDING
Landing is the last part of a flight, where an airplane returns to the ground by deceleration on
a runway.
MASTER MINIMUM EQUIPMENT LIST (MMEL)

A list established for a particular airplane type by the manufacturer with the approval of the
State of Manufacture containing items, one or more of which is permitted to be unserviceable
at the commencement of a flight. The MMEL may be associated with special operating
conditions, limitations or procedures.
MINIMUM EQUIPMENT LIST (MEL)

Means a list (including a preamble) which provides for the operation of aircraft, under specified
conditions, which particular instruments, items of equipment or functions inoperative at the
commencement of flight. This list is prepared by the operator for his own particular aircraft
taking account of their aircraft definition and the relevant operational and maintenance
conditions in accordance with a procedure approved by the Authority.
Section 0 40
OPERATOR
A person, organization or enterprise engaged, or intending to be engaged, in an aeroplane
operation. In the context of this manual the operator is always Wizz Air.
PASSENGER
A person other than a Crew Member travelling or about to travel on an airplane.
PILOT-IN-COMMAND (PIC)
A pilot who for the time being is in charge of piloting the airplane, without being under the
direction of any other pilot in the airplane.
RAMP HANDLING AREA

The area is the perimeter of the aeroplane plus 2 metres.
SCA
Senior Cabin Attendant (SCA) is responsible to the Commander for the conduct and coordination
of cabin safety and emergency procedure(s) specified in the Operations Manual and CAM. For
details refer to CAM 0.5.3.
SPARE UNIFORM ITEMS

Spare uniform items are those accessories of the uniform that are used in case of the planned
flight duty is longer than expected.
TAKE-OFF
Phase of flight in which an aircraft goes, by acceleration on a runway, through a transition from
moving along the ground (taxiing) to flying in the air.
TAXI
Movement of an airplane under its own power on the surface of an airport.
CVL
Requirement for visual correction
CCL
Requirement for visual correction or by means of corrective lenses only (CCL)
Section 0 41
0.5 Guideline for Cabin Attendants through the CAM

Cabin Attendants must be familiar with those parts of the company’s operations manuals and
operations specifications which are necessary for the performance of the assigned duties and with
the whole content of the CAM and have to adopt it in the standard operation or in emergency
situations.
Should any deficiency in knowledge be observed (e.g. during pre–flight briefing or when solving
a certain situation on board), the occurrence will be solved by SCA (e.g. removing the C/A from
the duty) and reported to the Cabin Crew Base Manager.
NOTE: All abbreviations found in CAM are listed at 0.4.7.
0.5.1 Management and Organization

For details refer to OMM 3.1.
0.5.2 Authorization – Cabin Operations Organization
0.5.2.1 Cabin Operations Management

Section 0 42
0.5.2.2 Regional Management
CABIN OPERATIONS ORGANIZATION
Position Name
Cabin Management
Head of Cabin Operations Wizz Air Group Roland TISCHNER
Senior Manager Line Operations Alexandra AVADANEI
Senior Manager Operations Design vacant
Recruitment Manager Agota GRADVOHL
Senior Manager Support and Development Bartosz SOWISLO
Cabin Crew Regional Manager North Bogumila KALUS
Cabin Crew Regional Manager South Sabina KOWALOWSKA
Cabin Crew Regional Manager East Teodora BURCA
Cabin Crew Training Manager Wizz Air Group Adam BOGDANOWICZ
Cabin Crew Service Manager Wizz Air Group Mihai CUCU
Manager Safety and Compliance Wizz Air Group Erika POCZIK
Policy and Standards Manager vacant
Cabin Crew Base Managers
Section 0 43
BEG Base Manager Michal WYLIGALA

BUD Base Manager Adrienn KURUCZ
CLJ Base Manager Nicoleta RADU
CRA Base Manager Andreea-Denis FILIP
DEB Base Manager Petra SZVETNYIK
GDN Base Manager Ewa DANECKA
IEV Base Manager Anastasiia KOROP
KSC Base Manager Anna KURNICKA
KTW Base Manager Dagmara GONDOROWICZ
LUZ Base Manager Marek KAWKA
OTP Base Manager Karina VOINEA
POZ Base Manager Magdalena PALCAT
PRG Base Manager Zdenka SUCHARDOVA
RIX Base Manager Simona MARCINKEVICIUTE
SKP Base Manager Nevena TODOROVIC
SOF Base Manager Tsvetoplama STOYANOVA
TGM Base Manager Oana RADU
TSR Base Manager Andreea LOBONEA
TZL Base Manager Nikola SIMIC
VNO Base Manager Giedre PETRASIUNIENE
WAW Base Manager Malgorzata GRZYB
WRO Base Manager Adam PIOSIK
Cabin Recruitment Team
Regional Recruitment Senior Cabin Attendant vacant
North
South
East
Cabin Technical Team
Technical Senior Cabin Attendant Andrii KUSYI
Deputy Technical Senior Cabin Attendant Anca GEORGESCU
Deputy Technical Senior Cabin Attendant Damian KUDELSKI
Deputy Technical Senior Cabin Attendant Ignas BERENIS
Deputy Technical Senior Cabin Attendant Dragos-Marius SULTAN
Cabin Safety and Compliance Team
Regional Safety Senior Cabin Attendant Bettina KOROM
Regional Safety Senior Cabin Attendant Viktoriya SHAKHOVSKAYA
Regional Safety Senior Cabin Attendant Arune ZIDOVAINYTE
Regional Safety Senior Cabin Attendant Adam RZANCA
Compliance Senior Cabin Attendant Gergo BALAZS
Cabin Security Team
Security Auditor Andrea BATTA
Security Senior Cabin Attendant Marcell KASZTOVSZKY
Cabin Training Team
Cabin Crew Training Performance SI Carla STRUBERT-STOIAN
Cabin Crew Training Standards SI Roxana CASU
Cabin Crew Training Program SI Konrad NIEDOJADLO
Cabin Crew Standardization Instructor Raul PAWEL
Cabin Crew CRM Standardization Instructor Magdalena BONDAR
Training Assistant Anett SZABO
Training Center Coordinator Tunde SZEKERES
Documents Assistant Szilvia MOLNAR
Section 0 44
0.5.2.3 Head of Cabin Operations Wizz Air Group
PERSONAL REQUIREMENTS
Competency Example Requirement

Knowledge Basic education / Degree Higher Education
People management
Skills Language / computer Fluent English / advanced
computer user skills
Training Specialized trainings Leadership, people management,
(regulatory, type etc) change management
Experience Aviation / managerial / 4 years aviation experience
position 2 years managerial experience
Other Age / minimum hours n/a
Name of assessor Signature of assessor Date
POSITION IN THE ORGANIZATION

The Head of Cabin Operations is responsible for all Cabin Operations Department matters and
reports to the Chief Flight Operations Officer (CFOO).
RESPONSIBILITIES OF THE FUNCTION

The Head of Cabin Operations Wizz Air Group shall:
- Act as a liaison between CFOO, Cabin Crew Regional Managers, Cabin Crew
Base Mangers, Cabin Crew Training Manger, Cabin Crew Service Manager,
Manager Safety and Compliance Cabin Operations and Cabin Crew
- Manage the Cabin Crew in a clear, transparent way (regarding the structure
as well as process) build team with honesty, respect and integrity
- Ensure provision of required number of Cabin Crew Members to perform all
flights
- Coordinate activities with the Head of Safety, Security & Compliance and
ensure that safety, security and compliance requirements are met, being
supervised/coordinated by the Manager Safety and Compliance Cabin
Oprations during daily operation
- Maintain the information distribution of accident, incident, and other
occurrence reported via Manager Safety and Compliance Cabin Oprations
- Ensure the required standards of safety and customer service by the Cabin
Crew
- Establish a hiring policy and exercise oversight of planning scheme and
selection process to meet the present and future required number of Cabin
Attendants, maintain recruitments and career opportunity for Crew with the
same rules in all bases
- Ensure that management and non-management positions within the Cabin
Operations Organization that require the performance of functions relevant to
the safety or security of cabin operations are filled by personnel on the basis
of knowledge, skills, training, experience, attitude and values appropriate for
the position
Section 0 45
- Define the Standard Operating Procedures for Cabin Crew, create the same
standard and service in all bases
- Implement legal requirements related to Cabin Operations into organizational
processes and procedures
- Take part in OPS meetings and organize meetings min. quarterly with
Management Members of Cabin Operations, Crew Training Manager and
Manager Safety and Compliance Cabin Operations to discuss current issues,
operation problems, procedures etc.
- Participate in Flight Operation Post holder meetings on a regular basis in
cooperation with Post holder Crew Training and Post holder Flight Operations
- Maintain communication between Cabin Crew and Flight Crew in liaison with
Head of Flight Operations
- Maintain regular meetings between Cabin Crew Regional Managers, Cabin
Crew Training Manager, Cabin Crew Service Manager and Manager Safety and
Compliance Cabin Oprations to update and review safety and training in Cabin
Operations Department
- Cooperate with OCC and Operations Planning Department for rostering
(rostering system, publish date, changes, sufficient number of Cabin Crew,
standby, HP system)
- Cooperate with HR department regarding employment and corporate policy
establishment and implementation
- Cooperate with Marketing Department about branding on board
(announcements consistent with company policies and operations etc.)
- Manage ongoing Crew performance and motivation
- Be familiar with those parts of the company’s operations manuals, air operator
certificates and operations specifications as they are necessary for the
performance of the assigned duties
- Liaise with Head of Crew Training on all training procedures and policies in
relation to Cabin Operation and oversight of Cabin Crew training
- Supervise issuing of new Crew Orders and Crew Info to the CC, as required
- Assure a current and approved Cabin Attendant Manual is at the dedicated
place, available for all Cabin Crew during performing duty as a Crew Member
- Actioning and distribution of accident, incident, and other occurrence reports
- Assure a current and approved Cabin Attendant training program
- Assume any responsibilities delegated by the Chief Flight Operations Officer
(CFOO)
- Act as liaison between Cabin Operations and other departments of the
organization
- Maintain, update and supervise all Cabin Operations Department related pages
of the company Intranet site in liaison with Cabin Crew Service Manager Wizz
Air Group
- In the absence of HCO, her duties within Cabin Operations Organization are
maintained by one of the following persons: Senior Manager Line-Operations,
Senior Manager Operations Design, Senior Manager Support and Development
according to the appointment for the relevant period.
AUTHORITIES OF THE FUNCTION

The Head of Cabin Operations Wizz Air Group has the authority to:
- Take all measures, within the company budget, to fulfil his responsibilities
Section 0 46
- Hire, reposition or discharge Cabin Attendants with the approval of the

Accountable Manager
- Maintain relations with the competent Authority regarding the standards of
Cabin Crew training
- Maintain relations with original equipment manufacturers and other external
entities relevant to Cabin Operations
0.5.2.4 Senior Manager Line Operations


(regulatory, type etc) communication
position

The Senior Manager Line Operations is responsible for oversight of direct operations matters
within the Cabin Operations Organization and reports directly to the Head of Cabin Operations
Wizz Air Group.

The Senior Manager Line Operations shall:
- Act as liaison between Cabin Crew Regional Managers and Head of Cabin
Operations
- Manage the Cabin Crew in clear, transparent manner (both structure and
process), in accordance with the company core values, build the team with
respect and integrity
- Coordinate activities with Manager Safety and Compliance Cabin Operations to
ensure that safety and compliance requirements are met
- Hold meetings on regular intervals with cabin crew regional managers on
operational matters
- Cooperate with OCC and OPS Planning departments on daily operation oversight
matters
- Cooperate with HR department on cabin crew performance related matters
- Ensure that customer service standards and requirement are met by cabin crew
in liaison with CC Senior Manager Operations Design
- Being familiar with operation manuals, process and specification of the
Operations organization which are required to fulfill the assigned duties
- Act as official deputy of Head of Cabin Operations when required
- Ensure that Cabin Operations - operational KPIs (on-time performance,
utilization, etc) are met
- Ensure the selection and assignment targets of required cabin crew FTE are met
in liaison with Recruitment Manager Cabin Operations
Section 0 47
- Ensure the sufficient number of qualified crew are available at all times according
to the operational requirement and in-line with demand
0.5.2.5 Senior Manager Operations Design

Not applicable yet.
0.5.2.6 Recruitment Manager


Knowledge Basic education / Degree Higher education
Experience Aviation / managerial / 5 years aviation working
position 2 year of Recruitment Senior
Cabin Attendant experience

The Cabin Operations Recruitment Manager is responsible for the external and internal
recruitment for Cabin Operations. She supervises the Regional Recruitment Senior Cabin
Attendants.

The Cabin Crew Regional Manager shall:
- calculate the demand for the external and internal recruitment needs
- organize and plan the recruitment events
- organize job advertisement campaigns, job fair participation
- monitor the recruitment statistics
- conduct job advert campaign, liaise in this regards with other departments
- represent cabin operations on advertisement campaigns
- participate on recruitment events
- monitor and update recruitment materials
- develop revisions of recruitment handouts
- monitor career pool
0.5.2.7 Senior Manager Support and Development


position
Section 0 48

Senior Manager Support and Development is responsible for leading, managing, providing
support and/or supervision of the cross functional projects on behalf of Cabin Operations
Department as well as for prototyping, research and development of new tools and new
processes as well as initiating the changes of the existing ones. Reports directly to Head of
Cabin Operations.

Senior Manager Support and Development shall:
- Taking lead in cross functional projects on behalf of Cabin Operations Department or
appointing and supervising any Cabin Ops Manager to take part in the project on behalf of
the Department.
- Provision of feedback, supervision and advise to any cross functional projects led by the
Cabin Ops Management team members
- Represent or supervise representation of Cabin Ops department in the works of Facilities
Group
- Cooperation with other Wizz Departments, especially: IT, Purchasing, Crew Training,
Airport Development and Marketing within the scope of the responsibilities
- Taking lead in new base opening projects in terms of establishing the facilities and
identifying external suppliers,
- Supervision and support of Regional Managers and Base Managers in the process of
opening new bases
- Search and supervision of the external providers for network – wide supply of goods
needed for normal functioning of the department
- Coordinate and provide support about facility related matters to other Cabin Ops
Management members (office moves, office expansions, office renovations, contract
negotiations etc.)
- Hold regular meetings with CC Regional Managers on ongoing facility issues,
- Hold regular meetings with CC Senior Line Ops and CC Senior Design Managers on ongoing
departmental projects,
- Hold regular meetings with Head of Cabin Ops and Chief Flight Operations Officer on
potential areas of development of the department, as well as setting the priorities in
development areas
- Gather feedback on processes from all Cabin Crew Members and monitor the efficiency of
currently existing processes
- Propose use of IT powered technologies in order to increase the efficiency and / or reduce
workload of the members of the department
- Together with Cabin Ops Design Manager and Cabin Crew Service Manager: recommend
desired solutions for development of new on-board products and services
- Initiate and lead prototyping, research and development of the new tools, products,
services and processes in liaison with relevant internal and external parties,
- Represent Cabin Ops Management on the crew meetings when required
- Regularly report progress of ongoing projects to Head of Cabin Ops
- Taking lead in special tasks / projects which are not matching the description of any other
function of the Department
- Provide support to other members of Cabin Ops Management in fulfilling their duties
- Initiate and propose changes in Cabin Attendant Manual and other internal documents
within the scope of the responsibilities and in cooperation with Policy and Standards
Manager
- Issue General Crew Orders and Crew Infos
Section 0 49
- Provide budget inputs within the scope of his responsibility

- Support the internal and external recruitments by participation in the events when
requested, as well as deliver feedback and propose changes to the process
- Act as deputy of Head of Cabin Operations when required
0.5.2.8 Policy and Standards Manager

Knowledge Basic education / Degree Higher education
Experience Aviation / managerial / 48 months experience within Wizz
position Air
Previous experience is advantage

Policy and Standards Manager Cabin Operations is responsible for defintion and alignment of
operational processes and procedures within Cabin Operations Organization. The Policy and
Standards Manager is reporting to the Cabin Operations Manager Operations Design.

The Policy and Standards Manager shall:
- Monitor the departmental and cross departmental policies and procedures to ensure the
full alignment of those as required and facilitate implementation;
- Ensure that all relevant technical information is assessed, reviewed and where
appropriate, action is taken to inform crews and procedures updated accordingly in
liaison with Technical SCA;
- Ensure that all relevant safety information is assessed and reviewed in coordination with
the Manager Safety and Compliance Cabin Operations and where appropriate proposes
operational policy and procedure changes;
- Ensure that all relevant Sales and Customer Service information is assessed and
reviewed with the Cabin Crew Service Manager and where appropriate proposes
operational policy and procedure changes;
- Attend the monthly Safety Action Group (SAG) and be familiar with SAMS.
- Oversee content and amendment of Cabin Attendant Manual as well as other
departmental manuals when required to ensure alignment and consistency
- Propose changes to procedures to mitigate any risks on safety or on observed customer
service related trends
- Liaise with Crew Training Deprtment concerning training policy and procedures to ensure
cross-functional methodology alignment
0.5.2.9 Cabin Crew Regional Manager (CCRM)

Section 0 50


position

The Cabin Crew Regional Manager is responsible for Cabin Crew of WAH AOC bases according
to her assigned region and reports to the Head of Cabin Operations Wizz Air Group.
Cabin Crew Regional Manager North: Poland, Latvia, Lithuania
Cabin Crew Regional Manager South: Hungary, Bosnia and Herzegovina, Serbia, Bulgaria,
Slovakia, Czech Republic
Cabin Crew Regional Manager East: Romania, Bulgaria, Ukraine

The Cabin Crew Regional Manager shall:
- Act as liaison between HCO Wizz Air Group and WAH Base Managers
- Manage the WAH Base Managers in a clear, transparent way regarding the
structure and processes with equal task distribution and responsibility per
base, build team with respect and integrity
- Keep regular conference call, meeting and cascade communication with team
and bases, monitoring performance and motivation
- Maintain the recruitment according company’s plan for A/C allocation, control
the fluctuation and demand in the bases, including right number of Base
Managers, Instructors, Line Trainers, Senior Cabin Attendants, Cabin
Attendants with approval of Head of Cabin Operations WIZZ Air Group
- Monitor the performance of Base Managers regarding level of the standard in
the bases and ensure Crew’s service according internal procedures and safety
- Cooperate with Operations Planning and OCC regarding Crew roster, holiday,
duty and rest time management on monthly basis
- Monitor and correct daily operation regarding Key Performance Indicators [KPI
(punctuality, level of sickness, discipline etc.)], monitor the weekly trends of
demand, KPI and report to HCO Wizz Air Group
- Cooperate with CC Training Manager concerning Crew training and training
records concerning WAH bases
- Cooperate with HR with any Crew related issues e.g. holidays, disciplinary
cases, contracts, promotions, terminations etc.
- Define the standard procedures for Cabin Crew by issuing Crew Order, Crew
Info,
- Cooperate in opening new bases, support and supervise establishment of new
office in new WAH bases in cooperation with Facility Managers
Section 0 51
- Implement new, improved solution, which can support logistic and

organization in the bases
- Be responsible for opening new bases, support and supervise establishing new
office in new WAH bases
- Cooperate with Service Manager regarding sales and service related issues
concerning WAH bases
- Act as an official deputy of Head of Cabin Operations Wizz Air Group, when
required
- Ensure guidance and supervision to newly appointed CC Base Managers
- In the absence of a CCRM, her duties within Cabin Operations Organization are
maintained by another CCRM
0.5.2.10 Cabin Crew Training Manager (CCTM)
FOR DETAILS REFER TO OM D 1.3.4.1
0.5.2.11 Cabin Crew Service Manager (CCSM)


position

The Cabin Crew Service Manager reports to the Head of Cabin Operations Wizz Air Group.

The Cabin Crew Service Manager is responsible for the following:
- To maintain the culture of excellent Customer Service and onboard sales
attitude among Crew
- To act as described in CAM for SCA during flight duty
- To create, improve and monitor procedures concerning Customer Service and
sales on board in cooperation with the Cabin Crew Training Manager
- To create service/catering procedures and manuals in cooperation with Cabin
Crew Training Manager, issue Crew Info and Crew Orders
- To create and update On Board Announcements for all the bases in cooperation
with Cabin Crew Base Managers
- To monitor and communicate sales results in all bases, distribute awards
- To ensure that sales-related KPIs of Cabin Operations are met in liaison with
Head of Cabin Operations Wizz Air Group
Section 0 52
- To plan and organize sales trainings accordingly to the needs in all bases
- To create new and update all existing onboard forms according to standards
and regulations
- To maintain, update and supervise all Cabin Operations Department related
pages of the company Intranet site in liaison with Head of Cabin Operations
Wizz Air Group
- To cooperate with the internal Purchasing Department and external companies
in terms of onboard accessories; to be responsible for branding related issues
in the aspect of design of Cabin Crew uniform in cooperation with Marketing
Department
- To cooperate with Ground Handling Department and external ground
maintenance in terms of A/C cleaning and loading accessories on board the
A/C
- To cooperate with catering supplier and Commercial Department in terms of
on board sales with the specification to variety of goods, special offers, tools
necessary for selling purpose
- To follow up and maintain the contracting issues with the external suppliers of
uniforms and Onboard catering
- To cooperate and monitor, together with Cabin Crew Base Managers, the Crew
meal variety and delivery at all bases
- To conduct flight/grooming/briefing checks
- To cooperate with Cabin Crew Regional Managers, Cabin Crew Training
Manager and Manager Safety and Compliance regarding sales and services
related issues
0.5.2.12 Manager Safety and Compliance Cabin Operations

For details refer to OMM 3.5.17
0.5.2.13 Cabin Crew Base Manager

position

The Cabin Crew Base Manager reports to Cabin Crew Regional Manager.

The Cabin Crew Base Manager is responsible for the following:
Section 0 53
- To manage Cabin Crew on her base on behalf of the HCO

- To supervise and give leadership to all Cabin Crew Members, both on and off
duty, whilst maintaining good moral standards, social standards and high
standard of discipline and conduct
- To monitor day to day running of operations, liaising with Cabin Crew
Instructors/Line Trainers and their departmental superiors to foresee and
eliminate any problems
- To act as a liaison between Head of Cabin Operations Wizz Air Group and Cabin
Crew Members
- To act as described in CAM for SCA during flight duties
- To lead and direct Cabin Crew in personal development, conduct performace
assessment and prepare periodical reports
- To approve and/or monitor non-flight related Cabin Crew roster related items
- To prepare pre-flight schedule for CC according to required flight checks,
briefing checks, grooming checks
- To ensure compliance of CC with standards and expected performance level
- To consider and undertake necessary actions according to the reports received
from the Cabin Crew
- In conjunction with Cabin Crew Instructors/Line Trainers to be responsible for
issues relating to company policies and procedures and Cabin Crew proficiency
checks, including monitoring of proper execution of Standard Operating
Procedures
- To ensure the required standard of safety and customer service by the Cabin
Attendants
- To manage ongoing Crew performance, motivation
- Liaising with Base Captain where appropriate
- In conjunction with Cabin Crew Regional Managers to prepare the proposals
for Crew Order/Crew Info
- To conduct checks on Cabin Crew performance both during ground and flight
duties according to company procedures in order to control the level of service
and safety on board
- To do a consistent application of corporate policies which are established
together with HR:
o To assure the maintenance of performance management program in
conjunction with Cabin Crew Regional Manager and HR
o To manage certain Cabin Crew requests related to HR administration
o To support in updating documents, company ID Cards, contract
distribution, daily allowance etc
o In cooperation with HR to manage daily Cabin Crew related matters
o To collect and verify the accuracy of the documents in the process of
hiring Cabin Crew
o To update personal files of cabin Crew members in the base, in
accordance with training and HR requirements
- To control number of Cabin Crew in the base, Cabin Crew fluctuation and report
it to Head of Cabin Operations in weekly reports
- To supervise uniform provision for Cabin Crew in the base
- To nominate and communicate her deputy and period of absence to all Cabin
Crew Members of the concerned base(s), when the absence is longer than 4
calendar days
Section 0 54
- To act as a deputy of another Base Manager, when nominated

- To have a valid Cabin Crew Attestation and to be qualified to operate as a Crew
Member
- To lead and manage individual projects within Cabin Operations Department
0.5.2.14 Sales Experts’ Coordinator


position
For details refer to Cabin Attendant Service Manual
0.5.2.15 Cabin Crew Standardization Instructor (CCSI)

For details refer to OM D 1.3.3.2
0.5.2.16 Cabin Crew Instructor (INS)

0.5.2.17 Cabin Crew CRM Instructor (CRM INS)

For details refer to OM A 1.3.16
0.5.2.18 Cabin Crew Line Trainer (CCLT)

0.5.2.19 Cabin Crew Training Assistant

For details refer to Cabin Crew Training Administration Manual
0.5.2.20 Training Center Coordinator

For details refer to Crew Training Administration Manual
0.5.2.21 Regional Safety Senior Cabin Attendant (SSCA)

0.5.2.22 Compliance Senior Cabin Attendant (CSCA)

Section 0 55
0.5.2.23 Compliance Monitoring Auditor

0.5.2.24 Regional Recruitment Senior Cabin Attendant


Experience Aviation / managerial / 3 years aviation working
position 1 year of Senior Cabin Attendant
experience

Regional Recruitment Senior Cabin Attendant reports to Cabin Operations Recruitment Manager
whenever performing recruitment-related duties. During line flying - as member of an active
crew – she shall act in line with duties and responsibilities described in the approved Operations
Manual.

- To manage recruitment e-mail boxes / Taleo system
- To create and maintain the database of the CVs of pre - selected candidates
- To monitor initial, online, pre-selection of candidates keeping high moral and
professional standards, in accordance with company policies especially Conflict of
Interest Policy and Anticorruption Policy and respecting the privacy rights of the
candidates
- To inform successful candidates about further steps in their initial phase of the
employment travels and participates in recruitment events
0.5.2.25 Technical Senior Cabin Attendant (TSCA)

PERSONAL EXPERIENCE

position
Section 0 56

Technical Senior Cabin Attendant reports directly to the Head of Cabin Operations Wizz Air
Group, but has the right to approach the WIZZ Maintenance department directly without
maintaining the official chain of command in all technical matters if he/she deems it necessary.
In his/her absence, the Deputy Technical Senior Cabin Attendant will deputize unless an
alternative specific nomination is made.

- To oversee technical issues within the company regarding Cabin Operations
and liaise with Airbus wherever necessary
- To cooperate in the development of other flight documentation on the Head of
Cabin Operations Wizz Air Group or Cabin Crew Training Manager's request
- To answer the questions regarding technical aspects of operations
- To give operational-technical advice to other departments within Wizz Air in
regards of cabin operation in liaison with HCO WAG/CCTM
- To review the contents and to give Cabin Crew a regular update on the
important changes of the Airbus Operations Manuals in liaison with the CCTM
- To communicate supplementary technical information with operational
relevance
- To coordinate with CCTM in regards of the training materials updates
- To perform various aircraft delivery tasks and company A/C interior checks
and to prepare documentation regarding cabin interior and emergency
equipment configuration
- To coordinate and to communicate between Wizz Air Cabin Operations and
Engineering Departments
- To research and involve Flight Operations/Cabin Operations Department in the
introduction of emerging technology that provides safety, operational and cost
benefits to Wizz Air
- To liaise with Wizz Air Engineering in the specification of Aircraft interior and
systems
- To provide support for incident and accident investigations
- To provide support, guidance and supervision to the Cabin Crew Technical
Team Observers

- Provide recommendations to the HCO WAG regarding type-related technical
matters
- Provide recommendations to Cabin Crew Training Manager and Manager Safety
and Compliance with respect of training and/or flight safety related technical
matters
- Maintain relations with original equipment manufacturers relevant to Cabin
Operations
0.5.2.26 Deputy Technical Senior Cabin Attendant

Section 0 57

Experience Aviation / managerial / 1 year aviation experience
position

The Deputy Technical Senior Cabin Attendant reports to the Technical Senior Cabin Attendant.
In her absence, another Deputy Technical Senior Cabin Attendant will deputize unless an
alternative specific nomination is made.
Responsibilities of the function
- To cooperate in the development of other flight documentation on the
Technical Senior Cabin Attendant’s request
- To answer the questions regarding technical aspects of operations
- To answer and maintain technical-related crew report forms
- To give operational-technical advice to other departments within Wizz Air in
regards of cabin operation in liaison with Technical Senior Cabin Attendant
- To coordinate with Technical Senior Cabin Attendant in regards of the training
materials updates
- To perform various aircraft delivery tasks and company A/C interior checks
and to prepare documentation regarding cabin interior and emergency
equipment configuration
- To coordinate and to communicate between Wizz Air Cabin Operations and
Engineering Departments
- To research and involve Flight Operations/Cabin Operations Department in the
introduction of emerging technology that provides safety, operational and cost
benefits to Wizz Air in liaison with Technical Senior Cabin Attendant
- To liaise with Wizz Air Engineering in the specification of Aircraft interior and
systems
- To provide support for incident and accident investigations
- To provide support, guidance and supervision to the Cabin Crew Technical
Team Observers
0.5.2.27 Security Auditor

For details refer to Security Program.
0.5.3 Responsibilities and Authorities of Crew Members

General responsibilities of Cabin Crew Members
Cabin Crew Members are responsible for the proper execution of their duties that are related to
the safety of the aeroplane and its occupants as described in this manual including On-board
sales activities, which is specified in the Cabin Crew Service Manual.
Section 0 58
It is Cabin Crew responsibility:

- To maintain familiarity with the relevant national and international air
legislation and agreed aviation practices and procedures
- To maintain familiarity with those parts of the company’s operations manuals
and operations specifications which are necessary for the performance of their
assigned duties
- To direct the attention of other Crew Members if observing deviation from the
standard procedures
- To comply with any customs, health or immigration regulation
- To maintain such a lifestyle that keeps Crew Member fit while performing her
duties
- To attend the General Briefing held by the Commander at the beginning of the
duty period
- To comply with the internal HR policies
- To ensure personal compliance with the Flight Time Limitations scheme
- To be reachable by mobile phone within 3 hours prior to scheduled reporting
time. They may be contacted via direct call or via SMS
- To report on duty 70 minutes (unless otherwise scheduled) prior to the
scheduled departure time in a healthy condition
- To follow the prescribed rest period, not being under influence of drugs or
alcohol
- To wear the company uniform in accordance with the Grooming Manual
- The fact of checking-in for duty is a confirmation by the Crew Member that she
is ready and fit for the intended duty
- The prevention from being fatigue is the responsibility of the Crew Member.
Being fatigue affects most aspects of a Crew Member’s ability to do her job. It
therefore has implications for safety
- To board the aircraft 45 minutes before STD for the first flight of the day, or
‘cold’ aircraft rotation, and to be ready at the appropriate apron stand or
terminal gate 35 minutes before STD, or notified revised departure time, for a
turnaround, or if reporting time is less than 70 minutes prior to STD
- To undergo an alcohol test if randomly selected
- To receive manuals of Wizz Air in electronic format
- To prepare for the execution of a flight
- To cooperate with contracted parties and services involved in the execution of
a flight
- To conduct On-board Sales activities as part of their Cabin Attendant duties
according to the service standards and sales procedures defined in Cabin
Attendant Service Manual / Cabin Attendant Manual and related company
policies
- On board sales performance is measured by average EURO sales per passenger
achieved by each Cabin Crew Member during a calendar month. Wizz Air sets
a Minimum Achievable Sales Target (MAST), which is 0,75 EURO per passenger
(For details refer to S://HR/Bulletin/HR policies/Sales on board)
- Cabin Crew Members performing On-board Sales below the expected level shall
face performance measure
- To maintain excellent customer service and sales attitude in order to achieve
the sales targets defined by superior management and relevant company
policies
Section 0 59
- To aim her actions and performance to secure and safe conduct of the
flight/ground duty
- To aim her actions and performance in accordance with the highest ethical
standards
- To avoid acting intentionally in a way that it will result in any sort of damage,
fine, penalty, financial loss etc. incurred by Wizz Air or any third party legally
connected to Wizz Air
- To wear the company ID card whilst on duty and not in the aircraft
- To keep service secrets
- To carry valid personal documents required on duty (for details refer to CAM
section 0.9.2)
- To be familiar with the content of the latest Crew Orders/Crew Info/company
information prior to every briefing, therefore, Crew Members have to check
their email prior to every flight duty.
- To check personal e-mail box at least every 72 hours is a must (except when
on holiday)
- To perform company correspondence in English language, as being the
Company common language
- To keep constantly updated the AIMS information related to personal data and
this shall include mandatory fields such as: address, mobile phone number,
next of kin, passport details 1 (and passport details 2 when applicable)
- To possess valid European Health Insurance Card
- To report any irregularities and deviations from the standard procedures
- Crew Members requiring the use of corrective lenses shall have a spare set of
corrective glasses/lenses readily available
- To report to Base Manager and Cabin Crew Training Manager with undue delay
in case they suspect that a colleague might be suffering from a physical/
mental illness that could endager the safe execution of the flights.
To be aware and comply with the requirements of limitations indicated on the medical reports
(if applicable):
o TML: requirement to undergo the next aero-medical examination
and/or assessment at an earlier date than required by MED.C.005(b)
(TML);
o SIC: requirement to undergo specific regular medical examination(s)
(SIC);
o CVL: requirement for visual correction, or by means of corrective lenses
only (CCL)
o special restriction as specified (SSL).
In addition to the above mentioned limitations the following limitation codes can be found on
valid medical reports issued in the previous year but which are not subject of recent regulation:
o VDL: correction for defective distant vision; requiring specific contact
lenses or spectacles to be worn and a spare set of spectacles to be
carried
o VNL: correction for defective near vision; spectacles should be readily
available and carry a spear set of spectacles. Contact lenses or full
frame spectacles, when either correct for near vision only, may not be
worn
o VML: correction for defective distant, intermediate and near vision; only
spectacles that correct for defective distant, intermediate and near
Section 0 60
vision shall be worn. Contact lenses or full frame spectacles, when

either correct for near vision only, may not be worn.Correction by
means of contact lenses only ()
0.5.4 Reporting procedures

General information
Any non-standard/unusual situation/occurrence experienced while on duty must be reported.
“Occurrence” means an operational interruption, defect, fault or other irregular circumstance
that has or may have influenced flight safety and that has not resulted in an accident or serious
incident.
Reports must be submitted right after the completion of duty but not later than 24 hours after
completion of the duty of the particular day.
There are several ways of reporting:
0.5.4.1 CRF (Crew Report Form)

Any non-standard /unusual situation/occurrence experienced while on duty must be reported
using CRF via WIZZ Port according to the matter of relevance.
It is possible to submit one report to several departments by selecting not only one field of
relevance at the same time.
Should the CRF system be inoperative, the report shall be sent via e-mail as follows:
- Safety-related matters must be reported to the responsible Regional Safety
SCA with copy to Base Manager and Manager Safety and Compliance Cabin
OPS
- Service, and Catering-related matters to CC Service Manager and Gate
Group with copy to Base Manager (e.g. missing crew meal, suspended hot
beverages service during light turbulence)
- Training-related matters to CC Training Manager with copy to Base Manager
- Technical-related matters to Technical SCA with copy to Base Manager, or
to the following e-mail address: [email protected]
- Ground Operations-related matters to the respective Ground
Operations Manager (or to Ground Operations Safety Manager) with a copy to
Base Manager
- Security-related matters to Security Auditor with a copy to Base Manager
Any other matters not related to the above listed area of competence must be reported to
Base Manager.
The written e-mail report shall contain the followings:

- Date
- Flight Number, Route
- Aircraft registration
- Crew
- Problem
- Actions Taken
- Summary/Personal account of the situation
- Barset number (in case of Service related issues)
Section 0 61
0.5.4.2 WICORP
- Reporting system maintained by Safety Organization with the aim of gathering
information about human factors which might influence flight safety
- Anonymity is ensured by the system, no record is kept about the identity of
the reporter
- Optional feature of the system is to submit personal details or opinion
regarding the reported case (in case the reporter wishes to receive feedback
from the Safety Department)
- Incidents that are considered to influence flight safety might be reported,
including but not limited to the followings:
o Crew activity
o Wizz Air Operations activities
o Other Organizations activities like Ground Handling, Medical Services or
Maintenance
o any practices that are considered to be unsafe
- The sysem is available at:
o https://webmail.wizzair.com/wicorp
o User name: flightsafety Password: NoName19 (case sensitive)
o normal personal company login username and password shall not be
used
0.5.4.3 Injury/Illness Form

Situations when Cabin Crew must fill the Injury/Illness Form are as listed below but not limited
to the following:
- all type of CC sickness, injury or incapacitation
- whenever passenger sickness/illness/injury/loss of consciousness occurs
- opening of FAK
- administration of Oxygen
- whenever a passenger is offloaded due to poor medical condition
- whenever PA for doctor is made or medical assistance is required before
departure / upon arrival
- Crew Members shall to mention in the CRF wether Injury/Illness report was filled
- Crew Members should take the personal data of the doctor in the Injury/Illness
report
- NOTE: Translated versions of INJURY/ILLNESS report can be found on
S://CabinCrew/Bulletin/On-Board forms translation/
- The filled On-board form after being returned to the office or briefing room
must be sent to the following address: [email protected] and then the
hard copy must be placed in the designated pigeonhole in the office.
- NOTE: It is not required any more to put duty manager on the copy of
the e-mail whenever submitting scanned onboard form to the relevant e-mail
address.
0.5.4.4 FDIR and Final Warning

Situations when Cabin Crew must fill out the FDIR and FW as listed below but not limited to the
followings:
Section 0 62
- Whenever dealing with an unruly passenger who shows PHYSICALLY ABUSIVE

BEHAVIOUR (i.e. level 2 threat) or more serious signs of threat
- Whenever passenger is not following Crew instructions
- Whenever passenger is verbally abusive towards Crew or other passengers
- In case passenger is disturbing
- In case of smokers (including e-cigarettes)
- Anytime a passenger is denied boarding/offloaded due to unruly behaviour
- Whenever police is involved
The report shall:
- be filled by SCA
- mark whether passenger obeyed the Crew’s requests/commands/instructions
- contain witness data whenever possible
- Captain must inform OCC as soon as possible of all disruptive events.
- SAMS report (submitted by Flight Crew) and CRF (FDIR) must be submitted
right after the completion of the duty CRF must also be sent to Security
Auditor.
- The hard copy of the form must be placed in the designated pigeonhole in the
office after it was scanned to “Flight Disturbance Incident Report”:
[email protected]
- FDIR must be filled in detail giving time, date, flight number, passenger details
and precise description of the alleged offence including whether a warning
notice had been issued to the passenger by ground staff.
- Under no circumstances it is allowed for Crew Members to give their full name
and any other personal data to passengers, especially when dealing with an
unruly passenger
- NOTE: Translated versions of FINAL WARNING can be found on
S://CabinCrew/Bulletin/On-Board forms translation/
- NOTE: It is not required any more to put duty manager on the copy of the e-
mail whenever submitting scanned onboard form to the relevant e-mail
address.
0.5.4.5 Lost / Damaged Property Form

Should any property of the passenger be found after disembarkation, or should it be damaged
for any reason, a Lost / Damaged Property Form shall be filled in by SCA or by any CA. The
form consists of 2 copies:
- WHITE: goes to the ramp agent with the item found,
- YELLOW: must be scanned and sent to [email protected]
All Cabin Crew Members shall always carry Lost/Damaged Property Forms in their crew bags
during their duty.
NOTE: It is not required any more to put duty manager on the copy of the e-mail whenever
submitting scanned onboard form to the relevant e-mail address.
0.5.4.6 Birth on Board Report
Birth on Board Report - available in the cockpit - shall be filled by the Commander of the flight
(refer to CAM Appendix 14).
NOTE: CRF must be submitted right after the completion of the duty.
Section 0 63
0.5.4.7 Death on Board Report

Death on Board report – available in the cockpit – shall be filled by the Commander of the flight.
For details refer to CAM Appendix 15
NOTE: CRF must be submitted right after the completion of the duty.
0.5.4.8 Disclaimer Form

In case the pregnant passenger forgot or lost her medical certificate, a “Disclaimer Form” must
be issued during check-in process by Ground Handling personnel. Cabin Crew on board may
also issue the document (in order to prevent any possible delay in departure) in case the Form
has not been issued by Ground Handling and is not readily available at the Ramp Agent. In such
case, after the flight Disclaimer Form shall be scanned and sent to the following address:
[email protected]. Hard copy must be placed in the designated pigeonhole in the
office.
For further details refer to CAM 1.6.8.9.
0.5.5 Monitoring of the schedule

Each Crew Member shall monitor the monthly schedule. It is delivered by e-mail to the personal
e-mail boxes 14 days prior to the end of the previous month.
It is the Crew Member’s responsibility to gather information of the actual schedule from the
Operations Control Centre.
She shall confirm the receipt of the information to the Duty Manager (Crew Dispatcher). These
responsibilities are normally completed through AIMS.
NOTE: Definitions used in the AIMS system are to be found on the individual roster of the Crew
Member.
0.5.6 Commander (CDR) responsibilities and authorities

The position in the organization, responsibilities and authorities of the function are defined in
OM Part A, Section 1, 1.4
0.5.7 First Officer (F/O) responsibilities and authorities

The position in the organization, responsibilities and authorities of the function are defined in
OM Part A, Section 1, 1.5.1.
0.5.8 (Acting) Senior Cabin Attendant ([A] SCA)

responsibilities and authorities
Section 0 64

Knowledge Basic education / Degree Secondary Education
Skills Language / computer Fluent English

Training Specialized trainings Valid CCA, medical report and
(regulatory, type etc) ATQ on Airbus
Experience Aviation / managerial / 1 year as cabin attendant
position
Other Age / minimum hours 500 hours minimum
PLACE IN THE ORGANIZATION

The SCA is responsible to the Commander for the conduct and coordination of cabin safety and
emergency procedure(s) specified in the Operations Manual and CAM, including for discontinuing
non safety-related duties for safety or security purposes. The SCA’s Departmental Superior to
whom she is responsible when not reporting directly to a Commander is her Cabin Crew
Managers.
General SCA responsibilities

SCA shall:
- Be responsible for cabin safety from the time the airplane is accepted for flight,
until the end of her duty
- Maintain familiarity with such provisions of Wizz Air OM and Cabin Attendant
Manual as necessary to fulfil her function
- Assist the Commander in the managing of safe and efficient conduct of the
flight by performing her duties and general responsibilities
- Coordinate and supervise all tasks of the Cabin Attendants that are related to
the flight
- Ensure a safe coordination and execution of flight as related to cabin affairs
- Avoid interfering with Cockpit Crew tasks and/or (inter) cockpit communication
- Give such an advice, information and assistance to the Commander as may
contribute favourably towards the safe and efficient conduct of flight
- Ensure at regular intervals not exceeding 30 minutes the physical well being
of the Cockpit Crew is at a proper standard (to be done by Interphone)
- Prevent unauthorized persons from entering the aircraft
- Inform the Commander of her whereabouts at outstation layovers when
leaving the assigned rest facility to ensure immediate accessibility
- Carry valid licenses whilst on flight duty or when required by the company (for
details refer to CAM 0.9.2)
- Carry a valid passport whilst on flight duty and when expecting to cross
international borders when on other company duties
- Be familiar with the content of any kind of communication distributed by all
Cabin Operations departments
- Upon discretionary decision of Wizz Air, SCA may be appointed to Cabin Crew
Line Trainer (CCLT) or Cabin Crew Instructor (INS) for an indefinite period of
time. In such a case the SCA would have the responsibilities set out in the job
description as well as responsibilities established in the job description of a
Cabin Crew Line Trainer or Cabin Crew Instructor. In case the performance is
not in line with Wizz Air standards, requirements and policies, the appointment
and/or promotion may be withdrawn at sole discretion of the company.
Section 0 65
Specific SCA responsibilities

SCA shall:
- Conduct safety briefing for Cabin Crew Members 70 minutes prior the
scheduled flight
- Check presence of documents of the Crew required for flight according to CAM
0.9.2
- Assess/interview concerning the health condition of the other Cabin
Attendants. When in doubt of any of the Cabin Crew Members’ fitness to fulfil
their duty, SCA is required to refuse the Crew Member and request
replacement Crew
- Report to the Commander 60 minutes prior to the scheduled departure time
- Act as the liaison between the other Cabin Attendants and the Commander
- Coordinate all tasks and duties of and give effective leadership to the Cabin
Attendants under her supervision; (including familiarization with the a/c for
observer Crew Members) Supervise and assist the Cabin Attendants in the
execution of their tasks
- Ensure any Cabin Attendant under her supervision is familiar with relevant
Hungarian and International air legislation and agreed aviation practices and
procedures as laid down in the OM and the Cabin Attendant Manual
- Inform the Commander as requested, concerning duties in relation to the
passengers, cargo, or cabin (emergency) equipment during the flight
- Supervise the preparation and checking of the passenger cabin before a flight
by the Cabin Attendants in relation to:
o Presence and functionality of emergency equipment
o Absence of any foreign object
o Functionality of passenger amenities
o Presence of catering as per flight instructions
- Inform the Commander when checks are completed, report discrepancies (if
any), and confirm that cabin is prepared for boarding
- Inform the Commander of any PRMs and any associated requirements (e.g.
wheelchair assistance)
- Volunteer such advice, information and assistance to the Commander that may
contribute favourably towards the safe and efficient conduct of the flight
- Make best efforts to ensure that passengers are seated equally throughout the
cabin and report uneven seating pattern (e.g. majority of passengers in the
front half of the cabin) to the Commander
- Seek and receive such information and/or explanation from the Commander,
as may be necessary to enable herself and C/As to fulfil their functions
- Maintain a high personal standard of discipline, conduct and appearance as a
representative of Wizz Air; and thereby support the Commander, by active
example, in the development and maintenance of a high standard of
professional expertise and morale amongst the Crew
- Command all Cabin Attendants and passengers on the Commander’s behalf
during emergency situations
- Notify other Crew Members if observing deviation from standard operating
procedures
- Carry the necessary On-board Forms while on duty (Lost/Damaged Property
Form, Injury/Illness Report, Flight Disturbance Incident Report, Final Warning,
Section 0 66
Disclaimer Form – refer to CAM Appendix 3, Appendix 6, Appendix 4, and

Appendix 5 and Appendix 15)
- Must carry the updated announcement booklet, while on duty
- Must send the written report, after accomplishment of the duty, (within
specified time period-refer to reporting procedures CAM 0.5.4) to the relevant
Regional Safety SCA and CCBM in case the On board form(s) where filled while
on duty (Injury/Illness Report, Flight Disturbance Incident Report, Final
Warning) with the exception to Lost/Damaged Property Form, and in case any
occurrences appearing while on duty
- Be ready to open a work order to create direct entries in the Work Order (WO)
booklet in the Aircraft Technical Log. Authority is limited to cabin technical
discrepancies related entries; before opening Work Order, Senior Cabin
Attendant shall check if the item is not listed in Deferred Defect (Hold Item
List; DD-HIL), also in ATL
0.5.9 (Junior) Cabin Attendant (J)CA

Knowledge Basic education / Degree Secondary Education
Skills Language / computer Fluent English

Training Specialized trainings n/a
(regulatory, type etc)
Experience Aviation / managerial / n/a
position
Other Age / minimum hours 18 years
PLACE IN THE ORGANISATION

- C/A is responsible to the SCA or, in absence thereof to the Commander
- She shall assist the Commander in the managing of safe and efficient conduct of
the flight by performing her general responsibilities
- The C/A’s Departmental Superior, to whom she is responsible when not reporting
directly to a SCA or to the Commander, is her Cabin Crew Base Manager
- Should SCA become incapacitated during flight, then one of the C/As will assume
her tasks and responsibilities
General C/A responsibilities

C/A shall:
- Maintain familiarity with such provisions of Wizz Air OM and Cabin Attendant
Manual as necessary to fulfil her function
- Ensure safe execution of the flight as related to cabin affairs
- Comply with rest time requirements
- Be fit to fly. It is the responsibility of (J)CA to inform SCA at the earliest
opportunity whenever feeling unfit to fly in order to avoid crew sickness or
incapacitation
- Avoid interfering with cockpit Crew tasks and/or cockpit communication
- Assist the Commander in maintaining a proper standard of Crew discipline,
conduct and personal appearance
Section 0 67
- Ensure at regular intervals (in principle not exceeding 30 minutes) the physical
well being of the cockpit Crew is at a proper standard (to be done by Interphone,
in case the SCA is incapacitated)
- Inform the Commander of her whereabouts at outstation layovers when leaving
the assigned rest facility to ensure immediate accessibility
- Notify other Crew Members if observing deviation from standard operating
procedures
- carry valid licenses and documents whilst on flight duty or when required by the
company (refer to CAM 0.9.2)
- carry a valid passport whilst on flight duty and when expecting to cross
international borders when on other company duties
- Be familiar with the content of any kind of communication distributed by all
Cabin Operations departments
Upon discretionary decision of Wizz Air, C/A may be appointed to Senior Cabin Attendant
(SCA) for either definite or indefinite period of time. In such a case the CA would have
the responsibilities set out in the job description as well as responsibilities established in
the job description of a (Acting) Senior Cabin Attendant ([A] SCA). In case the
performance is not in line with Wizz Air standards, requirements and policies, the
appointment and/or promotion may be withdrawn at sole discretion of the company.
Specific C/A responsibilities

C/A shall:
- Prepare and check the passenger cabin before a flight in relation to:
o Presence and functionality of emergency equipment
o Absence of any foreign object
o Functionality of passenger amenities
o Presence of catering as per flight instructions
- Volunteer such advice, information and assistance to the SCA and/or the
Commander, as may contribute favourably towards the safe and efficient
conduct of the flight
- Seek and receive such information and/or explanation from the SCA and/or
the Commander, as may be necessary to enable her and other C/A’s to fulfil
their functions
- Maintain a high personal standard of discipline, conduct and appearance as a
representative of Wizz Air and thereby support the Commander, by active
example, in the development and maintenance of a high standard of
professional expertise and morale amongst the Crew
- Command all passengers on the Commander’s behalf during emergency
situations, when instructed so by the SCA
0.6 Crew incapacitation

Incapacitation is defined as any condition affecting the physical or mental health of a Crew
Member during the performance of her duty, which renders her incapable of proper performing
of those duties.
Incapacitation of a Crew Member can have many forms, ranging from partial loss of mental or
physical capabilities to sudden death. Since it is impossible to cover all variables surrounding
the incapacitation of a Crew Member, the following must be regarded as a guideline:
Section 0 68
- Request assistance from any medically qualified passenger, without granting

an access to the cockpit
- Make use of any suitable qualified extra Crew on board
- Under certain circumstances an early landing may be necessary
- After landing when engines have been shut-down, Flight Crew will cycle the
‘SEAT BELT’ sign OFF/ON
- SCA will order all doors disarmed and passengers to remain on board and
seated while Emergency Medical personnel removes the incapacitated Crew
Member.
- NOTE: The same procedure is to be applied in case of passenger medical case
whenever ambulance is called upon arrival.
0.6.1 Flight Crew incapacitation

When the Commander becomes incapacitated, the succession of command will take place in the
following order:
- By default, the first officer or senior first officer becomes the commander of
the flight
- If another Wizz Air pilot qualified as a captain is on board and fit to fly and
ready to take over responsibility of the flight he will become the commander
of the flight
- In case of Flight Crew incapacitation pilots will use the “CABIN CREW TO THE
COCKPIT” command when requiring Cabin Crew assistance.
- NOTE: the same command is used after decompression, when it is safe to
remove the masks
ACTION FOLLOWING RECOGNITION

- Care for the incapacitated Crew Member by asking the assistance of other
Crew Member
- Restrain incapacitated Crew Member so that cannot interfere with
essential controls or switches: Fasten seat belt and shoulder harness with arms
secured under harness, lock the shoulder harness, move the seat completely
backwards, move legs away from pedals, recline the seatback
- Administer oxygen at 100% (from Quick Donning Mask)
- Revise crew duties and where travelling Wizz Air Crew is available she should
be asked to assist according to his/her qualifications
- For security reasons, no access to cockpit should be considered for passengers
holding or pretending to hold a pilot license, including in case of pilot
incapacitation. Incapacitation may have been caused on purpose, in order to
access the cockpit and take control of the aircraft
- Removal of the incapacitated Crew Member from the flight deck area is rarely
practical but can be considered if the process will not endanger safe operation of
the aircraft
- In case of suspected food poisoning, ALL Crew Members must obtain medical
clearance before their next flight
Establishing communication in case of both pilots are incapacitated:

- Locate the radio panel on the right side of the pedestal
Section 0 69
- Select VHF 2 transmit button on the panel. Press the button once, the green light
illuminates
- Adjust the volume and check frequency (121.5)
- Adjust the volume on F/O loud speaker
- Use the microphone located behind the side stick by pushing the black button
- Call ATC ex. “MAYDAY MAYDAY MAYDAY WIZZ AIR from “X” to “Y” we have all
pilots incapacitated, we require urgent assistance.”
- When the communication is established and the aircraft is on the safe path call
for help and instruct the helper to assist the incapacitated pilots but first focus
on the communication
Speaker
Radio on
Pedestal
0.6.2 Cabin Crew incapacitation

If unforeseen circumstances occur and one of the Cabin Crew is not able to continue her duties,
the series of flights may continue under following conditions:
Cabin Crew incapacitation out of home Base

In case of unforeseen circumstances occur out of a Crew base:
- The maximum number of sectors with reduced number of Cabin Crew is limited
to 2 sectors
- The number of passengers carried is 150 on A320 and 200 on A321
- If the nominated SCA becomes incapacitated during the flight duty, the SCA
will be replaced by another qualified SCA from the Crew
- If there is no other qualified SCA on the particular flight, the most experienced
CA will take over the role of SCA until after landing
- In exceptional circumstances, a CA may assume the responsibility of the SCA
for the maximum of 2 flight sectors if she has minimum 1500 flight hours
experience with Wizz Air. Prior to this taking place an approval must be
obtained from Head of Flight Operations and Head of Cabin Operations
Section 0 70
- The Commander must be informed (in such circumstances the Commander

shall fill a SAMS report)
- The Commander and the acting SCA must review if changes in safety and
equipment procedures are necessary
- Note: A pilot current qualified and current on type may undertake the duties
of a Cabin Attendant which are relating to safety. This only applied as far as
he meets all the flight and rest time limitations. In this role he is under the
supervision of the SCA
The change of command shall be reported both to the Commander and to the Operations Control
Center and shall be recorded on the Journey Log.
In case of injury during duty or any other sickness ending in crew incapacitation, the Cabin Crew
Member, who is concerned, must undergo medical check in official Aviation Medical Institution
before returning to flight duties.
In case of any kind of sickness which ended up in Cabin Crew incapacitation (incapacitation
means: Crew Member cannot perform procedures in case of emergency), the Cabin
Crew Member, who is concerned must undergo medical check in the official Aviation Medical
Institution before returning to flight duty.
In other types of sickness’ except above mentioned, during duty, including those with Crew
replacement by SBY Crew, the sick Cabin Attendant must immediately proceed to family
doctor/hospital/medical point at the airport (depends on the week day and daytime) to receive
certificate/note that she has health problem and cannot perform duty. When the Crew Member
is ready to return to flight duties she should obtain written confirmation from the doctor that
she is fit to fly.
Cabin Crew incapacitation at home Base
If Cabin Crew incapacitation appears at home base, replacement Crew Cabin Crew must be
assigned.
For the details of conducting activities on ground with reduced number of Cabin Crew refer to
CAM section 0.8.1.2.
Cabin Crew procedures
- A320
o The Incapacitated/Injured Cabin Crew must be seated in a passenger
seat, except for ABP related seats
o ABP must be appointed and instructed for the operation of the 1R Door,
but must remain seated in the ABP related passenger seat in normal
operation
o In case of cabin preparation for an emergency landing, the appointed ABP
must be seated on the Crew seat of the Incapacitated/Injured Cabin Crew
Member; consequently, another ABP shall be selected and briefed for the
respective ABP seat
o Injury/Illness Report must be filled (for reference see CAM 12.6.)
- Injury/Illness Report and CRF must be sent to Safety Senior Cabin Attendant and
respective Cabin Crew Base Manager after completion of the duty
- During emergency or if a Cabin Crew Member becomes incapacitated, the order
of command shall be the following:
o Other qualified Senior Cabin Attendant on duty
o Other Cabin Attendant on duty
o Junior Cabin Attendant on duty
Section 0 71
- A321
o The Incapacitated/Injured Cabin Crew must be seated in a passenger

seat, except for ABP related seats
o The jump seat which will remain unoccupied (except C/A 3A) is C/A 2
o ABP must be appointed and instructed for the operation of the 1R Door,
but must remain seated in the ABP related passenger seat in normal
operation
o In case of cabin preparation for an emergency landing, the appointed ABP
must be seated on C/A2 crew jump seat; consequently, another ABP shall
be selected and briefed for the respective ABP seat (1 D)
The Injury/Illness Report must be filled out (for reference see CAM 12.6.); after the completion
of the duty, CRF must be sent to the safety department.
During emergency, or if a Cabin Crew Member becomes incapacitated, the chain of command
shall be the following:
- Other qualified Senior Cabin Attendant on duty
- Other Cabin Attendant on duty
- Junior Cabin Attendant on duty
In case of repetitive cabin crew sickness (or incapacitation) base manager in cooperation with
the training assistant is responsible for coordinating the process of sending the crew to
additional aero-medical assessment.
0.6.3 Cabin Crew Injury

In case of any crew injury during duty, the Cabin Crew Member, who is concerned, must
undergo medical check in official Aviation Medical Institution before returning to flight
duties.
The Injury/Illness Report must be filled out (for reference see CAM 12.6.) and after the
completion of the duty, CRF must be sent to the safety department.
0.7 Training
0.7.1 General
Each Cabin Crew Member must participate and successfully complete/pass training, checking
and examination as scheduled or instructed by its authorized training and checking personnel
in accordance with the relevant EASA regulation requirements. All Cabin Crew Members joining
Wizz Air shall follow an appropriate Wizz Air training program as specified in OM Part D and
Cabin Crew Qualification Manual (if relevant). The successful participation in all training and
checking sessions shall be documented and the training documents should be filed at the Cabin
Operations Department/company drive or operational bases (see relevant Documents Storage
guidance in Operations Manual part D).
Each Cabin Crew Member on flight duty must have with her a valid Cabin Crew Attestation, Type
Qualification and a valid Proficiency Certificate during the whole flight duty. For documentation
to be carried, refer to CAM 0.9.2.
Section 0 72
It is the responsibility of each Cabin Crew Member to check that her certificate is valid with the
needed qualification and must report to her direct superior in case any discrepancy occurs prior
to reporting for duty.
All Cabin Crew Members are obliged to check in AIMS the e-Crew schedule (personal roster,
training field) before each day of ground duty to get all the necessary information about the
planned training (e.g. location, date, hour, name of the trainer).
0.7.2 Initial Cabin Crew Training

Initial training is frequently combined with Conversion and Differences training and is organized
by Wizz Air for all new candidates who wish to become Crew Members for Wizz Air. Initial
training (see Cabin Crew Qualification Manual) is organized with a purpose of obtaining the
Cabin Crew Attestation. To obtain Cabin Crew Attestation each candidate shall undergo the full
Initial training and pass the required examination. The Cabin Crew Attestation is a formal
document issued in accordance with the EASA Aircrew regulations which gives the rights to the
Cabin Crew Members to act as a Cabin Crew onboard the aircraft (under certain conditions and
additional qualifications) and is recognized by all the EU member states. The required subjects
of Initial Training are listed in Cabin Crew Qualification Manual. Should a Crew Member fail the
examination, one more exam at the Authority can be granted by Wizz Air. Should the second
exam is failed, the candidate will be excluded from the licensing process. Wizz Air Initial Training
related duties are executed on behalf of Hungarian Civil Aviation Authority and the whole formal
process of this training and examination is written in Cabin Crew Qualification Manual and is
approved officially by the Authority.
0.7.3 Type operator’s Conversion and Differences Training

Each Crew Member has to complete appropriate training as specified in the Operations Manual
before undertaking assigned duties as follows:
- Conversion Training: Conversion training must be completed before being:
o First assigned by Wizz Air to operate as a Cabin Crew Member or
o Assigned to operate another aeroplane type
- Differences Training: Differences training must be completed before operating:
o On a variant of an aeroplane type currently operated or
o With different safety equipment, safety equipment location, or normal
and emergency procedures on currently operated aeroplane types or
variants
Wizz Air determines the contents of the type conversion and differences training taking account
of the Cabin Crew Members previous training as recorded in the Cabin Crew Members training
records.
The combination of training modules connected to type, conversion and differences training,
include the use of all safety equipment and all normal and emergency procedures applicable to
the type or variant of aeroplane and involves training and practice on either a representative
training device or on the actual aeroplane.
Wizz Air organizes the following combinations of type, conversion, differences related training:
- Basic Training (the combination of Initial Training and Type related, Conversion
and Differences training) – for all trainees without any previous Cabin Crew
experience or those whose previous Cabin crew experience has not been
recognized by the Authority;
- Separate Type related, Conversion and Differences training course – for trainees
who:
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o already possess and are able to present the valid EASA Aircrew compliant
Cabin Crew Attestation but are new to the company and
o for all Cabin Crew Members who are to be trained on new type
- Differences Training – for all the Cabin Crew members who are to be trained on
new variant of the currently operated type. The content of the training is to be
determined based on the EASA specifications for the new variant comparison
against the base aircraft.
For full description of all Type related, Conversion and Differences training specifications, refer
to Operations Manual part D.
0.7.4 Recurrent Training and checking

To ensure the proficiency of every Crew Member, she has to undergo every year a recurrent
training with a check. For details of the required recurrent training and checking (if relevant) of
Cabin Crew Members, refer to Operations Manual Part D 2.2.6, Training syllabi and checking.
Recurrent training covers the actions assigned to each Cabin Crew Member in normal and
emergency procedures and drills relevant to the aeroplane on which she operates.
Wizz Air typically separates all different subjects of the recurrent training program and organizes
them in several training courses including:
a) Aircraft type specific elements (part organized as practical hands on training on board
the aircraft as part of annual flight check session – training and checking)
b) Operator specific elements, including the Crew responsibilities and choreography during
normal and non-standard operations; organized as annual recurrent classroom training
and checking
c) Winter operations training – organized as CBT eTraining and eChecking on ScandLearn
platform
d) Review of the company and world aviation’s annual accidents/incidents/occurrences and
the review of company’s compliance and flight safety systems and reporting systems –
as part of compliance and flight safety training
e) Operator and type specific crew resource management aspects
f) Annual review of medical and first aid related aspects
g) Review of aviation security related procedures and responsibilities of Crew members;
h) Triennial practical emergency training that include emergency scenarios and evacuations
aspects trained and examined as hands-on session in the mock-up, firefighting practical
session and ditching practical training
Should the Crew Member fail the examination at the end of a recurrent training the Crew
Member will be removed from flight duties and a safety consultation and written exam will be
assigned with a Cabin Crew Instructor. For details refer to CAM 0.7.6
NOTE: In such circumstances the cabin Crew Member is to refuse any flights before being re-
trained and re-examined. During re-training, the examination assigned to the Cabin Crew
member must be relevant to the recurrent training program.
0.7.4.1 Validity of Recurrent Training

The period of validity of a Recurrent Training is 12 calendar months (for triennial emergency
practical training session see below) in addition to the remainder of the month of issue. If issued
within the final 3 calendar months of validity of a previous emergency and safety check, the
period of validity shall extend from the date of issue until 12 months (where relevant: 36
months) from the expiration date of that previous emergency and safety check.
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The period of validity of a 3-yearly recurrent check shall be three calendar years respectively,
in addition to the remainder of the month of issue. If issued within the final three calendar
months of validity of a previous check, the period of validity shall extend from the date of issue
until three calendar years from the expiry date of that previous check.
0.7.5 Regular proficiency checking
0.7.5.1 Flight check

To confirm the proficiency of every Crew Member for flight-operations, she has to undergo
minimum once per 12 calendar months a flight check, consisting of at least 2 sectors. Flight
check duties are are part of Cabin Crew annual practical training and checking. Flight Checks
are considered to be valid when appropriately documented and signed by the Cabin Crew Line
Trainer/Cabin Crew Instructor conducting the check. For relevant documentation, refer to
Appendix 12.
The Trainee’s Cabin Crew Attestation, Aircraft Type Qualification, Professional Validity
Statement, Passport and Medical Report validity needs to be verified by Instructor or Line
Trainer during safety briefing before Training Flight by visual verification of the the Trainee’s
documents. The physical verification of documents is only applicable for Trainee on the flight,
the rest of the cabin crew confirm the validity of their documents verbally.
Besides the annual flight check, additional flight check may be assigned and conducted. Besides
of Cabin Crew Instructor and Line Trainer the additional check can be performed also by Cabin
Crew Base Manager. The flight check must be announced to the concerned Crew Member latest
at the safety briefing by the Cabin Crew Instructor/Line Trainer/Cabin Crew Base Manager
conducting the check. Such flight check will not be indicated in advance in the AIMS system.
During the flight check the Cabin Crew Member is to demonstrate that she is familiar with and
applies properly all procedures defined: in the CAM, in those parts of the company’s operations
manuals and operations specifications which are necessary for the performance of the assigned
duties and in Crew Orders/Crew Information. Should the Crew Member fail the flight check, the
Crew Member will be removed from flying duties she will be assigned for a Safety Consultation
with a Cabin Crew Instructor. After successful completion of the Safety Consultation, another
flight check will be assigned at the earliest possibility.
Should the Crew Member fail two consecutive flight checks, the Crew Member will be removed
from flight duties and Safety Consultation will be assigned with a Cabin Crew Instructor. After
successful completion of the Safety consultation the Crew Member will be scheduled for another
flight check with the Instructor. If the Crew Member fails this flight check, he/she will be
dismissed from flight duties and further disciplinary actions are to be initiated up to termination
of the employment contract.
trained and re-examined.
0.7.5.2 Briefing check

To confirm the proficiency of every Crew Member for flight-operations, she has to undergo
minimum once per 12 calendar months a briefing check. Briefing Checks are considered to be
valid when appropriately documented and signed by the Cabin Crew Instructor, Line Trainer,
Manager Safety and Compliance Cabin Operations or Cabin Crew Base Manager conducting the
check. For relevant documentation, refer to Appendix 12.10.
During the briefing check the Cabin Crew Member is to demonstrate that she is familiar with all
procedures defined in the CAM, in those parts of the company’s operations manuals and
operations specifications which are necessary for the performance of the assigned duties and in
Crew Orders/Crew Information. The Cabin Crew Member is assessed on her general and
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technical knowledge of SOPs, emergency procedures, aircraft type related matters, and
compliance with Wizz Air Work Wear Regulations. Should the Cabin Crew Member fail a Briefing
check due to lack of knowledge concerning safe execution of flight duties, the Crew Member will
be removed from the relevant flight. A Safety Consultation with a Cabin Crew Instructor and a
flight check will be assigned at the earliest possibility.
0.7.5.3 Grooming Check

Cabin Crew Members are being assessed on their compliance with Wizz Air Work Wear
Regulations on a non-regular basis in the form of grooming checks. Grooming checks are being
conducted by Cabin Crew Base Managers and appointed Cabin Crew Instructors.
0.7.6 Safety Consultation
0.7.6.1 General
The purpose of the safety consultation is to give the opportunity to the Cabin Crew Members to
review their knowledge on the necessary theory concerning safe execution of their Cabin
Attendant duties and receive an explanation/clarification on that procedures/knowledge where
discrepancies were discovered by themselves or their superiors.
To confirm that discrepancies were eliminated, the Safety Consultation (except for Voluntary
Safety Consultation) will be followed by a written examination at all times.
Crew Members are required to attend to the Safety Consultation with appropriate self
preparation based on the contents of CAM, Crew Orders, Crew Information and those parts of
the company’s operations manuals and operations specifications which are necessary for the
performance of the assigned duties.
Safety Consultation is considered to be “successfully completed” when the exam is passed and
the relevant document is signed by the Cabin Crew Member, the Instructor conducting the
Safety Consultation and the Cabin Crew Base Manager.
Safety Consultation is considered to be “unsuccessful’” when the written exam following the
Safety Consultation is failed. In such case another Safety Consultation will be assigned with a
Cabin Crew Instructor at the earliest opportunity. The Crew member cannot be assigned for any
flight duties until successfully completing the Safety Consultation and he/she is obliged to refuse
any flight duty.
Should the Crew Member participate in two consecutive unsuccessful Safety Consultations,
further disciplinary actions are to be initiated, up to termination of the employment relationship.
0.7.6.2 Assignment
Safety consultation may be assigned:
- due to failed flight check
- due to failed line check
- due to failed briefing check
- due to failure of the Recurrent Training examination or any other relevant
obligatory examination
- based on written report of SCA, LT, INS to her Cabin Crew Base Manager
with copy to Cabin Crew Training Manager
0.7.6.3 Voluntary Safety Consultation

According to the general principle of the Safety Consultation, Cabin Crew Members have the
right to request voluntary Safety Consultation any time when they deem it necessary in writing
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(via e-mail) from their Base Manager. Attendance on Voluntary Safety Consultation has no
further consequence on the Crew Members performance evaluation irrespectively from the
number of Voluntary Safety Consultation attended.
0.7.7 Cabin Crew Attestation Validity

Cabin Crew is licensed based on EASA part CC regulations. The Cabin Crew Attestation is valid
for lifetime unless revoked by the Authority
Each Cabin Crew member on flight duty must have with him/her a valid EASA compliant Cabin
Crew Attestation, type qualification certificate issued by Wizz Air (or alternatively Type
qualification page in EU-OPS license), professional validity document printed from crewmember
e-Crew AIMS Expiry Dates page.
It is Crew member’s responsibility to keep track on the Cabin Crew Attestation validity, in case
it is revoked (due to the Authority’s decision) or loses its validity (e.g. due to no exercising on
any type for more than 5 years) it is the Crew member’s responsibility to notify the Authority
(where applicable) and/or the Operator without the delay about this fact.
0.7.8 Refresher Training and Checking

Each Cabin Crew Member who is absent from flying duties for more than 6 months is to
undergo a refresher training as described in Operation Manual Part D 2.2.7. After the
theoretical refresher training the Crew Member needs to pass the required examination. After
passing of theoretical examination the Crew Member will be re-trained on line operations. The
number of required line sectors is 8 (the last 2 sectors are treated as line check).
Additionally, refresher training is to be assigned for each Crew Members who has expired on
one or more of the subjects of Recurrent Training Program. In such situation, the subject of
refresher training will be directly connected with the expired training subject. In such an
occasion no line training sectors are necessary.
0.7.8.1 Recency of Experience
A Cabin Crew Member shall not be assigned to a flying duty unless she has carried out at least
1 line flight in the preceding 6 months (the professional validity print-out (from the aims system
– expiry dates) has to be an up to date statement of the crew member’s flight recency). If this
requirement is not fulfilled by a Crew member, the Refresher training and checking is to be
assigned. Additionally Wizz Air provides an extra flight check to those Crew members who have
not been exercising practically during last 90 days (it is organized as a first flying session after
the 90 days or more break in flying).
0.7.8.2 Interruption of Recency
Any Cabin Crew Member who has been absent from flying duties for more than 3 months shall
fulfill the following requirements prior to being scheduled again:
Time period of interruption Requirements

From 3-6 months - Flight check with a trainer
6-12 months or more - Refresher training and exam
- Line training/check with an instructor
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0.7.9 Familiarization
Following the completion of the basic training, each Cabin Crew Member undertakes
familiarization visit (observer flight) and flights prior to operating as one of the minimum
number of Cabin Crew required by the aeroplane type. The minimum number of familiarization
/ observer flights is 4 sectors. Separate familiarization visit needs to be provided for each new
variant of the operated airplane type. A familiarization flight shall be operated with the Cabin
Crew Member wearing the applicable uniform, as an additional Crew Member to the minimum
required number of Cabin Crew. The observing Cabin Crew Member should be seated on C/A 5
seats (on Airbus A321: C/A 3A seat), with the exception to cabin seat inoperative procedure,
(refer to CAM 10.1.4 for A320, 11.8.1 for A321). In such a case, the observer should be seated
on a passenger seat.
It is advisable to undertake one out of 4 sectors familiarization / observer flights in the flight
deck when the permission of the Commander is granted during pre-flight briefing. In such case,
the person may fly the entire leg in the flight deck and shall not ‘visit’ the cabin during flight,
except for physiological, safety or training reasons.
Each Cabin Crew Member shall either participate in a visit to the aeroplane to be operated or
participate in a familiarization/observer flight prior to operating as one of the minimum required
number of Cabin Crew. The airplane visit/familiarization/observer flight shall provide an
overview of the aeroplane’s exterior, interior and systems including the following: interphone
and public address system, evacuation alarm system if provided, emergency lighting, smoke
detector and lavatory fire extinguisher, safety/emergency equipment, flight crew compartment,
cabin crew stations, toilet compartment, galleys, galley security and water shut-off, circuit
breaker panels, exit location and its environment, passenger signs, and lighting panels.
NOTE: The familiarization process of the new Cabin Attendant is documented on the relevant
“Aircraft Familiarization Checklist” form which needs to be filled out accordingly during the
familiarization process by the observer Crew Member. The completed form is required to be
possessed by the trainee on her first line training day (for trainer’s verification).
NOTE: The familiarization checklist can be found on S-drive:

S:\CabinCrew\Bulletin\AIRCRAFT VISIT AND FAMILIARIZATION CHECKLIST
The Cabin Crew Member shall participate in all safety duties concerning the flight under
supervision of the Senior Cabin Attendant. This includes:
- Safety and general briefing
- Pre-flight check procedures
- In-flight procedures (Crew under familiarization/observer flight should only
observe the duties of Active Crew; no activities related to Safety procedures
are permitted during this time)
- Post-flight procedures, and
- Debriefing
NOTE: The sole responsibility of the flight and the flight related standard procedure execution
remains with the active Cabin Crew assigned for the duty.
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0.7.10 Practical qualification after familiarization (line

training and checking on base aircraft type / variant)
The minimum number of sectors on a line training/checking flight is 8 (out of which the last 2
are counted as a Line Check sectors). The line training and checking is always performed on
base aircraft (A320).
The cabin crew composition during line-training of Junior Cabin Attendant requires the following
as a minimum:
- Cabin Crew Instructor or Cabin Crew Line Trainer
- Senior Cabin Attendant
- CA/JCA
- JCA (trainee)
After completion of 8 sectors the Cabin Crew Instructor/Line Trainer will suggest to Cabin Crew
Training Manager whether the performance of the trainee is satisfactory or additional line
training sectors are required. Additionally 4 sectors (out of which last 2 are Line Check sectors)
can be assigned by the Cabin Crew Training Manager in cooperation with the OCC. If the
performance of the trainee after all 12 sectors will be unsatisfactory, the trainee, after decision
of Cabin Crew Training Manager will be dismissed, or if performance is close to satisfactory, one
can be exceptionally scheduled for Safety Consultations on ground and maximum 4 additional
sectors (out of which last 2 are Line Check sectors) as second and last re-training. In case of
unsatisfactory performance after second re-training process the trainee will be dismissed.
NOTE: In such circumstances the Cabin Crew Member is to refuse any flights before being re-
NOTE: Maximum 2 JCA can be planned per flight, except if special permission of Head of Cabin
Operations Wizz Air Group is granted.
NOTE: in case there are 3 JCA planned for a flight duty, they can be accepted if at least one
Cabin Crew Member of the 3 JCA has a minimum of 100 sectors or 200 hours of flight experience.
NOTE: From safety perspective a Cabin Crew Member is considered to be JCA until she reaches
100 sectors or 200 hours of flight experience.
0.7.11 Practical qualification flights on new variant (A321)

After completing the Line training and checking and gaining active flying experience of at least
30 days, the Cabin crew member may be assigned for differences training, familiarization visit
and practical qualification for new variant (Airbus A321). The qualification flights may be
organized only after theoretical Differences training including the successful examination and
the new variant familiarization visit and consists of at leats 2 flights under supervision of trainer
(Cabin Crew Instructor or Line Trainer). The qualifying flights for A321 variant are under
supervision of trainer under following rules:
- If there is only one trainee under qualification process on the relevant flights, the
trainer may be assigned as one of minimum Crew members on board;
- If there is more than one trainees under qualification process on the relevant
flights, the trainer needs to be assigned as an additional Crew member over the
minimum Crew composition.
Relevant certificate of completion of initial series of flights on A321 variant form is to be filled
out by the trainer after the practical A321 variant qualification (see Operations Manual part D
for guidance).
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0.7.12 Release of Senior Cabin Attendant

After completing the Senior Cabin Attendant Training and Exam successfully, the Cabin Crew
Member must complete 8 line training sectors with the Cabin Crew Instructor/Line Trainer on
either of operating variants of the aeroplanes. After completion of 8 sectors the Cabin Crew
Instructor/Line Trainer is to suggest to Cabin Crew Training Manager whether the performance
of the trainee is satisfactory or additional line training sectors are required. Maximum 4
additional sectors (out of which last 2 are counted as Line Check sectors) can be assigned by
the Cabin Crew Training Manager in cooperation with the OCC. After completion of the additional
line-training sectors, the Line Trainer/Instructor will suggest to Cabin Crew Training Manager
whether the trainee’s performance is satisfactory for being released for line operation as Senior
Cabin Attendant. In case the performance is not satisfactory the Trainees will not be promoted
to the Senior Cabin Attendant position.
0.7.13 Cabin Attendant returning after an absence from flying

duties of 6 months or more
The minimum number of sectors on a release/line training flight is 8 (out of which the last 2 are
counted as a Line Check sectors). This applies for company experienced returners.
Responsibilities during line training:
The cabin crew composition during line-training of Cabin Attendant requires the following as a
minimum:
- 1 Cabin Crew Instructor or Cabin Crew Line Trainer
- 1 Senior Cabin Attendant
- 1 (or 2) CA/JCA
- 1 JCA (trainee)
When line trainings are conducted on board, the training personnel has the responsibility of
taking all appropriate actions to preserve the safety and the legality of the flight. Despite the
above statement, the training personnel should not override the Senior Cabin Attendant in her
role (if applicable), including the communication with other Crew Members. The Senior Cabin
Attendant and the training personnel shall liaise in case safety concerns arise.
After completion of 8 sectors the Cabin Crew Instructor/Line Trainer will suggest to Cabin Crew
Training Manager whether the performance of the trainee is satisfactory or additional line
training sectors are required. Additional 4 sectors (out of which last 2 are Line Check sectors)
can be assigned by the Cabin Crew Training Manager in cooperation with the OCC. If the
performance of the trainee after 12 sectors is not satisfactory, the Cabin Crew Training Manager
may recommend the dismissal of the Crew Member from further training. If the performance is
close to satisfactory, one can be exceptionally scheduled for Safety Consultation on ground and
maximum 4 additional sectors (out of which last 2 are Line Check sectors) as a second and last
re-training. In case of unsatisfactory performance after the second re-training process the
trainee will be dismissed.
NOTE: In case the returning Cabin Attendant is a Senior Cabin Attendant, she needs to be first
retrained for the Cabin Attendant position and after completion of 75 flight hours in C/A position
she may be retrained on line for the Senior Cabin Attendant position (see the rules of SCA line
upgrade description process).
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0.8 Cabin Crew and passenger composition
0.8.1 Reference
Min Wizz Air maximum number of maximum number of souls
Max
number regular adults and children on board (excluding the
A/C Type PAX
of CC CC (excluding infants) operating crew)
seats
(EASA) number
Airbus 180 180 plus 18 infants
180 4 4
A320
Airbus 230 230 plus 23 infants
230 5 5
A321
The Cabin Crew may include additional Cabin Crew Members when required by the type of
operation. Under exceptional circumstances additional Cabin Crew Members to be carried may
be required by the Authority.
One Cabin Attendant will be designated to be the Senior Cabin Attendant for a particular flight
or series of flights. This will be indicated on the Journey Log.
In case there are two qualified SCA among the active Cabin Crew Members and one of them is
assigned to perform training duties during the flight or series of flights (Instructor(s) and/or
Line Trainer), she can delegate SCA duties to the other SCA. Such a change must clearly appear
on the journey log (after coordination with OCC) and has to be communicated to the Commander
by the General Briefing.
0.8.1.1 Minimum number of Cabin Crew Members

The required number of Cabin Crew onboard during ground operations is the same as the
minimum number of Cabin Crew in flight. It means that whenever any passengers are present
in the passenger cabin the number of Cabin Crew cannot be reduced below unless in unforeseen
circumstance. (For details refer to CAM section 0.8.1.2)
0.8.1.2 Reduction of the number of Cabin Crew
Unforeseen circumstances during flight

If unforeseen circumstances occur during flight, and one of the Cabin Crew Members is not able
to continue her duties, the flight may continue for the length of maximum 2 sectors with reduced
number of Cabin Crew Members, depending on the A/C variant, under the conditions specified
in Operations Manual. For details refer to CAM 0.6.2.
Ground operation activities with reduced number of Crew

If there are reduced number of Cabin Crew present on board during conducting activities on
ground, the Senior Cabin Crew Member must perform a pre-boarding safety briefing to the
Cabin Crew as per follow:
- changes in the pre-flight and security check
- responsibility of the door operation
- boarding position
NOTE: A JCA under training is under the supervision of a Cabin Crew Instructor or Cabin Crew
Line Trainer. During observer flights the candidate may not be part of the minimum number of
Cabin Crew required.
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Boarding with reduced number of Cabin Crew may be commenced as per follows:
- The operating Senior Cabin Attendant must be present
- Pre-flight safety briefing to the Cabin Crew is performed by SCA
- All the pre-flight and security checks are completed
- electrical power is available on the aircraft
- at least one member of the Flight Crew is in the Flight Deck
- Cabin Crew is aware of the position of servicing and loading vehicles at and near
the exits
- No re-fuelling is taking place
- A320
o One Cabin Crew Member must be present at the front (fwd. doors)
o One Cabin Crew Member must be at the rear of the cabin (to guard the
rear doors)
- A321
o One Cabin Crew Member must be present at the front (fwd. doors)
o One Cabin Crew Member must be present at each pair of doors in the
cabin
o One Cabin Crew Member must be at the rear of the cabin (to guard the
rear doors)
- A maximum of 50 passengers can board per Cabin Crew Member present. The
remaining passengers can board once the full complement of Cabin Crew are
present
- In case of an evacuation, a member of Flight Crew will assist at the front of the
cabin
- Cabin Crew should be aware that they may be responsible for more than 1 exit
during an emergency situation and should adapt their emergency procedures
where necessary
- Cabin Crew must remain aware of the position of servicing and loading vehicles
at and near the exits
NOTE : For the details of preparing the cabin for emergency landing with reduced number of
Cabin Crew refer to CAM section 4.2.9.5
0.9 General rules and regulations for Crew Members
0.9.1 Behaviour in public

Every Crew Member must bear in mind that people will identify her appearance with those of
Wizz Air, especially when on duty and wearing the uniform. Crew Members have to be aware
that they are the most visible representatives of Wizz Air and should behave accordingly.
For the purpose of proper customer service image, when on board, with passengers presented
in the cabin, the Cabin Crew is not allowed to:
- Eat and drink in the direct public view (e.g. seating on the front jumpseat(s))
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- Sit in a passenger seat, with an exception to the inoperative Cabin Attendant

jumpseat procedure (CAM section 10.1.4 for A320, 11.8.1 for A321), Cabin
Crew incapacitation procedure (CAM section 0.6.2) and deadheading
procedure (CAM section 0.9.5).
0.9.2 Personal documents

When on flight duty, the following documents have to be possessed, carried and be ready to be
presented:
- Valid Cabin Crew Attestation (signed by the holder)
- Valid type qualification certificate
- Printed professional validity statement (from AIMS/Expiry Dates) with all training
withing validity period – the professional validity statement has to be printed out
by the crew member after any training, whenever the expiry date of the training
has been renewed, and/ or every 60 days in order to also maintain the flight
recency field within the validity period
- Valid passport
- Valid medical cabin crew report (signed by the holder)
- Company ID
- Visa if required
- European Health Insurance Card (shall be obtained as soon as practicable)
- Vaccination card if required
- On-board documents as per follows:
o Lost/Damaged Property Form and updated announcement booklet
(carried by ALL Crew Members)
o Injury/Illness Report, Flight Disturbance Incident Report, Final Warning
and 2 copies of Disclaimer Form (carried by SCA only)
It is Crew Member’s responsibility to keep her personal documents in proper condition and to
monitor their validity.
If the company ID is not in possession of the Crew Member at the time of check-in, the standby
Crew shall be called. With Captain’s permission, if calling of the standby Crew would generate
a delay of the flight, the Crew Cember may be accepted for the flight based on the valid license
and passport.
0.9.3 Crew health precautions
0.9.3.1 General
The well being of Crew Members is essential in accident prevention. A Crew Member must be fit
and alert, to be able to respond to any situation in the correct manner. In connection with
accident prevention, it is important for Crew Members to be aware of possible influence on their
well-being. This will help to control human errors caused by body rhythm disturbance, sleep
deprivation, health performance and stress.
A Crew Member’s sickness/illness, her feeling unwell/indisposed or the impairment of her senses
and reflexes by narcotics, drugs or pharmaceutical products have often contributed to incidents
and accidents.
Therefore Crew health is of the highest importance and has a direct impact upon flight safety.
This is reflected in strict requirement for regular medical examinations and medical certificates.
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A Crew Member must not perform duties on an aeroplane if she is in any doubt of being able to
accomplish her assigned duties, or if she feels unfit.
0.9.3.2 Alcohol
The purpose of the policy is to describe the principles and administrative procedures regarding
the consumption of alcohol prior to and during duty period, including standby duties.
- Aviation safety requires the full decision making ability of all Wizz Air
employees, therefore all employees are expected to perform their job with
clear mind, free of the influence of alcohol.
- Wizz Air applies the relevant EASA rule. This means that no employee is
permitted to perform their job in Wizz Air with higher than 0,2 promille blood
alcohol level. To be able to meet this requirement, employees shall not
consume any alcohol for a minimum period of 8 hours before standby or
reporting for duty. This time limit may need to be longer for some employees
based on the individual sensitivity, body weight etc. Therefore each employee
has to be aware of her personal sensitivity for alcohol, and ensure lower than
0,2 promille blood alcohol level by the start of her duty.
- Any violation of the above principles, i.e. exceeding the 0,2 promille blood
alcohol level any time during duty period will result in the extraordinary
termination of the employment relationship of the affected employee.
NOTE: Crew Members are not allowed to consume alcohol or any drinks which might be
identified as alcohol (e.g.: alcohol-free beer) while in uniform.
Administrative procedures
To ensure that all Wizz Air Crew Members are in full compliance with the rules and principles
described above, the following measures applied:
- Random alcohol checks shall be carried out by an external professional or
authorized Wizz Air employee at any time and any place during duty period.
Each Wizz Air employee is expected to cooperate with the person performing
the alcohol testing. Refusal of the alcohol testing is considered to be a serious
violation of this policy; therefore it has the same consequence as having
positive blood-alcohol level
- In case of positive alcohol test, the affected employee may ask for a second
testing, performed by a medical institution, directly from blood measurement.
The second check will be performed immediately after the first one. In this
case the results of the direct blood testing will be taken into consideration
- Any employee who found to be under the influence of alcohol (blood alcohol
level higher than 0,2 promille), shall be immediately suspended from duty
pending further investigation and disciplinary action where necessary
0.9.3.3 Narcotics and/or Drugs

The use of narcotics and/or drugs that have not been prescribed by a medical practitioner is
expressly forbidden at any time. This also applies to sleep inducing drugs.
0.9.3.4 Cosmic or solar radiation

For details refer to OM A 6.3
0.9.3.5 Medication
Many medications may have adverse effects on the nervous system, which may be more marked
in flight than on the ground.
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As a general rule, if a Crew Member finds it necessary to take, or has been prescribed some
form of medication, her fitness to fly must be reconsidered, and she shall seek aero-medical
advice before commencing or continuing flying duties.
0.9.3.6 Blood donation

Crew Members should not normally act as blood donors. Should circumstances require
differently, Crew Members who are scheduled for flight duties must not don blood within 24
hours prior to scheduled start of duty.
0.9.3.7 Deep sea diving

Crew Members who are scheduled for flight duties shall not exercise such sport activities which
include deep sea diving within 24 hours prior to scheduled start of duty. Diving to a depth
exceeding 10 meters implies refraining from flying duties up to 48 hours.
0.9.3.8 Sleep and rest

Although the controls on flight and duty periods are intended to ensure that adequate
opportunities are provided for Crew Members to obtain rest and sleep, individuals should ensure
that proper advantage is taken of such opportunities.
0.9.3.9 Anesthetics
Crew must not operate:
- Within 48 hours following a general anesthetic
- Within 24 hours following any local, including dental anesthetic
0.9.4 Dress rules

The uniform of Wizz Air is a part of the Wizz Air company identity. All Crew Members have to
wear their uniform as prescribed in the latest Wizz Air Grooming Manual.
All Crew Members are required to carry yellow safety jacket when assigned for flight duties.
Safety jackets are to be worn on at all times outside the aircraft, unless the crew is moving
directly from aircraft steps to the crew transport vehicle or vice versa.
The Company ID must always be worn in a visible manner when outside the A/C.
0.9.5 Travelling as DeadHead Crew (DHC)

When a Cabin Crew Member is deadheading/positioning, she is recorded on the journey log.
This ensures that the positioning time is taken into account for the associated duty and rest
periods. In addition, according to circumstances, the Crew Member may have a booked ticket
as well; a Crew Member that is in possession of both a booked ticket, and is registered on the
journey log also, has the option of travelling either as a passenger (uniform not required) or as
being registered on the journey log only (wearing of uniform is a must).
If Cabin Crew is registered on the journey log only, the following rights and requirements apply:
- Cabin Crew Member is considered to be an additional Crew Member and not a
passenger
- Cabin Crew Member must wear uniform
Section 0 85
- Cabin Crew Member must report to the Crew briefing room at the correct check
in time and participate in the general briefing (unless positioning starts in
different time and/or place than the operating Crew shift)
- Crew Members may travel anywhere in the passenger cabin but will not take
priority over passengers choice of seating
- Crew Members shall not block rows for other colleagues
- Crew Members shall clearly declare to the Commander if they are checked-in or
not, as this has an influence on the load-sheet and on the records for the total
number of persons on board the aircraft
- Cabin Crew in uniform may be seated in any row subject to permission of SCA of
the flight, taking passenger convenience into consideration as first priority
- When in uniform and in order not to be confused by the passengers with the
operating Cabin Crew, deadheading Cabin Crew members must:
o remove the Company ID card
o not impede the active Cabin Crew in their duties
o not occupy required Cabin Crew assigned stations
o remove the name tag and WIZZ Wing from their uniform
- At the discretion of the Commander, a Crew Member travelling ‘on the journey
log’ may be admitted to the flight deck. In such a case, she will fly the entire leg
in the flight deck and shall not ‘visit’ the cabin during flight, except for
physiological or duty reasons
- Cabin Crew Members travelling as DHC are required to wait in the cabin area
until the doors are disarmed and opened for disembarkation to avoid any
distraction of active crews’ attention from door operation procedures
NOTE: Deadheading Crew is not allowed to take over any kind of duties of the active Crew under
normal operation.
- If a Crew Member is travelling out of uniform she may only travel as a ticketed
passenger – placing her name on the journey log as well does not give any
extra privileges. This means that she is not permitted to do anything a normal
passenger could not do, including changing aircraft by crossing the apron –
she must go through arrivals, check in again and come back to the aircraft
through the normal passenger route. If she is trying to connect with another
flight and thinks the timings will not allow her to follow the above procedure,
then the only option is to travel in uniform and be on the journey log. She will
also need to make sure that her put their name is put on the journey log for
the flight she is transferring to.
The following procedure is valid only for outbound positioning from Budapest Base:
- Only the active Crew shall be shown on the load sheet as part of the Crew
composition regardless of the journey log records. (Active Crew: including
Cabin Crew Instructor, Line Trainer, Cabin Crew Observer, Line Checker
Captain, Pilot Observer, etc.)
- All DeadHeading Crew Members must have printed boarding card and the
following process must be maintained when positioning:
- Positioning Crew Member in uniform may proceed with the active Crew through
security lane, but must present boarding card to the ramp agent when entering
the aircraft
Section 0 86
- Positioning Crew not in uniform must pass security, border control (if
applicable) and must enter the aircraft with the passengers (this already
applies to every base)
- Those Crew Members who do not have a boarding card printed (only flight
ticket), should proceed to check-in desk 48 at Terminal 2B for boarding card
- If there is a DeadHeading Crew Member joining another flight (if it is not the
first flight of the active Crew) and if wearing uniform, they can proceed to the
aircraft as Crew, but must present boarding card to ramp agent (applies in
BUD only).
0.9.6 Non-commercial flight

Due to operational requirement Crew might be assigned for flight or series of flights with no
passengers on board. In such circumstances the Cabin Crew is to follow standard operating
procedures with exception to duties related to passengers. Flights carrying Wizz Air personnel
only may be operated with less than minimum number of Cabin Crew Members or with no Cabin
Crew Members if occupants on board are Crew Members or maintenance personnel and are
familiar with the emergency procedures. The Commander is responsible for ensuring that
occupants are familiar with those procedures.
0.10 Other Cabin Crew related procedures
0.10.1 Request policy rules
0.10.1.1 General
Planning of the Cabin Crew roster is within the responsibility of Operations Planning.
CRDO days (crew requested OFF days)

CRDO Days have to be requested via the AIMS system.
The system:
- Accepts only two CRDO Days per month
- Accepts only CRDO Days for the month following the month of the last
published roster
- Accepts only the request when it is done in the period defined as:
0.10.1.2 Flight requests

Maximum two flight requests per month can be sent via company e-mail to the Operations
Planning with a copy to Cabin Crew Base Manager.
0.10.1.3 School requested day OFF

Request will be accepted only for the exam day after providing the following documents:
- Official paper from the school (with stamp and signature) that the person is
enrolled
- Official paper stating the number and dates of the exam (monthly or yearly)
NOTE: The above defined requirement may vary depending on the country specification.
Section 0 87
0.10.1.4 Schedule change after publish date

Each Cabin Crew, after schedule has been published, can make a swap request via the Trip
Trade module of the AIMS system. System will always check FTL limitations, should the swap
be against the FTL, the system will refuse it and send the notification to the requestor.
Operations Control Center shall not be contacted for swap requests.
NOTE: Cabin Crew might be notified by Operations Control Center via an automated system
that sends sms out from a server (i.e requiring no answer).
Crew Dispatch can directly be contacted via their mobile phones:
+36 70 777 9351 and +36 70 777 9395
0.10.1.5 HP (holiday paid) request
0.10.1.6.1 General
Number of entitled HP days is counted proportionally for calendar year taking into account the
“Starting Date” of an employee.
All HP days are planned on Friday-Monday basis.
0.10.1.6.2 Annual holiday

WIZZ AIR HUNGARY / POLISH BRANCH / CZECH BRANCH/ LITHUANIAN/ LATVIA /
SLOVAKIAN BRANCH
Employees are under Hungarian labour law system therefore Hungarian rules on vacation
entitlemen applying, which means that the basic entitlement is defined by the age of the
employee.
NOTE: Based on Hungarian Labour Code, long sick leave (more than 30 calendar days) can
reduce the eligibility.
AGE BASIC 25 28 31 33 35 37 39 41 43 45
HOLIDAY ENTITLEMENT 20 21 22 23 24 25 26 27 28 29 30
WIZZ AIR ROMANIAN BRANCH

Employee’s holiday entitlement is 21 days per annum
WIZZ AIR BULGARIAN BRANCH

WIZZ AIR SERBIAN BRANCH

WIZZ AIR MACEDONIAN BRANCH

WIZZ AIR BOSNIA-HERZEGOVINA BRANCH
REQUEST PROCEDURE FOR ANNUAL HOLIDAY

An employee requests HP by recording it via WIZZ Port Vacation Management System (VMS).
Section 0 88
Weekends and bank holidays are not to be counted as HP days but need to be inserted into VMS
as planned as HP days.
During high season (internal company’s rule) only 7HP days can be requested by Cabin
Crew. The high season, as agreed, is the period between 15.06-30.09 and 20.12-04.01.
Annual holiday will be planned based on the yearly holiday plan that shall be submitted by the
employee via WIZZ Port Vacation Management System until the 1st day of the last month of the
previous year and will be granted according to operational needs specified by the company.
Unpaid leave request / unpaid leave

The Unpaid Holiday is optional and is at the discretion of the company whether a person will
receive it or not. The request is considered strictly on individual basis and can be granted only
if a substantial and acceptable reason is given or when it is agreed mutually between employer
and employee.
In each case Cabin Crew Base Manager is to be informed.
The employee applying for unpaid holiday needs to fill out “Unpaid leave request form” that can
be found on S:\HR\Bulletin\Forms\Unpaid leave request form or S:\HR\Bulletin\HR for
CREW\Forms\HP.
After initial acceptance of the request by Base Manager the form must be accepted and approved
by signature of both Head of CC Wizz Air Group and Head of HR, otherwise it is unapproved and
not valid.
For the relevant form, refer to CAM 12.9.
Occasional leave (OHP)

The table below contains the additional holiday days as defined in the Labour Code or Internal
Policies of the applicable countries.
POLAND/ HUNGARY/CZECH
EVENT ROMANIA BULGARIA
REPUBLIC
1 day holiday
(grandparents, brother,
DEATH 2 days additional
2 days holiday sister) to 3 days holiday
(close relatives) HP
(husband, child,
parents, parents-in-law)
5 days HP for father which needs to
BIRTH be use during first 2 months after 0 0
birth.
1 child = 2 days additional off
(must be planned as a regular HP).
CHILDREN** 2 children = 4 additional days off.
0 0
3 children or more = 7 extra days off.
BLOOD 1 day off

1 day off 2 days off
DONATION (planned as a regular HP).
MARRIAGE 0 5 days off 2 days HP
Positive deviation from the above specified is on the employer’s discretion.

