ENR 1.3  INSTRUMENT FLIGHT RULES

1.   Rules applicable to all IFR flights

1.1   Aircraft equipment

Commercial air transport aircraft operating in the airspace of Hungary have to adhere to the provisions of ICAO Annex 6 - Operation of Aircraft - Part 1, Chapter 6 - Aeroplane Instruments, Equipment and Flight Documents - and Chapter 7 - Aeroplane Communication and Navigation Equipment, and Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council.

Aircraft, other than State aircraft, operating within the Budapest FIR under IFR shall be equipped with, as a minimum, RNAV equipment meeting RNAV 5 (B-RNAV) in accordance with the requirements set out in of ICAO Doc 7030/5 Regional Supplementary Procedures (EUR).

Acceptable means of compliance are set out in the JAA Technical Guidance Leaflet No. 2 rev. 1 and EASA AMC 20-4, Airworthiness Approval and Operational Criteria for the Use of Navigation Systems in European Airspace Designated for Basic RNAV Operations.

Requirements for VFR flights related to VHF 8.33 KHZ channel spacing radio equipage are stated in GEN 1.5.

1.2   Minimum flight altitudes

The AMAs depicted on chart ENR 6-LHCC-ERC have been determined so as to ensure at least 1 000 FT vertical clearance above the highest obstacle.

Except when necessary for take-off or landing an IFR flight shall not be flown lower than:

  1. over high terrain or in mountainous areas at a level which is at least 2 000 FT (600 M)
  2. elsewhere (over a flat terrain) at a level which is at least 1 000 FT (300 M)

above the highest obstacle located within 8 KM of the estimated position of the aircraft or at the MSA established for the area concerned.

When determining the flight altitude, the navigational accuracy which can be achieved on the relevant route segment shall be taken into account, having due regard to the navigational facilities available on the ground and on board of the aircraft.

The minimum flight altitude for IFR flights in uncontrolled airspace is 4 000 FT (1 200 M) AMSL.

1.3   Change from IFR flight to VFR flight

An aircraft electing to change the conduct of its flight from compliance with IFR to compliance with VFR shall notify the appropriate ATS unit that the IFR flight plan is cancelled by including the statement „CANCELLING MY IFR FLIGHT” within the radio message and communicate thereto the changes to be made to its flight plan.

When an aircraft operating under IFR is flown in or encounters visual meteorological conditions it shall not cancel its IFR flight unless it is anticipated, and intended, that the flight will be continued for a reasonable period of time in uninterrupted visual meteorological conditions.

1.4   RVSM operation

As specified in the ICAO EUR Regional Supplementary Procedures (Doc 7030/5 - EUR), Chapter 1, paragraph 1.2.1.2, flights shall be conducted in accordance with IFR when operated within or above the EUR RVSM airspace. RVSM shall be applicable in the volume of airspace between FL 290 and FL 410 (ICAO EUR Supplementary Procedures (Doc 7030/5 – EUR), Chapter 4, paragraph 4.2.1).

Therefore, flights operating as GAT within the Budapest FIR at or above FL 290, as described in ENR 2.1, shall be conducted in accordance with the IFR. (See also ENR 1.4.)

In case the route of a non-RVSM approved aircraft is planned within the lateral limits of RVSM airspace the flight shall be cleared to a flight level below FL 290.

Formation flights shall not be performed by civil aircraft in RVSM airspace. Operators of formation flights with either State aircraft operating as GAT, or non-RVSM approved aircraft, shall acquire ATS clearance for special operations in case the requested flight level is FL 290 or above.

Aircraft in EUR RVSM airspace shall report to ATC as soon as possible:

  • the inability to maintain altitude prescribed for EUR RVSM airspace and acquire a modified ATC clearance possibly before altering from the previously cleared route or altitude.
  • if the aircraft no longer qualifies for the prescribed RVSM MASPS, which then is no longer considered RVSM approved aircraft.
  • the return of proper functioning of the RVSM MASPS equipment.
  • encountered turbulence caused by weather or other aircraft which will presumably affect altitude maintaining ability.
1.5   B-RNAV Contingency Procedures

Prior to and during RNAV or Free Route flights operators shall verify the correct functioning of the aircraft RNAV systems. This includes:

  1. the flight route complies with ATC clearance, and
  2. the aircraft navigation capability complies with at least B-RNAV standards.

Subsequent ATC action in respect of that aircraft will be dependent upon the nature of the reported failure and the overall traffic situation. Continued operation in accordance with the current ATC clearance may be possible in many situations. When this cannot be achieved, a revised clearance may be required to revert to VOR/DME navigation. ATC may also provide the aircraft with radar vectors until the aircraft is capable of resuming its own navigation.

