3.1   Taxi clearances

Crossing active RWY 13R/31L is permitted on specific clearance only. In the absence of a specific clearance to cross the active runway ahead aircraft shall not proceed beyond the relevant taxi holding point. Clearance for crossing the active runway is issued by Budapest TWR 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, 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 accordingly, notify Budapest TWR on 118.1 MHz in advance or after landing immediately. Arrivals on RWY13R to T1 use TWY B1 or A1. Restrictions on rapid exit taxiways J4, Y and Z will be given by TWR with landing clearance. During Low Visibility Operations, pilots shall report runway vacating to Budapest TWR on 118.1 MHz.

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

3.4   Taxi procedures for departing aircraft

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

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

A surface movement guidance and control system, using Mode-S multilateration (ASMGCS) 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 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 the ICAO (e.g. MAH602, 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

4.1   System description

The SAFE-GATE system is a microprocessor controlled laser scanning device which directs an approaching aircraft to the terminal gate stopping position with assistance of a real time display unit that is clearly visible from cockpit.

../graphics/eAIP/LHBP_Docking_T2A.pdf

4.2   Docking procedure

1. Follow the taxi line to gate 31-34, 39, 42-45.
2. Check correct aircraft type, the flashing arrows of direction and floating arrows. (The system is activated and ready for docking procedure).
3. When the aircraft has been caught by the system the floating arrows replaced by the closing rate indicator.
   • Watch the yellow centre line indicator and the flashing arrow indicates the correct azimuth guidance.
   • Watch the flashing red arrows for required direction of turn.
4. When the aircraft is 12 m from the stop position, the closing rate is indicated by turning off one row per half meter indicating the remaining distance to the stop position.
5. If the docking speed of the aircraft is more than 4KT, SLOW DOWN is displayed for the correct docking.
6. At the correct stop position all yellow closing rate indicator bars are switched off and STOP sign is displayed and 2 red lights will be lit.
7. When the aircraft is has parked correctly, OK sign is displayed.
8. When the aircraft has overshot the stop position, TOO FAR sign is displayed.

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 deviation, the Airport Operations Control Center (AOCC airside controller: tel: (1) 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 unit competent 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 the exception of stands 31-39 and 42-45;
• 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 08:00 and 18:00 LT;
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, between 08:00 and 18:00 LT.

If engine power testing is necessary between 18:00 and 08:00 LT 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 engine test complying with the contents of the authority permission is supervised 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. (See:

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 06:00 and 22:00 LT)

2.2   Nighttime (between 22:00 and 06:00 LT)– Operational regulations which differ from daytime

For noise protection reasons primarily runway 31R and also runway 13R are to be used by arriving traffic 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 05:00 LT.

For noise protection reasons, from 00:00 to 05:00 LT, runway 13L is to be used for takeoffs and runway 31R is to be used for landings. In case runway 13L/31R is closed in this period, runway 13R is to be used for takeoffs and runway 31L is to be used for landings.

2.3   Restrictions on landings on runway 13L

For noise protection reasons, runway 13L may only be used for landings on working days between 08:00 and 22:00 LT by aircraft which comply at least with noise requirements of ICAO Annex 16 Vol. I., Chapter 3, and not exceeding a maximum takeoff weight of 100 tons.

2.4   Exceptions:

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

• During the closure 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 captain 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 Profile Charts

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

3.5   Obstacle clearance

Obstacle clearance altitudes/heights (OCA/H) are published on the relevant Instrument Approach Charts.

3.6   Instrument approaches

The instrument approach procedures are published on Instrument Approach Charts in Part 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 at least 1500 ft (450m).

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

Note1: The Standard Instrument Departure procedures comprise the noise abatement procedures and clearance for climbing up to 7000 feet altitude, when the requested cruising altitude given in the flight plan equal to 7000 feet QNH or higher.

Note2: Airspace restrictions in force are broadcasted by ATIS.

4.2   Standard Instrument Departures

Pilots who are unable to comply with the assigned climbing gradient shall inform ATC accordingly.

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 2000 FT AMSL (expect 1500 FT AMSL).

All VFR flights flying more than 120 KIAS shall plan their arrivals via Budapest TMA (cruising altitude 2500 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;
2. VMC (visibility 5km or more, ceiling 1500 feet or more), vertical visual reference to the ground;
3. Two-way radio communication. Information about the appropriate frequency may be obtained from "Budapest Information";
4. Non power-driven aircraft operation is prohibited within Budapest CTR;
5. The aircraft shall be equipped with transponder mode C, in case of landing at Budapest Liszt Ferenc Aerodrome mode S. Exemption from this requirement may be granted by the appropriate ATC unit.;

5.2   VFR procedures at Budapest Liszt Ferenc International Aerodrome 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 north-western part of the CTR, outside the final approach area, the following points are designated for entry/exit:

TSEPEL: 472740N 0190419E

(Csepel bridge – The North 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 authorization of training flights

• On workdays between 22:00 and 06:00 LT;
• On bank holidays between 18:00 and 08:00 LT.

Calibration flights may be executed on workdays and bank holidays as well, between 06:00 and 22:00 LT.

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 authorized 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 authorized for runway 13; certification flights may be authorized for runway 13R. If runway 13R is not available, flight testing may be authorized for runway 13L on workdays between 08:00 and 22:00 LT for aircraft not exceeding a maximum takeoff weight of 100 tons.

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 1500’ QNH;
   • standard traffic circuit with an immediate right turn after touch-and-go or low approach at 2500’ 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 2500’ 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, climbing to altitude 3500’ 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. Practising engine failure

   Follow the prescribed track during low approach until passing noise-sensitive areas. In the case of short visual circuit the exercise can be started only 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 standard traffic circuit (shortening, S turns, e.t.c) is allowed only upon ATC clearance requested by radio.

   The pilot shall report the requested manoeuvre after approach to the approach controller when flying on downwind, latest before turning on base leg 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

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 Air Traffic Services Reporting Office.

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.