NOTE – close relatives are considered to be: - husband/wife - spouse, partner without marriage,
direct line relatives, direct line relatives of the spouse, children (own, adopted, step), adopting
parents, stepparents, sisters/brothers.
SERBIA, MACEDONIA and BOSNIA-HERZEGOVINA

Paid absence from work with compensation (Paid Leave, OHP) is regulated as maximum 7
working days in the course of one calendar year, in cases stipulated in the relevant labor law
Section 0 89
and applicable regulations (e.g. getting married, spouse`s childbirth, death of family members,
natural disaster).
0.10.2 Reporting sick leave

Each Crew Member shall report as soon as possible to the Crew Dispatch Officer by telephone
call and at first opportunity confirm via e-mail any circumstances (including any decrease in
medical fitness) which prevent her from performing her duty (i.e. unfit to fly and/ or fatigue) or
might render her unable to safely complete the duty in order to provide for substitution in a
timely manner. At the same time Cabin Crew Base Manager must be informed by the means
defined by the Cabin Crew Base Manager (e-mail, sms, telephone call).
If possible, advice the Crew Dispatch Officer of the expected length of absence. Crew Member
involved in any training activity (trainer or trainee) has also to confirm unavailability by email
to the Cabin Crew Training Manager.
Cabin Crew Member shall obtain an appropriate sick leave document. This document must be
scanned and sent by email to the Base Manager, relevant HR and payroll provider e-mail
account as soon as possible (for more details refer to Base Procedure). The original sick leave
certificate must be placed in the dedicated location at the home base of the Crew member latest
by the first working day following the sick-leave. Sick leave payment is calculated only in case
of submitted original sick leave certificate. In case of missing certificate, the relevant days are
declared as unjustified leave and are not paid.
It is not allowed to take a duty during reported sick leave time.
It is not allowed to do corrections on the Sick Leave Certificate. If corrections must be made,
due to incorrect data’s, a new Sick Leave Certificate must be issued by the doctor.
Before returning to work, the Crew Member must advise the Crew Dispatch Officer that she is
ready to return to his/her duties.
For a sick leave procedure following cabin crew incapacitation refer to CAM 0.6.2.
Furthermore, Cabin Crew Members must, without undue delay, report to her supervising
manager, and seek aero-medical advice, when the following medical circumstance occurs:
- hospital or clinic admission for more than 12 hours, or
- surgical operation or invasive procedure
- pregnancy
o NOTE: cabin crew may be considered to be fit for duty only during the
first 16 weeks of pregnancy only in case valid doctor certificate is
obtained. F personal health and safety reasons, however, it is not
recommended to carry out flight duties while being pregnant
- first requiring correcting lenses
- Have suffered any significant injury or illness
- Suffering or having suffered from any illness resulting in not being able to
operate as member of cabin crew for a period longer than 21 days
0.10.3 Reporting personal data’s changes

In case of personal data’s change (e.g.: address, phone number, name etc.) the following
procedures apply:
Section 0 90
0.10.3.1 Passport Number Change

The scanned copy of the new passport must be sent to [email protected],
with a copy to her Base Manager. It is the responsibility of the Crew member to insert the new
passport data in the AIMS system
0.10.3.2 Telephone Number Change

It must immediately be reported to the Crew Dispatch Officer, Cabin Crew Base Manager. It is
the responsibility of the Crew member to insert the new number in the AIMS system
0.10.3.3 Marital Status (including number of children)

It must be reported to the relevant HR Specialist and Cabin Crew Base Manager as soon as
possible, but not later than 10 days after the applicable date of change
0.10.3.4 Bank Account Change

It must be reported to the relevant HR Specialist and Cabin Crew Base Manager
0.10.3.5 Address Change

It must be reported to the relevant HR Specialist and Cabin Crew Base Manager. It is the
responsibility of the Crew member to insert the new address in the AIMS system
0.10.3.6 Qualification Change

Qualification change can be for example receiving of a university degree. It must be reported
to the relevant HR Assistant and Cabin Crew Base Manager.
0.10.3.7 Name Change

The process of name change looks as follows:
1. Cabin crew sends email to [email protected] with information
about the name change (“Name Change- plus full new and old name of suppliant, i.e.
“Name Change- SMITH Maria (NOVAK Maria)”);
2. At the same time, cabin crew should attach the good quality scan of marriage
certificate to the email (where it is stated old and new name);
3. Based on this, name will be changed in AIMS and in e-mail system;
4. From this moment, cabin crew is required to take her copy of marriage certificates
while on duty until all documents will be changed into new name.
The following items must be filled out in hard copy (with capital letters) and given to the Base
Manager:
- LA-09 form (NOTE-remember to write full first name(s) and surname!)
- Declaration (authorization for WIZZ Air to represent Crew Member in front of
the Authority)
- Cover letter (form will be delivered to Hungarian CAA, has to be signed!)
The following items must be sent in good quality by e-mail to the relevant HR Specialist and
to [email protected] (the e-mail should contain the following sentence as
subject: “Name Change- plus full new and old name of suppliant, i.e. “Name Change- SMITH
Maria (NOVAK Maria)”):
- Scanned passport with new name on it
- Scanned Starting Datasheet with new name*
- Scanned and signed new medical report (NOTE – it is each crew’s responsibility
to contact medical center where the document was issued and request name
change!)
Section 0 91
- Signature form (scanned and sent in pdf format!)

- Aircraft Type Qualification Data (filled out and sent in excel format)
- Family attestation form filled out and signed
- 1 photo passport style (shoulders covered) for new company ID
The process of Cabin Crew Attestation name change will start only after all forms (mentioned
above) are delivered to relevant mailbox.
*The relevant forms to be found on the company server:
S:\CabinCrew\Bulletin\NAME CHANGE
S:/HR/Bulleting/Forms/Starting datasheets.
0.11 Flight and duty time limitations – rest requirements

For full text of all general rules, terminology, flight and duty time limitations, rest requirements
and irregularities refer to OM part A Section 7, for extracts refer to CAM Appendix 17.
0.12 Cabin Operations Communication System

Wizz Air has an extensive communication system that enables and ensures an exchange of
information throughout the organization and in all areas where operations are conducted.
The system ensures the exchange of operational information throughout all areas where
operations are conducted, and includes senior managers, operational managers and front line
personnel.
Methods of communication are facilitating the direct, open and transparent operations and
general organization related information distribution. The system enables to provide feedback
to management as well as provides the opportunity and tools to report deficiencies, hazards or
concerns by operational personnel.
Specific means of communication between management and cabin crew members include but
are not limited to the followings:
- E-mail and WIZZ Port electronic systems
- Operational reporting system including but not limited to Safety reports (CRF
and WICORP)
- Communication (letters, memos, bulletins, reminders)
- Publications (newsletters, WIZZ magazine)
- Face to face meetings (individual meetings, base meetings, management
base visits, telephone and video conferences)
For the detailed matrix of communication system (channels/modes/frequencies) within Cabin

Operations Department refer to CAM 12.16
Section 0 92
INTENTIONNALY LEFT BLANK

Section 1 93
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
1 STANDARD OPERATING PROCEDURES

General cautions
Cabin Attendant duties are generally executed in a safe environment. However, it is an
individual’s responsibility to be pre-cautious and take all necessary actions to avoid any harm
or injuries at all times.
1.1 Pre-flight duties
1.1.1 Briefings
- 70 minutes prior to every flight duty each Cabin Crew Member has to check-
in via the AIMS self check-in system
o Computer is located in the Crew briefing room
o Delayed reporting for duty by Cabin Crew is not accepted, as it reduces
the time for the appropriate crew briefing, and may lead to insufficient
preparation for flight duty
o In case the Cabin Crew Member fails to report latest 5 minutes after the
reporting time the SCA has to inform the Crew Dispatcher and the
Commander. The Crew Dispatcher takes the necessary action.
- NOTE: When operational irregularities make it necessary to modify Crew check-
in time on short notice, OCC will inform the involved Crew by SMS. Successfully
delivered SMS will be considered by the Crew dispatcher as the Crew Member
being notified
- All Cabin Crew Members have to be present at the briefing in appropriate uniform
specified in the Wizz Air Workwear Regulations
- All Cabin Attendants have to check the presence and validity of all the required
personal documents specified in CAM 0.9.2.
- All Cabin Crew Members must be familiar with the content of the latest Crew
Orders and Crew Info prior to every briefing
- All Crew Members have to check their e-mail inbox prior to each flight duty for
the latest Crew Orders and Crew Infos and for any other current information
relating to the execution of the flight duty
- Briefings are identified as being a crucial ingredient of effective Crew Resource
Management and should:
o Ensure open communication between the Flight Crew and the Cabin
Crew
o Promote teamwork
o Set the expectations for the flight
- A successful briefing should be short, interesting and detailed, and should include
teamwork, communication, and coordination, planning and anticipating possible
unplanned events. Briefing should provide a clear picture of the flight ahead, and
build a common understanding amongst the crew of expectations of the flight.
- The briefing should always be relevant, and appropriate to the upcoming series
of flights
Section 1 94
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
1.1.1.1 Safety briefing

- Safety briefing must immediately be started at the time of the indicated check-
in time of the particular flight duty, right after checking-in via AIMS self check-
in system
- Prior to every flight duty a Cabin Crew Safety Briefing must be held
- In case any of the Crew Members is not a native speaker the briefing has to be
conducted in English – as being the official language of the organization. Basic
courtesy rules apply when interlocutors have different native languages. Crew
Members are to remember that good CRM may be impaired when deliberately
using a language unknown to one member of a group and this concern it to be
observed at all times while on duty.
- Before starting Safety briefing SCA has to ensure that all Cabin Crew Members
have their mobiles phones switched off
SCA must conduct the briefing and:

- Present flight details: aircraft variant, flight numbers, aircraft registration
- Assign each C/A to a specific duty (assigned area). Should any of the C/A not be
present at the safety briefing, she will automatically be assigned to C/A 3
position. (C/A 2 has to be a native speaker in order to be able to substitute the
SCA regarding the On-Board Announcements, in case SCA is not a native
speaker)
- SCA is to take into account the operating experience of the Cabin Crew Members
when distributing the duty position
- A320
o Two Junior C/As being assigned on the C/A 3 and C/A 4 position is to be
avoided whenever Crew composition allows
- A321
o Cabin Crew Member with least experience shall be assigned C/A 2 position
and Cabin Attendant with the most experience shall be assigned C/A 4
position, whenever Crew composition allows. The experience taken into
consideration is the one acquired with Wizz Air
- Encourage the Cabin Crew Members to immediately report and communicate any
unusual, abnormal or emergency situations to the Captain and SCA
- Check the Cabin Crew Members regarding fulfilment of documentation and Wizz
Air work wear regulation (defined in Wizz Air Grooming Manual)
- Check the Cabin Crew Members regarding rest time requirements and being fit
to fly. If any of the C/As deemed to be unfit to fulfil the duty, SCA is required to
refuse to take the C/A for the duty
- Discuss the latest Crew Order and Crew Info – it is also important to provide the
Cabin Crew Members with the opportunity to ask questions
- Encourage the Cabin Crew Members to perform the highest service standards
- Check the Cabin Crew Members on their safety, emergency procedures and
equipment knowledge. By exposing Cabin Crew to safety procedures and
equipment issues by briefing questions on a regular basis, a high standard of
safety can be maintained
Section 1 95
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- In case of a C/A having unsatisfactory knowledge of safety, emergency

procedures and emergency equipment specification, the SCA may decide, after
consultation with the Commander, not to accept this C/A on the flight. In that
case the SCA must call the Crew Dispatch Officer for a Cabin Attendant on SBY
duty. The SCA must inform the Base Manager and/or Cabin Crew Training
Manager with full details, in written form preferably before, but not later than
after the last duty sector. Failure of sufficient knowledge of safety equipment and
procedures is endangering flight safety, therefore it may lead to further
consequential actions up to the termination of the employment contract
Short safety briefing must be provided, in case of any change of the Cabin Crew composition
onboard during duty (minimum requirement for such briefing is revision of the main door
operation responsibility assigned to cabin crew new position onboard).
A Cabin Crew safety briefing must always be held in case the time period between landing and
next take-off is more than 24 hours or in case the Cabin Crew composition has changed.
Cabin Crew, who was not participating in the safety/general briefing, is to be briefed by SCA,
immediately when she joined the Crew on duty. The briefing should include the following:
- flight details (flight number, aircraft registration - if applicable)
- check fulfilment of documentation
- check rest time requirements and being fit to fly
- SCA should encourage the Cabin Crew Member to immediately report and
communicate any unusual, abnormal or emergency situations to the Captain and
SCA, and to perform the highest service standards
SCA must respect time constrains while conducting the Safety Briefing.
1.1.1.2 General briefing

Once the safety briefing is completed, the Commander will conduct a General Crew Briefing.
The General Crew Briefing must include a review of information relevant for the Cabin Crew to
perform their duties:
- Number of passengers
- Flight time for each sector
- Routing, if relevant
- Expected weather conditions, possible turbulence and how this could affect
the service in the cabin
- Necessity of the Life Vest Demo
- Refuelling procedures
- Security and safety reminders
- Extra information he deems necessary
Elements of good CRM should be observed. Time should be allowed for questions and answers.
All Crew Members should take time to state questions or concerns at this time. Correct rest time
must be observed by all Crew Members - otherwise situation clearly stated to the Commander.
General Briefing must include a Security Briefing. The Security part of the briefing must
emphasize importance of security checks, task sharing of security inspection for cabin and
cockpit, specifics of the destinations and major threats (object left on board by a disembarking
passenger, object placed on board by unidentified ground personnel coming on board during
turn around).
Basic courtesy rules apply when interlocutors have different native languages. Crew Members
are to remember that good CRM may be impaired when deliberately using a language unknown
to one member of a group and this concern it to be observed at all times while on duty.
Section 1 96
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
After the General Briefing, the Cockpit Crew and Cabin Crew shall proceed to the airport
terminal. At the terminal the Crew has to pass the security check and the passport control (if
applicable). The whole Crew has to move together.
1.2 At the aircraft
1.2.1 Admission of auditors or other Authority personnel to

Wizz Air A/C
- A Flight Operations Inspector (FOI) of the relevant Civil Aviation Authority
(CAA) or Department of Transport (DfT) Security Inspectors may carry out
inspection of Wizz Air A/C
- Full cooperation on the ground as well as on board shall be given to all
inspectors
- The inspector should not be refused admittance to compartments indicated as
“Crew Only”
- CAA FOI’s may travel on flights at short notice. They have priority to occupy
the observer seat over extra Crew Members that are on board. Notwithstanding
the above the final decision with regard to admission to the flight deck rests
solely with the Commander
- CAA FOI’s shall have access to all flight documentation that are required to be
carried on board during flight
The following procedure must be applied in all case of authorised personnel seeking to enter the
A/C:
- Authorized inspectors are permitted to enter the A/C via any accessible door
- The identity of the person(s) is to be challenged (in case more than one person
enters the aircraft, all the IDs shall be checked individually) and confirmed
immediately after recognition of her presence on board
- After proper identification, Crew Members are to return to their normal duties
- SCA should inform the Commander at the earliest opportunity, but entry must
not be denied or delayed while waiting for the Commander to be informed
- All required support must be given to the authorised person(s), as well
providing any necessary documents requested
- After the authorised personnel have left the A/C, a second security check must
be conducted and whenever the check is completed, it shall be reported (for
details refer to CAM 1.4.2.2).
1.2.2 Admission of the Cabin Crew to Wizz Air A/C

After a night stop or when the A/C was closed and the doors were sealed, the Commander shall
open the main cabin door, remove and check the seal number. For details refer to CAM 6.5.1.
1.2.3 Stairs positioning

General
As per company standards 2 sets of stairs are required to be provided for every Wizz Air
departure (in case of any discrepancy on that matter, the CRF must be sent to Ground
Operations after completion of the duty sectors). Whenever only 1 set of stairs is available OR
Section 1 97
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
the A/C is parked at the jet bridge, the stair/jet bridge must be positioned at the FWD door of
the A/C (1L) and boarding and disembarking are to be carried out accordingly.
Stairs must be in a good mechanical condition, have full buffer/rubber protection on all surfaces
that could potentially come into contact with the aircraft (any others must be removed from
service immediately). Whenever Cabin Crew Members notice stairs which are unbalanced,
without rubber protecting part on the platform end, or any other discrepancy of the stairs, it
needs to be reported immediately to the SCA, Commander and Handling Agent and by the end
of duty by CRF format to Ground Operations.
Correct positioning of the stairs are as follows:

- Correct height of the stairs is 20-25cm below the floor level to the main doors.
This will allow sufficient room for any movement of the aircraft fuselage during
boarding/loading/fuelling in both upward and downward directions
- Stairs should not be positioned directly against the fuselage and in a
permanent contact with the aircraft’s skin
- A small gap (3-5cm) between the stairs and the aircraft is to be maintained
- Handrails of the stairs shall be adjusted to the safe distance from the A/C body,
to avoid any person falling from the stairs
Airports equipped with the automatic stairs positioning system/jetbridge might require different
adjusting distance than stated above. For steps with automatic levelling systems, these steps
shall be positioned according to the ground personnel instructions to ensure that the integrity
of this system remains. In case of concerns, confirmation from the ground handling personnel
is to be requested (the Commander must be informed).
Pre-flight check of the stairs

- When arriving at the aircraft, SCA (1L) and C/A 4 (4L) have to check if the
fuselage of the aircraft around the doors is clear of scratches. In case any
scratch is being observed it needs to be immediately reported to SCA (by C/A4)
and to the Commander (by SCA)
- Particular attention should be given to a night-stopping aircraft for first
departures as boarding/fuelling/loading into an empty aircraft is potentially
likely to cause more movement
- During winter season, Cabin Crew shall check that the stairs/gates are free of
ice, snow and frost. SCA should not hesitate to ask for de-icing after consulting
with the Commander
- During pre-flight check SCA (1L) and C/A 4 (4L) have to carefully check that
the stairs/gates and also the handrails are positioned correctly. Adjustment of
the handrail by the Cabin Crew is not allowed
- If stairs positioning is NOT correct, before starting boarding, SCA should advise
Handling Agent that corrective actions are needed. Stairs are not to be
adjusted whilst in position next to the aircraft. When, after initial positioning,
adjustments are required, Cabin Crew needs to be informed
- After closing of the door, stairs must be removed from the aircraft completely,
readjusted, and repositioned. After ground staff knocks on the door, Cabin
Crew will open the door again and will confirm that the stairs are positioned
correctly or will request further adjustment
Stairs during embarkation
During embarkation, Cabin Crew should not hesitate to stop the boarding process if any concern
– regarding correct stairs status/positioning – might arise and should request readjustment of
the stairs.Prior to repositioning of the stairs the side guide rails should be fully retracted to
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ensure that no contact can be made between the side guide rails and the aircrafts’ fuselage,
additionally the door needs to be closed. Cabin Crew will confirm that the stairs are positioned
correctly or will request further adjustments to be done.
NOTE: Cabin Crew is to pay special attention to stairs with wider platform being positioned at
the AFT main door due to shape of the aircraft fuselage.
After the completion of embarkation, right before closing the doors, Cabin Crew must make a
visual inspection of the door surrounding for any new scratches visible.
Before departure the doors will be closed only when the stairs are in position. Ground staff
responsible for removing the stairs must check with the Crew verbally that the stairs are to be
removed. Any earlier removal of the stairs needs immediately to be reported to SCA and
Commander, as a safety threat.
Stairs during disembarkation

Upon arrival each Crew Member should pay extra attention during the stairs positioning process
and report to SCA when aircraft movement was caused by the stairs touching the aircraft skin.
SCA is to report to the Commander. When the aircraft doors are opened according to the
relevant procedures, a visual check of correct stairs positioning must be performed by Cabin
Crew to assure that stairs are positioned properly. In case requirements of the safe stairs
positioning are not met, handling agent should be asked to reposition the stairs as per Wizz Air
instructions. Cabin Crew shall also check if the fuselage of the aircraft around the doors is clear
of scratches. In case any scratch is being observed it needs to be immediately reported to SCA
and Commander.
Whenever 2 sets of stairs are used passengers must disembark from the FWD and AFT doors
simultaneously to avoid aircraft movement.
NOTE: In case of delay of positioning of rear steps Senior Cabin Crew Member must be advised
by the handling agent.
If the steps cannot be positioned before the doors are opened, the Captain must be notified via
the head set to inform the Cabin Crew.
In case disembarkation starts through door 1L only (due to late arrival of AFT stairs or due to
jetbridge being used), a significant A/C nose movement may take place. Therefore, a special
attention to active disembarkation must be maintained by Cabin Crew to prevent the sudden
nose-up movement of the A/C caused by the possible unbalanced passenger flow.
In such a situation, Cabin Crew is required to act as follows:
- Prior starting the disembarkation, SCA has to announce to passengers via PA
to proceed to forward section of the cabin
- The announcement is to be repeated at least once and further on as often as
situation requires
- CA2 has to observe the cabin staying in the 1DEF row to make sure that
continuous flow of passengers is maintained towards cabin “section A”
- In case the flow of disembarking passengers' is obstructed or not enough
passengers queuing in the front, CA2 has immediately inform SCA to stop
disembarkation
- If disembarkation is stopped, SCA has to make appropriate announcement via
PA to ask passengers to proceed to the forward section
- During passengers' disembarkation SCA has to actively monitor the stairs/jet
bridge level
- In case SCA notices that the step from a/c to the stairs/jet bridge is unsafe,
she has to immediately STOP DISEMBARKATION, report to the Commander
and wait until passengers reach FWD section of the cabin (in case of jetbridge
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disembarkation) or ask for readjustment of the stairs (in case of disembarking

on stairs)
- In case of concerns, disembarkation must be stopped and the Commander
must be informed
NOTE: When the aircraft is parked at jetbridge equipped with automatic adjustment system,
Cabin Crew is only to monitor the status of the jetbridge position and shall focus on
maintaining continuous passenger flow in order to avoid any nose-up movement of
the aircraft.
Additional guidance for the stairs positioning can be found on:

S://CabinCrew/Bulletin/TRAINING/STEPS POSITIONING AWARNESS
1.2.4 Door safety straps

Door safety straps are located in the frame of each main door. The door safety straps must be
placed across the doorway:
- whenever the doors are open and stairs/gate are not in position (to avoid
the possibility of persons falling out of the A/C)
- whenever the doors are open and stairs are provided AND there are no
passengers present on board (to avoid unauthorised access; concerning all
doors except 1L, where strap is not required to be placed across the doorway)
1.2.5 Main door operation responsibility

The area of responsibility in regards of door handling during normal operation is as follows:
- A320
SCA is responsible for door 1L
C/A 2 is responsible for door 1R
C/A 4 is responsible for door 4L
- A321
SCA is responsible for door 1L
C/A 5 is responsible for doors 2L/R
C/A 3 is responsible for doors 3L/R
C/A 4 is responsible for door 4L/R
NOTE: Each Crew Member is to operate their assigned door(s) only, unless emergency situation
requires differently and to fulfil the security check requirements. If C/A 3A crew member is
present, the responsibility to operate 4R door belongs to C/A 4 (except for emergency situation).
NOTE: Each Crew Member is to operate their assigned door only, unless emergency situation
requires differently and to fulfil the security check requirements.
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1.2.6 Crew Baggage
1.2.6.1 General
- Crew bags and other Crew belonging items must be placed in the overhead
compartments
- A320
o Uniform handbags are allowed to be stowed in the 4R and 4L waste bin
compartments in AFT galley
o Uniform handbags are allowed to be stowed completely under the last
passenger seat row (30 A/B and 30 E/F seats)
- A321
o Uniform handbags are allowed to be stowed in the 4R and 4L waste bin
compartments in AFT galley
o Uniform handbags of C/A 5 and C/A 3 are allowed to be stowed in the
overhead compartments above doors 2 and 3 but shall not be stored
in the emergency equipment compartment section
- Crew bags and their straps must not be visible from the cabin area
- Attention must be paid to secure stowage against movement
- No items can be stored in the lavatories at any time
- Stowing of any other items behind the last passenger row under passenger
seats is strictly prohibited
- The trolley type Crew bags should be placed only in the overhead
compartments
- It is strongly suggested to assure the security of the bag by using a locker
- The Crew bags must not block the aisle or door area during any phase of the
flight
- The front galley Crew’s bags (all types) shall be placed in the overhead
compartments
- Stowing of bags in the trolleys is not allowed
NOTE: When on duty, unless the night stop rotation, it is not allowed to carry both the uniform
handbag and uniform trolley bag. The Cabin Crew has a choice of carrying the uniform handbag
or uniform trolley bag.
CAUTION: Attention must be paid to avoid any inadvertent access, to the Cabin Crew members’
personal belongings. It is recommended to use the locker attached to the uniform
handbag/uniform trolley bag.
CAUTION: Attention must be paid to avoid Crew or passenger injury while opening overhead
compartments for placement or removal of any items.
Passenger load greater than 140 (in case of A320) or 180 (in case of A321)
Whenever the predicted customer load, on any sector of a Crew rotation, is greater than
140/180, the following bags only may be taken on board the aircraft by Crew Members,
whether they are operating or positioning:
- Pilots: Pilot case or equivalent
- Cabin Attendants: Wizz Air uniform handbag/uniform trolley bag
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Any other Crew baggage is to be labelled with Wizz Air Crew baggage tag and loaded into Hold
5 and the following procedure applied:
- The Crew Member has to take her baggage through the security check point
and to leave it at the bottom of the front aircraft steps
- The Ramp Agent is to be informed, by the Commander, that there is crew
baggage to be loaded
- Baggage in Hold 5 will not be off-loaded without specific instruction from the
Crew. After off-loading, crew baggage will be placed at the bottom of the
front steps for collection by the Crew
Passenger load less than 140 (in case of A320) or 180 (in case of A321)
When the expected passenger load is less than 140/180 for all the sectors of a Crew rotation,
Crew Members may take additional baggage aboard.
However, individual items are not to exceed the allowed rule for customers (56x45x25cm or
smaller). Larger items are to be loaded as described above for Hold 5.
Crew departing from defined airports, whose uniform handbag/trolley bag includes liquids above
100ml must follow the regulation of the customer load greater than 140 and dispose bags in
hold number 5 without any exception.
No personal items (coats, jackets) of Cabin Crew and no infant belts are allowed to be stored in
compartments where emergency equipment is stored.
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1.3 Pre-flight check
DEFINITIONS
Full (i.e. first flight) pre-flight check means the check which is being performed:
- by all the Cabin Crew Members in their designated area
- before the first commercial flight of the day, and
- whenever there is NO immediate Crew change between two scheduled flights
- in a way that it includes a complete security search as well (see definition below)
Pre-flight check in case of immediate Crew change is the check which is being performed:
- during the turn-around time of the A/C
- whenever there is immediate Crew change between two scheduled flights
- by the outbound (departing) crew only, in the following areas:
o lavatories
o galleys
o galley areas
o entry areas
o safety and emergency equipment compartments and equipment
themselves
- in a way that it includes the full security check of the relevant areas
Security check
The purpose of security check is to recognize and identify any non-standard, suspicious,
unidentified items which are not belonging to the standard equipment. The procedure requires
a particularly strict attention of all Cabin Crew Members. Security check is to be carried out in
the following cases:
Departure airport Arrival airport
EU member State EU member State
EU member State Non-EU member State
During security check it is not required to perform the followings:
- Containers in the galleys are not required to be removed from their stowage
places
- Trolleys in the galleys are not required to be removed from their stowage places
Security search
The purpose of security search is to recognize and identify any non-standard, suspicious,
a particularly strict attention of all Cabin Crew Members. Security search is to be carried out in
the following cases:
Departure airport Arrival airport
Non-EU member State Non-EU member State
Non-EU member State EU member State
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During security search it is required to perform full security search of the followings:
- Main cabin area
- Galleys
- Galley areas
- Entry areas
- Lavatories
1.3.1 Full pre-flight check and aircraft security search
1.3.1.1 Designated areas per C/A duties
- A320
o SCA: catering in FWD galley, FWD galley area and oxygen mask
stowage in FWD entry area
o C/A 2: cabin section “A” (FWD entry area, main doors 1L and 1R,
lavatory A, seats in row 1-15)
o C/A 3: catering in AFT galley, AFT galley area and oxygen mask
stowage in AFT entry area
o C/A 4: cabin section “B” (AFT entry area, main doors 4L and 4R,
lavatory D and E, seats in row 16-30)
- A321
o SCA: catering in FWD galley, FWD galley area and oxygen mask
o C/A 2: cabin rows 1 - 10, Lavatory A, FWD entry area
o C/A 5: cabin rows 11 - 25, 2 L/R and 3 L/R, crew seats C/A 5 and C/A
3
o C/A 4: cabin rows 26 - 39, Lavatories D, E, AFT entry area
o C/A 3: catering in AFT galley, AFT galley area and oxygen mask
1.3.1.2 General content of the full pre-flight check

The full (first-flight) pre-flight check includes:
- check of the presence, condition and functionality of the safety and emergency
equipment (and the equipment compartments)
- full security search of the lavatories and condition/ functionality of the safety
and emergency equipment present in the lavatories
- security search of the galleys and galley areas
- security search of the entry areas and cabin
- verification of the presence of passenger information accessories (on board
magazines, Safety Cards and emergency door opening instruction labels in the
emergency exit rows)
- additional service items (air sickness bags, waste bags, gloves and spare
magazines)
- functionality check of the water system (water in the lavatories, water heater
etc..)
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Any discrepancy in the condition or functionality of the safety or emergency equipment must be
reported with undue delay to the CPT and Work Order shall be opened.
1.3.1.3 Procedures
Procedures of SCA and C/A 3

FAP check
- Touchscreen FAP shall be checked by SCA
o Cabin lighting: SCA is to ensure that the cabin lights at all areas are set
to BRIGHT, 100% mode for at least five minutes during pre-flight check
o SCA is to check if all lighting tubes are operative in all areas
o SYSTEM INFO page: CIDS internals OK, Ice protection OK
o WATER/WASTE: Water not less than 25%, Waste no more than 75%
o DOOR/SLIDE
Main Cabin Doors are in disarmed status
- A320
Emergency Over wing Exits in armed status
- A321
Emergency Exits in disarmed status
o TEMPERATURE: set for the flight

o CAUT: not illuminated neither flashing
o EMER lights are to be tested only in case of first commercial flight of the
day
o Main power ON
o CAUT button (not in illuminating mode). If CAUT is illuminating the Flight
Crew must be notified
EPOS check
- C/A 3 is to check the availability and functionality of EPOS devices (all 3 devices
on A320 and all 4 devices on A321)
- Missing or inoperative EPOS(s) is/are to be reported via CRF after duty (CRF shall
include EPOS’s serial number)
- In case of an unserviceable device the non-working device shall be tagged with
unserviceable tag and to be left in the EPOS foam insert. Caterers will take care
of the replacement
- EPOS device without a stylus is considered to be unserviceable and need to be
tagged, as the screen must not be touched by any other object but the stylus
Galley check
- SCA and C/A 3 are to check in their assigned galleys the interior of all
compartments, containers, boxes, trolleys as well as area behind the catering
equipment for any foreign object or loading discrepancies
- Water heater – Cold A/C operation – Switch the heater ON, if LOW water
indication is on, bleed the heater by opening the outlet and wait for water to
dispense (pressure is required – APU on). Water heater procedure:
o Confirm on FAP potable water is available
o In all galleys – switch ON the water heaters
o If the red “LOW WATER” light is illuminating it means that some air is
trapped in the water system
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o When APU power is available, open the water faucet to bleed the
accumulated air from the water system
o When “CYCLE” light extinguishes, water heater is ready to use
o Switch OFF the water heaters when preparing for take-off
- Waste flapper door(s) blocked and not damaged
- Security seal applied on the waste bin compartment door (at 1R door by SCA)
- SCA and C/A 3 are to check of the proper operation of trolley brakes (including
waste trolley brakes) and galley latches
- SCA shall check if the waste trolley has the correct amount of waste bag holder
frames
- Should brakes be found non-operative the following procedure must be followed:
o The inoperative trolley must remain latched in its stowage compartment
throughout whole duration of the flight duty
o SCA / C/A 3 has to report the discrepancy via CRF according to reporting
procedure (refer to CAM 0.5.4 Reporting procedures) stating the set and
the trolley position number (the report to be sent after the last duty
sector)
o INOP sticker must be obtained from the Flight Deck Crew and applied on
the inoperative trolley (only in case of failure of the trolley brake
mechanism) Contents of the trolley with non-operative trolley brakes are
to be used as regular sales items (excluding waste trolley); however
removal of such trolley from its stowage compartment is not allowed,
unless security related concerns
o INOP sticker may be placed on catering trolleys as well as on the waste
trolley, however, a Work Order entry only applies to the waste trolley
since it is an aircraft part. When a waste trolley is inoperative or any waste
bag frame missing, TECH CRF must be sent
- In case a latch is found non-operative the relevant catering box has to be
repositioned. In case the affected latch is on the stowage compartment position,
the compartment must be emptied
- Placing any stickers on the cabin equipment and cabin furnishing without
Commander’s permission is strictly forbidden
- SCA and C/A 3 are to check the followings on the relevant waste bin
compartments:
o waste bin flapper door deactivated
o security search of the AFT waste bin compartments (C/A 3)
o security seal applied on the FWD waste bin compartment next to door 1R
o the seal number of the security seal applied on the door of the waste bin
compartment corresponds to the seal number on the security seal plate
(located in the cockpit and to be confirmed with the Commander)
o If one of the above stated conditions is not met the following procedure
must be followed:
Commander must be informed about existing discrepancy
security search inside the waste bin compartment must be
performed
in case of discrepancy in sealing (seal damaged or numbers not
corresponding), the new seal must be applied after completion of
the security search of the compartment and the old seal (seal
which was damaged or number was not corresponding) must be
removed (seal to be obtained from the Commander)
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Entry areas
- SCA and C/A 3 shall check the oxygen mask stowage in the galley and entry
areas (visually)
Procedures of C/A 2 and C/A 4 and C/A 5 (if applicable)

Cabin area
- Check of functionality and security search of the amenities in the cabin
(presence, condition and order of the passenger information accessories with
special attention to safety cards in the seat pockets – 100%)
- Overhead compartments – (including the compartments which contain
emergency equipment)
- Seat pocket interior – 100%
- The area below passenger seats (visual check)
- Area between passenger seats (manual check)
- The area between passenger seats and cabin wall (manual check)
NOTE: To achieve sufficient check of the area between the seat cushions,
pressure may need to be applied either side of the gap to allow greater
visibility
- Floor, windows, light recesses and ceiling – visual check only
- First-aid kit (to be opened only if unsealed)
- check of all the tray tables and the area behind them, including the removal
of the folding tray tables from their stowage:
- A320
o in the first row – 100%
- A321
o in rows 1, 11, 26 and 12 A and F seats – 100%
- visual and manual verification of life vest presence – 100 %

o NOTE: manual verification means touching of the life vest. Removing the
life vest from the pouch is not required
Equipment
- security search of the equipment compartments
- verification of the equipment – properly stowed, strapped, correct location and
quantity specific functionality indicator according to the pre-flight check list
requirement:
o Demo kit
Presented
Content is not damaged or missing
Placed in the assigned location
o First Aid Kit
Box is properly stowed and is not damaged
Appropriate seal is presented
Stowed in the designated location
o Smoke hood
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Properly stowed and secured

Box not damaged
The indication window shows in blue/white/grey
Serviceability indicator seen through the inspection screen is
not broken and is visible
NOTE: If the color of the moisture indicator has changed to pink, it shall
be reported to the CPT (WO to be opened) and the PBE must be replaced.
o Portable oxygen bottle
Two oxygen masks per bottle
Oxygen bottle is properly stowed and secured
Pressure OK
o Megaphone
Properly stowed and latched
When the push to talk button is engaged the click is audible
o Passenger life vest
Under each passenger seat one life vest is present in the life vest
stowage
o Spare Adult life vest
Correct quantity
Life vest bags closed sealed
o Spare Infant life vest
Correct quantity
Life vest bags closed and sealed
o Baby belts/extension belts
Quantity is correct
Belts are not damaged/incomplete
Placed in the assigned location
o Life line
Quantity is correct
Life lines are sealed closed in the proper bag
Stowed in the designated location
o Portable ELT
Stowed in the designated location (for the location refer to the
Emergency Equipment Location Map)
NOTE: During daily operation to fulfil the pre-flight check requirements

the portable ELT must not be removed from its dedicated stowage
compartment
NOTE: During pre-flight check strict attention shall be paid whenever
placing the spare seat belt bag into the narrow compartment in order to
prevent unintentional ELT activation
o Crash axe (for A321 only)
Stowed in the designated location (for the location refer to the
Emergency Equipment Location Map)
NOTE: During daily operation to fulfil the pre-flight check requirements
the crash axe must not be removed from its dedicated stowage
compartment
Counting of the safety cards is required only before the first commercial flight of the day.
NOTE: When performing PA function test attention must be paid not to overstretch the handset
cradle.
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Lavatories
- Functionality of the amenities and equipment (presence of passenger
accessories)
- Check of automatic fire extinguisher
o The indicator on the gauge must show green to ensure full operation
- Full security search of the lavatory
- Check that the ashtrays on the lavatory doors are operative and are in the closed
position
- After completing of the security search of the lavatory, door must be locked
Main doors
- In order to open the main cabin door to fulfil the pre-flight check requirements,
Cabin Attendants must obtain the permission for the door opening from the SCA,
who is to confirm with the Commander
- Confirmation of “ Door disarmed, you may open the door” is also needed when
opening 4 L door for the first departure of the day
- Pre-flight check of the Main Doors will be performed by checking the followings:
o Check door locking indicator reads Locked (green) and door is in disarmed
position (in case of checking closed doors)
o Observation window is clear
o Check slide pressure indicator is in the green zone
o No obstructions around the door
o Check of slide on door includes the followings:
pressure indicator must be in green
Slide is disarmed
- A321 (main doors)

o Transparent plastic cover on the arming lever is present and is in
good condition
Emergency Exits
- A321 (2 L/R and 3L/R)
o Check door locking indicator reads Locked (green)
o Door is “in park” – safety pin and red flag are visible
o Observation window is clear
o Arming lever transparent plastic cover is present and is in good condition
o Protective cover on the control handle is present
o Check inflation cylinder in the overhead compartment, pressure indicator
is in the green zone
o No obstructions around the exit
o Check of slide on the door includes the followings:
Pressure indicator must be in green band range
Slide is disarmed
Entry areas
- C/A jump seats
o The seat pan automatically returns to be stowed position after being
opened and released
o Seatbelt/shoulder harness fully operable (after pulling down, shoulder
harness retracts automatically)
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o Headrest not damaged/delaminated

o NOTE: The lap belt must be stowed correctly in the cavity located bellow
the backrest, in order to avoid a damage of the belt after retraction of the
seat pan
o For details regarding C/A jump seat refer to CAM 10.1.3
- Equipment under C/A jump seats
o BCF
Properly stowed and latched
Seal is not damaged
The indicator on the gauge must show into the green area to
ensure full operation in case of a fire
o Life vest
Check of presence
Life vest bags closed and sealed
o Flashlight
Properly stowed
The LED flashes every 5-10 seconds
Plastic safety strap is engaged around the flashlight
o Documents
Presence and proper condition of C.E.C, Emergency Equipment
Location Map and Pre-flight Checklist
o Protective gloves (if applicable)
Properly stowed
Not damaged
o Manual Release tool
Quantity is correct
Manual Release Tool is not damaged
- Interphone system
o Interphone check between all C/A stations
- A320
o Interphone check between all C/A stations
- A321
o All ATTND Call performed by SCA
o Interphone check with the cockpit shall be done only before the first flight
of the aircraft of the day; CPT call from every handset
o For details regarding interphone system refer to CAM 10.11.3
1.3.1.4 Reporting of pre-flight check completion

When full pre-flight check (including full security search) is completed in her area, each Cabin
Attendant has to report it to the SCA as follows:
- A320
o the report of C/A 3 and C/A 4 Cabin Crew Member must be given via
Interphone P.A. (in order not to leave the opened AFT cabin door
unattended):
C/A 2 reports verbally to SCA Pre-flight Check and Security Search
Completed C/A 2
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C/A 3 reports via PA to SCA Pre-flight Check and Security Search

Completed C/A 3
Completed C/A 4
o SCA confirms reception of the reports by thumb up
- A321
C/A 2 reports verbally to SCA Pre-flight Check and Security Search
Completed C/A 2
Completed C/A 5
Completed C/A 3
Completed C/A 4
Prior to boarding passengers SCA must:

- confirm with to the Commander the completion of the pre-flight check (which
contains the completion of the security search as well)
- report all irregularities found
- report verbally to the Commander as follows :
Pre-flight Check and Security Search Completed, we are ready for boarding
All cabin and cockpit defects will be recorded by the Commander/First Officer in the Work Order
Book. During pre-flight check the Commander must inform SCA on all recorded cabin defects,
and SCA must brief active cabin crew accordingly. At the end of each series of flights (rotation),
SCA and the Commander are to crosscheck that defects have been recorded.
Every technical problem even if it looks minor to the crew must be reported and recorded. A
verbal report can only be complementary action to help troubleshooting and does not replace
an appropriate work order entry.
CAUTION: While initiating pre-flight or and security check strict attention must be paid to avoid
injury such as being hit by equipment falling out of compartment or while accessing to passenger
seats in passenger seat rows.
1.3.2 Pre-flight check and security procedures in case of

immediate Crew change
1.3.2.1 Aircraft arriving from EU member state
In case aircraft is arriving from any EU member state, security check procedures shall be
carried out, regardless of the next destination of the aircraft (i.e. EU member State or non-EU
member State destination).
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Procedures
In case of immediate Crew change between two scheduled flights, the outbound (departing)
Crew is responsible and will perform the pre-flight check (including security check as well in the
respective areas) of the followings:
- Equipment (safety/emergency equipment) in the relevant stowage
compartments
- Galleys and galley areas – containers and trolleys are not required to be
removed
- Entry areas
- Lavatories
Checking of the relevant waste bin security seals (waste bin seal next to 1R door) shall be
performed during the turn-around pre-flight checks as well.
Turn-around pre-flight check of the water-heater is as follows:

- Arriving on board SCA and C/A 3 are to switch all water heaters ON (if not done
by the inbound SCA and C/A 3)
- If the potable water was uplifted during the turnaround, please perform the
Cold A/C operation (refer to CAM 1.3.1.3)
- Switch OFF the water heaters when preparing for take-off
Reporting of the completion of the pre-flight check is the same as described in CAM 1.3.1.4
1.3.2.2 Aircraft arriving from non-EU member state

In case aircraft is arriving from any non-EU member state, security search procedures shall
be performed, regardless of the next destination of the aircraft (i.e. EU member State or non-
EU member State destination). For procedure details refer to CAM 1.4.2.1.
1.3.3 Pre-flight check in case of no immediate Crew change

The procedures in this case are the same as procedures in case of full (first-flight) pre-flight
check and security search shall be performed as part of the pre-flight check procedures. For
details refer to CAM 1.3.2
1.3.4 Pre-Flight Checklist A320
A320
The cabin pre-flight checklists are different on board different A/C. This is due to different
locations of the emergency equipment and different cabin layouts.
The next pages show one version as a demonstrative example. For exact location per A/C refer
to Emergency Equipment Location Map located under each C/A seat.
The passenger Life-vests must be checked under each passenger seat at all times during a full
(first-flight) pre-flight check. During turn-around time the life-vest must be checked randomly
(min. 25%, for further details refer to CAM 1.4.2).
Removing the Over-Wing Exit Handle Cover is strictly forbidden.
CAUTION: During access to passenger seats and seat area attention must be paid to avoid any
injury caused by sharp edges or improper access.
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PROCEDURES
SCA – FWD galley and entry area
EQUIPMENT LOCATION STATUS

Cabin Status FAP checked
Water & Waste quantity FAP checked
Cabin Lighting FAP checked
Cabin Lighting Main cabin area All units
operative
System Info Page FAP checked
Door Page FAP checked
Temperature Page FAP checked
EMER lights FAP checked
Main power ON FAP checked
Caution button FAP checked
Catering FWD galley checked
Galley Equipment FWD galley checked
Exit lights/signs doors/area 1L/1R checked
Oxygen mask stowage FWD entry area checked
Galley waste bin seal waste bin next to 1R checked
C/A 2 - Cabin section „A” and FWD entry area
EQUIPMENT
LOCATION STATUS
C/A seats & seatbelts SCA and C/A2 seats checked
1 Flashlight under seat SCA checked
1 Crew Life-vest under seat SCA checked
1 Manual Release Tool under seat SCA checked
1 BCF Fire Extinguisher under seat SCA checked
Emergency Equipment Location Map under seat SCA checked
Cabin Emergency Checklist under seat SCA checked
Pre-flight Checklist under seat SCA checked
1 Escape Slide door 1L checked
1 Flashlight under seat C/A 2 checked
1 BCF Fire Extinguisher under seat C/A 2 checked
1 Crew Life-vest under seat C/A 2 checked
1 Manual Release Tool under seat C/A 2 checked
Emergency Equipment Location map under seat C/A 2 checked
Cabin Emergency Checklist under seat C/A 2 checked
Pre-flight Checklist under seat C/A 2 checked
1 Escape Slide door 1R checked
Interphone System between seats SCA checked
& C/A2
1 Megaphone overhead comp.FWD checked
face at 1L
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PROCEDURES
1 Demo Kit (seat belt, life-vest, oxygen mask, overhead

checked
safety card) compartment 1ABC
Lavatory & Accessories toilet FWD checked
Lavatory door Toilet FWD locked checked
Ashtray on lavatory door Toilet FWD ashtray checked
operative and closed
Lavatory call button Toilet FWD call checked
button
Smoke detector toilet FWD checked
1 Automatic Halon Extinguisher toilet FWD checked
1 First Aid Kit overhead checked
compartment 1DEF
2 Portable Oxygen Bottle & Masks overhead
checked
compartment 1DEF
2 Smoke Hoods overhead checked
compartment 1DEF
50 Spare Safety Cards overhead checked
compartment 1DEF
Spare Lavatory Accessories overhead checked
compartment 1DEF
CAM hard copy overhead checked
compartment 1DEF
Spare Airsickness Bags overhead checked
compartment 1DEF
Safety Cards PAX seats checked
Airsickness Bags PAX seats checked
WIZZ Magazine PAX seats checked
Tray tables (all type) PAX seats checked
Passenger life vests Under PAX seats checked
2 Life lines small compartment checked
at 12ABC
2 Life lines small compartment checked
at 12DEF
Exit lights/sign overwing exits/area checked
C/A 4 Cabin Section “B”

C/A seats & seatbelts C/A4 and C/A 3
seats, forward facing checked
C/A seat
1 Flashlight under seat C/A3 checked
1 Crew Life-vest under seat C/A3 checked
1 BCF Fire Extinguisher under seat C/A3 checked
1 Manual Release Tool under seat C/A3 checked
1 Pair of Protective Gloves under seat C/A3 checked
Emergency Equipment Location map under seat C/A 3 checked
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PROCEDURES

1 Flashlight under forward facing checked
C/A seat
1 Manual Release Tool under forward facing checked
C/A seat
1 Crew Life-vest under forward facing checked
C/A seat
Emergency Equipment Location map under forward facing checked
C/A seat
Cabin Emergency Checklist under forward facing checked
C/A seat
Pre-flight Checklist under forward facing checked
C/A seat
Location map under seat C/A 4 checked
1 ELT behind seat C/A4 checked
next to C/A4 &
Interphone System forward facing C/A checked
seat
Exit lights/sign doors/area 4L/4R checked
1 Megaphone overhead checked
compartment 30ABC
2 Portable Oxygen Bottle & Masks overhead
checked
compartment 30ABC
1 Demo Kit (seat belt, life-vest, oxygen mask, overhead
checked
safety card) compartment 30ABC
1 First Aid Kit overhead checked
compartment 30ABC
2 Smoke Hoods above seat C/A3 checked
1 Smoke Hood next to seat C/A4 checked
18 Infant Seat Belts overhead checked
compartment 30DEF
18 Infant Life Vests overhead checked
compartment 30DEF
10 Spare Life-vest overhead checked
compartment 30DEF
Lavatory & Accessories toilets AFT L/R checked
Lavatory door toilets AFT L/R checked
locked
Ashtrays on lavatory doors Toilet AFT L/R checked
ashtrays operative
and closed
Lavatory call button Toilet AFT L/R call checked
button
Smoke detector Toilet AFT L/R checked
Safety Cards PAX seat checked
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PROCEDURES
Airsickness Bags PAX seat checked

WIZZ Magazine PAX seat checked
Passenger life vests Under PAX seats checked
Tray tables (all types) PAX seat checked
overhead
Spare Lavatory Accessories Checked
compartment 30DEF
overhead
Spare WIZZ Magazines Checked
compartment 30DEF
C/A 3 – AFT galley and entry area

Catering AFT galley Checked
EPOS box AFT galley Checked
Oxygen mask stowage Aft entry area Checked
Interphone check with the Cockpit should be done only before first flight of the aircraft of the
day. Interphone check between each cabin crew station is to be completed during every pre-
flight check.
In case of missing of reasonable number of Spare Safety Cards (more than 20), Cabin Crew
Base Manager must be informed (using on-board mobile phone with permission from the
Commander). The next incoming Crew operating the aircraft will put the missing cards on board.
Pre-flight check of Cabin Emergency Checklist, Pre-flight Checklist, Emergency Equipment
Location Map requires only visual inspection of the presence and condition of the documents.
NOTE: Filling of the passenger seat pockets with safety cards is mandatory during every security
check.
1.3.5 Pre-flight checklist A321

The passenger Life-vests must be checked under each passenger seat at all times during a full
(first-flight) pre-flight check. During turn-around time life-vests must be checked randomly
(min. 25%, for further details refer to CAM 1.4.2). During pre-flight check removing the cover
of control handle of 2 L/R and 3 L/R exits are strictly forbidden.
CAUTION: During access to passenger seats and seat area attention must be paid to avoid any
injury caused by sharp edges or improper access.
SCA – FWD galley and entry area

Cabin Status FAP checked
Water & Waste quantity FAP checked
Cabin Lighting FAP checked
Cabin Lighting Main cabin area All units operative
System Info Page FAP checked
Door Page FAP checked
Temperature Page FAP checked
EMER lights FAP checked
Main power ON FAP checked
Caution button FAP checked
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PROCEDURES
Catering FWD galley checked
Galley Equipment FWD galley checked
Exit lights/signs doors/area 1L/1R checked
Oxygen mask stowage FWD entry area checked
Galley waste bin seal waste bin next to 1R checked
Interphone system* All ATTND call checked
*As a last step of the pre-flight check, SCA must perform an All Attendant call and all C/A’s must
answer at their designated station (refer to this manual 3.4.3).
C/A 2 – cabin section rows 1 - 10
C/A seats & seatbelts SCA&CA2 seats checked

1 Flashlight under seat SCA checked
1 Crew Life-vest under seat SCA checked
1 Manual Release Tool under seat SCA checked
1 BCF Fire Extinguisher under seat SCA checked
Location Map under seat SCA checked
Cabin Emergency Checklist under seat SCA checked
Pre-flight Checklist under seat SCA checked
Door 1L FWD entry area checked
Location Map under seat C/A2 checked
Cabin Emergency Checklist under seat C/A2 checked
Pre-flight Checklist under seat C/A2 checked
Door 1R FWD entry area checked
Interphone System P/A check checked
1 Megaphone compartment FWD checked
1 Demo Kit(seat belt, life-vest, oxygen mask, safety card) overhead compartment checked
1ABC
11 Infant Seat Belt overhead compartment checked
1 DEF
11 Infant Life Vests overhead compartment checked
1DEF
Lavatory & Accessories toilet FWD checked
Lavatory Door toilet FWD locked checked
Ashtrays on Lavatory Door toilet FWD ashtrays checked
Lavatory Call Button toilet FWD call button checked
1 Automatic Fire Extinguisher toilet FWD checked
1 First Aid kit overhead compartment checked
1DEF
2 Portable Oxygen bottles & masks overhead compartment checked
1DEF
2 Smoke Hoods overhead compartment checked
1DEF
50 Spare Safety Cards overhead compartment checked
1DEF
Spare Lavatory Accessories overhead compartment checked
1DEF
CAM hard copy overhead compartment checked
1DEF
Spare Airsickness bags overhead compartment checked
1DEF
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PROCEDURES
Safety cards pax seats checked

Airsickness bags pax seats checked
WIZZ Magazines pax seats checked
Tray tables (all types) pax seats checked
Passenger life vests Under pax seats checked
C/A Seats & Seatbelts C/A 5 checked

1 Crew life-vest under seat C/A 5 checked
Location Map under seat C/A 5 checked
Pre-flight checklist under seat C/A 5 checked
Interphone system P/A check seat C/A 5 checked
Emergency exits 2L/2R cabin area checked
1 Escape Slide indicator overhead compartment checked
11ABC
11DEF
EXIT lights & signs 2L/2R emergency exits checked
area
Oxygen mask stowage 2L/2R emergency exits checked
area
1 Demo Kit overhead compartment checked
11DEF
1 Smoke Hood overhead compartment checked
11DEF
1 Portable Oxygen bottle & portable oxygen bottle masks overhead compartment checked
11DEF
Safety Cards pax seats checked
Airsickness bags pax seats checked
WIZZ Magazines pax seats checked
Tray tables (all types) pax seats checked
C/A seats & seatbelts C/A 3 seat checked
1 Crew Life-vest under seat C/A 3 checked
1 BCF Fire extinguisher under seat C/A 3 checked
Preflight Checklist under seat C/A 3 checked
EXIT lights & signs 3L/3R emergency exits checked
area
Oxygen mask stowage 3L/3R emergency exits checked
area
Emergency exits 3L/3R cabin area checked
25 ABC
25 DEF
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PROCEDURES
Interphone system PA check seat C/A 3 checked

1 Smoke Hood overhead compartment checked
25 DEF
1 First Aid kit Overhead compartment checked
25 DEF
C/A seats & seatbelts C/A 4 & C/A 3A seats checked

1 Crew life-vest under seat C/A 4 checked
1 BCF fire extinguisher under seat C/A 4 checked
Pre-flight checklist under seat C/A 4 checked
Door 4L AFT entry area checked
1 Smoke Hood next to seat C/A 4 checked
1 Flashlight under seat C/A 3A checked
1 Crew life-vest under seat C/A 3A checked
1 Manual Release Tool under seat C/A 3A checked
1 BCF fire extinguisher under seat C/A 3A checked
Location Map under seat C/A 3A checked
Cabin Emergency Checklist under seat C/A 3A checked
Pre-flight Checklist under seat C/A 3A checked
Door 4R AFT entry area checked
1 Smoke Hood above seat C/A 3A checked
1 ELT behind seat C/A 4 checked
1 Crash Axe behind seat C/A 4 checked
Interphone system P/A check checked
EXIT lights & signs doors area 4L/4R checked
1 Megaphone overhead compartment 39 ABC checked
1 Demo Kit overhead compartment 39 ABC checked
1 First Aid Kit overhead compartment 39 ABC checked
2 Portable Oxygen bottles & portable oxygen bottle overhead compartment 39 ABC checked
masks
12 Infant life-vests overhead compartment 39 DEF checked
12 Infant seatbelts overhead compartment 39 DEF checked
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PROCEDURES
10 Adult spare life-vests overhead compartment 39 DEF checked

Lavatory & Accessories toilets AFT L/R checked
Lavatory doors toilets AFT L/R locked checked
Ashtrays on lavatory doors toilets AFT L/R ashtrays checked
Lavatory call button toilets AFT L/R call buttons checked
Airsickness bags PAX seats checked
Safety Cards PAX seats checked
WIZZ Magazines PAX seats checked
Tray tables (all types) PAX seats checked
Spare lavatory accessories overhead compartment 39 DEF checked
C/A 3 AFT galley
Catering & Galley equipment AFT galley checked

EPOS box AFT galley checked
Oxygen mask stowage AFT entry area checked
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1.4 Security search

Definitions
The purpose of security search is to recognize and identify any non-standard, suspicious,
a particularly strict attention of all Cabin Crew Members.
Security search is carried out as part of:
- Full pre-flight check
- Turn-around time procedures (simultanouosly with the cleaning of the cabin)
- Turn-around time Crew change procedures
- Transit flight
- After the last commercial flight of the day
1.4.1 Security search as part of the full pre-flight check

Whenever security search is carried out as part of the full (first-flight) pre-flight check, a
complete security check of the main cabin area, galleys, galley areas, entry areas and lavatories
must be performed by the Cabin Crew Members.
For details refer to CAM 1.3.1.3
1.4.2 Security search during turn-around time
1.4.2.1 Procedure
Main cabin area (SCA, C/A 2, C/A 3, C/A 4 and C/A 5 if applicable)
- Check of functionality and security search of the amenities in the cabin
(presence, condition and order of the passenger information accessories with
special attention to safety cards in the seat pockets – 100%)
- Overhead compartments – (including the compartments which contain
emergency equipment)
- Seat pocket interior – 100%
- Area between passenger seats (manual check)
- The area between passenger seats and cabin wall (manual check)
pressure may need to be applied either side of the gap to allow greater
visibility
- Floor, windows, light recesses and ceiling – visual check only
- Life vest stowage pouch; visual and manual check of min. 25% of the life vests
under passenger seat (for further details refer to CAM 1.3)
- Demo kit (presented, content is not damaged or missing, placed in the assigned
location)
- check of all the tray tables and the area behind them, including the removal of
the folding tray tables from their stowage:
- A320
o in the first row – 100%
- A321
o in rows 1, 11, 26 rows and 12A, F
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Galley areas (SCA and C/A 3)

- interior of all compartments, containers and trolleys as well as the area behind
them
- intact waste bin seal (at 1R door by SCA)
- the area behind containers/boxes and trolleys is to be verified by removing the
galley equipment from its stowage
- During the day, whenever all boxes and trolleys are sealed (including master and
EPOS box) at such a destination where it is required (i.e. LTN, TLV), the same
green color tone shall be used for all the boxes and trolleys. Unused seals shall
de damaged and discarded, due to security reasons
Entry areas / C/A stations (C/A 2, C/A 4 and C/A 5 if applicable)

- oxygen mask stowage (visual check only)
- escape slide stowage (visual check only)
- C/A jumpseats and compartments below the jump seats including life vest and
emergency equipment
Lavatories (C/A 2 and C/A 4)
- Towel container(s) and mirror
- Waste container
o NOTE: Considering the limited capacity of the AFT lavatory waste
containers on A321, frequent waste removal is required
- Area below wash stand
- Baby nursing table
- Smoke detector (visual check only)
- Toilet seat and lid
- Ashtrays and door itself
- Walls, ceiling and floor
- Oxygen mask stowage (visual check only)
NOTE: Security search of the lavatories, galleys and galley areas during the turn-around time
of the aircraft (in case there is immediate Crew change) is performed by the Outbound
(departing) Crew.
1.4.2.2 Reporting security search completion

When Security Check is completed, every Cabin Attendant must report the completion of the
security check in her designated area as follows:
- A320
C/A 2 reports verbally to SCA Security Search Completed C/A 2
C/A 3 reports via PA to SCA Security Search Completed C/A 3
SCA must to report to the Commander Security Search Completed

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PROCEDURES
- A321
C/A 2 reports verbally to SCA Security Search Completed C/A 2
SCA must to report to the Commander Security Search Completed
1.4.3 Security check in case of immediate Crew change in

case aircraft is arriving from Eu member State
Security check is performed during the turn-around time of the aircraft by both the inbound
and outbound Crew Members, areas of responsibility are as follows:
- Inbound (arriving) Crew:
o Main cabin area only
o NOTE: The presence of minimum 25% of life vests under the passengers
seats must be checked both manually and visually
- Outbound (departing) Crew:
o Galleys and galley areas – containers and trolleys are not required
to be removed
o Lavatories
o Entry areas
o Safety and emergency equipment compartment and equipment itself
o NOTE: The outbound Crew Members have no responsibility for the main
cabin area from security perspective in case of immediate crew change at
turn-around time
NOTE: Whenever there is no immediate Crew change between two scheduled flights a complete
security search must be completed by the inbound Crew.
Inbound (arriving) Crew must clean the cabin and perform the security check in the main
cabin area ONLY. The security check of the cabin includes the check of:
- Overhead compartments – 100%
- Seat pocket interior with special attention to the presence of safety cards –
100%
- Area behind tray tables – 100% (including the removal of the folding tray
tables from their stowage:
- A320
o in the first row
- A321
o in rows 1, 11, 26 and seats 12 A and F

- Area between passenger seats (visual check)
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PROCEDURES
- The area between passenger seats and cabin wall (visual check)
pressure may need to be applied either side of the gap to allow greater visibility
- Life vest stowage pouch presence and visual and manual check of 25% of the
life vests under passenger seat to be checked
manually (to meet the security standards and ensure randomly
that the pouches under the seats contain life vests only); and
visually to ensure the passengers’ safety by verifying all
passengers have access to their life vests; if any missing life vests
are discovered during check then all 100% life vests must be
checked visually and all the missing ones must be replaced before
boarding
Outbound (departing) Crew must prepare the relevant areas for the next flight and perform
the full security check of the galleys, galley areas, entry areas, safety and emergency
equipment compartments and lavatories.
NOTE: During immediate crew change at turn-around time it is not required to check the EMER
lights, only cabin lighting.
NOTE: During immediate crew change at turn-around time, verification of the presence of
reasonable amount of safety cards is required only.
1.4.3.1 Reporting of completion of security check in case of

immediate Crew change
- Inbound SCA will report the completion of the security check of the cabin to the
outbound SCA as follows:
“SECURITY CHECK COMPLETED”
- Inbound SCA will also report the completion of the security check (i.e. security
check completion of the main cabin area) to the inbound Commander
- Outbound SCA will report the completion of the security check (being completed
as part of their pre-flight check procedures) to the outbound Commander
NOTE: Responsibility regarding the security check of the main cabin area during turn-around
time with Crew change is exclusively belonging to the Inbound (arriving) Crew Members. Any
items found after the Inbound SCA has reported the completion of the security check will result
in challenging the respective Crew Member of the Inbound Crew.
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PROCEDURES
1.4.4 Cabin area division during turn-around
During turnaround time, the passenger cabin must be prepared for the next sector, and security
check/search shall be completed.
After disembarkation of all passengers, C/A 2 and C/A 4 shall walk through the passenger cabin
and check the overhead compartments for any unidentified items (including the compartments
with emergency equipment).
Right after this check all Cabin Crew Members have to start cleaning the passenger cabin
starting from the middle of the A/C (in case of A321, C/A 3 shall assist colleagues). While
cleaning, all relevant Crew Members must perform the security check in their below mentioned
areas:
- A320
o SCA (ABC seats) and C/A 2 (DEF seats) starting from row 15 towards
row 1
o C/A 3 (DEF seats) and C/A 4 (ABC seats) starting from row 16 towards
row 30
- A321
o SCA (ABC seats) and C/A 2 (DEF seats) starting from row 19 towards
row 1 (C/A 2 is to perform security check of C/A 5 crew seat at this
moment)
o C/A 4 (ABC seats) and C/A 5 (DEF seats) starting from row 20 towards
row 39 (C/A 5 is to perform security check of C/A 3 crew seat at this
moment)
o C/A 3 has to collect the waste from the cabin and assist colleagues for
aircraft handover (empty waste cart, empty lavatory waste bins, etc.)
Whenever security check/search is completed, all Crew Members shall report.
1.5 Cabin – Cockpit communication procedures

Coordination and communication between the flight deck and Cabin Crew is normally between
the Commander and SCA. However, in the interests of good CRM, it is important that all Crew
Members feel able to communicate freely when necessary. It is particularly important that those
Cabin Crew Members working at the rear of the aircraft call the flight deck directly using the
interphone system when necessary. However, Cabin Crew must be aware that the flight deck
Crew are not linked to the cabin interphone permanently and can take a few seconds to answer
a call. When Cabin Crew Member had any communication with the cockpit, she should report to
the SCA about the content of the exchanged information.
1.5.1 General communication rules between cabin and cockpit

In normal operations, from the time the first engine is started until both engines have been shut
down:
- The Flight Deck door is to be closed and locked
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- Number of entries to the cockpit should be reduced as much as possible as it

might be both disturbing for the Flight Crew and a negative factor for security
- When seat belts sign is switched ON, except the on ground duties, routine
communication between Cockpit and Cabin Crew Members should be done via
interphone
- Regular checks of well being of cockpit Crew by SCA during cruise should be
done by interphone, as visits to the cockpit at regular intervals are a security
hazard
- If the SCA deems it necessary, she should not hesitate to request, using the
keypad, an access to the cockpit
- Crew Members on observer flights or positioning Crew Members may travel in
the cockpit at commander’s discretion. In such case, they are to remain in the
cockpit during the entire flight except for physiological or safety reasons as
deemed necessary by the commander
1.5.1.1 Minimum number of persons in the cockpit

To ensure that flight deck is manned by minimum two persons at all times, whenever one of
the Pilots needs to leave the cockpit during the flight, (s)he must be replaced by one of the
Cabin Crew Members (except for SCA).
Procedure
- Flight Crew Member advises the need of leaving the flight deck by calling FWD
attendant station
- Cabin Crew receiving the request has to call for a ‘body cover’, and agree who
will enter flight deck (preferably C/A 2)
- SCA in charge of the flight shall always remain in the cabin
- Pilot is cleared to leave the flight deck only when:
o Cabin Crew is already inside of the cockpit
o ‘body cover’ is applied and
o There is no unauthorized person in the FWD galley
- NOTE: Except when performing WIZZ Café service, FWD galley must not be
left unattended
- Special cases
o Operation with reduced number of Cabin Crew
Two Cabin Crew have to be always available in the FWD section
of the cabin during the service
o Other unusual situations during the flight, not described above (i.e.
medical cases, emergencies)
Principle shall be followed as long as it will not interfere with the
medical / safety / security objective at the certain moment
1.5.1.2 Cabin Crew Member visit to cockpit

- Body cover procedure by Cabin Crew and video camera identification by Cockpit
Crew are to be applied before opening the cockpit door (for body cover procedure
details refer to CAM 1.5.2)
- Once in the cockpit the Cabin Crew Member has to remain silent until one of the
Pilots addresses her
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PROCEDURES
- It is strictly forbidden to occupy any of the pilot seats, the designated seat
for a person other than the operating flight crew members is the observer jump
seat
- Whenever being in the cockpit, Cabin Crew Members are required to take seat
on the observer jump seat with seat belt fastened
- Any conversation (other than safety related) with Pilot remaining in the flight
deck is forbidden
- Good CRM, common sense and prioritization shall be exercised
NOTE: Cabin Crew, in normal operation, is not allowed to touch any button/switch
in the cockpit, except on the special request from the Commander.
1.5.2 Body cover procedure

While a Crew Member is entering the Flight-deck, another Crew Member must stand behind her,
facing to the cabin, blocking the way of any unauthorized person willing to enter the Flight-
deck.
The Crew Member must obtain cockpit access by a request via the keypad. When dialling the
access code, the keypad must be covered by one hand, in order to avoid passengers seating in
the 1st cabin row having an overview on the keypad.
No other person than a Crew Member is entitled to be in the FWD galley/entry area while there
is a request to access the cockpit.
Before leaving the cockpit the Cabin Crew Member is to identify that no unauthorized person is
present in the FWD galley and FWD entry area.
1.5.3 Sterile cockpit concept

The aim of the sterile cockpit is to enable the Flight Crew focus on their duties without being
distracted by non-flight related matters.
During the critical phases of the flight, the sterile cockpit policy is applied. Therefore, calls from
the Cabin Crew or entry into the cockpit are restricted to safety and security related matters.
Critical phases of a flight are defined as follows:
- all ground operations involving taxi, take-off and landing
- all flight operations when the aircraft is below FL100
- during any other phases of flight as determined by the pilot-in-command or –
commander
During the critical phases of the flight Cabin Crew Members are permitted to carry-out safety-
related duties only.
NOTE: In normal operations the SCA communicates with the Flight Crew on behalf of the Cabin
Crew. In case of an abnormal or emergency situation being discovered the first cabin crew to
discover a safety related situation must report it directly to the Flight Crew and inform the SCA
afterwards only.
1.6 Boarding procedures

All passengers have assigned seat numbers marked on their boarding cards.
Boarding for the first departure of the day must commence 45 minutes prior to the schedule
time of departure (STD).
During turn-around, Cabin Crew is to be ready to accept passengers 6 minutes after the last
passengers have disembarked the aircraft. Therefore boarding to buses must start when the
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PROCEDURES
last passenger has disembarked the aircraft in order not to waste time. The bus driver must,
however wait for the confirmation from the Dispatcher or SCA before passengers are allowed to
disembark the bus.
Cabin Crew will advise the Commander and the Dispatcher if, due to exceptional circumstances,
they are unable to accept passengers at the above times.
For admission of auditors or other authority personnel to WIZZ A/C refer to CAM Section 1.2.1
1.6.1 General
During boarding all C/As must carefully observe passengers boarding with respect to the items
described in the following sections. Before starting the boarding procedure SCA must ensure
that all cabin and entry area lights are set to BRIGHT position. This light setting must be kept
until the cabin preparation before take-off is fully accomplished.
The Cabin Crew Members should observe the following safety related issues:
- monitor the amount of baggage and ensure correct stowage (overhead
compartments, under the seats)
- check and ensure that overwing exit windows (A320) / emergency exit doors
(A321) are not touched by passengers
- check that exits and escape paths are clear of obstructions
- distribute baby seatbelts and INF life vests, if necessary
- manage the passenger flow by informing customers in which area their seats
are located (FWD, MID, AFT cabin section)
- ensure that passengers comply with “ No smoking “ regulations
- ensure that passengers comply with seating regulations (allocated seat
number)
- check that ABP seats are occupied by passengers meeting the ABP criteria
- check boarding cards of each embarking passenger
The boarding cards of all embarking passengers must be checked by the C/As standing at the
FWD/AFT entry area, this procedure is also applying to the special attention passengers (e.g.
PRM, DEPA, DEPU etc.), to verify that it is for the correct flight, destination and date.
In case a passenger cannot present boarding card, the passenger must not be admitted to the
cabin. A positive verification of the passenger by the Handling must be performed and declared
(Crew should be informed about passenger seat number). In addition, Commander’s acceptance
for the admission of the passenger without boarding card must be obtained.
Boarding positions of Cabin Crew is as follows:
- A320
o SCA has to stand in the FWD entry area facing the 1L door, blocking the
way towards the cockpit
o C/A 2 has to stand in the first passenger row/FWD entry area
o C/A 3 has to stand in the emergency exit row on the right side
o C/A 4 has to stand in the AFT entry area facing the 4L door
NOTE : C/A 3 (standing by the overwing exit rows) should monitor passengers, and decide
whether passengers are corresponding to the over-wing exit seating restrictions (refer to CAM
section 1.6.10.3)
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- A321
o SCA has to stand in the FWD entry area facing the 1L door, blocking the
way towards the cockpit
o C/A 2 has to stand in the first passenger row/FWD entry area
o C/A 5 has to remain in the first row of emergency exits, next to
passenger row 11 on the right hand side during the boarding, door
arming process and welcome announcement
o C/A 3 has to remain in the second row of emergency exits, next to
passenger row 26 on the right side during the boarding, door arming
process and welcome announcement
o C/A 4 has to stand in the AFT entry area facing the 4L door
C/A 2 and C/A 4 should give guidance to passengers about the location of their
dedicated seats. If passengers need further help, C/A 2 and C/A 4 should inform
passengers where to find C/A3 and C/A 5 at their assigned area at rows 11 and 26.
C/A 3 and C/A 5 should
- direct and explain (if needed) to other passengers wishing to occupy EXTL seats
why those seats are not to be occupied (extra fee is charged)
- monitor passengers and decide whether passengers are corresponding with the
emergency exit seating restrictions (refer to CAM section 1.6.10.3)
- check and ensure that emergency exit doors are not touched by passengers.
During embarkation Cabin Crew should not hesitate to stop the boarding process if any concern
regarding correct stairs status/positioning might arise and a request for stairs readjustment
must be made (refer to CAM 1.2.3. stairs positioning).
Cabin Crew has to board passengers either by using 2 sets of stairs or using a jetbridge or 1 set
of stairs, which must be positioned to the front door of the AC (1L) It is prohibited to perform
the boarding process through the AFT door (4L) only, as aircraft balance could not be controlled
properly this way.
- During boarding SCA must make, at least twice, the boarding announcement. If
refuelling is taking place the relevant announcement must be made as well. If
boarding is only done via forward door, C/A4 may make the Boarding
Announcement from the AFT galley respectively
- If SCA is not a native speaker all On-Board Announcements have to be made by
the C/A 2. During time of the announcement the responsibility of checking the
boarding cards is delegated to the other Cabin Crew Member present in the FWD
entry area
- In order to avoid congestion on the stairs and in the aisle, passengers should be
encouraged to proceed inside the cabin. Crew should advise passengers about
their seat location (area – FWD, MID, AFT cabin)
- It is essential to perform active boarding observing the passengers’ behaviour
and their health conditions. Every passenger who is considered to be ill, sick or
undergone any medical treatment shortly before the flight needs to be recognised
and interviewed during boarding. The final decision to accept or deny this
passenger must be made by the Commander
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- Lavatories shall be closed on departure, from the beginning of embarkation until

the Fasten Seatbelt Sign has been switched OFF, after take-off
- Lavatories shall be closed on arrival, from the Fasten Seat belt Sign has been
switched ON until the Fasten Seatbelt Sign has been switched OFF, after
landing
- Passengers occupying ABP seats on all variants must receive a short briefing
as soon as they are seated; the briefing must not be interrupted, so that the
passenger clearly understands what her responsibilities are:
o You are sitting at the emergency exit, are you able and willing to help
the Crew in case of need?
o If any of the answers is NO: reseat the passenger
o If both answers are YES:
o The door should be operated ONLY in case of EMERGENCY”
- A320
o Please study these 5 pictures showing the operation of the exit, but
DO NOT touch the door
- A321
o Please study the safety instruction card showing the operation of this
exit door, but DO NOT touch the door
NOTE: It is required that Cabin Crew Members show the specific pictures
of the emergency exit operation on the safety instruction card
o Do you understand? Do you have any questions?

