3.1   Taxi clearances

Crossing of the active RWY 13R/31L is only permitted with specific clearance. In the absence of a specific clearance to cross the active runway ahead, the aircraft shall not proceed beyond the relevant taxi holding point. Clearance for crossing the active runway is issued by Budapest Tower on 118.100 MHZ frequency.

3.2   Taxi procedures general

See TWY segments on chart AD2-LHBP-ADC

When low visibility procedures are in force, the same holding points shall be used.

Terminal 1:

Terminal 2:

See TWY segments on Chart AD-2-LHBP PDC-1 and PDC-2

3.3   Taxi procedures for arriving aircraft

ATC expects arriving aircraft to vacate runways via the rapid exit taxiways. If unable to do so, notify Budapest Tower on 118.100 MHZ in advance or immediately after landing. Arrivals on RWY 13R to T1, use TWY B1 or A1. Restrictions on rapid exit taxiways J4, Y and Z will be provided by Budapest Tower with landing clearance. During Low Visibility Operations, pilots shall report runway vacation to Budapest Tower on 118.100 MHZ.

After vacating the runway, without further notice, pilots shall immediately contact Budapest Ground on 121.900 MHZ for detailed taxi instructions, if not otherwise instructed by ATC. Further taxiing to the designated stand is only allowed when cleared by Budapest Ground or Budapest Tower.

3.4   Taxi procedures for departing aircraft

At the stand, taxi clearance to the designated holding point of the runway will be given by Budapest Ground.

3.5   Operation of Mode S transponders when the aircraft is on the ground

A surface movement guidance and control system (ASMGCS), using Mode S multilateration operates at Budapest Liszt Ferenc International Airport.

Aircraft operators intending to use Budapest Liszt Ferenc International Airport shall ensure that the Mode S transponders are able to operate when the aircraft is on the ground.

Select “STBY”, when fully parked on the stand.

Whenever the aircraft is capable of reporting Aircraft Identification (i.e. callsign used in flight), the Aircraft Identification should also be entered from the request for push-back or taxi, whichever is earlier, through the FMS or the Transponder Control Panel.

Flight crew shall use the Aircraft Identification format, as defined by ICAO (e.g. SAS589, BAW869).

To ensure that the performance of systems based on SSR frequencies (including airborne TCAS units and SSR radars) is not compromised:

• When the aircraft is departing, TCAS should not be selected before receiving the clearance to line up
• When the aircraft is arriving, TCAS should be deselected after vacating the runway.

For aircraft taxiing without flight plan, Mode A code 2000 should be selected.

5.1   General

The functional testing of aircraft engines on the ground is subject to permission. The selection of the location and the time for the activity is dependent on the size category of the aircraft and the power of the engine test.

Engine power tests (on power levels higher than idle power) for up to ICAO code C aircraft must be performed at the engine test stand constructed for this purpose. Deviations from this are only permitted as detailed in section 5.4.

Engine power tests for aircraft larger than ICAO Code C may be performed at the location and with the conditions described in section 5.4.

The obstacle-free nature (FOD) and cleanliness of the area must be verified in all cases. In case of any issues, the Airport Operations Control Centre (AOCC airside controller: phone: (+361) 296-6914) must be notified.

The appropriate brake blocks must be provided for engine tests, and the presence of the hand-held fire extinguishers must be checked at the site.

Any surface pollution generated during engine testing must be reported to the AOCC.

Continuous two-way radio contact must be maintained with the unit competent in the area during engine testing.

5.2   Permitting procedure

Requests for engine power tests must be sent to the AOCC in advance, at least 24 hours prior to the planned time of the engine test. The AOCC confirms the approval of the request to the applicant.

Permission for actual engine start-up must be requested from the unit responsible for traffic management in the given area, by DRR radio (or air-to-air radio on the frequency of the competent unit in the given area), and the completion of the engine test must be reported to the same unit.

