1.   Rescue and fire fighting services

At Budapest Liszt Ferenc International Airport Category 9 rescue and fire fighting vehicles, equipment and personnel are provided. Full service on a 24 hour basis is provided.

2.   Snow plan

For Budapest Liszt Ferenc International Airport the following snow plan is established:

2.1   Responsibility

Budapest Airport Zrt. is responsible for snow removal and for measuring, improving and reporting the conditions of pavement of the movement areas.

2.2   Clearance of snow

For clearing of snow, ice, slush and associated standing water, the following methods are used:

At times of moderate snowfall and for routine maintenance of the movement areas highspeed sweepers are used. If heavy snowfall occurs, the following equipment group is used as necessary: highspeed sweepers, snow ploughs and blowers.

At temperatures between 0 and -7 C Carbamid/Urea, and between -7 and -15C Clearway is used.

2.3   Measurement of snow, slush and associated standing water.

For measuring the depth of snow, slush and associated standing water on the movement areas an ordinary measuring rod will be used. On runways the measurement will be made normally approximately at 600 m intervals along the runway, 5-10 m on each side of the centre line and an average value will be calculated for each third of the runway and will be reported in millimetres.

2.4   Determination of Braking Action

The surface friction on the runways, taxiways and apron will be measured by use of a SAAB Friction Tester (SFT). The friction coefficient is measured continuously.

The assessment of braking action may be made by use of Mu-meter or an ordinary vehicle (jeep) too, if it is appropriate.

The inspection of the movement area is made at regular intervals. In Summer conditions normally at 12 hour intervals and in Winter season usually in every 6 hours or more frequently when a significant change in conditions occurs.

The following changes, relating to runway conditions, are considered as significant:

  1. a change of friction coefficient about 0,05;
  2. changes in depth of deposit greater than the following:
    • 20 mm for dry snow,
    • 10 mm for wet snow,
    • 5 mm for slush;
  3. a change of 10 percent or more in the available length or width of a runway;
  4. any changes in the type of deposit or extent of coverage which require reclassification in item F or T of the SNOWTAM;
  5. when snow banks exist on one or both sides of the runway, any change in the distance from centreline;
  6. any change in the conspicuousness of runway lighting caused by obscuring of the lights; and
  7. any other conditions known to be significant according to experience

When measuring devices (SFT or MUM) are used for the assessment of runway braking action, the results will be reported in accordance with the following:

Estimated Surface FrictionCODE
2.5   Reporting of braking action

During the Winter season information about snow, ice, slush and associated standing water on the movement areas at Budapest Liszt Ferenc International Airport will be published by using the SNOWTAM format according to the provisions of ICAO Annex 15. SNOWTAM series are numbered from S0001 and are issued as necessary.

The distribution list of SNOWTAM series will be published every year prior to 15th of November, by NOTAM.

All incoming SNOWTAMs should be addressed to LHBPYNYS. The requests concerning amendments to the distribution list should be addressed to LHBPYNYN.

Supplementary to the issue of the appropriate SNOWTAM, the temporary closure of the aerodrome in order to permit removal of snow and/or ice and its subsequent re-opening will be made the subject of a separate NOTAM, issued with the priority prefix “DD”.

2.6   Indication of braking action in SNOWTAM

Runway braking action will be reported in SNOWTAMs as follows:

Estimated surface friction (one digit) for each third of the runway measured will be entered in item H of SNOWTAM format, the abbreviation of the measuring equipment used is indicated in item T

If the braking action assessment is made by use of a normal car or jeep, this will be indicated by suitable plain language in item T of the SNOWTAM format.

2.7   Runway state information

Information on runway conditions will also be disseminated in an eight-figure code group over the MOTNE system following the routine meteorological message.

2.7.1   Composition of Runway State Messages

Information of runway condition will be expressed by means of the figure group DRDRERCReReRBRBR where:

  • DRDR denotes the runway designator
  • ER denotes the runway deposits
  • CR denotes the extent of runway contamination
  • eReR denotes the depth of deposit
  • BRBR denotes the friction coefficient or braking action

The following instructions govern the composition and use of this eight-figure group:

Runway designator (DRDR)

This will be expressed as two digits corresponding to runway designator, e.g. 13, 31. “left” runways will be shown as already expressed e.g. 13 or 31; “right” runways will be expressed by adding numerically 50 to these figures, e.g. 63 or 81. For example 31L is shown as 31; 13R is shown as 63. When it is intended to indicate “all runways” the figure 88 will be used.

Note A: The digits 99 are used under certain circumstances as described in paragraph 2.7.2.

Note B: The information to be included in runway state messages will be for the main instrument runway in use. When parallel runways are in use, information on both runways will be included or, where this is not possible, the information given will not alternate between the two runways, but will be given for the runway with the best surface conditions.