o Thank you
- The fact that the door must be touched ONLY in case of emergency must be
emphasized
In case a passenger tries to remove the overwing exit handle cover (A320) or if the passenger
tries to operate the control handle of the emergency exit (A321) (intentionally, without
being required), the respective passenger must be removed from the ABP seat, reseated and
informed that she has been instructed not to touch the cover/door; Removing the Over-Wing
Exit Handle Cover during pre-flight check or when briefing Able Bodied Passengers during
normal or emergency operation is strictly forbidden.
- For take-off and landing the selected and briefed ABPs must occupy the seats
next to the emergency exits
- During cabin preparation Cabin Crew has to make sure that appropriate ABPs
have taken their ABPs seats
- In case a previously briefed ABP is not longer responsible for ABP task (becomes
drunk, sick or unruly or would like to take any other seat than her assigned ABP
seat), another ABP must be selected and briefed
- For take-off and landing, all passengers sitting in the overwing exit
rows/emergency exit rows must put on their shoes
- There is no requirement for passengers to remove their headphones at any time
when onboard the aircraft, except:
o During taxi-out for departure for the time of safety demonstration
o For passengers seated in the following rows for the time of safety
demonstration and also during take-off and landing in case LVO is in
force:
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o A320: 1st, 12th and 13th row

o A321: 1st, 11th rows, 12A and F seats, 26th row
1.6.1.1 Active boarding – CBAD

Applying the CBAD guideline shall help Cabin Crew Members to determine how to filter a possibly
intoxicated or unruly passenger during boarding. The aim of the guideline is to help in decision
making whether to accept this passenger for the flight or not.
C – Communication
B – Behaviour
A – Actions
D – Double check
For the procedures for the refusal of embarkation refer to CAM 1.6.1.2.
1.6.1.2 Refusal of embarkation

The Commander has the statutory authority to refuse entry to his airplane of anyone whose
presence in flight could represent a hazard to the safety of the airplane or its passengers. Such
persons could include those suspected of being under the influence of alcohol or drugs to the
extent that the safety of the airplane or its occupants is likely to be endangered, or of suffering
from any form of mental or physical illness which could put the remaining passengers at risk.
In case of known or declared illness, arrangements may be made for such sufferers to be carried
if prior medical approval has been given and qualified nursing personnel accompany the patient.
Passengers showing visible signs of disease or illness likely to cause distress or inconvenience
to other passengers cannot be accepted for travel.
Discretion must be exercised whenever personnel becomes aware, at the time of check-in or
boarding, of a passenger in a condition which could be adversely affected by air travel. If any
concerns would rise on a passenger being fit to fly, the following short interview can support
the decision making process:
- S=signs and symptoms of the passenger
- A=allergies to drugs/medication
- M=medication used in that moment (if any)
- P=previous medical history, possible pregnancy in case of female pax
- L=last meal
- E=events (maybe things which happened in that person’s life last few days
prior to travelling lead to the medical condition)
In order to assist the Commander to exercise this authority, all personnel engaged in passenger
handling and loading, including other Crew Members, handling agents and check-in personnel,
should alert the Commander if at any time they consider that the condition of particular
passengers could jeopardize the safety of a flight.
If difficulty is encountered in dealing with such passengers, particularly those who may require
physical restraint, the assistance of the aerodrome or local police should be requested.
The Commander has the right to refuse the carriage or further carriage of a passenger and/or
her baggage, provided that:
- The Commander reasonably believes that the refusal of the carriage is
necessary for security reasons (i.e. passenger is intoxicated)
- The Commander reasonably believes that the carriage may endanger the life,
health, physical integrity and comfort of the passenger and of those on board
- The Commander reasonably believes that passenger’s age, mental or physical
state may endanger the passenger and those on board or the valuables thereof
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- The passenger, passenger’s behaviour or clothes frighten, disgust or

scandalize those on board
- The passenger does not hold valid travel documents (including the destruction
of such documents in the course of carriage)
- The passenger refuses to hand over travel documents to the Crew or to the
Authorities when demanded
- The passenger cannot prove that she is the person named in the reservation
- The passenger failed to inform Wizz Air about her special needs or about her
intention to carry a special baggage or items of conditional carriage
- The passenger needs such special support as we are unable to provide or would
incur disproportionately high expenditure
“The Commander reasonably believes” can be interpreted as “The Commander received sensible
information from SCA/CA and/or ground staff”.
NOTE: Any time the passenger is denied boarding, the relevant document must be filled up by
the SCA (FDIR, Injury/Illness report) and sent according to the internal company policy.
1.6.2 Smoking on board

All Wizz Air flights are non-smoking flights. It is strictly forbidden to smoke on board. According
to the internal company policy passengers and Crew Members are not allowed to smoke the
electronic cigarettes.
Particular attention shall be paid to the prohibition of smoking in case oxygen is being
administered.
In case a passenger is found smoking on board the aircraft:
- perform inside lavatory check
- inform the passenger about Wizz Air policy execution and consequences
- inform the Commander
- SCA shall fill out the Final Warning and FDIR if needed. In all cases, CRF shall be
submitted using Safety, Security and also Technical buttons (refer to CAM 12.4
and CAM 12.5)
1.6.3 PEDs (Portable Electronic Devices)

Many portable electronic devices are known to emit radio frequency signals in excess of
allowable limits. This could cause electromagnet interference with aeroplane navigation, control
and communication systems. Therefore, their use on aeroplane is restricted. Wizz Air has
established the following restrictions for the use and stowage of PEDs:
CATEGORIES DEVICES RESTRICTION FOR RESTRICTION FOR

including but not USAGE STOWAGE
limited to:
Non-intentional - Calculators May be used at any - During taxi-out for
transmitter - cameras phase of the flight – as departure for the time of
small PEDs - radio receivers long as device is kept in safety demonstration,
- audio and video flight mode passengers are required to
players remove their headphones and
- electronic games and mute their PED devices to
toys avoid distraction from
passenger safety briefing
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when these devices are

not equipped with a
transmitting function
Non-intentional - laptop or similar size - Not permitted during - During the critical phases
transmitter devices the critical phases of the of the flight, devices shall be
large PEDs flight stowed away securely (for
- Not permitted during stowage details refer to CAM
flight whenever seat 1.5.3)
belt sign is ON - During flight whenever
seat belt sign is ON (i.e.
during turbulence) large PEDs
shall be securely stowed (for
stowage details refer to CAM
1.5.3)
Transmitting - some toys Passengers are not There is no requirement for
PEDs’ - two-way radios allowed to use these passengers to remove their
- mobile phones of any devices at any phase of headphones at any time when
type the flight unless they onboard the aircraft, except:
- satellite phones, are switched to FLIGHT - During taxi-out for departure
- computers with MODE. for the time of safety
mobile phone data demonstration
connection - For passengers seated in the
- wireless local area NOTE: When in doubt of following rows for the time of
network (WLAN) or one’s device capability safety demonstration and also
Bluetooth capability of flight mode, the during take-off and landing in
- tablets device is to be treated case LVO is in force:
as transmitting PED and - A320: 1st, 12th and 13th row
must be switched off - A321: 1st, 11th, 12A and F
completely. seats, 26th row
- Cabin Crew shall ensure that instructions in regards of PEDs are followed by the
passengers at all times
- It is not permitted to leave unattended and charge PEDs containing lithium
battery in the lavatories or in the cockpit
- If interference is suspected at any time, Captain will instruct passengers to turn
off all electronic devices
- Hearing aids, heart pacemakers and other medical devices are acceptable at any
time during flight
1.6.4 Allowable cabin luggage

Cabin baggage will normally be restricted to handbags, briefcases, cameras, coats and other
items that can be reasonably stowed in approved stowage, unless the carriage in the cabin of
other items has been cleared with Wizz Air at the time of booking.
Wizz Air offers two cabin baggage options, but has a “one cabin baggage per passenger”
policy; each seat-occupying passenger may carry on board one piece of hand luggage:
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- small cabin bag (42x32x25 cms or smaller) that can be taken on board for free
of charge
- large cabin bag (larger than the small cabin bag but not exceeding the
dimensions of 56x45x25 cms), for which passengers must pay a fee
The passengers who purchased the Priority Boarding option may take two pieces of luggage
with them (out of which maximum one can be a large cabin bag). Carriage of one additional
personal item is granted for free.
All baggage which does not fit into the acceptable dimensions will be tagged at the gate and a
letter “B” will be indicated on the boarding card of the passenger. At the same time passenger
will be advised to leave the tagged luggage at the bottom of the A/C stairs.
Prior to offloading any baggage to the cargo compartment, Cabin Crew is to interview the
passenger on the presence of the following:
- Presence of dangerous goods
- Lithium metal and lithium ion batteries
- Personal documents
- Medicine
- Cash, credit cards
- Other valuables
All cabin luggage not meeting these requirements must be taken, latest at boarding, and stored
in the forward cargo hold (with an appropriate luggage tag: EU/non-EU countries). Luggage tag
can be found in the Master Box, refer to CAM 12.14 Luggage Tags. The data field of these bag
tags are to be filled at all times when used. The corresponding part is to be handed over to the
passenger, the other part is to be attached to the bag. Any Cabin Crew Member is allowed to
fill the tag irrelevant of her duty position. SCA (and Commander by SCA) must be advised about
such luggage and Ground Staff should store it in the forward cargo hold.
NOTE: Passengers carrying backpacks have to be advised to hold them in their hands to avoid
hurting others passengers when moving through the aisle.
For Crew Baggage allowance refer to CAM section 1.2.6.
1.6.5 Stowage of cabin luggage

Cabin luggage must be stowed adequately and securely in the cabin in such a way that the aisle,
cabin doors and emergency exits are not blocked. First row must be completely clear of baggage.
Stowage of cabin baggage shall be as described below:
- Each luggage carried in the cabin must be stowed and restrained in an
approved stowage (i.e. in the overhead compartments or underneath the seat
in front of the passenger)
- Mass limitation attached on or adjacent to a stowage must not be exceeded
- Under-seat stowage must not be used unless the seat is equipped with a
restrain bar and the baggage is of such size that it may adequately be
restrained by this equipment and not obstruct egress from the seat row
- Items must not be stowed in lavatories or against bulkheads that are incapable
of restraining articles against movement forwards, sideways or upwards and
unless the bulkheads carry a placard specifying the greatest mass may be
placed there
- Passenger luggage must not be stowed behind the last passenger row
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- Luggage may be stored restrained securely on an empty window seat (except

rows of emergency exits and the first row, and only if an extra ticket has been
purchased)
- Baggage placed in lockers must not be of such a size that they prevent latched
doors from being closed securely
- Baggage must not be placed where it can impede access to emergency
equipment
- Checks must be made before take-off, before landing, and whenever the
Commander orders so to ensure that baggage is stowed where it can not
impede evacuation from the airplane or cause injury by falling (or other
movement) as may be appropriate to the phase of flight
- During boarding announcements must be performed on how to stow hand
luggage (refer to During Embarkation Announcement)
- It shall be specified that the instructions of the Crew are to be followed at all
times (if required)
CAUTION: Attention must be paid to avoid Crew or passenger injury while opening overhead
compartments for placement or removal of any items.
Extra seat
Whenever Extra seat has been purchased, due to items which are over the carry-on luggage
limitations (i.e.: Contrabass) the two adjacent seats (including window seat) are assigned at
the last row(s) of the cabin. In this case, passenger is entitled to the baggage allowance for
both seats.
1.6.6 Unruly/offensive passenger

Boarding
Boarding passengers who are under the influence of alcohol or drugs and/or display aggressive
behaviour are a possible safety hazard and may therefore be denied boarding. To prevent
boarding of potentially unruly passengers is in the duty of: ground handling staff, Crew Members
(if the passenger has been brought on board). SCA should advise the Commander about such
a passenger.
The final decision to accept or deny this passenger must be made by the Commander. In case
the situation requires the local security forces (airport security, police, boarding guards etc.)
shall provide with help to withdraw the passenger from the aircraft.
The Commander has the right to refuse the carriage or further carriage of a passenger and/or
his/her baggage (CAM 6.4.1)
Once the decision is made that the passenger is to be offloaded from the aircraft, Cabin Crew
must make sure that all cabin luggage and any other items belonging to the offloaded passenger
are removed from the aircraft, unless the passenger has been stopped by the aircraft door, by
performing the baggage check inside the aircraft (refer to CAM 1.6.13).
The SCA is to fill the relevant documents (refer to CAM 12.4 and 12.5).
When dealing with unruly passenger
- Do not directly accuse the person of being drunk
- Show your authority but be polite to her
- Do not be afraid of the unruly passenger
- Never loose your temper and control
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- Cooperate with other Crew Member, ask for help to ensure that safety and
order are preserved
- Notify the Cockpit Crew
- Minimize the implications of the unruly behaviour
- Inform the passenger that the Commander will be noted about the situation
- Inform the passenger about the possibility of authority involvement e.g. police,
airport force (and possible diversion)
All above quoted means of handling unruly passenger having informative character and should
be treated as guidance.
1.6.7 Animals
Live animals are not accepted for carriage on Wizz Air aircraft, except for recognized assistance
dogs accompanying PRM or disabled passengers, for which the airline was notified at the time
of reservation. Only 1 assistance dog can be accepted per flight.
The dog is not permitted to occupy a seat and must be placed in a safe manner. (The
recommended seat for the passenger accompanied by a guide dog is in the first row 1 A/F; this
provides sufficient space in front of the A/F seats for the dog to be placed in a safe manner).
NOTE: Upon landing in Great Britain, ground staff shall verify the documentation of the
assistance dog prior to disembarkation.
1.6.8 Passengers with Reduced Mobility (PRMs)

Passenger with reduced mobility means any person whose mobility is reduced due to physical
incapacity (sensory or locomotory), intellectual impairment, age, or any other cause of disability
when using transport and whose situation needs special attention and the adaption to this
person’s needs of the service made available to all passengers. We do not accept passengers
with stretchers.
PRM’s are:
- WCHR/WCHS/WCHC
- Blind passenger
- Deaf passenger
- Mentally disabled passenger
- Invalid passenger
WCHR: (wheelchair ramp) - Passenger needs a wheelchair from check-in to the bottom of the
aircraft steps and on arrival from the bottom of the steps to the arrivals hall. The passenger
can manage the aircraft steps herself.
WCHS: (wheelchair stairs) - Passenger needs a wheelchair from check-in to the aircraft AND a
lift (e.g. ambilift vehicle) up the steps, once in the cabin passenger can walk to the cabin seat.
On arrival passenger needs a lift (ambilift vehicle) down the steps and then a wheelchair to the
arrivals hall.
WCHC: (wheelchair cabin) - As WCHS but, the passenger also need to be lifted to/from their
cabin seat.
WCMP: PAX has the own wheelchair with manually powered battery,
WCBD: PAX has the own wheelchair with dry cell non-spillable battery.
- A320
o The number of PRMs carried must not exceed 28, including a maximum
of 10 passengers requiring wheelchair “C” (WCHC)
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o The number of PRMs must not exceed the number of buddy passengers
on board (assisting passengers)
- A321
o The number of PRMs carried must not exceed 36, including a maximum
of 12 passengers requiring wheelchair ”C” (WCHC)
o The number of PRMs must not exceed the number of buddy passengers
on board (assisting passengers). They should be seated in the first 9
and last 9 rows A and F seats
Passengers showing visible signs of disease or illness likely to cause distress

or inconvenience to other passengers cannot be accepted for travel. Discretion
must be exercised whenever staff becomes aware, at the time of check-in or boarding, of a
passenger in a condition which could be adversely affected by air travel.
1.6.8.1 Boarding procedure for PRMs

In case the lift is available before boarding of regular passengers, PRMs (including WCH)
passengers should be pre-boarded. Boarding cards of PRM passengers must be checked but it
can be done after they are seated. Their seat will be assigned by the booking system in the first
or last seven/nine rows, A and F seats, priority given to the front rows.
Passengers requiring additional oxygen supply are considered PRMs.
1.6.8.2 Deaf passengers

Deaf passenger may need assistance (code MAAS) and may travel with Guide Dog. In addition
to the above, a deaf person must be given an individual safety briefing (safety demonstration).
The following guidelines should be taken into account when dealing with a deaf passenger:
- Stand or sit facing the deaf person, and at the same level as them
- Face the light – do not position yourself in front of a bright window
- Make sure people are not moving around and behind you
- Ensure the background noise is kept to a minimum
- Check that the deaf person is looking at you before you start to speak
- Do not shout as this will distort your voice and lip patterns – speak clearly,
with a normal rhythm of speech
- Remember sentences and phrases are easier to lip-read than single words
- If the person you are speaking to does not understand a word or a
phrase, rephrase what you have said
- Give the deaf person you are talking to time to absorb what you have said
- Keep your head still; stop talking if you turn away
- Keep your hands and anything you are holding away from your face
- Avoid exaggerated or misleading facial expressions
- Use gestures where these are relevant
- If you are talking to deaf and hearing people, do not forget the deaf
people
- If you change the subject, make sure the deaf person knows
- Write things down if you need to clarify them
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1.6.8.3 Blind passengers

- Blind passenger may need assistance (MAAS) and may travel with Guide Dog
- In addition to the above, a blind person must be given an individual safety
briefing (safety demonstration)
- Below is listed a number of do’s and don’t do’s to bear in mind when meeting,
helping and talking to blind or partially sighted people:
o Ask if they need or want help, announce yourself
o Say when you arrive and when you are leaving
o Describe where things are (obstacles, clock face)
o Give clear information about the surroundings, steps, changes in road
surface when guiding
o After guiding someone make sure before you leave that the person
knows where they are in relation to their surroundings and which
direction they are facing
o Do not
Shout at a blind person assuming they are deaf
Grab hold of a blind or visually impaired person
Ignore or talk about someone who is visually impaired or blind,
in the third person
Make assumptions about people whether they are sighted,
visually impaired or blind
Move/remove things without telling the person what you have
done
1.6.8.4 Invalid passengers

Invalid passengers can be any passenger:
- Who has undergone a recent operation
- Who requires medical assistance during the flight
- Who is undergoing medical treatment at the time of carriage
- An invalid is a PRM who may need assistance to move to an exit in the event
of an emergency. Whenever possible, invalids should pre-board
Individual safety briefing

In an individual safety briefing (safety demonstration). The C/A must:
- Brief the person on the routes to the appropriate exits
- Inquire if the person needs special assistance
- Instruct how to don the oxygen mask (use demo oxygen mask to
demonstrate)
- Instruct how to put the life vest (if applicable)
- Instruct how to open/close seat belt etc.
1.6.8.5 MAAS passengers

Passenger who is blind/deaf or mentally disabled and maybe need to be met and assisted.
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1.6.8.6 Mentally disabled passengers

If a request is made for a mentally disabled passenger to travel alone the Reservation Agent
must establish the mental age of the passenger.
Passengers with a mental age below 14 years cannot be accepted for travel if unaccompanied.
If the mental age is above 14 years and the passenger requires assistance the ‘MAAS’ code
must be used.
Mentally disabled passengers not travelling alone and not requiring wheelchair assistance can
have a standard booking.
1.6.8.7 Passengers requiring additional oxygen supply (other

than medical urgencies)
Wizz Air accepts passengers who need extra oxygen supply as per follows:
- Service is limited to 250 minutes of continuous supply at the flow rate of
2l/min
- Oxygen is provided from the oxygen bottle available on board; own oxygen bottle
must not be accepted on board
- 1 such passenger per flight can be accepted
- Passenger will be announced by the Ground Handling prior to the boarding
- Passenger must present documents in English from the doctor stating that:
o oxygen is essential for the person, and
o passenger is fit to fly
Procedure
- SCA informs the Commander about the presence and exact location of the
passenger requiring additional oxygen
- SCA cross checks medical documents
- Passenger is to be treated as PRM and must be seated accordingly
- Oxygen shall be provided as soon as the passenger requests it
- Buddy must either accompany the person, or be appointed by the Crew as
follows:
o Buddy must be minimum 18 years old
o Buddy must be instructed about the rules of the handling of the bottle,
particularly: reading out the indications of the manometer
- Administration conditions:
o bottle can be used until indicated pressure on the bottle(s) exceeds or
equals 500 PSI
o maximum two bottles can be used
Note: this setup equals to guaranteed as per follows: 250 minutes of continuous supply at 2l/min
flow rate.
- Passenger and/or buddy are responsible to inform Cabin Crew when manometer
readout is close to 500 PSI
- Any medical urgencies must be supplied in the first sequence from the bottles
already used.
- If situation requires, bottle can be completely depleted, pressure: 0 PSI
- Work Order entry must be recorded and CRF must be sent to Safety department
at the end of duty.”
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1.6.8.8 Passengers with CPAP device

The carriage of CPAP devices is allowed on Wizz Air aircraft.
CPAP: Continuous Positive Airway Pressure (CPAP) device
This is a ventilation device that blows a gentle stream of air into the nose
during sleep to keep the airway open.
1.6.8.9 Pregnant passengers

Pregnant women shall not travel on Wizz Air flights after the 34th week of pregnancy. Women
who are over their 28th week of pregnancy can only travel on Wizz Air flights only on condition
that they obtain a medical certificate approving their fitness to travel by air. Wizz Air will only
be liable in accordance with these General Conditions of Carriage for any health problems to
pregnant women and/or their unborn child that may occur during or as a result of carriage by.
In case the passenger forgot or lost medical certificate, a “Disclaimer Form” must be issued
during check-in process by Ground Handling personnel. Cabin Crew on board may also issue the
document (in order to prevent any possible delay in departure) in case the Form has not been
issued by Ground Handling and is not readily available at the Ramp Agent. In such case, after
the flight Disclaimer Form shall be scanned and sent to the following address:
[email protected]. Hard copy must be placed in the designated pigeonhole in the
office.
On Disclaimer Form passenger declares that Wizz Air will not be held responsible for any
subsequent health problems to the passenger or to unborn child that may occur during or as a
result of carriage by air.
There is no requirement for the Crew to check the stage of the pregnancy of the passenger.
However, this condition does not affect the right of the Commander to refuse carriage in
exceptional circumstances.
1.6.9 Inadmissible or deported passengers (INAD, DEPU, DEPA)

If Wizz Air is required to carry inadmissible or deported passengers or persons in lawful custody,
special arrangements, including the provision of escorts, should be made and full details shall
be included in a notification to the Commander.
SEATING PROCEDURE
These persons and the members of the escort (if required) should:
- Board the aircraft prior to all other passengers, in order for the Crew Members
to visually acquaint themselves with those passengers and eventual escorts.
If operational circumstances prevent this procedure, the boarding shall be
conducted (preferably via the rear passenger door) after all other passengers
have boarded the aircraft and have been seated
- Occupancy of aisle seats or seats next to the emergency exits is prohibited.
Seats are assigned in the rear of the cabin.
- Have no access to alcohol (escort members included)
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1.6.9.1 Inadmissible passengers

Are persons whose entry to a State is refused by the competent Authority. Such persons have
normally to be transported back by the air carrier on which they arrived to their State of
departure or to any other State where the persons are admissible. The maximum number of
INAD passengers per flight is 10, excluding infants. Maximum 3 of those passengers can be
escorted.
1.6.9.2 Deportees
Are persons previously admitted legally to a State, or who entered a State illegally, and who
are formally ordered by the competent Authority to leave that State. If required to be carried
by Wizz Air, the competent Authority of the State concerned is obliged to provide an escort.
Wizz Air accepts a maximum of 5 such passengers without escort (DEPU) plus a maximum of 3
children under the age of 14 travelling with them (maximum 8 persons in total). The
maximum number of deportees with escort (DEPA) is 3 per flight, excluding infants.
NOTE: On one flight Wizz Air can carry maximum 10 potentially disruptive passengers (INAD or
DEPU) excluding infants. Maximum 3 of those passengers can be escorted (DEPA or escorted
INAD) by minimum 2 escorts per such passenger.
1.6.9.3 Persons in lawful custody

Are persons either under arrest or convicted by courts of law and who have to be transported
to another State for legal reasons. For the transport of persons in lawful custody on Wizz Air
flights an escort must be provided by the competent Authority.
1.6.10 Seating procedures
1.6.10.1 Front Row Seats
If the situation requires managing both PRM and first row passengers, the PRM passengers are
to be given priority for seating allocation starting with the first row (PRM and one companion).
If a passenger has to be removed from allocated seat due to PRM seating, SCA has to send a
CRF (including passenger’s reservation number) to “Seating”.
NOTE: In case passengers with children have to be reseated, attention must be paid to preserve
comfort of FRRS and EXTL passengers.
For seating restrictions in the first row refer to CAM 1.6.10.4
1.6.10.2 EXTL Seats

EXTL passengers are passengers who purchased seats where more leg room (emergency exits)
is available.
EXTL passengers must fully meet with Wizz Air safety requirements and regulations regarding
seating in emergency rows. According to wizzair.com:
“We reserve the right to move any passengers which are considered unsuitable for exit row
seats.”
The following principles applied regarding EXTL passengers handling:
SCA
- Ramp Agent shall provide Passenger Manifest and Seating Map preferably prior
to boarding.
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C/A 2, C/A 4 AND C/A 5 IF APPLICABLE

- Give guidance to passengers with seats assigned to emergency exit rows about
the location of their dedicated seats
- C/A 5 is responsible to decide, whether EXTL passengers seated at emergency
exit rows are meeting the relevant safety requirements
- In case of any dispute between C/A and passenger, advise from the SCA may be
requested
C/A 3
- C/A 3 is responsible to decide, whether EXTL passengers are meeting the relevant
safety requirements
- In case of any dispute between C/A and passenger, advise from the SCA may be
requested
NOTE: If there are no EXTL passengers, then passengers who did not purchase an EXTL service
can take a seat in the emergency exit rows. Passenger seats adjacent to emergency exits are
to be occupied by ABPs. Anyone sitting there in these circumstances must be advised that
normally those seats are available for extra fee.
1.6.10.3 Emergency exit row seating restrictions

Emergency exit rows are as follows:
- A320
o 12th and 13th row
- A321
o 11th row including 12th row A and F seats
o 26th row
NOTE: 1st row is also considered to be an emergency exit row, however, the referring seating
restrictions are described separately in CAM 1.6.10.1
The following passengers must NOT seat in an emergency exit row:
- Infants (0-2 years)
- Children (2-14 years inclusive)
- PRM
- Pregnant women
- Passengers in need of extension/extra seatbelt
- Elderly (passenger who is limited in moving because his/her age)
- A320
o Passengers between the age of 14-17 years can sit in row 12 and 13 but
not directly at the window-seats over-wing exit windows (A and F seats
in row 12 and 13)
- A321
o Passengers between the age of 14-17 years can sit in row 11 and 26 but
not directly next to the emergency exit ABP seats (11B, E and 26A, F)
NOTE: If 11 B or 11 E become inoperative the potential ABP will
occupy the other closest seat to the exit (12 A or 12 F). In such a
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case the passengers occupying 12 A, 12 F have to be above 18, fit

and able to communicate with the crew
If 26 A or 26 F become inoperative the potential ABP will occupy
26 B/ E and the same criteria applies
A passenger seated in an emergency exit row adjacent to the emergency exit must be an “Able
Bodied Passenger” (ABP). Therefore the person has to fulfil all emergency exit row seating
restrictions:
- be able to communicate with the Crew
- be mentally and physically fit to operate the emergency exit
- must be at the age of 18 or above and must not be intoxicated
No baggage allowance on the seats or on the floor.
1.6.10.4 First row seating restrictions

The following restrictions apply for passengers who sit in the first row:
- Infants (0-2 years)
- Children (2-14 years)
- No items can be stored on the floor and on the seat
- PRM passengers/Pregnant women (if no PRM on board) are allowed to sit in the
1st row but only at 1A and 1F seats, however, the carry-on item restrictions must
be followed
On the seats 1C and 1D only passenger with the age of 18 and above are permitted, as they
are ABPs. ABPs shall meet the criteria listed in paragraph 1.6.10 and shall be able to
communicate with the Crew. It is not required that passengers occupying ABP seats shall
speak English language.
1.6.10.5 Last row seating restrictions

The Cabin Crew has to take into consideration that passengers seated on the aisle seats of the
last passenger row, are ABPs as well, therefore they should meet the same requirements as
passengers seated on 1C and 1D. In the last passenger row, seating of families with
infants/children should be avoided whenever possible.
1.6.10.6 Infants
- The number of passengers (infants included) in a row may not exceed the
number of oxygen masks available in the PSU (refer to type instructions)
- Infant must be seated on the lap of an adult, with a minimum age of 16 years,
strapped in a baby belt
- Despite the extra seat being purchased for the car seat (car seat with own
seatbelts, attached securely to a window seat) for take-off, landing, critical
phases of the flight infant is to be strapped in a baby belt and seated on the adult
lap
- A320
o Maximum 18 Infants are accepted on board
o NOTE : The maximum number of infants and those in need of extention
seatbelt must not exceed 18 in total
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- A321
o Maximum 23 Infants are accepted on board
o NOTE : The maximum number of infants and those in need of extention
seatbelt must not exceed 23 in total
- One adult can be accepted with one infant only. If an adult wishes to travel with
two infants she has to arrange for a travel companion who is older than 16 year
and who will be responsible for the infant while onboard
- The infant has to be strapped-in whenever the "Fasten Seatbelt" sign is ON
CAUTION: Advise passengers travelling with small children of the potential risk related to the
armrest movement (risk of injury to small children’s fingers when operating the movable
armrest).
MULTIPLE OCCUPANCY OF A SEAT

It is only permitted when one occupant is an infant under 2 years old and the other is a
responsible adult aged 16 years or more.
DISTRIBUTION OF INFANT LIFE VESTS

When life vest demonstration is required, infant life vest shall be given to parents travelling with
children aged younger than 2 years. Life vest must be given during cabin preparation for take-
off and collected during disembarkation. When not used, infant life vests must be stowed at
their dedicated location.
Parent or companion of a child must be briefed as follows:

- Life vest can only be opened when it is requested by Cabin Crew
- Infant’s life vest must be inflated inside the aircraft if it is needed
- Life vest must be returned to Crew when leaving the aircraft
- During cabin preparation passengers shall be reminded to hand back to the crew
the life vest together with the infant belt when leaving the aircraft
- Recommend parents to stow the infant life vest in the seat pocket (if possible)
for the duration of the flight
1.6.10.7 Young passengers

Wizz Air does not accept unaccompanied children (UM) under the age of 14 years. Children
under the age of 14 years must be accompanied on the same reservation by a passenger of 16
years of over who will take full responsibility of the child. Passengers aged 14 and 15 years old
may travel unaccompanied but they cannot travel with and be responsible for a child under 14
years.
Wizz Air accepts children travelling in groups provided there is one accompanying adult (aged
16 years or over) per 10 children. The accompanying adult(s) must seat together with the group
he/she is responsible for. When groups of children are seated together, it is recommended to
have an adult occupying a seat close to the children.
1.6.11 Distribution of passengers

The booking system ensures the even distribution of passengers in the cabin. If there is any
doubt at any time regarding the proper passenger distribution, SCA shall align with the
Commander.
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It is necessary to allocate Able Bodied Passengers adjacent to unsupervised exits. Passengers

seated adjacent to unsupervised exits must be informed that they are sitting next to an
emergency exit. They must be briefed that they are responsible for opening the exit in case of
an emergency. They must study the passenger safety information card carefully. They must be
asked if the information is understood and if they have any objections.
1.6.12 Counting of passengers

In normal circumstances headcount of passengers is not required.
Ground handling must ensure that the correct number of passengers is checked and is on board
before the stairs/gates are removed. When ground handling informs the SCA about the end of
boarding the SCA has to announce: “CABIN CREW, BOARDING IS COMPLETED” via the PA.
On special request of the Commander or Ground Staff the headcount must be performed.
Headcount can also be initiated by SCA of the flight whenever she deems it necessary.
- A320
o SCA announces: “CABIN CREW, HEADCOUNT”
An immediate headcount shall be performed by C/A 2 and C/A 3
• C/A 2 starts to count from the 1st row towards row 30
• C/A 3 starts to count from the row 30 towards 1st row
o The result has to be reported to the SCA verbally by C/A 3 and via the
interphone system by C/A 2
- A321
o SCA announces: “CABIN CREW, HEADCOUNT”
An immediate headcount shall be performed by C/A 2 and C/A 5
• C/A 2 starts to count from the 1st row towards row 39
• C/A 5 starts to count from the row 39 towards 1st row
The result has to be reported to the SCA verbally by C/A 5 and via
the interphone system by C/A 2
The Flight Supervisor must be notified, by the Handling Agent, if the number of checked in
passengers is not conform with:
- The number of flight coupons received with boarding passengers, or
- The number of passengers counted on board
If the number is not correct, the Commander/ Flight Supervisor will decide whether a baggage
check is necessary or not. This is to avoid having unaccompanied baggage on board.
Unaccompanied baggage could very well contain hazardous objects and may therefore only be
accepted with the permission of the responsible Flight Supervisor/Commander. It might be
decided that:
- YES: a baggage check must be performed
- NO: according to the Flight Supervisor a baggage check is not necessary. In
that case the decision regarding baggage check is with the Commander
1.6.13 Baggage check inside the aircraft

Baggage check inside the aircraft is to be performed in the following circumstances:
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- Transit flights
- When a passenger who has already entered the passenger cabin but resigned
from the flight (independently from the reason)
- When the Commander deems it necessary
Procedure
- SCA shall ensure passenger has left the aircraft before announcing and starting
of baggage check procedures
- SCA must make the relevant announcement informing passengers that a
baggage check must be performed
- All passengers must remove their personal belongings from the overhead
compartments and also from underneath the seats
- A320
o SCA must be present in the FWD entry area
o C/A 2 starts to check the overhead compartments and the area under
the seats (from the 1st row towards row 15th)
o C/A 3 starts to check the overhead compartments and the area under
the seats (from row 30th towards row 16th)
o C/A 4 must be present in the AFT entry area
- A321
o SCA must be present in the FWD entry area
o C/A 2 starts to check the overhead compartments from the 1st row
towards row10
o C/A 5 starts to check the overhead compartments from 11th row
towards row 25
o C/A 3 starts to check the overhead compartments from 26th row
towards row 39
o C/A 4 must be presented in the AFT entry area
- Any un-identified bag/personal belonging must be left before departure as it

might contain a hazardous objects
- Completion of the baggage check shall be reported to the Commander by SCA
1.6.14 Baggage check outside the aircraft

Procedure
- One set of stairs must be positioned at the front exit and one at the rear exit,
both on the same side of the aircraft (L)
- SCA must be present in the FWD entry area, C/A 4 in the AFT entry area
- SCA must make a relevant announcement informing passengers that a
baggage check must be performed
- NOTE: SCA should advise passengers to take their luggage tags with them
- A small group (a maximum of 10 passengers will be allowed outside the aircraft
at the same time) must go outside and identify the baggage. Passengers will
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be called forward, starting from the rear of the cabin, leaving the front exit
and entering the aircraft through the rear exit
- A320
o C/A 2 and C/A 3 are to ensure the proper passenger flow inside the
passenger cabin of the A/C
- A321
o C/A 2, C/A 5 and C/A 3 are to ensure the proper passenger flow inside
the passenger cabin
- Baggage not identified must be left before departure

- Completion of the baggage check shall be reported to the Commander by SCA
Security of the passengers outside the aircraft is ensured by the Ground Staff.
NOTE: In case adult is travelling with INF, they can remain on board provided that another
person on the same booking (i.e. husband) can identify the checked-in baggage.
1.6.15 Boarding With Less Than Minimum Crew
For details regarding boarding with less than minimum Crew refer to CAM section 0.8.1.2.
1.7 Before taxi
1.7.1 Cabin report to the Commander

Upon completion of boarding, a cabin report must be given by SCA to the Commander:
“BOARDING IS COMPLETED”
- Giving this command to the Commander means that SCA has made sure of the
followings:
- All necessary flight documents are on board
- Particularities – if any – are properly handled (i.e. PRMs passengers, special
attention passengers, pax distribution if less than 75%)
- If headcount was required the number of passengers is to be reported to the
Commander by the SCA (adults + infants separately)
1.7.2 Door closing
1.7.2.1 AFT passenger door (4L)

The AFT door should be closed immediately following the “CABIN CREW, BOARDING IS
COMPLETED” command, if the Seat Belt sign is on.
- In case there are a few late passengers to board, the AFT door should be closed
to help facilitate an on-time departure. In this case, SCA will call C/A 4 via the
interphone to request AFT door to be closed
- Before closing door 4L, C/A 4 must ensure that the door safety strap is stowed
correctly
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- After closing the door Crew must ensure that the door locking indicator is in
the locked position
- Ground Staff responsible for removing stairs and other ground equipment must
check with Cabin Crew verbally (e.g. by climbing to the top of the stairs) that
stairs are to be removed. The stairs may only be removed when the aircraft
doors have been fully closed
- C/A 4 has to be present in the rear galley till the door has been closed to
control the AFT entry area
- C/A 4 shall start the cabin preparation after door 4L has been closed
1.7.2.2 FWD passenger door (1L)

After boarding, the forward passenger door is to remain open until all customers have stowed
their hand baggage and taken their seats. This also permits the last minute transfer of excess
hand baggage to the hold, if necessary.
Prior to closure of the forward passenger door, the SCA must confirm that:
- All hand baggage is properly stowed
- Every passenger is seated
- Permission is granted from the Commander
- Ensure the door safety strap is correctly stowed
After the cabin report has been given and closure of the door permitted by the Commander, the
cockpit door must be closed just before closing the main door.
Junior Cabin Attendants during line-training are allowed to operate any of the main A/C door
ONLY in presence and under supervision of another Cabin Crew Member (does not apply in
Emergency situation).
NOTE: When doors are closed, all Cabin Crew Members start cabin preparation for Take-off.
1.7.3 Slide arming – Stop–Drop Review

There is a link between inadvertent slide deployment and distraction, fatigue, stress,
complacency and other Human Factors. In order to mitigate these, Cabin Crew should use the
“Stop–Drop Review” method whenever arming (and disarming CAM 1.12.2.1) the door. This is
a quick silent review prior to door arming with a focus on using proper SOPs. It contains the
following steps:
- Stop everything previously done and focus on the door
- Drop hands and let the eyes touch the door first
- Review the door arming and disarming procedures
Procedure
- SCA shall select door page on FAP
- After checking of the outside conditions (area is clear, the stairs/gates are out of
the slide deployment area - approx. 3m) SCA must give the command over the
PA:
"CABIN CREW, DOORS IN FLIGHT AND CROSSCHECK"
- On this command, slides must be armed by using the stop – drop – review.
Each C/A assigned to her specific door must:
- Stop everything that has been done before and focus on the door
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- Drop hands and let eyes touch the door first

- Review the door arming procedures
- Ensure (by checking the outside conditions via the observation hole on the
main door) that stairs/gate is moved away from A/C (out of slide
deployment area)
- Ensure the door safety strap is stowed correctly
- Ensure the door is properly closed (door locking indicator is in the locked
position)
- Ensure the door control handle is fully down
- A320
o Arm her assigned door by using the "3-count" drill (pin, lever, pin):
Remove the safety pin from disarmed position (pin)
Move the arming lever down to the armed position (lever)
Stow the safety pin in the pin stowage (pin)
o Have an eye contact with the other Crew Member while announcing:
“DOOR IN FLIGHT”
o Perform cross-check as follows:
Check that arming lever is in armed position (visual and manual
check is required)
Check that safety pin stowed correctly in pin stowage and the
warning flag of the safety pin is not hanging onto the door
support arm (manual check is required)
Have an eye contact with the other Crew Member while
announcing: “CROSS-CHECKED”
o After slides of the main cabin door 4R and 4L are being armed and the
cross-check has been performed, C/A 4 must report, by interphone
system, to SCA: “DOORS IN FLIGHT AND CROSS-CHECKED” (Refer
to CAM 10.11.3 and CAM 11.12.4.3 regarding the use of interphone
system). SCA is to visually confirm on the Door/Slide Page of the FAP
the closed and armed status of the doors
- A321
o SCA and C/A2 assigned to 1L/1R door must:
Lift the transparent plastic cover on the arming lever
Arm the slide (pin, lever, pin)
Close the transparent plastic cover
Having an eye contact with the other Crew Member and announce:
“DOOR IN FLIGHT”
Perform cross-check (visual and manual check required)
Having an eye-contact with the other Crew Member and announce:
“CROSSCHECKED”
o C/A5 assigned at 2L/2R doors must (both emergency exits, starting with
the exit closest to the station):
Lift the transparent plastic cover of the arming lever
Close the transparent plastic cover of the arming lever
Perform crosscheck (visual check required)
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o C/A 4 assigned at 4L/4R doors must (on both doors, starting with the
door closest to her station):
Ensure that stairs/gate is moved away from A/C (out of slide
deployment area)
Ensure the door is properly closed
Lift the trans parent plastic cover on the arming lever
o After all slides have been armed and the cross-check has been
performed, SCA will initiate ALL ATTND CALL and will identify each
station by asking crew starting from C/A 5 and followed by C/A 3 and
C/A 4. All C/A must report, using the interphone system, to SCA “C/A
5, C/A 3, C/A 4 “DOORS IN FLIGHT AND CROSS-CHECKED”.
o Example: SCA asks: “C/A 5?” C/A 5 answers: “C/A 5 doors in flight
and cross-checked”
- Refer to CAM 10.3.4 regarding the use of interphone system. SCA is to visually
confirm on the Door/Slide Page of the FAP the closed and armed status of the
doors
- NOTE: When the doors are armed and the safety pin is placed in its stowage,
the red warning flag must be stowed (not hanging).
1.8 Taxi-out
1.8.1 Passenger announcement, safety briefing and

demonstration
SCA must make announcement (for detailed text refer to section 8), which includes the
following:
- Welcoming passengers
- Safety demonstration
NOTE: During the welcome announcement on A321, C/A 5 and C/A 3 shall be present in the
cabin area at their designated stations in order to guard the armed doors.
Passenger safety demonstration must include the following:
- Location of the emergency exits in the cabin
- Location of the floor proximity lighting
- Use of the seatbelt
- Demonstration of the oxygen mask
- Demonstration of the life-vest (see NOTE below)
- Presence and location of the passenger safety information card
Life-vest demo is only required:
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- If initial climb out and/or final approach is over open water, or

- Whenever flying over water more than 50 NM (1 nautical mile = 1.852 km,
50 NM = 92.6 km) away from land
During General Briefing, if in doubt about the necessity of life-vest demo, SCA is to obtain the
relevant information from the Commander.
NOTE: Cabin Crew Members during taxing are required to be readily able to reach their stations
in order to be able to carry their individual duties and in particular the need for evacuation.
NOTE: When using the handset Cabin Crew Members must always make sure that the handset
cable does not stretch or brake at the base where it is attached to its bracket. Cabin Crew
Members must never overstretch the cable. The handset cradle can only be extended to a
maximum of 2 meters. Whenever a handset is in use for a call or announcement Cabin Crew
Member is required to stay as close to the bracket as possible and keep the cable loose.
Cabin Crew Members should always place the handset back on the hook when it is not in use.
1.8.2 Passenger safety demonstration
1.8.2.1 General
Passenger’s safety demonstration is to be carried out when all passengers are seated, and their
attention can readily be gained. The safety demonstration shall be given in a calm and
authoritative manner, and shall be as interesting and informative as possible. Whereas some
passengers may be experienced air travellers, others may not previously have flown, or may
not be accustomed to different types of aeroplanes. Individual safety demonstration must be
provided to a passenger who is unable to receive the information contained in the standard
safety demonstration. These passenger may be visually impaired and/or hearing impaired.
C/A positions for safety demonstration
- A320
o SCA reads the announcement
o C/A 2 and C/A 4 do the demonstration in the cabin:
C/A 2 stands at the first row
C/A 4 stands in the cabin at the emergency exit rows, under
the exit sign
o In case one demo kit is missing, the demonstration and reading for two
demonstrators should be done excluding the oxygen mask and life vest
(if applicable) presentation. The excluded parts should be done by one
demonstrator twice in both languages respectively in the first and then
in the overwing exit row.
- A321
o SCA reads the announcement
o C/A 2, C/A 5 and C/A 4 do the demonstration in the cabin:
C/A 2 stands at the first row
C/A 5 stands at row 11 adjacent to 2L, 2R emergency exits
C/A 4 stands at row 26 adjacent to 3L, 3R emergency exits
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o In case one demo kit is missing, the demonstration and reading for
three demonstrators should be done excluding the oxygen mask and
life vest (if applicable) presentation. The excluded parts should be done
by two demonstrators twice in both languages respectively in the first
row and at row 19
SCA has to read in a clear, understandable and calm manner, paying attention on the speed
of reading to avoid being too fast for those who are doing the demonstration. The reading
done by the SCA should contain the necessary pauses to allow C/A 2, C/A 4 (and C/A 5 if
applicable) to prepare the safety equipment which will be presented in the incoming phrase.
The demonstration and the reading should be simultaneous.
During the safety demonstration, C/A 2, C/A 4 (and C/A 5 if applicable) have to make sure to:
- do wide movements
- perform simultaneous movements
- start every movement first to the right
- Stand at the demo position until the end of the demo announcement
CAUTION: While performing Safety Demonstration attention must be paid to avoid passenger
injury such as being hit with demo equipment.
1.8.2.2 Safety demonstration – A320

Initial demo position:
- C/A 2 stands straight before the first row
- C/A 4 stands straight between row 12 and 13
The hands are crossed in the back of the body.
NOTE: The announcement goes on two languages, every movement has to be hold out until it
is said on both English / relevant native language of the base.
EXITS
SCA: „The emergency exits are marked with EXIT signs”
- C/A 2 and C/A 4 have to show the exits SIGNS with both hands, and closed
palms. The movement has to be done from the elbow.
SCA: „On this aircraft there is a total of 8 emergency EXITS”
- C/A 2 and C/A 4 have to show 8 fingers with both stretched out hands (4
fingers on each hand, thumb finger excluded).
SCA: „Two doors are in the front”
- C/A 2 and C/A 4 have to show index and middle fingers with right stretched
out hands, then turn her body by the right to face forward galley and extend
the hands from elbow to stretched out position and direct the hands to the
EXITS.
SCA: „Four emergency windows are over the wings”
- C/A 2 and C/A 4 have to show four fingers on right stretched out hand (thumb
finger excluded),
- C/A 2 extends the hands from elbow to stretch out position and directs the
hands to the EXITS, than moves 1 step forward and repeat the movement of
the hands.
- C/A 4 extends the hands to the side, than moves 1 step forward and repeats
the movement of the hands.
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SCA: „Two doors are in the rear”

- C/A 2 and C/A 4 have to show index and middle fingers with right stretched
out hands,
- C/A 2 extends the hands from elbow to stretched out position, repeats the
movement while walking one step forward and then directs the hands to the
EXITS.
- C/A 4 extends the hands from elbow to stretch out position, than directs the
hands to the EXITS.
FLOOR LEVEL LIGHTING

SCA: „In the event of evacuation floor level lighting will help guide you to the
emergency exits”
- C/A 2 and C/A 4 have to bend forward with two balancing stretched out hands
following the floor level lighting.
SCA: „Please take a moment to locate the exit nearest to you, keeping in mind that it
may be behind you."
C/A 2 turns his/her body by the right to face forward galley and extends the hands
from elbow to stretched out position and directs the hands to the EXITS.
- C/A 4 extends the hands from elbow to stretch out position, than directs the
hands to the EXITS (the movements for this part are only done once for both
languages).
SEATBELTS
SCA: „ Now we are going to show how to use the seatbelts”
- C/A 2 and C/A 4 prepare the seatbelt for further demonstration.
SCA: „Please fasten your seatbelts and secure them tightly”
- C/A 2 and C/A 4 show the seatbelt extended between their two stretched out
hands, the buckle in the right hand.
SCA: „This is how to close”
- C/A 2 and C/A 4 close the seatbelt and do the movement how to adjust the
belt.
SCA: „And how to open it”
- C/A 2 and C/A 4 open the seatbelt and return to initial position (seatbelt
extended between their two stretched out hands, the buckle in the right hand).
OXYGEN MASKS
SCA: „We are now going to show you how to use the oxygen masks”
- C/A 2 and C/A 4 held the oxygen mask in the right stretched out hand.
SCA: „The oxygen masks are located in the panels above your head”
- C/A 2 and C/A 4 keep the oxygen mask in the right hand, extend the hands on
both sides showing the oxygen masks compartments and walk one step
forward.
SCA: „In case of loss of cabin pressure the oxygen masks are automatically released”
- C/A 2 and C/A 4 hide the left hand behind the body, and, while keeping the
right hand on its position under the oxygen panel, release the mask.
SCA: „When released, pull the nearest mask towards you, this will activate the flow of
oxygen”
Section 1 153
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- C/A 2 and C/A 4 while keeping the right hand on its position under the oxygen
panel with the mask released, pull the mask with the left hand parallel to the
stretched right hand.
SCA: „Place the mask over your nose and mouth. Secure with strap and breathe
normally”
- C/A 2 and C/A 4 place with right hand the mask over nose and mouth and put
the strap over the head with left hand. When the mask and strap are on the
position, turn first to the right, than to the left to show the lateral view of the
adjustment of the mask.
SCA: „After putting on your own mask, please help anyone next to you who may need
your assistance”
LIFE VESTS
SCA: „Your life vest is located under your seat in a sealed bag”
- C/A 2 and C/A 4 show the life vest extended between the two stretched out
hands. Then, while keeping the life vest in the right hand, bend forward
directing the hands on the sides to show the location of life vests under the
seats.
SCA: „Do not remove it, unless otherwise instructed”
- C/A 2 and C/A 4 show the life vest extended between the two stretched out
hands.
SCA: „Remove the life vest from the pouch, and pull it over your head”
- C/A 2 and C/A 4 put the life vest on.
SCA: „Attach the straps to the hooks in front and pull them tight”
- C/A 2 and C/A 4 attach the strap to the hook (on the right side) and adjust the
strap
SCA: „After leaving the aircraft pull firmly on the red handle and the life vest will
inflate”
- C/A 2 and C/A 4 show and pull 2 times the handle with the right hand.
SCA: „The life vest can also be inflated by blowing through this tube”
- C/A 2 and C/A 4 show with the right hand the rubber inflation tube on the side
of the life vest.
SCA: „Children’s life vest should be inflated while inside the aircraft”
SAFETY INSTRUCTION CARD

SCA: „For further information you will find a safety instruction card”
- C/A 2 and C/A 4 held the safety instruction card in the right stretched out
hand.
SCA: „in the seat pocket in front of you”
- C/A 2 and C/A 4 keep the safety instruction card in the right hand, show the
seat pocket on the right side, raise the hand above the head, and show the
seat pocket on the left side.
SCA: „which contains the important safety features of this aircraft”
- C/A 2 and C/A 4 held the safety instruction card in the two stretched out hands
showing both sides of the card.
SCA: „Ladies and Gentlemen, your safety and comfort is our priority, if you have any
question, please ask a member of our Cabin Crew. Thank you for attention and thank
you cabin Crew”
Section 1 154
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- C/A 2 and C/A 4 stay in the initial demo position.
NOTE: Demo life-vest should be kept on until the cabin preparation is completed.
NOTE: For safety reasons, C/A 3 shall remain in the AFT entry area while Safety
Demonstration is being performed in the cabin.
1.8.2.3 Safety demonstration – A321
Initial demo position:

- C/A 2 stands in front of the first row
- C/A 5 stands at row 11
- C/A 4 stands at row 26
NOTE: The announcement is performed in two languages, every movement has to be hold out
until it is said in both English / relevant native language of the base.
EXITS
SCA: „The emergency exits are marked with EXIT signs”
- All demonstrators have to show the exits SIGNS with both hands and open
palms.
- The movement has to be done from the elbow.
SCA: „On this aircraft there are 8 emergency EXITS”
- All demonstrators have to show 8 fingers with both stretched out hands (4
fingers on each hand, thumb finger excluded).
SCA: „Two doors are in the front”
- All demonstrators have to show index and middle fingers with right hand
stretched out.
- C/A 2 turns the body to the right to face forward galley, extends the hands
and point the front EXITS.
- C/A 5 turns the body to the right to face the forward galley, makes one step
and points the front exits with a single hands move.
- C/A 4 turns the body to the right to face the forward galley, makes one step
and points the front exits with a double hands move.
SCA: „Four emergency exits are in the cabin, in front and behind the wings”
- All demonstrators have to show four fingers on right stretched out hand
(thumb finger excluded).
- C/A 2 points exits 2 L/R with a single hands move, makes 1 step forward and
points exits 3 L/R with a single hands move.
- C/A 5 extends the hands to the side pointing 2 L/R exits, than makes 1 step
forward and points exits 3 L/R with a single hands move.
- C/A 4 turns the body to the right to face forward galley, makes one step
forward and points 2 L/R exits with a single hands move, then turns and
extends the hands to the side pointing 3 L/R exits.
SCA: „Two doors are in the rear”
- All demonstrators have to show index and middle fingers with right hand
stretched out.
Section 1 155
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- C/A 2 makes one step forward and points the rear exits with a double hands
move.
- C/A 5 makes one step forward and points the rear exits with a double hands
move.
- C/A 4 makes one step forward and points the rear exits with a single hands
move.
FLOOR LEVEL LIGHTING

SCA: „In the event of evacuation floor level lighting will help guide you to the
emergency exits”
- All demonstrators have to bend with right leg forward and point the floor level
lighting with their hands.
SCA: „Please take a moment to locate the exit nearest to you, keeping in mind that it
might be behind you."
- C/A 2 turns to the right to face forward galley and extends the hands pointing
the front exits.
- C/A 5 extends the hands to the side pointing 2 L/R exits, than makes 1 step
forward and points exits 3 L/R with a single hands move.
- C/A 4 makes one step forward and points the rear exits with a single hands
move.
- The movements for this part are only done once for both languages.
SEAT BELTS
SCA: „ Now we are going to show how to use the seatbelts”
- All demonstrators prepare the seatbelts.
SCA: „Please fasten your seatbelt and secure it tightly”
- All demonstrators show the seatbelt extended between their hands with the
buckle in the right hand.
SCA: „This is how to close”
- All demonstrators close the seatbelt and do the movement how to adjust the
belt.
SCA: „And how to open it”
- All demonstrators open the seatbelt and return to initial position (seatbelt
extended between their hands, the buckle in the right hand).
OXYGEN MASKS
SCA: „We are now going to show you how to use the oxygen masks”
- All demonstrators hold the oxygen mask with the right stretched out hand.
SCA: „The oxygen masks are located in the panels above your head”
- All demonstrators keep the oxygen mask in their right hand; extend the hands
on both sides showing the oxygen masks compartments and make one step
forward starting with the right leg.
SCA: „In case of loss of cabin pressure they are automatically released”
- All demonstrators hide the left hand behind the body and, while keeping the
right hand on its position under the oxygen panel, release the mask.
SCA: „When released, pull the nearest one towards you; this will activate the flow of
oxygen”
Section 1 156
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- All demonstrators, while keeping the right hand on its position under the
oxygen panel with the mask released, pull the mask with the left hand parallel
to the stretched right hand.
SCA: „Place the mask over your nose and mouth; secure with strap and breathe
normally”
- All demonstrators place with the right hand the mask over nose and mouth
and put the strap over the head with left hand. When the mask and strap are
in position, turn first to the right, than to the left to show the lateral view of
the mask.
SCA: „After putting on your own mask, please help anyone next to you who might
need your assistance”
LIFE VEST
SCA: „Your life vest is located under your seat in a sealed bag”
- All demonstrators show the life vest extended between the two stretched out
hands.
- Then, while keeping the life vest in the right hand, bend forward directing the
hands on the sides to show the location of life vests under the seats.
SCA: „Do not remove it, unless otherwise instructed”
- All demonstrators show the life vest extended between the two stretched out
hands.
SCA: „Remove the life vest from the pouch, and pull it over your head”
- All demonstrators put the life vests on.
SCA: „Attach the strap to the hook in front and pull it tight”
- All demonstrators attach the strap to the hook (on the right side) and adjust
the strap.
SCA: „After leaving the aircraft, pull firmly the red handle and the life vest will inflate”
- All demonstrators show and pull 2 times the handle with the right hand.
SCA: „The life vest can also be inflated by blowing through this tube”
- All demonstrators show with the right hand the rubber inflation tube on the
side of the life vest.
SCA: „Children life vests should be inflated while inside the aircraft”
SAFETY INSTRUCTION CARD

SCA: „For further information you will find a safety instruction card”
- All demonstrators hold the safety instruction card in the right hand.
SCA: „in the seat pocket in front of you”
- All demonstrators keep the safety instruction card in the right hand, show the
seat pocket on the right side, raise the hand above the head, and show the
seat pocket on the left side.
SCA: „which contains the important safety features of this aircraft”
- All demonstrators hold the safety instruction card in the two stretched out
hands showing both sides of the card.
SCA: „Ladies and Gentlemen, your safety and comfort are our priorities, if you have
any questions, please ask a member of our Cabin Crew. Thank you for attention and
thank you cabin Crew.”
- C/A 2, C/A 5 and C/A 4 stay in the initial demo position
NOTE: Demo life-vest should be kept on until the cabin preparation is completed.
Section 1 157
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
NOTE: For safety reasons, C/A 3 shall remain in the AFT entry area while Safety Demonstration
is being performed in the cabin.
1.8.3 Cabin preparation before take-off
- A320
o Directly after the safety demonstration:
C/A 2 and C/A 4 must perform a cabin preparation in their
assigned area (C/A 2 in rows between 1-15 and lock of LAV A,
C/A 4 in rows 16-30 and lock of LAV D and E
SCA and C/A 3 must perform a galley and entry area
preparation in their respective areas (SCA in FWD galley and
FWD entry area and C/A3 in AFT galley and AFT entry area)
o Note: Lavatory door locking during normal cabin preparation is in the
responsibility of C/A 2 (lavatory A) and C/A 4 (lavatory D and E).
- A321
o Right after the safety demonstration:
C/A 2 must perform a cabin preparation in her assigned area
between 1st and 10th row
C/A 5 is assigned to the area between rows 11 – 25
C/A 4 is to secure the cabin between rows 26 - 39
o SCA and C/A 3 must perform a galley and entry area preparation in
their respective areas (SCA in FWD galley and FWD entry area and C/A3
in AFT galley and AFT entry area)
- Note: Lavatory door locking during normal cabin preparation is in the
responsibility of C/A 2 (lavatory A) and C/A 4 (lavatory D, E).
Cabin luggage Properly stowed

Closed and Latched; Stowage of passenger and crew
Overhead compartment baggage complies with size and weight limitations of
compartments,
All passengers Correctly seated with their seat belts properly fasten
Seatbacks Upright position (if applicable)
Armrests Horizontal position
All infants Strapped in baby belt
Tray tables Closed and Latched
Cup holders Closed (if applicable)
Switched to “OFFLINE mode”(or “OFF” in low-visibility
Electronic devices conditions)
Large PED’s/laptops to be stowed away
Window blinds Open
Curtain(s) Secured open
Exit areas Free of obstacles
Lavatories Vacant and locked
Clear of loose articles; Galley doors/boxes and
Galleys trolleys closed, latched and secured; Water boilers
power is off.
Section 1 158
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- Smaller personal items (such as light jacket, sweater, book, neck pillow,
small PED etc.) are not required to be stowed in the overhead compartment
unless they would obstruct the access to the aisle
- Luggage (rucksack, laptop bag, suitcase, large PED etc) must be stored in
the overhead compartments or under passenger seat. Whenever stored
under a passenger seat, luggage must completely fit the area
- Emergency exit rows (A320: 1st, 12th, 13th row A321: 1st, 11th, 12A and 12F,
26th row) are to remain clear from any items/personal belongings
- It is not permitted to stow luggage under any seats in rows 10 and 25 and
under seat 24A).
Note: Passengers are not allowed to stow items in the compartments marked with “No stowage”
informative message.
CAUTION: Do not overload stowage compartments. Overload may cause a failure of the locking
mechanism (danger of uncontrolled door opening) or damage to the stowage compartment
attachment. To avoid passenger injuries, distribute some items to other stowage compartments.
When final cabin preparation is completed:
- A320
o C/A 2 verbally confirms to SCA: “CABIN SECURED” (referring to
cabin section “A”) C/A 3 verbally confirms to C/A 4 that the galley
and AFT entry area is prepared for take-off
o C/A 4 then shows to SCA one thumb up that the cabin section “B,”
galley and AFT entry area is prepared for take-off (thumb up of CA/4
is given while maintaining eye-contact with the SCA)
o NOTE: Cabin Section “A” is from row 1 to row 15 included; cabin
section “B” is from row 16 to row 30 included
- A321
o C/A 2 verbally confirms to SCA: “CABIN SECURED” (referring to
cabin section rows 1-10 )
o C/A 5 confirms “CABIN SECURED” (referring to cabin section rows
11-25) to SCA by showing thumb up from the designated station
(thumb up of C/A 5 is given while maintaining eye-contact with the
SCA)
o C/A 3 confirms that the galley and AFT entry area is prepared for
take-off by showing thumb up to SCA from the designated station
(thumb up of CA/3 is given while maintaining eye-contact with the
SCA)
o C/A 4 confirms “CABIN SECURED” (referring to cabin section 26-
39) by showing thumb up to SCA (thumb up of CA/4 is given while
maintaining eye-contact with the SCA)
Section 1 159
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
1.8.4 Cabin Attendant seating

When the aircraft starts to taxi, all C/As, unless they have to perform safety duties, should be
seated near their assigned door. It means that no door should be left unattended during taxi.
During take-off, landing and whenever the Commander deems it necessary, each Crew Member
must be properly secured using the safety belts and the harnesses provided. The feet must be
placed firmly on the floor and hands under thighs with palms up.
1.8.5 Cabin ready procedure before take-off

After the cabin preparation has been completed and the confirmation from all Cabin Attendants
has been received, SCA should select cabin and entry lights to “DIM2” (10%) position and
window lights to “OFF” position. This allows a better perception of emergency exits and signs in
case of emergency evacuations.
As soon as tasks related to cabin/galley preparation are completed and the confirmation to SCA
is granted, Cabin Attendants should sit and secure themselves on their jumpseats.
After all confirmation has been received and lights properly set, the SCA is to press the CABIN
READY button on FAP panel, confirming the full preparation of cabin areas and readiness for
take-off. It is necessary that SCA visually confirms that the CABIN READY button is illuminated
GREEN once pressed. The interphone contact with flight deck crew during take-off phase is to
be limited only to emergency situations and abnormal situations that require Captain’s decision
or/and awareness.
After the CABIN READY button has been engaged, the SCA shall sit and secure herself/ himself
on the jumpseat.
When lining-up for take-off Flight Crew will announce via PA: “CABIN CREW – TAKE-OFF!”
(approx. 15-60 secs before take-off)
CABIN READY PROCEDURE WITH INOP CABIN READY PUSH BUTTON

During pre-flight check, following the review of the aircraft status, Captain shall brief the SCA if
the FAP “CABIN READY” button is not installed or is INOP on the aircraft operated. Consequently
the cabin ready procedure before take-off is as follows:
Once SCA is secured on the jump seat, but not before the aircraft starts moving under its own
power, SCA is to call the cockpit by interphone. As soon as the workload in the cockpit
permits, the flight deck Crew will answer the call:
- SCA to announce “CABIN SECURED”,
- Flight Deck Crew responds “CABIN SECURED”
When lining-up for take-off Flight Crew will announce via PA: “CABIN CREW – TAKE-OFF!”
(approx. 15-60 secs before take-off)
1.8.6 Silent review / 30 seconds review

The use of the Silent Review is an excellent tool to prepare for the unexpected. The constant
use of the Silent Review is a key element in identifying emergency duties and responsibilities,
and increases awareness during take-off and landing phases of flights. It enables cabin crew to
respond, adapt and react quickly in the event of an emergency. The cabin crew should be alert
to any indication that a possible emergency situation exists, when preparing for take-off and
landing.
The Silent Review must be performed by each Cabin Crew Member during take-off and landing
phases of the flight.
Possible example of the “Silent Review”: OLD ABC
Section 1 160
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- Operation of exits
- Location of emergency equipment
- Drills
- Able-bodied passengers and PRMs
- Brace position
- Commands
1.9 Take-off
1.9.1 During take-off

Except those duties required for the safe operation of the aircraft, no Crew Member should
perform any activities during take-off, initial climb, final approach and landing, except the
situation when Commander deems it necessary.
If needed, during this time the communication between cabin and cockpit is established via
interphone system.
1.9.2 After take-off
1.9.2.1 Catering announcement

Catering announcement is to be made after take-off once exit signs are off.
1.9.2.2 No smoking sign

The "No Smoking" sign remains illuminated throughout the flight.
1.9.2.3 Seat belt sign procedure after take-off

After take-off C/As must remain seated until the “Fasten Seatbelt” sign has been cycled or
switched off.
If the “Fasten Seatbelt” sign has been cycled only:
- It is the information that the C/As can stand up, but the “Fasten Seatbelt” sign
remains on as passengers have to remain seated
- SCA shall make an announcement to passengers advising them to remain seated
with their seatbelts fastened (passengers must remain seated until the “Fasten
Seatbelt” sign has been switched off).
- Cabin lights shall be kept in DIM2 and window lights OFF
When the “Fasten Seatbelt” is switched off:
- SCA has to select cabin illumination to BRIGHT (unless circumstances require
differently)
- Window lights might be kept OFF until the start of the onboard catering service
- SCA makes an announcement, advising passengers of the following:
o Keep the seatbelt fastened during flight, when seated
o Prohibition of smoking and possible consequences of smoking on board
NOTE: Whenever the FAP is not in use the WIZZ Logo screen saver should be engaged (refer to
type instruction).
Section 1 161
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
NOTE: On longer flights, after finishing the onboard sales activities (WIZZ Café and Boutique
service(s), SCA is to set cabin illuminating properly, taking into consideration the time of day,
outside light conditions, time at departure airport and at destination, circadian cycle of
passengers.
1.9.3 First contact between Cabin Crew and Flight Crew after
take-off
Unless safety concern, Cockpit Crew will call SCA whenever out of the busy workload after
take-off. The call is to be expected approximately 15-25 minutes after take-off. SCA shall
receive the CPT call via interphone.
In case the call is not received 25 minutes after take-off, SCA shall call Cockpit Crew.
During this first call with the cockpit:
- Commander should inform the SCA about the expected descent time and landing
time, expected flight conditions (turbulence) and any special/requests from
cockpit Crew Members (including Crew-meal concerns)
- SCA should inform the Commander about the expected start time of the catering
service, special procedures to be requested by radio to ground-handling (e.g.
wheelchairs etc.) and any special in the cabin
1.10 During flight

For safety reasons, the following checks have to be done during the flight:
- Check of lavatories (minimum every 15 minutes):
o Check that the smoke detection system has not been disabled or
tampered with
o no cigarettes were disposed in the waste bin or towel container
- Check of the passenger cabin (minimum every 10 minutes)
o Ensure passenger compliance with all lightened signs, placards, Crew
Members instructions
o Ensure that passengers are using only permitted electronic devices
- Check of the Cockpit Crew well being every 30 minutes via interphone system
1.10.1 Admittance to the cockpit
1.10.1.1 Passengers
No person, other than a Flight Crew Member assigned to a flight, is admitted to, or carried on
the flight deck unless that person is:
- An operating Crew Member
- A representative of the Authority responsible for certification, licensing or
inspection if this is required for the performance of his official duties
- An employee of other national aviation Authorities or Wizz Air or of its
maintenance contractor, if this is required for the performance of his official
duties
- An employee of foreign aviation Authorities/organizations performing specific
duties and/or on a familiarization flight, as approved by Wizz Air’s Head of Flight
Operations
- An employee of Wizz Air
Section 1 162
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
NOTE: Any person (other than operating crew) admitted to the flight deck by the commander
is required to remain in the flight deck throughout the entire duration of the flight. Entry or exit
of the flightdeck during flight is not permitted except for physiological or duty reasons.
Exceptionally, carriage of person not in the categories above may be authorized by Head of
Flight Operations if this is in the interest of the airline or in the interest of aviation safety.
The Commander shall ensure that:
- In the interests of safety, admission to the flight deck does not cause distraction
and/or interfere with the flight’s operation; and
- All persons carried on the flight deck are made familiar with the relevant safety
and operating procedures
- The final decision regarding admission to the flight deck of the persons above
rests with the Commander, who shall request credentials or identification of
such persons before granting permission. The Commander shall only deny
access of persons duly authorized by the Authority - entitled to enter and
remain on the flight deck – when interest of safety requires.
ACCESS TO THE COCKPIT DURING FLIGHT OF PERSONS NOT INCLUDED IN THE ABOVE
LIST
The commander may grant access to persons not included in the above list only if this would
raise the level of safety of the flight. In any such case the commander will submit a written
report to the Head of Flight Operations within 24 hours after the event.
1.10.1.2 Cabin Crew Members

Since the cockpit door is locked from engines start until after landing when engines are shut off,
the Cabin Crew must obtain cockpit access by a request via the keypad. When requesting the
access via the keypad, the keypad must be covered by one hand, in order that passengers
seating in the 1st cabin row will not have an overview on the keypad.
A normal entry request via the keypad causes a doorbell to sound in the cockpit and is regarded
as safe. The Flight Crew will select the flight deck door switch to the unlocked position. The
cockpit door can be pushed open when on the keypad the green LED light illuminates.
While any of the Crew Members is entering the Flight Deck, another Crew Member must stand
behind the entering person, in front of the cockpit door (Body cover procedure). This Crew
Member has to face the passenger cabin blocking the way of any unauthorized person willing to
go to the Flight Deck. No other person than a Crew Members is entitled to be in the FWD
galley/entry area while there is a request to access the cockpit.
Should the second Crew Member not apply the above mentioned procedure, flight deck Crew
must refuse the permission of cockpit entry, considering a possible hijacking attempt.
NOTE: C/A can enter the cockpit if called by the flight deck Crew only after being permitted by
the SCA, unless emergency situation makes the request for permission impossible.
NOTE: During standard operation it is not allowed for the Cabin Crew to occupy neither CPT nor
FO seat.
1.10.2 Serving the Flight Crew

The SCA should pay special attention to the well-being of the Flight Crew during flight duty.
Regular contacts must be established (every 30 minutes), by interphone, to ensure Pilots have
no health irregularity.
Section 1 163
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
Serving liquid in the cockpit should be done in a careful manner, because spilling liquid over the
pedestal may result in a malfunction of the equipments. The following rules must be observed:
- Every item must be served from the window side.
- Cans or any other pressurized beverages should be opened before entering
the cockpit.
- No bottle must be disposed on the cockpit floor at any time, neither by Cabin
Crew nor Pilots.
- Bottles brought to the cockpit must be given in hand to the Pilots or placed in
the lateral stowage compartments,
- Rubbish bag should be provided behind the crew seating for flight crew use.
In case serving hot beverages for the flight crew the following precautions must be observed:
- Before handling out the cup, it must be assured that the cup lid is properly
positioned/closed
- Before servicing, the crew must be advised that the content of the cup is hot
- There should be at least 60 minutes between serving the same meals to the
Commander and the First Officer
- Whenever a hot meal is served at least 120 minutes must be ensured
- However, light snacks, coffees or other non-alcoholic drinks can be taken at the
same time at the Commander's discretion. Meals must be served to the
Commander and the Co-Pilot during the flight duty. High-risk food (e.g. shellfish)
must not be consumed while on flight duty
- Serving any alcoholic beverage is strictly forbidden
1.10.3 In-flight Sales and Catering procedures

Catering procedures, standards and requirements are elaborated in detail in the Cabin Attendant
Service Manual.
1.10.3.1 General Catering procedures
No late departure should be accepted due to missing catering on board. The Captain - after
coordination with the SCA – is to advise OCC as soon as possible of any missing catering in
order to receive the loading/replacement at the first opportunity (basically on the flight back to
the base or even at outstations)
- It is obligatory to provide all customers with a receipt
- Product prices in different currencies are provided by the EPOS device
- It is forbidden to sell any alcoholic beverages to a customer under the age of 18,
or customer already under influence of alcohol
- Distributing articles from the catering trolley for other than sales purposes is not
allowed (exception: missing Crew meal and refund due to unsatisfied customer)
- Attention must be paid while preparing beverages and serving passengers to
avoid Crew or passenger injury (like being hit by catering trolley or injury caused
by hot beverages)
- C/A 2 and C/A 4 must pour hot water in cups preferably using the cart’s tray
- No other beverages than hot beverages can be opened and prepared for serving
Section 1 164
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- Before handling out the cup, it must be assured that the cup lid is properly
positioned and the passenger must be advised that the content of the cup is hot
and needs to be handled carefully
- Trolleys must be braked every time when not moved and must not be left
unattended
- When not in use, trolleys must be restored safely and must be stored, locked and
latched during taxi, take-off, turbulences and landing
CAUTION: Operate the trolley brake carefully to minimize the risk of any injury to feet
1.10.3.2 Catering service on ground
In case (after embarkation of passengers and closure of the main doors) due to unforeseen
circumstances longer waiting with passengers on board is required (more than 30 min.) it is
allowed to provide catering service on demand, however the following rules must be strictly
applied:
- Permission from the Commander is received
- C/A2, C/A3 and C/A 5 (if applicable) are the Cabin Crew Members to serve the
passengers (SCA and C/A4 are allowed to assist in the galley only, due to
supervision of the main doors)
- SCA and C/A4 are to stay in the respective entry area/galley
- No alcoholic beverages to be served
- No hot beverages to be served
- Passengers must be provided with the receipt (if not possible, service is strictly
forbidden)
- No WIZZ Boutique items to be sold
1.10.3.3 Missing Crew Meal procedure

In case of missing crew meal, each Crew Member is entitled to take a sandwich (any sandwich
available) and water still or sparkling of 1.5L per person or 2L during summer period from the
catering trolley, without paying. Should there be no sandwich and/or water available, and only
then, Crew Members are allowed to choose any other combination of food (with the exception
of Pringles) and/or non - alcoholic soft drinks. However, the combined value per Crew Member
should not exceed the value of one sandwich and 1.5L of water, respectively 2L during summer
period.
The products taken from the catering by the entire set of Crew Members are to be inserted into
EPOS by the SCA of the flight on the same transaction, using the special “Crew Meal Voucher”
option. The receipt has to be signed by both SCA and CA3 and placed in the money bag. After
the last duty sector, the SCA has to send Crew Report Form with the following details:
- Flight Details: Flight number, Date, A/C registration, Barset number, Crew
Members
- List of products taken from the catering
- Transaction number from the receipt
1.10.3.4 Serving Alcohol

Alcoholic beverages which were not bought on board the A/C cannot be consumed by
passengers.
It is not allowed to serve alcoholic beverages to a passenger who appears to be under the
influence of alcohol, and to a passenger below 18 years old. Intoxicated passengers are a
possible safety hazard.
Section 1 165
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
It is not allowed to serve any alcoholic beverages to passengers before take-off and/or after
landing.
1.10.4 Cockpit-cabin communication during the cruise

The SCA is to communicate with the cockpit once again after the service. In addition, during
long flights, the SCA should check the well-being of the Flight-Crew every 30 minutes, by
interphone. In case SCA deems it necessary, due to safety operation of the flight, she should
not hesitate to request an access to the cockpit.
If there is any change in the data’s already shared during the previous contacts with the cockpit,
the Commander and the SCA should update each other’s (holding, push-back on arrival…) and
SCA should update Cabin Crew Members respectively.
When deemed necessary the Commander may call SCA using FWD/AFT Call buttons. As first
priority SCA shall answer the call without any substantial delay by interphone. Should the SCA
be not available, any other C/A is to answer the call.
1.10.5 Flight Crew controlled rest
During long flights, pilots may apply Controlled Rest (CR) is intended as a last resort to relieve
unexpected, excessive tiredness in flight. It does not absolve the flight crew member of their
responsibility to be sufficiently rested before a flight.
CR should be used in conjunction with other on board fatigue management countermeasures
such as physical exercise, bright cockpit illumination at appropriate times, balanced eating and
drinking, and intellectual activity.
It may be used on flights where experience has shown or where it is expected that crew alertness
may be improved, especially for the final part of the flight.
Cockpit Crew actions

- SCA must be informed about the CR, to avoid interruption during the pilot non-
flying‘s rest time. If it is known that CR will be utilised prior to the flight, the SCA
should be advised to allow for planning of the On Board Service. Otherwise the
Captain must inform the SCA just prior to the start of CR.
- The pilot flying (PF) must call the cabin every 20 minutes to advise they are still
awake. If they fail to do so, the SCA will call the flight deck
- CR may be used during single or augmented crew operation
- Only one Flight Crew Member at a time shall make use of CR
- During this time all Flight Crew Members have to stay at their stations, including
the resting Flight Crew Membe
- CR should only be used during the cruise phase and should terminate at least 30
minutes prior to top of descent
- A period of at least 15 minutes should be planned as a ―post–rest period to let
the effects of sleep inertia‘ wear off before the crew member resumes their duties
- The maximum time for an individual rest period shall not exceed 40 minutes.
This time limitation serves the purpose of avoiding deep sleep, with resulting
increased sleep inertia
Cabin Crew actions
When CR is applied, SCA shall:
- Seek information on the planned start and end of the CR
- Inform Cabin Crew Members about the planned time and duration of the flight
deck CR
- Take into consideration the CR when planning service activities
Section 1 166
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- Ensure that Flight Crew is not interrupted – contact and communication is limited
to issues in relation to flight safety
- Regularly monitor time while CR is applied to ensure that contact with flight deck
is maintained in every 20 minutes intervals
1.10.6 Turbulence management

Turbulence is air movement that normally cannot be seen and often occurs unexpectedly. It can
be created by many different conditions, including atmospheric pressure, jet streams, air around
mountains, cold or warm weather fronts or thunderstorms. Turbulence can even occur when the
sky appears to be clear.
Turbulence is the leading cause of injury to passengers and Cabin Crew in non-fatal accidents.
If the weather conditions, cloud structure and route forecast indicate that turbulence is likely to
be encounter, the cabin crew should be pre-warned by the flight crew, and the passengers
advised to return to, and/or remain in their seats, and to ensure that their seat belts are securely
fastened. Catering and other loose equipment shall be stowed and secured until it is evident
that the risk of further turbulence has passed.
Turbulences are sometimes felt differently in the cabin than in the cockpit. SCA should establish
contact with the Commander via interphone in case she/he thinks the level of turbulence might
be a safety factor. The final decision of switching ON the seatbelt signs remains with the
Commander.
CAUTION: Cabin Crew moving through the cabin is required to ensure the personal safety by all
means at all times. Seat headrests or overhead compartment handrails are to be held while
moving through the passenger cabin.
The levels of turbulence are defined and described as follows:
INTENSITY A/C REACTION ACTIONS REQIRED PA TO CABIN CREW

CONDITIONS IN
THE CABIN
LIGHT - Slight strain - Relevant announcement to NO
against seat belts the passengers
- Liquids shaking in - Visual check that passengers
the cups are seated with seat belts
- Trolleys are still fastened (infants strapped with
maneuverable infant seat belt on the adult’s
lap)
- Overhead compartments are
closed
- Luggage and large PEDs
stowed away
- Passengers must avoid using
lavatories
- Hot water pot is taken from
the top of the trolley and
placed in the lowest drawer of
the respective trolley
- Hot beverage provision is
suspended
- Service may be continued
Section 1 167
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
MODERATE - Rapid bumps - Relevant announcement to YES

- Definite strain the passengers - Service is “CABIN CREW, TAKE
against seat belts suspended YOUR SEATS”
- Liquids splashing - Trolleys and service items
out of the cups replaced in the galleys in their
closed and secured position
- Difficult to walk,
stand or maneuver - While returning to their jump
the trolleys seats cabin crew shall attempt
to check passengers
compliance with the seat belt
sign on
- Luggage and large PEDs
stowage
- Cabin Crew secure
themselves on the jump seats
- SCA calls the flight deck to
confirm that the Crew is
secured
- SCA advises the CC when the
service may be continued
SEVERE - Large, abrupt - Cabin crew must not attempt YES
changes in the to check passengers’ seat belts “CABIN CREW, TAKE
aircraft’s altitude - Trolleys which are in the YOUR SEATS”
and attitude cabin shall be braked in their
- Passengers are location
forced violently - Hot beverage/ water kettle
against their seat placed on the floor - Cabin
beltS Crew must immediately sit
- Items fall or are down by taking the nearest
lifted off the floor seat (including a passenger
- Loose items are seat) and fasten seatbelt/
tossed around the harness
cabin - Relevant announcement to
- It is impossible to the passengers is made at the
walk first opportunity (when moving
is considered to be safe)
- When applicable SCA calls the
flight deck to confirm that the
Crew Members are secured
- After the seat belt sign is off
the cabin is checked for any
potential damage and
passengers for injuries
- Status of the cabin shall be
reported to the flight deck
Section 1 168
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
LEVEL OF SIGNS SERVICE LAVATORIES CABIN PA TO

TURBULENCE LOCKED CREW CABIN
CREW *if
LIGHT ON YES YES STANDING NO
MODERATE ON NO YES SEATED YES
SEVERE ON NO YES SEATED YES*
possible
During the flight, the aircraft may encounter areas of turbulence that were not forecast. For
example, Clear Air Turbulence (CAT), which usually occurs at high altitudes, during cruise.
Clear Air Turbulence can be forecast but cannot be detected by the aircraft radar, so there is
often no warning. When the aircraft encounters, or is about to encounter moderate or severe
turbulence there may be little or no time for preparation.
Cabin Crew should not risk injury by continuing cabin service during moderate or severe
turbulence.
Complements for cabin management
It is possible that loose objects, such as passenger baggage, or service equipment, such as
trays, trolleys, etc. become projectiles, and cause injury to cabin Crew members and passengers
during turbulence. Consequently the Cabin Crew during flight must ensure that:
- Trolleys do not remain unattended in front of exits, outside the galleys, or in the
Aisle during cabin service
- Cabin is kept tidy, in order to limit the amount of loose objects
- Passenger baggage is not left in the aisles
- All overhead stowage compartments are closed
- Complements for galley management
After each service, the Cabin Crew has to:
- stow trolleys in their correct stowage
- close and lock the doors of trolleys and stowage compartments immediately after
each use
- stow service equipment that is not in use
Securing the galley after each service and restraining all equipment after each service means
that less time is needed to secure the galley in the event of turbulence.
CAUTION: Cabin Crew should never use the galley standard units as a seat or a ladder. The
galley standard units should be in their correct location, closed and latched when not in use.
Complements for passenger management

The most effective way to prevent passenger and Cabin Crew injuries during turbulence is to be
seated and fastened. When the Fasten Seat Belt sign comes on during the flight due to
turbulence, the Cabin Crew must:
- Make an announcement to advice passengers to return to their seats, fasten their
seat belts and securely stow their large electronic devices
- Walk through the cabin and check that all passengers are seated with their seat
belts fastened
- Make periodic announcements when the fasten seat belt sign is on for a long
time, or when passengers do not comply with the fasten seat belt sign
Section 1 169
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
1.11 Cabin preparation for landing
1.11.1 Start of descent

When starting descend (end of cruise) the Commander informs the Cabin Crew Members by:
- Cycling the seatbelt signs and
- Announcing via PA the following command: “CABIN CREW, START OF
DESCENT”
With the announcement “CABIN CREW, START OF DESCENT” from the Flight Deck, waste
collection must be completed and waste disposed into the waste trolley.
NOTE: Flight Crew will inform the SCA of the flight via the interphone not later than “CABIN
CREW, START OF DESCENT” when LVO is in force. Passenger announcement is to be made
accordingly.
- A320 and A321

o SCA shall:
Increase the intensity of light setting by one level higher
Make an announcement to the passengers containing the
following:
• End of on board service
• Collection of unwanted items
• Request towards passengers to start re-stowing personal
belongings under the seat or in the overhead compartment
Check water and waste quantity on FAP. In case water/waste
service needed upon arrival (relevant for base airports), she
should call Cockpit Crew, report the status of water/waste and ask
FC to order the service
o Unwanted items and waste shall be collected from passengers
1.11.2 Prepare for landing