• Apron: Terminal 1 and Terminal 2 apron, engine test stand, helicopter tie-down position, Apron AA, AG, AL;
• TWR GRD: B5 holding bay, taxiways outside of the terminal and technical aprons, runways.

The AOO service records the most important specifics of engine tests (e.g. beginning and end of test, aircraft type, name of the company performing the test, location, etc.) using the form “Engine test voucher”.

5.3   Engine tests at idle power

Engine tests at idle power may be performed at the following locations, with a maximum of one engine, for a maximum of 5 minutes, without restriction in terms of the time of day:

• On the stands of the Terminal 1 apron, with the exception of stands 5 and 6;
• On the stands of the Terminal 2 apron, with no exception of stands;
• On the AA, AG, AL apron section, on the marked taxi lane, at the starting position marked at the apron exit point.

Engine tests at idle power may be performed at the locations listed in points 1-3 in section 5.4 without restriction in terms of the time of day and the duration of the test.

5.4   Engine power tests

Engine power tests may only be performed at the following locations:

1. At the engine test stand established for aircraft up to ICAO code C, without restriction in terms of power, time of day and the duration of the test;
2. For helicopters at the helicopter tie-down position next to the engine test stand, without restriction in terms of power, between 0700 and 1700 (0600- 600);
3. If the engine test stand is not suitable for the performance of the test for whatever reason, the B5 holding bay or taxiway A9 may also be designated as a power test area, between 0700 and 1700 (0600-1600).

If engine power testing is necessary between 1700 and 0700 (1600-0600) at the locations listed in point 3 above, the prior written permission of the National Transport Authority Office for Air Transport must also be obtained separately, and must be attached to the request, to be submitted to the AOCC. The compliance of the engine test with the contents of the authority permission is overseen and checked by the duty airside manager (DAM).

5.5   The operational rules of the engine test stand

The procedural rules for the operation of the engine test stand are outlined in appendix M4-9. of the Airport Rules.

5.6   The fee payable for functional engine testing

Budapest Airport Zrt. may levy an area usage fee for testing in the areas where engine power testing may be performed.

2.1   Daytime (between 0500 - 2100 (0400 - 2000))

2.2   Nighttime (between 2100 - 0500 (2000-0400)) – Operational regulations which differ from daytime

For noise protection reasons, primarily runway 31R and runway 13R are to be used by arriving traffic during the night, in compliance with the prevailing legal provisions. Light turbulence category aircraft arriving for the Terminal 1 apron may also use runway 31L for landing outside of the period of deep sleep, from midnight to 0400.

For noise protection reasons, from midnight to 0400, runway 13L is to be used for take-off and runway 31R is to be used for landing. In the case of runway 13L/31R being closed during this period, runway 13R is to be used for take-off and runway 31L is to be used for landing.

2.3   Restrictions on landings on runway 13L

For noise protection reasons, runway 13L may only be used for landing on working days between 0700 - 2100 (0600-2000) by aircraft which at least comply with the noise requirements of ICAO Annex 16 Vol. I., Chapter 3, and which do not exceed a MTOW of 100 tonnes.

2.4   Exceptions:

Deviation from the basic rules on runway use is only possible under the following circumstances:

• During the closure of one of the two runways due to maintenance works, or another unexpected event;
• In case of calibration flights;
• If noise abatement considerations cannot be taken into account during the selection of the runway to be used, based on section 7.2 of appendix 2 of decree no. 16/2000. (XI.22.) of the Minister of Transport and Water Affairs;
• If the pilot-in-command of the aircraft rejects the runway use offered on the basis of noise abatement considerations, citing aviation safety reasons;
• If the aircraft is in an emergency;
• If no ILS approach is available on the runway selected on the basis of standard regulations.

3.1   ILS operations

Note: A change in operational status, if caused by a failure expected to last more than one hour, will be promulgated by NOTAM and accordingly by ATIS. Pilots will be notified of shorter term deficiencies by ATC (ATIS and/or radiotelephony).