Runway deposits (ER)

This will be expressed as a single digit as follows:

0Clear and dry
2Wet or water patches
3Rime or frost covered (depth normally less than 1 mm)
4Dry snow
5Wet snow
6 Slush
8Compacted or rolled snow
9Frozen ruts or ridges
/Type of deposit not reported (e.g. due to runway clearance in progress

Extent of runway contamination (CR)

This will be expressed as a single digit in accordance with the following scale:

1Less than 10% of runway contaminated (covered)
211% to 25% of runway contaminated (covered)
526 to 50% of runway contaminated (covered)
951% to 100% of runway contaminated (covered)
/not reported (e.g. due to runway clearance in progress)

Depth of deposit (eR eR)

This will be denoted by two digits in accordance with the following scale:

00Less than 1 mm
011 mm
022 mm etc.
1010 mm etc.
1515 mm etc.
2020 mm etc.up to 90 mm
9090 mm


9210 cm
9315 cm
9420 cm
9525 cm
9630 cm
9735 cm
9840 cm or more
99runway or runways are non-operational due to snow, slush, ice, drift of snow or runway clearance but depth not reported
//depth of deposit operationally not significant or not measurable

Note A: This does not necessarily require depth to be measured to a millimetre unit. Larger intervals up to 90 can be expressed by using the scale above.

Note B: Where depth is measured at a number of points along a runway the average value will be transmitted or, if operationally significant, the highest value.

Note C: Code Figure 91 is not used. Code Figures 92 to 98 permit the depth of deposit (cm) to be derived by multiplying the last digit by 5 (e.g. 94=4x5=20).

Note D: If deposits of the type reported by the code figures 3, 7, 8 and 9 of code ER are reported, the depth of deposits is normally not significant and two oblique strokes (//) will be reported. Similarly, the depth of standing water will only be reported if an accurate and representative measurement is guaranteed.

Friction coefficient or braking action (BRBR)

This will be denoted by two digits corresponding to the friction coefficient or, if not available, the estimated braking action, in accordance with the following:

Friction coefficient

The reported values are used:

28friction coefficient 0.28
35friction coefficient 0.35 etc.

Braking action

The following figures are used:

//braking action not reported, runway not operational

Note A: When in exceptional cases the braking action is assessed at a number of points along a runway, the mean value will be transmitted or, if operationally significant, the lowest value.

Note B: If measuring equipment does not allow measurement of friction with satisfactory reliability, which may be the case when a runway is contaminated by wet snow, slush or loose snow, the figures 99 will be reported.

Note C: If the braking conditions cannot be reported (e.g. due to runway clearance in progress, runway not operational, runway conditions not watched during airport closure, etc.) two oblique strokes (//) will be entered.

2.7.2   Issue of Runway State Messages

The occasion may arise when a new report or a valid report is not available in time for dissemination over MOTNE with the appropriate METAR message. In this case, the previous runway state report will be repeated; this should be indicated by inserting 99 in place of the runway designator (DRDR). This procedure, however, should be an exceptional occurrence. Consecutive use of group 99 should be avoided as much as possible.

Example: 99421594 means dry snow covering 11% to 25% of runway, depth 15 mm, braking action medium to good; this is a repetition of the previous report since no new report or valid report was available in time for transmission on the MOTNE.

If a runway is being cleared from ice, snow, slush, etc. this will be reported as follows: DRDR//99//.

Example: 63//99// = RWY 13R non-operational due to runway clearance in progress.

If runway are contaminated but runway reports are not available or, due to aerodrome closure or curfew, etc. are not updated, a group consisting of the figure 88 instead of the runway designator DRDR and 6 oblique strokes (88//////) will be sent. Example: 88//////.

If contamination conditions on a single runway or on both runways at the aerodrome have ceased to exist, a group consisting of the runway designator and the abbreviation “CLRD//” should be sent.

Examples: 63CLRD//; 88CLRD

If the cessation of contamination conditions on both runways at the aerodrome is reported by 88CLRD//, this group indicates that no further eight-figure groups will be sent in MOTNE unless contamination conditions recur.

2.7.3   SNOCLO messages

In the case when the aerodrome is closed due to snow on the runway(s) the runway state group will be replaced by the code word SNOCLO. This information will be transmitted also in VOLMET.

2.8   Clearance priorities

The following priorities have been established for the clearance of movement areas at Budapest Liszt Ferenc International Airport:

  1. runway in use;
  2. taxiways serving the runway in use
  3. apron;
  4. other parts of the movement area.
2.9   Dissemination of information on snow conditions

Duty Airside manager is responsible for reporting changes in the state of the movement areas to:

  1. the ATS units at the aerodrome responsible for providing flight information service; and
  2. the ATS unit on the aerodrome designated to receive such information for briefing purposes and for dissemination to all whom the information is of direct operational significance

For dissemination of the above information the ICAO SNOWTAM format is used.

2.10   Dissemination of information on runway affected by standing water not associated with snow, slush or ice.

If the runway is affected by standing water not associated with snow, slush or ice at any time during the approach for landing of an aircraft the depth and location on which standing water is notified by the aerodrome supervisor direct to ATS for transmission to the aircraft. If the duration of the phenomena is likely to persist, and the information requires a wider distribution, a NOTAM is issued.