When passing FL150 (latest 10 minutes before landing):
- The seatbelt signs will be set ON or cycled if already ON due to turbulence, and
- Announcement via PA “CABIN CREW, PREPARE FOR LANDING” will be made
by the Flight Crew
o SCA must
select the ‘BRIGHT’ setting of cabin lights and make an
announcement to passengers, containing the following:
• Return to seat / stow all luggage
• Fasten seatbelts
• Position seatbacks upright (if applicable)
• Stow tray tables
• Close cup holders (if applicable)
• All electronic equipment must be securely stowed and must
remain switched offline, or must be switched off, in case of
Low Visibility Operation. In this situation, all PED
equipment must be switched OFF during the approach and
landing phase
Perform a catering and galley preparation in her assigned area
(FWD galley)
Section 1 170
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
o C/A 3 must
Perform a catering and galley preparation in her assigned area
(AFT galley)
Before preparation for landing C/A 3 has to make sure that
appropriate ABPs has taken their ABPs seats. In case previously
briefed ABP is not longer responsible for ABP task (becomes drunk,
sick or unruly or would like to take any other seat than her
assignes ABP seat), another ABP must be selected and briefed
before landing
- A320
o C/A 2 must perform a cabin preparation in her assigned area
rows between 1-15
lavatory A (LAV shall be closed and locked)
FWD entry area
rows between 16-30
LAV D and E (LAVs shall be closed and locked)
AFT entry area
- A321
rows between 1-10
lavatory A (LAV shall be closed and locked)
FWD entry area
rows between 11-25
rows between 26-39
LAV D and E
AFT entry area
- Cabin Crew safety related duties:

o passengers are seated with their seat belts fastened
o infants strapped in the baby belts on adult laps
o stowage of passenger and crew baggage complies with regulations
o overhead compartments are closed and latched
o all catering items are correctly stowed and galleys are secured and
o exits and escape paths are clear of obstructions
o curtain(s) is secured
o armrests are in horizontal position
o window blinds are open
o tray tables are in upright and latched position and cup holders are closed
(if applicable)
o seat backs are in the upright position (if applicable)
o passengers comply with Portable Electronic Devices (PED) restrictions
Section 1 171
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
CAUTION: Due to possible injuries caused by opening doors or/and falling items, make sure
that the doors of all stowage compartments are closed and correctly latched during taxi, take-
off, turbulence and landing.
Cabin luggage Properly stowed

Closed and Latched; Stowage of passenger and crew
Overhead compartment baggage complies with size and weight limitations of
compartments,
All passengers Correctly seated with their seat belts properly fasten
Seatbacks Upright position (if applicable)
Armrests Horizontal position
All infants Strapped in baby belt
Tray tables Closed and Latched
Cup holders Closed (if applicable)
Switched to “OFFLINE” (or “OFF” in low-visibility
Electronic devices conditions)
Large PED’s/laptops to be stowed away
Window blinds Open
Curtain(s) Secured
Exit areas Free of obstacles
Lavatories Vacant and locked
Clear of loose articles; Galley doors/boxes and trolleys
Galleys
closed, latched and secured; Water boilers power is off.
- Smaller personal items (such as light jacket, sweater, book, neck pillow, small
PED etc.) are not required to be stowed in the overhead compartment unless
they would obstruct the access to the aisle
- Luggage (rucksack, laptop bags, suitcases, large PEDs etc) must be stored in the
overhead compartments or under passenger seat. Whenever stored under a
passenger seat, luggage must completely fit the area.
- Emergency exit rows and the 1st row are to remain clear from any items/personal
belongings
- When the final cabin preparation is completed:
- A320
o C/A 2 confirms verbally to SCA: ‘CABIN SECURED’ (referring to rows 1-
15, LAV A and FWD entry area)
o C/A 3 verbally confirms to C/A 4 that catering and AFT galley are secured
and prepared for landing
o C/A 4 then shows to SCA with one thumb up that rows 16-30, LAV D,
LAV E, AFT catering and galley are secured and are prepared for landing
- A321
o C/A 2 confirms verbally to SCA: ‘CABIN SECURED’ (referring to rows 1-
10, LAV A and FWD entry area)
o C/A 5 confirms ‘CABIN SECURED’ (referring to cabin section rows 11-
25) to SCA by showing thumb up from her designated station
o C/A 3 confirms that AFT catering and galley are secured and are prepared
for landing by showing thumb up to SCA from her designated station
o C/A 4 confirms ‘CABIN SECURED’ (referring to cabin section 26-39, LAV
D and LAV E) by showing thumb up to SCA from her designated station
Section 1 172
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- After the confirmation from all C/As have been received, SCA selects cabin and
entry lights to “DIM2” (10%) position and window lights to “OFF” position
- Once cabin is secured, all Cabin Crew Members have to take their seat and secure
themselves on the jumpseats
- SCA shall press the CABIN READY button on FAP confirming the cabin
preparation and readiness for safe landing
- NOTE: CABIN READY button is only active with the Flaps 1 configuration, latest
when the landing gears are being extended
- It is necessary that SCA visually confirms the CABIN READY button is illuminated
GREEN once pressed. After the CABIN READY button has been engaged, SCA
shall take her seat and shall secure herself on the jumpseat
- The interphone contact with flight deck crew during approach phase is to be
limited only to emergency situations and abnormal situations that require
Captain’s decision or/and awareness
- As soon as the landing gear is down (exit sign comes on), SCA shall once again
make sure that the button is illuminating green
When showing the thumb up, eye contact shall always be maintained between C/As and SCA.
CABIN READY PROCEDURE WITH INOP CABIN READY PUSH BUTTON

Once the cabin is secured, all Cabin Crew Members have to seat and secure themselves on the
jump seats and SCA has to call the cockpit by interphone. As soon as the workload in the
cockpit permits, the Flight Deck Crew will answer the call:
- SCA announces “CABIN SECURED”
- The Flight Crew Member responds “CABIN SECURED”
NOTE: verbal report of cabin ready (given by SCA to Cockpit Crew) is needed ONLY in
ABNORMAL/EMERGENCY situations after NITS briefing when cabin is prepared and is secured,
and if the cabin ready pushbutton is INOP or not installed. In these cases, Cockpit Crew will
answer as follows : “Cabin secured, landing in … minutes”.
CAUTION : If the cabin ready button is not pressed until 1000 feet (1-2 minutes after gear
down), Flight Crew will perform a go-around, as there is no time to contact CC via interphone
to confirm cabin status.
1.11.3 Go-around
Go-around procedure can be performed at different heights above the ground whenever an
approach is not fully stabilized. They are associated to high and sustained engine power (from
5 seconds to several tenths of seconds), rapid nose up change and a sensation of acceleration.
In most cases, the landing gear is retracted, which is an ultimate clue that the landing procedure
is being interrupted.
A go-around is mandatory in the following circumstances:
- If it is obvious that any component of the stabilization criteria will not/has not
been achieved by the required point
- If the approach becomes unstable below the required point
- If an approach is not fully stabilized
- At any time it is suggested by the pilot non-flying
Cabin Crew actions

- All Cabin Crew Members must stay seated, observing outside and inside
conditions
Section 1 173
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- Right after the GA, SCA is making a PA announcement to passengers
“Ladies and Gentlemen,

We would like to inform you that we have just perfomed a go-around. This is a normal procedure
when airport/weather conditions are not suitable for landing. Thank you for your attention and
patience.”
After the go-around, SCA shall make sure during the next approach that cabin ready button is
pressed once again before gear down.
NOTE: Following a go-around, subject to flight deck workload, a PA should be made from the
Flight Deck before commencing another approach.
1.12 After landing
1.12.1 Taxi-in
All passengers (and C/As, unless performing safety duties) must remain seated until the aircraft
has come to a complete stop and the “Fasten Seatbelt” sign has been switched off.
After the aircraft has vacated the runway, the SCA must make a Goodbye Announcement
including the following:
- Passengers must remain seated with the seatbelt fastened until the A/C has come
to complete stop in its final parking position and the Fasten Seatbelt sign is
switched off
- Mobile phones must be kept offline until the aircraft door is opened
- Smoking is not allowed until the designated smoking area
- Passengers must carefully open the overhead compartments as the items might
fall out
1.12.2 At the parking position – Disarming slides/opening

doors
1.12.2.1 Disarming the slides – Stop–Drop Review
Procedure
- When the aircraft has come to a complete stop at the gate/parking stand and
the “Fasten Seatbelt” sign has been switched off, SCA must:
o select the cabin lights as required (all cabin and entry area lights in bright
position-BRT)
o select door page on FAP and
o give the command over the PA:
"CABIN CREW, DOORS IN PARK AND CROSSCHECK"

- On this command, slides must be disarmed by applying the stop – drop – review
(refer to CAM 1.7.3)
Section 1 174
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- Each C/A assigned to her specific door must:

o Stop everything that has been done before and focus on the door
o Drop hands and let eyes touch the door first
o Review the door disarming procedures
- A320
o "3-count" drill must be performed to disarm the slide (pin, lever, pin):
Remove the safety pin from disarmed position (pin)
Move the arming lever to the disarmed position (lever)
Stow the safety pin in the pin stowage (pin)
o Have an eye contact with the other Crew Member while announcing:
“DOOR IN PARK”
o Perform cross-check
Each CA checks if arming lever is in disarmed position (manual
check is required by touching the yellow arming/disarming lever
to crosscheck that it is blocked in the disarmed position)
Check that safety pin stowed correctly in disarmed position
(manual check is required by pulling on the end of the safety pin)
o Each CA, having an eye contact with the other crew member, verbally
confirms to her colleague
"CROSS-CHECKED”
o After slides of the main cabin door 4R and 4L are being disarmed and the
cross-check has been performed, C/A 4 must inform the SCA over the
interphone:
"DOORS IN PARK AND CROSS-CHECKED”
o On the Touchscreen FAP the armed/disarmed status of the door has to be
checked by SCA
- A321
o SCA and C/A2 assigned to 1L/1R door must:
Lift transparent plastic cover on the arming lever
Disarm the slide (pin, lever, pin)
Close transparent plastic cover
Having an eye contact with the other Crew Member announce
“DOOR IN PARK”
Perform cross-check (visual and manual check is required)
Having an eye contact with the other Crew Member announce
“CROSSCHECKED”
Perform crosscheck (visual check is required)
the exit closest to the station ):
Section 1 175
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES

o C/A 4 assigned at 4L/4R doors must (on both doors, starting with the
door closest to the station):
Lift the transparent plastic cover on the arming lever
o After all slides are being disarmed and the cross-check has been
performed, SCA will initiate ALL ATTND CALL and will identify each
station by asking crew starting from C/A 5 and followed by C/A 3 and
C/A 4. All C/A must report, using the interphone system, to SCA “C/A
5, C/A 3, C/A 4 DOORS IN PARK AND CROSS-CHECKED”. (Refer to CAM
10.3.4 regarding the use of interphone system)
o SCA has to visually confirm on the Door/Slide Page the disarmed status
of the doors
CAUTION: Every Crew Member needs to be absolutely concentrated on her actions whenever
arming or disarming the doors. Any conversations with other Crew Members or passengers
during performing the procedure can lead to an error and therefore it is not allowed unless
safety is concerned.
1.12.2.2 Door opening

Upon arrival, doors (passengers, galley, cargo etc) shall not be opened until all engines have
been stopped and the parking brake has been set (or chocks are in).
Procedure
- After confirmation of C/A 4 (via interphone) of the AFT doors disarmed status,
SCA has to check the door disarmed status on the Door/Slide Page of the
Touchscreen FAP
- SCA shall enter the cockpit to obtain permission for opening of doors (body
cover is applicable)
- After completion of “Parking Checklist” the Captain will open the cockpit door for
the SCA to enter
- If visual sign or interphone confirmation for “chocks in place” (the stopping bars
used to stabilize the Aircraft wheels) was received from the Ground Crew, the
Captain will show the door page on ECAM, check that slides are disarmed and
announce:
“SLIDES DISARMED, YOU MAY OPEN THE DOORS AND
DISEMBARK PASSENGERS”
- If “chocks in place” was not received from the Ground Crew, the Captain will
show the door page on ECAM, check that slides are disarmed and announce:
“SLIDES DISARMED, YOU MAY OPEN THE DOORS, DO NOT
DISEMBARK PASSENGERS’’
- After receiving confirmation from Ground Crew that chocks are in place, the
Commander will authorize disembarkation
Section 1 176
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- The Commander should also inform the SCA in case the doors have to be opened
before the stairs are positioned at the aircraft (upon the received information
from GH agent via interphone)
- SCA - after receiving confirmation from the CPT that the doors are disarmed
and may be opened, shall leave the cockpit and close the cockpit door
- After 1L door is opened, the cockpit door may be reopened (and kept open) by
any Crew Members
- Before calling CA4 to pass on the information, SCA will crosscheck the Touch
screen FAP for the second time and will check the disarmed mechanical indicator
on the door
- SCA must liaise with C/A 4 via interphone, with clear instructions, and give
permission to open the rear door by the standard phraseology, including as
applicable: “YOU MAY OPEN THE DOOR”
- CA4 - after receiving SCA’s confirmation that the doors may be opened will check
the disarmed mechanical indicator on the door
After receiving the knock on the door and having checked outside conditions via the small
observation window:
- A320
o SCA will confirm with C/A 2 that the door is in park
o C/A 2 will visually crosscheck that the 1L door is in park, by standing next
to the door and respond: “DOOR DISARMED, YOU MAY OPEN THE
DOOR”
o The orange handle may now be lifted by SCA for door opening
o CA4 will confirm with CA3 that the 4L door is in park

o CA3 will visually crosscheck that the door is in park, by standing next to
the door and respond: “DOOR DISARMED, YOU MAY OPEN THE
DOOR”
o The orange handle may now be lifted by C/A 4 for door opening
- A321
o SCA will confirm with C/A 2 that the door is in park
o C/A 2 will visually crosscheck that the 1L door is in park, by standing next
to the door and respond: “DOOR DISARMED, YOU MAY OPEN THE
DOOR”
o The orange handle may now be lifted by SCA for door opening
o CA4 will visually crosscheck that 4L door is in park

o The orange handle may now be lifted by C/A 4 for door opening
NOTE: Cabin Crew should check via the observation window that the ground staff is in a safe
position before the door is opened.
NOTE: This procedure applies for all main door opening (including 1R, 4R). 1R is to be opened
by C/A 2 after the confirmation of SCA; 4R is to be opened by C/A 3 after the confirmation of
C/A4.
NOTE: On A321 C/A 4 is alone in the AFT galley upon opening 4L door – no confirmation will be
received about the door’s disarmed status from C/A 3.
Section 1 177
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
Disembarkation via 4L shall be commenced by CA4 only after passengers have started to
disembark at the front via 1L (unless otherwise instructed by the SCA, after SCA’s consultation
with the Commander and the Ground Staff).
In general, doors may only be opened when stairs and / or gate are securely positioned and
Ground Staff has knocked to the door, and Cabin Crew has made sure that steps/jetbridge are
in position, but procedure may vary due to airports specification.
NOTE: In exceptional cases, when one engine needs to be running, doors are allowed to be
opened only on the side opposite to the running engine.
Procedures for proper positioning of the stairs are given in CAM 1.2.3
NOTE: When doors need to be open in order to position the stairs, the use of door safety straps
is mandatory. (Refer to CAM 1.2.4. for the usage of door safety straps).
1.12.3 Disembarkation / embarkation of passengers

Passenger disembarkation can only be started when a responsible agent is presented, to guide
the passengers to the terminal (ramp safety). When two sets of stairs are used passengers must
disembark from the front and back passenger doors to avoid aircraft movement.
When passengers are disembarking / embarking via stairs:
- Assigned C/As make sure lights are on
- Passengers are not permitted to wander about the apron and in the proximity
of the engines at any time
- Passengers are not permitted to smoke until in the designated areas
- In case of jet bridge being in use for disembarkation OR whenever AFT stairs
are positioned with delay (i.e. disembarkation starts through door 1L only), a
significant A/C nose movement may take place. Therefore, a special attention
to active disembarkation must be maintained by Cabin Crew. For details refer
to CAM section 1.2.3
- Should any lost property be found after passenger disembarkation, a Lost
Property Form has to be filled in. Re-entering of the A/C for passengers is not
allowed.
Before start of boarding the stairs must be positioned according to the CAM 1.2.3 Stairs
positioning; repositioning of the stairs after disembarkation of all passengers might be required
to achieve the expected stairs positioning level.
1.13 Turn-around procedures
1.13.1 General
NOTE: For Admission of Auditors and other Authority personnel to WIZZ A/C refer to CAM section
1.2.1.
As long as there are passengers on board the aircraft the minimum number of Cabin Crew must
be present.
During the turn around time (25-30 minutes depending on destination airport), the passenger
cabin must be prepared for the next sector.
For this reason the cabin is divided into different sectors:
- A320
o SCA is responsible for seats ABC in row 1-15
o C/A 2 is responsible seats DEF in row 1-15
Section 1 178
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
o C/A 3 is responsible for seats DEF in row 16-30

o C/A 4 is responsible for seats ABC in row 16-30
- A321
o SCA is responsible for seats ABC in row 1-19
o C/A 2 is responsible seats DEF in row 1-19
o C/A 3 is responsible for assisting colleagues
o C/A 4 is responsible for seats ABC in row 20-39
o C/A 5 is responsible for seats DEF in row 20-39
During turn around SCA still has the possibility to decide whether water uplift is necessary or
not. Following guidelines are to be taken into consideration:
- Uplift of water should be done only in cases when level of water reaches 25% or
goes below that limit
- Uplifts of water (emptying waste) should be done in home bases only
- Whenever SCA reasonably believes that the amount of water in the tank may not
be sufficient for the entire duration of the flight, she is authorized to order
additional water supply
1.13.2 Closure of 4L door during turn-around

The closure of 4L door after passenger disembarkation is forbidden, until boarding is completed,
due to the following reasons:
- The ground staff is authorized to remove the stairs from the A/C whenever the
door is closed
- The closure of the 4L door requires the operation of the handrail of the stairs in
several cases, which might lead to the damage of the door (only ground staff is
authorized to operate the handrails)
1.13.3 Cabin cleaning

During cabin cleaning all C/As are responsible in their above mentioned areas for:
- Collecting all rubbish
- Crossing all seatbelts
- Placing all seatbacks, tray tables, and cup holders (if applicable) in the upright
position
- Placing all the armrests in horizontal position
- Taking out all unwanted items from all seat pockets
- Checking and additionally refilling all seat pockets (Safety cards placed in all
seat pocket in front of the magazine with WIZZ logo facing the passengers, On-
board magazine placed in all seat pockets, Air Sickness Bags placed in all seat-
pockets)
- Refilling all lavatory accessories
- Waste should be collected into plastic bags that are either:
o Disposed, together with the bag from waste trolley, in home base airports
or airports where waste collection is included into the handling fee (bag(s)
must be tightly closed),or
o Disposed into the waste trolley in all other cases
Change of plastic bags of the waste trolley should be done by SCA (A320) and by C/A 3 on
A321
Section 1 179
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
When cabin preparation is finished, all C/As have:

- To report to the SCA that they are ready for boarding
- To take their assigned position for boarding passengers
In order to minimize the duration of turn around time it is very important that the SCA reports
to the Ground Handling staff the required time for cabin cleaning (max 6 minutes). It means
that the first outbound passenger will arrive on board when the requested time is over.
NOTE: For aircraft security check procedure during turn-around time, refer to CAM 1.4.2
1.13.4 Aircraft change procedures

For operational reasons, an aircraft change might be required during the turn-around time. The
aircraft change procedure is as follows:
- 1st aircraft (the one which landed the first):
- the Crew is to prepare the aircraft for next Crew and destination; Cabin Crew
prepares the cabin (performs cleaning and security check in the main cabin area)
- Passengers will board as soon as cabin is ready
- SCA will make an announcement to the passengers regarding the Crew change
- If the outbound passengers are already boarded by the Crew other than the
outbound crew, the pre-flight check and the security check is not required to be
performed by the outbound crew (as it was already completed by the inbound
crew), SCA is to verbally report to the SCA of outbound crew the cabin status
and the completion of the security check.
- 2nd aircraft
- As soon as possible after the passengers left the aircraft, all Crew Members
except one Pilot will proceed to the first aircraft. The second Pilot will leave the
aircraft only when at least one Pilot from the first aircraft or one Pilot positioning
is on board and has taken responsibility over the aircraft
- The Crew from the first aircraft will proceed to the second aircraft and prepare it
for its next destination (prepare the cabin - cleaning and security check to be
performed– the cabin, refuel and board the passengers, even if they are not in
the aircraft they will fly)
- 3rd aircraft
- As soon as possible after the passengers left the aircraft, all Crew Members
except one Pilot will proceed to second aircraft. The second Pilot will leave the
aircraft only when at least one Pilot from the second aircraft or one Pilot
positioning is on board and has taken responsibility over the aircraft
- The Crew from the first aircraft will proceed to the third aircraft and prepare it
for its next destination (prepare cabin - cleaning and security check to be
performed–, refuel and board the passengers, even if they are not in the aircraft
they will fly)
Aircrafts are to be at all time under the supervision of one Cockpit Crew Member or mechanic.
Proceeding from one aircraft to another to be coordinated with flight dispatcher, either on foot
according to prescribed routing and wearing high-visibility jacket, or by car/bus if not possible
on foot.
Positioning Crew is not allowed to carry out any duties of the active Crew.
CAUTION: On specific airports Cabin Crew should follow the defined security procedure when
conducting the ramp transfers.
Section 1 180
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
CAUTION: During the aircraft change, whenever passengers are in the cabin, minimum cabin
crew number must be present in the cabin.
1.13.5 Aircraft security check during transit flights/diversion

due to unforeseen circumstances
Passengers are not permitted to disembark at intermediate stations for which they are not
ticketed, except in exceptional circumstances. If the disembarkation is permitted for any reason,
all hold and hand baggage associated with that passenger is to be off-loaded.
- Each time when passenger(s) leave the aircraft a cabin security check must be
performed.
- All passengers must be woken up.
- Besides the normal cabin security check a carry-on item security check (i.e.
baggage check inside cabin) must be performed as well (for details refer to
CAM 1.6.13.).
- When the first group of passenger will disembark the headcount must be
performed (for details refer to CAM Section 1.6.12.).
- When the new group of passengers will embark the A/C the second headcount
must be performed-applicable only on transit flights.
1.13.6 Cabin cleaning with passengers on board

On transit flights the full cleaning of the aircraft with PAX on board is not possible:
- Only big trash must be picked up
- Seatbelts hanging out in aisle seats must be tidied for a nicer appearance of the
cabin
1.13.7 Refuelling with passengers on board

Refuelling/de-fuelling (hereafter written only as refuelling, but referring to both procedures)
may be undertaken with passengers on board, boarding or disembarking, subject to local airport
or authority restrictions.
The Commander is responsible for the precautionary actions taken on board. Ramp
agent/dispatcher is responsible for actions to be taken on the ground.
GENERAL RULE
Out of the 3 following procedures:
- Refuelling
- Boarding or disembarkation of passengers
- Boarding or disembarkation of PRMs via door 1R and 4R
Only 2 can be conducted simultaneously.
1.13.7.1 Refuelling during embarkation

As soon as refuelling is about to be started, Flight Crew will inform SCA about starting of the
refuelling. SCA must set Emergency Lights ON by EMER pushbutton switch from the FAP panel
(refer to CAM 10.8.2. Emergency lights) and make the announcement to the passengers,
informing about the following:
- Fuelling is taking place
Section 1 181
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
- The seat belts must be OPEN and passengers must be seated

- The use of mobile phones is forbidden
- Smoking is strictly forbidden
- The following precautions must be strictly observed:
- “Fasten Seat Belt” sign must be off, “No Smoking” sign on
- The ground below main door and emergency exit slide deployment areas must
be clear, except at doors with stairs/jetway in position
- Unnecessary electrical switching should be avoided on the aircraft and no
personal electrical items are to be used or switched on
- One pilot must be on the flight deck during the refulling
- A direct interphone communication is established between ground personnel
supervising the refulling and the cockpit crew
- Any irregularities must immediately be reported to the Commander
Procedure
- A320
o During refuelling (fasten seatbelt sign OFF), both 1L and 4L doors must
remain open whenever stairs are positioned
o Whenever jetbridge is provided, stairs does not need to be present at 4L
for the purpose of refuelling. In this case, 4L door shall remain in PARK
position. If an emergency situation arises, C/A 4 must arm the slides on
4L door before opening it for evacuation. For details refer to CAM 4.5.
o Cabin Crew assigned positions during refuelling with PAX on board:
SCA: FWD entry area, close to door 1L
C/A 2: stands in the first row/fwd galley during boarding. After
boarding of the last passenger, C/A 2 should proceed to the
emergency exit rows. On the way she should check if the
passengers are keeping the seatbelts open and no personal
electronic devices are used or switched on. At the overwing exits
she should stand on the left side, facing the right side of the A/C
and looking via the emergency exit window on the right side
outside the A/C where refuelling is taking place
C/A 3: when C/A 2 arrives to the emergency exit rows, C/A 3
should check, in the remaining part of the cabin, if the passengers
are keeping the seatbelts open and no personal electronic devices
are used or switched on. After performing this check, she should
come back to the emergency exit rows stand on the left side, facing
the right side of the A/C and looking via the emergency exit
window on the right side outside the A/C where refuelling is taking
place. No communication between C/A 2 and C/A 3 is allowed while
on the refuelling positions except safety related issues
C/A 4: AFT entry area, close to door 4L (in case of jetway or only
one step at 1L, 4L does not need to be armed)
- A321
o During refueling (fasten seatbelt sign OFF), both the FWD and AFT doors
must remain open when stairs are positioned
Section 1 182
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
o Cabin Crew assigned positions during refueling with PAX on board are
the following:
SCA: FWD entry area, close to door 1L
C/A 2: has to stand in the first row/FWD galley during boarding.
After the last passenger has entered the aircraft, C/A 2 should
proceed towards C/A5 at emergency exits 2L/R. On the way she
should check if the passengers are keeping the seatbelts open and
no personal electronic devices are used. At the exits she should
stand on the left side, facing the right side of the A/C and looking
via the emergency exit window on the right side outside the A/C
where refueling is taking place. C/A 2 will only return to FWD entry
area once she will be replaced by C/A 5
C/A 5: when C/A 2 arrives at the emergency exit row 2 L/R, C/A
5 should proceed towards C/A 3 at the next emergency exit row
3L/R, checking the respective part of the cabin if the passengers
are keeping the seatbelts open and no personal electronic devices
are used or switched on. After performing this check, she should
remain at the emergency exit row stand on the left side, facing the
right side of the A/C and looking via the emergency exit window
on the right side outside the A/C where refueling is taking place.
C/A 5 will only return to the original position at 2 L/R once she is
replaced by C/A 3
C/A 3: when C/A 5 arrives at the emergency exit row, C/A 3
should proceed towards the last row, checking the respective part
of the cabin if the passengers are keeping the seatbelts open and
no personal electronic devices are used or switched on. After
performing this check, she should come back to the original
position stand on the left side, facing the right side of the A/C and
looking via the emergency exit window on the right side outside
the A/C where refueling is taking place.
C/A 4: AFT entry area, close to door 4L
- During refueling with PAX on board all lavatories should be locked

- As soon as the refueling is completed, the flight crew must inform SCA about
the completion of refueling and SCA is to switch OFF the Emergency Lights
NOTE: Cabin Crew is required to check the illumination of the Exit Signs. When the system is
switched ON for the fuelling time and a discrepancy visible to the Crew in system operation, it
must be reported to the Commander after refuelling being completed.
1.13.7.2 Refuelling during disembarkation

When refuelling and disembarkation are taking place simultaneously, Cabin Crew actions are as
follows:
- SCA and Commander are to liaise on the commencement of the refuelling and
the door opening
- SCA is to advise the Cabin Crew of the refuelling start-up
- SCA must set Emergency Lights ON
Section 1 183
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
As quick disembarkation or evacuation might be initiated, refuelling is to be started only after

at least one of the main doors 1L, or 4L has been opened.
Section 1 184
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
1.14 Post-flight duties
1.14.1 After the last duty sector of the operating Crew

After the last duty sector of the operating crew, when the A/C is not taken over by the next
operating crew, the complete security check must be performed by all Cabin Crew Members and
completion is to be reported to the Commander.
At the same time 4L door is to be closed but only with the assistance of ground staff due to
need of operation of the handrails of stairs.
For the procedure of sealing catering trolley/boxes refer to Cabin Attendant Service Manual
1.14.2 After the last commercial flight of the A/C

After last commercial flight of the A /C, the complete security check must be performed by all
Cabin Crew Members and completion is to be reported to the Commander.
C/A4 and C/A 2 (for A321) is to count the spare emergency equipment and pay extra attention
to the quantity, condition and functionality of the equipment (infant seat belts, infant life vests
and adult life vests) and any discrepancy discovered must be reported to the SCA, who will
report to the Commander.
At the same time 4L door is to be closed but only with the permission of the Commander and
the assistance of ground staff due to need of operation of the handrails of stairs.
For the procedure of sealing catering trolley/boxes refer to Cabin Attendant Service Manual.
1.14.3 Debriefing
After a flight or a series of flight, a Crew debriefing should be held whenever the Commander
or any other Crew Member think it is requested. It is the responsibility of the Commander to
propose a debriefing or a post flight discussion. When decided, the debriefing should be done
immediately after the flight or the rotation in a trustful and positive environment.
In case of safety related questions, problems and suggestions, the responsible person of Flight
Operation Department can always be contacted via e-mail.
NOTE: If the Commander or the SCA requires a debriefing the participation of the Cabin Crew
is mandatory. Exception is the debriefing after a training flight/check flight when the
Instructor/Line Trainer may decide whether the participation of all Cabin Crew Members is
necessary.
Section 1 185
STANDARD OPERATING
DATE: 31 MARCH 2016
PROCEDURES
INTENTIONALLY LEFT BLANK

Section 2 186
SAFETY EQUIPMENT DATE: 31 MARCH 2016
2 SAFETY EQUIPMENT
2.1 Safety equipment – General

- Each aircraft is equipped with fixed and loose/portable safety equipment
- Some aircrafts have different layout in regards of safety equipment; for exact
location refer to Emergency Equipment Location Map on board all A/Cs under
each C/As jump seat
- Occasions arise when certain items of installed airplane equipment may be
unserviceable without adversely affecting the airplane’s fitness for a particular
flight, or the required level of safety
- Wizz Air holds permission from the Authority that allows its airplane to operate
with such items unserviceable, subject to the requirements of its Minimum
Equipment List (MEL). The MEL is based on, but may not be less restrictive than
the Master MEL that has been produced for the type by the airplane manufacturer
and its approved by the Authority
- The MEL lists all the equipment, systems and installations that must be
serviceable before a particular flight is undertaken. Items that may be
unserviceable are indicated, together with any additional limitations that may
apply to flights with such items inoperative.
NOTE: In case any of the emergency/safety equipment was used, the discrepancies comparing
to the pre-flight check status have to be reported to the Commander.
NOTE: For details regarding the A320 Emergency Equipment Location map refer to CAM 12.20
NOTE: For details regarding the A321 Emergency Equipment Location map refer to CAM 12.21
2.2 Safety equipment – Fixed equipment
The fixed emergency equipment consists of the following items:

- Fixed oxygen system in Flight Deck
- Fixed oxygen system in the cabin
- Emergency lighting
- Evacuation visual sign and aural signal system
- Escape slide / floating device
- Smoke detection system in lavatories
- Automatic fire extinguisher system in lavatories
- Emergency Locator Transmitter (ELT)
2.2.1 Fixed oxygen system in the Flight Deck

The Flight Deck Crew oxygen system is a separate oxygen system supplied from a single
cylinder. The Quick Donning full face masks are located in a stowage box on both side consoles
of the cockpit. Three or four masks are provided, depending if the A/C is equipped with one or
two observer seats. The visor of the mask can have a protective shield to protect the shield
against scratches. The protective shield can be removed if necessary, for example when frost is
forming after decompression.
Section 2 187
The Quick Donning full face mask is equipped with several regulators and indicators:
- Red grips or release levers, when squeezed, enable the Flight Crew to retrieve
the mask from the container
- Blinker flow meter (flow indicator) shows a yellow cross when the oxygen is
flowing
- NORMAL/100% (N/100%SEL) supply selector enables the Pilot to select
either pure oxygen or a mixture of cabin air and oxygen; pushing up the button
from underneath releases it, and it pops up to the N (normal) position. Pressing
it again returns it to 100%
- TEST/RESET control slide, the Crew Member presses the slide and pushes it
in the direction of the arrow to test: the operation of the blinker, the regulator
supply, system sealing downstream of the valve and the regulator sealing and
system operation. Pressing the RESET control slide, after the oxygen mask has
been used, cuts off the oxygen, and mask microphone
- EMERGENCY pressure selector: use of this selector creates an overpressure,
which eliminates condensation and prevents smoke, smell or ashes from entering
the mask. Pressing this knob generates an overpressure for a few seconds,
turning the knob, in the direction of the arrow, generates a permanent
overpressure.
- OXY ON flag: as soon as the left flap door opens, the mask is supplied with
oxygen and, once it closes (mask still supplied with oxygen), the OXY ON flag
appears.
- The mask-mounted regulator supplies a mixture of air and oxygen, or pure
oxygen, and performs emergency pressure control. With the regulator set to
NORMAL, the user breathes a mixture of cabin air and oxygen up to the cabin
altitude at which point the regulator supplies 100% oxygen. With the regulator
set to 100%, the regulator supplies pure oxygen at all cabin altitudes.
NOTE: The overpressure supply automatically is started, when the cabin attitude exceeds
30 000 ft
To don the oxygen mask
- Remove the mask from stowage by squeezing the red release levers inwards
(this will start an oxygen flow that inflates the head-harness)
- Continue to squeeze the red grips, as this causes the oxygen flow to inflate the
head harness
- Place the mask over nose and mouth
- Release the red levers, the harness will deflate and fit over head
- Oxygen is now available at 100% on demand
Section 2 188
EXAMPLE OF THE QUICK DONNING MASK
2.2.2 Fixed oxygen system in the cabin

The fixed oxygen system in the cabin consists of chemical generators which produce the oxygen.
Each generator feeds a group of 2, 3 or 4 mask. Generators and masks are in containers above
the passengers seats, in the lavatories, in each galley and in each Cabin Crew station.
A door stop is used for the oxygen test procedure and prevents the masks from dropping. The
number of masks contained in the unit is indicated on it.
The system can be activated:
- Automatically when the cabin pressure decreases to a pressure equivalent to
14.000 feet or
- Manually by the Cockpit Crew action (MASK MAN ON)
Section 2 189
When the system is activated, the oxygen masks will drop from the stowage compartment.
Pulling one of the masks will activate the oxygen generator and oxygen will flow through all the
masks connected to the same generator (each group of masks has a release pin that is
connected to a lanyard). The mask receives pure oxygen under positive pressure.
Operation
- Oxygen mask fall and hang on the lanyards
- User pulls one mask to their face (the lanyard pulls the release pin from the
striker assembly of the generator)
- The striker hits the percussion cap, and the oxygen supply is generated
- Oxygen flows through the flexible supply hoses into the reservoir bag
- The flow indicator indicates oxygen flow as follows: in case oxygen is
flowing>0.5 l/min in the housing of the flow indicator, a green tube is visible.
If there is no oxygen flowing or <0.5 l/min, there is nothing visible inside the
clear flow indicator housing.
Oxygen mask
- The mask assembly consists of a reservoir bag and a face mask. The mask is
fitted with three valves: the reservoir and exhaust valves, plus a supplementary
inhalation
- The chemical generator creates heat and becomes hot. Oxygen flows for
approximately 15 minutes and cannot be switched off
NOTE: There is no apparent inflation of the mask reservoir bag at lower altitudes between
approximately 10 000 and 19 000ft.
NOTE: After an emergency mask deployment, it is possible to smell of burning, smoke, and of
cabin temperature increase associated with the normal operation of the oxygen generator
system.
Section 2 190
OXYGEN UNITS LOCATION EXAMPLE
OXYGEN MASK (EXAMPLE)
Lavatory oxygen mask stowage compartment
A two oxygen mask unit is installed in each lavatory.

Section 2 191
Cabin Crew station oxygen mask compartment

example
Manual opeing of oxygen compartment

If a unit door does not open automatically, it can
be opened manually by using the manual release
tool (insert the pin-end of the tool into the hole
of the unit door to release the door latch).
CAUTION: Do not restore an oxygen mask, if the

oxygen generator is started in order to prevent
the smell of burning or fumes.
Aircrafts with registration from HA-LWR are equipped with a different type of oxygen containers
than described above. The only difference is the test button instead of lever and the operation
of it. The button has to be pulled out and turned sideways by 90 degrees to TEST position in
order to check the amount of masks attached to the generator.
To ensure operation in case of decompression, the test button must be restored at all times
Pre-flight check of the manual release tool

Refer to CAM 1.3.1.3
Inadvertent oxygen mask deployment - recommendations

- If the generator is started, the door must be left open
- To minimize inconvenience to the passengers, and avoid having the deployed
masks in their way, they should be relocated, if possible. This will also ensure
Section 2 192
they are seated in a location in which a generator has not been used, in case a
decompression occurs later in flight (if no alternate seats are available, the crew
should be prepared to assist these passengers in reaching spare masks, in event
of decompression)
- If the unit has not started, then passenger relocation is not necessary
2.2.3 Emergency lighting

The cabin emergency lighting system consists of the followings:
1. Exit signs / Exit markers: exit signs are located throughout the cabin to
indicate the location of an exit. The system provides low level illumination of the
escape routes in case the emergency lights are obscured by smoke
2. The floor path marking: two stripes are running through the cabin on the floor
to show the escape route
3. Cabin minimum lights: are distributed along the cabin ceiling to ensure
continuous illumination of the aisle
4. Lavatory auxiliary lights: mounted in the lavatories, are always on
5. Over-wing escape route lighting: housed in the fuselage underneath the
overwing exit, starts to operate after slide deployment to illuminate the escape
route leading to the overwing escape slide
6. Escape slide lighting: starts to operate after slide deployment
If the standard aircraft power supply is not available, the emergency lighting system is able to
operate independently from the aircraft systems for 12 min.
The Emergency Light pushbutton on the FAP enables the emergency lights to be switched on
and this under any conditions.
Section 2 193
The emergency lighting system has different functions.

In standard operation:
- To show the way to the exits, to leave the aircraft
In an emergency:
- To illuminate the cabin, if the normal lighting does not operate
- To show the way to the exits, to leave the aircraft, e.g. if the cabin is full of
smoke
- To illuminate the escape paths on the wings
- To illuminate the escape slides
NOTE: During the first flight pre-flight check, Cabin Crew is required to check the illumination
of the Exit Signs. When the system is switched ON for the fuelling time and any discrepancy
visible to the Crew in system operation, must be reported to the Commander after refuelling
being completed.
Section 2 194
2.2.4 Evacuation visual sign and aural signals

An emergency evacuation signalling system (integrated in the CIDS) is installed. It provides
visual and aural alert in the event of impending evacuation of the aircraft.
Panels provided with control and warning lights:
2.2.4.1 Cockpit (On the overhead panel)

COMMAND PUSHBUTTON
When pressed, it activates the EVAC flashlights in the
cockpit and cabin, as well as the horns in the cabin
and in the cockpit
HORN SHUT OFF PUSHBUTTON
- When pressed, the cockpit horn is
stopped
CAPT/CAPT&PURS
- Two selector switch position, which enables the evac to be commanded from
the cockpit only, or from the cockpit and cabin (Wizz Air policy is to keep the
switch always in CAPT position)
2.2.4.2 Cabin - touchscreen FAP panel

- EVAC CMD Evacuation command
pushbutton illuminates green when the
evacuation system is activated by Cabin
Crew
- EVAC/RESET Flashing red. When
pressed, all visual and audio warnings
are stopped in the FWD cabin section
(except for EVAC CMD pushbutton
warning on the FAP hard key subpanel)
2.2.4.3 Cabin - AAP

- EVAC CMD pushbutton illuminates green
when pressed
- EVAC Indicator flashes red when the
EVAC system is activated
- EVAC/RESET When pressed, all visual
and audio warnings are stopped in the
AFT cabin section
The evacuation alert system can be activated at any time from the cockpit manually by pressing
the command pushbutton on the EVAC panel. In this case, in the cabin, the followings will
happen:
- TOUCHSCREEN FAP: EVAC CMD illuminates green and EVAC reset flashes red
- Evacuation indicators flash in red on AAP
- SPECIFIC HORN sounds (horn can be shut off in the dedicated areas by pressing
the RESET pushbutton on FAP/AAP)
Section 2 195
- the EVACUATION ALERT message is displayed on all AIPs with the red flashing
indicator light
When the evacuation command pushbutton is selected on the FAP (and the cockpit selector
switch is in CAPT position [Wizz Air policy]), the evacuation alert system is only activated in the
cockpit:
- The EVAC horn sounds for 3 seconds
- The EVAC indicator flashes
NOTE: In case EVAC alert system is activated and PTT button is engaged on any of the PA
handsets, the specific horn sound will be inhibited (shut) for the time PTT is being engaged in
order to facilitate crew communication to passengers.
2.2.5 Main Door Escape Slide / floating device
2.2.5.1 Slide pressure gauge
- Compressed gas from the slide bottle

initiates the slide inflation.
- Behind a plastic transparent cover on the
slide containers located in the overhead
compartment, the pressure gauge is visible.
- The bottle pressure of each slide must be
checked during pre-flight check.
Pre-flight check of the escape slides

2.2.5.2 Inflation and operation on land
- During emergency door opening, the slide pack is released from the door but is
still attached to the aircraft floor brackets by a girt bar
o As the slide falls approximately 1 meter, the slide bottle is activated and
the slide inflates within 3-4 seconds
o In case of emergency the red manual inflation handle, on the right hand
side of the girt bar, must always be pulled
o The evacuation capacity for one escape slide is 60 passengers per minute
- The slide can still be used if either the upper or lower chamber of the slide is not
inflated and / or in case of collapse of one or more gears
- The red handles on the lower part of the escape device, allow the slide to be used
as a hand held escape chute
Section 2 196
2.2.5.3 Inflation and operation on water
- In case of ditching the manual inflation handle must be used to inflate the slide,
as the slide drop is insufficient to trigger the automatic system
- Before beginning an evacuation on water, first determine the water level
outside the airplane. The water level must be below the doorsill height
- Do not open the door(s) if the water level is above doorsill height
- Grasp lines are fitted around the outside of the buoyancy tubes to facilitate the
use of the slides as a flotation device in case of ditching
Section 2 197

Section 2 198
Manual inflation
In case of emergency
the manual inflation
handle must always
be used:
- Pull the manual inflation handle (red handle, located on the right hand
side of the girt bar)
Slide lights
Each slide contains battery-powered lights, which automatically illuminate the area at the
bottom of the slide when the slide is inflated. The lights have the same power supply as the
cabin emergency lights.
Grasp lines
Grasp lines are fitted around the outside of the buoyancy tubes to facilitate the use of the slides
as a flotation device in case of ditching.
2.2.6 Overwing Exit slides – A320

- The overwing emergency exits control a dual lane escape slide
- The slide is automatically deployed, within 4 seconds, when an exit is opened
- Two emergency lights underneath the wing exits illuminate the escape way leading to the
escape slide, pointed out with the red fluorescent arrows
- Inside opening instructions are placarded on the exit frame and on the passengers’ seatbacks
- A cover flap protects the door control handle
Section 2 199
- A slide armed indication illuminates

white when the cover flap is
removed
- Since the slides cannot be detached
from the aircraft, it cannot be used
as a flotation device
For details refer to CAM 10.4.3
2.2.7 Emergency Exit Escape Slide – A321

- During emergency door opening, the slide pack is released from the compartment beneath
the door in the fuselage
- As the slide falls approximately 1 meter, the slide bottle is activated and the slide inflates in
4 seconds
- In case of emergency, the red manual inflation handle must always be pulled
o It is located on the upper right hand side of the door frame
o It is protected by an additional small plastic cover, which must be removed before
the red manual inflation handle is pulled
- The evacuation capacity for one escape slide is 55 passengers per minute
2.2.8 Smoke detection system in lavatories

The lavatory smoke detection system is installed to alert the Crew Members that smoke is
present in the lavatories. In case the smoke detector system has been activated, the status
must be reported to the Flight Crew.
In order to reduce the number of false smoke alerts the usage of hair sprays/deodorant
sprays/air fresheners sprays (except odour neutralizer - Odorgone) in lavatories is forbidden
during flight. The only exception when such devices can be used in lavatories is on ground when
both engines are shut down.
When smoke enters into the measuring chamber of the detector, a warning signal is transmitted
to the CIDS-SDF (CIDS Smoke Detection Function) of the CIDS (Cabin Intercommunication Data
System) and to the FWC (Flight Warning Computer) in the cockpit.
Section 2 200
Lavatory smoke detector location
If smoke is detected the system gives a visual and aural warning in the cockpit and in the cabin.
Cockpit warnings
- A repetitive chime
- A red master warning light
- A smoke warning indication on the ECAM upper display unit
Cabin warnings
- The cabin loudspeakers give a triple chime, repeated every 30 seconds
- A red flashing indicator light and a steady text (SMOKE LAV X) on all Attendant
Indication Panels
- An amber segment flashing on the related Area Call Panel (ACP)
- An amber flashing call light on the related lavatory wall
- A red indication SMOKE
DETECTED on the FAP
together with location
information of the smoke
alarm (Touchscreen FAP)
- A red indication SMOKE
RESET on the hard key sub
panel on Touchscreen FAP
The aural and visual warning reset switch

on the FAP stops the warning indications on
the ACP and AIP. The indications lights of:
the FAP hardkey “Smoke Reset”, the FAP
symbol “Smoke Detected” on the SMOKE
DETECTION page and the AAP pushbutton
“Smoke Reset” go off, when the density of
smoke drops below the accepted.
Section 2 201
2.2.9 Automatic fire extinguisher in lavatories

An automatic fire extinguisher system is located beneath the sink area in each lavatory and
above the waste bin on A321 smart
lavatories. Each fire extinguisher has these
main components:
- A spherical container with a
mounting bracket
- A discharge tube with a fusible
plug
- A pressure gauge indicating
extinguisher condition
- An identification label
When the temperature in the waste bin area is
approximately 174.2°F/79°C, the fusible
material in the tip of the discharge tube melts.
The lavatory fire extinguisher then discharges
completely within 3 to 15 seconds into the
lavatory waste bin.
In case the lavatory extinguisher has
discharged, the lavatory must be locked and checked for the remainder of the flight since the
lavatory fire extinguisher must be replaced/refilled.
Pre-flight check
2.2.10 ELT – Emergency Locator Transmitter

On all aircrafts, ELT system is permanently fixed to the aircraft (Honeywell RESCU 406AFN) and
has the following characteristics:
- The device is located in the AFT galley area and is installed above the ceiling
panel between the two AFT toilets
- The beacon remains attached to the aircraft after impact
- The transmitter unit status may be partially monitored and controlled (activated)
from the cockpit
- The ELT operates between -20 and +50 Celsius, transmits on 3 frequencies:
121.5 MHz (Civil) and 243 MHz (Military) homing-signals and 406 MHz to the
COSPAS-SARSAT satellite system
- Switch positions on the fixed ELT device are:
o ARM (selected mode)
o OFF
o TX
- The system is set to ARM mode at all times (with the exception of maintenance
checks) and switches to TX mode when activated by G-force. If not, it can be
activated by using the ON switch located on the ELT or the ARMED/ON switch
located in the cockpit
- Once activated, the beacon transmits emergency location signals: bursts of
digitally encoded 406 MHz signals received by the COSPAS-SARSAT satellite
network for alerting Search and Rescue (SAR) teams, and continuous 121.5/243
MHz signals for closer proximity directional tracking
- Ways of activating the ELT:
Section 2 202
o G-force
o Manually from the cockpit
o TX (transmit) switch on the unit itself
- The pre-flight check of the ELT is maintenance responsibility
Section 2 203
2.3 Emergency equipment – Loose equipment

This chapter contains full description and details of the use and operation of each item of
following emergency equipment:
1. BCF portable fire extinguisher
2. Crash axe
3. Protective gloves
4. Smoke hoods
5. Flashlight
6. Portable oxygen bottles
7. Megaphone
8. Life-vests
9. Seat seatbelts (passenger, INF, extension, spare seat belts)
10. Demonstration kit
11. First Aid Kit
12. Life-lines
13. Portable ELT
2.3.1 BCF Fire extinguisher

The extinguisher is composed of three major components:
- container
- valve
- agent
BCF (also called Halon) is a liquefied gas that extinguishes

fires by chemically interrupting a fire’s combustion chain,
as opposed to physically smothering the fire.
Halon accomplishes flame retardation by enclosing oxygen
molecules.
This is one of the main reasons why halon is effective when
the exact source of the fire cannot be positively
determined. A small concentration of halon in the air as a
vapour will prevent fire from continuing to burn.
Halon is a toxic acid gas and has a rapid knock down effect
on fire. When discharged from the extinguisher nozzle, it
rapidly expands and forms an effective extinguishing cloud.
Effective is only a fully developed extinguishing cloud but
not the bundled stream at the nozzle. Therefore, is there
no cloud at the fire front, step back to increase the distance
to the fire.
This gas can irritate the eyes, nose and throat.
The discharge stream of the extinguisher has a range of 2.5 - 4 meters and the discharge time
is at least 7 to 10 seconds.
- Safeguard: protects the trigger from being accidently operated
- Carrying handle (white): for holding and carrying the unit while extinguishing
Section 2 204
Operation of BCF extinguisher

- Unlock brackets and pull firmly the BCF out of the stowage
- Remove the seal
- Hold the BCF upright, turn down the safe guard, grasp the carrying handle and
trigger (white and red)
- Do not direct the initial extinguishing agent discharge at close range onto burning
material. A distance of 1,5m to 2,5m should be respected, because the high
speed of the stream of extinguishing agent may cause the extinguishing agent
to splash and/or scatter burning material
- Press the trigger downwards
- Hold the trigger while spraying the contents of the BCF first at the base of the
fire at the near edge, progressively working to the back of the fire, by moving
the fire extinguisher nozzle in a sweeping motion from side-to-side; always direct
the nozzle at the base of the fire
- When the BCF contacts the fire, the fire will appear to grow larger. This is a
normal, temporary reaction before the BCF puts out the fire. However, move
back if discharge
stream scatters fire
- Continue until the fire
is extinguished
NOTE: When discharging the

extinguisher on to burning liquid,
never point the stream directly in to
the liquid. An extinguishing action
must always start at the front of the
flame. Then follow the flames with the
extinguishing cloud.
Pre-flight check of BCF fire

extinguisher
NOTE: Never expose the fire

extinguisher to direct sun radiation or
excessive heat
2.3.2 Crash-axe/Fire-axe
- Crash axe is used to break in/out during an emergency (e.g.
fire behind panels).
- Crash axe may be used as a lever to lift a panel, or to dig an
incision in the panel large enough to place the nozzle of the
extinguisher, in order to discharge the agent into the affected
area.
- Crew Members must count on their own determination and use
all the resources available to fight the fire, the crash axe
should be considered as the last tool to gain access.
Section 2 205
- The handle of the crash axe is insulated against electrical shock
2.3.3 Protective gloves

Protective gloves shall be used for personal protection during
abnormal/emergency situations [e.g. during fire fighting or while
handling Dangerous Goods (gloves should be covered by polyethylene
bags for DG handling)].
Pre-flight check of protective gloves

2.3.4 Smoke hood

The PBE/Smoke Hood protects the user's eyes and respiratory system against heat, smoke,
and/or toxic gases. It ensures that a minimum of 15 minutes oxygen supply.
The PBE is readily available to Cabin Attendants. The primary purpose of the PBE is to supply
oxygen to cabin attendants, in the event of a fire, smoke and/or toxic gases.
2.3.4.1 Scott/Avox smoke hood

The Scott/Avox Smoke Hood (Protective
Breathing Equipment PBE) can provide oxygen
for 15 minutes and must be used in case of
smoke / toxic fumes filled environment (e.g.
during fire fighting).
Section 2 206
Operation of the smoke hood

- To remove the unit from the green case, lift the single latch, labelled “LIFT”,
located at the top edge of the case. The hood is in the vacuum bag
- To remove the hood from the vacuum bag, hold the unit firmly against waist with
one hand and grip the edge of vacuum bag at the notch. Grasp the red tear strip
side of notch with other hand. Pull the red tear strip side of the notch to tear the
vacuum bag at notch and rip open
- To actuate the hood, pull the ring marked “PULL TO ACTUATE” parallel with the
housing surface. Actuation is effective when the ring and attached pin is
completely removed. The pin cannot be re-inserted
- NOTE: the actuation ring will stay in hand when it is pulled
- Don the smoke hood only if you hear the sound of the generator
- To don the hood, bend forward from the waist and grasp the smoke hood opened
with thumbs and forefingers, insert chin into the hole and pull the smoke hood
across face and over head, so that the head is within the hood and the neck seal
is around the neck. Remove all hair and clothing between the neck and the seal,
and make sure the seal makes a firm contact around the neck. When standing
upright, grasp the hood and pull it down until headband firmly engages the head
Section 2 207
- It is normal to hear the sound of a gas flow in the hood; it indicates that the
oxygen is delivered to the smoke hood. When the noise stops, it means that the
oxygen generator has stopped working
- To remove the smoke hood, grasp the back upper edge of the hood and pull up
over the head. Due to possible oxygen saturation of the hair, do not enter area
exposed to the fire or open flame. As long as the generator produces the oxygen,
smoke hood should be kept away from the combustible materials or fire. If the
smoke hood is still working after removing it, allow the generator to completely
expend, and then allow the hood to cool before storing it. Place it in a dry, fire
protected place and away from any source of heat, sunlight or corrosive fluid
NOTE: Normal operation causes heat on some parts of the generator
CAUTION: Remove the PBE and discard it immediately if the sound of the oxygen flow can’t be
heard
Due to the oxygen saturation of the hair, do not smoke or become exposed to fire or flame
immediately after removing.
Pre-flight check of the smoke hood

2.3.5 Flashlight
2.3.5.1 Cabin flashlight

A portable flashlight is stowed at each C/A seat and is to be used for emergency situation only.
The flashlight is ON automatically, when removed from its stowage. The flashlight is OFF
automatically, when put into its stowage, however, the stowage brackets do not have a
recharging function. The flashlight is water resistant and has a cord for attachment to the wrist
coiled in the bottom of the holder. On the front of each flashlight is a red Light Emitting Diode
(LED). The LED flashes every 5-10 seconds as long as the battery has adequate power. This
is also intended as an aid to find the flashlight in the dark.
If the flashlight is accidentally removed from the brackets, the seal needs to be replaced.
Replacing of the seal on the flashlight is done by the technical staff. It is not possible to be done
by Cabin Crew.
Operational removal of the flashlight

- Pull away plastic safety strap
- Pull the flashlight out of holder, it illuminates automatically for at least 4 hours
Section 2 208
2.3.5.2 Coockpit flashlight
- There are two flashlights in the

cockpit, beside the pilot seats at the
side pedestal
- They contain two “D” batteries
- The flashlights are not water-
resistant
Section 2 209
2.3.6 Portable oxygen bottle

A number of portable oxygen bottles are installed in the cabin. There are two different types of
oxygen bottles available on board the aircrafts. They can be used for first aid purposes and as
supplemental oxygen after decompression. The portable oxygen bottle is able to supply oxygen
at a flow rate 2 Liters per Minute or 4 Liters per Minute.
NOTE: Prevent pressurized oxygen from coming in contact with oil, grease, flammable solvents,
contaminated tools, or other combustible material, because this may cause a fire or explosion.
Portable Oxygen Unit is considered serviceable (Minimum Equipment List) with a pressure equal
or higher than those are indicated below:
Oxygen bottle showed on picture “A”

- A pressure gauge, indicating the amount of oxygen in the bottle. When FULL, it
must read approximately 1800 PSI
- An ON / OFF valve
- A high flow outlet marked HI and a low flow outlet marked LO. The high outlet,
if not marked, is always on the "FULL" side of the pressure gauge
- Two separate plastic masks, both with a long plastic tube, that can be fitted to
the HI / LO outlet with a bayonet type fitting. The mask fits directly over the nose
and mouth
- A shoulder strap is attached to the bottle
Pre-flight check of the portable oxygen bottle
Section 2 210
Calculation of oxygen bottle temperature

- Before start of cabin heating: OAT (outside air temperature)=oxygen bottle
temperature,
- After start of cabin heating up to 2 hours: OAT temperature+cabin
temperature divided by 2= oxygen bottle temperature,
- 2 hours or more after start of cabin heating: cabin temperature= oxygen
bottle temperature.
OPERATION OF THE PORTABLE OXYGEN

BOTTLE SHOWED ON PICTURE “A”
- Connect mask to the respective
constant flow outlet (if not
connected)
- Open ON/OFF knob
- Secure bottle and check flow
(green “flow indication” at the
mask bag)
- Remove make-up/ clean the face
in case of sweating and put the
mask on
- Time check by assisting person
- Inform the Commander of the use
of oxygen
WHEN OXYGEN IS NO LONGER REQUIRED

- Take mask off
- Close ON/OFF knob
- Disconnect the mask
- Store oxygen bottle in its stowage
- Inform the Commander about number of bottles used
- The respective entry should be done in the Work Order Book by the Commander
Section 2 211
Oxygen bottle showed on picture “B”

- Each Portable Oxygen Bottle
consists of a cylinder on which
a manually operated
regulator is installed.
- The regulator has a flow
switching device that allows
the user to manually control
the oxygen flow to passenger
mask.
- The ON/OFF valve enables
the user to open the oxygen
valve and select the desired
flow rate (2 or 4
liters/minute).
OPERATION OF THE PORTABLE OXYGEN BOTTLE SHOWED ON PICTURE “B”

- Remove the portable oxygen bottle
from its location
- Remove the mask from the
stowage bag, ensure that the mask
is attached to the oxygen outlet.
Remove make-up/clean the face in
case of sweating and put the mask
on the user’s face, covering the
user’s nose and mout
- Turn the ON/OFF valve to the 2
liters per minute or 4 liters per
minute position to start the flow of
oxygen. Ensure that the number is
centered in the window above the
gauge for oxygen to flow correctly.
Check the flow indicator of the
mask to ensure that the oxygen is
flowing
NOTE: Cabin Crew must monitor the gauge when
the oxygen is in use.
When using the portable oxygen unit, oxygen does not flow until “2” is centered in the window
and the ON/OFF valve is in the 2 Liters per Minute detent position. When adjusting oxygen flow
from 2 Liters per Minute to 4 Liters per Minute the oxygen does not flow until the “4” is centered
in the window above the gauge and the ON/OFF valve is in the 4 Liters Per Minute detent
position.
- While the portable oxygen bottle unit is in use, periodically check the visual
flow indicator on the mask to ensure that there is oxygen flowing to the mask.
Section 2 212
- Forcing the ON/OFF valve past the "4" position damages the portable oxygen
unit.
- Time check by assisting person.
- Inform the Commander of use of oxygen.
WHEN OXYGEN IS NO LONGER REQUIRED

- Take mask off
- Turn the ON/OFF valve until a red band appears in the window. The flow of
oxygen stops
- Stow oxygen bottle in its stowage
- Inform the Commander about number of bottles used
- The respective entry should be done in the Work Order Book by the Commander
NOTE: When moving or transporting the portable oxygen bottle, be sure to keep a firm grasp
on the portable oxygen bottle and do not allow it to drop
2.3.7 Megaphone
PURPOSE OF THE MEGAPHONE
- To replace an inoperative PA
System
- To instruct the passengers
outside the aircraft after
evacuation
NOTE: When the megaphone gets wet, it will fail
to operate
CONSISTS OF
- Loudspeaker
- Push to talk button
- Microphone
- Wrist loop
OPERATION OF THE MEGAPHONE

- Take the megaphone from the stowage
- Hold the megaphone in one hand
- Enclose microphone with index finger and thumb for protection
- Place mouth almost in contact with the microphone
- Press the push to talk button; speak slowly and clearly
- When not in use, carry the megaphone by the wrist loop
Pre-flight check of the megaphone

NOTE: Do not operate the megaphone near person’s ears. Amplified sound or howling can cause
damage to the inner ear.
Section 2 213
2.3.8 Life-vest
For every person on board (including infants) a life-vest must be carried:
- When the initial climb out and /or final approach of the aircraft is over water
- When flying over water more than 50 NM (app.100 km) away from land
- The life-vest should be accessible from the seat or berth of the person for whose
use it is provided, with a safety belt or restraint system fastened.
LIFE-VEST CARRIED ON BOARD

- For each Crew Member an orange-red colour life-vest is available
- For each passenger a yellow colour life-vest is available
- Each aircraft is equipped with a bag, which contains spare life-vests
- Each aircraft is equipped with a bag, which contains infant life-vests
- (For exact contents of bags refer to Emergency Equipment Location Map)
Pre-flight check of the passenger life vests

Pre-flight check of the Crew life vests

Pre-flight check of the spare life vests (adult and INF)

-
2.3.8.1 Passenger / Crew life-vest

The life-vest has one inflatable chamber providing enough buoyancy to keep a heavy person
afloat. The chamber can be inflated by firmly pulling the red tag. The life-vest can be deflated
and re-inflated by means of the rubber tube.
- To deflate: Press the valve in top of deflation tube and allow excess air to
escape
- To inflate: Blow into red rubber tube
The life-vest is equipped with a light to assist location of survivors in darkness. The light is
located on the shoulder, which will illuminate when the battery is in contact with water.
Section 2 214
OPERATION OF THE ADULT / CREW LIFE-VEST

- Remove the life-vest from under the passenger seat/Crew seat, unpack the life-
vest and hold the life-vest in front of you;
- Put the life-vest over your head
- Wrap the strap around your waist and close the clip in the front. Pull the strap
tight around your waist
- Pull the red tag standing in the door opening or outside on the wing to inflate the
life-vest
NOTE: Operating instructions are provided in easy-to-understand pictorial steps on the front of
the vest and are readable before and after donning.
Section 2 215
USE OF PASSENGER LIFE-VEST ON SMALL CHILDREN

- Put -the life-vest over the child's head
- Wrap the strap around the child's
waist and close the clip in the front
- Pull the strap tight around the waist
- Pull the strap between the child's legs
and tie it with a knot on the back
- Before evacuating the aircraft, but
after it has come to a complete stop,
inflate the chamber of the life-vest by
pulling the red tag
2.3.8.2 Infant life-vest

Infant life-vest shall be distributed every time when life-vest was demonstrated during the
safety demonstration.
MAIN FEATURES
- Oral tube with unidirectional flow control
- An inflator with a pull tab connected to CO2 cylinder
- Rescue light system consisting of lamp powered by a sea-water activated battery
- Mooring strap to connect the infant to an adult
EXAMPLE OF INFANT LIFE VEST

Section 2 216
OPERATION OF INFANT LIFE-VEST

- Remove the life-vest from the sealed bag by pulling the label
- Hold life vest in front of the infant
- Put infant's arms through the openings
- Tighten the straps at the back so the life-vest has a secure fit
- Pull the strap between the child's legs and adjusted
2.3.9 Seat belts
2.3.9.1 Passenger seat belts

Every passenger seat must be equipped with a
seatbelt attached to the seat. The seatbelt is a
part of the seat.
In case a seatbelt is unserviceable or is missing,
it must be reported to the SCA of the flight and
afterwards to the Commander, who is to do the
respective entry in the Work Order Book. The
seat is considered as inoperative.
HOW TO FASTEN THE SEAT BELT

- Take the belt fastener (connector) in one hand and the buckle of the opposite
belt in the other hand,
- Move the buckle into the belt fastener until it snaps into place,
- Pull the free strap end until the seat belt is tightened,
- Check whether the seat belt is correctly locked and tightened.
HOW TO OPEN THE SEAT BELT

- Lift the cap of the buckle at the rear end. The buckle opens
- Take the buckle in one hand and the connector in the other hand
Section 2 217
- Lay the seat belt on the seat avoid seat belt hanging on the aisle (danger of
tripping)
CAUTION: Ensure that the seat belt is not twisted before or during the fasten procedure,
otherwise it does not protect from injury.
CAUTION: Ensure that the seat belt is correctly locked and tightened, otherwise it does not
protect from injury.
2.3.9.2 Baby belts (infant belts)

Baby belts must be used at all times when the "Fasten seatbelt" sign
is illuminating.
Cabin Crew must hand out the baby belt before taxiing and give the
following instructions on its use:
- Seat the infant on the adult's lap, preferably facing
forward
- Slide the end of the adult seatbelt with no buckle
through the loop of the infant's seatbelt
- Close the adult's seat belt and adjust
- Close the baby belt and adjust
- In case of evacuation, only unfasten the adult seatbelt; the baby belt can remain
secured on the infant
- Study the "brace position"
on the passenger safety
information card
NOTE: The baby belts must be collected
after passengers’ disembarkation.
CAUTION: Advise the passenger travelling
with small children about the possibility of
harm when the child is operating the
seatbelt buckle.
2.3.9.3 Extension belts

Extension belts must be used if the regular seatbelt is too short for oversized passengers.
NOTE: In case only baby belts are available on board, they can be use as an extension belt
(they are called extension belt with the loop) but not vice versa.
Pre-flight check of the baby belts / extension belts

Section 2 218
2.3.9.4 Spare passenger seat belt

Spare passenger seat belts are located in the cabin on
particular aircrafts (refer to the aircraft definition). In case
of replacement of the seat belt, the relevant WO must be
entered, as it requires a maintenance action.
NOTE: During the pre-flight check of the bag containing the
spare passenger seat belts (in the narrow compartment
behind C/A 4 jumpseat), attention shall be paid to the the
protection of the protable ELT device. Unintentional
activation of the ELT shall be avoided whenever placing
back the bag of seatbelts to the compartment.
2.3.10 Demonstration kit

CONSISTS OF
- Demonstration life-vest
- Demonstration seatbelt
- Demonstration oxygen mask
- Demonstration safety card
NOTE: The contents of the demonstration kit are for demonstration purposes only and not for
the actual use.
Pre-flight check of the demo kits

2.3.11 First Aid Kit

For the contents of the First Aid Kit refer to CAM 12.8
Section 2 219
FAK sealing procedure

- When the box is complete the green seal is applied
- Once the kit has been opened, affix a red seal to the outside of
the box
- Any opening of the First Aid Kit must be reported to the
Commander, in order to have the WO initiated
NOTE: “Red seal” indicates that FAK was used, security checked, closed and
re-secured”. Only one of the required FAK can be incomplete (red seal applied)
for a maximum of 2 calendar days.
Metallic rectangular first aid kit on a/c HA-LP–J/K/L/M/N/O/Q/R/S; HA-LWF; HA-LYU/V
Black square first aid kit on the rest of the Fleet
Pre-flight check of the first aid kit

NOTE: One seal applied per FAK is sufficient to indicate its status either complete (green seal
applied) or opened/incomplete (red seal applied).
Section 2 220
2.3.12 Life lines A320

Life lines should mainly be used during ditching evacuation procedures (if time permits). They
are stowed in the small overhead compartments over the rows 12 and 13 on the right and left
side of the A/C. On each side, 2 life lines are located in sealed bags. To use it, attach one life
line snaphook to the door-stop fitting on the upper outer corner of the overwing exit. Second
life line snaphook should be attached to the double yellow hook (the hook is on the center of
the wing surface).
Pre-flight check of the life lines
2.3.13 Portable ELT

- The ELT is a triple frequency emergency transmitter able to send the emergency
signal during at least 24 hours. It is located in stowage behind C/A 4 jumpseat.
It can be removed from its mounting bracket
- Portable ELT is NOT installed on the following A/Cs belonging to the WAH fleet:
from HA-LPJ up to HA-LPR (included)
PRINCIPLE
Activation is automatic by immersion of the ELT in water provided that the ELT four-position
switch is set to the ARM position (the presence of water is detected by a sensor that, in turn,
activates the ELT)
Activation is manual on land where the four-position switch on the bottom of the ELT must be
set to XMT mode
- The antenna automatically erects upon immersion in water, and is manually
deployed by unhooking the antenna from the antenna retainer clip
MANUAL DEPLOYMENT IN WATER

Section 2 221
- Open quick release latches of stowage

bracket and remove the ELT
- Break tape holding cord wound on lanyard
and pull the ELT
- Tie cord securely to the floating device or
yourself
- Make sure the 4 position switch is in ARM
position
- Place the ELT inside the water
- After 10 seconds, the flashing LED light will
be visible, after 5 minutes, the antenna will
deploy
MANUAL DEPLOYMENT ON LAND

- Open quick release latches of stowage bracket and
remove the ELT
- Move the ELT to an area clear of obstruction
(highest point)
- Manually set the 4 position switch to “XMT”
mode
- With hand over antenna, break the tape holding
the antenna
- Stand clear of antenna for best transmission
Pre-flight check of the portable ELT
Section 2 222

Section 2 223

Section 3 224
SAFETY PROCEDURES DATE: 31 MARCH 2016
3 SAFETY PROCEDURES
3.1 Fire
3.1.1 Fire - general

A fire is made up by the following elements:
- Inflammable material
- Oxygen
- Relevant ignition temperature
Removing one of these three elements will extinguish the fire!
Clas
Type of fire Burning material Extinguished by
s
Fabric, wood, paper
A Combustible material Non-flammable liquid
rubbish, etc.
Burning liquids and Gasoline, oil, tar, paint
B BCF
gases alcohol, etc.
Operating electrical
C Electrical fire BCF
equipment
3.1.2 Fire prevention

It must be realized that fire on board an aircraft is an extreme hazard, therefore:
PREVENTION IS BETTER THAN CURE
- Lavatories must be checked every 15 minutes, to ensure that no burning

stubs have been placed in the disposal containers and the smoke detectors
are not tempered with e.g. tissues
- In galleys Cabin Crew should ensure that no flammable materials, such as
paper napkins, towels are left near the heated galley equipment (hot plate
of the beverage system). The Cabin Crew must monitor the galley
electrical panels for fault indications and tripped circuit breakers (refer to
Circuit Breaker Procedure)
- Passengers must be observed if they do not act carelessly
Sometimes a fire may not always be obvious and smoke and flames may not always be visible,
but there may be other indications that a potential fire is in progress. Signs to be aware of
include:
- Fumes or unusual odours
- Electrical malfunctions, for example circuit breakers tripping
- Hot spots on sidewalls, floors, and panels
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- Noises, such as popping, snapping or crackling, which may indicate electrical

arcing
If passengers or Crew Members suddenly develop eye irritation, sore throats, and/or
headaches, it may indicate that gas fumes are present, but may have not reached a level
when it is visible.
3.1.3 Circuit breaker procedure

Circuit breakers perform a dual function in an aircraft electrical system:
- To provide protection from overheating, due to an abnormal electrical load on
a piece of equipment, which may result in the total or partial deactivation of
the electrical installation (short circuit)
- To facilitate the isolation of a specific circuit that does not have any other
switching mechanism
If the circuit breaker will trip automatically, do not re-engage it, inform the Commander
immediately. Re-engaging a tripped circuit breaker may aggravate any electrical damage,
and risks affecting other equipment. This may result in a temperature increase, and smoke
emissions in the area concerned.
3.1.4 Fire fighting procedures
3.1.4.1 General - Fire fighting team

Due to the nature of the fire, and it’s devastating effects on an aircraft, particularly within a
confined space, it is important to know what steps should be taken to prevent the fire and to
stop it from spreading.
Therefore, at the first sign of any fire, the first priority will always be to put it out.
The fire fighting procedure requires a team of:
- A320
o 4 Cabin Crew Members
- A321
o 5 Cabin Crew Members
A team effort is the most effective way to fight onboard fire. Tasks are performed
simultaneously, in order to optimize the fire fighting effort. The roles are:
FIRE-FIGHTER (CABIN CREW MEMBER WHO LOCATES THE FIRE)

- Alerts other Crew Members by shouting “BCF, BCF”
- Gets the nearest BCF (consider the use of PBE)
- Locates the source of fire
- Fights the fire
ASSISTANT (THIS CABIN CREW MEMBER WHO STAYS WITH THE FIREFIGHTER)
- Supplies extra fire fighting equipment
Section 3 226
- Supports the fire fighting effort

- Replaces Fire-fighter and change roles with Fire-fighter, if required
COMMUNICATOR
- Informs the Flight Crew about the fire’s:
- Location
- Source
- Severity/density
- Action/fire fighting progress status
- Number of BCF used
- Time of fire fighting action started
The Communicator maintains the communication link between the cabin and the Flight Crew,
via an interphone that is near the fire fighting scene. Provides the Flight Crew with an accurate
description of the fire fighting effort, and of the situation in the cabin. The information that
the Flight Crew receives from the Cabin Crew determinates the course of action that the Flight
Crew will take. Therefore, it is vitally important that the Flight Crew receives a realistic account
of the events in the cabin, as they occur.
SUPPORTER
- A320
O 1 CABIN CREW MEMBER
- A321
o 2 CABIN CREW MEMBERS
The Crew Member(s) is/are not directly involved in the fire fighting effort, but will be required
to provide assistance and therefore shall:
- Relocate passengers
- Provide first-aid
- Calm and reassure passengers
- Removes flammable material from the area (e.g. oxygen bottles)
NOTE: After any fire or smoke one Crew Member shall be responsible for monitoring the
affected area for the remainder of the flight.
NOTE: The Fire-fighter, the Communicator and the Assistant Fire-fighter perform their roles
and actions simultaneously.
In case the flight is operated with reduced number of Cabin Crew, due to incapacitation, role
of the Communicator and Supporter will be combined.
GENERAL FIRE FIGHTING PROCEDURE

- Locate and attack fire immediately
- Always fight fire aggressively
Section 3 227
- Every small fire on board is an extreme hazard that is why must be treated as
a big one
- Call other Cabin Attendant for assistance and to bring protective and additional
equipment (e.g. BCF, protective gloves, Smoke Hood, water)
- Never leave the burning object
- Keep the aisle free of obstacles
- Make sure that the Commander is informed ASAP and kept clearly advised of
the situation in the cabin
- Use additional equipment (if situation requires)
- Always check for re-ignition after extinguishing the fire with 2nd BCF as a
standby
- To prevent re-ignition and to cool fire area, only in case of class A fire, use
non-flammable liquids
- Move oxygen bottles away from the fire area
- Remove passengers from fire area and distribute protective materials (wet
tissues, cloths etc. to prevent from smoke inhalation)
- Give full report to the Flight Crew
- Close cold air outlets in fire area
- Monitor fire area/material for the remaining of the flight
3.1.4.2 Fire fighting – Class “A” fire

SEATS OR OTHER FABRICS
Use curtain to smother the flames, douse with water or other non-flammable liquid
- If not effective use BCF, then soak with water
PAPER OR RUBBISH
- Use water or other non-flammable liquid
- If not effective use BCF, then soak with water
NOTE: When a halon extinguisher is used on a class A fire, the affected area must be
dampened with water afterwards to prevent the fire re-ignitation.
3.1.4.3 Fire fighting – Class “B” fire

FLAMMABLE LIQUIDES
- Use BCF and never use water
DANGEROUS GOODS
- Use BCF
NOTE: On fires of flammable solids gently discharged the extinguishing agent in spurts.
3.1.4.4 Fire fighting – Class “C” fire

ELECTRICAL EQUIPMENT
- Pull circuit breakers and switch off equipment
- Use BCF if required
- Never use water or other liquids
Section 3 228
3.1.4.5 Lithium Battery fires

The two types of batteries commonly used to power consumer PEDs are lithium batteries
(disposable) and lithium-ion batteries (rechargeable). Both types are capable of ignition and
subsequent explosion due to overheating. The resulting fire can flare repeatedly as each cell
ruptures and releases its contents. Based on testing by the Fire Safety Branch of the FAA, the
following procedures are recommended for fighting a fire of a lithium type battery-powered
PED regardless if the battery is disposable or rechargeable:
- Use BCF to estinguish the fire
- usage of BCF shall prevent the spread of the fire to adjacent battery cells and
materials
- If it is safe to approach the device, it must be cooled down with water or other
non-alcoholic liquid, from any available source over the cells immediately after
extinguishing the fire
- While cooling the battery, use protective gloves and PBE, as a precaution
measure
- Relocate passengers away from the device
- When the device is considered to be cool enough to be moved and stored for
landing, move it into one of the AFT lavatory waste bin, filled with non-alcoholic
fluid and store it there for the rest of the flight
- Monitor regularly
- Lavatory shall be locked for the rest of the flight
NOTE: Only water or other non-alcoholic liquid can provide sufficient cooling to prevent re-
ignition and/or spreading of the fire to adjacent batteries. Significant cooling is needed to
prevent the spread of fire to additional cells in a battery pack.
CAUTION
- Do not attempt to pick up and move a smoking or burning device
- Do not cover the device or use ice to cool down the device. Ice or other
materials insulate the device increasing the likelihood that additional battery
cells will ignite
3.1.4.6 Lavatory fire

GENERAL
- Lavatory smoke/fire can be caused by electrical system malfunction for
example, the water heater, toilet vacuum, or may be caused by burning
materials usually caused by a carelessly discarded cigarette in the lavatory
waste bin.
- Check if there is nobody in the lavatory
- Using the back of the hand, feel the panel of the lavatory door, to determine
temperature and presence of fire
NOTE: When a fire occurs in an enclosed area such as lavatory, overhead compartment,
before opening the door, always check the door panel for a heat (with the back of the hand).
IF THE DOOR IS HOT

- Take the nearest fire extinguisher from its mounting and test it before using
- Open the lavatory door carefully just enough to pass the nozzle of the fire
extinguisher inside (keep body as low as possible because the flames will exit
at the upper part, and block the door, but only with your foot not with the
whole body)
Section 3 229
- Keep standing behind the lavatory door while fighting the fire (use the door
panel as protection against smoke and heat)
- Empty the BCF completely (7-10 seconds)
- Close the lavatory door
- Wait approx. 1,5 min
- Prepare PBE : check the door if they are hot, proceed as above otherwise enter
the affected lavatory
- Use additional equipment if necessary
- Check if the fire is completely extinguished with 2nd BCF stand-by, beware of
re-ignition
- To prevent re-ignition use water to cool the fire area if electrics are not involved
- Check fire area frequently for the remainder of the flight (min.every 15 min)
IF THE DOOR IS NOT HOT

- Open the door carefully, go into the LAV wearing PBE
- Locate the source of smoke/fire area with BCF stand by
- If applicable extinguish the fire immediately
- To prevent re-ignition use water to cool the fire area if electrics are not involved
- Check fire area frequently for the remainder of the flight (minimum every 15
minutes)
3.1.4.7 Overhead compartment fire

Smoke/Fire in overhead compartment may be caused by the contents of the compartment or
possible electrical malfunction in the Passenger Service Unit (PSU).
If smoke is visibly emitting from an overhead compartment, basic fire fighting - procedure
should be applied:
- Check for heat. Using the back of the hand, feel the overhead compartment to
determine the temperature and presence of fire
- Open the overhead compartment slightly from the side, enough to pass the
nozzle of fire extinguisher
- Discharge the fire extinguisher
- Close the overhead compartment
- Repeat fire fighting procedure, if necessary
NOTE: Opening the overhead compartment more than is necessary risks contaminating the
cabin with smoke, puts occupants at risk of smoke inhalation and allows the fire (if any) to
be fed with oxygen.
NOTE: The fire extinguisher must be discharged into the overhead compartment, away from
the seat, to prevent debris from contaminating the cabin.
3.1.4.8 Open fire in the cabin

Halon is the liquefied gas that extinguishes fires by chemically interrupting a fire’s combustion
chain (retracting the oxygen). This is one of the main reasons why Halon is effective when
the exact source of the fire cannot be positively determined, and therefore is effective in close
area. In case of open fire in the cabin:
- Use curtain to smother the flames, douse with water or other non-flammable
liquid
Section 3 230
PERSON
- Wrap the person in (non synthetic) material (e.g. curtain or coat) from the
head/neck down
- Lay person on the floor
- When the fire is extinguished, cool the skin with water for at least 15 minutes;
- Do not remove clothing
- Give first aid
3.1.4.9 Galley electrical equipment fire

The source of smoke/fire in the galley areas is usually due to the malfunction of electrical
equipment, such as beverage makers/water boilers etc. When the source of the smoke/fire
has been identified as coming from a piece of electrical equipment, the cabin crew should:
- Switch off power
- Pull the associated circuit breaker that is located on the galley electrical panel
(above the beverage makers/water boilers)
- Inform the Flight Crew immediately
- Closely monitor the situation
- Prepare a fire extinguisher, PBE, and fire gloves (if applicable) in case the
situation deteriorates
3.1.4.10 Fire re-ignition

Never assume that a fire has been totally extinguished. It may not have visible flames but it
may still be smoldering and may re-ignite and develop into a larger, uncontrollable fire in a
short space of time.
Following any fire-fighting action, cabin crew must prevent any possibility of re-ignition. On
all non-electrical fire debris non-alcoholic beverages should be used to soak the area, and
suffocate the potential of re-ignition. However, liquids should not be used on electrical items
or wiring.
3.2 Smoke
3.2.1 General
Smoke occurrences in the cabin usually involve equipment that is easily accessible to Cabin
Crew.
Smoke and hot gases will rise vertically until they strike a roof or ceiling then they will spread
sideways. This is called mushrooming. Due to limited height within an aircraft fuselage this
effect takes place quickly.
Smoke can travel big distances from the base of fire, this is due to air circulation. The volume
of smoke is not an indication of the size of the fire. Small fires can produce smoke for long
periods in an aircraft and can completely feel the structure with smoke, making fire fighting
operations very difficult.
The type and colour of smoke can sometimes give an indication as to the material involved in
the fire, e.g. robber and plastic give off a large volume of thick, black smoke. Smoke can
impair judgment and affect performance. When inhaled even in small quantities, it can be
fatal depending on an individual’s level of tolerance. Breathing through wet towels will
effectively reduce the ingestion of toxic gases.
Section 3 231
EFFECTIVE COMMUNICATION IN CASE OF SMOKE

- Reduces confusion
- Increases confidence in decision making
- Improves the chances of successful outcome
- One Crew Member should act as a liaison between the cabin and the Flight
Crew, via the interphone; this is to avoid conflicting information
- Information shall be clear and concise, and reflect the conditions in the cabin
NOTE: Do never say you have a fire if you don’t see the flames, report only smoke occurrence
in that case.
3.2.2 Procedure in a smoke field area

In the event of smoke in the cabin, the following actions should be taken by the cabin Crew
Member who noticed the smoke:
- Inform the other Crew Members by shouting “BCF”,”BCF”
- Obtain the nearest fire fighting equipment in the cabin
- Locate the source of smoke (touching surrounding area with the back of your
hand)
- Closely monitor the situation
The other Crew Members must also be ready to perform their assigned duties if the smoke
develops into a fire. It is important to remember that a smoke occurrence can be a potential
fire that, if left undetected, can deteriorate within a short space of time.
The Cabin Crew Members must take the following actions, in order to protect everyone on
board, from the negative effects and consequences of smoke inhalation:
- Do not open the cockpit door, unless it is necessary. Take necessary action to
prevent smoke and fumes from contaminating the cockpit
- Move passengers away from the smoke source area. If this is not possible,
encourage the passengers to remain at low level where the air is clearer
- Use wet towels or wet cloth to reduce some of the effects of smoke inhalation.
Instruct passengers to hold the wet towel/cloth over their noses and mouth
and breathe through it
- Close cold air outlets in smoke area
- In addition, the Cabin Crew Members should use PBEs (Protective Breathing
Equipment) to protect themselves (for use of PBE refer to CAM 2.3.4).
NOTE: If a passenger needs to be treated for smoke inhalation, and requires oxygen, the
passenger must be moved away from the affected area, before administering the oxygen.
3.2.3 Awareness of smoke/fire in a hidden area

Hidden areas are defined as “any area inside the pressure shell, which is not readily accessible
to the crew, other than a dedicated cargo area.”
It is important for Cabin Crew to be aware of the potential sources of smoke onboard the
aircraft and to take immediate action.
- The area above the ceiling panels; this overhead area includes wiring
bundles, control surface cables, passenger emergency oxygen system, parts
of the air conditioning system
- The vents that are at the foot of the sidewall panels, on each side of
the passenger cabin; most aircraft air conditioning system supply
conditioned air from the cabin ceiling. This conditioned air then flows from
Section 3 232
the top of the cabin to the bottom, exits via the return grills, and finally
leaves the aircraft via the outflow valves.
- The area below the floor outboard of the cargo area; this area hosts
hydraulic lines, electrical components and wiring bundles.
- Smoke emission from sidewall panels and ceiling may indicate a hidden
fire.
Many of these “hidden areas” involve wiring, air conditioning, and insulation, and may, in fact,
hide a potential fire within the aircraft.
Smoke emitting from the seams of a wall panel may possibly indicate electrical arcing that
has ignited another piece of material.
Smoke and fumes, due to contamination of the cabin air supply, may also infiltrate the cabin.
Immediate investigation of odors, fumes, unusual noises, and passenger
observations that relate to a smoke occurrence, may save valuable time.
In some cases, smoke may appear some distance from the source. When the Cabin Crew
suspects a fire in a hidden area, for
example behind a panel, she should
try to locate “hot spot”. A “hot spot”
is an abnormally warm area. A “hot
spot” is usually a good indicator as
to where the source of the fire is.
Indications of a fire in a hidden area
may be:
- An unusually hot
surface
- Smoke emitted from
ceiling or wall panels
- Fumes and unusual
odours
- Snapping, or popping
noises, may indicate
electrical short
circuit/fire
NOTE: To find the “hot spot”, the Cabin Crew should move the back of their hand along the
panel to find the hottest area.
3.2.4 Lavatory smoke detector