3.2   ATC Procedures for Low Visibility Conditions

3.3   Practice ILS approaches

Pilots who wish to practice CAT II or III approaches are requested to use the phrase:

“Request practice category II (or III) approach”

on initial contact with Budapest Approach. Practice ILS approaches will be allowed only when traffic conditions permit. Pilots will be informed if the requested approach may be carried out.

3.4   Precision Approach Terrain Charts

Precision Approach Terrain Charts are published as AD 2-LHBP-PATC.

3.5   Obstacle clearance

OCA/H are published on the relevant IACs.

3.6   Instrument approaches

The IAPs are published on IACs listed in LHBP AD 2.24.

3.7   Visual Approach

A visual approach will only be allowed for "Light" prop/turboprop aircraft if the visibility is at least 5 KM and the ceiling is at least 1 500 FT (450 M).

3.8   Aerodrome Operating minima

3.9    Initiation of an approach to land

It is assumed that an operator will formulate rules for the operations personnel concerned, regarding the initiation of an instrument approach depending on the weather conditions.

As a general rule: it is the right of the pilot-in-command to initiate an approach to land - if not otherwise regulated by the operator regardless of the weather report, as long as the aircraft does not descend below the decision altitude (height) or the minimum descent altitude MDA/(decision height DH) as may be prescribed by the operator, unless at that point the pilot-in-command finds that the actual visibility is at or above his/her applicable operating minimum and the approach can be completed by visual reference to the ground (visual approach aids) accordingly.

4.1   General

Note 1: The SID procedures comprise the noise abatement procedures and clearance for climbing up to 7 000FT altitude, when the requested cruising altitude given in the flight plan equal to 7 000 FT QHN or higher.

Note 2: Airspace restrictions in force are broadcast by ATIS.

5.1   General

All VFR flights flying 120 KIAS or less shall plan their flights below Budapest TMA and plan their entry/exit to/from Budapest CTR via designated entry/exit points (See 5.2.1) below 2 000 FT AMSL (expect 1 500 FT AMSL).

All VFR flights flying more than 120 KIAS shall plan their arrivals via Budapest TMA (cruising altitude 2 500 FT AMSL or above).

ATC clearance for VFR flights within Budapest TMA and in Budapest CTR will be given on the following conditions:

1. Valid flight plan has been filed;
2. VMC are adequate (visibility 5 KM or more, ceiling 1 500 FT or more) and there is vertical visual reference to the ground;
3. Two-way radio communication is possible. Information about the appropriate frequency may be obtained from Budapest Information;
4. The flight is not being driven by non power-driven aircraft;
5. The aircraft is equipped with transponder mode C, in case of landing at Budapest Liszt Ferenc Airport mode S. Exemption from this requirement may be granted by the appropriate ATC unit.

5.2   VFR procedures at Budapest Liszt Ferenc International Airport and within Budapest CTR (See VAC)

PAKON: 472154N 0191116E

(Large warehouse 1NM NW of M5 and M0 highway junction.)

SOROK: 472414N 0190627E

(Middle of Molnár Isle, next to Soroksár.)

KEREPES: 473314N 0191619E

(Commuter train station KEREPES – it is where the railway track divides from the highway.)

TAPIO: 472936N 0192646E (TPS VOR)

For flights operating in the NW part of the CTR, outside the final approach area, the following points are designated for entry/exit:

TSEPEL: 472740N 0190419E

(Csepel bridge – The N end of Csepel island)

MIKLOS: 473244N 0190239E

(Miklós square in Óbuda)

SIKATOR: 473426N 0190929E

(Sikátorpuszta – at the crossing of motorway M3 and motor-road 2/B.)

Departing VFR flights from Budapest Liszt Ferenc International Airport - except special flights - shall plan via PAKON, KEREP, TAPIO or SOROK exit points only.

Arriving VFR flights to Budapest Liszt Ferenc International Airport, except special flights, shall plan via PAKON or SOROK entry points only.