In case smoke is detected in one of the lavatories the smoke detector generates:
AURAL WARNING
- Smoke detector alarm gives a triple warning sound (low chime), with a
repetitive time of 30 seconds, broadcasted via all passenger and Attendant
station loudspeakers
VISUAL WARNINGS
- Red lavatory smoke indicator on the FAP panel comes on (refer to the type
instruction)
- An amber light flashes on the related Area Call Panel (ACP)
- An amber light flashes on the related lavatory wall
Section 3 233
- A red flashing indicator light and a steady text (SMOKE LAV XX) on all
Attendant Indication Panels (AIP)
- The affected lavatory is graphically shown on FAP SMOKE DETECTION page
(Touchscreen FAP only)
RESET SEQUENCE
TOUCHSCREEN FAP
Depending on the aircraft definition (Touchscreen FAP) the aural and visual warning reset
switch on the FAP stops the warning indications on the ACP and AIPs.
The indications lights of: FAP hardkey Smoke Reset, FAP symbol Smoke Detected on the
SMOKE DETECTION page and the AAP pushbutton Smoke Reset goes off only when the
density of the smoke drops below the accepted level.
3.3 Fumes
3.3.1 General
Modern airplanes provide the compressed, warm air from the jet engines through air bleed
system. This may result in fumes (mixture of oil and bleed air) entering the passenger cabin
when engines are operateded on very high intensity.
There are no sensors in the airplane that can recognize the fumes, the only possibility of
recognition is by Crew and passengers. Fumes might be detected by specific smell, usually
described as “wet dog smell”, “sweet oily smell”, or even by haze or smoke presence. The
fumes event is usually brief, rarely the contamination may be continuous.
3.3.2 Symptoms of “aerotoxic syndrome”

The symptoms might be any combination of the below:
- Fatigue – feeling exhausted, even after sleep
- Loss of balance and vertigo
- Seizures
- Headache
- Light-headedness, dizziness
- Confusion / cognitive problems
- Feeling intoxicated
- Nausea
- Coughs
- Tightness in chest
- Increased heart rate and palpitations
- Irritation of eyes, nose and upper airways.
For short exposures the effects usually reverse with no necessity of any treatment.
3.3.3 Procedure
It is essential to notify the Flight Crew immediately about the presence of fumes and follow
the same procedure as during the smoke. If the source of smoke/fumes cannot be identified,
and the smell is described as “oily, sweet smell” it is highly possible that it has been caused
by the contaminated air from air bleed. Flight Deck Crew have clear procedure for
smoke/fumes removal and ventilating of the airplane. You may expect:
Section 3 234
- Diversion/imminent descent
- Seat belt sign on
- Ventilation
The Cabin Crew shall be ready to act as during the smoke filled environment.
3.4 Decompression
3.4.1 General
Modern aircraft flies at altitudes at which there is insufficient air for breathing. Therefore they
are equipped with a pressurization system. The pressurization system is using a series of
valves to control the flow of air into, and out of the cabin.
A pressurized cabin is basically a container into which compressed air is pumped continuously.
Outside air is compressed by the engines, cooled and humidified by the air conditioning unit
and directed to the cabin. The used air is vented outside through the outflow valves.
Under normal circumstances the cabin
pressurization system will keep the cabin pressure
between 6.000 and 8.000 feet. The external altitude
may be 40 000 feet, therefore the difference
between the cabin altitude and the external altitude
creates a ‘pressure differential’. During
decompression, the cabin pressure decreases, and
the cabin altitude increases to equalize with the
flight altitude.
3.4.2 Types of decompression

Loss of cabin pressure results in decompression. At a different altitude than what human
being is able to tolerate this means insufficient oxygen in the air and a decreased
pressure level; with such conditions it is not possible to sustain life, therefore, altitude
change must be performed.
If depressurization occurs during climb, pilots will consider reducing speed (possible return)
and/or stopping the climb during the trouble shooting process. During cruise, they will
consider descending to a lower altitude. If partial failure cannot be resolved, pilots will
continue the decent to FL100/10,000 feet.
A loss of pressurization can be slow - in case of small air leak - while a rapid or explosive
depressurization occurs suddenly within a few seconds.
If decompression occurs, an automatic system will provide supplementary oxygen through

masks in the cabin, toilets and galleys to passengers and Cabin Crew. The cockpit is equipped
with a separate oxygen system for the Flight Crew. The cabin indications specified below are
signs of loss of cabin pressure. However, the built-in oxygen masks will automatically be
presented only when the cabin altitude reaches 14000 feet.
In case of any type of decompression, Flight Crew will make an emergency descent to reach
a safe altitude. If, however, the aircraft continues to climb, Cabin Crew Member nearest to
the cockpit should notify Flight Crew and confirm that they donned their oxygen masks.
CABIN INDICATIONS:
When the cabin altitude reaches > 11 300 ft the following will happen:
Section 3 235
- The cabin lightening comes on 100%

- The EXIT signs will come on
- The FASTEN SEAT BELT sign come on
NOTE: In case of depressurization, the lavatory RETURN TO SEAT sign do not come on.
When the cabin altitude reaches > 14 000 ft the following will happen:
- The oxygen masks will drop
- The PA volume increases
- The emergency depressurization message will be broadcast (if, installed)
SLOW DECOMPRESSION:
Slow decompression can be caused by a pressurization system failure or by structural damage
(small hole), a faulty door or a damaged window seal. In that case passengers that are seated
in the area should be moved and reseated if possible.
Slow decompression may not always be obvious. Therefore, Cabin Crew must be aware of
signs that could indicate a slow decompression. In some cases an unusual noise, such a
whistling or hissing sound around the door areas, may be an indication of a slow
decompression. One of the first physiological indications of a slow decompression may be ear
discomfort, joint pain, stomach pain due to gas expansion.
As a precautionary measure all seat belts should be fastened, and equipment stowed and
secured, as the situation can develop to a rapid decompression.
RAPID DECOMPRESSION:
Rapid decompression may be caused by a structural damage to the aircraft. A rapid or
explosive decompression may be accompanied by:
- A loud bang or clap that is the result of the sudden contact between the internal
and external masses of air
- A very strong rush of air, as the air exits the cabin
- A sudden drop of temperature, as the cabin temperature equalizes with the
outside air temperature
- The release of the cabin oxygen masks, when the cabin altitude reaches 14.000
feet
- Fog or mist in the cabin due to the temperature drop and change of humidity
- Unsecured items might be ejected from the A/C
- Loose items may become projectiles
- Automatic illumination of the cabin lights to BRIGHT position
- The “Fasten Seatbelt” signs, which comes on automatically
- PA is automatically adjusted to the maximum value
- Signs of hypoxia amongst passengers and Crew if they do not receive
supplementary oxygen, hypothermia, gas expansion.
NOTE: In case of decompression, the lavatory “return to seat” signs do not come on. For
passengers located in the lavatories, 2 masks will immediately drop down from the lavatory
ceiling. Passengers should apply the mask over their nose and mouth.
PHYSIOLOGICAL AND PSYCHOLOGICAL EFFECTS OF HYPOXIA

During decompression the Cabin Crew Members must be aware of the symptoms of hypoxia.
It is important for cabin crew to realize that even mild hypoxia, though not fatal, can have
fatal results. This is because hypoxia can significantly reduce the performance of the cabin
crew and consequently lead to errors that may be fatal.
As the insidious nature of hypoxia can cause a gradual decrease in individual performance,
followed by incapacitation, the symptoms may not be identified until it is too late.
Section 3 236
It is important to remember that each person reacts differently depending on the individual
physical condition. Hypoxia can cause a false sense of well being. It is possible for a person
to be hypoxic and not be aware of their condition. Therefore, it is vital that the cabin crew
recognizes the signs of hypoxia, and provides oxygen as soon as possible, in order to prevent
loss of consciousness. The affected passenger or Crew Member usually recovers a few minutes
after receiving oxygen. However, they may not be aware of having lost consciousness.
Initial signs of hypoxia include:

- Blue discoloration of the lips and fingernails
- Increased rate of breathing
- Headache, nausea, light-headedness, dizziness, sweating, irritability, euphoria
These symptoms become more pronounced with the lack of oxygen:
- Impaired vision
- Impaired judgment
- Not able to coordinate body movements
- Drowsiness
- Slurred speech
- Memory loss
- Difficulty to concentrate
TIME OF USEFUL CONSCIOUSNESS

The time of useful consciousness refers to the time available to individuals to perform their
tasks, after they have been deprived of oxygen, but are still aware of their environment and
capable of controlling their actions.
It is important to remember that, the time of useful consciousness is different for each
individual, and depends on:
- Altitude
- Individual’s state of health
- Amount of activity
In case of continued physical activity, the time of useful consciousness is significantly reduced.
The following factors can contribute to reducing the time of useful consciousness:
- Fatigue: a person, who is physically or mentally fatigued will have an increased
risk of hypoxia
- Physical effort: during the physical activity, there is an increased need for
oxygen, and increased risk of hypoxia and as a result, a decrease in the amount
of useful consciousness time
- Alcohol: can increase the risk of hypoxia
Section 3 237
3.4.3 Decompression procedures

In case of decompression an emergency descent will be initiated.
The Commander announces via PA to other Crew Members:
“CABIN CREW, EMERGENCY DESCENT, CABIN CREW, EMERGENCY DESCENT”
After this announcement (or in case of rapid decompression experienced in the cabin) the
cabin crew must:
- Don, immediately the nearest oxygen mask
- Sit down and strap in, or grasp the nearest fixed object to avoid being ejected
from the A/C
- Evaluate the situation and act accordingly e.g. instruct the passenger to don
the oxygen mask, from your location, speak through your mask, or use
gestures to demonstrate the donning of masks
- Establish communication with the flight crew, as soon as practicable, to confirm
that pilots donned their Quick Donning Masks
- If Cabin Crew Members are not able to sit down or grasp a fixed object, they
should move between passengers and hold on to them
In case of rapid/explosive decompression, the level of noise will be very high. Therefore, this
makes communication difficult between the flight crew and the cabin crew, and equally
between the cabin crew and the passengers. Due to the fact that effective communication is
vital during any emergency, the cabin crew should use any available form of communication.
Communication is a lifeline during any emergency. The information that cabin crew can give
passengers will save lives. The sharing of information is vital during any emergency, whether
it is between cabin crew or passengers. Aircraft safety and survival is a team effort.
Advise passengers that although the bag from the oxygen mask does not inflate oxygen is
flowing to the mask.
DECOMPRESSION PROCEDURES ON DWC FLIGHTS ONLY

On flights to/from DUBAI, and when overflying high elevated terrain, in the event of the rapid
decompression the emergency descent will be commenced in three steps:
- Initial descent to 18000 feet, where it is safe to maintain flight for 12 minutes
without any consciousness loss related effects
- Secondary descent (after maximum of 12 minutes) to 14000 feet where the
aircraft can maintain flight up to 30 minutes if needed, and it is safe to breathe
without additional oxygen supply masks
- Further descent below 14000 feet will be commenced as soon as cleared from
terrain
- The Crew must don their oxygen masks immediately and sit down/strap
themselves on the nearest seat, evaluate the situation and act accordingly.
- The Senior Cabin Attendant must contact the Flight Crew 15 minutes after the
“EMERGENCY DESCENT, EMERGENCY DESCENT” command from the flight deck
in order to confirm that the Flight Crew is conscious and to confirm that the
safe altitude for masks removal was reached.
- After call to the flight deck, while staying on the altitude of 14.000 feet Cabin
Crew should remain seated ‘Cabin Crew to the cockpit’ command.
- “Cabin Crew to the cockpit” call may be delayed due to longer time of
step descent
Section 3 238
3.4.4 Post-decompression procedures

When the emergency descent has been completed and a safe altitude has been reached, the
Flight Crew will notify the Cabin Crew Members that it is safe to remove the oxygen masks
by the announcement "CABIN CREW TO THE COCKPIT". All Cabin Crew Members can remove
their oxygen masks, check the other Cabin Crew Members and resume procedure after
emergency call in flight (e.g.: stowage of service trolleys – refer to CAM 4.1.2.1). The SCA, if
not incapacitated, has to proceed to the cockpit, check the Flight Crew and be prepared to
assist in case of pilot incapacitation.
NOTE: In case the SCA is incapacitated, the cabin crew nearest to the flight deck must proceed
to the cockpit.
The Commander is to give a NITS briefing to the SCA.
In the meantime C/As should:
- Check other C/As, use portable/fixed oxygen/manual release tool
- Check passengers in the cabin and in the lavatories
- Give oxygen and first aid to passengers if needed
- Check galley, secure items
- If necessary reseat passengers from damaged area
- Check the cabin for any damage
- Report the cabin status to the SCA/flight crew
- Prepare for emergency/normal landing according to the NITS briefing
- NOTE: To prevent Crew incapacitation due to hypoxia, the Cabin Crew must
transfer to portable oxygen, and consider their post decompression oxygen
needs. The first source of oxygen provided to passengers shall be from the
drop off masks
3.5 Communication between cabin and entry areas

In situations when a Cabin Crew Member – being in the cabin area – must quickly alert the
rest of the Crew (i.e: medical emergency or any other safety related situation when assistance
of other Crew Members is necessary without delay), Crew Member in the cabin shall act as
follows:
- Initiate CA call 3 times to alert rest of the Crew
- Start to handle the given situation until support arrives
Section 4 239
EMERGENCY PROCEDURES DATE: 31 MARCH 2016
4 EMERGENCY PROCEDURES
4.1 Emergency – General
4.1.1 Prepared and unprepared emergency

History shows that most accidents occurred during take-off, initial climb, approach and
landing, leaving very little or no time for preparation.
If an emergency arises during other phases of the flight there is normally sufficient time to
fully prepare the passengers and the Crew.
Recognized methods of preparation can and must be used to give passengers and Crew
members the best chance of survival.
Emergency procedures can be divided in two groups:
- PREPARED, when there is TIME to prepare passengers, cabin and Crew
- UNPREPARED, when there is NO TIME to prepare passengers, cabin and Crew
(e.g. sudden accident during take-off or landing)
4.1.2 General knowledge

Whether an emergency on board an aircraft is handled successfully, will depend upon the
C/As comprehensive knowledge of what to do and how to handle passengers.
The need for calm, capable leadership is critical in preventing panic amongst passengers.
The proper preparations and control of a full complement of passengers can only be
accomplished by coordinated Crew efforts.
A complete knowledge of the emergency procedures, the location and use of equipment
provided for such purposes is the first step towards handling an emergency successfully.
4.1.2.1 Emergency calls and following actions
Cancelling an emergency call

In case the emergency call is pressed unintentionally use the following command by
interphone and/or PA: "CANCEL ALERT, CANCEL ALERT!”
Emergency call on ground (during taxiing)

An Emergency Call on ground (during taxiing) can be used by any of the C/As to get the
immediate attention of the Flight Crew in case of serious situation, which requires action (e.g.:
fire/smoke, heart attack of passenger, offensive passenger etc..).
Crew actions
The Flight Crew will immediately stop the aircraft and answer the call, unless the take-off run
has been started. When communication with the Flight Crew is established, the C/A initiating
the emergency call will report her crew station and the situation. The Flight Crew will give a
command over the PA if the Commander deems it necessary. On the command all C/As will
take the necessary action.
NOTE: During the most critical phases of the flight the oral signal (buzzer) of the Emergency
Call is inhibited in the cockpit.
Section 4 240
Emergency call in flight

Whenever possible, to avoid alarming passengers unnecessarily, the SCA should be called to
the flight deck using the normal crew call functions. However, if an urgent need to brief the
SCA arises, the Commander should make the PA announcement "CABIN CREW TO THE COCKPIT"
or use the EMER CALL button.
Crew actions
SCA must immediately proceed to the cockpit, C/As should start preparation of the galleys
expecting an emergency landing (stowing trolleys, drawers etc.).
The emergency call in flight may also be initiated by C/As.
4.2 Prepared emergency

Prepared emergency landing can be defined as an emergency that enables the Cabin Crew to
review procedures, and to inform and prepare passengers for an emergency landing.
The time available to prepare the cabin will determine extend and method of the preparation.
Time permitting, a full passenger briefing may be possible, however, a certain amount of time
should be allocated to each task. The steps of the cabin preparation should be completed in
the order of their importance (Refer to Cabin Emergency Checklist located under each C/A
jumpseat).
Therefore, TIME is the most important factor to consider!
Effective communication between Crew Members and passengers is crucial for a timely,
effective, and orderly response.
4.2.1 After the emergency call in flight

After an emergency call SCA must report to the cockpit immediately
All other C/As must stow trolleys, drawers, clear galleys from any unwanted items and expect
briefing from SCA
Flight Crew shall always start the communication with the SCA as follows:" THIS IS A NITS
BRIEFING".
Flight Crew must brief SCA using the NITS briefing:
- Nature of the emergency
- Intentions (crash landing, ditching, diversion, continue etc)
- Time remaining before landing
- Special instructions
The NITS briefing is giving an answer to the WHAT, WHEN, WHERE questions.
In the part “Special instructions” of the NITS briefing, the Commander has to clearly instruct
the SCA whether to prepare the cabin for normal or emergency landing.
A NITS briefing has always to be repeated by the SCA (to make sure there is no
misunderstanding).
After the NITS briefing SCA must gather all other C/As to the FWD galley and
personally inform, preferably before the Commander’s announcement to the
passengers, about the information received from the Flight Crew during the
NITS briefing and the priorities of preparations. SCA must check time and has
to ensure the same time setting of the watches of all Cabin Crew Members.
SCA must request reconfirmation of the received information from other C/A
(to make sure there is no misunderstanding).
NOTE: The Commander should not normally specify the direction of evacuation, but should
allow the Cabin Crew to assess the usability of their designated exits.
Section 4 241
4.2.2 Senior Cabin Attendant briefing to Cabin Attendants

- The SCA must gather the Cabin Attendants to the FWD galley, the SCA
provides the Cabin Attendants with the information received from Pilots.
- The Senior Cabin Attendant instructs Cabin Attendants to prepare for the
Cabin Crew actions relevant to Passenger Briefing Announcement.
-
4.2.3 General Announcement

The Commander will make an announcement to passengers giving them general information
or he may delegate this to the SCA.
The General Announcement includes as following:
- The nature of the emergency
- Necessity to prepare the cabin
- Time available
- Request to follow the instructions of the Crew
The actual announcements (General and Passenger Briefing) are included in the Cabin
Emergency Checklist (C.E.C. located under each C/A jumpseat).
4.2.4 Passenger Briefing Announcement

Before the Passenger Briefing Announcement begins it must be ensured that:
- The cabin lighting is set to 100% BRT lighting
- The Cabin Crew is ready to start the demonstration in their assigned areas:
- A320
o C/A 2 row 1
o C/A 4 row 10
o C/A 3 row 20
- A321
o C/A 2 row 1
o C/A 5 row 10
o C/A 3 row 20
o C/A 4 row 30
During the Passenger Briefing Announcement, Crew members should:

- Not talk during announcement
- Coordinate the demonstration with the announcement
- Give thumb up to SCA after every accomplished task
When reading the announcement, the SCA shall:
- Speak slowly and distinctly,
- Pause at key points, this will enable Cabin Crew Members to perform the
demonstration, and verify passenger compliance,
Section 4 242
- Check the time, to make sure that the time available will be sufficient to
complete task,
- Receive the thumb up confirmation from every Crew Member after every
accomplished task.
NOTE: If possible reseat passengers into aisle seats, after the consultation with the
Commander.
The following table gives an explanation of the passenger preparation procedure:

1. Life-vest (in case of ditching)
2. Location of exits
3. Floor level lights
4. Brace Position
5. Seat backs and tray tables
6. High-heeled shoes, sharp objects
7. Loose items and carry-on items
8. Seat belts
9. ABP briefing (for details refer to CAM 4.2.9 and its sub-sections)
Section 4 243
4.2.5 Passenger Preparation for Emergency Landing – A320
PASSENGER PREPARATION FOR EMERGENCY LANDING

General Announcement (see C.E.C.) C/A Action
C/As on demo position with Crew life vests in case of
ditching. Demo positions:
PAX Briefing Announcement - C/A 2 : row 1
(See C.E.C.) - C/A 4 : row 10
- C/A 3 : row 20
- C/As have to put on Crew life-vest without inflating
them,
Life-vest - Distribute the infants’ life-vest, inform the adults
responsible for infants about exact procedure with
(ditching only) inflating infant life vest inside the aircraft,
Passengers have to put on their life-vest without - Assist parents with life-vest for infants and small
inflating them. children,
- Check passengers compliance,
- Report to SCA (thumb up)
Pointing out exits and

- Demonstrate
the floor lever lighting
- Demonstrate brace position relevant for majority of
Explanation of brace position passengers presented on board and instruct the
minority on differences; check if all passengers
When the command “brace position” is given by the (including adults with infants) follow the instructions
C/As this means everybody has to adopt brace correctly,
position - Inform when to assume Brace Position
- Report to SCA (thumb up)
Pass all service items
To be picked-up by the C/As to clear the cabin and - Check exits and evacuation path,
exits of all loose articles which could delay the - Report to SCA (thumb up).
evacuation
Seat back and tables
If a seatback is not in the upright position this limits
- Check upright position,
the space for the person sitting behind. If the table - Report to SCA (thumb up)
is not in the upright, locked position this limits the
space for the person seating in front of the table.
Remove high heeled shoes
To prevent damage to the slides and will enable the
passenger to move faster - Check shoes/ties/sharp objects,
Remove ties and sharp objects - Report to SCA (thumb up)
High heeled shoes/ties/sharp objects must be
stowed safely e.g. in the overhead compartment
Place all luggage
under the seat in front or in an overhead
- Check exits and evacuation path,
compartment - Report to SCA (thumb up)
To clear the cabin and exits of all loose articles
which could delay the evacuation
Fasten seatbelts - Demonstrate,
- Ensure that adults with infants know the correct
To ensure that all passengers know how to open
procedure,
their seatbelts - Check all belts (also empty seats) are fastened very
passengers will be instructed to fasten the seatbelts tight,
of empty seats - Report to SCA (thumb up)
ABP passenger Briefing - C/A must select and brief ABPs for their assigned
Passengers seated next to emergency exits should door,
be chosen as Able Bodied Passengers - Report to SCA (thumb up)
Section 4 244
4.2.6 Passenger Preparation for Emergency Landing – A321
PASSENGER PREPARATION FOR EMERGENCY LANDING
General Announcement (see C.E.C.) C/A Action

C/As on demo position with Crew life vests in case of
ditching. Demo positions:
PAX Briefing Announcement - C/A 2 : row 1
- C/A 5 : row 10
- C/A 3 : row 20
- C/A 4 : row 30
(See C.E.C.)
Life-vest - C/As have to put on Crew life-vest without
(ditching only) inflating them,
Passengers have to put on their life-vest without -Inform the adults responsible for infants about exact
procedure with inflating infant life vest inside
inflating them; the aircraft,
- Assist parents with life-vest for infants and
small children,
- Check passengers compliance,
- Report to SCA (thumb up).
Pointing out exits and
the floor lever lighting; -Demonstrate;
Explanation of brace position - Demonstrate brace position relevant for
When the command “brace position” is given by majority of passengers presented on board and
instruct the minority on differences; check if all
the C/As this means everybody has to adopt passengers (including adults with infants)
brace follow the instructions correctly,
position; - Inform when to assume Brace Position
Pass all service items
To be picked-up by the C/As to clear the cabin
- Check exits and evacuation path,
and exits of all loose articles which could delay - Report to SCA (thumb up).
the
evacuation;
Tray tables
If the table is not in the upright, locked position
- Check upright position,
this limits the space for the person seating in - Report to SCA (thumb up).
front of the table.
Remove high heeled shoes
To prevent damage to the slides and will enable
- Check shoes/ties/sharp objects,
the passenger to move faster; - Report to SCA (thumb up).
Remove ties and sharp objects
High heeled shoes/ties/sharp objects must be
stowed safely e.g. in the overhead
compartment;
Place all luggage
under the seat in front or in an overhead - Check exits and evacuation path,
compartment;
To clear the cabin and exits of all loose articles
which could delay the evacuation;
Fasten seatbelts - Demonstrate,
To ensure that all passengers know how to open - Ensure that adults with infants know the
correct procedure,
their seatbelts; - Check all belts (also empty seats) are fastened
passengers will be instructed to fasten the very tight,
Section 4 245
seatbelts of empty seats; - Report to SCA (thumb up).
ABP passenger Briefing

- C/A must select and brief ABPs for their
Passengers seated next to emergency exits assigned door,
should - Report to SCA (thumb up).
be chosen as Able Bodied Passengers.
Securing loose items

Passengers should remove and stow all loose and sharp items, and secure them in the
overhead compartments or under a seat. These objects include:
- Carry on baggage
- High heeled shoes
- Handbags
- Laptops
- Briefcases, etc.
High heeled shoes and sharp objects must also be removed, because these objects can cause
damage to the slide during an evacuation. In addition, these objects must not be stowed in
seat pockets, since they may injury passengers when they take the brace position. Seat
pockets should only be used to stow small objects, such as pens and eyeglasses.
4.2.7 Cabin safety check

C/As in assigned areas (refer to type instructions):
- Exits and escape paths are clear of obstructions (hand luggage etc.)
- Aisles clear of all loose articles (newspapers, luggage etc.)
- Overhead compartments closed and latched
- Passengers are seated with their seat belts fastened
- Infants strapped in the baby belts on adult laps
- Seat backs are in the upright position (if applicable)
- Tray tables are in upright and latched position and cup holders are closed (if
applicable)
- Armrests down
- Window blinds are open
- Carry-on baggage stowed and secured
- Service items are cleared
- Passengers comply with Portable Electronic Devices (PED) restrictions
4.2.8 Galley preparation and safety check

The galley preparation is SCA and C/A 3 responsibility. It includes:
- Loose objects removed and stowed
- Curtain removed
- Lavatories vacated and locked
- Coffee pot and coffee bag holder removed and stowed (when applicable)
- Galley compartments, containers, boxes and trolleys secured
- All electrical devices in the galley switched off (e.g. water heater)
- Circuit Breakers which are accessible to Cabin Crew pull out
- All doors are ARMED checked by SCA in FWD entry area and C/A3 in AFT entry area
Section 4 246
4.2.9 Able Bodied Passenger (ABP)

The International Civil Aviation Organization (ICAO) defines able-bodied passengers as
“passengers selected by Crew Members to assist in managing emergency situations if and as
required”.
In case of a prepared emergency situation passengers seated next to the emergency exits
should preferably be chosen as Able Bodied Passengers
(ABP's). The selection of the ABPs may be based on
their ability to understand instruction, their physical
ability, and their ability to stay calm. Examples of
potential ABPs:
- Deadheading Crew Member
- Military personnel
- Police personnel
- Fire personnel
- People who are able to respond to instructions
C/As must select one ABP for each of their assigned

doors, which means all together 8 ABPs for A320 and
9 for A321, as C/A3A seat has to be occupied.
The selection shall be made based on mental
capabilities rather than on physical capabilities. During
preparation to an emergency landing, C/As must brief
ABPs for their assigned doors preferably after the
passenger's preparation (SCA's decision).
Crew Members should avoid selecting family members
travelling together (especially with infants/children) to
be ABPs, because they will naturally prefer to assist
their family members before the other passengers.
Instead, Crew Members should select passengers who
are travelling alone to be ABPs.
A320
A321
Section 4 247
4.2.9.1 ABP briefing to the main cabin doors
Briefing of an ABP to the main cabin doors must include the following cases:
CABIN CREW IS OK
ABPs should be briefed on the followings:
- How to hold passengers back during door opening and slide inflation
- How to act after sliding down on the slide (to remain at the bottom of the slide during
the evacuation and to make sure passengers leave the slide quickly to avoid injuries)
- How to assist other passengers if necessary
CABIN CREW IS NOT OK (incapacitated)

ABPs should be briefed on the followings:
- How to replace the Cabin Crew Members in case they become incapacitated. However,
the Cabin Crew must emphasize that ABPs will replace her only if she is not able perform
her function due to incapacitation
- How to assess conditions outside the aircraft (i.e how to identify that the exit is
usable/no longer usable)
- When to open the exit
- How to open the exit
- How to locate and use the manual inflation handle
- How to redirect passengers if an exit is blocked
- How to protect oneself from going overboard, to remain in the assist space and to hold
on to the frame assist handle
- The commands to be used during evacuation i.e “Jump and slide”
- How to open the Crew Member’s seat belt: the Crew harness buckle is different from
passengers’ seat buckles, and a Cabin Crew Member who is incapacitated in a Crew
seat may block a usable exit
EXAMPLE ON HOW TO INSTRUCT AN ABP TO THE MAIN DOORS

- ‘Are you willing to help us in this emergency situation’?
If ‘NO’, reseat passenger and choose another
If ‘YES’, check language spoken and start briefing:
- ‘There may be two situations’:
Instruct in case CA is OK
- ‘If I am OK, I will still need your help
- You will hold back passengers until I open the door and slide inflates
- ‘You will slide down first
- ‘At the bottom of the slide, help other passengers to leave the slide immediately’
- ‘Please repeat what you have heard’
Instruct in case CA is NOT OK (incapacitated)
- ‘If I am NOT OK, you do the followings:
- after the aircraft has come to a complete stop, and:
o you hear the command “EVACUATE, EVACUATE!” or
Section 4 248
o if you see big fire, smoke in the cabin or big damage,

- ‘come to this door’
- ‘Open the four point seatbelt and remove my body from the seat, send it down with the
first passenger’
- ‘Check outside conditions
- If safe (no fire, high water), lift this orange/red handle and door will open automatically
and slide inflates in 3-4 seconds
- To ensure slide inflation, pull the red handle on the bottom right corner of the slide’
- ‘Shout to passengers “GET OUT, GET OUT!” and at the door shout to passengers “JUMP
AND SLIDE, JUMP AND SLIDE!”
- To secure yourself from not falling outside, hold on this handle’ (point to the dedicated
assist space and handle)
- ‘In case the door cannot be opened redirect passengers to the nearest usable exit by
the command “BAD DOOR, BAD DOOR! GO THAT WAY, GO THAT WAY!”
4.2.9.2 ABP briefing to the overwing exits – A320
- Cabin Crew should brief the ABPs seated at overwing exits on the followings:
o It is the responsibility of the passengers seated next to the over-wing exits to open
the exits in case of an emergency
o How to assess the outside conditions (to make sure there is no fire or high water
outside)
o When to open the exit
o How to open the exit
o To which direction passengers should turn to after leaving the A/C “left side turns
left, right side turns right (towards the tail of the aircraft)”
o Commands to be used: “FOLLOW ME, FOLLOW ME!”
o How to redirect passengers if an exit is blocked
EXAMPLE ON HOW TO INSTRUCT AN ABP AT OVERWING EXITS

- ‘After the aircraft has come to a complete stop, and
o you hear the command “EVACUATE, EVACUATE!” or
o if you see big fire, smoke in the cabin or big damage,
- check outside conditions
- If safe (no fire, no high water):
o Remove the small plastic cover, the slide armed indicator will illuminate
o grab these handles (put your hand closest to the exit in the lower handhold and
the other hand in the upper handhold)
o Open the window by pulling the handle downwards and firmly inwards
o Pull the window inward, and turn it sideways
- Throw the window outside away from the evacuation area in the direction of the cockpit
- Pull the red manual inflation handle in the frame
- attract passengers’ attention by shouting “FOLLOW ME, FOLLOW ME”
- leave the aircraft with LEG, HEAD, LEG steps
Section 4 249
- After getting out from the A/C, turn towards the tail of the A/C, following the red arrows
marked on the wing, which are directions to the slide. Slide down and and help
passengers to leave the slide, in order to minimize injuries
- ‘In case the exit cannot be open redirect passengers to the nearest usable exit by the
command “BAD DOOR, BAD DOOR! GO THAT WAY, GO THAT WAY!”
- On each hatch pictograms are applied illustrating how to open the hatch
- If time permits instruct on:
- Use of the slides / floating devices
- Basic evacuation commands to passengers
- Location and use of life-lines
4.2.9.3 ABP briefing to the Emergency Exits (2R- seat 11E and
3 R 26F and 39D on A321)
The ABPs should be briefed on the followings:

- How to replace the Cabin Crew Members ABP occupying C/A3A in case they become
incapacitated, however, the cabin crew must emphasize that ABPs will replace Cabin
Crew Members/ABP only if they are not able perform their function due to
incapacitation
- How to assess conditions outside the aircraft, for example, how to identify that the exit
is usable/no longer usable
- How and when to open the exit
- How to locate the manual inflation handle (not applicable for ditching)
- How to redirect passengers if the exit is blocked
- How to protect oneself from going overboard, to remain in the assist space and to hold
on to the frame assist handle
- The commands to be used during evacuation i.e. “Jump and slide”
- How to open the Crew Members’ seatbelt: the crew harness buckle is different from
passengers’ seat buckles, and a Cabin Crew Member who is incapacitated in a crew seat
may block an usable exit
EXAMPLE:
‘Are you willing to help us in this emergency situation’?
- If ‘NO’, reseat passenger and choose another
- If ‘YES’, check language spoken and start briefing:
‘There may be two situations’:
Instruct in case C/A is not OK:

- ‘If I am not OK, after the aircraft has come to a complete stop and you hear the
command “EVACUATE, EVACUATE!” or if you see a big fire, smoke in the cabin or big
damage, come at the door’:
o ‘Open my seatbelt (show operation of seatbelt) and remove my body from the
seat, send it down with the first passenger’
o ‘Check outside conditions, and if safe (no fire, high level of water), remove the
protective cover and lift this orange/red handle and door will slowly open
automatically; the slide inflates in maximum 4 seconds. To ensure the slide
Section 4 250
inflation pull the red handle on the upper right side of the door frame’ (show
location)
o ‘Shout to passengers “GET OUT, GET OUT!” and at the door shout to
passengers “JUMP AND SLIDE, JUMP AND SLIDE!” To secure yourself from
not falling outside, hold on this handle’ (point to the dedicated assist space and
handle, facing the passengers)
o ‘In case the door can’t be opened, even if you push it with all your force, redirect
passengers to the nearest usable exit by the command “BAD DOOR, BAD
DOOR! GO THAT WAY, GO THAT WAY!”
o ‘Please repeat what you have heard’.
Instruct in case C/A is OK:

o ABPs should be briefed on how to assist the cabin crew during the evacuation:
Hold passengers back during door opening and slide inflation
Remain at the bottom of the slide during the evacuation and make sure
passengers leave the slide immediately in order to avoid injuries
Assist other passengers if necessary
EXAMPLE:
‘If I am OK, I will still need your help to hold back passengers until the door and slide inflates,
then you slide down first and help passengers to leave the slide immediately to avoid injuries’;
‘Please repeat what you have heard’.
4.2.9.4 ABP Briefing to Emergency Exits 2L – 11B, 3L – 26A and

4R – C/A 3A (unassisted doors)
EXAMPLE:
- ‘Upon my command or when you hear “EVACUATE, EVACUATE!” or if you see a big
fire, smoke in the cabin or big damage, come at the door’
- ‘Check outside conditions, and if safe (no fire, high level of water), remove the
protective cover and lift this orange/red handle and door will slowly open automatically;
the slide inflates in maximum 4 seconds. To ensure the slide inflation pull the red handle
on the upper right side of the door frame (show location)
- ‘Shout to passengers “GET OUT, GET OUT!” and at the door shout to passengers
“JUMP AND SLIDE, JUMP AND SLIDE!” To secure yourself from not falling outside,
hold on this handle’ (point to the dedicated assist space and handle, facing the
passengers);
- ‘In case the door can’t be opened, even if you push it with all your force, redirect
passengers to the nearest usable exit by the command “BAD DOOR, BAD DOOR!
GO THAT WAY, GO THAT WAY!”
4.2.9.5 ABP briefing in case of reduced number of Cabin Crew
In case of reduced number of Cabin Crew, ABP selection and briefing shall be performed as
follows:
- A320
Section 4 251
o Responsible SCA briefs ABPs to door 1 L and 1 R

o One C/A briefs ABPs to exits 2L, 2R and 3L, 3R
o One C/A briefs ABPs to doors 4L, 4R
- A321
o Responsible SCA briefs ABPs to door 1 L and 1 R
o One C/A briefs ABPs to exits 2L, 2R
o One C/A briefs ABPs to exits 3L, 3R
o One C/A briefs ABPs to doors 4L, 4R
There must be two Cabin Crew Members (one SCA and one CA) seated in the front for landing
and Cabin Crew Member in the AFT will be assisted by one ABP occupying C/A3A during
an evacuation.
4.2.10 Personal preparation of Cabin Attendants

If not completed during passengers preparation:
- Remove sharp objects (WIZZ Wing, earrings etc.)
- Loosen tight clothing
- Put on uniform jacket
- Check life-vest on (if applicable)
- Take assigned jump seat
- Secure seat harness
- Mental preparation and “Silent Review” check C.E.C. for specific duties and go over
tasks once again
4.2.11 Final cabin check

- SCA must make a final check of the entire cabin including AFT and FWD galley and
entry area
- SCA must select the lights as required
o DIM2 cabin and entry areas
o WND OFF
o EMER lights ON
4.2.12 Cabin secured

After the final check SCA will seat and secure herself on the jumpseat and call the cockpit by
interphone. As soon as the workload in the cockpit permits, the Flight Deck Crew will answer
the call. SCA shall announce : “CABIN SECURED”
- The Flight Crew Member responds “CABIN SECURED, LANDING IN xxx
MINUTES” and if applicable gives updated information.
If time permits, after reporting "Cabin Secured" to Flight Crew, to keep passengers busy
(nothing may be changed in the cabin, only oral information is allowed) the following items
could be explained:
- Additional information to the Passenger Briefing Announcement (C.E.C.);
Section 4 252
- Location of the emergency exits;

- The command "BRACE, BRACE!”
- Instruction to move away from the aircraft as far as possible after the evacuation (in
the upwind direction)
4.2.13 Emergency stations

Upon the command:
"EMERGENCY STATIONS, EMERGENCY STATIONS"
By the Flight Crew (at 1500 FT or above), all C/As must take their assigned seats immediately
(because the aircraft may land in well under one minute)
4.2.14 Brace positions for impact

Upon the command:
"BRACE, BRACE"
By the Flight Crew (at 500 FT or above) all C/As must assume their bracing position and shout
to passengers (the aircraft may land in 30 seconds):
"BRACE POSITION, BRACE POSITION"
"BEND DOWN, PROTECT YOUR HEAD! BEND DOWN, PROTECT YOUR HEAD"
BRACE POSITION
A good brace position can make the difference between serious injury or death and minimal
injury or no injury at all.
The “Brace Position” has a dual function:
- It reduces the extent of body flatling, as passengers must lean or bend over their legs
- It protects the head from hitting a surface
Even an attempt to take some sort of a brace position can result in fewer injuries than when
no attempt is made at all.
Everyone must remain in the brace position until the aircraft has come to a COMPLETE STOP.
Many persons have been seriously injured during an emergency landing by the second or
third impact.
CABIN ATTENDANTS
- Seatbelt and shoulder harness securely fastened
- Feet flat on the floor, slightly behind the knees, sit straight
- Hands under your tights and sit on palms
Section 4 253
PASSENGERS
- Seat belt should be worn as low and as tight on the torso as possible. The tighter the
safety belt, the better the restraint
- Feet flat on the floor, slightly behind the knee
- Upper body should be bent forward as far as possible, with the
chest close to the tights and knees
- Head should be down as low as possible. The head should be face
down. The head should not be turned to the side
- Place hands over head not interlocking the fingers; arms protecting
the face
- If somebody cannot reach the seatback in front, or there is no seat in front, she
should lean forward, and protect the head with arms
PREGNANT WOMEN
- Seat belt fastened
- Feet flat on the floor
- Put head and arms against seat in front
INFANT ON ADULT’S LAP

- The infant (baby) belt must be used;
- Infant must face the adult
- Infant must be held against the adult's body with one arm, protecting the
infants head
- The adult must protect his own head with other arm
- The adult must bend forward.
SMALL CHILD
- Sit on palms of hands or put hands on head (not interlocking fingers)
- Bend forward
PARALYZED PERSON
- Feet firmly on the floor, slightly behind the knees
- Sit on palms of hands
- Bend forward
4.2.15 Cabin Attendants actions and commands after landing

After a prepared emergency landing when aircraft has come to a complete stop:
CABIN ATTENDANTS SHOULD

- Stand up
- Check doors are armed (“in flight”)
- Visually check out/inside conditions
Section 4 254
- Wait for command given by the Flight Crew or SCA
THE SCA (IF NOT INCAPACITATED) SHOULD

- Stand up
- Check EMER lights on
- Check door is armed (in “flight”)
- Wait for command given by the Flight Crew
THE FLIGHT CREW SHOULD COMMAND

"ATTENTION CREW AT STATIONS, ATTENTION CREW AT STATIONS!”
NOTE: This command is given to let the Cabin Crew know that the Flight Crew is not
incapacitated. A follow-up command will be given shortly after.
Following the command ‘ATTENTION CREW AT STATIONS, ATTENTION CREW AT

STATIONS’
The Cabin Crew shall proceed as follows:
- Remain alert by checking out/inside conditions
- If circumstances are not evident whether evacuation is necessary or not:
- Wait 2 minutes, then SCA calls the cockpit to seek information from the Flight Deck Crew.
If it is evident that an evacuation is necessary (refer to Cabin Crew initiating evacuation):
- Cabin Crew must attempt to contact the Flight Crew, by pressing the CMD/EVAC CMD in
order to inform them on the immediate need of the evacuation required by the situation,
which will be “assisted” by the flight deck Crew by starting the evacuation signals with the
EVAC switch on the overhead panel.
IF NO COMMAND ‘ATTENTION CREW AT STATIONS, ATTENTION CREW AT STATIONS’

IS GIVEN BY THE FLIGHT CREW:
If there is not any obvious reason to start evacuation, after about 2 minutes check the Flight
Crew by interphone. If no answer:
- Enter the cockpit using the emergency code
- If the Flight Crew is incapacitated, give the appropriate command(s) if necessary
If you think 2 minutes are too long because there is obvious need for evacuation (refer to
Cabin Crew initiating the evacuation) press the CMD button on the FAP and start evacuation.
FOLLOW UP COMMAND:
"EVACUATE, EVACUATE!”
This command is given when according to the judgment of the Flight Crew the situation is
such that an evacuation is necessary.
- The Cabin Crew starts the evacuation procedure.
FOLLOW UP COMMAND:
"CANCEL ALERT, CANCEL ALERT!”
- This is to instruct the Cabin Crew that an evacuation will not be required
- SCA has to proceed to the Flight Deck for further instructions
- SCA should reinforce this message using the PA to announce to passengers that an
evacuation of the aircraft is not necessary, and ask passengers to remain in their seats
Section 4 255
- The Cabin Crew should remain alert by checking out/inside conditions

If after an emergency crash-landing no command is given after about 2 minutes since the
aircraft has come to a complete stop, it should be assumed that the Flight Crew and SCA are
incapacitated. In this case each C/A is authorized to decide whether or not an evacuation is
necessary (refer to Cabin Crew initiated evacuation).
NOTE: Engines might still be running!
4.2.16 Emergency evacuation procedures
4.2.16.1 Emergency Opening of the Main Doors

- Ensure that the slide is ARMED (in “flight”)
- Check via the observation window the outside conditions
o Make sure that the slide deployment area is clear of fire, smoke, obstacles
o if safe: open the door
- Hold on to the assist handle and lift the door handle to the full open position
- Slide armed indicator illuminates white
- Door opens automatically and pneumatically (for details refer to CAM 10.3.5)
o As soon as the power assist takes over, release your grip on the door handle, door
will lock itself in the fully open position
o Check gust lock has engaged
o Door will open automatically (pneumatically), if not, push the door to open
position with all your force
- Hold yourself on the assist handle next to the door
o Any of the two assist handles on the door frame may be used in order to be
secured inside of the aircraft.
o During emergency operation of the door, the red manual inflation handle needs
to be reachable with the other hand, without having to release the door frame
assist handle
- Ensure proper slide inflation
o inflate the slide manually as well – by pulling the manual inflation handle
o visually check that the slide is deployed and fully inflated
- Occupy your dedicated assist space
- Hold on to the assist handle to prevent from being pushed out of the exit and interfering
with evacuating passengers
4.2.16.2 Emergency Opening of 2L/R and 3L/R
- A321
o Check the door is “in Flight” position
o Check the outside conditions via the Observation Window. Make sure that the
slide deployment area is clear of: fire, smoke, obstacles
o Grasp any of the assist handles on the door frame
o Remove the protective cover from the door control handle
o Lift the door control handle fully up and release it
o Pull the red manual inflation handle located on the upper right hand side of the
door frame
Section 4 256
o Check that the Gust Lock has engaged

o Monitor the slide inflation
NOTE: The door opens pneumatically, remains a few seconds in the

door frame, slowly moves forward and locks in the open position. This
slow motion opening gives enough time for the escape slide to deploy.
If the pneumatic-assisted door fails to open, push with force the door
out manually to the fully open position.
4.2.17 Initiating Passenger Flow at Exits

Initiate and maintain a steady flow of passengers leaving the aircraft, using strong positive
commands such as:
“EMERGENCY, EMERGENCY!”
"OPEN YOUR SEATBELTS, OPEN YOUR SEATBELTS!"
“GET OUT, GET OUT”
“LEAVE YOUR LUGGAGE, LEAVE YOUR LUGGAGE!”
- At door exits in dedicated assist space:
“JUMP AND SLIDE, JUMP AND SLIDE!”
- If outside conditions are judged to be unsafe, redirect passengers to other
exits, using strong commands as:
“BAD DOOR, BAD DOOR!”
“GO THAT WAY, GO THAT WAY!”
When situation requires, equipment necessary for survival (First Aid Kit, flashlight,
megaphone, life-vest etc.) has to be taken along by the Crew members or assisting
passengers, as long as this does not delay the evacuation procedure, (Refer to CAM 4.2.19.)
CAUTION: When the door is ARMED (In FLIGHT position) the Cabin Pressure Warning Light
does not flash to indicate cabin differential pressure, even if it would in normal operation,
therefore attention must be paid to the following signs of potential pressure difference:
- resistance in the door control handle when it is lifted to the open position, using normal
force, and/or
- a hissing noise around the immediate door area if circumstances permit, fully lower the
door control handles to the closed position. Notify the Flight Crew immediately.
4.2.18 Ditching procedures (emergency landing on water)

Generally, ditching procedures are very similar to emergency procedures on land, however,
the passengers will need more information due to the nature of emergency and the equipment
required to survive (donning and the use of the life vest).
Passenger reaction may be somewhat different than in a ground evacuation, because other
elements, such as water are present, and the use of equipment, such as life vests will be
unfamiliar. The aircraft must always be evacuated, so no command has to be awaited from
the Flight Deck. The level of panic may be higher, particularly, if water is present, or rising in
the cabin. Passengers may find it difficult to find life vests and don them (in case of
unprepared emergency landing on water).
Section 4 257
The passenger briefing will take the same form as in case of the prepared emergency landing
on land briefing, however, the passengers will need more information due to the nature of
the emergency, and the equipment required to survive. The amount of time available will
determine the level of preparation. The most important survival information should take
priority, and other tasks should be accomplished as time permits:
- Life vests
- Brace position
- Exits
- ABP Briefings
- Cabin Safety Check
4.2.18.1 Prepared ditching - Life vest demonstration
In case of prepared ditching, Crew Members should assist:

- Passengers in putting the life vests
- Securing children’s and infants’ life vests (following the relevant part of the Passenger
Briefing Announcement)
o The adult has to attach the infant life vest rope (lanyard) to her own life-vest before
leaving the aircraft
o Infant life vest must be inflated while inside the aircraft,
o The adult must carry the infant while evacuating the aircraft
Cabin Crew must collect their own life vest before commencing the Passenger Briefing
Announcement. They should simultaneously don their life vest and demonstrate to the
passengers in conjunction with the announcement.
- Remove the crew life vest from the pouch
- Unfold the life vest and hold it up in front (Crew Member)
- Don the life vest
- Secure straps
- Identify whistle
- Cabin Crew should then check the passenger life vests in their assigned area
- Assist passengers that may need help with donning their own life vests
- Assist parents with children and parents with infants as well
- If an adult life vest is to be used for a child, adapt it accordingly
A321
Prepared Emergency landing on water (Ditching) / Procedures at emergency exits
Ensure all emergency exits are disarmed (in “park”) during cabin preparation, as
follows:
• C/A 5 will disarm 2L/R;
• C/A 3 will disarm 3L/R;
• Ensure that the area around the exit is free from obstructions.
ABP briefing
Additionally to the ABP briefing for emergency landing on land, in case of emergency landing
on water the following information must be added:
- How to disconnect the slide (instruction for ABP to the main door)
Section 4 258
- How to cut the mooring line to release the slide from the aircraft (instruction for ABP
to the main door)
- How to attach lifelines (instruction for ABP to the overwing exit on A320)
4.2.18.2 Unprepared ditching
Cabin Crew shall instruct any adult travelling with her infant that infant life vest must be
attached and inflated still inside the aircraft before leaving the cabin.
A321
Unprepared Emergency landing on water (Ditching) / Procedures at emergency exits:
Ensure emergency exits are disarmed (in “park”), as follows:
o C/A 5 will disarm 2R
o C/A 3 will disarm 3R
o Ensure that the area around the exit is free from obstructions
4.2.18.3 Phases of landing on water

LANDING ON WATER CAN BE DIVIDED INTO THREE PHASES:
- The impact phase: it must be remembered that there maybe more than one impact,
everyone will need to remain in the brace position until the aircraft finally comes to a
complete stop.
- The egress phase: when assessing the conditions before exiting the aircraft, it will be
necessary to determine if the aircraft is floating, sinking, or if the water level is present
at exits. This information will determine the actions that the cabin crew will take.
- The survival phase: staying together in groups has a dual purpose. It is easier to
locate survivors if they are in groups and staying together in the circle provides body
heat, and slows down the effects of hypothermia.
Passenger reaction may be somewhat different than in a ground evacuation, because other
elements, such as water are presented, and the use of equipment, such as life vests will be
unfamiliar.
AIRCRAFT SINKING RAPIDLY

- Direct passengers out the nearest exit
- Instruct passengers to support themselves, by holding anything that will keep them
afloat
- Find as much floating equipment as time permits, distribute to passengers
AIRCRAFT FLOATING
Use all exits above the water line. If the level of water is at the doorsill, evacuate passengers
directly on the slide, and leave the slide attached to the floor of the aircraft.
It is possible that the aircraft fuel, hydraulic fluid and oil have contaminated the water;
swallowing or being in contact with these fluids can cause temporary loss of hearing, vision
and produce nausea. Low water temperatures may also pose a threat of hypothermia. The
symptoms of hypothermia may start within 10 minutes. If the water is cold it may cause panic
and shock. Those who are non-swimmers are very exposed to incapacitation and drawing.
If the overwing exits are usable passengers should be instructed to step on the wing, inflate
the life vest and hold on to the life lines. If circumstances permit, passengers should stay on
the wing until rescue arrives. Alternatively, passengers should enter the water via the leading
edge of the wing and swim to the slides.
PREPARED DITCHING
Section 4 259
The following commands must be used:

- After the aircraft has come to a complete stop:
“GET OUT! GET OUT!”
- Commands at doors:
"INFLATE YOUR LIFE-VEST, INFLATE YOUR LIFE-VEST!"
“JUMP INTO WATER, JUMP INTO WATER!”
UNPREPARED DITCHING
"PUT LIFE-VEST ON”
”PUT LIFE-VEST ON”
“OPEN YOUR SEAT BELTS, OPEN YOUR SEAT BELTS!”
- Commands at doors:
POST DITCHING
- Get clear and upwind of the aircraft, but stay in the vicinity of the aircraft
- Stay clear of fuel contaminated water, in case the fuel ignites
- Stay clear of any debris, which may damage the slide
- Locate other survivors
If possible, there should be one Crew Member per slide. The Crew Member should take the
leadership role. The survival of the passengers depends on the Crew Members knowledge,
and ability to use the available survival equipment.
4.2.19 Crowd control techniques and flow management

General
During the passenger preparation in case of any emergency it is of utmost importance that
the Cabin Crew show a high degree of calmness and suppresses immediately any sign of panic
amongst passengers. In case of a life threatening situation onboard the aircraft, it is essential
that the aircraft is evacuated quickly and efficiently to increase the occupants chances of
survival.
Crowd control should start immediately after the passengers have been instructed to open
seatbelts and move to the nearest exit. Politeness from this moment on is unnecessary. One
of the key elements to an efficient evacuation is effective crowd control and cabin
management by the Cabin Crew. The actions and commands of the Cabin Crew will influence
the performance of the passengers during the evacuation. The objectives for the Cabin Crew
Members are:
- To quickly establish the passenger flow at each usable exit
- To evacuate the aircraft as quickly as possible (90 seconds)
Section 4 260
C/As must keep passengers away (physically / verbally) from door area during opening the
door, slide deployment and inflation without endangering themselves.
Once the exit has been opened, the Cabin Crew must visually check that the slide is fully
deployed and inflated.
Crew Members also need to be aware of any developments of circumstances during the
evacuation. For example, if the slide becomes damaged, or there is fire in the area, or
anything that renders the exit unusable.
Dedicated assist space
Every emergency (main) door has at least one dedicated assist space. When the escape slide
is inflated C/As must stay in the dedicated assist space, facing the passenger cabin, and assist
herself with the assist handle. While standing in the assist space C/As must press heels and
upper back against the surface (to avoid being pushed out from the A/C).
A321
ASSIST SPACE DOOR 2R ASSIST SPACE DOOR 3R
Passenger control at door area

C/As must:
- Use strong, positive verbal commands to get contact with the approaching passengers
- Use whatever physical force/verbal commands necessary to keep passengers moving
- Avoid leaning into the passenger flow

- Slightly push at lower back if passenger hesitates at door
- Use foot and knee to push a passenger that sits down
- Pair up passengers to exit, two at the time in case of dual lane slide (if a passenger
sits down in opposite lane of a dual lane slide, instruct following passenger to push
him out);
- Monitor the flow of the evacuation. Be aware of congestion in the cabin, and at the
bottom of the slide
- Be alert of evolving situation during the evacuation, for example slide damage, or a
fire that would make it impossible to use the exit
- Be prepared to re-direct passengers to other exits if, necessary
Section 4 261
NOTE: Do not interfere with a passenger who is carrying a small item (e.g. a handbag) unless
it hinders the flow.
Cabin Crew commands

An assertive Cabin Crew that uses short, clear commands will have an immediate impact on
the rapidity of the cabin evacuation.
The instructions to the passengers must be phrased in a firm, forceful and positive manner.
Always use positive commands:
use “GET UP” instead of Don't sit down
use “BAD DOOR” instead of Don't use this exit
use “GO THAT WAY” instead of Don’t come this way
All commands must be loud, well-paced, assertive, short, and clear.
Body language is extremely important, gestures of the cabin crew and tone of their voice
must reflect what they want to achieve, because passengers may not always understand the
language that the Cabin Crew is using.
If the commands are not synchronized, the commands may not be audible, and therefore
may not be understood by the passengers.
The Cabin Crew should consider the type of commands they will use, according to:
- The attitude of the slide, after slide inflations,
- Passengers’ behaviour.
It is useful to ask two or three passengers to assist at the bottom of the slide. The Crew
Members should instruct assisting passengers:
- Stay at the bottom
- Help people off
- Send them away
Passenger help at the bottom of the slide significantly reduces the risk of congestion and
injury.
Redirecting passengers
An exit may be unusable at the beginning of an evacuation or may become unusable during
the evacuation.
An exit may be unusable at the beginning of the evacuation, for one of the following reasons:
- the exit is jammed, and will not open
- slide does not deploy correctly, or the slide is damaged
- there are external hazards
The Cabin Crew Member who is responsible for the unusable exit must inform the passengers
that the exit is blocked, and redirect the passengers to the nearest usable exit.
When redirecting passengers, the Cabin Crew Member should listen for the other Crew
Members giving the command ‘Come this way’ for confirmation that another exit is usable.
Use strong verbal commands “BAD DOOR, BAD DOOR” and clear signalling movement with
hands to direct passengers most distant from you, because otherwise passengers around you
cannot move.
- An exit becomes unusable during the evacuation:
- The Cabin Crew must be aware of the environment inside and outside the cabin. If the
situation changes during the evacuation, for example:
o the slide becomes damaged
o a fire develops in the area
Section 4 262
o there are other external hazards,

then the Crew Member at the unusable exit must perform the following actions:
- stop the evacuation
- block the exit and redirect passengers to the nearest usable exit
- guard the exit
An exit previously considered inoperative might be assessed as operative after an impact in
an extreme circumstance. Cabin crew must assess the condition on the day and make
appropriate judgements as to possible actions.
Dried up exit
A dried-up exit is a usable exit that passengers are not longer using or did not start to use to
evacuate the aircraft.
In case an exit is "dried-up", (no passenger flows to that exit) the C/A assigned to that exit
must take all necessary action to attract the attention of passengers at other exits by shouting
the commands “COME THIS WAY, COME THIS WAY”
To accomplish this, it may be necessary to move into the cabin provided it is safe to leave
the assigned door unattended.
Exit bypass
Exit bypass is to maintain a balanced flow to all usable exits.
If necessary encourage small groups of passengers to move to "dried-up" exits to minimize
the evacuation time.
The effect of smoke and fire during evacuation
It has been well documented in accident reports, that smoke and fire in the cabin has
presented frequent obstacles during evacuation. Smoke or fire in the cabin can also cause a
tremendous amount anxiety and panic among passengers. Inhalation of smoke and toxic
fumes has incapacitated people, and limited their physical and mental ability to the extent
that they have not been able to reach, or operate the exits. Smoke has the ability to obscure
light, and make visibility difficult. In the presence of smoke and/or fire, advise passengers to
cover their nose and mouth, stay close to the floor (there is more breathable air at the floor
level, as smoke rises), and crawl on hands and knees if necessary, in order to exit the aircraft
before being hindered by the effects of smoke inhalation.
4.2.20 Flight Crew evacuation duties

After the Flight Crew has finished their cockpit duties, they should assist the Cabin Crew with
the evacuation. However, if the flow is consistent and no additional assistance is needed in
the cabin, the First Officer will exit and assist on the right side of the aircraft.
If conditions permit, the Commander is the last one to leave the aircraft after having checked
that everyone has left.
4.2.21 Cabin crew evacuation

When the flow of passengers to the exit begins to slow down, the Cabin Crew should check
the cabin and call all remaining passengers to the exit. When the flow of passengers has
stopped, Cabin Crew should check their assigned area for any remaining passengers. If the
cabin is in darkness, flashlight must be used to perform the cabin check.
The following area must be checked:
- aisle
- seats (including the floor area between the seats)
Section 4 263
- galleys
- lavatories
- cockpit
When the Crew Members’ assigned area is empty, or it is no longer safe to remain onboard
the aircraft, the Cabin Crew Members should evacuate through the first usable exit. If the
situation permits, the Cabin Crew should take the following safety equipment from the
aircraft:
- A320
Emergency Equipment C/A in charge
Flashlights All C/As
Megaphone SCA and C/A 3
First Aid Kit C/A 2 and C/A 4

Portable ELT (when A/C equipped and
C/A 4
situation requires)
- A321
Emergency Equipment C/A in charge

Flashlight All C/A’s
Megaphone SCA and C/A 4
First Aid Kit C/A 2, C/A 3, C/A 4
Portable ELT(when A/C equipped and C/A 4

situation requires)
NOTE: Use common sense to judge which items could be useful after an evacuation. Take in
consideration place of landing etc.
4.2.22 Post evacuation duties

Immediately after an accident and following the evacuation of any passengers from the
aircraft the Commander, Senior Crew Member or delegated passenger must carry out the
following duties (note being taken of the succession of command specified by Wizz Air) subject
to safety considerations and the prevailing situation:
- the aircraft must be secured in as safe condition as possible
- the headcount must be made to account for all persons on board the aircraft
All evacuated passengers must be placed under the authority of one Crew Member designated
by the commander (if other than the commander) until they can be moved under the authority
Section 4 264
of local police representative. In case passengers are split into groups, the commander must
designate a Crew Member or a passenger responsible for each group.
- The needs of any injured persons must be attended to
- The remains of any deceased persons should be decently set apart and covered
- The ELT must be activated and pyrotechnics, if available, prepared for immediate use
- If people, dwellings or communications facilities are close to the accident site, efforts
to obtain assistance must be made, having regard to the local situation
- Notify Wizz Air Flight Operations Department as soon as possible
- Closely coordinate actions with the Wizz Air representative within the state where the
accident occurred (i.e.: Handling agent) and with Wizz Air Flight Operations
Department
- Afterwards: Do not talk to the press without approval of the company.
NOTE: Whenever evacuation is taking place on the airport the Crew has to follow the airport
respond team instructions and cabin crew remains under the responsibility of the Commander.
4.3 Rejected take-off (RTO)

It is of utmost importance that the Commander gives the applicable command immediately
after the A/C has come to a complete standstill.
ON THE COMMAND:
"ATTENTION CREW AT STATIONS, ATTENTION CREW AT STATIONS!"
- C/As must remain seated
- SCA must make an announcement to the passengers to remain seated
- C/As must wait for follow up command given by the Flight Crew
Follow up command (within approximately 2 minutes):
"EVACUATE, EVACUATE!"
- All C/As stand up and start with the evacuation procedures
OR
“CANCEL ALERT, CANCEL ALERT!”
- C/As must remain seated
- SCA must make an announcement to the passengers to remain seated
- SCA must contact via interphone the flight deck for further instructions
- Flight Crew must inform Cabin Crew and the passengers as soon as possible
Section 4 265
COMMANDS IN CASE OF REJECTED TAKE-OFF AFTER THE A/C HAS COME TO A COMPLETE
STOP:
In case of a new take-off

There may be circumstances when an immediate departure is considered after a rejected
take-off. RTO may have been performed due to external reasons (risk of bird strike, cancelled
take-off clearance, etc). In such case, new line-up and departure are not permitted until the
following items are completed:
- C/A 2 and C/A 4 (C/A 2, C/A 5 and C/A 4 for A321) must check the
cabin according to the before take-off preparation procedure (refer to
Cabin preparation CAM 1.8.3);
- SCA has to reconfirm to flight deck Crew that cabin is secured (for details
refer to Cabin ready procedure before take-off CAM 1.8.5).
In case of returning to the ramp

Whenever a flight is terminated, and, if on reaching the parking stand the passengers are to
remain on board for a defined period time, the Commander will brief the SCA.
The Commander may select to keep the passengers on board following an RTO and/or a
required maintenance action, a medical emergency or a disruptive passenger that needs to
be removed from the aircraft.
Procedure
- On reaching the stand, pilots will cycle the Seat Belt sign OFF/ON to ensure that
passengers remain seated
- SCA shall give the command to the Cabin Crew Members to disarm the doors (refer to
CAM section 1.12.2.1)
- Cabin Crew will leave their seats and disarm all doors
- SCA will make a PA advising passengers that they are to remain on board and remain
seated
- Further assessment of the situation (releasing the passengers) will be coordinated
between SCA and Commander
Section 4 266
4.4 Unprepared emergency
4.4.1 General
Numerous accidents occur unexpectedly during take-off, initial climb, approach and landing.
In fact there is a greater percentage of unplanned emergencies, than those in which C/As
have sufficient time to take all precautionary measures. It must be realized that the “Brace,
Brace!” signal may not be given at all. In that case C/As must give the command to the
passengers on their own initiative after indications such as: impact forces, unusual attitude
of the aircraft, unusual noises, sparks, smoke or fire.
The brace command (“BEND DOWN PROTECT YOUR HEAD, BEND DOWN PROTECT
YOUR HEAD!”) is the first and most important instruction that Cabin Crew must provide to
passengers in an unprepared emergency. The purpose of instructing passengers to take the
brace position is to reduce the injuries during impact, in order to increase the chances of
survival. When Cabin Crew uses the brace commands, it is important that all of passengers
seated in the cabin can hear and understand the commands. If the commands are not
synchronized, the commands may not be audible, and therefore may not be understood by
the passengers.
4.4.2 Emergency during take-off or landing
- If time permits and appropriate, “EMERGENCY STATIONS” command will be given by

the Flight Crew to inform Cabin Crew about abnormal situation
- If time is too short and/or altitude is too low (e.g. dual engine failure at 100 feet after
take-off) only “BRACE, BRACE” command will be given
"BRACE, BRACE" command can be given by the Flight Crew without any previous warnings
and in this case all Cabin Attendants must shout:
“BEND DOWN, PROTECT YOUR HEAD,

BEND DOWN, PROTECT YOUR HEAD!”
- C/As have to repeat it until the A/C has come to a complete STOP
- C/As actions and commands after the aircraft has come to a complete standstill are similar
to those after a prepared emergency landing except the actions of the SCA, who
additionally has to put the Emergency Light ON.
4.4.2.1 Unprepared emergency landing on water (ditching)

Unprepared ditching poses formidable challenge to Cabin Crew. The level of danger to both
passengers and Cabin Crew increases as time passes, and puts emphasis on the urgency to
evacuate the aircraft rapidly. The outcome will depend on many factors:
- Immediate actions of Cabin Crew
- The condition of the aircraft
The aircraft must always be evacuated, so no command has to be awaited. In case of an

unprepared ditching, C/As have to put on their Crew life-vest and have to instruct passengers
to get their life-vests.
Section 4 267
"PUT LIFE-VEST ON ”
PUT LIFE-VEST ON”
“OPEN YOUR SEATBELTS, OPEN YOUR SEATBELTS!”
Commands at doors:
4.4.2.2 Unprepared emergency landing on land

After an unprepared emergency landing on land, when aircraft has come to a complete stop:
CABIN ATTENDANTS SHOULD

- Stand up
- Check doors are armed (“in flight”)
- Wait for command given by the Flight Crew or SCA
THE SCA (IF NOT INCAPACITATED) SHOULD

- Stand up
- Put Emergency Light ON
- Check door is armed (in “flight”)
- Wait for command given by the Flight Crew
THE FLIGHT CREW SHOULD COMMAND:

"ATTENTION CREW AT STATIONS, ATTENTION CREW AT STATIONS!”
NOTE: This command is given to let the Cabin Crew know that the Flight Crew is not
incapacitated. A follow-up command will be given shortly after.
FOLLOWING THE COMMAND ‘ATTENTION CREW AT STATIONS, ATTENTION CREW AT

STATIONS’:
Cabin Crew shall proceed as follows:
- Remain alert by checking out/inside conditions
If circumstances are not evident whether evacuation is necessary or not:

- Wait 2 minutes, then SCA calls the cockpit to seek information from the Flight Deck Crew
If it is evident that an evacuation is necessary (refer to Cabin Crew initiating evacuation):
Cabin Crew must attempt to contact the Flight Crew, by pressing the CMD/EVAC CMD button
in order to inform them on the immediate need of the evacuation required by the situation,
which will be “assisted” by the Flight Crew by starting the evacuation signals with the EVAC
switch on the overhead panel.
IF NO COMMAND ‘ATTENTION CREW AT STATIONS, ATTENTION CREW AT STATIONS’

IS GIVEN BY THE FLIGHT CREW:
Section 4 268
- If there is not any obvious reason to start evacuation, after about 2

minutes check the Flight Crew by interphone. If no answer, enter the
cockpit using the emergency code. If the Flight Crew is incapacitated, give
the appropriate command(s) if necessary
- If you think 2 minutes are too long because there is obvious need for
evacuation (refer to Cabin Crew initiating the evacuation) press the CMD
button on the FAP and start evacuation.
FOLLOW UP COMMAND:
"EVACUATE, EVACUATE!”
This command is given when according to the judgment of the Flight Crew the situation is
such that an evacuation is necessary.
The Cabin Crew starts the evacuation procedure :
- Check outside, whether conditions are safe
- Ask one or two passengers to hold other passengers back until the slide is fully
inflated. Alternatively use the command “Stand back”
- Only if it is safe: Open the exit
- Check gust lock has engaged
- Ensure proper slide inflation, inflate the slide manually as well
- Occupy your dedicated assist space and hold on to the assist handle
- Initiate and maintain a steady flow of passengers leaving the aircraft, using
strong positive commands such as:
“GET OUT, GET OUT”
- At door exits in dedicated assist space:
“JUMP AND SLIDE, JUMP AND SLIDE!”
- If outside conditions are judged to be unsafe, redirect passengers to other
exits, using strong commands as:
“BAD DOOR, BAD DOOR!”
“GO THAT WAY, GO THAT WAY!”
FOLLOW UP COMMAND:
"CANCEL ALERT, CANCEL ALERT!”
This is to instruct the Cabin Crew that an evacuation will not be required. SCA should reinforce
this message using the PA to announce to passengers that an evacuation of the aircraft is not
necessary, and ask passengers to remain in their seats. SCA has to proceed to the flight deck
for further instructions.
- The Cabin Crew should remain alert by checking out/inside condition.
If after an emergency crash-landing no command is given after about 2 minutes since the
aircraft has come to a complete stop, it should be assumed that the Flight Crew and SCA are
incapacitated. In this case each C/A is authorized to decide whether or not an evacuation is
necessary (refer to cabin Crew initiating evacuation).
Section 4 269
4.5 Quick disembarkation

A situation may arise where passengers on board may need to be quickly disembarked from
the aircraft due to an abnormal situation, however an 'Emergency Evacuation' is neither
required or advisable, i.e. there is no immediate threat to passengers or crew.
For example:
‐ Fuel spill (leak) during refuelling (for details refer to CAM 4.6)
‐ Bomb threat
‐ Light collision with the aircraft by ground equipment or vehicles
The 'Quick Disembarkation' procedure will be ordered at the Commander's discretion and
must be coordinated with the SCA. It will be initiated by an announcement over the PA:
"QUICK DISEMBARKATION"
PROCEDURE
Cabin Crew shall advise passengers:
to leave personal belongings behind
to immediately disembark via jetbridge or stairs
the reason for the quick disembarkation
The Commander may cancel the procedure at any time the situation is resolved by
coordinating with the SCA and making an announcement over the PA:
"CANCEL DISEMBARKATION"
4.6 Refuelling during embarkation
In case of VISIBLE FUEL LEAK, Cabin Crew will be advised by the Flight Crew via P.A. that
a quick disembarkation is needed by the command “QUICK DISEMBARKATION!”. SCA has
to inform passengers about the necessity to quickly leave the aircraft by using the relevant
announcement.
A quick disembarkation has to take place through main doors with steps or bridge:
- C/A 2 and C/A 3 direct the passengers to door 1L and/or 4L
- The flight Deck Crew is to immediately contact the ground personnel in order to assist
passengers on ground or to allow access in the terminal (jetbridge)
- The pilot who is monitoring the refuelling process on ground should assist with crowd
control on the apron in the event of a quick disembarkation
In case of FIRE, Cabin Crew might or might be not advised by the Flight Crew and an
evacuation has to take place through all usable emergency exits:
- C/A 2 (2L) and C/A 3 (3L) instruct passengers (ABPs) to open usable overwing exits
most likely on the left side because fuelling always takes place on the right side. While
instructing passengers to open 2L and 3L door, attention must be paid to avoid 2R and
3R being opened by passengers when not required
- SCA must evacuate people through 1L and C/A 4 must evacuate people through 4L (if
no stairs the door must be opened in the armed position – refer to CAM 1.7.3)
- If a jetbridge is used for boarding, it should also be used for evacuation/ disembarkation.
Jetway provides a safe and efficient way to evacuate an aircraft, and enables passengers
to be rapidly far away from the aircraft
- If the stairs are against the aircraft, it is better if passengers use the stairs instead of
escape slides. This is because, before deploying escape slides, it is necessary to ensure
that the area outside the aircraft is clear of obstruction. However, there may often be
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obstacles surrounding the aircraft (e.g. fuel truck, catering, baggage handlers, boarding
passengers, etc.) and any contact with these obstacles or with personnel during escape
slide deployment may make the situation worse
- It is possible to use the escape slides to rapidly evacuate the aircraft. However, if escape
slides are used, it is very important to verify that there are no obstacles in the area
where the escape slide will be deployed. In some cases, it may be necessary to wait for
equipment, personnel, or vehicles to move away from the deployment area, before
arming the slide or opening the aircraft doors
4.7 Additional facts and knowledge about emergencies
4.7.1 Panic
The main characteristic is that human reactions are no longer guided by common sense but
by self-preservation.
ACTIVE PANIC
Persons with active panic may overreact to a situation and get out of control. These persons
have to be calmed down as a chain reaction among the other passengers may develop.
PASSIVE PANIC
Persons with passive panic may be paralyzed with fear and may not react at all. Action has
to be taken to make these passengers react to existing conditions.
4.7.2 Buddy system

In case of an emergency assisting passengers ("buddies") must be assigned to PRM's (Person
with Reduced Mobility), and if time and situation permits to the elderly passengers and people
travelling alone with more than one child, to assist them in evacuating the aircraft.
NOTE: Instruct the Invalid person only to begin moving to an exit in the event of an
emergency after majority of passengers have evacuated the A/C.
4.7.3 General Crew behaviour

- It is of utmost importance that passengers have confidence in Crew Members
and accept their authority.
- Crew Members should develop a positive attitude towards the situation,
thereby preventing panic among passengers;
- It is important for Crew Members to act as a team. Authority from a group
will not be accepted if the group is internally divided.
- The evacuation must begin immediately upon receiving the evacuation
signal,
- Positive, assertive action from the cabin crew will directly impact the rate
and flow of passenger movement to the exits and down the slides,
- Commands used by the cabin crew are an essential part of the evacuation
process,
- The cabin crew must monitor the evacuation, and maintain an even flow of
passengers from each exit, to avoid congestion at the end of the slides,
- The cabin crew must continuously monitor the slide to ensure that it remains
safe for use.
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4.7.4 Crew communication

It has already been stated that successful handling of an emergency requires coordinated
Crew efforts.
This can only be accomplished by good Crew communications:
- At all times inform the Commander with full and accurate details of any situation on
board (the Commander can make the right decision only if he is fully aware of what is
going on)
- Make sure that the person you are communicating with fully understands you. In case
of doubt, explain again or ask to repeat, so there is no doubt whatsoever that the other
person fully understands you
- Do not cover up possible mistakes
- Mistakes can and will be made and are not solved by covering them up
Safety is served best with good Crew communications, not only during an emergency but also
during the course of the flight
History shows that good communication between cockpit <--> cabin <--> passengers can be
of vital importance.
4.7.5 Announcements to passengers

Caution should be exercised regarding announcements made to passengers:
- Passengers are entitled to be informed of certain facts, but this should be done in a
positive manner
- Avoid giving false information during an emergency this can result in loss of confidence
in the entire Crew.
4.7.6 Cabin Crew initiated evacuation

Very often evacuation is not prepared, and occur with no warning. In most cases the decision
to evacuate is made by the flight crew.
There may be occasions when the Cabin Crew has to initiate the evacuation, if there is a life-
threatening situation in the cabin, such as:
- Uncontrollable fire
- Dense smoke
- Severe structural damage
- Ditching
- Any other situation which requires evacuation based on the situation awareness and
common sense
When making the decision to initiate an evacuation, the Cabin Crew must evaluate the level
of danger, and the consequences that a delay in decision-making may have. Smoke or fire
that is out of control would definitely require a rapid decision because of the danger it presents
to the occupants of the aircraft, its ability to incapacitate rapidly, impair judgment and restrict
vision, therefore rendering the evacuation process difficult.
If the Cabin Crew considers that an evacuation may be required, they must attempt to contact
the Flight Crew in order to inform them of the situation, and then await instructions. If contact
with the Flight Crew is not possible, Cabin Crew should initiate the evacuation.
However, any evacuation requires Crew co-ordination, because not all Crew Members may be
aware that a life-threatening situation exists. Therefore, all Crew members need to be
informed. There are many methods, depending on their availability:
- Public Address
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- Interphone
- Megaphone
- Evacuation alarm
4.7.7 Deviation from standard procedures

It is impossible to hand out an exact list of procedures that covers every emergency because
each situation will be different.
Attitude of the aircraft, fire, number of passengers etc. can all be determining factors.
Therefore at all times USE COMMON SENSE!
4.8 Rescue and Fire Fighting Services (RFFS)

Rescue and Fire Fighting Services (RFFS) are services at
an aerodrome which are specifically dedicated to the
support of safety in aircraft operation. This special
category of fire-fighting involves incident response,
hazard mitigation, fire-fighting and saving human lives,
evacuation and possible rescue of passengers and crew of
an aircraft involved in an aerodrome ground emergency.
ICAO defines the requirements for aerodrome Rescue and
Fire Fighting Services (RFFS) in Annex 14. In accordance
with this Annex, it is a requirement for Member States to
provide rescue and fire-fighting services and equipment at airports under their jurisdiction.
Basic requirements:
• Modern commercial aircraft can have the capacity to carry several hundred passengers
and crew. Therefore, it is critical that emergency response equipment and personnel
arrive at the scene within the minimum possible time. Response time must not exceed
three (3) minutes to any part of reach in the operational runway in optimum visibility
and surface conditions ;
• Amount of water for foam production and complimentary agents is given according to
aerodrome category (yellow or red fire engines);
• Personnel must be suitably qualified and the training must include human factors;
In case of rescuing activity at an aerodrome only RFFS can approach an aircraft on fire.
Break-in points (Cut out areas):

RFFS can use the cut out areas to gain excess into the aircraft. The
marking of such areas is not mandatory by the Authority,
nevertheless, each variant of aircraft has its break in points with
the lowest concentration of possible wiring, hydraulic links,
oxygen/air condition supplies etc. and easiest to access inside the
A/C cabin.
The color of the markings – if applicable – shall be red or yellow,
and if necessary they shall be outlined in white to contrast with the
background.
Wizz Air A320 cut-out areas

are as follows:
Section 4 273

Section 5 274
SURVIVAL GUIDELINES DATE: 31 MARCH 2016
5 SURVIVAL GUIDELINES
5.1 Survival – Generalities
5.1.1 General
An emergency landing/ditching is most unlikely to happen in modern aircraft. However, to cater
for the remote possibility, following information is made available:
- A basic understanding of elementary survival techniques could make the
difference between life and death.
- General knowledge of Search and Rescue (SAR) procedures will allow a Crew
Member to help SAR parties in their search efforts. This will reassure
passengers that help is on the way.
5.1.2 The human body

The human body operates within certain limits, which determine whether one remains alive or
not. Let us look the average human body:
Temperature
Normally 36.9 ˚C, but can fluctuate between 34.4 ˚C and 41.1˚C. If it sinks or rises beyond
these temperatures, death occurs (unless intensive medical care is available).
Water
The average body contains approximately 50 liters of water. If it loses 25% of that figure (12.5
liters), death will occur. After losing about 5 liters, one becomes comatose.
Chemical balance
The balance of chemicals within the body must be maintained. A severe lack of certain chemicals
or too high levels in the body can cause damage to one’s health.
Blood
The average person has about 5.7 liters of blood and the loss of 2.3 liters will result in death.
To survive, one must keep the body within the above limits.
5.1.3 Four principles for survival

After an emergency landing rescue parties will start SAR operations and in most parts of the
world survivors will be rescued within 48 hours after being located.
Nevertheless action must be taken immediately after the emergency landing to safeguard the
survivors against the immediate threats of life.
Survival means staying alive until rescued. The four basic principles for survival are:
1. PROTECTION
2. LOCATION
3. WATER
4. FOOD
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5.1.3.1 Protection
The first action must be concentrated on protection from exposure.
Cold will lead to a heat loss exceeding the heat generated by the body, this result in a drop of
the body temperature: hypothermia.
If the body temperature drops below 32 °C, the body becomes unconscious, a further drop in
temperature to approximately 29.5 degrees °C, will lead to death due to heart failure.
Water and/or wind will accelerate loss of body heat.
Exposure to cold, especially in water, may be fatal in less than 10 minutes.
IMPORTANT: STAY WARM!
Heat and sun exposure can lead to other phenomena like heat exhaustion, dehydration,
sunstroke and severe burning while glare may become blinding. These phenomena are
potentially lethal.
Protection aids
- Protection against exposure can be found in many ways, an aircraft carries multiple suitable
protection aids like life-vests, slides, trolleys, seat cushions and passenger luggage
- When no more danger exists, the aircraft itself could be used for shelter; however, leaking
fuel will remain a hazard
- Life-vests protect you against the cold; they isolate and protect you from the wind. Inflated
life-vests can also be used as a cushion
- From the passenger luggage you can obtain extra clothing against the cold
- Change wet clothing and dress with as much layers of clothing as possible.
Avoid staying or becoming wet by sweating or water. Keep head and body
covered preventing body heat loss
- Against the heat / sun dress as loose as possible. This will provide a layer of insulating air,
which makes sweating more efficient
- Life rafts (if any) and slide rafts (if any) should be set up with canopies installed to provide
shelter against cold, wind and sun (allow for proper ventilation)
- Trolleys, seat cushions and suitcases can be piled up like a brick wall. The roof can be
constructed out of blankets, passenger clothing or even the aircraft's carpet. On cold
surfaces the seat cushions can be laid down as isolation
- In polar regions constructing igloos at a later stage could be considered
- Constructing a fire is a valuable tool in staying warm. Possible fuels for the fire are
newspapers, wood and in small quantities kerosene and oil. Built fire well away of the aircraft
wreckage
- Be careful with your personal energy, don't waste it unnecessary
5.1.3.2 Location
SAR parties will be searching for a crashed aircraft, not individual persons or groups of persons.
The chances of being found in time will increase if you stay in the vicinity of the aircraft. Not
only the aircraft itself is a valuable aid to location, so are the crash trail and emergency aids
(e.g. ELT, life vests etc.) from the aircraft.
We must remember that we are survivors and want to be found, therefore, we must with all our
power help rescuers to find us. We do this by having all our location aids in use or available for
use, as soon as we are protected from the environment. This must take priority over water.
Think how silly we would feel if while obtaining water, an aeroplane flew over the vicinity and
we could not attract its attention because our location aids were not prepared.
Section 5 276
Other signals that will help in the location of the aircraft:

- ELT (Emergency Locator Transmitter, transmits on the distress frequencies:121.5 MHz
and 243.0 MHz / 406.025 MHz)
- Mirror (highly effective during daytime)
- Flashlights (highly effective during night)
- Pyrotechnics (flares, keep them ready and carefully read the instructions how to use
them to avoid injury)
- Fire and/or smoke (keep fires ready for smoke producing. Black smoke can be obtained
from oil or rubber, white smoke with green leaves or a little water).
- When you are in a very exposed or dangerous location, so it is not safe to
stay in the neighbourhood of the aircraft, move to a more protected position.
Leave, at the crash site, an indication / signal of the direction in which you
have moved off.
The following distress signals have been devised by international agreement and can be made
out of strips of fabrics, wood or stone. These symbols should be at least 2,5 meters long and
must be clearly visible out of the air.
DITRESS SIGNALS
Made out of fabric, wood or stones
N° Message Sign
1 Require assistance V
2 Require medical assistance X
3 No/Negative N
4 Yes/Affirmative Y
5 Proceeding in this direction →
5.1.3.3 Water
Lack of water poses a threat of secondary importance to the dangers of cold exposure. However,
water is also important to survive, lack of water will lead to incapacitation and death will occur
at worst within 5 days and at best in 12 days.
- Do not drink salt water or urine (remember chemical balance), the kidneys are unable to
cope with the salt and other impurities and so fail to cleanse the blood.
- Do drink water also in cold regions; you will need over one liter water to replace losses.
- In hot places you will need even more. Mostly only a limited supply is available, so ration
the water with a minimum of half a liter per person per day, to keep body fluid levels
sufficient as long as possible.
- Try to conserve body fluids by the following means:
- In case of:
o Urination: reduce fluid intake
o Vomiting: take pills against sea sickness
o Bleeding: carry out first aid
- Avoid:
o Unnecessary exercise, just rest
o Sweating, shelter from the sun and ensure adequate ventilation
Section 5 277
o Swimming in sea water, this wastes energy and increases thirst

o Unnecessary eating. Fluid will be taken from the vital organs to digest food,
increasing further dehydration
o Alcohol, this also takes fluid from vital organs to break it down
5.1.3.4 Food
An important requirement is to provide the body with as much fuel as possible prior to a flight
in order that the body will have sufficient energy available for that flight or, should it be
shortened prematurely, enough energy to meet the survival situation.
The human body can survive about 1 month without food if water is available, so after a crash
landing you don't need food immediately.
Food can be divided into two main categories:
- Protein, which the body breaks down into usable chemicals for the building of bone,
flesh and tissue, however, this process requires combination with water. So try to avoid
protein and fat food like meat or fish because they utilize a large amount of water in the
digestive process
- Carbohydrate, which only provide energy. These are assimilated by the body very
quickly and use very little water during assimilation. Foods like pasta or bread are more
easily digested and utilize smaller amounts of water. 800-1000 calories per day should
be sufficient. From this it is apparent that if we have no water or water is scarce, we
should limit our food to carbohydrates, as digestion of carbohydrates requires less water
than digestion of proteins
5.1.3.5 Conclusion
These priorities apply to all forms of survival: at sea, on land, in the desert and in the polar
region. There are other important factors to be considered such as:
- The will to survive
- Knowledge
The will to survive varies with each individual and is increased by a sound knowledge of
equipment and procedures.
5.2 Water survival guidelines
5.2.1 General
In addition to general principles the following items apply to survival at sea:
- The main problem of staying alive in water over a long period is the drop of body temperature
- Keep the body temperature as high as possible, avoid lots of movement. Swim on your back
with small movements only
- avoid a lot of movement of the legs
5.2.2 Survival when no slide rafts are available

Hypothermia is a major problem when no slide rafts are available.
This process can be slowed by if you are alone:
- Do not swim long distances
- Use the foetus-like position by raising knees to the chest, making yourself as small as
possible to concentrate body heat and do move
Section 5 278
- Try to stop bleeding from wounds – a wound cannot close in the water and the injured
person will loose a lot of blood and warmth
If in groups:
- Hold close together
- Form a tight circle, minimize movement
- Wrap arms around each others waist and make as much body contact as possible
- Put infants, children and injured persons in the centre of the huddle
- Hold on the slide/floating device if any, put infants, children and injured persons on the
top of the device
The huddle blocks cold water, enables sharing of body heat, boosts morale and makes it easier
for rescuers to locate survivors.
5.2.3 Rescue following ditching (by helicopter)

- Never take a life vest off during rescue
- Passengers and Cabin Crew will have to be patient during the rescue operation and
understand that the procedure takes time, depending on the type of rescue craft
- The Crew Member may have to decide who should be rescued first, such as injured persons,
or women with children. The Cabin Crew will need to manage the passengers calmly, and
maintain order until the last person has been rescued
- The Cabin Crew and passengers must follow the instructions
of the rescue personnel.
- Helicopter rescue requires particular attention and it is
imperative that the instructions given by the rescue crew are
obeyed
Using a net
- When a rescue net is utilized, survivors should swim into the
net that has been lowered from the helicopter into the water
- They will be winched up to safety. In a case of wounded,
unconscious or hypothermic survivors, the net must be towed
under the person
Using a rescue harness

- The harness should only be used by persons
who do not suffer from hypothermia.
- Before grabbing the harness, let the loop
make contact with water to release possible
static electricity (the loop has a static line)
- Crawl into the harness so that your neck is
resting in the loop while looking up. Raise
arms and place through the loop of the
harness
- Pull the loop over your back so that it rests under your armpits
- Close the loop by pulling the clip towards you
- Do not raise your arms, you may fall out of the harness
- Wait for instructions from the winch man
Section 5 279
- On reaching the door sill of the helicopter wait for assistance from the crew on board,
- A rescue swimmer may not always drop from the helicopter to aid with rescue. The cabin
crew may have to help with instruction.
5.3 Winter survival guidelines
5.3.1 General
The principal of winter survival must be applied to any region where low temperatures, high
winds and a covering of snow prevail at various times. The terrain can range from the bare ice
cap to coniferous forests with some form of tundra between.
Cold regions present serious problems to survivors, the greatest of which is death from
exposure. To conserve heat, it is essential to have a large number of people in a bind space.
Once this is done, then survival is possible.
To survive we apply the four basic principles of survival:
1. PROTECTION – 2. LOCATION – 3. WATER – 4.FOOD
5.3.1.1 Protection
It is essential to leave the aircraft as quickly as possible, find some shelter from the wind and
give first aid to the injured. When risk of fire has gone, it is desirable to return to the vicinity of
the aircraft and construct more permanent shelter.
Caves, tree holes, the slides or a shallow trench in the snow can provide temporary shelter, but
more efficient shelters, such as snow caves or community trenches should be constructed. The
quality of the snow and ice will determine the type of shelter you can construct. If there is no
snow or ice, an open shelter consisting of blankets, carpets etc. supported by a wooden frame
should be constructed.
5.3.1.2 Location
Fire is one of the basic needs for survival, so one must be lit as soon as possible. The other two
fires should be set so that the three fires, when alight, form a triangle which is an International
Distress Signal. In the daytime the smoke should be of a contrasting colour to the terrain and
oil or rubber should be burned to produce black smoke or wood to provide white smoke.
The aircraft is a valuable aid for location and should be accentuated by disturbing articles around
the survival site as much as possible. If it snows the aircraft and other items scattered around
should be brushed clean, otherwise they will merge into the background.
5.3.1.3 Water
Where there is snow and ice, the amount of drinking water available is limited only by the ability
to melt it. Snow and ice should never be eaten directly as this reduces body temperatures and
makes your lips, gums and tongue sore. Where possible melted ice should be used, rather than
snow as it produces more water and takes less time.
If snow or ice is not available, then boiling should purify any other water obtained.
5.3.1.4 Food
Since there is no shortage of water, whatever food available, or obtained, should be used. Apart
from items recovered from the aircraft, we can supplement our food with fish, seals, birds,
rabbits, and berries etc. (most of which are edible).
Section 5 280
When experimenting with new food forms, it is advisable to take a small quantity at first and
see if there are any adverse body reactions, such as pain or cramps, before preparing a general
meal for everyone.
5.3.2 Hazards
Exposure is the continual drainage of body heat. Treatment consists of returning the body
temperature to normal and this can be achieved by various methods:
Use of heating units (such as hot water bottles) placed strategically over the body. The following
areas in order of priority:
- The pit of the stomach
- The small of the back
- Under the arm pits
- The back of the neck
- The wrist
- Between the thighs down to the ankles
- The feet
Undress the patient completely and placing her between two naked individuals in a sleeping
bag.
Hot drinks if the survivor is able to drink. (NOT ALCOHOL)
The patient is not cured as soon as his/her body temperature returns to normal. The building
up of the body heat reserves by eating and rest is essential.
Frostbite is when living tissues freezes by carelessness or neglect. The treatment in the initial
stages is by WARMING AT BODY TEMPERATURE, which results in the thawing of the tissues and
resumption of circulation. In later stages of frostbite, the tissue is permanently damaged when
thawing takes place. The return of the circulation is always painful.
Snow Blindness is a temporary form of blindness caused by the reflection of light from the snow.
It can be intensely painful and the only practical treatment is to test the eyes in complete
darkness.
5.3.3 Immediate Actions for Winter Survival

- Improvise and make windbreak to avoid the wind chill effect
- Treat the injured with first aid
- When the risk of fire has abated, return to the vicinity of the aircraft and make an
improved shelter
- Collect clothes from baggage and use for warmth
- Have all location aids ready for instant use
- Use inflated life vests to sit/lie on
Allocate duties to everyone, including:

- making the site more noticeable and habitable
- lighting of fires and the collection of fuel
- hunting for food
- collecting berries
- look out if rescue team is not approaching
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5.4 Desert survival guidelines
5.4.1 General
The desert is the most difficult of all environments, but many people have crashed and survived
on it. The temptation to rush around and do everything at one after the crash is great. Resist
this temptation. Take it easy, get into the shade and wait until sundown. Then work slowly and
deliberately with your allocated tasks.
Deserts are large, dry, barren tracks of land where the temperature is hot in the day time and
cool at night. The surface of the desert can be sand, gravel, rocky, shrub-covered, and
mountainous, have a river or river bed, have plant life and even have pools or oasis. However,
all deserts have two things in common – they are hot and water is scarce.
The rule for desert survival is “Do not ration your water severely, but ration your sweat!”
To survive, we apply the four basic principles of survival:
1. PROTECTION – 2. LOCATION – 3. WATER – 4. FOOD
5.4.1.1 Protection
It is essential to leave the aircraft as quick as possible, find or improvise some shade and give
first aid to the injured. When the risk of fire has abated, it is desirable to return to the vicinity
of the aircraft and erect a more durable and efficient shelter.
The slides, shade from cliffs, shrubs or a shallow trench in the sand can provide temporary
shelter but more efficient shelter can be constructed utilising the aircraft and its equipment.
5.4.1.2 Location
Rapid location is of prime importance. The aircraft itself is a valuable aid to location and should
be accentuated by disturbing the survival area as much as possible. This can be done by
scattering suitcases, clothing etc., so that anyone sighting the location is left in no doubt that
disaster has occurred.
The possibility of utilising the aircraft radio should not be overlooked, but this may require the
APU running.
At night we need a fire for warmth and since one of the international distress signals consists
of three fires forming a triangle, we should have one fire alight and two ready to light. In the
daytime, smoke would be more noticeable. We could burn oil or rubber obtained from the
aircraft to attract attention.
5.4.1.3 Water
The only water supplies available to use are:
- The aircraft water supplies
- Soft drinks from the aircraft
Additional water may be obtained from:
- Rain
- The outside bend of a dried-up river bed
- Condensation of moisture in the air overnight
- The foot of a cliff
It is also possible that you may discover wells that have been dug previously by nomadic
tribesmen or caravans. When looking for wells it should be remembered that:
- Roads usually lead to water
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- Campfire ashes, animals’ droppings and generally disturbed surface will tell you that
others have camped there and that a well is not very far off
- A flat stone or wooden board to prevent them being filled in again by the sand often
covers the wells. Drifting sand can hide this covering
5.4.1.4 Food
In addition to the food from the aircraft, there is animal life in the desert in the form of snakes,
lizards, desert rats, tortoises, and locusts etc. all of which are edible. It must be remembered
that food intake is limited by the amount of water available.
5.4.2 Hazards
The risk of heat stroke is reduced if the survivors stay in the shade and keep respiration to a
minimum. If water supplies are adequate, then small quantities of salt should be taken.
Sunburn and sore eyes are very real dangers and are easier to prevent then cure. The skin
should be fully covered and sunglasses worn if available.
All desert snakes must be regarded as extremely poisonous!
Other insect and animal lives in the desert such as scorpions, spiders, beetles etc., are more of
a nuisance, although the bite of some of these creatures can be fatal to small children.
5.4.3 Immediate Actions for Desert Survival

- Improvise some form of shade and treat the injured with the first aid
- When the risk of fire has abated, return to the vicinity of the aircraft
- Make improved shelter
- Do nothing else until after sunset
- Set fires and light one
- Look for water
5.5 Jungle/tropical survival guidelines
5.5.1 General
There is no standard form of jungle. The terrain from large trees up to 60 meters in height,
growing closely together with relatively little undergrowth (this is primary jungle), to trees
varying in height with dense undergrowth and creepers (this is known as secondary jungle).
In both types of jungle, there are clearings, shrubs and rivers of varying sizes. There is a
multitude of animal and insect life but most of the animals are so timid that although you may
hear them, it may be several days before you see them. The insects can vary from those that
are just a nuisance to those, which are health hazards.
Most jungles are inhabited a part from very few exceptions, the local inhabitants are friendly.
Their villages are usually near the major rivers, which function as the roads of the jungle.
In the event of a forced landing in the trees, there will be a large loss of life and multiple injuries.
Statistics indicate approximately 98% of passengers and Crew will be killed or injured.
Therefore, the Captain will try to crash either in a clearing or on a river or lake.
The jungle is the easiest place to survive in, since there is an abundant supply of food and
water. The biggest hazards are panic and the risk of illness caused by insects and plant life.
To survive we must apply, again the four basic principles:
Section 5 283
1. PROTECTION – 2. LOCATION – 3. WATER – 4. FOOD
5.5.1.1 Protection
It is essential to leave the aircraft as quickly as possible and since there is little real hospitality
in the environment apart from the torrential rain, a roof over your head where you can give first
aid to the injured is all that is required initially. When the risk of fire has abated, return to the
aircraft and make a more desirable and efficient shelter.
The slides, if available, can provide shelter and since most jungle trees and plants have large,
broad leaves, these can be supported by branches etc., to give overhead shelter.
5.5.1.2 Location
This presents a real problem in the jungle since the canopy of trees overhead will probably
obscure all visual signals. To overcome this it may be possible to:
- Scatter life-vests and clothing in any clear space to provide contrasting colour.
- Move to site such as a river, lake where your location aids will be more
efficient. This is only practical if you know where you are and where you are
going. Travel through the jungle can be slow (as little as two or three miles
per day – depending on the type of jungle). If you decided to travel, then it
is better to start as soon as possible when you are at your fittest. It is also
important when travelling to blaze a trail to ensure you are going in the right
direction and to set markers to have a back track.
- As a general recommendation, stay in the vicinity of the aircraft.
5.5.1.3 Water
There is no shortage of water in the jungle with the rain and small streams in abundance. Many
plants and vines contain water in their stems. Any water obtained from pools, streams, rivers
must be purified by boiling if possible.
5.5.1.4 Food
There is no shortage of food in the jungle, but do not rely only on animals, as they are difficult
to find and catch. However, there are other more unconventional sources such as rats, lizards,
snakes, fish, grubs and plants.
As in all forms of survival, experiment with new food but when dealing with plants apply the
following rules:
- Avoid brightly collared plants
- Do not eat anything with a milky sap
- Avoid all jungle fungus
5.5.2 Hazards
The hazards of jungle survival can be summarised as follows:
- Panic
- Poisoning from eating or contact with plants;
- Danger from all forms of animal and insects life;
- Sickness – fever.
Poisoning from eating plants is unlikely if the general rules are applied, but many plants are like
the nettle and can cause symptoms ranging from skin irritation to fever.
There are two broad varieties of snakes:
Section 5 284
- Those that live in trees drop on their prey and then crush them to death. This takes
time and if the survivors travel in pairs, then even a big snake can be killed or deterred
by hitting its head or eyes with a sharp instrument.
- Those that slither along the ground. Most of these are poisonous.
Insect life varies from flies, which contaminate food and malaria carrying mosquitoes, to
repellent life in the form of leeches and ticks. Never pull leeches or ticks off the body, otherwise
part of them will remain in the bite and probable fester. They must be persuaded to let go their
hold by the application of tobacco juice, heat, salt or wood ash on them, in which case they will
drop off. It is unusual to feel a leech or tick on the body, so it is advantageous to adopt a “buddy
– buddy” system, whereby survivors examine each other for these parasites.
Insects may be considered the biggest danger in tropical forests. If you have no insects repellent
you can cover the exposed skin with mud as a protection against insect bites.
Eating poisonous food, contact with poisonous animals, snakes or insects or drinking non-
purified water can cause sickness and high fever. All must be treated; otherwise the infection
will weaken the survivor.
5.5.3 Immediate Action for Jungle Survival

- Treat the injured with first aid, remembering there may be multiple injuries
- When the risk of fire has abated, return to the vicinity of the aircraft
- Make a “plan of action” – this will be influenced by:
o Number and physical state of survivors
o If a distress signal was sent and acknowledged
o Knowledge of present position and relative position of nearest river etc.
o If the decision is to travel, then do so as quickly as possible, blazing a trail
o Allocate everyone a task, which will include a “buddy-buddy”
5.6 Search and Rescue (SAR)

SAR services main objectives are to locate sustain and rescue in the shortest possible time.
Saving of human lives is of prime importance and has priority over any other mission.
Throughout the world SAR is mostly done by military services like air force, coastguard, navy
and army.
When ATC (Air Traffic Control) has reason to believe that an aircraft is in a state of emergency,
it will alert the responsible RCC (Rescue Coordination Centre).
This is done very rapidly after an airplane is missing.
The RCC will then direct SAR operations until all survivors have been found and rescued, or until
all hope of survival has passed, in which case the search is continued for the wreckage.
SAR will be normally done by helicopter; helicopters have good capabilities to land near rescue
sites or can hover over survivors and use winches or stretchers to pick them up. Send the
neediest first into the helicopter.
Section 6 285
SECURITY DATE: 31 MARCH 2016
6 SECURITY
6.1 Security – General

Security measures are necessary in order to prevent the access of unauthorized persons to
the aircraft, and eliminate possibilities of placing on board items which may be utilised to
commit acts of unlawful interference, or other criminal acts (i.e. theft, smuggling or narcotics
etc.).
- Sabotage
- Bomb – threat
- Hijacking
These are considered to be an infringement of law committed on board.
In Wizz Air’s type of operation the most likely form of unlawful interference will be sabotage
of the following natures:
- Technical sabotage to the aircraft
- An unaccompanied explosive device or improvised explosive device hidden on board
- Anonymous telephone calls or messages about a bomb or sabotage to the aircraft
- Armed hijacker
In case of unlawful interference the state of registration exercises jurisdiction over offences
committed on board (Tokyo Convention). Another state may not interfere with this
prerogative except:
- When the offence affects its territory
- When the offence threatens its security
- When the offence has been committed by or against one of its nationals or permanent
citizens
- When the offence concerns a breach of the state’s regulations relating to the
execution of the flight
- When necessary in order to ensure compliance with multilateral international
agreements
The responsibility of the aircraft’s disposition rests with the Commander. It is Wizz Air’s policy
that in case of an unlawful interference this responsibility may be curtailed once the aircraft
is on the ground. However, whenever possible the Commander will be instrumental in deciding
the line of action to be taken to ensure the safety of passengers, Crew and property.
Despite airport safety and security procedures for concealed weapons and other dangerous
devices it is still possible that a Crew will be confronted with unlawful interference.
When Wizz Air is involved in an act of unlawful interference, the following basic rules apply:
- Do not respond to questions raised by news reporters
- Do not discuss the act with people not belonging to the official investigation team or
the Wizz Air investigation team
- Never express an opinion
- Never admit liability
NOTE: For details refer to OM part A Section10.
Section 6 286
6.1.1 Threat levels

Wizz Air recognises the following levels of threat, regarding in-flight Safety and Security.
LEVEL 1 DISRUPTIVE BEHAVIOUR-SUSPICIOUS OF THREATENING

The following behaviour is considered to belong to Level 1 threats:
- Disorderly behaviour due to alcohol, drugs etc
- Abusive language used by passenger
- Acts or body language confirming any suspicious or threatening behaviour
LEVEL 2 PHYSICALLY ABUSIVE BEHAVIOUR

This type of behaviour involves:
- Physical abuse from the assailant e.g. grabbing, pushing, slapping. Kicking another
passenger or Crew
- Deliberate damage to property e.g. breaking of seats, destroying panels etc.
This type of threat can easily move to threat Level 3 and shall be considered with great care.
LEVEL 3 LIFE-THREATENING BEHAVIOUR-WEAPONS

This type of threat is a life threatening one, and its seriousness is determined by the presence
of a weapon. If possible, cabin crew shall make all safe possible effort to see any weapon that
has been referred to but not yet revealed. Examples of weapons include guns, explosives,
knives, chemicals, gases, flammable liquids, wires or cords (normally used for choking), stun-
guns etc.
LEVEL 4 ATTEMPT OR ACTUAL BREACH OF FLIGHT DECK

This is the most serious threat and the problem has been counteracted through the flight deck
lockdown policy. However, hijackers could use physical force and violence in the cabin in order
to gain access to the flight deck. Any threat to enter the flight deck is very serious and shall
be considered as a method of gaining control of the aircraft.
6.1.1.1 Cabin Crew actions
Level 1: Some events are unlikely to result in a successful prosecution; therefore it is not
usually worthwhile calling the police for Level 1 disruptive events.
Level 2-3-4: For Level 2, 3 or 4 disruptive events the police should always be called. They
should also be called when an ordinary criminal offence such as theft has been committed.
Actions to be taken by Cabin Crew at a level 2 disruptive event:

- Inform the Commander immediately.
- Escape or evacuate the aircraft if necessary.
If evacuation is not possible, use all means available to counteract the threat.
During flight
If the decision is made to call the Police, the passenger should be told that the police will
meet the aircraft and if possible ask the passenger to provide their name and address and
inform them that they receive formal notification from Wizz Air. Where practicable the police
should be informed of the following before landing:
- The nature of the incident, where and when it occurred and if it is still ongoing
- How many passengers are involved and their gender
- If weapons were or are being used, or threatened
- If there are any injuries and if an ambulance is required
Section 6 287
After landing
- Make a PA requesting passengers to remain seated
- SCA and the best witness(es) to brief the police
- Identify disruptive passenger to the police
- Request that other witnesses do not leave the aircraft
Sit-ins and refusal to leave the aircraft

- Crew must remain on board to ensure the safety of the aircraft and passengers
- Captain is to liaise with the police and handling agent to establish best method of dealing
with situation
- Wizz Air OCC must be informed
- Crew Members must not remove passengers by force. Passenger removals should be
effected by the police or, and only where the police do not attend, ground staff
Gathering information from the police

The following information should be collected from the police and recorded so that the incident
can be followed up:
- Collar number/ID number of Police officer(s) in attendance and or the investigating
officer(s)
- Crime number or incident number
- Name and contact details of Police authority
- Collected data is to be included in the post-flight reports
Witness statements
Crew Members are to co-operate fully with the police and give statements as requested. Under
no circumstances should Crew Members give the police their home address, telephone or
personal mobile number but instead should quote the Wizz Air Head Office address:
Wizz Air Hungary Ltd.
Kőér street 2/A, Building B, Floors II-V.
H-1103 Budapest, Hungary
Reporting
For the reporting procedure refer to CAM section 0.5.4
6.1.2 Preventive measures

- A/C doors shall not be left open after the A/C has left the parking position
- Do not leave Crew luggage unattended
- After disembarkation, check the cabin
- Check also lavatories, galleys
- Be aware of untypical objects
- Keep passengers under supervision
6.1.3 Observing irregularities

- Any irregularity or threat received by any Wizz Air staff member orally, in writing, or in
person shall be reported to the Head of Flight Operations immediately.
- Police and airport security must also be informed.
- If action is deemed necessary it will be influenced by the nature of the threat and by the
way the threat has come to light. Where and when possible the Commander and local
authorities should be involved in assessing the line of action to neutralize the threat to
Wizz Air’s passengers, personnel and property.
Section 6 288
6.1.4 Pre-flight check

Is to be done before embarkation of passengers.
Check should include:
- Toilets
- Hatracks
- Seat pockets
- Galley areas
- All Stowage, compartment and wardrobe areas
- Floor
- Any hidden areas
- Area behind safety equipment
- Crew equipment bins and compartments
- Other compartments in passenger cabin and flight deck
NOTE: Should any abnormalities emerge – inform the Cockpit Crew immediately.
6.2 Bomb threat
6.2.1 General
Bomb incidents usually take one of the following forms:
- An unaccompanied explosive device or improvised explosive device hidden on board,
- Anonymous telephone calls or messages about a bomb on board the aircraft.
However, there are other threats that may occur onboard the aircraft:
- Passenger made bomb threat
- An anonymous written message found onboard the aircraft, such as a message on the
mirror in the lavatory, on an airsickness bag, or on a piece of paper left visible to
passengers or crew
In the event of a threat made in-flight, notify the Flight Crew immediately.
The Captain will decide the course of action to take. The cabin crew should wait for further
instructions.
Two main types of bombs can be distinguished:
- Open bomb: this type is easily recognizable as such, e.g., hand grenades, bars of
dynamite, pipe bombs, etc.
- Concealed bomb: the bomb may be hidden in any kind of object, e.g. a book, a box
wrapped in fancy paper, a hair spray tin.
Section 6 289
Basic elements of a bomb

- Power source:
- Electrical: this type is commonly used for homemade bombs. In most cases one or more
batteries and a number of wires are visible. The timing of the bomb is often arranged with
a clock. Bombs are sometimes found or identified (concealed bomb) by the ticking sound
of the timing device.
- Mechanical: a spring-loaded device is used to activate the initiator. Often a pull-cord is
used to free the spring and activate the bomb. Mechanical systems may be used to
construct a booby trap, i.e.: ‘anti-lift device’ is built in, causing the bomb to explode as
soon as it is picked up.
- Chemical: a chemical liquid eats through a separator and then contacts another chemical
substance. This system is often used to create a time delay in the explosion. It is, however
not very popular with amateur bomb makers, because it is difficult to control.
- Barometric switch: a device reacting to changes in pressure.
Initiator: to initiate detonation of the explosives, mostly a blasting cap is used, but in some
cases even a simple flashlight bulb may do the job.
- Explosives:
- Dynamite stick: it is the most commonly used explosive. Often two or more sticks are
taped together,
- Plastics: this is an explosive that can be moulded in any suitable form.
- Nitro-glycerine: a rarely used explosive with an oily substance mostly carried in a glass
container that can be detonated without the use of a power source or initiator. It can
withstand normal careful handling, but explodes after a heavier shock.
6.2.2 Bomb threat on ground

If a bomb alarm occurs before take-off or after landing or a bomb is actually found, the
following actions shall be taken by Crew Members:
- Inform the airport authorities and the duty station manager
- Request a suitable parking position to disembark passengers and Crew; consider the
use of emergency exits
- Leave it to the proper Authorities to search for and remove the bomb; the „General
checklist for aircraft security search“ available in “on OnBoardDB\Security” folder in the
tablet PC shall be handed over to the authorities for use as guidance, additionally the
‘Cabin Security Check’ (the Cabin Security Check can be found in the Cabin Emergency
Checklist under each Cabin Attendant jumpseat) must be handed over to the Authorities
by the Cabin Crew
- Have all baggage, cargo and mail off-loaded (not by Crew)
- Crew Members or passengers are not allowed to enter the aircraft until the search for
or the removal of the bomb is completed
- Baggage shall be identified by passengers for reloading
- Consider leaving suspect cargo behind
NOTE: Although the “Cabin Security Check”/ “Bomb on board search checklist” is designed
for use by people not fully familiar with the aircraft layout, questions may arise during the
bomb search that can only be answered by the Flight Crew or the maintenance engineer.
Section 6 290
6.2.3 Bomb threat in flight

General
When information is received that a bomb could have been placed on board the aircraft, Flight
Crew should proceed as follows:
- Inform the appropriate ground station giving all available information on type of bomb
and accompanying circumstances
- Do not immediately inform passengers unless necessary under the circumstances; if it
is necessary, do so in a controlled voice and give information on what actions are
planned
- Order passengers to remain seated and fasten their seat belts; if possible have
passengers seated away from the location of the bomb at least 4 rows
- Prepare passengers for emergency landing
- Adjust altitude to equalize pressure inside and outside the aircraft in order to minimize
possible explosion damage, maintain the existing cabin pressure as long as possible
- Decrease speed, extend landing gear and depressurize
- A landing shall be made at the nearest suitable airport
- The aircraft shall be searched during flight using the “Cabin Security Check”/ Bomb on
board search checklist as a guideline
- Extra Flight Crew or Cabin Crew shall search the cockpit. Other Flight Crew Members shall
remain at their stations
- Since the “Cabin Security Check”/ Bomb on board search checklist applies to an empty
aircraft only, the Crew shall also check the cabin. Do not overlook places such as first aid
kits, crew luggage, etc. Listen for unusual ticking sounds. If nothing is found check
passengers hand luggage. Ask all passengers to place their hand luggage on their lap and
check for suspicious objects. Be alarm for objects not claimed by a passenger.
CAUTION: If a suspect object is found it should not be touched until an assessment has been
made.
Guidelines for handling a bomb on board in flight

It should be realized that the following is based on good judgment and available information.
However, there is no safe way of handling an ‘explosive device’. All information given must
therefore be considered to be advisory only.
HOW WOULD CABIN CREW MEMBERS DETERMINE A SUSPECT ITEM ON BOARD

The 3 following questions may help to determine a suspect object:
- Is the item characteristic “normal” to the location?
- Has the item been hidden?
- Does the object look obviously suspicious?
THE CABIN CREW SHOULD REPORT ANY DOUBTS REGARDING ANY UNUSUAL ITEM
The Crew Member that finds the item should:
- Notify the Flight Crew immediately
- Notify all other Crew Members
DO NOT
- Leave the suspect object unattended, ask another Crew Member to stay and guard over
the area, to prevent any inadvertent movement or handling
Section 6 291
- Touch or disturb the object

- Move until the Captain has made the decision to move the item to the Least Risk Bomb
Location (LRBL)
- Cut or disconnect, any wires or strings
- Use electronic devices in the vicinity of the suspect object
PROVIDE THE FLIGHT CREW AS MUCH INFORMATION AS POSSIBLE:

- Exact location
- Description of the object – give as much detail as possible
- Size
- Colour
- Any particular odour
The Cabin Crew should wait for further instructions from the Flight Crew. The Captain will
decide whether to implement the “Bomb on Board search” procedure.
LRBL
Least Risk Bomb Location for the aircraft structure and system is at canter of the RH aft cabin
door.
Section 6 292
BOMB ON BOARD CABIN CREW PROCEDURE

Section 6 293
Removal
If the device is located in „high risk zones“
– cockpit, avionics bay, wing, engine, fuel
tank – areas – the device shall be
removed to potentially „low risk zones“
according to the Commander instructions
(preferable to LRBL area).
6.3 Hijack
General
Hijack is the unlawful act of seizure or exercise of control of the aeroplane, between the times
the doors of the aeroplane are closed until the doors are opened again.
Any person who - on board an aeroplane in flight - unlawfully, by force or threat thereof, or
by any other form of intimidation seizes or exercises control of that aeroplane or attempts to
perform any such act, or is an accomplice of a person who performs or attempts to perform
such act, commits a crime.
There are generally four types of hijackers:
- Criminals: They use hijacking to extort money, the release of prisoners, to escape justice
and to avoid being extradited. In almost all circumstances they are well armed and very
determined.
- Mentally unbalanced: They are usually manic-depressive who wish to seek publicity.
They are extremely dangerous and have to be handed with great care.
- Refugees: They are usually escaping from repressive regimes; they invariably value their
own lives and respect the lives of others.
- Terrorists: They are generally well organized, armed and trained. They usually have an
aim of political significance, which, depending on the degree of fanaticism of the group
involved, they will aggressively pursue until their aim is realized or the incident is
terminated.
Additional information for hijacking situation

The attitude by the Crew towards hijackers and any relationship set up between the two
parties may be vital in helping you resolve the situation and in bringing the incident to a
successful termination. It cannot be emphasized enough how important personal contact is,
especially in the case of a single hijacker. Only one member of the Crew should have any
dealings with him. Any relationship established could be invaluable in achieving the primary
objective: the safe release of the passengers, the Crew and the aircraft.
At first, the hijacker(s) should be discouraged from dealing with the Commander and under
no circumstances should they be allowed into the cockpit.
If a hijack takes place, interest should be shown in the hijacker’s problems and he should be
encouraged to talk. Sympathize with him by all means; however, there are several things
that should be avoided whenever possible. These can be summarized in the following way:
Section 6 294
Do NOT
- Do not antagonize or argue with the hijackers, especially not on political matters
- Do not ‘talk down’ to them or appear to be superior
- Do not try to disarm the hijacker(s), even the accidental discharge of a firearm in the
cabin can be extremely dangerous for all on board
- Do not make them feel concerned and always ensure that only one member of the
Crew approaches them at any one time
- Do not become mentally aligned with the hijacker(s)
- If the hijacker is mentally disturbed, do not refer to insanity or mental disorders
- Offer any technical advice
- Do not make any move unless the hijacker(s) understand the reasons
- If a bomb is in the hands of the hijacker, try to get information about the
device being carried.
There are occasions when complete honesty with the hijacker(s) is the best policy. For
example when operational problems exist such as fuel shortages or when airports are closed
to the hijacked aircraft. Explaining such problems fully is more likely to assist in getting their
co-operation. Consideration should also be given to the rest of the Crew explaining operational
procedures so that the suspicion of the hijacker(s) does not fall on them.
Do not suggest any course of action to the hijacker(s) because if something goes wrong they
may hold you responsible.
Whilst in flight, negotiations with the hijacker(s) should be confined to the safe conduct of the
aircraft to the required destination. It is likely that this will be made difficult by the hijacker(s),
withholding information on their plans as they will probably only reveal their plans bit by bit
during the journey.
It may happen that the hijacker(s) demands are operationally impossible or too dangerous.
In such cases try to talk the hijacker(s) out of their intention by explaining the hazards.
How to inform the flight deck

There is no special sentence or phraseology to be used by SCA / C/A to inform the flight deck
Crew when being forced to enter the cockpit.
The non-application by Cabin Crew of the standard body cover procedure can be an indication
to flight deck Crew that SCA / C/A are being forced to enter the cockpit. (lack of body cover
procedure will mean hijacking to the Pilots).
NOTE: The statement of cooperation in different languages is to be found at the end of this
manual (if the situation requires the use of this statement, the relevant pages must be
removed from the manual and presented to the hijacker).
Section 6 295
6.4 Unruly/offensive passenger

The final decision to accept or deny a passenger who seems to be under the influence of
alcohol or drugs and/or display aggressive behaviour must be made by the Commander. In
case the situation requires the local security forces (airport security, police, boarding guards
etc.) shall provide with help to withdraw the passenger from the aircraft. The Commander
has the right to refuse the carriage or further carriage of a passenger and/or his/her baggage,
provided that:
- The Commander reasonably believes that the refusal of the carriage is necessary for
security reasons (i.e. passenger is intoxicated)
- The Commander reasonably believes that the carriage may endanger the life, health,
physical integrity and comfort of the passenger and of those on board
- The Commander reasonably believes that passenger’s age, mental or physical state
may endanger the passenger and those on board or the valuables thereof
- The passenger, passenger’s behaviour or clothes frighten, disgust or scandalize those
on board
- The passenger does not hold valid travel documents (including the destruction of such
documents in the course of carriage)
- The passenger refuses to hand over travel documents to the Crew or to the Authorities
when demanded
- The passenger cannot prove that she is the person named in the reservation
- The passenger failed to inform Wizz Air about her special needs or about her intention
to carry a special baggage or items of conditional carriage
- The passenger needs such special support as we are unable to provide or would incur
disproportionately high expenditure
- “The Commander reasonably believes” can be interpreted as “The Commander received
sensible information from SCA/CA and/or ground staff”
Once the decision is made that the passenger is to be offloaded from the aircraft, Cabin Crew
must make sure that all cabin luggage and any other items belonging to the offloaded
passenger is removed from the aircraft by performing the baggage check inside the aircraft,
unless the passenger has been stopped by the aircraft door (refer to CAM section 1.6.13).
Disruptive behaviour on board

Disruptive behaviour on board might take place:
- During pre-flight phase: preparing for take –off
- During take-off
- In-flight
- Preparing for landing
- Landing
- Taxing
Dangerous behaviours: not responding to the orders of the crew, attempt to rush into the
cockpit, attempt to open the doors or emergency exits, smoking in the lavatory, destroying
the aircraft equipment, usage of the forbidden electronic devices, fight (or attempt to do it)
with other passengers or Crew Members, intoxication etc., uncontrolled alcohol drinking.
The possible examples of symptoms of intoxication are: talking loudly, quickly or with slurred
speech, sweating, sleepy, being red on the face, vomiting, being uncoordinated,
argumentative.
Section 6 296
Types of unruly behavior

- Smoking
- Intoxicated
- not following crew instructions
- verbal abuse
- physical abuse
- damage to A/C
- sexual harassment and other
6.4.1 Unruly passenger procedures
6.4.1.1 Smoking
Actions by Crew:
1. Inform passenger about WZZ policy on smoking onboard the A/C - use conflict
management skills not to escalate the situation
2. Report to Commander of the flight
3. Fill out relevant documentation FDIR/FW
4. Involve police at relevant airport if passenger is not cooperative
5. Report to Company /CRF/ note: indicate passenger personal information whenever
available
6.4.1.2 Intoxicated
Actions by Crew:
1. Passengers with obvious signs of intoxication should not be allowed on board during
boarding (use CBAD rule)
2. Inform passenger about WZZ policy - use conflict management skills not to escalate the
situation
available
6.4.1.3 Not following Crew instructions

Actions by Crew:
1. Inform passenger about WZZ policy - use conflict management skills not to escalate the
situation
available
Section 6 297
6.4.1.4 Verbal abuse

Actions by Crew:
1. Use conflict management skills not to escalate the situation
3. Seek for witnesses
5. Involve police at relevant airport if necessary
available
6.4.1.5 Phisical abuse

Physical abuse to Crew:
Actions by Crew:
1. Use conflict management skills
3. Seek for other passengers help if necessary
6. Involve police at relevant airport
7. Make official claim at the spot – process could take up to 1 hour, Commander of the flight
shall contact OCC to check if it won’t cause any problems in operations
available
Physical to passenger by other passenger:
Actions by Crew:
available
6.4.1.6 Damage caused to A/C by passenger

Actions by Crew:
available
Section 6 298
6.4.1.7 Sexual harassment

Actions by Crew:
available
Rights of the Commander

The Commander may, when he has reasonable grounds to believe that a person has
committed, or is about to commit, on board the aircraft, an offence against penal law or acts
which, whether or not they are offences, may or do jeopardize the safety of the aircraft or of
persons or property therein or which jeopardize good order and discipline on board, impose
upon such person reasonable measures including restraint which are necessary:
- To protect the safety of the aircraft, or of persons or property therein; or
- To maintain good order and discipline on board; or
- To enable him to deliver such person to competent authorities or to
disembark him.
The Commander may require or authorize the assistance of other Crew Members and may
request or authorize, but not require, the assistance of passengers to restrain any person
whom he is entitled to restrain.
Rights of personnel and passengers

Make any arrangements without authorization of the Commander if they reasonable believe
that the protection or flight safety requires prompt action.
First level: the Crew may use “verbal warning” as a first level of handling the unruly
passenger, informing passenger about possible consequences
Second level is written warning. This form is called Flight Disturbance Incident Report (FDIR)
and Final Warning (FW). The person filling in the form (SCA) must mark if passenger obeyed
the Crew’s requests/commands/instructions. It is crucial to find witness whenever possible.
When dealing with unruly passenger:

- Do not directly accuse the person of being drunk
- Show your authority but be polite to her
- Do not be afraid of the unruly passenger
- Never lose your temper and control
- Cooperate with other Crew Member, ask for help to ensure that safety and order are
preserved
- Notify the Cockpit Crew
- Minimize the implications of the unruly behaviour
Section 6 299
- Inform the passenger that the Commander will be noted about the situation
- Inform the passenger about the possibility of authority involvement e.g. police,
airport force (and possible diversion)
- All above quoted means of handling unruly passenger having informative character
and should be treated as guidance.
6.5 Protection of an aircraft

Regardless where an aircraft is parked at an airport, it shall be protected against unauthorized
access by Flight and Cabin Crew, Maintenance Staff and also the Ground Staff Members, who
are trained to implement security measures:
- To ensure that persons seeking to gain unauthorised access are challenged promptly;
or
- To have an aircraft’s external door closed
Where the aircraft is parked in a critical part of an airport, external aircraft doors that are not
accessible from the ground shall be considered closed if:
- access aids have been removed and placed sufficiently far from the aircraft as to
reasonably prevent access; or
- having electronic means which will immediately detect unauthorised access
6.5.1 Opening an aircraft door

When opening the door of aircraft the authorized personnel (Crew, Ground Handling,
Maintenance) shall check the status of the seal.
In case the seal is intact:

- the seal serial number attached to the door shall be compared to its counterpart on the
Security Seal Plate
In case the seal is damaged or the seal serial number does not match with the one attached
to the Security Seal Plate, bomb check must be ordered and carried out.
- Bomb-check shall be carried out by the relevant authorities
- After the completion of the bomb search, a second security check shall be
carried out by the Crew
- In case of damaged or missing seal the aircraft can only be operated after
bomb check has been carried out
6.5.2 Bomb search of an aircraft

Bomb search shall be carried out according to the Bomb on board search checklist for A320.
The checklist is placed in the cockpit and shall be obtaind from Flight Crew whenever needed.
For the checklist refer to CAM 12
Section 7 300
DANGEROUS GOODS DATE: 31 MARCH 2016
7 DANGEROUS GOODS
7.1 Dangerous goods - Generalities
7.1.1 Definition of dangerous goods

Dangerous goods are articles or substances, which can pose a significant risk to health, safety
or property when transported by aeroplane.
Dangerous goods can only be carried, according to the International Civil Aviation
Organization’s Technical Instructions, for the Safe Transport of Dangerous Goods by Air IATA
Technical Instructions.
The Authority must grant an approval to the operator before dangerous goods can be carried
on an aircraft.
Wizz Air does not carry dangerous goods as commercial cargo.
7.1.2 Dangerous goods in the cabin

An approval is not required for dangerous goods that are required to be aboard the aeroplane
as:
- Items for airworthiness or operating reasons or for the health of passengers
or Crew, such as batteries, fire extinguishers, first-aid kits, insecticides, air
fresheners, life saving appliances and portable oxygen supplies;
- Catering or cabin service supplies.
An approval is not required for dangerous goods, which are carried in flight as medical aid for
a patient, such as gas cylinders, drugs, medicines, other medical material (e.g. sterilizing
wipes) and wet cell or lithium batteries, under the conditions specified in OM A Section 9.1.1
It is strictly forbidden to store any medical aids, medicines, drugs or other medical material
on wet ice provided for passenger catering.
An approval is not required for those dangerous goods, which, according to the Technical
Instructions, can be carried by passengers or Crew Members. These are:
- Alcoholic beverages (containing more than 25% but) not exceeding 70% alcohol by
volume, when in retail packages not exceeding 5 liters and in total not exceeding 5
liters per person
- Non-radioactive medicinal or toilet articles (including aerosols, hair sprays, perfumes,
medicines containing alcohol) and, in checked baggage only, aerosols which are non-
flammable, non-toxic and without subsidiary risk, when for sporting or home use. The
net quantity of each single article must not exceed 0.5 liters or 0.5 kg and the total net
quantity of all articles must not exceed 2 liters or 2 kg
- Safety matches or a lighter for the person’s own use and when carried on him. ‘Strike
anywhere’ matches, lighters containing unabsorbed liquid fuel (other than liquefied
gas), lighter fuel and lighter refills are not permitted, etc
For details refer to OM A Section 9.1.
Section 7 301
7.2 Classification of dangerous goods

Dangerous goods are classified into hazard classes. Each hazard class is divided into several
sections and specific labels are applied to each one of these classes and/or sections.
A system of diamond-shaped placards and labels are used to identify dangerous goods.
Different colours and symbols, such as a flame for flammable or skull and crossbones for
poisons, identify the dangers associated with the product.
The classification of dangerous goods transported by air may be divided into 3 categories:
- Those which are forbidden for transport by air
- Those which are acceptable for transport by air
- Those which are excepted from the provisions
DANGEROUS GOODS FORBIDDEN FOR TRANSPORT BY AIR

Certain goods are considered to be too dangerous for transport by air.
DANGEROUS GOODS ACCEPTABLE

Many dangerous goods may be carried on aircraft as cargo provided they are properly
prepared for transport in accordance with the regulations. Generally, however, they are not
permitted in passengers’ or Crew checked baggage or as carry-on articles.
DANGEROUS GOODS EXCEPTED

Excepted dangerous goods are excluded from the regulations but only accepted in limited
quantity.
The following is a general guide of dangerous goods that are excepted, necessary for
passenger safety and comfort:
- Fire extinguisher
- Oxygen bottles
- First aid kits
- Alcoholic beverages
- Perfumes
The discovery of the following items in the cabin must be considered as a dangerous goods
incident as the items below are strictly prohibited for transportation in the cabin:
- Explosives-fireworks, flares
- Compressed gases- filled or partly filled aqualung cylinders (including camping gas
cylinders
- Flammable liquids and solid-lighter fuel, non-safety matches, paints, fire lighters
- Oxidizers-some bleaching powders
- Organic peroxides-some type of solid hydrogen peroxide
- Poisons-arsenic, cyanide, weed killer
- Irritating materials- tear gas devices
- Infectious substances-live virus materials
- Radioactive materials-medical or research samples which contain radioactive sources
- Corrosives-acids, alkalis, wet cell type car batteries
- Magnetized materials-instruments containing magnets
7.2.1 Classification and labelling

Thereafter is the ICAO/IATA classification of dangerous goods. For each of the 9 classes is
given:
Section 7 302
- The general description of the substance

- Examples of substances
- Associated labels, subject to revision
Section 7 303

Section 7 304

Section 7 305
7.3 Dangerous goods incident in-flight procedures

Prohibited dangerous goods may inadvertently be carried onboard an aircraft by passengers
who are not aware of.
As long as the aircraft is on the ground it is easy to leave items behind. Observe boarding
passengers. If for any reason you get suspicious, ask the passenger about the contents of his
hand luggage.
Identify item
- Ask the passenger concerned to identify the item and indicate its potential hazard.
- The passenger may be able to give some guidance on the hazard(s) involved and how
these could be dealt with.
- If the passenger can identify the item, try to get the proper shipping name of the
substance and pass this information to the Commander.
Notify Commander
- Any incident concerning dangerous goods should be notified immediately to the
Commander
- The Commander should particularly be informed about the odour, colour, material, stain,
label, gas flow (if any) of the dangerous good found on board
- It is of vital importance that the Cabin Crew and the Flight Deck Crew will coordinate their
actions
Move passengers away from area
- Cabin Crew should take prompt action and move away passengers from the area in which
dangerous good was found
- It should be remembered that when reseating groups of passengers the Commander must
be informed before
- If necessary (smoke, any particular odour coming from the dangerous good), provide wet
towels or cloths to the passengers and instruct them to bend down, breath through wetted
materials
Section 7 306
Wear gloves and smoke hood

- Hands should be protected before touching suspicious package or item
- Use the protective gloves covered by polyethylene bags
- Protective breathing equipment should always be worm when attending to an incident
involving smoke, fumes or fire
Store the dangerous good
If it is absolutely certain that the item will not create a problem the decision may be not to
move the item. In most circumstances however, it will be better to move the item and this
should be done as follow:
- prepare 2 bags by rolling up the sides and placing them on the floor
- put the dangerous good in the first bag, with the broken part or opening facing
upwards
- use paper towels, newspapers, absorbent fabrics to mop up the spillage; put used
materials and all materials that become contaminated when removing the dangerous
good in the same bag
- close the first bag and expel excess air, twist the open end of the first bag and use a
binder to tie it sufficiently tight, so that pressure-equalization can still take place
- take off the gloves whilst avoiding skin contact with any contamination on them; put
them into the second plastic bag
- place the first bag in the second bag and tie like the first bag
- stow plastic bags in appropriate location
- Move the dangerous good as far away as possible from the cockpit and passengers. Make
sure that the dangerous goods item is kept upright in order to avoid more spillage or
leakage.
- Whenever possible place the bag in a lavatory waste container as there is automatic halon
fire extinguisher installed (in such case contents of the waste bin should be removed prior
to DG installation)
- The toilets are also separately ventilated
- Should the waste container be too small, use an empty catering trolley, put the bag inside
and if possible separate from the other trolleys in the safe lock position
- If necessary the bag or box could also be stowed in a rear galley. Wherever the box or
bag has been located, wedge it firmly in place to prevent it from moving and to keep it
upright but do not place it against the pressure bulkhead or fuselage wall
If dangerous good cannot be collected or removed:
- Leave everything undisturbed
- Do not use a fire extinguisher or water
- Cover the area with polyethylene, plastic bags
- Isolate the area until after landing
Treat affected seat cushions/covers in the same manner as dangerous goods item
- Seat cushions, seat backs or other furnishings, which have been contaminated by a
spillage, should be removed from their fixtures and placed in a plastic bag. It should be
stowed away in the same manner as the dangerous goods item causing the incident
- Cover any spillage on the carpet or furnishing with a plastic bag. If not, use airsickness
bags opened out so that the water-resistant side covers the spillage or sue the plastic
covered safety card
- Carpet which has been contaminated by a spillage and which is still causing fumes despite
being covered, should be rolled up, if possible, and placed in a large bin bag or other
plastic bag. It should be placed in a waste bin and stowed, when possible either in the
Section 7 307
rear toilet or rear galley. If the carpet cannot be removed it should remain covered by a
large bin bag or plastic bag etc., and additional bags should be used to reduce the fumes
Regularly inspect items stowed away / contaminated furnishing
- Any dangerous goods item, contaminated furnishing or equipment, which have been
removed and stowed away or covered for safety, should be subject to regular inspection
Make an appropriate report
- Make a report, so that proper maintenance action is undertaken and that any aircraft
equipment used is replaced when appropriate
Identify to ground personnel dangerous goods item and where it was stowed
- Inform ground personnel about incident and the location of the affected item or material.
- Standard emergency procedures must be used to deal with any fire. In general, water
should not be used on spillage or while fumes are present since it may spread the spillage
or increase the rate of fuming. Consideration should also be given to the possible presence
of electrical components when using water.
For further reference refer to relevant part of OM – part A 9.3.
7.4 Weapons
For further reference see relevant part of OM – part A
Wizz Air may allow police or security officers or escorting staff of Very Important Persons
(VIP) on escort duty to bring their weapons on board. The Head of Flight Operations can only
grant such permission. However, they shall hand over their unloaded weapons to a Crew
Member to be stowed on the Flight Deck (in a metal box or an approved envelope) for the
duration of the flight. The ammunition shall be carried by the police- or security officers or
escorting staff in the cabin. After arrival the weapons shall be returned at the aeroplane before
the passengers disembark.
Section 7 308

Section 9 309
ANNOUNCEMENTS DATE: 31 MARCH 2016
8 ANNOUNCEMENTS
8.1 General rules

When making announcements to the customers, speak clearly, in a calm, but positive manner.
Keep customers well informed about any occurrences during the flight (delays, technical
difficulties etc.). Well informed passenger often reacts better in difficult situations on board.
NOTE: Pre-recorded announcements, as well as music is not allowed to be broadcasted by
the Cabin Crew at anytime.
INFORMATION ON UPDATE
The Wizz Air announcements can change from time to time, therefore it is the responsibility
of the Cabin Crew Member to have the standard announcements updated at all times (for
reference see S://Cabin Crew/Bulletin/On Board Announcements). As a result, the
announcements are not indicated in the CAM except “Safety Demonstration by Cabin Crew”
as it is constantly effective without changes, “During Embarkation”, “Welcome during taxi”
etc. which contains safety related information. All parts of announcements related to safety
must be made, as applicable and timely during the corresponding phases of flight/duty.
NOTE: The following three announcements should be known by heart by all the Crew
Members: during boarding, welcome and good bye announcement
8.2 Announcements on ground
At the door
Good morning/Afternoon/Evening!
During embarkation
Good morning/afternoon/evening Ladies and Gentleman,
Welcome on board this Wizz Air flight to----[airport name, city].
It is our pleasure to greet WIZZ Privilege Pass holders and frequent fliers on again on board.
Please, make sure that all your carry-on items are placed safely underneath the seat in front
of you, or in the overhead compartments. Laptops and other large electronic devices shall be
stowed away for take-off, landing and whenever the seatbelt sign is on during the flight. When
loading the overhead compartments, please always place your luggage first, and only
afterwards your coats or any additional piece of baggage. Keep the aisle and the exit areas
clear of baggage. Please, remember that consuming alcohol not purchased on board, smoking
and use of e-cigarettes are not permitted.
Please activate ‘flight mode’ on any electronic device which may be connected to a network.
Should you have any doubt if your device is suitable for air travel, please switch it OFF.
Thank you for your attention.
Refuelling (to be announced minimum twice)

Ladies and Gentlemen,
We are now fuelling the aircraft. Please remain seated but keep your seatbelts open. Smoking
and the use of mobile phones are strictly prohibited. The toilets will be locked during this
time.Thank you for your attention!
Cabin attendants please take your assigned positions.
Section 9 310
Welcome during taxi

Good morning / afternoon / evening Ladies and Gentlemen,
Captain ----- [full name] and today’s crew members welcome you on board this Wizz Air A-
320/A321 aircraft. My name is ----- [3 first name] I am your Senior Cabin Attendant on this
flight. Let me introduce my colleagues, ----- [3 first names], we will be taking care of you on
this flight.
Today’s flight to ----- [airport name, city] will take -----hour[s] and ----- minutes. Now please
fasten your seat belts, place your seat backs and tray-tables in the fully upright position and
open the window blinds. I would like to remind you that consuming alcohol not purchased on
board, smoking on board including e-cigarettes are not permitted and the use of electronic
devices is only permitted in flight mode.
Your cabin crew is here for your safety and comfort, so let us look after you on your flight
today. Sit back, relax and enjoy your flight.
If the aircraft is not equipped with reclining seats

Ladies and Gentleman,
I would like to inform you that on this type of aircraft the seats are not reclinable, so please
don’t force them.
Thank you for your attention.
8.3 Safety demonstration by Cabin Crew

For details refer to 1.8.2.2 and 1.8.2.3
8.4 Announcements in flight

After seat belt sign is OFF – general information
The Captain has now turned off the fasten seat belts sign. As turbulence can often be
unexpected, we recommend for your continuous safety and comfort to keep your seat belt
fastened while seated. Should you need any assistance during the flight, do not hesitate to
contact one of the crew.
(Optional – to be announced only when SCA deems it necessary)
[We kindly remind you that smoking on board the aircraft is a criminal offence and anyone
found smoking may be prosecuted upon arrival in ---- (destination airport)]. Also note that
consuming alcohol not purchased on board is not permitted during this flight.
Thank you for your cooperation.
Turbulence
The Captain has now turned on the fasten seat belt sign as we pass through a turbulent area.
Please return to your seats and fasten your seatbelts. The lavatories will be out of use at this
time, and hot drinks are not available from the Crew during the turbulence, in order to avoid
injuries.
Thank you for your patience and understanding.
Section 9 311
OR
We inform you that we are flying through a turbulent area, therefore, we cannot begin the
cabin service at the moment / we must interrupt our service for the time being. Please make
sure that your seatbelts are securely fastened.
Thank you for your patience and understanding.
Asking for doctor or medical person

If we have any qualified medical personnel, doctors or nurses on board, please contact the
cabin crew or push the call button located above your seat.
Start of descent
We have started our descent to… (name of the city, and airport)… airport. The Cabin Crew is
now finishing the onboard service, and starting the preparation of the cabin. In preparation
for landing please replace all your carry on items underneath the seat in front of you, or in
the overhead compartments. Should you have any unwanted items around your seat area, or
in the seat pockets in front of you, just have them ready for collection by the Crew, as they
will pass through the cabin shortly.
Thank you.
Prepare for landing / 10 minutes till landing command comes – seat belt sign comes
on
We will be landing in a few minutes. At this time you are required to return to your seats and
fasten your seatbelts. Your seat backs must be in a fully upright position, your tray tables
stowed away, and your cup holders closed. Please open your window blinds and stow all your
loose items safely. all electronic devices must be switched off. The lavatories will be locked
during the landing for your safety.
(Please note that in case of aircrafts with non reclining seat backs, announcement part
regarding placing seatbacks in the fully upright position is not relevant, shall not be made)
(Please note the announcement regarding closing cup holders is only to be made when A/C
seats are equipped with cup holders)
When prepare for landing / 10 minutes till landing command comes – seat belt sign
comes on – Low visibility operation
We will be landing in a few minutes. At this time you are required to return to your seats and
fasten your seatbelts. Your seat backs must be in a fully upright position, your tray tables
stowed away, and your cup holders closed.
Please open your window blinds and make sure that all your electronic devices are switched
off. Additionally, laptops and other large electronic devices shall now be stowed away.
Section 9 312
8.5 At the destination announcement
Good bye at destination

Welcome to…where the local time is...
Please, remain seated with your seat belt fastened until the Captain has turned off the fasten
seatbelt sign, and the aircraft has come to its final parking position.
Smoking is not permitted until you reach a designated smoking area. Please open the
overhead compartments carefully, as items might be falling out and causing injury.
Captain ---- and the entire Crew thank you for flying Wizz Air. We hope you have enjoyed the
flight with us and we look forward to seeing you again.
We wish you a pleasant stay in …
Thank you and goodbye.
8.6 Transit flight announcement

HEADCOUNT
Dear Passengers,
FOR OPERATIONAL REASONS CREW MEMBERS WILL PERFORM A HEADCOUNT,

THEREFORE WE KINDLY ASK YOU TO REMAIN SEATED.
THANK YOU FOR YOUR COOPERATION.
HAND LUGGAGE CHECK ON BOARD

For security reasons, we kindly ask you to identify your hand luggage to the Crew Members
while they are passing through the cabin, by removing them from the overhead compartments
or from underneath the seat.
Thank you for your cooperation
Section 9 313
FIRST AID DATE: 31 MARCH 2016
9 FIRST AID
9.1 Introduction
The estimated number of serious incidence in-flight medical emergencies is one in every
10,000 passengers. Applying this figure to the maximum number of 180 passengers that can
travel on board of a single Wizz Air flight shows that, on average, Cabin Crew can encounter
a grave medical problem once in every 56 flights. This numbers prove that medical issues call
for close attention and should be treated as an actual everyday problem.
As a result, one of the essential abilities required in a C/A job is providing proper first aid –
INCLUDING LIFE SAVING MEASURES to the passengers having health problems. This includes
dealing with different illnesses and injuries, many of which are rather common and do not
pose a direct threat to life. In such cases specialist assistance may not be required and the
medical care provided does not have to go beyond the first aid intervention. On the other
hand, it is very important to remember that there are some serious situations in which
neglecting first aid may significantly reduce the casualty’s chances of survival.
In case of an illness or injury, passengers will obviously count on the Crew Members to provide
quick and skilled help. This is why all C/As should undoubtedly become perfectly familiar with
the principles of First Aid and, what is even more important, they should be trained in the
practical use of this knowledge.
This First Aid guide is intended to help ensure that C/As have all the knowledge necessary to
take care of an injured or ill passenger /Crew Member.
The instructions advise on the most appropriate actions to be taken in different emergencies
within the constraints of the cabin environment.
9.1.1 Cabin Crew responsibilities

The medical responsibility of the Cabin Crew involves the followings:
- Restoring and maintaining the well- being of passengers and Crew Members
- Informing the Commander about the emergency situation and about actions that were
taken, so that he can organize medical care at the destination or, if necessary, initiate
an immediate landing
When facing a medical problem, Cabin Crew Members MUST:
- assess situation quickly and safely
- identify, as fast as possible, the injury or the nature of the illness affecting the
casualty
- give early, appropriate, and adequate treatment in a sensible order of priority
- remain with the casualty, monitor her condition, and provide necessary treatment
until handing her over to the trained medical personnel
- fill out and hand in the injury/illness report
- For situations whenever Injury/Illness report MUST be filled out refer to CAM section
0.5.4.3
9.1.2 Basic rules

- “DO NOT HARM”
- Principle of calculated risk
Section 9 314
This principle states that it is always better to act according to the knowledge acquired by
your training and common sense, than NOT to act. Even if a risk of worsening the situation
exists, it is far more important to act and provide help than to sit back and avoid taking action.
- “ALWAYS CHECK SAFETY”
Before acting, you need to make sure that it is safe for you to approach the victim and give
first aid. Remember about personal protective equipment (always use face masks, face
shields, disposable gloves and glasses if available), avoid any danger that can be caused by
environmental factors and DO NOT take any steps without ensuring the situation is risk-free
for you.
9.1.3 Areas of Responsibility

Cabin Crew
- Issuing a call for a doctor on board
o decision to be taken with SCA
o There are no legal provisions to check the medical qualification of the person
(doctor/nurse) helping. However, it is strongly recommended to take the personal
data of this person for future reference, in case it might be needed.
o If a medical doctor or nurse happens to be on board, seek his advice - such
advice, however, is not necessarily binding, as it does not relieve Wizz Air of its
responsibility towards the sick passenger.
- Notification of the cockpit by SCA
o The situation and observations must be reported as accurately as possible
- Giving first aid
o includes live-saving emergency measures or others
Cockpit Crew
- Commander’s decision
o disembarkation of passenger seriously ill or disabled
o intermediate landing as a result of a medical emergency situation on board
- Contact with a doctor on ground
o via radio, in order to obtain instructions
- Order airport medical service/ambulance
o order the airport medical service or an ambulance, depending on the
seriousness of the illness or accident
9.2 Life-Saving Medical Measures

Time is of highest value in all emergency situations. The first few minutes can often influence
the final outcome and the casualty’s future state of health AND SO ARE OF DECISIVE
IMPORTANCE.
An impairment in the function of:
- brain(consciousness)
- airway(breathing)
- pulse (heart/circulatory situation)
can lead to irreversible damage to vital organs (brain, kidneys, etc.) within a matter of
minutes thus demands immediate reaction from the Crew.
Certain disorders are easy to recognize and alleviate.
Section 9 315
In the case of more serious medical emergency situations, First Aid is limited to the initial
care, irrespective of the cause of the disorder. In these cases, it is not essential to establish
the primary cause of the passenger’s condition, but to support their vital functions and not to
let them deteriorate further. This helps sustain casualty’s life until specialist help becomes
available.
9.2.1 Behaviour & Action to be taken
9.2.1.1 Symptoms and procedure

PROBLEM
PROCEDURE
SYMPTOMS
Establish the symptoms

Plan what to do – think of priorities
Ensure the passenger is placed in the correct and comfortable
Unwell/Minor injury position
Give First Aid rapidly and calmly
Reassure the passenger and explain what you are doing
Inform the CPT and SCA about the situation and measures taken
Seriously ill, Inform the CPT

unconscious or Assess according to the BLS algorithm
seriously injured Call for a doctor or nurse via PA
Let the passenger decide at which time he/she should take the
drug
Let the passenger take the drug himself
NEVER pour liquid into the mouth if the passenger is unconscious
Needs to use a drug
If an operation is to be expected, nothing should be given via the
mouth if possible
Make a record of all drugs or fluid taken, together with the time at
which they were taken
9.2.1.2 Notification of injury on board

The SCA in cooperation with the Commander will make a detailed report about any occurrence
on board. An Injury/Illness Report must be filled out.
INJURY DURING EMBARKATION

The passenger has to be asked whether he/she would like to see a medical doctor (MD), if
yes the baggage should be off loaded from the flight and the passenger will be rebooked free
of charge for the next flight. Once the passenger has embarked the A/C already and entered
the cabin refer to CAM 1.6.13 – Procedure for baggage check inside the A/C.
If the passenger would require doctor’s assistance the SCA must inform the Commander
and/or ramp agent. If passenger requires doctor’s help at the destination airport, Commander
must inform the airport authorities.
The Injury/Illness Report has to be filled up with capital block letters (refer to Appendix 6).
Section 9 316
INJURY DURING FLIGHT

The passenger has to be asked whether he/she would like to see a medical doctor (MD) at
the destination airport and SCA should inform the Commander about the passenger’s decision.
The Commander will inform the airport Authorities if necessary.
INJURY DURING DISEMBARKATION

The passenger has to be asked whether he/she would like to see a medical doctor (MD) at
the airport, if the passenger wishes to receive doctor’s help the SCA must inform the
Commander and/or ramp agent about the passenger decision.
9.3 General conditions on board
9.3.1 Air pressure

- Is kept constant thanks to the pressurized cabin
- Corresponds to the pressure situation at a height of some 1600m to 2400m
- Does not constitute a problem for a healthy organism
9.3.1.1 Hypoxia
Hypoxia means reduced level of Oxygen in the blood. All body organs are sensitive to the lack
of Oxygen, especially brain and eyes which leads to reduction in mental function.
RECOGNITION
- Rapid breathing
- Difficulty speaking
- Cyanosis ( bluish – grey ) lips, fingertips
- Anxiety
- Headache
- Nausea
- Euphoria
- Inability to perform simple tasks
- Feeling heavy, tires, sleepy
WHAT TO DO?
Make the casualty comfortable

- Provide oxygen
- Monitor
Look for causes and try to reverse the process:
- Insufficient oxygen in air ( depressurized cabin)
- Note: “Time of useful consciousness” – the term that describes short period
of time, from the first symptoms of hypoxia to loss of conciseness, when
the life-saving decisions should be made
Section 9 317
- Airway blockage (chocking),

- Crush injury to the chest wall,
- Damage to the brain or nerves controlling respiration (spinal injury),
- Insufficient oxygen uptake by the tissues ( gas poisoning),
- Shock due to: bleeding, severe allergic reaction.
CAUTION
Seek emergency medical assistance if:

- If the symptoms progressively get worse.
- If the passenger looses consciousness
9.3.2 Relative humidity

Very low, around 12%, due to the pressurization system in cabin, which takes air from
outside.
IMPORTANT: In order to compensate for the increased loss of fluid, the following rule of
thumb should be applied:
Drink at least 2 dl (200ml) of water per hour of flight (tea or coffee is not enough).
9.4 Pressure compensation
9.4.1 Barotrauma
RECOGNITION
- Pressure/ pain felt mostly in the ears,
- Possible loss of hearing,
- Inner/Middle ear affected.
WHAT TO DO?

- Chewing gum or candy, drinking small amounts of water,
- Yawning,
- Take a breath, pinch the nose and, swallow the air in your mouth.
CAUTION

- If the pressure and pain does not go away following descent and landing,
- If the pressure causes the eardrum to burst, there may be slight bleeding
from the inner part of the ear.
Section 9 318
9.4.2 Decompression Sickness
RECOGNITION
- Pain in the joints, progressing throughout the whole body,
- Headache
- Weakness, dizziness
- Signs and symptoms of HYPOXIA
WHAT TO DO?

- Provide oxygen
- Ask about recent diving
- Lower altitude to safe limit
- Hospitalization
CAUTION

- If the symptoms progressively get worse,
- If the passenger looses consciousness.
9.4.3 Altitude Meteorism
RECOGNITION
- Stomach bloating,
- Uncomfortable feeling, stomach pain,
- Passing gas, burping.
WHAT TO DO?

- Pass gas,
- Burp,
- Using the toilet.
CAUTION

- Severe pain could cause the passenger to feel weak, even faint.
Section 9 319
9.5 BAP Rule (Brain, Airway, Pulse)

The BAP rule of thumb provides assistance in assessing the patient’s condition especially the
vital functions.
Every unconscious passenger must be examined according to the FIRST TWO points of the
BAP rule (examining the pulse is not required). The information collected should be used when
deciding on further actions as well as for the modification of those already taken. The BAP
acronym stands for:
B Brain (Consciousness, Responsiveness)
A Airway (Breathing)
P Pulse (Circulation)
NOTE: It is not obligatory for C/A to check for a pulse
9.5.1 Vital questions

The aim of the assessment is to try and answer three vital questions:
1. Is the casualty conscious/responsive?
2. Is the casualty breathing?
3. Is there a pulse?
9.5.1.1 Brain
Apply “shake and shout” rule -Talk to the passenger loudly, close to his
ear:
- “Hello, can you hear me?”
- If no reaction, apply firm mechanical stimulus (carefully shake his
shoulder):
- A casualty in an altered state of consciousness may mumble, makes
slight movements
- A casualty in full unconsciousness will not respond
9.5.1.2 Airway (Breathing)

Head tilt and chin lift, jaw thrust if spinal cord injury suspected.
Look, listen and feel for normal breathing.
- Open the airway by tilting the head backwards and lifting the chin forward:
- this pulls the tongue away from the rear wall of the throat and relieves
and/or prevents airway blockage.
Jaw thrust
- hold the head stable in a neutral position
- with your index fingers push the lower jaw forward
Check for normal breathing for 10 seconds
- Look for movements of the chest and the belly at same time
- Listen for any abnormal sounds
- Feel for air being exhaled on your cheek
NOTE: No detectable breathing or any abnormal, irregular, ineffective breathing indicates the
necessity to start CPR immediately -> refer to CAM 9.9. In such cases there is no need to
take more time to check for a pulse. Do not confuse gasping, wheezing or single sights with
Section 9 320
normal breathing! If you have any doubts whether the casualty is breathing normally or not,
perform CPR.
9.5.1.3 Pulse (Circulation)

If the person is unconscious, not breathing properly, you should perform CPR without further
delay. Checking for a pulse should not be conducted in this situation and is a dangerous waste
of time.
NOTE: Cabin Crew in not required to examine pulse. However, for general information below
is presented the pulse rates per minute as follows:
Pulse rate at rest per minute Respiratory rate at rest per minute
age normal age normal
infant 100-170 infant 30-50
child 80-130 child 20-30
adult 60-100 adult 12-20
9.6 Unconsciousness
9.6.1 Immediate actions

In the event of unconsciousness there are two key situations (paragraph 1. and 2 below):
1. The passenger is not breathing or you do not detect normal

breathing:
Move the casualty to the front galley or to the rear galley. Perform CPR immediately. If it is
possible under the circumstances, try to work in pair.
Be careful not to mistake agonal breathing with normal breathing – remember that gasping,
wheezing and sighing is not a regular, effective breathing and still indicates the need for CPR!
2. The passenger is breathing normally:

Instruct other Crew Member to contact the flight crew via interphone while you:
- open tight clothing
- place the passenger in the lateral position (also called the recovery position or the
safe position)
- give oxygen to the casualty and monitor vital functions – check consciousness and
breathing every now and then
- remain with the passenger until he/she regains consciousness
- if the passenger remains in the recovery position for more than 30 minutes, change
the side he/she is lying on
NOTE: For the landing time the unconscious person should be strapped in the passenger seat
(preferably the first row). In case the medical treatment would require different positioning
of the casualty, exceptional solution can be applied with the approval of the Commander of
the flight.
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AFTER LANDING
- Do not move the passenger until the emergency doctor has examined them
- Make sure that all the passenger’s personal belongings are taken off the plane
- Write a report
CAUTION all unconscious persons are in acute danger if lying on their back due to:
- Obstruction of the air passages
- Danger of aspiration– this is when the content of the mouth moves down the airway and
goes into the lungs instead of passing down the esophagus to the stomach
To avoid the risk of aspiration, put the casualty in the recovery position as soon as possible.
9.6.2 Assessing the Unconsciousness

An unconscious person is unable to move deliberately or detect and properly react to external
stimuli. Still, the vital functions of the internal organs are generally maintained.
STAGES
- Preliminary stage of unconsciousness: drowsiness, apathy, sleepiness
- Deepest unconsciousness: coma
ASSESSMENT:
- A – alert and awake:
- fully awake and talking to you, they are A (alert). If they respond but appear confused,
try to establish whether this is a new or a long-standing problem; causes of recent onset
confusion include neurological pathology (stroke) and hypoxia
- V- voice:
- if the patient is not fully awake, check if they respond to your voice, for example by
opening their eyes, speaking or moving; if they do, they are V (responds to voice)
- P- pain:
- if the patient does not respond to voice, administer a painful stimulus such as a trapezium
squeeze and check for a response (eye opening, verbal such as moaning, or movement)
- if there is a response, they are P (responds to pain)
- U- unresponsive:
- Does not respond at all.
CAUTION If the passenger’s state of consciousness is uncertain or difficult to be assessed,
he/she should be placed in the lateral position as a precaution against suffocation and
aspiration. Any unconscious person should never be shaken violently, since this could worsen
any injury! When checking responsiveness, shake firmly, but gently.
- Try to establish a cause of altered consciousness:
- Check the medical history and presenting complaint
- Check for a medical alert bracelet or similar
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- Consider drug overdose

- Consider hypoglycemia/ hyperglycemia
- Consider head trauma
- Consider hypoxia
- For evidence of alcohol intake, such as a smell on
the breath
9.7 Recovery position

Any unconscious casualty should be placed in the
recovery position. This position prevents the tongue and the soft tissues of the throat from
blocking the airway.
At the same time it allows liquids to drain from the mouth, reducing the risk of inhaling
stomach contents, thus preventing aspiration.
NOTE: Before moving the casualty, remove obstacles and any objects from their pockets.
APPLYING THE RECOVERY POSITION

- Kneeling beside the casualty, open her airway by tilting the head and lifting the chin.
Straighten his/her legs. Place the arm nearest you at right angles to his/her body, elbow
bent, and with palm directed outwards
- Place the arm further to you across the chest and hold the hand, palm outwards, against
the cheek nearer to you
- With your other hand, grasp the thigh furthest from you and pull the knee up, keeping
the foot flat on ground
- Keeping the casualty’s hand pressed against their cheek, pull the thigh to roll the casualty
towards you and place them on their side
- Tilt the head back to make sure the airway remain open. Adjust the hand under the cheek,
if necessary, so that the head remains tilted
- Adjust the upper leg, if necessary, so that both the hip and the knee are bent at right –
angles
- Check breathing and pulse frequently. Provide protection against loss of temperature etc.
NOTE: Always place the patient on the non-injured side
Exception: chest and lung injuries, place this patient on the side of the injury, place visibly
pregnant women on their LEFT side.
CAUTION: There are different variants of the position in which unconscious persons should
be placed. All of them serve the same purpose, however:
- protection against suffocation: overextend head - unblocking the air passages
- protection against aspiration: point face downwards - fluids can drain out
The most important manoeuvre when positioning an unconscious person is the correct
positioning of the head!
Section 9 323
9.8 Breathing and Resuscitation
9.8.1 Breathing – Respiratory Problems

Breathing enables the body to absorb oxygen from the air and to eliminate carbon dioxide, a
waste product of metabolic processes, from the body. It is the basic function of the human
body.
Breathing is controlled primarily by the brain.
BREATHING RHYTHM:
- Adults: 12 - 20 breaths/minute at rest.
- Children: 20 - 30 breaths/minute at rest.
NOTE: a person can survive:
- approximately 30 days without food,
- approximately 3 days without fluid,
- approximately 3 minutes without oxygen.
If a patient is breathing insufficiently or has stopped breathing, artificial respiration must be
commenced WITHOUT DELAY in all cases! This procedure consists of artificial respiration and
external heart massage.
The aim of resuscitation is to give oxygen to the body as rapidly as possible, irrespective of
the primary cause of the passenger’s condition, so as to prevent irreversible damage to the
brain.
WHEN THE BREATHING IS NOT EFFECTIVE

- the casualty is unconscious
- there is no breathing movement to be felt, seen or heard
- skin turns blue (cyanosis)
Section 9 324
DETECTING BREATHING PROBLEMS:

- After opening the airway (titling back the head and lifting the chin), place your cheek
and ear above passenger’s mouth and nose in order to detect any air movement
caused by breathing.
- You can place your hand on the upper abdomen in order to assess the movements of
the stomach, which moves noticeably with each breath
CAUTION: Observation of the chest is not particularly reliable, since in the case of older
persons (rigid chest), the movements may not be visible under certain circumstances!
9.8.2 Procedure for Mouth-to-Mouth Respiration
9.8.2.1 Procedure
To ensure efficient artificial respiration, the patient must be lying on his/her back and the
airway must be clear.
1. With the casualty lying flat on his back, remove any obvious obstructions
from the mouth. Attempt to clear the mouth only when you have a clear
view of the content and you are sure you will not push it down the airway,
2. Open the airway by tilting the head and lifting the chin,
3. Close the casualty’s nose by pinching it with your index finger and thumb.
Take a full breath and place your lips around the mouth, sealing them
closely,
4. Blow into the casualty’s mouth until you see the chest rise. It takes about
1 sec for full inflation,
5. Remove your lips and allow the chest to fall fully and the air to go out of
the lungs,
6. Deliver subsequent breaths in the same manner,
7. After each breath, turn your own head sideways in order to breathe in fresh
air and to watch the chest falling down and feel the air being pushed out
of it and check the artificial respiration (lowering of the chest).
Section 9 325
9.8.2.2 Sources of error

If the chest does not rise, check if:
- The head is tilted back sufficiently
- You have formed a firm seal around the casualty’s mouth
- You have closed the nostrils completely
- The airway is not obstructed by vomit, blood or foreign body
9.8.2.3 Clearing an obstruction

When there is an obstruction in the airway that prevents you from delivering artificial
respiration, try and remove it. Attempt to clear the mouth by sweeping your finger around it
only when you have a clear view of the content and you are sure you will not push it back
down the airway. If you do not succeed in clearing the airway, continue CPR and check the
mouth of the casualty before giving each two artificial breaths. If the object obstructing the
airway moves upwards, enabling you to remove it, sweep it out with your finger.
NOTE: Never use any form of abdominal thrust on Infants!
9.8.2.4 When to discontinue Artificial Respiration

- the patient is breathing sufficiently himself,
- when so instructed by a doctor.
9.8.2.5 Procedure after the successful resuscitation

- place the patient in a stable recovery position (ensure air passages are not blocked),
- administer First Aid oxygen,
- protect patient from cold and continue to observe him.
Section 9 326
9.9 Cardiopulmonary Reanimation (CPR)
9.9.1 General Information

Using proper resuscitation techniques when dealing with an unconscious, not breathing
properly victim makes is possible to ensure sufficient blood circulation (= oxygen supply) for
the key organs (brain, kidneys, lungs) to survive. The aim is to supply the brain with blood,
thus with oxygen, as quickly as possible. This means that the circulation and breathing have
to be replaced by chest compressions and artificial respiration which have to be performed
without delay.
The mechanism of chest compressions can be described as follows:
- By increasing the pressure in the chest and compressing the heart between the sternum
(breastbone) and the spinal column, the blood is forced into the blood vessels and around
the whole body. When the compression stops, the rib cage returns to its original
dimensions thanks to its elasticity. The heart can then once more fill up with the blood.
- The whole procedure works as a sort of externally driven circulation.
9.9.2 The technique of chest compression

- Place the patient on his back on a hard surface
- The helper should kneel next to the patient at thorax level.
- Uncover the thorax.
- Place the heel of one hand in the centre of patient’s chest.
- Place the heel of your other hand on top of the first hand
- Interlock the fingers of your hands and ensure that the pressure is not
applied over the patient’s ribs. Do not apply any pressure over the
upper abdomen or the bottom end of the bony sternum (breast-bone)
- Kneel above the patient’s chest and, with your arms straight, press
down on the sternum 5-6 cm
- After each compression, release all the pressure on the chest
without losing contact between your hands and the sternum
- Compression and relaxation should take equal amounts of
time
Section 9 327
9.9.3 Cardiopulmonary Reanimation (CPR) Methods

NOTE: Irrespective of the method employed:
Chest compression must always be combined with resuscitation
9.9.4 BLS for Adults if there is more than 1 rescuer
1. Check for safety
2. Check victim for response (using AVPU assessment)
3. 1st rescue responsible to inform emergency service system, inform other crew
members, call for a doctor on board, bring AED (if one is available) and FAK, while 2nd
rescue check for breathing
If no breathing, push 3 times call button on PSU to attract other rescue and start
perform chest compressions.
2nd is responsible for chest compressions
3rd rescue is responsible for opening the airway and rescue breathing
4. If the victim does not breath, one

rescue provides 30 chest
compressions (at least 100
compressions per minute) and the
other rescue prepares to give 2
breaths.
To prevent fatigue and insure high

quality CPR rescuers should change
turns each 2 minutes or 5 cycles
(cycles of 30 chest compressions
and 2 breaths). 4th rescue should be
available to replace 2nd or 3rd rescue
in case of exhaustion.
Section 9 328
5. Use AED as soon as it arrives.
Follow the AED instructions.
30 chest compressions (by Rescuer 1)

after followed by 2 breathes to be provided (by Rescuer 2)
RATIO 30:2
Due to fatigue, the Crew should take it in turns to performing the CPR preferably every 2
minutes, or 5 cycles of compressions and ventilations, but there should never be more than
10 seconds interruption in the compression of the chest.
9.9.4.1 Single Rescue Basic Life Support Algorithm for Adults
1. Make sure that scene is safe. In onboard conditions, for example, be sure there is no:
- open baggage compartments
- spilled possible dangerous substances
- sever or extreme turbulence intensity
Use gloves and CPR mask/face shield if are available.
2. Check for response.
3. Get help – call your colleague by

pushing 3 times call button on the PSU.
Section 9 329
4. If the person does not response (using

AVPU assessment) - open airway and
check for breathing
5. If the person does not breath give - 30

chest compressions
(rate is minimum 100/min.)
6. After 30 chest compressions give 2

breaths.
If You do not have protective barrier
(pocket mask) for rescue breath
continue just with chest compressions.
Minimize interruptions in chest
compressions up to 10 sec.
7. Continue sets of 30 chest compressions and 2 breaths.
30 chest compressions
Followed by 2 breaths
RATIO 30:2
9.9.4.2 Paediatric basic life support

The resuscitation technique for a non – medical professional can be the same as the technique
for adults.
However, the following differences should be noted:
- Age definition
o An infant is a passenger from birth to 1 year of age
o a child is between 1 year and puberty (physiological end of childhood)
Section 9 330
o NOTE: This age definition applies only in case of First Aid
- Chest compressions
o The proper place to compress chest in children is the lower one
third of the breast bone
o To locate the place, palpate the lower end of the sternum and
place your hand about one finger breadth above it
o For all children, compress one third down the depth of the chest
o To perform the chest compressions in infants, the rescuer
compresses the sternum with the tips of two fingers
o To do the chest compressions in children over 1 year of
age, place the heel of one hand over the lower third of
the sternum
o The rate of compressing is minimum 120/min
- 5 INITIAL RESCUE BREATHS

- Rescue breaths for a child over 1 year old are performed as follows:
o tilt back the head and lift the chin
o pinch the nose with the index finger and the thumb to
close the nostrils
o open child’s mouth but maintain the chin pointed upwards
o take a breath and place your lips around the child’s mouth,
making sure that you form a good seal
o blow steadily into the mouth for about 1-1.5 s, watching
for chest to rise
o keeping the airway open, take your mouth away from the
child and watch for the child’s chest to fall as air moves
out
o give another artificial breath - repeat this sequence five
times
o Check the effectiveness by observing the child’s chest movement
- Rescue breaths for an infant are performed as follows:

o ensure a neutral position of the head and lift the chin
o take a breath and cover the mouth and nose of the infant
with your mouth, making sure you form a good seal. If
the nose and mouth cannot be covered in the older
infant, the rescuer may attempt to seal only infant’s
nose or mouth with their mouth (if the nose is used,
close the lips to prevent air from escaping through
it),
o blow steadily into the infant’s mouth and nose for
about 1-1.5 s. The aim is to make the chest rise,
o maintaining the position of the head so that the
airway are open, take your mouth away from the
infant and watch for the infant’s chest to fall as air moves out,
o give a total of five rescue breaths.
- If you have difficulty delivering an effective breath, the airway may be obstructed :
Section 9 331
o open the child’s mouth and remove any visible obstruction. Do not perform a blind
finger sweep! Attempt to clear the mouth only when you have a proper view of the
obstructing object and you are sure you will not push it further down the throat
o ensure that the head is in proper position but at the same time do not over-extend
the neck
o make five attempts to deliver effective rescue breaths; if still unsuccessful,
switch to chest compressions
SEQUENCE OF ACTIONS
The following sequence of actions is advised when responding to paediatric emergencies:
1. Ensure the safety of the rescuer and the casualty,
2. Check responsiveness:
- gently stimulate child by her shoulders. In case of infants - gently touch infant on
her feet
3. If there is a response (the casualty is answering or moving):
- leave the casualty in the position in which you find him (provided he is not
in further danger),
- monitor his condition and get help if needed,
- reassess him regularly
4. If there is no response:
- shout for help
- open the casualty’s airway by tilting the head and lifting the chin.
Remember not to press on the soft tissues under the chin as this may
block the airway
5. Keeping the airway open look, listen and feel for normal breathing by putting your face
close to the casualty’s face and watching the chest:
- look for chest movements,
- listen close to the victim’s face for breathing sounds,
- feel for air movement on your cheek.
Take no more than 10 seconds to establish whether the casualty is breathing.
6. If you detect normal breathing:
- turn the casualty onto their side and place them in the recovery position
- keep monitoring
7. If you do not detect normal breathing:
- if clearly visible, carefully remove any airway obstruction
- give five initial rescue breaths
- while performing the rescue breaths, note any response to your action
(gag, - cough any movement etc.). These responses are signs of a
circulation.
8. Assess the circulation. Take no more than 10 seconds to look for signs of a circulation.
This includes any movement, coughing or normal breathing.
9. If you are confident that you can detect signs of circulation within 10 seconds:
- - continue the rescue breathing, if necessary, until the casualty starts
breathing effectively on their own
- - turn the casualty into the recovery position if unconscious, but breathing
- -re-assess frequently
10. If there are no signs of circulation, or you are not sure:
Section 9 332
- - start performing chest compressions and rescue breaths

- - give 2 rescue breaths for each 30 chest compressions
9.9.4.3 Risk of chest compression

Even if chest compression is performed correctly, it is not always possible to avoid breaking
the sternum or ribs, particularly in the case of elderly patients. Rib fractures can lead to
internal injury (lungs, blood vessels, etc.).
If the pressure point is not selected correctly (hands placed too low down), injuries may also
occur to the liver, spleen and stomach.
Nevertheless, the risk of not performing CPR in the unconscious, not properly breathing
casualty is FAR GREATER than the risk posed by broken ribs or other internal injuries.
9.9.4.4 Discontinue Reanimation

- The patient starts breathing sufficiently herself and a sufficient spontaneous
circulation (pulse) has developed
- Upon the instructions of a physician
- When rescuers are exhausted
- When it is not safe for cabin crew to continue resuscitation (emergency landing)
Section 9 333
9.10 Unconsciousness Summary (Flowchart)

Section 9 334
9.11 Secondary survey-gathering information

Once you have made sure that the PAX is out of immediate danger, and you have completed
a primary survey (BAP), carry out a secondary survey. This involves finding out what
happened (taking a history) and performing a physical examination. Circumstances will
determine how detailed the examination or questions should be.
If a person can describe any of the symptoms in particular focus your questions on that
problem. Taking a history:
Section 9 335
9.11.1 SAMPLE
S -signs and symptoms
A –allergies
M- medications
P- past relevant medical history/ possible pregnancy
L- last meal eaten
E- events leading up to the incident
Also ask about:
- The ONSET of symptoms or pain
- The SEVERITY - scale 0-10
- The RADIATION – does the pain discomfort move to anywhere else
- The TIME:
has this happened before
how long ago did the last episode occur
what is the usual treatment
9.11.2 DCAPBTLS
If the PAX has suffered a traumatic injury, examine their body looking for these:
D – deformities
C – contusions (bruises)
A – abrasions
P – punctures
B – burns / bleeding
T – tenderness
L – lacerations
S – swelling
9.11.3 External clues

If the PAX is unable to cooperate, look for external clues about his condition.
- Card indicating history of: diabetes, allergies, or epilepsy
- The presence of certain medications may indicate a particular illness:
- INHALER - Asthma
- EPI-PEN (epinephrine auto injector) – Severe Allergic Reaction
- NITROGLYCERINE – History of Heart problems
-
- Look for warning information on:
- Lockets
- Bracelets
- Medallions
- Key rings
Section 9 336
9.12 Disorders of airway and breathing
9.12.1 Choking
A foreign object sticking at the back of the throat may either block the throat, or induce
muscular spasm. This is known as choking.
RECOGNITION
- Difficulty in speaking and breathing;
- Blueness of the skin (cyanosis);
- Signs from the casualty: pointing to the throat, grasping the neck.
- Foreign bodies may cause either mild/partial airway obstruction:
Pax can speak
Pax can cough
Pax can breathe (with difficulty)
- Severe/complete airway obstruction:
Pax cannot speak
May nod to communicate
Pax cannot breath
Silent attempts to cough
Unconsciousness
AIM
- remove the obstruction and restore breathing
9.12.1.1 Chocking Adult
RECOGNITION
MILD
- Casualty is able to speak, cough and breathe,
- Coughing in distress.
SEVERE
- Casualty is unable to speak, cough or breathe,
- Eventual loss of consciousness.
-
WHAT TO DO?
Section 9 337
STEP 1: Give up to 5 back slaps

- Encourage the casualty to cough,
- Encourage the casualty to bend forward,
- If the casualty stops coughing effectively, give up to 5 sharp slaps between
the shoulder blades,
- If choking persists, proceed to step 2.
STEP 2: Give up to 5 abdominal thrusts
- Stand behind the casualty,
- Put both arms around the casualty placing your fist
between their navel and the bottom of their breastbone,
- Grasp your fist firmly with your other hand and pull
sharply inwards and upwards.
Repeat the sequence
- Repeat Step 1-2 until the obstruction is
cleared,
- Continue the sequence until help arrives, the
obstruction clears, or the casualty becomes
unconscious.
-
-
-
-
CAUTION

- If after 3 cycles the obstruction does not clear, get emergency help,
- If the casualty looses consciousness, lay them on the floor and start CPR.
9.12.1.2 Chocking Child
RECOGNITION
- The child is able to speak, cough and breathe,
- Coughing in distress.
OR
- The child is unable to speak, cough or breathe,
WHAT TO DO?
Section 9 338
STEP 1: Give up to 5 back slaps

- Encourage the casualty to bend forward,
- If the child is not coughing effectively give up to 5 sharp slaps between the
shoulder blades,
- If choking persists, proceed to step 2.
STEP 2: Give up to 5 abdominal thrusts
- Stand behind the child,
- Put both arms around the casualty placing your fist between their navel and
the bottom of their breastbone,
- Grasp your fist firmly with your other hand and pull
sharply inwards and upwards.
Repeat the sequence
- Repeat Step 1-2 until the obstruction is cleared,
- Continue the sequence until help arrives, the
obstruction clears, or the casualty becomes
unconscious.
-
CAUTION

- If the casualty looses consciousness, lay him/her on the floor and start CPR
9.12.1.3 Chocking Infant
RECOGNITION
- Difficulty in breathing,
- Making strange noises or making no sound when trying to breath,
- Coughing in distress,
- Drooling,
WHAT TO DO?
Section 9 339
STEP1 : Give up to 5 back slaps

- Lay the infant face down along your forearm, with his head low, while
supporting his head and body,
- Give up to 5 back slaps between the shoulder blades, do this with the heel
of your hand,
- If choking persists, proceed to step 2,
- CHECK THE INFANTS MOUTH, REMOVE ANY OBVIOUS
OBSTRUCTION
STEP 2 : Give up to 5 chest thrusts
- Once the infant is turned on to his back give up to 5 chest
thrusts,
- Place 2 fingers just below the nipple line, push inwards
and upwards ( towards the head) against the infant’s
breastbone,
- CHECK THE INFANTS MOUTH, REMOVE ANY OBVIOUS
OBSTRUCTION
Repeat the sequence
- Repeat Step 1-2 until the obstruction is cleared
- Continue the sequence until help arrives, the obstruction clears, or the
casualty becomes unconscious.
CAUTION

- If the casualty looses consciousness, lay him/her on the floor and start CPR
9.12.2 Hyperventilation
RECOGNITION
- Unnaturally fast breathing,
- Feeling short of breath
- Red skin colour
- Panic,
- Anxiety,
- Attention – seeking behavior,
- Dizziness or feeling faint,
- Tingling in the hands,
- Cramps in the hands and feet.
WHAT TO DO?
Section 9 340

- Attempt to relief the casualty’s anxiety,
- Be calm and reassuring,
- COACH the casualty to slow down their breathing,
- Reassure and help the casualty to regain control of their breathing
- Give sips of water
SAMPLE interview
- This will help to determine the cause of the anxiety,
- Potential history of panic attacks, or fear of flying.
Monitor the casualty
- As the breathing becomes slower and more controlled the casualty will feel
better,
- As the breathing is controlled the cramps and tingling will go away.
CAUTION
- Be careful not to use a paper bag to re-breath the casualties own exhaled
air for too long, coaching is BEST,
- Small kids DO NOT usually hyperventilate, look for other causes,
- No need to give oxygen.
9.12.3 Asthma
RECOGNITION
- Difficulty breathing,
- Wheezing,
- Difficulty speaking; short phrases; whispering,
- Coughing,
- Anxiety,
- Grey-blue color of the lips, nail beds, earlobes,
- Exhaustion leading the casualty to stop breathing.
WHAT TO DO?