6.1   Planning and authorisation of training flights

• On workdays between 2100 - 0500 (2000-0400);
• On bank holidays between 1700 - 0700 (1600-0600).

Calibration flights may be executed on workdays and bank holidays between 0500 - 2100 (0400-2000).

providing the following data:

• Aircraft registration marks and call sign,
• Aircraft type,
• The nature and the planned time of the exercise.

When requesting consent, the following information shall be provided to the AOCC:

• Aircraft registration marks and call sign,
• Aircraft type,
• The nature, the planned time and duration of the demonstration flight.

In case of runway direction 31
Training and certification flights may be authorised for runway 31R. Such flights (with the exception of police training flights) may only be authorized for runway 31L if runway 31R is not available.

In case of runway direction 13
Training flights may not be authorised for runway 13; certification flights may be authorized for runway 13R. If runway 13R is not available, flight testing may be authorised for runway 13L on workdays between 0700 - 2100 (0600-2000) for aircraft not exceeding a MTOW of 100 tonnes.

6.2    Execution of training flights

During training flights, with the exception of emergency cases, English RTF phraseologies shall be used.

Note:— The English expressions of the different manoeuvres which can be made after the approaches are listed in para 6.2.1 c) below.

1. Take-off and touch-and-go or low approach:

   Touch-and-go or low approach to/from runway 31R shall be executed according to one of the following:

   • short visual circuit to the right with two 180-degree turns, minimum altitude 1 500 FT QNH;
   • standard traffic circuit with an immediate right turn after touch-and-go or low approach at 2 500 FT QNH;

     Note – The right turn shall be commenced before reaching BUD VOR/DME 1.5 NM.

   • standard right-hand traffic circuit, via LI”A” after touch-and-go or low approach. The minimum altitude of the traffic pattern is 2 500 FT QNH;
   • standard left-hand traffic circuit, via LI “A” after touch-and-go or low approach, than follow track 325 degree to 3.5 NM BUD VOR/DME, than left turn to heading 130 degree, climbing to altitude 3 500 FT QNH.

     Note:- During take-off, low approach or touch-and-go landings the noise abatement procedures published in the AIP (See AD 2-LHBP AD-2.21) shall be followed.

2. Practicing engine failure

   Follow the prescribed track during low approach until passing noise-sensitive areas. In the case of a short visual circuit, the exercise only can be started after passing the built-up areas and at a level from which the approach can be completed without operating the running engine on full power over residential areas.

3. Standard traffic circuits

   Deviation from the track of the standard traffic circuit (shortening, S turns, etc.) is only allowed upon ATC clearance which shall be requested by radio.

   The pilot shall report the requested manoeuvre after approach to the approach controller when flying downwind, before turning on to the base leg, at the latest, and to the tower controller during final approach when radio contact is established. The following expressions can be used:

   • continue on traffic circuit;
   • full stop;
   • touch-and-go;
   • low approach;
   • short / visual/ circuit, or
   • touch-and-go or low approach.

   Note: Touch-and-go or low approach is used if the training pilot does not know the required manoeuvre.

   Published noise-abatement procedures shall be followed during final approaches and landings.

6.3   ATC procedures

3.1   The content of ATIS broadcasts:

1. Name of aerodrome
2. Designator
3. Time of observation
4. Type of approach to be expected and runway(s) in use
5. Significant runway surface conditions and, if appropriate, braking action; conditions of other movement areas
6. Expected delay, if appropriate
7. Transition level
8. Other essential operational information
9. Meteorological report
10. ATFM information

4.2   Reporting a Bird Strike

Operators using Budapest Liszt Ferenc International Airport are requested to report events of bird strike by filling in the ICAO standard “BIRD STRIKE REPORTING FORM” (BSRF). The form can be obtained and filed at the ARO.

If the event occurs after take-off and the crew do not consider it necessary to interrupt their flight, then they should notify the TWR via radio, then fill in the BSRF at their destination airport and send it to the following address:

Airside Management

BUD International Airport Zrt.