- POSITION: sitting slightly forwards and supporting the upper body by
leaning the arms on a table or the back of a chair,
- Be calm and reassuring.
Allow the casualty to use their asthma medication
- Reliever inhaler is usually BLUE; use according to the prescription,
- Encourage to take the first dose as soon as possible,
- Encourage to breath slowly and deeply,
- OXYGEN – high flow.
Section 9 341
- If the attack does not ease within 3 minutes, encourage to take another
dose,
- Level of response, breathing.
CAUTION

- This is a first time asthma attack and the casualty has no medication,
- The second dose of the inhaler did NOT help,
- The casualty is getting worse; is becoming more exhausted; needs more
time to breathe between words. (2-3 words break; 2-3 words break…).
9.13 Disorders of the circulation
9.13.1 Shock
RECOGNITION
Initially:
- Pale, cool, sweaty skin, feeling faint, shivering,
- Rapid, shallow breathing,
- Grey –blue skin: lips, fingernail beds,
- Weakness , dizziness, nausea, possible vomiting,
- Thirst.
Eventually:
- Restlessness, aggressiveness,
- Gasping for air,
- Unconsciousness,
- Cardiac Arrest.
WHAT TO DO?
Treat any obvious signs of shock

- Severe bleeding – stop the bleeding,
- Severe allergic reaction – epinephrine (EPI PEN),
- Very low sugar level – give sweets,
- Severe burns – dehydration - keep warm.
Position
- Loosen tight clothing at the neck, chest, and waist,
- Help the casualty to lie down and raise and support his/her legs,
- Keep them warm by covering him/her with a blanket,
- Administer oxygen.
Section 9 342
CAUTION
- Even though the casualty feels thirsty DO NOT allow them to eat or drink,
- If the casualty is pregnant, help her to lie down on her LEFT side,
- If the casualty looses consciousness, and is not breathing START CPR.
9.13.2 Fainting
RECOGNITION
- Brief loss of consciousness,
- The casualty may fall to the ground
- Pale, cool, sweaty skin
There is an increased risk of fainting if casualty has any of these conditions:
• diabetes
• heart blockages
• irregular heartbeat (arrhythmia)
• anxiety or panic attacks
Fainting can be triggered by a number of factors, including:
fear emotional trauma severe pain dehydration seizures
hyperventilation a sudden drop in blood pressure
going too long without eating consuming drugs or alcohol
standing in one position for too long, standing up too fast
WHAT TO DO?
STEP 1: Make the casualty comfortable

- Advise the casualty to lie down or help the casualty to the ground,
- Kneel down, raise their legs, supporting the ankles on your legs,
- This will improve their blood flow to the brain. Watch their face for signs of
recovery,
- Loosen clothing,
- Open the air vents, consider oxygen high flow,
- Check if there is a doctor on board.
STEP 2: Once the casualty regains consciousness
- Advise them of what has happened,
- Apply SAMPLE test
- Help them to sit up GRADUALLY,
- Ask about any potential medical problems,
- Ask about last meal, drink,
- Offer something cool and sweet to drink.
Section 9 343

CAUTION
- If the casualty feels dizzy or faint again, go to step 1
- Most people do not need any medical assistance, they fully recover
within few minutes.
9.14 Chest pain – Angina pectoris/Heart attack
RECOGNITION
- Central chest pain, may also be felt in the jaw and or down one or both
arms,
- Breathlessness,
- Discomfort high in the abdomen,
- Sudden dizziness, faintness, collapse,
- Pale skin, bluish lips,
- Sudden sweating,
- Feeling of impending doom
WHAT TO DO?

- POSITION: Semi – sitting position, lean the chair slightly back,
- Check if there is a doctor on board,
- Be calm and reassuring.
Allow the casualty to use their heart medication
- ASPIRIN – to be chewed slowly (make sure there is no Aspirin ALLERGY),
- NITROGLYCERINE – 1 dose under the tongue (as indicated by
prescription),
- OXYGEN – high flow.
- Level of response, breathing, intensity of pain.
CAUTION

- If following treatment chest pain remains intense, and the casualty feels no
relief,
- If the casualty loses consciousness, stops breathing, START CPR,
- DO NOT give the casualty Aspirin if he/she IS ALLERGIC to it.
Section 9 344
9.15 Epilepsy
9.15.1 Febrile seizures – children
RECOGNITION
Most often it occurs as the result of the fast raise of the child’s body temperature,
usually the result of a throat or ear infection.
(usually occurs between birth and 5 years of age)
Seizure:
- Convulsions , twitching, clenched jaw, hands, feet,
- Red skin, sweating,
- Blank stare,
- Breathing affected, drooling from the mouth.
Recovery:
- The child stops staring, starts breathing normally,
- Convulsions stop,
- The automatic movements stop.
WHAT TO DO?
Protect the child

- Note the time the episode started ( how long did the seizure last),
- Remove all harmful objects,
- Pad any area the child might injure during the episode,
- Remove extra clothing – if difficult wait till the seizure stops,
- Cool the child, be careful not to over cool,
- Open the air vent.
Monitor the child
- Level of response, breathing,
- Clear the airway if necessary,
- Place in the recovery position,
- Reassure the child and parents.
CAUTION

- If the child doesn’t regain consciousness for more than 10 minutes,
- If the child stops breathing, START CPR,
- If the child is having their first seizure,
Section 9 345
- If the seizures repeat,

- If the seizures continues for more than 5 minutes.
9.15.2 Epilepsy – Major Epileptic Fit – seizure
RECOGNITION
Seizure:
- Sudden unconsciousness,
- Arching of the back , whole body becomes stiff, the jaw may be clenched,
- Convulsions / shaking,
- The airway may become blocked and breathing may be difficult and noisy,
- Blood stained saliva may appear , if the lips or tongue were bitten,
- Possible loss of bladder / bowel control.
Recovery:
- Muscles relax,
- Breathing becomes normal,
- The casualty slowly regains consciousness: may be confused, tired, and not
aware of what happened.
WHAT TO DO?
Protect the casualty

- Loosen tight clothing,
- Pad spaces where the casualty could hit their head, arms, etc.
- DO NOT move the casualty during the seizure,
- DO NOT put anything in his/hers mouth, or restrain during the seizure.
- Level of response, breathing,
- Clear the airway if necessary,
- Place in the recovery position if the casualty is very weak and sleepy following
the seizure.
Section 9 346
CAUTION

- If the casualty doesn’t regain consciousness for more than 10 minutes,
- If the casualty stops breathing, START CPR,
- If the casualty is having their first seizures,
- If the seizures repeat,
- If the seizures continues for more than 5 minutes.
9.15.3 Epilepsy – Minor – Absence seizure
RECOGNITION
Seizure:
- Sudden “switching off”,
- The casualty may look blankly into space,
- Minor twitching usually in one area of the body: lips, eyes, head, arms, or
legs,
- Uncontrolled movements: lip smacking, chewing, making loud noises.
Recovery:
- The casualty stops staring, may not be aware of what happened,
- The automatic movements stop.
WHAT TO DO?
Calm the casualty

- Ensure a quiet environment,
- Calm and reassure the casualty,
- Stay with the casualty until he/she is fully recovered.
- If the casualty is unaware of this condition, advise him/her to seek medical
advice after landing.
CAUTION
Seek emergency medical assistance if a major seizure follows:

- Treat accordingly to Epilepsy Major.
Section 9 347
9.16 Stroke
RECOGNITION
If you suspect a casualty is exhibiting signs of a Stroke act FAST:

- Face: Ask the casualty to smile,
- Arms: Hold the casualty’s both arms up and ask them to continue holding
them up while you let go,
- Speech: Ask a couple of simple questions,
- Test/ Time: Test ALL three of the above.
Ask the casualty when did the FIRST symptom appear, and record the time of that
symptom.
WHAT TO DO?
- Call for a Medic on board,
- Loosen tight clothing at the neck, chest, and waist,
- Allow to sit in a position of comfort,
- Open air vent and consider administering oxygen,
- DO NOT give anything to eat or drink.
If the casualty looses consciousness :
- Place in the recovery position across three seats,
- Administer high flow oxygen.
CAUTION

- If you suspect a STROKE you should consider a priority landing.
9.17 Head injury – concussion
RECOGNITION
Caused by trauma to the head: hit, fall, crash, sport injury

- Short period of altered consciousness,
- Dizziness,
- Nausea / vomiting,
- Headache,
- Double vision,
- Confusion.
Section 9 348
WHAT TO DO?

- Have the casualty rest: quiet, lightly lit, well ventilated place,
- DO NOT give any sleeping pills / sedatives/ tranquilizers.
- Level of response, breathing, pain.
CAUTION

- If the casualty develops convulsions,
- If the casualty’s level of response falls,
- If the casualty stops breathing, START CPR.
9.18 Emergency childbirth
9.18.1 General Information

The majority of deliveries do not threaten lives of either mother or baby. Nevertheless, a
woman who goes into labour unexpectedly may become very anxious, and you must do your
best to reassure and calm her down. Labour usually takes several hours, so there should be
enough time to arrange a medical help on ground. It is not very possible that you will need
to help with actual delivery, since a usual flight takes less than 6-8 hours which is the time
needed for the baby to start coming out. Still, remember never to try to delay childbirth.
Allow the delivery to proceed without interfering.
NOTE: If baby’s position is reversed (a breech delivery – buttocks/knees or feet going out
first, before the head) – urgent medical attention is needed.
THERE ARE 3 STAGES OF THE LABOUR

1. first stage – dilation of the neck of the womb (from about 6 to 12 hours)
2. second stage – descent of the baby from the womb to the vaginal entrance,
delivery (up to 2 hours)
3. third stage – delivery of the afterbirth (up to 30 minutes)
9.18.2 The first stage

This phase begins when the neck of the womb opens and begins dilate. Regular contractions
increase in intensity and frequency.
Then comes a membranous fluid that surrounds and cushions baby in the womb.
This may happen early in the first stage, but it may signal the beginning of the second stage.
- stay with the mother
- let her walk
Section 9 349
9.18.3 The second stage

This stage begins when the womb neck is fully dilated. This phase lasts until the baby is
delivered.
WHAT WILL YOU NEED?

- An improvised crib (drawer lined with soft material)
- Towels
- Absorbent pads
- Bag for waste
PAY STRICT ATTENTION TO HYGIENE!

- Wear an improvised face mask
- Remove outer clothing, roll up your sleeves
- Wash your hands and scrub your nails thoroughly
- Wear disposable gloves
1. cover the floor with towels, newspaper etc;

2. help the mother to a half - sitting position on floor, knees drawn up;
3. ask her to remove any clothing that could interfere with the delivery;
4. keep her covered with blankets as long as possible;
5. put cotton, lint or sheeting under her buttocks for warmth and to absorb
mess;
6. place a clean pad over the anus.
THAN
7. tell the mother to grasp her knees – this will help her to push with the
contractions (every 2-3 minutes);
8. tell her to bend her head forwards, hold her breath and push down during
contractions;
9. inspect the vaginal area. When the perineum (between vagina and anus)
bulges, the baby’s head should become visible. Support it as it emerges;
DO NOT PULL BABY’S HEAD!
10. when the widest part of the head is through, tell the mother to stop pushing
and pant during contractions. This will enable you to swiftly examine the
head;
11. check that there is no membrane covering the baby’s face. If there is, tear
it away;
12. the baby’s head will turn the face to the side. Allow this happen naturally
while supporting the head;
13. continue supporting the baby, lower the baby’s head until the uppermost
shoulder appears at the birth canal;
14. once the first shoulder is clear, lift the head upwards towards the mother’s
abdomen to free the second shoulder. The rest will be expelled rapidly;
15. Lift the baby away from the birth canal. Gently lay the baby on the mother;
DO NOT PULL OR CUT THE UMBILICAL CORD!
16. Clean the baby’s mouth. The baby should start to cry. If not, assess the
child according to the algorithm for paediatric emergencies;
DO NOT SMACK THE BABY!
Section 9 350
17. Wrap the baby and put it in the mother’s arms while you attend to
afterbirth. Make sure, that baby is lying on its side with the head slightly
downwards, so that fluids can drain from the nose and mouth.
9.18.4 The third stage

During this phase, mild contractions continue to expel the afterbirth.
It takes 10 – 30 minutes and there is usually some bleeding. The womb should then contract
and bleeding should stop.
If this mechanism fails, there is a danger of after – delivery bleeding leading to shock.
18. wait and watch until the afterbirth is delivered naturally
19. after it is expelled, the umbilical cord has to be cut; Firmly tight bandage
around the umbilical cord 10-15 cm away from the infant and one more
bandage 8-10 cm from the first bandage to stop the blood flow in the
umbilical vessels. Cut the umbilical cord between the bandages. The baby’s
part of the cord has to stay tightened all the time.Wrap a bandage around
it.
20. keep the afterbirth intact for inspection (preferably in a polythene bag);
21. clean the mother and lay a sanitary pad or a clean towel over her vagina;
22. a small amount of bleeding is normal. Keep calm. Massaging woman’s
abdomen just below the navel will help the womb to contract and harden
and should stop bleeding.
NOTE: Do not give the mother anything to eat or drink. If she is thirsty, wet her lips with
water.
9.18.5 Reporting birth on board

9.19 Trauma
9.19.1 Wounds
Wounds occur through external trauma such as:
- Mechanical force
- Heat
- Cold
- Chemicals
And can have following consequences:
- Bleeding
- Pain
- Disturbed functions
- Infection
Treating minor wounds
- clear the area around the wound (water, disinfectant)
- disinfect the wound itself
- apply a dry, sterile bandage
Section 9 351
- Place the patient into comfortable position before treating the wound as a protection
before fainting,
- In the case of bigger wounds – just provide sterile covering,
- Do not pre – treat wound with cream, powder etc.
- Do not remove foreign bodies from the open wounds,
- Immobilize the wound
9.19.2 Bleeding
9.19.2.1 Types of bleeding

The loss of more than 1 liter of the blood constitutes a danger to life.
Stopping bleeding can thus save a life of the casualty.
TYPES OF BLEEDING
- External – in real life often overestimated
- Internal – in real life often underestimated
-
9.19.2.2 External bleeding

For small wounds and bleeding cuts, all that is needed is a proper, clean dressing. In case of
massive, violent bleeding, the main concern should be to prevent too much blood loss. If
blood soaks through the first dressing, apply another one on top – do not ever attempt to
remove the first dressing, as this may cause further damage to the tissues and worsen the
bleeding. In case of very dynamic, violent bleeding, a compression dressing is used.
Type of bleeding Characteristics Action to be taken
capillary In droplets, graze type Treat the wound
Lie the patient flat

Uniformly flowing, blood
venous Stop the bleeding, treat the wound
more of a darker red
apply a compression bandage if needed
Stopping of bleeding has the highest
priority
lie the patient flat
apply pressure with the fingers to the
artery supplying the blood
Spurting, pulsating, comes
possibly apply direct pressure to the
arterial out under pressure at regular
injured blood vessel
intervals, light red
apply a compression bandage and a
second one on the top if necessary
monitor the patient
organize medical treatment as soon as
possible
Section 9 352
COMPRESSION BANDAGE
Using this bandage, you apply a so called resting pressure to the wound that helps stop
bleeding very effectively. The compression bandage shortens around the wounded part of the
body and at the same time creates a resistance against stretching while the casualty’s muscles
contract. It should be used when bleeding is serious and hard to stop.
9.19.2.3 Internal bleeding

Mainly recognized from the typical state of shock. This situation is urgent and needs to be
treated immediately.
TREATMENT
- Place the patient with the legs up (if unconsciousness apply the recovery position)
- Monitor the condition
- Organization of treatment by doctor / hospital as soon as possible
9.19.2.4 Nose bleed

- The casualty should lean forward, head lowered
- Squeeze the PAX nose closed for approx 5 minutes (direct pressure) and then gradually
let go
- Advise the casualty to avoid hot liquids, it could re-start a nose bleed
NOTE: Nose bleed can be dangerous:
• if it appeared after a head injury and the blood is thin and watery
• if the person has history of blood diseases (anemia or hemophilia)
• if person has been taking medications that thin the blood (aspirin, warfarin, heparin)
9.19.3 Injuries
9.19.3.1 Eye
- Ensure that the casualty does not rub their eye
- The particle can be rinsed out by blinking
- If not, rinse the eye with lukewarm water
NOTE: Do not remove any particles that are firmly lodged. Do

not touch!
INJURY
- Place sterile gauze on the eye
- Dress it loosely
- The PAX should remain seated
CHEMICALS
- Bend the PAX head to the side of the injury
- Rinse the eye with a great deal of water ( to do this, hold the eyelids apart and carefully
pour the water into the eye )
- Lightly cover the eye with the sterile gauze
Section 9 353
9.19.3.2 Head
RECOGNITION
Clear liquid may be secreted from the ears and nose
Swelling or wound on head
Pupils of different size
Impaired vision
WHAT TO DO?
If unconscious, but breathing – place in the recovery position

Place cushions to prevent the head from any movements
Gently cover the bleeding wound with sterile gauze
CAUTION
If clear fluid is emerging from one or both ears - place absorbent compresses on the ear and
keep in place with gauze.
9.19.4 Fractures
RECOGNITION
There are closed fractures and open fractures.
- Swelling
- Sensitivity to touch
- Deformation
- Pain upon movement
- Bleeding from an open fracture
WHAT TO DO?
- Prevent the fractured point joint form moving. This is
achieved by immobilizing the joints on each end of the bone
- For stabilizing use all available material (blankets, cushions)
- To provide additional support, carefully wrap a big newspaper
around the broken limb and immobilize the joints above and
below fracture
- Fix the improvised splint in place with gauze or bandages
- Place ice in bag on the fracture in order to alleviate the pain and swelling
- do not apply the ice directly to the skin, put a piece of gauze in between
Section 9 354
- In case of open fracture (with wound) - stop the bleeding by a means of a compression
bandage and treat the open wound
- If unconscious - assess according to BLS. Be ready to resuscitate if needed
NOTE: Do not attempt to return the protruding bone to the correct position
9.20 Burns
THERMAL BURN AGENTS

Hot liquids
Steam
Flash and flame
NOTE: Handle dry ice with attention (use the protective gloves) as it can cause burn injury
WHAT TO DO?
Put out the flames (blankets, water etc).

Cool (water, preferably 25-17 Celsius warm, keep cooling for at least 30 minutes).
Do not take off clothes that have stuck to the skin.
Apply sterile dressing to isolate and protect the damaged tissues.
NEVER puncture any blisters (danger of infection, formation of scars)
CAUTION
Burns in the face, above joints and on genitals are regarded as serious burns that need urgent
medical treatment.
9.21 Medical effects of heat and cold
9.21.1 Sunstroke
RECOGNITION
- Headache, dizziness, ringing in ears

- First symptoms may resemble those experienced during a common cold
- High temperature, stiff neck
- Increasing drowsiness, loss of consciousness
WHAT TO DO?
Requires quick assessment and rapid treatment

- If possible, move to cooler place, loosen tight clothes
- Rapid cooling: wet towels, cold drinks if conscious
Section 9 355
- Put the casualty in the most comfortable position with legs raised
- If unconscious: recovery position, monitor breathing, be ready to resuscitate if indicated
- Put a wet cold towel on the back of the neck (there is a centre of thermoregulation), armpit
( location of some bigger blood vessels)
CAUTION
If sunstroke is suspected, a doctor must be called without delay.
9.21.2 Hypothermia
RECOGNITION
This condition develops when the body temperature falls below 35 Celsius.
- Shivering
- Cold, pale, dry skin
- The body feels “as cold as marble”. Apathy, confusion, irrational behaviour, belligerence
- Lethargy
- Blurred consciousness or loss of consciousness
- Slow and shallow breathing
- Slow and weakening pulse
- Possibly cardiac arrest
WHAT TO DO?
AIM
To prevent the casualty losing more body heat, to keep the casualty warm.
TREATMENT
- Insulate the casualty with extra clothing, blankets
- Cover his head
- Take the casualty to a sheltered place
- Protect the body from the ground and the elements - cover with blankets or newspapers,
enclose him in a polythene survival bag, if available
- Give him hot drinks if available
- In case of unconsciousness, place to recovery position, monitor breathing and be ready to
resuscitate
- Do not offer alcohol - it dilates blood vessels and accelerates heat loss
- Layers of the clothing are more effective than one warm garment
- If at home - offer warm bath and bed
- Offer high - energy foods (chocolate)
Section 9 356
9.22 Other sickness
9.22.1 Allergy mild
RECOGNITION
These symptoms may vary depending on the trigger and the person:
- Red , itchy eyes,
- Red, itchy rash,
- Some swelling to the hands, feet, and face,
- Mild wheezing, some difficulty breathing.
WHAT TO DO?
Asses the symptoms

- Ask about any known allergies,
- Ask if the casualty has been in contact with the trigger/ allergen recently.
Remove the trigger
- Consider flushing out with water, washing the area,
- Allow the casualty to take their own allergy medications.
CAUTION

- The casualty is getting worse and becoming distressed,
- The casualty is having more trouble breathing,
- The swelling gets worse: face, tongue, inside of the throat.
Section 9 357
9.22.2 Allergy – sever - Anaphylactic shock
RECOGNITION
- Red, itchy rash, often on the chest and abdomen,
- Wheezing, difficulty breathing, tight chest, gasping for air,
- Abdominal pain, vomiting,
- Pale skin, with red rash,
- Swelling to the tongue and throat, puffy, swollen eyes, lips,
- Feeling very scared and agitated,
- Signs of shock, feeling faint, dizzy,
WHAT TO DO?
Get medical help quickly

- This reactions happens very quickly and is very dangerous,
- Ask what the casualty is allergic to,
- Ask if they have any of their emergency medications.
After removing the trigger
- Check whether the casualty has his/her emergency allergy medication – a
syringe or an auto- injector of adrenaline ( epinephrine) – HELP
HIM/HER USE IT,
- Position: sitting - most comfortable while the casualty has difficulty
breathing
- Administer Oxygen
- Monitor the casualty
CAUTION

- The casualty is getting worse and becoming distressed,
- The casualty is having more trouble breathing,
- The casualty becomes unconscious,
- Following the epinephrine injection the casualty should feel immediate
relief (up to 5 min).
Life threatening symptoms may return after 20 – 30 minutes
Section 9 358
9.22.3 Steps of Epinephrine use
Step Action
1 Hold the Epipen
2 Take off the safety cap. Follow the instructions on the Epipen
3 Push perpendicularly the other end hard against the side of persons thigh, about
halfway between the hip and knee.
Give injection through clothes or on bare skin
4 Hold the pen for at least 10 sec
5 Remove the needle by the pulling the pen straight out
6 Epipen is one shot syringe. After injection should be treated as biohazard.
9.22.4 Diabetes Mellitus – Hyperglycaemia
RECOGNITION
- History of Diabetes,
- Rapid breathing,
- Drowsiness, leading to unconsciousness,
- Sweet smelling breath,
- Excessive thirst,
- High blood sugar develops SLOWLY over a period of days.
WHAT TO DO?
Make the casualty comfortable:

- The casualty must be transported to and treated in hospital.
If conscious:
- If you are unsure of the signs: GIVE SUGAR,
- Sugar will help in case of HYPOglycemia,
- Additional sugar will not harm in case of HYPERglycemia.
If unconscious:
- Do not force anything down their mouth,
- Open airway.
Section 9 359
CAUTION

- If the casualty looses consciousness,
- If untreated at hospital, hyperglycemia may lead to unconsciousness
(diabetic coma).
9.22.5 Diabetes Mellitus – Hypoglycaemia
RECOGNITION
- History of Diabetes,
- Hunger,
- Weakness, faintness,
- Confusion,
- Irrational/ aggressive behavior,
- Cold sweat,
- Slight muscle tremors,
- Falling level of response,
- May wear a diabetic identity bracelet, necklace,
- May have glucose gel or an insulin syringe.
WHAT TO DO?

- Raise the sugar level in their body QUICKLY.
If conscious:
- Give something sweet to drink,
- Give something sweet to eat,
- Encourage the casualty to eat a proper meal within 20 minutes of incident.
If unconscious:
- Do not force anything down their mouth,
- Open airway.
CAUTION

- If the casualty looses consciousness,
- If the casualty does not recover after drinking and eating, look for other
possible causes.
Section 9 360
9.22.6 Diarrhoea, vomiting
RECOGNITION
It is often a result of food poisoning. If both occur together, there is an increased risk of
dehydration.
WHAT TO DO?
AIM
- to restore lost fluid and salts
TREATMENT
- Give the casualty plenty of bland fluids, slowly and often
- Suitable are „isotonic“ glucose drinks or add salt (1 teaspoon / lt ) and sugar (4 or 5
teaspoons / lt ) to either water or other similarly prepared drink and offer to the passenger
- When the appetite returns, give only bland, starchy food for 24 hours
CAUTION
NOTE! Infants and children dehydrate very quickly and cause muscle weakness, irregular
heartbeat.
Section 9 361
9.22.7 Airsickness
RECOGNITION
It is a medical situation of psychological origin when travelling by plane. In practice it is

sensitivity to continuous, monotonous movement.
RECOGNITION
- Pale face
- Sickness / nausea
- Vomiting
- Shivering
WHAT TO DO?
TREATMENT
- The care provides the key role in the therapy; reassure the passenger, calm him down
- Open the fresh air outlet
- Release clothing
- Place seat in a comfortable position (seat reclined)
- Keep an airsickness bag in reach
- Offer blankets and small refresher towels
- Offer tea and crackers if the passenger is not vomiting
9.22.8 Infection control on board
Any body fluid, such as diarrhea, vomit or blood might be contaminated, therefore must be
treated as potential source of infection.
PERSONAL PROTECTION
- Treat any body fluid as though it is infectious
- Hand hygiene is the single most important infection control measure
PROCEDURES IN CASE INFECTION IS SUSPECTED
- Call for SCA/other Cabin Crew Member (CCM)
- If other CCM agrees with your concerns and if medical support is available at the airport,
contact them immediately
- If medical support is not available, deny boarding and ask the pax to consult the physician
and request medical clearance before travel is accepted
- If medical certificate stating “not contagious” is presented, let the pax board the plane,
but try to find separate seat/row for him
- Before offloading the casualty do not forget to fill out the Injury/Illness report and perform
inside baggage check if pax has already entered the cabin
Section 9 362
9.22.9 Hysteria
It is a subconscious condition caused by a psychological stress. People having problems
dealing with stress can present with a condition known as hysteria.
RECOGNITION
- Loss of behavioural control. Attention – seeking behaviour
- Hyperventilation, extreme spasm in the wrists and hands
- Marked tremor or paralysis
AIM
- to help the casualty to calm down and regain self –control
TREATMENT
1. Escort the casualty to a quiet place, away from audience as possible;
2. Be firm and positive, do not over sympathise;
3. Stay with the casualty until he has recovered.
9.22.10 Panic attack
RECOGNITION
• Shortness of breath or hyperventilation
• Sweating
• Hot or cold flashes
• Heart palpitations or a racing heart
• Choking feeling
• Chest pain or discomfort
• Trembling or shaking
• Feeling unreal or detached from your surroundings
• Nausea or upset stomach
• Feeling dizzy, lightheaded, or faint
• Numbness or tingling sensations
• Fear of dying, losing control, or going crazy
WHAT TO DO?
• Treat as for hyperventilation – ask the casualty concentrate on breathing - breath as
slowly and as deeply as he can
• Reassure the casualty and talk to him, do not leave him until attack disappears
• Always monitor the casualty
• Try to divert his attention elsewhere
• Offer the casualty to drink, eat and rest properly
CAUTION
Panic attack may lead to a breathing problem, such as hyperventilation – do NOT
administer oxygen.
Section 9 363
9.23 Death on board
In case of a death occurring on board an aeroplane, the following is applicable:

- If possible, a medical doctor on board shall declare death
- The cause of death shall be entered on the health copy of the general declaration,
stating the name of the deceased and the time and geographical location of occurrence
- In general, the flight might proceed to the scheduled destination; if death takes place
a few minutes after take-off it might be preferable to return to the station of departure;
the Commander may, however, decide to land at the nearest suitable aerodrome, if the
cause of death and/or possibility of infection requires so
- The Wizz Air representative and the medical and police authorities at the station of
intended landing shall be notified without undue delay by radio, stating the probable
cause of death
- Procedure with the deceased
o The deceased should be laid down
o hands crossed and eyes closed
o out of sight of the other passengers, if possible in a separate compartment of
the aeroplane
o in case of suspicion that the deceased may have suffered from a contagious
disease, all precautions shall be taken to prevent infection of the other
passengers and Crew
- On transferring the dead body to the authorities, the Commander shall submit a short
statement in duplicate, using the English language - this statement must contain the
name of the deceased as well as the circumstances, time and geographical location of
death - the duplicate copy is for Wizz Air use
- The Commander shall look after the baggage, personal belongings and jewellery of the
deceased; if no local Wizz Air representative is present at the airport, the Commander
shall draw up, in the presence of two witnesses, a detailed description in two copies of
the belongings of the deceased, which must be signed by the witnesses and himself;
the witnesses shall be Crew Members
- Death on Board Report must be filled by the Commander of the flight (for details refer
to CAM 0.5.4.6)
9.24 First Aid Kit

There are two types of FAK on board of our aircrafts with slightly differing composition of
medications in each of them. For details about the content of the FAK refer to CAM 12.8
Any FAK contain different types of bandages, wound dressings, antiseptic wound treatment,
disposable gloves, burn compresses, splints, scissors, and safety pins.
I type – metallic rectangular FAK (a/c HA-LP–J/K/L/M/N/O/Q/R/S; HA-LWF; HA-LYU/V in

which doctor can find:
“Tavegil” tablets in order to relieve allergy symptoms
“Aspirin”, which can be used for angina pectoris or heart attack
1 pocket mask is available for resuscitation
Section 9 364
II type – black square FAK (the rest of a/c fleet), where passenger under doctor’s
supervision can be provided with:
“Diocalm” to relieve diarrhea symptoms and pain discomfort
“Stugeron” for dizziness, motion sickness or even to facilitate migraine
“Paracetamol” tablets are also available
forehead thermometer
face shield instead of pocket mask used for CPR
FAK may be opened by CC in case of injury/sickness and the following:

- When there is doctor on board and he advises a sick passenger to take drugs found
in FAK. In this case your knowledge of FAK main composition (as listed above) could help
doctor to quickly decide on what further actions for casualty treatment could be taken if
there are no relevant pharmaceuticals in it. Furthermore, opening of FAK for no purpose
would be avoided.
- When there is need for Cabin Crew (without doctor’s request) to look for and take
some non-medications for passengers or themselves: pocket mask or resuscitation
face shield, bandages, wound dressings, antiseptic towelettes, burn compresses,
disposable gloves or forehead thermometer (in black square FAK).
Section 9 365

Section 10 366
AIRBUS A-320 DATE: 31 MARCH 2016
10 AIRBUS A-320
10.1 General
The A320 is a short to medium range,
single-aisle, civil transport aircraft,
with two engines, mounted
underneath the wings.
The fly-by-wire control system was
designed and certificated to render
the new generation of aircraft.
The landing gear of the A320 is
comprised of:
- Two main landing gear, which
are retracting sideways into the
fuselage
- A nose landing gear, which is retracting forwards into the fuselage
The A320 is equipped with:
- 4 main cabin doors
- 4 overwing exits
- 2 cockpit sliding windows
- 4 avionic compartment access doors
All flight control surfaces are:

- electrically controlled
- hydraulically activated
The stabilizer and rudder can also
be controlled mechanically. Flight
Crew uses sidesticks to fly the
aircraft in pitch and roll.
Computers interpret pilot inputs
and move the flight control
surfaces, as necessary, to carry
out these orders.
Elevator
A movable control surface,
usually mounted on the aft edge
of stabilizers that controls pitch,
and is controlled by the side-stick.
It is used to steer the airplane in the vertical profile.
Flaps
A movable control surface, usually mounted to the aft edge of the wings that extends the wing
to provide added lift at low speed. Most often used to allow slower landings, and shorter take-
offs.
Section 10 367
Rudder
A movable control surface, usually mounted at aft end of the fuselage sticking up (like a dorsal
fin), that controls yaw (heading, direction), and is controlled by the pedals.
Slats
A movable control surface, usually mounted to the forward edge of the wings that extends the
wing to provide added lift at low speeds.
Spoiler
A movable control surface, usually mounted to the wings that provides roll control and additional
control on the lift. During landing provides additional deceleration.
Three cargo compartments are installed in the A320’s lower deck. The access is granted by the
cargo doors on the lower side of the fuselage, below the cabin floor. The FWD and AFT cargo
doors open outward and upward and can only be opened from the outside. They are hydraulically
operated and mechanically locked.
10.1.1 Cockpit
The cockpit is designed to accommodate two Crew
Members, and one or two other occupants (depending on
the A/C configuration). Two pilots seats are column
mounted, third and fourth occupant seats (if installed) are
folding seats.
10.1.2 General layout – Main Deck

The A/C cabin layout is divided into main deck and a lower deck layout.
The main deck is equipped with:
- 180 passenger seats
- 2 galleys
- 3 lavatories
Passenger seats
In the standard Wizz Air configuration 180 economy seats are available.
1 – 30 row, seat ABC DEF.
NOTE: The passenger seat is considered inoperative if the seat belt is missing or the seat has
other damage/malfunction which might endanger safety of the passenger. In such a case the
discrepancy must be reported to the Commander, and further actions must be followed as
specified by MEL.
NOTE: A seat is not considered inop as per the MEL and is therefore not an MEL item if only the
backrest recline function is inop and the seat is secured in the upright position (backrest can’t
be moved backwards) and no other damage exists on the affected seat.
Section 10 368
NOTE: Ensure that all seats are in upright position (if applicable) and all tray tables as well as
cup holders (if applicable) are stowed during Taxi, Take-off and Landing. This is necessary for
a trouble-free evacuation in case of emergency.
Overhead stowage compartments

Overhead stowage compartments are installed above the seat rows in the cabin. At their bottom
side, overhead stowage compartments contain oxygen containers of the fixed oxygen system
and Passenger Service Units (PSU) consisting of:
- Reading lights
- Passenger lighted signs (refer to CAM
10.9.1.)
- Loudspeaker
- Passenger calls system
Each overhead stowage compartment has one or

two doors with a latch on the bottom edge of the
door. The overhead stowage compartment doors
open upwards and give access to the
compartment from the aisle.
- Normal purpose of all stowage compartments is to stow emergency equipment, passenger
clothing, items for passenger comfort and miscellaneous equipment
- Do not use stowage compartments for any abnormal purposes! Otherwise injury to persons
is possible
- All stowage compartment doors have a locking mechanism. The locking mechanism prevents
the door from opening caused by flight manoeuvres or turbulence
- NOTE: Make sure that the doors of all stowage compartments are closed and correctly
- latched during:
o taxi
o take-off
Section 10 369
o turbulence
o landing
Otherwise injury caused by moving doors and/or falling items is possible.
Overhead stowage compartments – door operation
- To open:
o Lift the latch until the overhead stowage compartment door is unlatched
o Keep away the hand from the latch. The overhead stowage compartment door
opens automatically
- To close:
o Swing in the overhead stowage compartment door
o Move the overhead stowage compartment door against the housing, lift the latch
and release it when the door is in the complete closed position
10.1.3 Crew seats

- In the cabin five/six Cabin Attendant (jump) seats are available
- In the cockpit (in addition to the two Flight Crew seats) one/two observer seats are available
o The two pilot seats are column-mounted
o The third seat is folding seat
Use of vacant Flight Crew seats

The occupancy of a vacant Flight Crew seat on the Flight Deck or Crew seat in the cabin by a
person who is not a member of the operating Flight or Cabin Crew is permitted provided the
following conditions detailed below are complied with:
- Any applicable Aeroplane Flight Manual limitation is observed
- The person is assessed as able to operate self help exits
- The person has the permission of the Operations Manager and/or Commander
- The person is in possession of a valid passenger/staff ticket
- The Commander ensures that the person is properly briefed on safety procedures and
equipment, and relevant operating procedures
- The Commander emphasizes the importance of avoiding contact with, or operation of,
any control or switch
- Multiple seat occupancy is not permitted
- The seat is equipped with safety belt and the requirements concerning supplemental
oxygen are met
Section 10 370
NOTE: The FO seat is identical except that the control switches are mounted on the left side
Electrical control switches

The pilot seat is equipped with two electrical
switches:
- One to adjust vertical position of the seat
- One to move the seat forward /rearward
To adjust a seat electrically, the occupant must press
the appropriate control switch in the desired direction
and release it when the seat reaches the desired
position. The switch then returns to the spring-
loaded neutral position.
Mechanical control switches

The pilot seat is equipped with three mechanical
switches, which are backup in case of failure of the
electrically control switches. Three switches are
following H horizontal (fwd/aft), V vertical (up and
down), R (recline the seatback).
THIRD OCCUPANT SEAT (BEHIND FO SEAT)

This seat has three positions:
- Normal: centred on aircraft axis
- Intermediate: clear of the cockpit entrance
- Stowed: seat vertical and headrest folded back. This position of the seat is used when
there is no third occupant in the cockpit
Section 10 371
Cabin Attendant seat operation

- Pull down the seat pan until it is
level
- When holding down the seat pan,
apply body weight in the seat pan
- Release of body weight, the seat
return to the stowed position
NOTE: Double Cabin Attendant seat is

considered as a one seat.
CAUTION: To remove the backrest
cushion of the jumpseat during normal
operation is strictly forbidden.
Section 10 372
10.1.4 Cabin Attendant seating

The Cabin Attendant seat is a pull-down type that automatically returns to the stowed position
when unoccupied.
A combination seat belt / shoulder harness and a padded headrest are installed in the seat.
At the lower part of the seat, stowage is available for emergency equipment.
Restraint system
The restraint system consists of the seat belt and two shoulder harness/straps integrated in the
cabin seat.
Fasten seat belt procedure

- Close the lap belt
- Pull the unlocked free strap end and tighten the belt
- Pull down the shoulder harness/straps
- Insert the shoulder harness/straps into lap belt buckle
Loosen seat belt procedure
- Open the lap belt buckle through turning the cap of the buckle to the left or right
direction
Section 10 373
Pre-flight check of the C/A jump seat

- For details refer to CAM 1.3.1.3
C/A seat inoperative procedure

- If one of the FWD Cabin Attendant seats (SCA or C/A 2) is inoperative SCA has to sit on the
one which is operative and C/A 2 has to sit on the 1D passenger seat
- If both of the FWD Cabin Attendant seats are inoperative, the aircraft is not allowed to fly
until the seats are repaired
- If one of the AFT Cabin Attendant seats in the AFT galley (C/A 4 or C/A 3) is inoperative the
Cabin Attendant whose seat is concerned has to sit on the forward facing Cabin Attendant
seat (C/A 5); if it is not available, occupies seat 30C (if the rear Cabin Attendant seat next
to door 4L is inoperative or unusable), or seat 30D (if the rear Cabin Attendant seat next to
door 4R is inoperative or unusable)
- If both of the AFT Cabin Attendant seats in the AFT galley are inoperative, the aircraft is not
allowed to fly until the seats are repaired
10.1.5 Cabin Attendant stations

Cabin Attendant stations are located at
the FWD and AFT cabin door on the A/C.
The Cabin Attendant seats are part of the
Attendant stations. The A/C has a total of
3 Cabin Attendant stations with together
5 Cabin Attendant seats installed.
These stations are equipped with:
- Single or double Cabin Attendant
seats
- Forward Attendant Panel (FAP)
- Attendant Indication Panels (AIP)
- Additional Attendant Panel (AAP)
- Handsets
Section 10 374
SCA and C/A2 stations next to door 1L

The typical SCA and C /A2 station is equipped as follows:
- 1 FAP located above Cabin Attendant seats
- 1 AIP located in front of the Cabin Attendant seats
- 1 Handset located between the headrests
- 2 Cabin Attendant seats with relevant emergency
equipment
C/A4 station next to door 4L

The typical C /A4 station is equipped as follows:
- 1 AAP located in the door frame
- 1 AIP located in the door frame
- 1 Handset located in the door frame
- 1 Cabin Attendant seat with relevant emergency
equipment
- The seat is mounted on the rear wall of the lavatory
D.
C/A3 station next to door 4L
The typical C /A3 station is equipped with:
- 1 AIP located between lavatories E and D in the
overhead panel
- 1 Handset located next to the headrest of C/A5
jumpseat
- 1 Cabin Attendant seat with relevant emergency
equipment
Section 10 375
C/A5 (additional / non-required Crew station)

Forward facing C /A5 seat operation:
- Lift up the Seat-Pan Release Latch and turn the
seat 90° counterclockwise
- Push down the seat pan into the locking
mechanism,
- Lifting up the Seat-Pan Release Latch moves the
seat automatically to the stowed position
NOTE: Be careful while stowing the seat and releasing

the seat pan latch, as the automatic system of returning
the seat into stowed position operates with considerable
force.
The seat is installed in the rear centre aisle of the cabin in the folded position.
10.1.6 Galleys
On board the aircraft two galleys
are installed (one in the FWD and
one in the AFT entry area).
Galleys equipment
Galleys are typically equipped
with: Beverage Makers, Water
Shut-Off Valve, Sink, Drain
Valve, Trolley compartments,
Box compartments.
Trolleys
Trolleys are mobile units on
board the aircraft, used for
storing and transporting catering
items (except waste trolley).
NOTE: Carefully move the trolley through the aisle do not endanger passengers, always activate
the brake when stopping or parking the trolley, make sure that the trolley will not be handled
by passengers.
Section 10 376
Engaging trolley brake

- Push, using the foot, the red pedal to engage the
brake
Disengaging trolley brake
- Push, using the foot, the green pedal to disengage
the brake
Opening trolley door
- Turn the lath handle to OPEN position
- Swivel out the trolley door using the handle
Closing of trolley door
- Swivel the door
- Make sure that the latch handle is in OPEN
position
- Push the door against the housing and hold it with one hand
- Turn the latch handle to CLOSED position using the other hand
- NOTE: Carefully close the trolley door to minimize the risk of clamping fingers
Inserting trolley into its compartment in the galley
- Disengage the trolley brake
- Carefully insert the trolley into its compartment
- Engage the trolley brake
- Close the securing latches at the trolley compartment
Container
- Containers are mobile units on board the aircraft, used for storing and transporting catering
items.
- NOTE: Do not use the container for any other than designated purposes
- Do not overload the containers. Overload may cause damage to the locking mechanism
(danger of uncontrollable opening)
- The container has a closed housing with a door. The door is opened and closed by a latch
Removing the container from the compartment
- Unlock the respective latches
- Hold the handle of the container tightly while you pull out the container
- Put the container on a safe place. A
safe place is where the container
cannot move during manoeuvres or
turbulence
Opening the container
- Turn the latch until the container door
is unlatched
- Carefully swing out the container door
Closing of the container
- Make sure that the weight is not
overload
- Swing the container door
- Push the container door against the
housing until the latch engages
Section 10 377
Re-inserting the container

- Take the container and place it on its dedicated place
- Lock the respective latches
Electrical panels
Electrical panels are installed in the galleys and normally include (depending on the aircraft
definition) circuit breakers, toggle switch for working light etc. Panels with circuit breakers are
installed above the beverage makers in each galley.
Circuit breakers operate automatically and secure the related electrical circuit. When a circuit
breaker trips, the circuit has been overloaded (refer to CAM 3.1.3. Circuit Breaker Procedure).
Example of water shut-off valve position

Water Shut-Off Valve stops the water supply to the equipment (e.g. Beverage Makers, Water
Spigot).
Operation of water shut-off valve

When the operating handle points to OPEN position the Water Shut-Off Valve is open and the
water is supplied to the equipment in the respective galley.
When the operating handle points to SHUT/CLOSED position the Water Shut-Off Valve is closed
and it stops the water supply to the equipment in the respective galley.
NOTE: All electrical galley equipment must be switched off after the Water Shut-Off Valve has
been closed. This will prevent electrical equipment from heating up while empty and will avoid
the risk of potential hazards.
Water heater
Water heater/ is supplied by the aircraft water system and electrical system.
Section 10 378
CAUTION: Monitor the water heater during its operation.

Operation
- Set the ON/OFF switch to the ON position. The ON light comes on
- The READY light comes on, when the water is hot and has the correct temperature
HOT water faucet operation
- Hold the hot water pot below the outlet of the HOT water faucet
- To open the HOT water faucet, pull the handle towards you and hold it
- To close the HOT water faucet, release the handle. The water flow stops
- To stop the operation of the water heater, set the ON/OFF switch to the OFF position.
Low water indication
If there is not enough water in the water heater, the red NO WATER light comes on and the
heater does not operate.
The following steps should be followed:
- Hold a hot water pot below the outlet of the hot water faucet
- Open the hot water faucet by pulling the handle 90° toward you. Hold the handles to
bleed any air from the water heater until water flows out of the outlet
- Release the red handle. The water flow stops
- Discard the water from the pot through the sink of the galley
- When the water heater is full of water the red NO WATER light goes off
NOTE: When you open the HOT water faucet, the following precautions must be taken:
Keep your hands away from the water. Do not let the water splash.
Section 10 379
NOTE: It is forbidden to place an empty metal pot on the hot plate of the coffee maker while is
in operation.
NOTE: It is strictly forbidden to leave hot water jar/pot unattended while the hot water is pouring
from the outlet of hot water faucet.
Drain masts
Waste water from the galleys and from the sinks in the lavatories drains overboard through two
anti-iced drain masts. The forward mast drains waste water from the forward cabin, the aft
mast drains it from the aft cabin. Differential pressure discharges the wastewater in flight, and
gravity does so on the ground. The system is heated, that is why is strictly forbidden to pour
milk, coffee, tea, food rests into galley and lavatory sinks. This causes defects on the wastewater
drainage system. Only water can be discharge into lavatories and galleys sinks.
Section 10 380
WASTE BIN
Section 10 381
Waste bin compartment flapper door INOP procedure

In case the door closing the waste bin compartment in a galley (flapper door) is inoperative,
deactivated or not installed, the crew should collect the waste from the galley and dispose it
into the plastic bag. The content of the plastic bag should be disposed into the waste trolley
during the cabin preparation for the landing, refer to Cabin Preparation-Descent CAM 1.8.
Pre-flight check of the galley
- For details refer to CAM section 1.3.1.3
10.1.7 Lavatories
Lavatory location
Three lavatories are installed in the cabin (Lavatory A, D, E). Each lavatory has a toilet function
and washroom function.
Section 10 382
Lavatory equipments
Each lavatory has the following components: a toilet unit, washbasin with drain valve, water
faucet and soap dispenser, waste container with waste chute and closing flap, nursing table,
LSU (Lavatory Service Unit), smoke detector, waste bin fire extinguisher, ashtrays, paper roll
holders, a service cabinet with a box for towels, a mirror, a coat hook, a handgrip.
LSU (Lavatory service unit)

All lavatories are equipped with an LSU, which includes:
- A Return to Seat sign, sign lights up when the Fasten Seat Belts signs are switched on
- A Cabin Attendant Call button, with it the Cabin Crew is called (refer to CAM 10.6.6)
- A razor socket
Water heater
Water heaters are installed below each wash basin in every lavatory to heat the water. A thermo-
switch regulates the water temperature and the outlet temperature at the water heater is
between 40°C and 50°C. If the thermo-switch has a malfunction, an overheat switch cuts the
electrical supply.
Section 10 383
Manual water shut-off valve

- Manual water shut-off valve stops the water supply of the wash basin.
- A drain valve and manual water shut-off valve is installed in each lavatory under each wash
basin.
- Positions of the water shut-off valve are as follows:
o OPEN
o SHUT
- NOTE: Switch off the water heater after the manual water shut-off valve has been closed.
This will prevent the water heater from heating up while empty and will avoid the risk of
potential hazards.
Drain valve
- A drain valve is installed in the wastewater line under each wash basin. It lets the wastewater
drain to the drain masts and stops the leakage of air pressure through the drain mast.
- The drain valve opens only when water flows through the drain masts. By pulling the ring
located at the top of the valve, it allows to override the wastewater drainage from the wash
basin.
Nursing table
Opening the nursing table:
- Unlock the latch-lift the latch until the nursing table is unlatched from the stop
- Using the latch, pull the nursing table from its position
- Hold and fold down the nursing table to its support, attached to the sidewall
Restoring the nursing table:
- Make sure that the nursing table is clean, before stowing it back
- Fold up the nursing table to the stop
- Push the nursing table against the stop until the latch engages with a snap
Water faucet
The water flow starts and stops automatically by pushing and releasing the knob of the water
faucet.
The temperature of the water can be selected by turning the knob:
- Turning the knob to the blue direction, the water becomes colder
- Turning the knob to the red direction, the water becomes warmer
Lavatory waste compartment flapper door INOP procedure

Section 10 384
- In case the lavatory flapper door is found inoperative during pre-flight check:
o the Commander must be informed about the discrepancy
o the follow up actions should be conducted by the Maintenance according to the MEL
requirement
- In case the lavatory flapper door is found inoperative during flight/series of flights:
o the Commander should be informed about the discrepancy
o the waste container should be emptied
o the respective lavatory should be locked, considered inoperative, until the end of the
flight/series of flights
- Pre-flight check of the lavatory
- Refer to CAM section 1.3.1.3
10.2 Doors and Exits

Section 10 385
10.2.1 General
A320 is equipped with 8 emergency exits (i.e. 4 main doors and 4 emergency exit windows)
plus 2 secondary emergency exits:
- 2 main doors on the left hand side (1L / 4L), equipped with automatic inflatable
single lane slides; normally used to embark/disembark passengers
- 2 main doors on the right hand side (1R / 4R), equipped with automatic inflatable
single lane slides; normally used to service the aircraft
- 4 emergency over-wing exits (2L,3L / 2R,3R), equipped with automatic inflatable
dual lane slides
- 2 cockpit-sliding windows equipped with escape ropes (secondary emergency exits)
When an entry / service door is opened in the armed position, the slide deploys and inflates
automatically. The slide can be used as a flotation device in case of ditching.
The slide of the emergency over-wing exits is deployed automatically when either exit window
is removed. The slide cannot be used as a flotation device in case of ditching.
NOTE: In case the main door or emergency over-wing exit is considered inoperative the relevant
MEL procedure must be followed.
10.3 Main doors
10.3.1 General
- All main doors (1L, 1R, 4L, 4R) are hinged at the forward edge
Section 10 386
- The doors are outward-forward opening plug-type and can be opened or closed manually
from inside or outside the aircraft
- The cabin doors have an initial opening movement inwards, then they open outwards
- All these doors are equipped with a door control handle used for the door operation
- Three assist handles to enhance safety during door operation are installed, two on the
door frame and one on the door itself
- One mechanical indicator for checking the door unlocked/locked status. When the door is
not in its closed/locked position the information UNLOCKED is displayed on the door locking
indicator. When the door is closed and locked the information LOCKED is displayed on the
door locking indicator
- An evacuation device (slide) is stowed in a container on the lower part of the door
- An arming lever is used to arm or disarm the device
- A safety pin with warning flag secures the slide

arming lever in the disarmed position
- A disarmed/armed control window indicates
the status
- The door support arm houses the emergency

opening cylinder and the pressure gauge.
- The emergency operation cylinder:
o Limits the door travel during normal
operation of the door especially in windy
condition,
o Acts during emergency operation as an
actuator for automatic door opening
- The damper and the emergency operation cylinder is
operated by the compressed nitrogen which is stored
in a cylinder equipped with a pressure gauge.
- A gust lock on top of the support arm must be
pressed to unlock the door from the open position
and secures the door in its fully open position
Section 10 387
- Each door has an observation window equipped with a sun-shield

- Each door has an observation window equipped with two indicators
o One indicator, which illuminates white when the slide is armed and the door
handle moved up
o One indicator, which flashes red in case:
the cabin is still pressurized
at least one of the engines is off
the door is disarmed
- The lights are also visible from outside

Section 10 388
10.3.2 Pre-flight check of the Main Door

Refer to CAM 1.3.1.3.
10.3.3 Normal operation of main doors
10.3.3.1 Opening from inside

- Before opening the door, ensure the slide is disarmed
- Check cabin pressure warning light is not flashing
- Check conditions outside are safe
- Hold any of the assist handles on the door frame and lift the door control handle only for a
few centimetres- 2/3 cm. If no indication-slide armed is coming continue to open the door,
by lifting the door control handle fully up; while opening the door, the control handle should
always be grabbed from the top
- Push the door open to the side by using the assist handles
- Ensure the gust lock has engaged
Any of the 2 assist handles on the door frame may be used in order to be secured inside of the
aircraft. Consequently, when it comes to the emergency operation of the door, the red manual
inflation handle needs to be reachable with the other hand, without having to release the door
frame assist handle.
NOTE: In case the cabin pressure warning light flashes the door must remain closed because
the residual cabin pressure could cause the door to be opened with a sudden force and injure
persons and / or damage the aircraft!
NOTE: Do not use the Door Control Handle to move the door to open/close position.
10.3.3.2 Closing from inside

- Push the gust lock to disengage
- Move the door towards yourself by using the door assist handles
Section 10 389
- When the door is in front of its frame pull the door inwards and lower the door control handle
to the closed position;
- Check if the door-locking indicator is in the locked position to ensure the door is properly
closed.
NOTE: It is not allowed assisting door operation by the feet strained by the door frame
10.3.3.3 Opening from outside

- Check the door area inside is clear (look through window and knock on door)
- Check cabin pressure warning light is not flashing (flashing means cabin still pressurized,
door must remain closed)
- Push the flap on the door handle to grasp the exterior door handle
- Lift the door handle fully up to the horizontal green line
- Swing the door outwards until fully open
- Re-stow the door handle
- Ensure the gust lock has engaged
NOTE: Opening an armed door from the outside disarms the door automatically
10.3.3.4 Closing from outside

- Push the flap on the door handle to grasp the exterior door handle
- Lift the door handle completely up
- Push the gust lock to disengage
- Move the door towards its frame
- Push the door handle down until the door is fully closed
- Ensure the door handle is properly stowed
NOTE: Labels next to the exterior door handle indicate how to operate the door from outside.
NOTE: The door is locked when the handle is flush with the fuselage
Section 10 390
10.3.4 Arming / disarming slides of main doors
Cabin Crew can arm or disarm the slides on the cabin doors via the Slide Arming Lever. The
Slide Arming Lever is connected to the girt bar, and the girt bar is attached to the escape slide.
When the slide is armed the Slide Arming Lever connects the escape slide via the girt bar to the
cabin floor. When the slide is disarmed the Slide Arming Lever connects the escape slide via the
girt bar to the cabin door.
For arming details refer to CAM 1.7.3
For disarming details refer to CAM 1.12.2.1
10.3.5 Emergency operation of main doors
Emergency power assist

- TIME is the most important factor in any cabin evacuation
- To assist in opening an armed main door quickly, a power assist mechanism is built into the
door structure
- The power assist may open the door with considerable force
- A slide armed warning light is located in the wide-angle viewer (observation window), it
illuminates automatically if the door handle is operated when the slide is armed
CAUTION: When the door is ARMED (In FLIGHT position) the Cabin Pressure Warning Light does
not flash to indicate cabin differential pressure, even if it would in normal operation, therefore
attention must be paid to the following signs of potential pressure difference:
- resistance in the door control handle when it is lifted to the open position, using normal
force, and/or
- a hissing noise around the immediate door area
If circumstances permit, fully lower the door control handle to the closed position. Notify the
Flight Crew immediately.
For details of emergency opening procedure refer to CAM 4.2.16.1
10.3.6 Main door slide operation
- Compressed gases from a slide bottle initiate the slide inflation

- The bottle pressure of each slide must be checked during pre-flight
check
- Behind a small plastic, transparent cover on the slide containers a
pressure gauge is visible
10.3.6.2 Pre-flight check of the escape slide

Section 10 391

- During emergency door opening the slide pack is released from the door but is still attached
to the aircraft floor brackets by a girt bar
- As the slide falls approximately 1 meter, the slide bottle is activated and the slide inflates
within 3-4 seconds
- In case of emergency the manual inflation handle, on the right hand side of the girt bar,
must always be pulled
- The slide can still be used if either the upper or lower chamber of the slide is not inflated
and / or in case of a collapse of one or more gears
- The red handles on the lower part of the escape device will allow the slide to be used as a
hand held escape chute
- Before beginning an evacuation on water, first determine the water level outside the
airplane.
- The water level must be below the doorsill height
- Do not open the door(s) if the water level is above doorsill height
- With a ditching the manual inflation handle must be used to inflate the slide, as the slide
drop is insufficient to trigger the automatic system
- Grasp lines are fitted around the outside of the buoyancy tubes to facilitate the use of the
slides as a flotation device in case of ditching
10.3.6.5 Manual inflation

In case of emergency the manual inflation handle must always be used.
Pull the manual inflation handle (red handle, located on the right hand side of the girt bar).
Section 10 392
10.3.6.6 Slide lights

Each slide contains battery-powered lights, which automatically illuminate the area at the
bottom of the slide when the slide is inflated. The lights have the same power supply as the
cabin emergency lights.
10.3.6.7 Grasp lines

Grasp lines are fitted around the outside of the buoyancy tubes to facilitate the use of the slides
as a flotation device in case of ditching.
Section 10 393
10.3.6.8 Hand held escape chute

In case a slide fails to inflate, it can be used as a hand held escape chute:
- Two persons must lower themselves to the ground by using the deflated slide as a rope
or slide down at the opposite exit
- Stretch the slide tight by assist handles on the side of the slide;
- The evacuation rate must be reduced to the rate 2 persons can sustain
- Remaining passengers slide down one by one
NOTE: Keep in mind this procedure takes a lot of time! In case a slide fails to inflate or deflates,
redirect passengers to the nearest usable exits if possible
10.3.6.9 Slide as floating device

In case of an aircraft ditching the inflated slide can be used as a floating device. Separation
from the aircraft is accomplished using a release handle located beneath a cover flap on the
girt. When the handle is pulled free, the girt separates from the girt bar and the slide can drift
away from the aircraft until the mooring line becomes taut. In order to facilitate the use of the
slide as a floating device, it is equipped with webbing grasp lines for survivors in the water.
- Ensure the slide is armed
- Check if it’s safe to open the door
(no fire, no high water etc.)
- If safe, open the door and check if
the gust lock has engaged
- Pull the manual inflation handle
- Direct passengers outside the
aircraft, into the water (life-vest
must be inflated in the door
opening)
- Position on slide (area checked,
equipment taken, life-vest inflated
in door opening) and detach the
slide from the doorsill
10.3.6.10 To disconnect the slide

- Open the girt flap at the doorsill marked "FOR DITCHING USE ONLY"
- Pull the white detach/disengage handle (manual release handle)
- The slide remains attached to the aircraft by a lanyard. The lanyard (mooring line) can
be cut with a knife attached to the slide in a pocket
Section 10 394
10.4 Overwing Exits (2 L/R and 3 L/R)
10.4.1 General
- Two overwing exits are located above the wing on each side of the aircraft (4 in total; 2 on
the left hand side and 2 on the right hand side)
- They are only used during an emergency evacuation
- They can be opened manually from inside and outside the aircraft
Section 10 395
- The emergency overwing exits are always armed

- The overwing escape slide is automatically deployed when an exit is opened
- A passenger window is provided for maximum outside vision
10.4.2 Emergency opening of the overwing exits
10.4.3 Overwing exits slides

- The overwing emergency exits control a dual lane escape slide
- The slide is automatically deployed, within approximately 4 seconds, when an exit is opened
- Inside opening instructions are placarded on the exit frame and on the passengers’ seatbacks
- A cover flap protects the door control handle
Section 10 396
- A slide armed indication illuminates

white when the cover flap is
removed
- Since the slides cannot be detached
from the aircraft, it cannot be used
as a flotation device
Section 10 397
10.4.3.1 Manual inflation

- The manual inflation handle must always be used after emergency opening of the
overwing exit, to prevent failure of the automatic sequence of inflation
- The manual inflation handle is located in the upper aft corner of the FWD hatch and in the
upper fwd corner of the AFT hatch
Section 10 398
10.4.3.2 Damaged overwing exit

slide
In case of overwing slide damaged or deflated it can
still be used:
- The snap hook must be fixed to the single
yellow hook attachment point on the wing
- Four people must hold the slide, two on each
side
10.5 Cockpit sliding windows
10.5.1 Operation of the cockpit sliding window

The two cockpit sliding windows, on each side of the windshield can be used as Crew emergency
exits. Both can only be opened from the inside. If an emergency occurs, the Cockpit Crew can
use escape ropes to exit the cockpit through the opened sliding windows.
Section 10 399
10.5.2 Sliding window opening and closing
To open
- Press down the button to disengage the locking pins from their latches
- As soon as the button is pressed, a red indicator disappears to show that the window is
unlocked
- Continue pressing down on the button, while simultaneous rotating it and pulling it
downward to move the window backward
To close
- Move the control lever backwards to unlock the window
- Push the operating lever forward to move window panel in front of its fixed frame
- Continue pushing the operating lever forward to slide the window panel back into its frame,
until the locking pins are engaged and the red indicator appears
10.5.3 Escape procedure from the cockpit window

- A 5.5 meter knotted rope is stored above each sliding window, on either side of the
overhead panel
- Both stowage cover plates are held closed by magnets, which can be quickly opened
- The ropes and their brackets can support a load of 900 kgs
Section 10 400
To escape
- Open cockpit window;
- Push plastic cover and remove
compartment cover (above the sliding
window)
- Remove escape rope from
compartment and ensure the escape
rope is attached
- Go down, do not slide
- Be aware of protrusions on the outside
of the hull
In case of emergency evacuation, the

simplest emergency evacuation procedure
for the Flight Crew is to go through the
cockpit door and use the passenger door
slide.
10.6 Cockpit door

The cockpit door is hinged on the right side and opens into the cockpit, it separates the cockpit
from the passenger cabin. There is NO step-down between the cabin and cockpit floor. In normal
conditions, when the door is closed, it remains locked. Upon cockpit entry request, the Flight
Crew can authorize entry by unlocking the door, which remains closed until it is pushed open.
Section 10 401
A mechanical override enables the pilots to open the door from the cockpit side.
The Flight Deck door toggle switch has 3 positions:
- NORM: Door is locked and closed
- UNLOCK: Unlocks the door for 5 sec (emergency code application); or for the length of
time the switch is pulled and maintained in the unlock position until the door is pushed
open.
- LOCK: Door will remain locked, buzzer and keypad are inhibited.
In case the UNLOCK function of the cockpit door toggle switch is inoperative, the door can still
be opened from the cockpit using the mechanical override. This action, however, requires a pilot
to leave his seat. When relying on the mechanical override to unlock the door, it is therefore
imperative that the flight is managed so that two Crew Members must permanently be present
in the cockpit throughout the flight.
When the LOCK function is inoperative, the cockpit access in emergency mode cannot be
inhibited. Therefore, the keypad is deactivated. SCA should use interphone system to request
access to the Flight Deck. Two Crew Members must permanently be present in the cockpit
throughout the flight.
NOTE: In case of electrical and supply failure, the cockpit door is automatically unlocked, but
remains closed.
NOTE:
The escape panel enables the Flight Crew to evacuate the cockpit, in case of an emergency,
when the door is jammed or stuck. This panel can only be removed from the cockpit side by
pulling the quick release pin towards the centre of the flap, and kicking the panel open.
Section 10 402
In case of rapid decompression in the cockpit, the door is automatically unlocked.

Keypad
The keypad is located at the lateral side of the
Forward Attendant Panel (FAP). It must be used to
request an entry to the Flight Deck by entering a
code.
Normal code: Flight Crew response; or in case no
response from the Flight Crew: Emergency code:
door opens after 30 sec. time delay for 5 sec.
A doorbell will sound in the cockpit after entering
the code on the keypad. Green and red lights on
the keypad inform the Cabin Crew of the door
status.
- Green light ON on the locked/unlocked door
indicator: the door has been unlocked either by
a Flight Crew action, or automatically when no
Flight Crew action is performed during the
delay following an emergency access request.
The door can be pushed open.
- Green light flashes: An emergency request to enter the cockpit has been made
- Red light ON: The Flight Crew has denied the access and the door remains locked
Cockpit door surveillance system

The cockpit door surveillance system consists of three video cameras, which enable Cockpit
Crew to identify persons prior to authorizing their entry into cockpit.
NOTE: If the CDSS is inoperative, when airborne and a member of the Flight Crew must leave
the Flight Deck, a Cabin Crew Member must be present in the Flight Deck during this time.
Identify the person requesting entry by means of the cockpit direct viewer (spy hole).
10.7 Lavatory door

During normal door operation, when the locking indicator reads VACANT, the door can be
opened from the outside by rotating the door latch (refer to the definition of particular A/Cs).
To open the door from the inside, the locking device has to be pushed to unlock the door and
then the door knob (handle) has to be rotated (push to open).
In case of emergency, the door can be unlocked from outside without using a special tool. Lift
the lavatory cover plate and push the unlocking pin from OCCUPIED to VACANT. Then rotate
the door latch to open the lavatory door.
Section 10 403
LOCKING MECHANISM-NORMAL OPERATION
LOCKING MECHANISM - EMERGENCY UNLOCKING
DOOR LATCH EMERGENCY OPERATION

The catch assembly in the door frame is fitted with a folding catch that is operated by a lock
pin. In an emergency, turn the lock pin to the left or right (e.g. .with a coin). The latch will
unlock and the knob should be pull to open the lavatory door.
Section 10 404
10.8 CIDS and Control Panels
10.8.1 CIDS
The Cabin Intercommunication Data System (CIDS) operates, controls and monitors the main
cabin systems. The CIDS performs different system and unit tests. It is connected to the
following systems:
- Air Conditioning
- Communications
- Fire Protection
- Ice Protection
- Lights
- Water and Waste
THE CIDS PROVIDES THE FOLLOWING SYSTEM FUNCTIONS

- PA: the PA system distributes announcements from the cockpit and each attendant
station through all assigned passenger loudspeakers,
- Service Interphone: the service interphone system allows the communication via the
interphone between the ground crew and the cabin crew when the aircraft is on ground,
- Cabin and Flight Crew Interphone: the cabin interphone system allows the
communication via interphone between all attendant stations and between the
attendant stations and the cockpit,
- Passenger Call: the passenger call system controls the illumination of the passenger
call light and the activation of the call chime,
- Cabin Ready Signalling: it informs the cockpit crew about the cabin status,
- Passenger Lighted Signs: the passenger lighted signs system controls the NO
SMOKING, FASTEN SEAT BELTS, RETURN TO SEAT and EXIT signs,
- Cabin Illumination: the cabin illumination system controls the illumination of the
different cabin areas independently,
- Reading Lights: the reading lights system controls the passenger reading lights and
attendant work lights in the cabin,
Section 10 405
- Pre-Recorded Announcement and Boarding Music (optional): the PRAM transmits

the pre-recorded announcement and the boarding music to the related passenger
loudspeakers,
- Air Conditioning: the CIDS can select different temperatures for all different cabin
zones. A fine adjustment of the pre-selected temperature for different zones is possible
through FAP operations (depending on the A/C definition). The actual temperature per
zone is indicated on the FAP,
- Potable Water Indication: the potable water indication system shows the filling level
of the water tank on the FAP,
- Waste Indication: the waste indication system shows the filling level of the waste tank
on the FAP. In addition to that inoperative lavatories are indicated on the FAP,
- Emergency Evacuation Signalling: the EVAC system controls the evacuation system
in all cabin areas and in the cockpit. It can be activated from the cockpit, the FAP or, as
an option from the AAP during an emergency,
- Lavatory Smoke Indication: the smoke detection system controls the visual and
acoustical indications in the cabin if smoke is presented, an alert is received from the
Smoke Detection Control Unit SDCU,
- Passenger Service System: the PSS gives the remote controlled operation of the
passenger reading lights and the passenger call activation/deactivation.
The CIDS system is also able to detect faults in its components and the connected equipment
by itself.
The CIDS system consists of these components:
- Directors
- Decoder/Encoder Unit (DEU), Type A and B
- Cabin Assignment Module (CAM)
- On Board Replaceable Module (OBRAM)
- Integrated PRAM (IPRAM)
- Area Call Panels (ACP)
- Handsets
- Loudspeakers
- Passenger call/reset pushbuttons
- Passenger call lights
- No Smoking, Fasten Seat Belt and Return to Seat signs
All components of the CIDS are connected to two identical directors, one of them in active mode
and the other in hot standby mode. The directors are the central components of the CIDS. They
monitor the system performance continuously, store detected faults and send them to the
Warning and Maintenance System and /or FAP. In the vent of a major fault, respective
information is sent additionally to the ECAM Status Page or to the ECAM Warning Page.
All CIDS components are installed at the Attendant station.

Section 10 406
10.8.2 FAP (Forward Attendant Panel)

The main control panel in the cabin is the FAP (Forward Attendant
Panel). It is located at the SCA station. It enables Cabin Crew to
control certain cabin systems and the CIDS (Cabin
Intercommunication Data System), it also indicates status of
several cabin systems.
FAP installed on board all A/Cs of the fleet is named Touchscreen FAP and is divided into two
parts:
- Touch screen (display unit)
- Hard key (sub panel)
Section 10 407
Operating areas and keys of the FAP

- The header row shows the title of every selected page
- The display area shows every selected page
- The system and function button, used to select the system pages
- The hard keys are used for major functions which have to operate independently from
the FAP touch screen
- The Sub Panel has a row of hard keys, a headphone jack and USB-port. The hard keys are
used for major functions which have to operate independently from the FAP Touchscreen.
They are marked with the related system functions:
o EMER: activates the Emergency Light System
o LIGHTS MAIN ON/OFF: activates/deactivates Cabin Lighting System
o LAV MAINT: sets the lavatory lights to full brightness in case of lavatory
maintenance
o SCREEN 30 sec. LOCK: sets the touchscreen in a sleep mode for a time period of
30s for cleaning purposes
o EVAC CMD: activates the Evacuation Alert System
o EVAC RESET: resets the Evacuation Alert System
o SMOKE RESET: resets the Lavatory Smoke System
Section 10 408
Every cabin system (e.g. cabin lighting) shown on the system pages of the FAP is selectable by
the system and function buttons. Related to the cabin systems there are different sets of system
and function keys. The next/previous button set can be chosen with the forward/backward
button.
In order to select a system page, the related button on the screen must be pushed. The selected
page (cabin system) is being shown in the display area.
The Cabin Status page gives an overview of the standard cabin status page including the
following pages:
- AUDIO (optional),
- LIGHTS, refer to CAM 10.9
- DOORS/SLIDES, refer to CAM 10.3 and 10.4
- TEMPERATURE, refer to CAM 10.10
Section 10 409
- WATER/WASTE(refer to cAM 10.8.2.1)
-
Additionally, there are some indications and buttons on the display area: CAUT pushbutton with
active info row, heading row, Screen Off pushbutton, Cabin Ready pushbutton (depends on the
A/C definition).
The CAUT pushbutton is always shown in the upper left corner of the touch screen, normally in
the de-active mode (OFF). If CIDS receives a message which cannot be indicated the CAUT
pushbutton is illuminated in the flashing mode and the text message is displayed in the info
row. This message will stay as long as the respective page is not shown on the touchscreen.
After displaying the page(s) related to the message(s) or after pushing the CAUT pushbutton
the illumination of the CAUT pushbutton comes on steady.
NOTE: An arrow in front of the actual text message in the INFO ROW shows that more than one
message are presented.
The Screen OFF pushbutton is located in the lower left corner of the display. Pushing the button
switches the screen off. An automatic event (CIDS message) or touching the FAP display
reactivates the screen again. This does not activate any system function.
Cabin ready pushbutton The Cabin Ready function is used by the Cabin Crew to inform the
Cockpit Crew about the cabin take-off and landing readiness. The Cabin Ready function is
inhibited during some specific periods of the flight, to avoid misoperation and is based on the
different Flight Phases. Before take-off the Cabin Ready button becomes active when one engine
is running, before landing with the F1 configuration (Flaps 1).
Automatic activation of system pages and system info pages
If CIDS receives an important message the related system page comes up automatically. The
automatic activated page is displayed as long as the page is changed. A smoke alert triggers
the SMOKE page and overrides any other page.
Section 10 410
System info
SYSTEM INFO page provides the status information for several cabin systems. Additionally this
menu appears during all flight phases in the automatic mode if dedicated messages for the cabin
crew are available. The following systems/functions are incorporated in the SYSTEM INFO page:
CIDS internals, Ice protection.
Drain Mast Ice protection:
- Waste Water Drain Mast Heating System one or both may be inoperative provided:
o The associated galley and lavatory are not used and
o The lavatory water supplies are closed
After selecting the System Info page, an indicator light next to the respective system button is
illuminated in amber colour if there is a fault message for any system. To view the fault
message(s) corresponding to the different systems the related system button must be pushed
on the system info page. New main message will always be shown in the first row. A scroll bar
located on the right hand side of the list box area shows that there are further pages available.
If no failure for the respective system is present the message system ok will be displayed on
the screen.
Doors and slides control from the touchscreen FAP
The doors and slides status can be checked at any time on the Touchscreen FAP, by selecting
the Door/Slide page.
Section 10 411
Pre-flight check of the Touchscreen FAP

For deails refer to CAM section 1.3.2
10.8.2.1 FAP functions

Water quantity
One water tank is on board the aircraft located left side behind the bulk cargo compartment,
near the partition wall. The pressurization of the water system is achieved with compressed air.
It allows the water flow from the water tank to the galleys and lavatories.
The function of the water system is to supply water from the water tank:
- to the galleys
- to the lavatories
On the FAP the water quantity indicator waste/water page displays the percentage of the water
tank being filled with the water.
NOTE: Manual water shut-off valves are installed in each galley and lavatory, to stop the water
supply in dedicated area (except water supply of the toilet itself).
Waste quantity
One waste tank is on board the aircraft located right side behind the bulk cargo compartment,
near the partition wall.
The function of the waste system is:
- to discard the waste from the toilets in the waste tank
- overboard to discard the wastewater from the lavatory wash-basins and galley sinks
through the heated drain masts
On the FAP the waste quantity indicator waste/water page displays the percentage of the waste
tank being filled with the waste.
NOTE: SCA should monitor the Water/Waste quantity during the flight duty. He/she should
request the Water/Waste service preferable on the stations where it’s included in the price.
Section 10 412
Smoke detection
SMOKE LAV illuminates when smoke is detected in one of the lavatories. The reset button must
be pressed to reset the alarm (refer to type instruction).
The affected lavatory is graphically shown on FAP SMOKE DETECTION page (Touchscreen FAP).
SMOKE RESET must be pressed to reset the alarm. For more detailed description refer to CAM
2.2.7
Evacuation command signal
On the Touchscreen FAP the evacuation alert system controls consist of:
- EVAC CMD: Evacuation command pushbutton
- EVAC/RESET: When touched, the audio warning is stopped in the FWD
Operation of EVAC system

For details refer to CAM section 2.2.4
Section 10 413
Passenger call reset

Pressing the CALL RESET button, when installed, on the FAP panel resets all passenger calls.
10.8.3 AAP (Additional Attendant Panel)

The Additional Attendant Panel (AAP) is located beside door 4L. In general, the cabin systems
are controlled from the FAP. Some of these cabin systems can be additionally controlled from
the AAP.
The following cabin systems can be controlled from the AAP (refer to type instruction):
- The illumination of the AFT entrance area (ENTRY BRT,ENTRY DIM 1, ENTRY DIM 2)
- The illmination of the passenger zone (CABIN BRT, CABIN DIM 1, CABIN DIM 2)
- The reset of the evacuation signalling horn (EVAC RESET)
- The indication of the evacuation signalling (EVAC)
- The indication of the lavatory smoke
alert and the reset of the respective
signalling (SMOKE RESET)The setting
of the evacuation signalling (CMD)
(this pushbutton-switch is guarded to
prevent the inadvertent operation)
Section 10 414
10.9 Lighting
10.9.1 Cabin lights

The cabin lights illuminate the cabin and entrance areas, the attendant stations, the lavatories
and the galleys. All lights are controlled by the cabin lighting system, which is a part of the
Cabin Intercommunication Data System (CIDS).
The cabin lighting system consists of the following subsystems:
- general illumination
- lavatory lighting
- passenger reading lights
- cabin attendant work lights
- emergency lighting
- passenger lighted signs
GENERAL ILLUMINATION
The general illumination system has different light strips, which are located in the ceiling panels
above the aisles and windows. Every light strip consists of a row of fluorescent tubes, which are
integrated in ballast units. The system illuminates Entry areas and Cabin zones. The Cabin Crew
Member controls these lights from FAP and partly from the AAP.
NOTE: Pushing the MAIN ON button will select all cabin lights in BRIGHT position. In case of Low
Cabin Pressure all cabin lights are switched on with full brightness, independent from any
selected light volume setting.The lights near the cockpit in the FWD entrance area dim
automatically, when the cockpit door is opened. This function should avoid glaring in the cockpit
and is available, when at least one engine is running.
On the Cabin Lighting page on Touchscreen FAP, next to the aircraft symbol, there are menus
for the cabin and entry areas. Each menu has buttons: BRT, DIM1, and DIM2. The background
of each button becomes green if activated. On the aircraft symbol, yellow colour shows the
location and the lighting intensity. The colour changes, when the lighting intensity
decrease/increase for the corresponding zone.
Section 10 415
On the light panel on FAP

and AAP the pushbuttons are
arranged in columns for
cabin zone and entry area
illumination. The diode on
the pushbutton illuminates,
when the button is pushed
and activated.
ENTRY AREA LIGHTING

The aircraft has entry area in the FWD and AFT section, the lighting of each entry area can be
dimmed with BRT, DIM1, and DIM2 brightness.
CABIN ATTENDANT WORK LIGHTS

They give additional illumination to the
working areas. The C/A work lights are installed near the Cabin Attendant seats and galleys,
and in the entrance areas. They are arranged as single-type lights and combined panels. The
C/A work lights are independently controlled:
- Press the corresponding pushbutton to switch ON the selected cabin
attendant work light.
- Press the corresponding pushbutton again to switch OFF the selected cabin
attendant work light.
Section 10 416
LAVATORY LIGHTING
The lavatory lighting system is controlled by the CIDS. A micro-switch in the lavatory door-
frame monitors, if the door is UNLOCKED or LOCKED. Depending on these positions, the lavatory
lighting works in different ways.
When the lavatory door is UNLOCKED: the fluorescent tubes illuminate with reduced intensity,
the auxiliary light is on.
When the lavatory door is LOCKED: the fluorescent tubes illuminate with full intensity, the
auxiliary light stays on.
READING LIGHTS
Passenger reading lights give additional illumination to the seat areas. They are installed in the
Passenger Service Units (PSU), which are located above the seat rows. Each reading light has
an individual pushbutton.
Operation of passenger reading lights on the PSU:
- Push the pushbutton to switch ON the reading light
- Push the pushbutton again to switch OFF the reading light
The Cabin Crew can set or reset the passenger reading lights or individual passenger reading
light (from the FAP, depending on the aircraft configuration).
NOTE: The Cabin Crew can set or reset all passenger reading lights at the same time via the
FAP button R/L SET and R/L RESET on the CABIN LIGHTING page.
This function is only available on ground. When all reading lights are set on ground, the function
cannot be disabled after airborne. In such case each reading light must be extinguished
manually.
Section 10 417
10.9.2 Emergency lighting

The following emergency lights will illuminate if the electrical power fails and the emergency
light switch in the cockpit is in the armed position:
- Exit signs/Exit markers
- The floor path marking
- Cabin minimum lights
- Lavatory auxiliary lights
- Over-wing escape route lighting (it illuminates when the slide is deployed)
- Escape slide lighting (it illuminates when the slide is deployed)
The emergency lights can also be switched on manually in the cockpit or by using the emergency
light switch on the FAP. This switch bypasses the cockpit switch and can turn the lights on at
any time. If in case of an emergency, the emergency lights do not come on automatically, the
SCA must switch on the emergency light system.
For more details refer to CAM 2.2.3.
Section 10 418
10.10 Air Conditioning

The engines or the APU supply the A/C with fresh air. This air is controlled for the pressure,
temperature and humidity to ensure the comfort of passengers. A certain part of the used air is
mixed to the fresh air by mixer units. The rest of the used air is discharged overboard.
The air for the passenger cabin is delivered from the underfloor mixer unit into the cabin
distribution lines, which supply the different cabin air outlets.
The cabin air is distributed through cabin outlets (above and below the overhead stowage
compartments) and passenger individual air outlets. The used air is extracted through panels
near the cabin floor.
NOTE: Mist formation can be observed in the cabin due to the difference between inside and
outside air temperature
To control the cabin temperature individually, the cabin is divided into two areas (FWD and
AFT).
Section 10 419
TEMPERATURE CONTROL FROM THE CABIN (TOUCHSCREEN FAP)

Additional to the cabin temperature selection in the cockpit, the cabin temperature can be
adapted by the FAP –Cabin Temperature page. The temperature deviation is limited to plus or
minus 2,5°C from the general temperature selected in the cockpit. The cabin air conditioning
system needs a certain time to reach the selected cabin temperature. If required the cabin crew
should adjust the area temperature on the FAP by normally not more that plus or minus 0.5°C
per setting.
To change one cabin area temperature:
- Touch an area key (additionally the Area Temperature Control Window of the selected
area appears)
- Touch the key + to increase or the key – to decrease the temperature of the selected
cabin area
- The cockpit pre-selection, the cabin selection and the actual cabin temperature are indicated
on the virtual thermometer
NOTE: Any change of the temperature selection will cause the system to blow either colder or
warmer air into the cabin which may result in a temporary discomfort for the passengers. To
reach a stabilized temperature again the system needs approximately 20 min: 10 min for cabin
temperature adjustment plus 10 min to compensate for furniture and lining heat dissipation.
After a cabin temperature change, allow the cabin temperature to stabilize before you change
the selected temperature again.
10.10.1 Passengers individual outlets

Passenger Service Units (PSU) below the overhead stowage compartments have passenger
individual air outlets. Each air outlet is individually adjustable for flow direction and flow rate
(0% to 100%).
Section 10 420
10.10.2 Lavatory ventilation

Cabin air enters the lavatory through the grills in the door and through the air outlet. The air
outlet is adjustable for flow direction and flow rate (0% to 100%). Through the grill in the
lavatory ceiling, the used air is extracted and completely discharged overboard. Behind the grill
in the lavatory ceiling, a Smoke Detector is installed to monitor the extracted air. If there is
smoke in the extracted air, a visual and aural alert comes on (refer to Lavatory Smoke Detection
CAM 2.2.7).
10.10.3 Galley ventilation

Galleys have air outlets in their upper part. The air outlets are connected to the cabin air
distribution system. The air outlets are adjustable for the flow direction, and they are closed by
turning them into the closed position. The used air is extracted and completely discharged
overboard.
Section 10 421
10.11 Communications
The cabin communication system is managed by the CIDS and provides these subsequent
system functions: Passenger Address System (PA), Service Interphone, Interphone, Passenger
Call System, Passenger Lightened Signs, and Audio (if applicable).
10.11.1 Communication handsets

The communication handsets are located at the C/A stations
at door 1L, 4L, and at the additional forward facing Crew
station at the headrest.
Not all the handsets are identical, they can be used for
Passenger Announcement and for interphone calls; the only
difference between the two types is the removing of the
handset from its stowage (for details refer to CAM 10.11).
OPERATION OF THE HANDSET MICROPHONE

In order to optimize the operation of the handset and to
minimize problems with low level announcements, the handset
should be used like a normal telephone handset.
It is not allowed to dispose any liquid into the handset
microphone in order to disinfect the microphone.
OPERATION OF THE HANDSET CRADLE

In order to avoid problems with broken housing, place the
handset on the support bracket and push it gently to « click » it
into its correct position. This way the handset will stay in its
position under normal condition. If not placed correctly in the
support bracket, the handset may fall out of its cradle, onto the
cabin floor, and will be damaged.
Section 10 422
HANDSET INOPERATIVE PROCEDURE

One handset or more may be inoperative provided that at least one handset is operative at each
pair of floor level exit doors.
One or more handset buttons may be inoperative on the same handset provided that:
- PTT button is operative, and
- Cabin to cockpit call from the affected handset is operative (CAPT button)
In case any of the above buttons is INOP, then the affected handset itself must be considered
to be inoperative.
NOTE: In case any of FWD ATTND, AFT L ATTND, AFT R ATTND buttons are INOP, the handset
is still considered to be operative. In this case WO shall be opened
In case the handset located next to 4L door is inoperative, all calls (normal/emergency) by C/A
4 are to be initiated using the handset located on the headrest of the forward facing C/A 5
jumpseat. In case of abnormal situation, once the crew is secured on the jumpseats, C/A 4
verbally delegates to C/A 3 the authority to initiate calls on his/her behalf.
In case the handset located on the forward facing C/A 5 jumpseat is inoperative, all calls
(normal/emergency) by C/A 3 are to be initiated by using the handset located next to 4L door.
In case of abnormal situation, once the crew is secured on the jumpseats, C/A 3 delegates
verbally to C/A 4 the authority to initiate the calls on his/her behalf.
NOTE: Do not stretch the handset cord, this may cause damage to the cord supports at both
ends of the cord.
NOTE: Attention must be paid to avoid interlocking the cord in the jumpseat opening
mechanism.
10.11.2 Passenger Address system (PA)

The passenger address system allows Flight Crew and Cabin Crew to make announcements to
passengers in the cabin through loudspeakers.
Cockpit PA announcements override the cabin PA announcements and the music.
PA ANNOUNCEMENTS FROM THE COCKPIT

With the handset or the equipment connected to the Audio Management Unit (AMU) such as
boomset, microphone or oxygen mask a PA announcement from the cockpit can be initiated.
DIRECT PA VIA COCKPIT HANDSET

Hook off the cockpit handset and push the PTT key on the handset
during the direct PA announcement.
Section 10 423
PA ANNOUNCEMENTS FROM THE CABIN

- Remove the handset from stowage
o NOTE: There are new type of handsets installed on
several aircrafts, which can be removed from the
stowage by pushing the black “PRESS” button
- Hold the "push to talk" switch while making the PA
announcement
- Stow the handset correctly
RESET OF SELECTED PA FUNCTIONS

- Replacing the handset on the cradle or pushing the RESET push
button on the handset cancels a PA function initiated by the
handset functional keys. If a function is initiated by pushing PTT push button, the release of
this button cancels the function.
EXAMPLES OF THE HANDSET KEYBOARD
VOLUME ADJUSTMENT
In case of low cabin pressure or engine running, the volume of a PA announcement increases
automatically.
To avoid interference the volume of the PA announcement in the area around the respective
handset decreases automatically. For the same reason the volume in the area of the cockpit
door decreases if the cockpit door is opened during the announcement.
10.11.3 Interphone system

The interphone system consists of a party-type talk/listen network that has stations in the
cockpit and at the C/A stations.
TO INITIATE THE CALL:

- Remove the handset from stowage and push FWD ATTND, AFT ATTND, ALL
ATTND or CAPT. To reset, press the reset button or stow the handset
- There is no need to use the "push to talk" switch when making an interphone
call
Section 10 424
NOTE: In the cockpit the ATT light flashes on the overhead panel and a buzzer sounds when
there is a C/A call from the cabin. This buzzer is inhibited during take-off and landing.
TO RESET THE C/A OR FLIGHT CREW CALLS IN CABIN

- Hook the handset to the cradle; or
- Push the reset push button on the handset; or
- Stow the caller's handset
NOTE: If a function is initiated by pushing the PTT button, the release of this button cancels the
function.
PRE-FLIGHT CHECK
- For details refer to CAM 1.3
CALLS FROM THE COCKPIT

All calls from the cockpit can be initiated through the audio equipment (boomset, microphone
or oxygen mask) connected to the AMU and the available functions on the AUDIO CONTROL
PANEL (ACP).
RESET OF SELECTED INTERPHONE FUNCTIONS

The call function is automatically reset after a time period of approximately 5 minutes, if no
requested handset accepts the call.
All other interphone functions can be reset through hooking on the handset to the cradle or
pushing the Reset button.
INDICATIONS
During the dial procedure the dial information is displayed on the related AIP (refer to CAM
10.6.4). At the called station the respective light segment in the ACP (refer to CAM 10.6.4)
comes on and a related message is shown on the assigned AIP. In addition to the visual
indications a chime is emitted through the loudspeakers in the respective cabin area.
10.11.4 Cabin calls general - AIP and ACP

The Attendant Indication Panel (AIP) is part of the communication system and located near each
main Cabin Crew station. Communication and system related messages are displayed. The AIPs
consists of a two-row alphanumerical display and two indicator lights (red/green). The red light
is used for system and emergency information, the green light for communication information.
The lights are steady in normal situation and will flash in emergency situations.
The following handset operation related messages may appear in the upper row of the calling
Section 10 425
AIP while the dialling procedure:
INFORMATION EXPLANATION
BUSY Called station is engaged
CNCL Communication is interrupted by a call with a higher

priority
OVER Station is connected to a call with a higher priority
ERR A wrong code has been dialled
RST Reset push button is pressed
# Handset is off its hook
The Area Call Panels (ACPs) give a long-range visual indication

about the system information (e.g. Pax call). They are installed on
the ceiling of the aisle closer to the Attendant stations. Each of
them has four separately controllable indication fields containing
colour LEDs which are visible from the front and the rear side.
NOTE: In case of two red ACP fields both will react as a one single
field. There will be no difference of the indication modus between
them.
The lights are activated either continuously (steady) or flashing.
In case of normal calls the segments are steady. The lavatory or the Crew call segments will
flash in case of emergency situations (blue passenger call will never flash).
The Area Call Panel (ACP) indicates:
- Crew communication (red/pink steady or flashing)
- Passenger call (blue steady)
- Lavatory call (amber steady)
- Lavatory smoke detection (amber flashing)
Different signals (aural and visual) identify the origin of the call:
TYPE OF
ORIGINATOR SIGNAL IN CABIN
CALL
Section 10 426
Red light on related ACP* High/Low

F/C Call Flight Crew
CALL CAPT on AIP** chime
Red light on related ACP* High/Low
C/A Call C/A
ATT CALL on AIP** chime
Passenger Blue light on ACP*
Passenger Single chime
Call Row number + LH or RH on AIP**
Lavatory Person in Amber light on nearest ACP*
Single chime
Call lavatory CALL LAVxxx on AIP**
3X
Emergency Flashing red light on all ACPs*
Flight Crew High/Low
Call EMER CALL on all AIPs** chime
Emergency None; EMER CALL on AIP** from
C/A None
Call which the call is initiated
An amber flashing on the related
Lavatory Smoke ACP*
3X chime
Smoke detector in SMOKE LAV X on all AIPs**
every 30 sec
Detection lavatory (refer to Smoke detection system
in lavatories)
*ACP = Area Call Panel
**AIP = Attendant Indication Panel
PRIORITIES OF THE COMMUNICATION SYSTEM

The communication system functions have different priorities. After a reset of the indication
with the higher priority the AIP will display the previous indication. The indications are queued
up according to their priority.
10.11.5 Passenger call system

The passenger call system controls the PAX call activations and indications. The passengers can
use one of the Attendant Call push buttons which are installed at each seat row. Pushing the
Attendant Call push buttons initiates a passenger call.
These buttons are installed in the Passenger Service Unit (PSU) which is part of the overhead
stowage compartment above the seat row.
Section 10 427
When a passenger call is initiated:

- The respective Attendant Call push button on the PSU illuminates,
- Single chime sounds through the passenger and Attendant loudspeakers in the related
cabin zone,
- In the related cabin zone the blue indication field of the ACP comes on steady,
- The cabin zone related AIP shows the calling seat row on the display (e.g. CALL SR 10
L).
The call system is separated into 2 zones: cabin section A and cabin section B:
Passenger call indication on:

Call originated from - Area Call Panel
- Attendant Indication Panel
CABIN SECTION A: Row 1 – 15 FWD
CABIN SECTION B: Row 15 – 30 AFT
To reset the passenger call system:

- Push the C/A call switch in the PSU a second time; or
- Push the reset button on the FAP panel
NOTE: Closing the A/C doors at the end of the boarding procedure will automatically lead to the
reset of all visual effects initiated through a Pax Call.
NOTE: An additional arrow, which is located in the lower right corner of the AIP display, will
indicate that more than only one call from a seat row is initiated.
Section 10 428
10.11.6 Lavatory call system

Pushing the Attendant Call push button on the Lavatory Service Unit (LSU) starts a LAV CALL
from a lavatory.
Signs of LAV call are the following:

- The respective Attendant Call push button on the LSU illuminates
- Single chime sounds through the passenger and Attendant loudspeakers in the related
cabin zone (nearest to the related lavatory)
- The amber call light mounted on the outside wall of the related lavatory comes on
steady
- The amber indication field of the nearest ACP, to the related lavatory, comes on steady
- The nearest AIP, to the related lavatory, shows the calling lavatory on the display (e.g.
CALL LAV E)
RESET
- To reset the lavatory call system, press the lavatory call button inside the lavatory again
NOTE: Closing the A/C door at the end of the boarding procedure will automatically lead to the
reset of all visual effects initiated through a Passenger Call.
10.11.7 Emergency call

PUSHING THE EMER CALL BUTTON IN ANY HANDSET IN THE CABIN WILL:
- Notify the Flight Crew by 3 long buzzers;
- Cause the amber ATT lights to flash on the audio control panels in the cockpit
- Cause the white ON and amber CALL light of the emergency call button in the
cockpit to flash
- There will be no aural/visual indication in cabin, except the EMER CALL message displayed
on AIP nearest to the station from which emergency call was initiated
PUSHING THE EMER CALL BUTTON ON THE OVERHEAD PANEL IN COCKPIT WILL:
- Cause the red light on all Area Call Panels in the cabin to flash
- EMER CALL message is indicated in clear wording on all AIPs
Section 10 429
- Red light is flashing on all AIPs

- Triple HI/low chime sounds in the cabin
- Sound a single chime in the cockpit; and
- Cause the white ON and amber CALL light of the emergency call button in the cockpit to
flash
TO RESET THE ALL STATION EMER CALL IN CABIN:

- Lift the handset from its stowage, and engage the RESET button on all cabin handsets
10.11.8 Passenger Lighted Signs system

The passenger lighted-signs system controls the following signs:
- NO SMOKING
- FASTEN SEAT BELT
- RETURN TO SEAT
- EXIT
Independently from the passenger lighted signs, each lavatory is equipped with a LAVATORY
OCCUPIED sign. These signs show the location of the lavatories and indicate whether they are
occupied or free.
The NO SMOKING and FASTEN SEAT BELT signs are located in every Passenger Service Unit
(PSU) above the seat rows. The Return To Seat signs are part of the Lavatory Service Unit
(LSU). The Lavatory Occupied Sign are installed on the outside wall of the lavatory.
NOTE: Every time when passenger lighted signs are switched on, a low chime is heard through
all cabin loudspeakers.
10.12 Safety equipment – cabin

For details refer to CAM 2.2
10.13 Emergency equipment

For details refer to CAM 2.3
For A320 Emergency Equipment Location Map refer to CAM 12.20
10.14 Safety equipment – cockpit

- Flight Crew oxygen mask (3)
- Crew life vest
Section 10 430
- Crash Axe
- Jet light (refer to type instruction with the specific A/C)
- Flashlight
- Fire gloves
- BCF extinguisher
- Smoke Hood
It is the responsibility of the Flight Crew to check all safety equipment in the cockpit.
Section 10 431
10.15 Seating instructions configuration 180
Infants: Any rows (except 1st 12th 13th).

Row 1, 2, 3, 4, 5, 6, 7 and 24, 25, 26, 27, 28, 29, 30
PRMs:
on seats A and F.
In front of EXITs and row 1 + underneath row 11, 12,
No hand luggage:
behind row 30 on the floor
No PRMs: Row 1 (except 1A and 1F), 12 and 13.
Section 10 432
10.16 Cabin Emergency Checklist (C.E.C.)

Contetns of the C.E.C.
- Prepared Emergency on Land
- Prepared Emergency on Water
- Survival guidelines
- Fire
- Smoke
- Decompression
- Cabin Security Check
- Bomb On Board
- Dangerous Goods
- Adult Life Support Basics
Section 10 433

Section 11 434
Airbis A-321 DATE: 31 MARCH 2016
11 AIRBUS A321
11.1 Aircraft general

Airbus A321 aircraft is a variant of Airbus A320. Variant means an aircraft that has differences
to the base aircraft requiring completion of differences training.
11.2 Leading particulars
General
A321 is a short to medium range, single-aisle, subsonic, civil transport aircraft.
Engines 2 high bypass, turbofan engines, mounted

underneath the wings
Manufacturer Airbus Industries

Model A321-200
Wing span 34.1
Length 44.5
*Overall cabin length 34.37 m (112 ft, 9 in).

Height (tip of fin to gear down) 11.8
MAX operating altitude between 39 000 ft and 41 100 ft depending on

aircraft certification
MAX design speeds (VMO/MMO) 350 kt; Mach 0.82
Flight deck seats Commander seat, First Officer seat and 1 Observer
seat
Cabin seats for crew 6 Cabin Crew seats
Section 11 435
11.3 Cockpit – General layout

The cockpit is designed to accommodate two Flight Crew Members and one person on the
observer seat.
Two pilots seats are column mounted, the third occupant seat is folding seat.
11.3.1 Cockpit Sliding Windows

Refer to CAM 10.5
11.3.2 Cockpit Door

Refer to CAM 10.6
Section 11 436
11.4 Cabin – General layout
The main deck is equipped with:

- 230 passenger seats
- 2 galleys
- 3 lavatories
PASSENGER SEATS
In the standard Wizz Air configuration 230 economy seats are available.
1 – 39 row, seat ABC and DEF.
1-10 11-25 26-39
OVERHEAD STOWAGE COMPARTMENTS

Refer to CAM 10.1.2
11.5 Main doors and exits
A321 is equipped with 10 emergency exits (4 main doors and 4 exits) plus 2 secondary
emergency exits (cockpit window exit):
- 2 main doors on the left hand side (1L / 4L), equipped with automatic inflatable wide
slides, normally used to embark/disembark passengers
- 2 main doors on the right hand side (1R / 4R), equipped with automatic inflatable wide
slides; normally used to service the aircraft
- 4 emergency exits (2L,3L / 2R,3R), equipped with automatic inflatable single lane slides
- 2 cockpit-sliding windows equipped with escape ropes (secondary emergency exits).
Section 11 437
When an entry / service door is opened in the armed position, the slide will deploy and inflate
automatically. The slide can be used as a flotation device in case of ditching.
NOTE: In case the main door or emergency exit is considered inoperative, the relevant MEL
procedure must be followed.
NOTE: When a Crew Member is in charge of more than one door/exit, she should start
arming/disarming the door/exit closest to the cabin attendant station and then move to the
opposite side (Example: C/A 4 will first arm/disarm 4L and then move to 4R door; C/A 3 will
first arm/disarm 3R and then move to 3L emergency exit).
11.6 Main Doors and Door Controls
11.6.1 General
Refer to CAM 10.3.1
11.6.2 Pre-flight Check of the Main Doors

Refer to CAM 10.3.2
11.6.3 Normal Operation of the Main Doors

Refer to CAM 10.3.3
11.6.4 Arming/Disarming of the Main Doors

Refer to CAM 10.3.4
Section 11 438
11.6.5 Emergency Operation of the Main Doors

Refer to CAM 10.3.5
11.6.6 Operation of the Main Door Slides
Main doors are equipped with wide slides. The wide slide is a single lane slide.

11.6.6.2 Pre-flight check of the wide slide


- During emergency door opening the slide pack is released from the door but is still attached
to the aircraft floor brackets by a girt bar
in maximum 4 seconds
- In case of emergency the manual inflation handle, on the right hand side of the girt bar,
must always be pulled

11.7 Emergency Exits (2L/2R and 3L/3R)

Section 11 439
11.7.1 General
Doors/Slides status page on FAP
- A321 has 4 identical emergency exits, two on each side of the aircraft, 2 L/R and 3 L/R
- Doors 2 L/R are located forward of the wing
- Doors 3 L/R are located aft of the wing
- Doors 2 & 3 are similar to Doors 1 & 4 in terms of components and functions. However,
Doors 2 and 3 are emergency exit doors only
- They are equipped with single lane escape slides (due to the reduced size of the door only
one person can evacuate at a time) and are primary exits for ground evacuation and ditching
Section 11 440
Doors 2 & 3 differ from Doors 1 & 4 in the followings:
- The slide is located in the fuselage beneath the door
- The slide pressure bottle is stowed in the overhead compartment
- The door operating handle is protected by a cover as the exits are adjacent to passenger
seats
- The red manual inflation handle is located on the upper right side of the door frame
Section 11 441
LIFT TO
OPEN
Section 11 442
1. Door locking indicator
2. Door assist handle
3. Door frame assist handle
4. Arming/disarming lever (with transparent protective cover, safety pin and red flag)
5. Door control handle (with protective cover)
6. Emergency floor path marking light
7. Gust lock (which blocks the door in the opened position to prevent accidental movements)
8. Observation window with the two electrical warnings: Slide Armed and Cabin Pressure
Section 11 443
11.7.2 Pre-flight Check of the Emergency Exit (2L/R and 3L/R)

11.7.3 Normal Operation of the Emergency Exit
Normally we consider 2L, 2R, 3L, 3R emergency exits and they will be opened in case of an
evacuation only. In case emergency exits would need to be operated in normal mode, the
following steps should be followed:
11.7.3.1 TO OPEN FROM INSIDE

1. Before opening the door, ensure the slide is disarmed
2. Check cabin pressure warning light is not flashing
3. Check conditions outside are safe
4. Hold any of the assist handles on the door frame
5. Remove the protective cover
6. Lift the door control handle only for 2-3 centimeters. If no indication – slide armed – is coming
on, continue to open the door by lifting the door control handle fully up; while opening the door,
the control handle should always be grabbed from the top
7. Push the door open to the side by using the assist handles
8. Ensure the gust lock has engaged
LIFT SIDEWAYS TO OPEN
11.7.3.2 TO CLOSE FROM INSIDE

1. Ensure the door safety strap is stowed correctly
2. Push the gust lock to disengage
3. Move the door towards you by using the door assist handle
4. When the door is in front of its frame pull the door inwards and lower the door control handle
to the closed position and close the protective cover
Section 11 444
5. Check if the door-locking indicator is in the locked position to ensure the door is properly closed
NOTE: It is not allowed to operate the door by using the door frame as a support for the feet.
11.7.3.3 TO OPEN/CLOSE FROM OUTSIDE

Refer to CAM 10.3.3
11.7.4 Arming/Disarming the Emergency Exit

The Cabin Crew can arm or disarm the slides of the cabin doors via the Slide Arming Lever. The
slide is located in the fuselage beneath the door. When arming/disarming the emergency exits,
cabin crew should start with the exit closest to the station (right hand side) and then move to
the opposite one.
11.7.5 Emergency Operation of the Emergency Exit (2L/R and

3L/R)
The door opens pneumatically, remains a few seconds in the door frame, slowly moves forward
and locks in the open position. This slow motion opening gives enough time for the escape slide
to deploy. If the pneumatic-assisted door fails to open, push with force the door out manually to
the fully open position.
For operation procedure details refer to CAM 4.2.16
11.7.6 Operation of the Slides of 2L/R and 3 L/R

Rerer to CAM 2.2.5.1
11.7.6.2 Pre-flight check of the slide

- Refer to CAM 1.3.1.3

- During emergency door opening, the slide pack is released from the compartment beneath
the door in the fuselage
in maximum 4 seconds
- In case of emergency, the manual inflation handle located on the upper right hand side of
the door frame must always be pulled
- The slide can still be used if either the upper or lower chamber of the slide is not inflated
and / or in case of a collapse of one or more gears
- The red handles on the lower part of the escape device, allow the slide to be used as a hand
held escape chute
Section 11 445
In case of ditching, the slides of the Emergency Exits 2L/R and 3L/R shall not be used as they
cannot be detached from the fuselage. Therefore, the Emergency Exits are to be disarmed
before opening in a ditching scenario.
NOTE: Before beginning an evacuation on water, first determine the water level outside the
airplane. The water level must be below the doorsill height. Do not open the door(s) if the water
level is above doorsill height.
11.8 Cabin Attendant Seating

The minimum number of cabin crew on A321 is 5. One cabin crew shall always be designated
as SCA. The seating for a minimum of 5 Cabin Crew is as follows:
- SCA, C/A 2, C/A 5, C/A 3, C/A 4
- Extra Crew Member will occupy the seat C/A 3A
Cabin Attendant Seat operation

For details refer to CAM 10.1.3, 10.1.4.
Cabin Attendant Seat description and pre-flight check - refer to CAM 10.1.4.
11.8.1 Jumpseat INOPERATIVE procedure

FWD jump seats
- If only one FWD Cabin Attendant seat (SCA or C/A 2) is inoperative, SCA shall sit on the
jump seat which is operative and C/A 2 shall sit on 1D passenger seat
- If BOTH of the FWD Cabin Attendant seats are inoperative, the aircraft is not allowed to
fly until at least one of the seats is operative
AFT jump seats

- If Cabin Attendant seat in the AFT galley (C/A 4) is inoperative the Cabin Attendant shall
sit on C/A 3A jump seat
- If both of the AFT Cabin Attendant seats in the AFT galley are inoperative, the aircraft is
not allowed to fly until the seats are repaired
Jump seats in the main cabin area

- If C/A 3 or C/A 5 Cabin Attendant seats are inoperative, the Cabin Attendants shall occupy
the passenger seat adjacent to the door 2R or 3R (11E or 26F)
Section 11 446
SCA C/A 2
C/A 5
C/A 3
C/A 4 C/A 3A
Section 11 447
11.9 Cabin Attendant Stations
The Cabin Attendant seats are part of the attendant stations. The A/C has a total of 4 Cabin
Attendant stations with together 6 Cabin Attendant seats installed. All Cabin Attendant Seats
are AFT facing.
These stations are equipped with:
- Single or double Cabin Attendant seats
- Handsets
SCA AND C/A2 STATION NEXT TO DOOR 1L

The typical SCA and C/A2 station is equipped as follows:
- 1 FAP located above Cabin Attendant seats
- 1 AIP located in front of the Cabin Attendant seats
- 1 Handset located between the headrests
- 2 Cabin Attendant seats with relevant emergency equipment
C/A4 STATION NEXT TO DOOR 4L

The typical C/A4 station is equipped as follows:
- 1 AAP located in the door frame
- 1 AIP located in the door frame
- 1 Handset located in the door frame
- 1 Cabin Attendant seat with relevant emergency equipment
- The seat is mounted on the rear wall of the smart lavatory D
C/A5 STATION NEXT TO DOOR 2R

- 1 AIP located in the PSU in front of CAS (see photo)
- 1 Handset located on the Cabin Attendant seat
C/A3 STATION NEXT TO DOOR 3R

- 1 AIP located in the PSU in front of CAS (see photo)
- 1 Handset located on the Cabin Attendant seat
Section 11 448
AIP at doors 2R/3R located in PSU
CABIN ATTENDANTS GENERAL AREAS OF RESPONSIBILITY
SCA C/A 2
1L Door 1R Door
FWD Galley Cabin Section 1-10
Flight Deck SCA /CA2 Crew Seats
Demo Row 1
C/A 5
2L/2R Doors
CA5 Crew Seat
Cabin 11-25
Demo Row 11
C/A 3
3L/3R Doors
CA3 Crew Seat
AFT Galley
C/A 4 C/A 3A (if carried)

4L/4R Doors Observer / Additional
CA4/CA3A Seats Crew Member
Cabin 26-39
Demo Row 26
Section 11 449
11.10 Galleys
On board the aircraft there are two galleys installed (one in the FWD and one in the AFT entry
area). For details refer to CAM 10.1.6.
NOTE: There are 2 Waste trolleys onboard, one located in the FWD galley and one located in
the AFT galley.
11.11 Lavatories
Three lavatories are installed in the cabin - Lavatory A (forward entry area) and 2 smart type
lavatories D, E (aft entry area). Each lavatory is equipped with a wash stand, a toilet bowl and
a baby nursing table. For description of lavatory equipment refer to CAM 10.1.7.
SMART LAVATORY
11.11.1 Lavatory door

Refer to CAM 10.2.6
Section 11 450
11.12 Aircraft systems
11.12.1 CIDS and Control Panels
Refer to CAM 10.8
11.12.1.1 Forward Attendant Panel (FAP)

FAP installed on board A321 aircraft (Touchscreen FAP) is divided into two parts:
- Touch screen (display unit)
- Hard key (sub panel)
For operating areas and keys and functions of FAP refer to CAM 10.8 CIDS and Control Panels.
Section 11 451
11.12.1.2 Area Call Panel

- There are 4 areas for ACP (FWD DOOR / DOOR 2 / DOOR 3 / AFT DOOR) corresponding to
cabin attendant stations location
- In case of a call to a dedicated CAS only the ACP corresponding to the CAS location will be
illuminated
- In case of a call from a passenger seat, all ACPs will be illuminated blue (one cabin zone
definition)
- The additional ACPs are identical to the standard units
11.12.1.3 Additional Attendant Panel
Additional Attendant Panel (AAP) is located beside door 4L. In general, the cabin systems are
controlled from the FAP. Some of these cabin systems can be additionally controlled from the
AAP. The following cabin systems can be controlled from the AAP :
- The illumination of the AFT entrance area (ENTRY BRT,ENTRY DIM 1, ENTRY DIM
- 2)
- The illumination of the passenger zone (CABIN BRT, CABIN DIM 1, CABIN DIM 2)
- The reset of the evacuation signalling horn (EVAC RESET)
- The indication of the evacuation signalling (EVAC)
- The indication of the lavatory smoke alert and the reset of the respective signalling
(SMOKE RESET)
- The setting of the evacuation signalling (CMD)
11.12.2 Lighting/Emergency Lighting System
11.12.2.1 Cabin Lights
Refer to CAM 10.9
11.12.2.2 Emergency Lighting
Refer to CAM 2.2.3
11.12.3 Air Conditioning

Refer to CAM 10.10
Section 11 452
11.12.4 Communication
11.12.4.1 Communication Handsets
- Communication handsets are located at the C/A stations at

door 1L, 2R, 3R, 4L, 4R; 2R and 3R station have interphone
located at the headrest of the jump seat
- All the handsets are identical
- They can be used for Passenger Announcements and for
interphone calls as well
- For operation of the handsets refer to CAM 10.11.1
11.12.4.2 Passenger Address System

Refer to CAM 10.11.2.
11.12.4.3 Interphone System
The interphone system consists of a talk/listen network that has

stations in the cockpit and at the C/A stations.
SCA CALLS ALL ATTENDANT STATIONS

After hooking off the handset at the called station a communication link is established and
announcements between the SCA and the attendants can be made.
SCA CALLS ATTENDANT STATION

After hooking off the handset at the called station, a communication link is established and
communication between the SCA and the attendant can be initiated.
Section 11 453
TO RESET THE C/A OR FLIGHT CREW CALLS IN CABIN

- Hook the handset to the cradle; or
- Push the reset push button on the handset; or
- Stow the caller's handset.
NOTE: If a function is initiated by pushing the PTT pushbutton, the release of this button cancels the
function.
PRE-FLIGHT CHECK
- Interphone check with the Cockpit should be done only before the first flight of the aircraft
of the day: CPT call from every handset
- SCA must perform an All ATTND call and all CA’s must answer at their designated stations
(SCA will name the station and each C/A will answer at designated station „C/A … Loud
and clear!”)
- Each Cabin Attendant must perform a „PA Check” from their designated station.
CALLS FROM THE COCKPIT

All calls from the cockpit can be initiated through the audio equipment - boomset, microphone or oxygen
mask.
RESET OF SELECTED INTERPHONE FUNCTIONS

The call function is automatically reset after a time period of approximately 5 minutes, if no requested
handset accepts the call.
All other interphone functions can be reset by hooking the handset onto the cradle or by pushing the Reset
button.
11.12.4.4 Cabin Calls
Refer to CAM 10.11.4
11.12.4.5 Passenger Call System
One zone is defined for passenger calls from seat rows.
11.12.4.6 Lavatory Call System
11.12.4.7 Emergency Call
11.12.4.8 Passenger Lighted Signs System

Section 11 454
11.12.5 Passenger Emergency Oxygen System
11.12.5.1 Fixed Oxygen System in the Flight Deck Compartment
Refer to CAM 2.2.1.
11.12.5.2 Fixed Oxygen System in the Cabin
Refer to CAM 2.2.2.

Section 11 455

Section 12 456
Appendix DATE: 31 MARCH 2016
12 APPENDIX
12.1 Appendix 1 – Cash bag

Section 12 457
12.2 Appendix 2-Crew Report Form (CRF)

Section 12 458
12.2.1 Crew Report Form (CRF) Guide

Crew Report Form (CRF) to be obtained via company webmail account or via WizzPort
- Fill in the subject filed, which will automatically select the functional area
receiving the CRF
- Crosscheck if any other areas shall be selected based on the applicability of
the report and select them manually if applicable
- Flight number and date shall be entered and then press on “search flight
info” button. If pressed, crew names, ID number and flight detail will be
automatically uploaded from AIMS
- Select relevant category for FDIR/FW, I/I report and catering SET
number as applicable
- Fill in Country and airport of occurrence – this ensures that the relevant
Ground OPS manager will immediately receive the report
- Enter the text of report in “Description of occurrence”. Provide all
relevant and detailed information of the occurrence/incident/discrepancy
- In the field “Summary/Solution/Opinion” provide your personal account of the
situation
- In case selecting “Other” box, the subject field will be manually editable
– it is possible to enter specific title in case it is relevant
Section 12 459
12.3 Appendix 3 – Lost/Damage Property Form

Section 12 460
12.4 Appendix 4 – Flight Disturbance Incident Report

Section 12 461
12.5 Appendix 5 – Final Warning

Section 12 462
12.6 Appendix 6 – Injury/Illness Report

Section 12 463
12.7 Appendix 7 – Manual Sales Report

Section 12 464

Section 12 465
12.8 Appendix 8 – First-Aid Kit Contents

I type – metallic rectangular FAK (a/c HA-LP–J/K/L/M/N/O/Q/R/S; HA-LWF; HA-LYU/V
Section 12 466
II type – black square FAK (the rest of a/c fleet)

Section 12 467
12.9 Appendix 9 – Unpaid leave request

Section 12 468
12.10 Appendix 10 – Briefing check report

Section 12 469

Section 12 470
12.11 Appendix 11 – Flight check report

Section 12 471

Section 12 472

Section 12 473

Section 12 474
12.12 Appendix 12 – Birth on board report

Section 12 475
12.13 Appendix 13 – Death on board report

Section 12 476
12.14 Appendix 14 - Luggage tags

Section 12 477
12.15 Appendix 15 - Disclaimer form

Section 12 478
12.16 Appendix 16 – Cabin Operations Communication

System
Area of Topic Mode of distribution Frequency

communication
Corporate Communications
Organization-related E-mail As often as

announcements Video message applicable
(new destination,
new base,
new campaign,
new products,
new initiatives)
Internal E-mail As often as
communication applicable
Senior Management
CEO letter E-mail As often as applicable
Video message
Management
Management letter E-mail As often as applicable
HR
WIZZ Port intranet n/a

Base visit - Interpersonal Twice per year
- Direct management
feedback
Training
Crew Order / Crew E-mail As often as

Info applicable
Recruitment E-mail As often as
announcement and applicable
result
announcement
Manual revision E-mail Twice per year
Manual in pdf
Security
Section 12 479
Security E-mail As often as

Information applicable
Crew Report Form E-mail As often as
reporting is
relevant
Safety and Compliance
Safety report E-mail Weekly

Health bulletin E-mail 2 times per year
Quarterly safety E-mail 4 times per year
report
Safety Reminder E-mail Af often as
applicable
Trend review On ground training Yearly
Anonymous WICORP – e-mail As often as
reporting applicable
Crew Report Form E-mail As often as
applicable
Technical
Crew Report Form E-mail Af often as

applicable
Crew Info E-mail Af often as
applicable
Service
Service Update E-mail As often as

Catering change applicable
Manual update Manual As often as

(CASM, applicable
Announcement, (minimum once
Work wear per year)
Regulations)
Crew Info / Crew E-mail As often as
Order applicable
Section 12 480
12.17 Appendix 17 - Flight and duty time limitations

INTRODUCTION
The purpose of the scheme is to interpret the requirements of EASA Part FTL as they apply to
the regulation of flight duty, duty and rest periods.
APPLICABILITY
The limits of the scheme shall apply to both Flight Crew and Cabin Crew in relation to any duty
carried out at the behest of Wizz Air.
OBJECTIVE
The prime objective of flight and duty time limitation system is to ensure that all operating crew
members are rostered with adequate rest periods, where crew members can ensure that
sufficient sleep can be obtained so being adequately rested at the beginning of each flight duty
period (FDP) and, whilst flying, be free of fatigue so that they can operate to a satisfactory level
of safety and efficiency in all situations.
Note: The responsibility for fulfilling this objective is shared between the Company
and the Crew Member. To achieve this objective, the Company undertakes to plan
flight schedules within maximum permitted flying duty periods taking into account,
where appropriate, any permitted extension of flying duty periods by the use of
planned extensions or split duties.
The Company will give consideration to the scheduling of duties and time off in such a manner
as to prevent, as far as possible, the onset of the effects of cumulative fatigue. The Operations
Planning Manual contains the scheduling practices which will be considered for each duty when
crew rosters are planned.
RESPOSIBILITIES
COMPANY RESPONSIBILITIES
Operations Planning issues a monthly roster, which will be published in AIMS at least 14 days
in advance the start of a calendar month.
Crewmembers shall be notified as soon as possible, primarily by AIMS, but also by e-mail, SMS
or telephone about any duty changes to this roster.
Flight Operations shall nominate a home base for each crewmember.
Away from base the Company undertakes to provide the opportunity and facilities for adequate
pre-flight rest in suitable accommodation.
Operations Planning and Operations Control ensure that rest periods provide sufficient time to
enable crew to overcome the effects of the previous duties by obtaining sufficient sleep and to
be well rested by the start of the following flight duty period. The Operations Planning Manual
contains the scheduling practices which will be considered for each duty when crew rosters are
planned.
The indicated destinations within the flight duties are of informative character. Operations
Planning and Operations Control takes effort, to evenly distribute the duties among the
crewmembers, as far as practicable.
Note: ‐ Wizz Air reserves the right to alter the planned flight duty periods and
distribute the duties unevenly, when it is deemed necessary for operational or
commercial purposes.
Operations Planning and Operations Control have the right to assign split duty or extension.
Section 12 481
CHANGE OF DUTY DURING ROTATION

Operations Control may modify the duty of crewmembers before or during a rotation. Such
modification may include changing the number of sectors flown and/or the destination. Duties
which are modified either before or after reporting time must comply with all rules and
limitations specified in paragraphs OM A 7-6 to 7-12.
CREW MEMBERS AND RESPONSIBILITIES

Comply with all flight and duty time limitations (FTL) and rest requirements applicable to
activities:
− Crew members should make optimum use of the opportunities and facilities for rest
provided and plan and use their rest periods properly.
− The influence of travelling time is of particular importance and must be given due regard.
For further guidance, refer to Section OM A 7-6.
− In essence crew members must be fully aware of the need to act in a professional manner
in discharging their legal responsibilities.
− A crew member shall not operate as such if he/she knows that suffering from or are
likely to suffer from fatigue, or feels unfit, to the extent that the flight may be
endangered. The crew member shall not perform duties on an aircraft if he/she knows
or suspects that he/she is suffering from fatigue.
− Comply with policy when undertaking duties for more than one operator as follows:
o If a crewmember undertakes any additional task, employment or pursuit other
than that rostered by Wizz Air, they must recognize that the responsibility for
being sufficiently rested before performing a Flight Duty Period remains with the
individual.
− Comply with company policy about being reachable as follows:
o Crew member shall be reachable by mobile phone within three hours prior to
scheduled reporting time either for a flight duty or for a standby duty. They may
be contacted via direct call or SMS.
o Report for duty 70 minutes (unless otherwise rostered) prior to the scheduled
departure time healthy, properly rested, in uniform and not under the influence
of drugs or alcohol.
Note: Crewmembers are expected to have a mobile phone, connected to the network and
reachable by the Operations Control 3 hours prior any scheduled duty.
− During daytime, when the Crewmember is expected to be awake, according to the
estimated sleep cycle, the Operations Control may contact them via direct call to inform
them about relevant changes to the upcoming duty event.
− During night time, or when the Crew member is expected to be sleeping according to
the estimated sleep cycle, the Operations Control may send an SMS to the Crew member,
to inform about relevant changes to the upcoming flight duty. In such case, the
Crewmember is not expected to reply or confirm the receipt of the SMS, until the sleep
period finishes. The Crewmembers are encouraged to put their mobile phones into silent
mode, in order to avoid disturbance to their sleep before duty.
FLIGHT DUTY PERIODS

The flight duty periods, duty times and flight times to be recorded and taken into consideration
shall be all the flight duty periods, duty times and flight times accumulated by pilots on any
aircraft whatsoever, owned and operated by any person or organization whatsoever, including
flying instruction, but not including flying in an aircraft with a maximum take-off weight of less
than 1600 kg operated for a purpose other than commercial air transport or aerial work
Note: It is also aerial work where valuable consideration is given specifically for flying
instruction, even if the pilot receives no reward.
Section 12 482
Periods of ground duty performed by pilots for Wizz Air and for any other commercial air
transport or aerial work undertakings shall also be recorded and taken into consideration. A
flight crew member is therefore required to inform Wizz Air of all such accountable flight duty
periods, duty times and flight times by submitting the 'External Flight and Simulator duties'
form available from HR and through the - "S" drive.
NUTRITION
During the FDP there shall be the opportunity for a meal and drink in order to avoid any
detriment to a crew member’s performance, especially when the FDP exceeds 6 hours.
− Commander may define convenient period at his discretion, during cruise, when one
flight deck crew member takes pilot flying and radio monitoring while the other crew
member has opportunity to fulfill nutrition requirement.
− Senior Cabin Crew member shall ensure that there is meal opportunity provided for each
operating cabin crew member throughout the flight duty. SCA shall plan the flight
choreography in a way that allows adequate time for regular meal consumption by each
crew member without reasonable disruption of standard operating procedures, especially
when FDP encompasses the regular meal windows.
Note: Additional consideration should be given to ensure opportunity for two meals to be
consumed during the same flight duty by each crew member whenever the FDP falls between
11:00 and 22:00 hours. The minimum duration of the meal opportunity shall not be less than
10 minutes.
DEFINITIONS
REFERENCE TIME
Means the local time at the reporting point situated in a 2-hour wide time zone band around the
local time where a crew member is acclimatised:
In other words the reference time means the local time at the place where the crew member is
acclimatised.
EXAMPLES:
− If after starting a duty acclimatised you then travel through a two hour time zone (+/-
2) (but not beyond), are subject to a rest period, and then travel through another two
hour time zone (+/-2), when you arrive at the second destination you will always be
acclimatised. This is true if both journeys are in the same direction, as in two positive
time zone changes of two hours. In this case the start of FDP at reference time is
applicable to local time at check in according OMA 7-8-1.
− Crew is performing a flight from BUD to DWC. BUD (UTC+1) while DWC (UTC+4) during
winter schedule, meaning 3 hours difference. Crew due to various reasons is subject to
spend a rest period in DWC. Take the following steps to define max FDP and state of
acclimatisation:
o Enter Table in OM A 7-8-1 with a difference in time of 3 hours.
o If time elapsed since reporing at reference time less than 48 hours then you are
still acclimatised to BUD.
o Enter table in OMA 7-8-1 and use BUD as "reference time" to calculate maximum
daily FDP.
− Crew perform flight from SOF to LTN and spend a layover in LTN. The crew stayed within
the 2 hours wide time zone band therefore the reference time is the LTN local time.
ACCOMMODATION
Means, for the purpose of standby and split duty, a quiet and comfortable place not open to the
public with the ability to control light and temperature, equipped with adequate furniture that
Section 12 483
provides a crew member with the possibility to sleep, with enough capacity to accommodate all
crew members present at the same time and with access to food and drink.
ADEQUATE FURNITURE FOR ACCOMMODATION
Adequate furniture for crew member accommodation should include a seat that reclines at least
45° back angle to the vertical, has a seat width of at least 20 inches (50 cm) and provides leg
and foot support.
SUITABLE ACCOMMODATION
Means, for the purpose of standby, split duty, and rest, a separate room for each crew member
located in a quiet environment and equipped with a bed, which is sufficiently ventilated, has a
device for regulating temperature and light intensity, and access to food and drink
AUGMENTED FLIGHT CREW
Means a flight crew which comprises more than the minimum number required to operate the
aircraft, allowing each flight crew member to leave the assigned post, for the purpose of in-
flight rest, and to be replaced by another appropriately qualified flight crew member;
DELAYED REPORTING
Means the postponement of a scheduled FDP by the operator before a crew member has left
the place of rest
BREAK
Means a period of time within a flight duty period, shorter than a rest period, counting as duty
and during which a crew member is free of all tasks
DISRUPTIVE SCHEDULE
Means a crew member’s roster which disrupts the sleep opportunity during the optimal sleep
time window by comprising an FDP or a combination of FDPs which encroach, start or finish
during any portion of the day or of the night where a crew member is acclimatised. A schedule
may be disruptive due to early starts, late finishes or night duties.
− for “early start” a duty period starting in the period between 05:00 and 06:59 in the time
zone to which a crew member is acclimatised
− for “late finish” a duty period finishing in the period between 00:00 and 01:59 in the
time zone to which a crew member is acclimatised;
Determination of disruptive schedules
If a crew member is acclimatized to the local time at his/her home base, the local time at the
home base should be used to consider an FDP as ‘disruptive schedule’. This applies to operations
within the 2-hour wide time zone surrounding the local time at the home base, if a crew member
is acclimatized to the local time at his/her home base.
NIGHT DUTY
Means a duty period encroaching any portion of the period between 02:00 and 04:59 in the
time zone to which the crew is acclimatised
DUTY
Means any task that a crew member performs for the operator, including flight duty,
administrative work, giving or receiving training and checking, positioning, and some elements
of standby.
DUTY PERIOD
Means a period which starts when a crew member is required by an operator to report for or to
commence a duty and ends when that person is free of all duties, including post-flight duty.
FLIGHT DUTY PERIOD (FDP)
Period that commences when a crew member is required to report for duty, which includes a
sector or a series of sectors, and finishes when the aircraft finally comes to rest and the engines
are shut down, at the end of the last sector on which the crew member acts as an operating
crew member
Section 12 484
FLIGHT TIME
Means, for aeroplanes and touring motor gliders, the time between an aircraft first moving from
its parking place for the purpose of taking off until it comes to rest on the designated parking
position and all engines or propellers are shut down.
HOME BASE
Means the location, assigned by the operator to the crew member, from where the crew member
normally starts and ends a duty period or a series of duty periods and where, under normal
circumstances, the operator is not responsible for the accommodation of the crew member
concerned.
LOCAL DAY
24-hour period commencing at 00:00 local time.
LOCAL NIGHT
Period of 8 hours falling between 22:00 and 08:00 local time
OPERATING CREW MEMBER
Crew member carrying out duties in an aircraft during a sector. A person on board an aircraft is
either a crew member or a passenger. If a crew member is not a passenger on board an aircraft
he/she should be considered as carrying out duties.
POSITIONING
Means the transferring of a non-operating crew member from one place to another, at the
behest of the operator, excluding:
− The time of travel from a private place of rest to the designated reporting place at home
base and
− vice versa, and
− The time for local transfer from a place of rest to the commencement of duty and vice
versa.
REST FACILITY
Means a bunk or seat with leg and foot support suitable for crew members’ sleeping on board
an aircraft
RESERVE
A period of time during which a crew member is required by the operator to be available to
receive an assignment for an FDP, positioning or other duty notified at least 10 hours in advance.
REST PERIOD
Means a continuous, uninterrupted and defined period of time, following duty or prior to duty,
during which a crew member is free of all duties, standby and reserve.
ROTATION
Is a duty or a series of duties, including at least one flight duty, and rest periods out of home
base, starting at home base and ending when returning to home base for a rest period where
the operator is no longer responsible for the accommodation of the crew member.
SINGLE DAY FREE OF DUTY
Means a time free of all duties and standby consisting of one day and two local nights, which is
notified in advance. A rest period may be included as part of the single day free of duty.
SECTOR
The segment of an FDP between an aircraft first moving for the purpose of taking off until it
comes to rest after landing on the designated parking position.
STANDBY
Pre-notified and defined period of time during which a crew member is required by the operator
to be available to receive an assignment for a flight, positioning or other duty without an
intervening rest period.
Section 12 485
AIRPORT STANDBY
Means a standby performed at the airport.
OTHER STANDBY
means a standby either at home or in a suitable accommodation.
WINDOW OF CIRCADIAN LAW (WOCL)
The period between 02:00 and 05:59 hours in the time zone to which a crew member is
acclimatised.
FATIGUE
Means a physiological state of reduced mental or physical performance capability resulting from
sleep loss or extended wakefulness, circadian phase, or workload (mental and/or physical
activity) that can impair a crew member’s alertness and ability to safely operate an aircraft or
perform safety related duties.
HOME BASE
Is a single airport location assigned with a high degree of permanence.
GROUND DUTY
Any duty other than flight duty assigned or required by Wizz Air to include:
• Simulator training/checks
• Ground instruction/refresher/course
• Office duties
• Meeting
• Service trip
• Positioning
• Waiting time between assigned duties
• Medical examinations for license renewal
HOME BASE
Crew members should consider making arrangements for temporary accommodation closer to
their home base if the travelling time from their residence to their home base usually exceeds
90 minutes.
Note: Wizz Air Operating Bases are described in OMM Chapter 1.11.2 Crew bases.
POSITIONING TIME
− All the time spent on positioning at the behest of the company is counted as duty.
Positioning after reporting but prior to operating shall be included as part of the FDP but
shall not count as a sector.
− A positioning sector immediately following operating sector does not count as a sector
from a FDP perspective but will be taken into account for the calculation of minimum rest
as defined in section 7-12. The sector payment for a positioning sector is regulated by
company policy.
OTHER POSITIONING TIME
Travelling time, other than that spent on positioning, does not count as duty.
TRAVELLING FROM HOME
− Travelling time involved is a factor influencing any subsequent onset of fatigue. If the
journey time from home to normal departure airfield is usually in excess of one and a
half hours, crew members should make arrangements for temporary accommodation
nearer to base.
− A flight crew member who returns to their designated base in their own time, following
any activity that is not part of a pairing (flight duty) or any approved training assignment,
should return so as to allow for a minimum of 10 hours in base prior to the scheduled
Section 12 486
report time of the next flight duty (allowing for an 8 hour sleep opportunity taking due
account of travelling and other physiological needs and based on Chapter 7-12).
Note: A positioning flight prior to flight duty would be permissible in case the flight duty,
including positioning would be within the relevant flight time limitations.
TRAVELLING FROM HOME TO ANOTHER AERODROME
When crew members are required to travel from their home to an aerodrome other than the
one from which they normally operate, any travelling time over one hour will count as
positioning.
STANDBY
Standby is a period during which the crew member shall be available and ready to report for
duty upon notification – in case of home standby, within the notification time. Notification time
is calculated from the notification of the crewmember on home standby until reporting on duty.
Note: Notification time at Wizz Air is one hour.
Wizz Air, based on aircraft availability keep an aircraft on standby as well as a crew (SBSP) in
order to avoid possible significant disruption to operation and/or flight cancellation which might
have negative effect on passenger’s convenience and on time performance.
Due to its difficulties to predict rotation in advance crew on Spare aircraft standby (SBSP) have
to be ready for a multiple day’s rotation (spare clothes, home arrangements etc.) From the duty
time and rest time perspective the SBSP is equal to “normal’ STBY as per OMA 7-7-2.
AIRPORT STANDBY
This is defined as a period during which a crewmember shall be on standby at a Wizz Air base.
A crew member is on airport standby from reporting at the normal report point until the end of
the notified standby period.
− Airport standby will count in full for the purposes of cumulative duty hours.
− The start of duty time is the beginning of the stand-by period.
− Where airport standby is immediately followed by a flight duty, the airport standby shall
be added to the duty period for the purposes of calculating FDP and minimum rest.
− While on airport standby Wizz Air will provide to the crew member a quiet and
comfortable place not open to the public.
− If not leading to the assignment of an FDP, airport standby is followed by a rest period.
If an assigned FDP starts during airport standby, the following applies:
− The FDP counts from the start of the FDP. The maximum FDP is reduced by any time
spent on standby in excess of 4 hours
− The maximum combined duration of airport standby and assigned FDP as specified is 16
hours.
STANDBY OTHER THAN AIRPORT STANDBY (SBY)
STANDBY AT HOME OR HOTEL
This is defined as a period during which the crewmember shall be on standby at their
home/hotel. The maximum duration of standby other than airport standby is 16 hours. Wizz
Air’s standby procedures are designed in AIMS system to ensure that the combination of standby
and FDP do not lead to more than 18 hours awake time.
a. The time duration from notification to reporting is not counted as duty time. 25%
of time spent on standby other than airport standby counts as duty time.
b. The flight duty period shall not start later than the end of the planned stand-by
period, unless otherwise acceptable by the crewmember.
c. Standby is followed by a rest period in accordance with 7-12-1.
d. Standby ceases when the crew member reports for duty at the designated
reporting point.
Section 12 487
e. If standby ceases within the first 6 hours, the maximum FDP counts from
reporting.
f. If standby ceases after the first 6 hours, the maximum FDP is reduced by the
amount of standby time exceeding 6 hours.
g. If the FDP is extended due to split duty, the 6 hours of paragraph (e) and (f) are
extended to 8 hours.
h. If standby starts between 23:00 and 07:00, the time between 23:00 and 07:00
does not count towards the reduction of the FDP under (e) and (f) until the crew
member is contacted by Operations Control.
The response time between call and reporting time established by Operations Control via AIMS
allows the crew member to arrive from his/her place of rest to the designated reporting point
within a reasonable time.
AVAILABLE STANDBY (AVLB)
Special standby duty from which the crew member needs to be notified by 14:00LT (at
acclimatized base) latest the previous day. This notification can be achieved via telephone call
or sms. If the crew member is not notified until the above time limit the AVLB day turns to a
rest period. All duties assigned to AVLB days, including flight, ground and standby duties will
comply with relevant FTL schemes.
MINIMUM REST AND STANDBY

If airport or other standby initially assigned is reduced by the Operations Control during standby
that does not lead to an assignment to a flight duty period, the minimum rest requirements
shall apply.
− If a minimum rest period is provided before reporting for the duty assigned during the
standby, this time period should not count as standby duty.
− Standby other than airport standby counts (partly) if a crew member receives an
assignment during standby other than airport standby, the actual reporting time at the
designated reporting point should be used.
RESERVE
Wizz Air assigns duties to a crew member on reserve (RES) code in AIMS under the provisions
− The maximum duration of a reserve period is 24 hours.
− The maximum number of consecutive reserve period is 3 days.
− An assigned FDP counts from the reporting time.
− Reserve times do not count as duty period.
− Notification of assigned duties during reserve should avoid interference with sleeping
patterns if possible.
To protect an 8-hour sleep opportunity, Operations Control will not contact the Crewmember
for 8.5 hours period starting 10 hours before the duty for which the Crewmember has been
called.
Including reserve in a roster, also referred to as 'rostering', implies that a reserve period that
does not result in a duty period may not retrospectively be considered as part of a recurrent
extended recovery rest period.
Section 12 488
BASIC MAXIMUM FLIGHT DUTY PERIOD (FDP)

Section 12 489
IN-FLIGHT REST
Operation with augmented crew is not applicable at Wizz Air.
UNFORESEEN CIRCUMSTANCES IN FLIGHT OPERATIONS

- COMMANDER`S DISCRETION
In the event of unforeseen circumstances an aircraft commander may, at his discretion, and
after taking note of the well-being of other members of the crew, take decision about extension
of duty, or reduction of rest provided, that he is satisfied that the flight can be made safely.
In case of unforeseen circumstances which could lead to severe fatigue the commander shall:
− reduce the actual flight duty period and/or
− increase the rest period in order to eliminate any detrimental effect on flight safety.
The conditions to modify the limits on flight duty, duty and rest periods by the commander in
the case of unforeseen circumstances in flight operations, which start at or after the reporting
time, shall comply with the following:
− the maximum daily FDP as described in 7-8.1 may not be increased by more than 2
hours, basic maximum FDP table has to be used for the calculation.
− if on the final sector within an FDP the allowed increase is exceeded because of
unforeseen circumstances after take-off, the flight may continue to the planned
destination or alternate aerodrome
− The commander shall consult all crew members on their alertness levels before deciding
any of the modifications.
− The commander shall submit a report using the appropriate AIMS module when an FDP
is increased.
Section 12 490
− The commander shall submit a written report when the rest period is reduced at his or
her discretion.
− Where the increase of an FDP or reduction of a rest period exceeds 1 hour, report shall
be sent to HgCAA by Safety, Security and Compliance Department not later than 28 days
after the event. Report will be generated and provided by OCC.
− When crew member(s) suffer from extreme fatigue due to unforeseen circumstances
during the FDP, which may endanger the safe conduction of the flight, based on the
Commander`s assessment, after discussing with the crew member(s) concerned, the
FDP may be reduced to overcome these effects.
Note: Should this reduction cause the crew member(s) not being able to complete
their planned flight duty as it has been originally planned, the "unfit to fly" reporting
procedure shall be followed by the crew member(s). For the "unfit to fly" reporting
procedure refer to OMA 1-6-3.
− When crew member(s) suffer from extreme fatigue due to unforeseen circumstances
during the FDP, the post-flight rest period may be extended if it is deemed necessary by
the commander, after consultation with the crew member(s) concerned of the flight duty.
The recommended extension of the rest period should be the same length as the
extension of the flight duty period for the preceding flight.
− Should the Commander extend the post- flight rest period beyond the recommended
length – to overcome extreme fatigue, which may compromise flight safety – a Fatigue
Report Form shall be submitted by all crew members concerned.
− Should the extension of the post flight rest period cause a certain crew member to be
removed from an upcoming flight duty, the Unfit to Fly reporting procedure shall be
followed for the concerned crew member.
− Wizz Air follows non-punitive process for the use of the discretion described under this
provision.
Note: Before any modification applied to the FDP based on discretion of the commander,
the alertness level of all involved crew members should be assessed, especially when
extending FDP or reducing rest period.
The assessment should take due consideration of additional factors that might decrease a
crew member`s alertness level, such as:
− WOCL encroachment;
− weather conditions;
− complexity of the operation and/or airport environment;
− aeroplane malfunctions or specifications;
− flight with training or supervisory duties;
− increased number of sectors;
− circadian disruption;
− individual conditions of affected crew members (time since awake, sleep-related factor,
workload, etc.).
EXTENSION OF FDP WITHOUT IN-FLIGHT REST

The extension of FDP without in-flight rest is limited to the values specified in the table below.
Section 12 491
UNFORESEEN CIRCUMSTANCES IN FLIGHT OPERATIONS - DELAYED REPORTING

In case of any irregularity or delay before start of duty, Operations Control will inform the crew
member of the new reporting time.
Crew member shall be notified at least 1 but maximum 10 hours before the original reporting
time about a delay, he shall accept the new reporting time as advised by Operations Control. In
such a case, if the crew member is informed of the delayed reporting time, the FDP is calculated
as follows:
1. One notification of a delay leads to the calculation of the maximum FDP as follows:
− When the delay is less than 4 hours, the maximum FDP is calculated based on the original
reporting time and the FDP starts counting at the delayed reporting time;
− When the delay is 4 hours or more, the maximum FDP is calculated based on the more
limiting of the original or the delayed reporting time and the FDP starts counting at the
delayed reporting time;
2. If the reporting time is further amended, the FDP starts counting 1 hour after the second
notification or at the original delayed reporting time if this is earlier;
Note: As an exception to (1) and (2), when OCC informs the crew member of a delay of 10
hours or more in reporting time and the crew member is not further disturbed by the OCC, such
delay of 10 hours or more counts as a rest period.
AIMS keeps records of delayed reporting.
In order to protect individuals rest times and preference but satisfy information needs the
following will apply:
Section 12 492
− When operational irregularities make it necessary to modify crew check-in time on short
notice and calling is not appropriate, Operations Control will inform involved crew by
SMS as soon as possible. SMS makes the information available to crew, but will not
disturb one's sleep or rest according to individual phone settings.
− After receiving "successful SMS" from the system crew dispatcher will consider that
crewmember as notified.
− If the given mobile phone number is not reachable for any reasons and it is known prior,
the crew member shall provide an alternative phone number to OCC.
FLIGHT AND DUTY TIME PERIODS

Operations planning and OCC ensures that the total block hours assigned to an individual
operational crew member do not exceed:
− 60 duty hours in any 7 consecutive days;
− 110 duty hours in any 14 consecutive days;
− 190 duty hours in any 28 consecutive days, spread as evenly as practicable throughout
that period.
The total flight time of the sectors on which an individual crew member is assigned as an
operating crew member shall not exceed:
− 100 hours of flight time in any 28 consecutive days;
− 900 hours of flight time in any calendar year;
− 1 000 hours of flight time in any 12 consecutive calendar months.
These limits include:
− Office days: 8 hours;
− Simulator training/checking: 6 hours.
− Medical examinations for the purpose of license renewal: 6 hours.
All other flight and ground duties which are credited according to actual check-in and check-out
times.
Section 12 493
SPLIT DUTY - OPERATIONAL PURPOSES
REPORTING, PRE-FLIGHT, POST-FLIGHT DUTY TIMES

− The schedules are planned to allow flights to be completed within the maximum
permitted flight duty period. Flight rosters are planned with sufficient time for pre-flight
and post-flight duties, taxiing, flight- and turnaround times.
− Reporting for flight duties are planned 70 minutes before scheduled departure. The
reporting time may be modified (increased or decreased), but shall never be less, than
60 minutes. The FDP is counted from the scheduled reporting time.
− Crew member shall board the aircraft 45 minutes before STD for the first flight of the
day, or ‘cold‘* aircraft rotation, and to be ready at the appropriate apron stand or
terminal gate 35 minutes before STD, or notified revised departure time, for a
turnaround, or if reporting time is less than 70 minutes prior to STD.
− Post-flight duty shall count as duty period, but not part of the FDP. The minimum time
for post-flight duties is 20 minutes.
Note: * 'cold' aircraft in this context means that the aircraft is already on the apron and
there is no direct crew swap involved.
MINIMUM REST PERIOD AT HOME BASE
The minimum rest which must be provided before undertaking a flight duty period starting at
home base shall be at least as long as the preceding duty period or 12 hours whichever is the
greater.
Section 12 494
MINIMUM REST PERIOD AWAY FROM HOME BASE

− The minimum rest period provided before undertaking an FDP starting away from home
base shall be at least as long as the preceding duty period, or 10 hours, whichever is
greater.
− This period shall include an 8-hour sleep opportunity in addition to the time for travelling
and physiological needs.
− Operations Planning and Operations Control will ensure that effects on crew members of
time zone differences will be compensated by additional rest, as regulated in chapter 7-
12-4.
− The time allowed for physiological needs should be 1 hour. Consequently, if the travelling
time to the suitable accommodation is more than 30 minutes, Operations Planning and
Operations Control should increase the rest period by twice the amount of difference of
travelling time above 30 minutes.
RECURRENT EXTENDED RECOVERY REST PERIODS
− The minimum recurrent extended recovery rest period shall be 36 hours, including 2
local nights, and in any case the time between the end of one recurrent extended
recovery rest period and the start of the next extended recovery rest period shall not be
more than 168 hours.
− The recurrent extended recovery rest period shall be increased to 2 local days twice
every month.
CHANGE OF HOME BASE
The home base is a single airport location assigned with a high degree of permanence. In the
case of a change of home base, the first recurrent extended recovery rest period prior to starting
duty at the new home base is increased to 72 hours, including 3 local nights. Travelling time
between the former home base and the new home base is positioning.
DISRUPTIVE SCHEDULES
− If a transition from a late finish/night duty to an early start is planned at home base, the
rest period between the 2 FDPs includes 1 local night.
− If a crew member performs 4 or more night duties, early starts or late finishes between
2 extended recovery rest periods, the second extended recovery rest period is extended
to 60 hours.
TIME ELAPSED SINCE REPORTING
The time elapsed since reporting for a rotation involving at least a 4-hour time difference to the
reference time stops counting when the crew member returns to his/her home base for a rest
period during which Wizz Air is no longer responsible for the accommodation of the crew
member.
MINIMUM REST PERIOD AT HOME BASE IF SUITABLE ACCOMODATION IS PROVIDED
Wizz Air may apply the minimum rest period away from home base during a rotation which
includes a rest period at a crew member’s home base. This applies only if the crew member
does not rest at his/her residence, or temporary accommodation, because Wizz Air provides
suitable accommodation. This type of roster is known as "back to-back operation".
DAYS OFF
− The minimum number of OFF cannot be less than 6 in a calendar month.
− Among the monthly OFF at least one has to be a Sunday.
− Within a calendar month at least one period of 3 consecutive OFF should be planned by
Operations Planning Department.
− Within 2 calendar months the minimum number of OFF cannot be less than 16.
Section 12 495
12.18 Appendix 18 - Extracts from the General Conditions of

Carriage
ARTICLE 12 – REFUSAL OF CARRIAGE
Decree 25.§
12.1 Beyond the cases defined in other articles of these General Conditions of Carriage, we
reserve the right to refuse the carriage or further carriage of you and/or your Baggage if
a) we reasonably believe that the refusal of the carriage is necessary for security
reasons (e.g. you are intoxicated);
b) we reasonably believe that the carriage may endanger the life, health, physical
integrity and comfort of you and/or of those on board;
c) we reasonably believe that your age, mental or physical state may endanger you
and/or those on board or the property thereof;
d) you, your behaviour or clothes frighten, disgust or scandalize those on board;
e) you violated the code of conduct on a previous flight and we reasonably believe
that you will repeat this behaviour;
f) we have previously notified you in writing that we would not at any time carry you
on our flights;
g) we could have also refused your reservation;
h) you refused to go through immigration and/or customs formalities;
i) you refused to submit yourself or your Baggage to a security check;
j) you have not paid the applicable Total Fare, taxes, charges, or Fees for Other
Services;
k) you owe us any money in respect of a previous flight;
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) you do not hold a valid Boarding Pass or valid Travel Documents (including the
destruction of such documents in the course of carriage) or cannot present the Travel
Documents used at online check-in at boarding or if you are not EU/EEA citizen and
used online check-in, you fail to present a Boarding Pass stamped at the check-in
desk;
n) you do not meet or we reasonably believe that you do not meet the entry
requirements of the country of the Agreed Stopping Place or the Place of Destination
(including failure to provide information about your Travel Documents not later than
4 hours prior to the scheduled departure time through our Website when travelling
to Place of Destinations where it is compulsory);
o) you attempt to enter a country through which you may only be in transit;
p) you refuse to hand over your Travel Documents to us or to the authorities -
against a certificate of receipt - when demanded;
q) you cannot prove that you are the person named in the reservation;
r) you failed to inform us about your special needs or about your intention to carry
a special Baggage or items of conditional carriage;
s) you need special support that we are unable to provide or would incur
disproportionately high expenditure.
12.2 Should your behaviour constitute a misdemeanour or is likely to constitute a
reasonable suspicion of crime, or you smoke on board, we shall initiate legal
procedure with the proper authorities.
12.3 Should we, in the reasonable exercise of our discretion, refuse your carriage or
remove you from the flight en route on the basis of this Article, we will refund the
Total Fare after deducting the amounts of the Fee For Other Services and the Seat
Protection Fee. We will not be liable for any consequential loss or damage incurred
due to any such refusal of carriage or removal en route.
Section 12 496
13.3. CONDUCT ON BOARD

Decree 9.§ (2)
13.3.1 You have to comply with the instructions of the Crew at all times.
13.3.2 For safety reasons, we may forbid or limit operation of electronic equipment,
including but not limited to, cellular phones, laptop computers, portable recorders,
portable radios, CD players, electronic games or transmitting devices, radio
controlled toys and walkie-talkies on board the aircraft. Operation of hearing aids
and pacemakers is permitted.
13.3.3 For safety reasons you are only allowed to consume alcoholic beverages
purchased on board.
13.3.4 Should you
a) in the Crew's reasonable judgment, endanger with your behaviour security or
safety of those on board and their property;
b) abuse the Crew members verbally or physically or hinder them in carrying out
their duties;
c) fail to comply with the instructions of the Crew (including warnings on the
consumption of alcohol, drugs, smoking and on the use of electronic equipment);
d) cause discomfort or disgust, damage or injury to those on board;
we have the right to enforce any measures, including coercion, that is deemed
necessary to prevent or to stop such behaviour (in accordance with the laws
mentioned in paragraph 13.3.5), and you shall indemnify us for any damage or cost
arising out of your behaviour. We reserve the right to enforce our claim in a lawsuit.
13.3.5 In other respects, the provisions of the Tokyo Convention on Offences and
Certain Other Acts Committed on Board Aircraft, signed on 14 September, 1963 and
other governing laws will apply to all acts committed on board.
13.3.6 Smoking of any kind is prohibited on board our aircrafts. Failure to comply
with this regulation may result in severe criminal penalties being brought against
you and damages will be claimed against you by us.
Section 12 497
12.19 Appendix 19 – Bomb on board search checklist A320

Section 12 498

Section 12 499

Section 12 500
12.20 Appendix 20 - Emergency Equipment Location Map of

A320
Section 12 501
12.21 Appendix 21 - Emergency Equipment Location Map of

A321
Section 12 502
12.22 Appendix 22 – Safety Instruction Card – A320

Section 12 503
Appendix 23 – Safety Instruction Card – A321

Section 12 504
13 INFORMATION FOR HIJACKING PERSONS
13.1 English
TO WHOM IT MAY CONCERN
Our company would like to express its basic policy with respect to the present situation:
- Crews are instructed to cooperate
- Crews will supply all required information and proceed according to your wishes
- Please realize that this aircraft type has some technical limitations. The Commander will
provide you with details of range versus fuel, runway length required for landing and
take-off, etc
- Our company welcomes each and every opportunity that will save the lives of the
passengers on board including your life and Crew
- The aircraft and all other related equipment will always be secondary to this
- All Crew Members are fully aware of this policy
13.2 FRENCH
- À CEUX QUE CELA CONCERNE
- Devant la situation présente, notre compagnie adoptera essentiellement la
ligne de conduite suivante :
- L'équipage a des instructions pour coopérer avec vous.
- L'équipage fournira toutes les informations voulues et agira selon vos souhaits.
- Veuillez comprendre que ce type d'avion présente certaines restrictions
techniques.
- Le capitaine vous fournira les détails concernant le carburant, la longueur de
piste nécessaire à l‘atterrissage et au décollage, etc.
- Le tout premier vœu de notre compagnie est d'épargner les vies de chaque
individu présent à bord de cet avion, y compris les vôtres. Quoi qu'il arrive,
l'avion et tous ses équipements sont d'une importance secondaire par rapport
aux vies humaines.
- - Tous les membres de l'équipage sont entièrement informés de cette ligne de
conduite
13.3 HUNGARIAN
Kérjük tekintse át cégünk álláspontját ezen adott szituációban:
- A légi személyzet utasítva van az együttműködésre
- - A légi személyzet biztosítja Önnek az összes szükséges információt, és eleget tesz
kéréseinek
- - Kérjük vegye figyelembe, hogy repülőgépünknek vannak bizonyos technikai korlátai, a
gép parancsnoka tájékoztaja Önt az meglévő üzemanyag fényében még megtehető
távolságról, valamint a fel/leszálláshoz szükséges pálya hosszáról, és egyéb fontos
részletekről
Section 12 505
- Cégünk nyitott bármilyen megoldásra, amely életeket menthet, mind az utasok, mind a
személyzet körében, beleértve az Ön személyes biztonságát is
- A repülőgép, valamint további felszerelések a fent említettnek mindig alá lesz rendelve
- Személyzetünk minden tagja teljesen tudatában van a fent felsoroltaknak
13.4 CZECH
Naše společnost by chtěla vyjádřit svůj postoj k momentální situaci:
- Posádka je vyškolena, aby spolupracovala
- Posádka poskytne všechny potřebné informace a bude postupovat podle vašich pokynů
- Uvědomte si prosím, že toto letadlo má některá technická omezení. Kapitán vám
poskytne detailní informace o doletu, palivu, délce přistávací dráhy, která je potřebná pro
přistání a vzlet atd.
- Naše společnost přijme každou možnost, která zachrání životy cestujících na palubě,
včetně vašeho a celé posádky
- Letadlo a veškeré vybavení bude vždy vedlejší
- Všechny posádky jsou plně seznámeny s těmito postupy
13.5 Polish
DO WIADOMOŚCI OSÓB ZAINTERESOWANYCH
Nasza firma chciałaby wyrazić swoją zasadniczą politykę pod względem obecnej sytuacji :
- Załogi są poinstruowane, aby współpracować
- Załogi dostarczą wszystkich żądanych informacji oraz będą postępować zgodnie z
waszymi życzeniami
- Prosimy uświadomić sobie, iż ten typ samolotu ma pewne ograniczenia techniczne.
Kapitan zapozna was ze szczegółami dotyczącymi zasięgu w zależności od zabranego
paliwa, długości pasa do lądowania i startu, itd
- Nasza firma przyjmie każdą sposobność, która uratuje życie pasażerów znajdujących się
na pokładzie samolotu, włączając życie wasze oraz członków załogi
- Samolot i cały inny sprzęt będzie miał drugorzędne znaczenie w tym względzie
- Wszyscy członkowie personelu pokładowego są zapoznani z ta procedurą
13.6 Bulgarian
На вниманието на този, на който това съобщение ще послужи:

Нашата Компания би желала да изрази с уважение своето становище за настоящата
ситуация :
- Членовете на екипажа са инструктирани да съдействат
- Членовете на екипажа ще предоставят цялата изискуема информация според вашите
желания
- Моля да имате пред вид, че този тип самолет има технически ограничения.
Командирът ще ви запознае с всички подробности относно наличното гориво,
изискуемата дължина на пистата за кацане и излитане и други
Section 12 506
- Нашата компания приветства всяко едно предложение и възможност , които ще

спомогнат за спасяването на живота на пътниците, включително вашия живот и този
на членовете на екипажа
- Оцеляването на самолета и цялото му оборудване е на втори план, приоритетно е
оцеляването на хората
- Всички членове на екипажа са напълно запознати с тази политика на Компанията
13.7 Ukrainian
Тим, кого це стосується.

У зв" язку з даною ситуацією , авіакомпанія хоче повідомити про свою політику:
- Екіпаж проінформований співпрацювати
- Екіпаж надасть всю необхідну інформацію та прийме Ваше рішення
- Будь ласка, усвідомте, що цей літак має технічний леміт. Командир літака дасть
Вам детальну інформацію щодо кількості палива , необхідну довжину зльотної смуги
для зльоту та посадки і т.д
- Наша авіакомпанія привітає будь-яку можливість врятувати життя пасажирів
- Ваше життя та життя екіпажу
- Літак та пов"язане з ним обладнання завжди другорядне
- Всі члени екіпажу ознайомлені з настановою
13.8 Romanian
IN ATENŢIA PERSOANELOR IMPLICATE:
Compania noastră ar dori să-şi facă cunoscută politica de bază în ceea ce priveşte situaţia
prezentă:
- Echipajul este instruit să coopereze
- Echipajul vă va furniza toate informaţiile solicitate şi va acţiona in conformitate cu
dorinţele dvs.
- Vă rugăm să luaţi în considerare faptul că acest tip de avion are limitarile sale
tehniceCăpitanul vă va furniza detaliile în ceea ce priveşte raportul distanţa/combustibil,
lungimea minimă a unei piste pentru a efectua o decolare sau o aterizare, etc
- Compania noastră este mai mult decât doritoare să accepte orice posibilitate care poate
salva vieţile pasagerilor de la bordul avionului, incluzând vieţile dvs. şi ale echipajului
- Avionul şi celelate echipamente vor fi întotdeauna pe plan secund
- Toţi membrii echipajului sunt conştienţi de această politică
13.9 Serbian
Postovani,
Nasa kompanija bi zelela da iskaze svoj stav u skladu sa situacijom u kojoj se nalazimo:
- Posada je obucena da saradjuje
- Posada ce Vam pruziti sve trazene informacije i ponasace se u skladu sa vasim zeljama
Section 12 507
- Molimo Vas da budete svesni cinjenice da ovaj avion ima svoja tehnicka
ogranicenja.Kapetan ce Vam pruziti informacije o doletu u zavisnosti od kolicine
goriva,potrebnoj duzini piste za sletanje i poletanje,itd
- Nasa kompanija se zalaze za sve mogucnosti koje ce spasiti zivote putnika u avionu
ukljucujuci Vase zivote i zivote posade
- Avion kao i sva oprema ce uvek biti sekundarni u odnosu na to; Svi clanovi posade su
potpuno upoznati sa ovim stavom
13.10 Lithuanian
SKIRTA SUINTERESUOTIEMS ASMENIMS
Mūsų kompanija norėtų išreikšti savo poziciją, atsižvelgiant į esamą situaciją:
- Įgulos nariams nurodyta bendradarbiauti
- Įgula suteiks reikiamą informaciją ir veiks pagal Jūsų nurodymus
- Prašome atsižvelgti į tai, jog šiam lėktuvo tipui yra taikomi tam tikri techniniai apribojimai.
Kapitonas suteiks visą informaciją kokį atstumą lėktuvas gali nuskristi su esamomis kuro
atsargomis bei apie reikalingą tako ilgį lėktuvui nutūpti/pakilti
- Mūsų kompanija suinteresuota kiekviena galimybe išsaugoti visų keleivių gyvybes, taip
pat Jūsų bei įgulos narių
- Keleivių gyvybės yra svarbiau nei lėktuvas ir visa jame esanti įranga
- Visi įgulos nariai yra supažindinti su šia procedūra
13.11 Spanish
A QUIEN CORRESPONDA
- La tripulacion tiene instrucciones de colaborar con Usted(es).
- La tripulacion suministrara toda la informacion que se le solicite y procedera de acuerdo
con los deseos de Usted(es)
- Tenga(n) en cuenta que este tipo de aeronave tiene sus limitaciones tecnicas. El capitan
le(s) proporcionara los detalles relacionados con la reserva de combustible, longitud de
pista necesaria para el aterrizaje y el despegue, etc
- El deseo de nuestra compania es proteger las vidas de las personas a bordo del avion,
incluido(s) Usted(es) mismo(s), siendo en este sentido el avion y el resto del equipo cosa
de importancia secundaria
- Todos los miembros de la tripulacion estan al corriente de esta linea de conducta
Section 12 508
13.12 Arabic
13.13 Japanese
Section 12 509
13.14 Korean
13.15 Latvian
INFORMACIJA PAR LIDMASINAS NOLAUPISANU.
UZ KO TAS VARETU ATTIEKTIES

Musu kompanija gribetu izteikt savu standarta nostaju attieciba uz so situaciju:
- Apkalpes ir instrueta sadarboties
- Apkalpe noskaidros visu pieprasito informaciju un rikosies pec Jusu gribas
- Ludzu saprotiet, ka sim lidmasinas tipam ir dazi tehniski ierobezojumi. Kapteinis sniegs Jums
nepieciesamo informaciju par degvielas tilpumu, nepieciesamo skreicela garumu prieks
nosesanas un pacelsanas, utt
- Musu kompanija pienjem katru iespeju, kas izglabs pasazieru dzivibas, ieskaitot Jusu un
apkalpes
Section 12 510
- Lidmasina un viss parejais ekipejums vienmer bus mazsvarigaks

- Visi apkalpes locekli ir infometi par so kompanijas politiku
13.16 Albanian
PËR PALËT E INTERESUARA:
Kompania jonë do të donte tju prezantoj rregulloren bazë me respekt ndaj situatës momentale:
- Ekuipazhet janë të udhëzuar per bashkëpunim
- Ekuipazhet do tju sigurojnë të gjitha informacionet e duhura dhe të plotësojn dëshirat tuaja
- Ju lutem ta keni parasysh që ky lloj aeroplani ka disa limite teknike; Komanduesi do tju japë
detaje mbi nivelin e karburantit.Gjatësin e pistës te nevojshme për aterim dhe fluturim,e tj
- Në kompaninë tonë është e mirseardhur cdo mundësi që do të shpëtojë jetë të pasagjerëve
ne fluturim (bord),duke përfshirë edhe jetën tuaj edhe te ekuipazhit
- Aeroplani dhe të gjitha paisjet e tjera të ngjajshme me të gjithmonë do te jenë dytësore
- Të gjith antarët të ekuipazhit janë plotësisht ne dijeni te kesaj rregulloreje
13.17 Macedonian
ЗА КОГО МОЖЕ ДА СЕ ОДНЕСУВА
Нашата компанија би сакала да Ви ја посочи основната полиса во однос на следнава
ситуација:
- Нашиот кабински персонал е обучен да соработува;
- Кабинскиот персонал ќе Ви ја обезбеди потребната информација и ќе соработува
според Вашите желби
- Ве молиме да имате во предвид дека овој тип на авион има одредени технички
ограничувања
- Капетанот ќе Ве извести со информации за деталите од типот на гориво во авионот,
должината на пистата потребна за слетување и полетување, итн
- Нашата компанија ја прифаќа секоја можност што би можела да ги спаси животите на
патниците во авионот, вклучувајќи го и Вашиот живот како и животите на персоналот
- Авионот и сета опрема што ја вклучува секогаш ќе бидат на второ место во однос на
ситуацијата
- Целиот кабински персонал потполно ја разбира и прифаќа оваа полиса на компанијата
13.18 Bosnian
Nasa kompanija bih zeljela da iskaze svoje stavove sa postovanjem nastale situacije:
- Posada je obucena da saradjuje
- Posada ce vam obezbediti sve trazene informacije I postupati shodno vasim zahtjevima
- Molimo vas da shvatite da ovaj avion ima odredjene tehnicke limitacije. Komander leta ce
vas uputiti u mogucu razdaljinu u odnosu na gorivo, duzinu piste neophodnu za sletanje I
poletanje, itd.
- Nasa kompanije ce prihvatiti apsolutno svaku priliku kojom bi se mogli sacuvati zivoti
prisutnih putnika ukljucujuci vase zivote I posadu.
- Sam vazduhoplov I sva ostala pripadajuca oprema ce uvek biti u drugom planu
- Svi clanovi posade su u potpunosti svesni ovog stava

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WIZZ AIR CABIN ATTENDANT MANUAL

Revision 17 | 31 MARCH 2016 | Wizz Air

APPROVAL PAGE DATE: 31 MARCH 2016

CABIN ATTENDANT MANUAL

Wizz Air Hungary

Edited by: Name: Signature: Date:

APPROVAL PAGE DATE: 31 MARCH 2016

List of effective pages

Manual approved by: Signature: Date: 15 MARCH 2016

Section Page Revision Section Page Revision Section Page Revision

Manual approved by: Signature: Date: 15 MARCH 2016

Section Page Revision Section Page Revision Section Page Revision

Manual approved by: Signature: Date: 15 MARCH 2016

Section Page Revision Section Page Revision Section Page Revision

Manual approved by: Signature: Date: 15 MARCH 2016

REVISION NUMBER ISSUE DATE DATE FILED INITIALS

1. STANDARD OPERATING PROCEDURES

10. AIRBUS A320

11. AIRBUS A321

0. GENERAL INTRODUCTION ...................................................................................................................30

0.1 Reference ........................................................................................................ 30

0.2 Index for CAM ................................................................................................. 30

0.3 Wizz Air Operations Manual ............................................................................ 31

0.4 Purpose of CAM ............................................................................................... 32

0.5 Guideline for Cabin Attendants through the CAM ............................................ 41

0.5.3 Responsibilities and Authorities of Crew Members .................................................................................... 57

0.6 Crew incapacitation ......................................................................................... 67

0.7 Training ........................................................................................................... 71

0.8 Cabin Crew and passenger composition .......................................................... 80

0.9 General rules and regulations for Crew Members ............................................ 81

0.9.3.5 Medication ............................................................................................................................................... 83

0.10 Other Cabin Crew related procedures ........................................................... 86

0.11 Flight and duty time limitations – rest requirements .................................... 91

0.12 Cabin Operations Communication System .................................................... 91

1 STANDARD OPERATING PROCEDURES ............................................................................................93

1.1 Pre-flight duties .............................................................................................. 93

1.2 At the aircraft .................................................................................................. 96

1.3 Pre-flight check ............................................................................................. 102

1.3.5 Pre-flight checklist A321........................................................................................................................... 115

1.4 Security search ............................................................................................. 120

1.5 Cabin – Cockpit communication procedures .................................................. 124

1.6 Boarding procedures ..................................................................................... 126

1.7 Before taxi .................................................................................................... 146

1.7.2 Door closing ............................................................................................................................................... 146

1.8 Taxi-out ........................................................................................................ 149

1.9 Take-off ........................................................................................................ 160

1.10 During flight ............................................................................................... 161

1.11 Cabin preparation for landing ..................................................................... 169

1.12 After landing .............................................................................................. 173

1.13 Turn-around procedures ............................................................................. 177

1.13.7 Refuelling with passengers on board ......................................................................................................... 180

1.14 Post-flight duties ........................................................................................ 184

2 SAFETY EQUIPMENT .......................................................................................................................... 186

2.1 Safety equipment – General .......................................................................... 186

2.2 Safety equipment – Fixed equipment ............................................................ 186

2.3 Emergency equipment – Loose equipment .................................................... 203

3 SAFETY PROCEDURES ...................................................................................................................... 224

3.1 Fire................................................................................................................ 224

3.2 Smoke ........................................................................................................... 230