In case of a failure or degradation of the RNAV system below RNAV 5, which is detected before departure from an aerodrome, and where it is not practicable to effect a repair, the aircraft concerned should be permitted to proceed, as directly as possible, to the nearest suitable aerodrome where the repair can be made. When granting clearance to such aircraft, ATC should take into consideration the existing or anticipated traffic situation and may have to modify the time of departure, flight level or route of the intended flight. Subsequent adjustments may become necessary during the course of flight. Operators of such aircraft, where a failure or degradation is detected before departure, shall not insert designators „S” or „R” in Item 10 of the flight plan. Since such flights require special ATC handling, Item 10 shall contain the designator „Z” and Item 18 of the flight plan shall contain „NAV/RNAVINOP”.

For such aircraft experiencing a failure or degradation of the RNAV system below RNAV 5, the phrase ”UNABLE RNAV DUE EQUIPMENT” shall be included by the pilot immediately following the aircraft call sign, whenever initial contact on the ATC frequency is established.

2.   Rules applicable to IFR flights within controlled airspace

3.   Rules applicable to IFR flights outside controlled airspace

3.1   Cruising levels

During the en route portion of the flight, the cruising levels selected as prescribed in point 2 above, shall be maintained.

3.2   Communications

All IFR flights leaving the CTR or TIZ shall maintain a continuous listening watch and establish two-way radio communications on the appropriate radio frequency of the FIC.

3.3   Position reports

Aircraft shall make position reports at designated reporting point (if any) and at other occasions, as instructed by FIC, but at least every 15 minutes.

Irrespective of the applicable rules, the FIC shall be notified:

  • if an aircraft is compelled to divert from its flight plan route by more than 5 KM;
  • if an estimated time over the FIR boundary is different by + 5 minutes from the one communicated to the FIC earlier;
  • if it intends to change from IFR to VFR or vice versa;
  • if departing from a non-AFIS aerodrome;
  • of an approach to land outside an aerodrome.

4.   FREE ROUTE AIRSPACE GENERAL PROCEDURES

4.1   Area of application
4.1.1  FRA is available within Budapest CTA from 9 500 FT AMSL to FL 660 H24.
Parts of this FRA are the:
  • HUFRA within the time period 0500-2300 (0400-2200); and
  • SEENFRA (South-East Europe Night FRA) within the time period 2300-0500 (2200-0400).

The SEENFRA encompasses the FRAs within Budapest CTA, București CTA, Sofia CTA and Bratislava CTA. For cross-border operations planning within SEENFRA see ENR 1.3 section 4.4 Flight Planning (Item 15).

4.2   Flight Procedures
4.2.1   General
4.2.1.1  Within HUFRA and SEENFRA, aircraft other than State aircraft, shall comply with the aircraft equipment requirements published in GEN 1.5.
4.2.1.2  Within HUFRA and SEENFRA airspace, users will be able to plan user-preferred trajectories using significant points - five-letter name-codes, and/or en-route radio navigation aids in ENR 4.4.1 and ENR 4.1.1, respectively published in AIP Bulgaria, AIP Hungary and AIP Romania. Segments between the significant points shall be defined by means of DCT (Direct) instructions.
4.2.1.3  Within HUFRA and SEENFRA airspace the use of an unpublished point defined by geographical coordinates or by bearing and distance is not allowed.
4.2.1.4  Within HUFRA and SEENFRA, significant points are considered as FRA Horizontal entry, FRA Horizontal exit, FRA intermediate, FRA Arrival Connecting and FRA Departure Connecting points, as described in AIP Bulgaria, AIP Hungary and AIP Romania ENR 4.4.1. All en-routeEn-route radio navigation aids published in AIP Hungary ENR 4.1.1 are considered as FRA intermediate points where indicated so (I..).
4.2.1.5  Within HUFRA and SEENFRA, there is no restriction on the maximum DCT distance.
4.2.2   Overflying traffic
4.2.2.1  Overflight traffic within HUFRA and SEENFRA shall be planned directly between FRA entry, FRA exit and FRA intermediate points.
4.2.2.2  Exceptions to this rule are exist when the DCT segments which are not available are announced in accordance with paragraph 4.5 below.
4.2.2.3  Traffic within HUFRA and SEENFRA proceeding inbound or outbound airports located in close vicinity of LHCC FIR shall be planned in accordance with 4.2.2.1 above and paragraph 4.4 below also using the relevant FRA Arrival Connecting and FRA Departure Connecting points. Airports in close vicinity of LHCC FIR are considered to be: LOWW and LZIB.
4.2.3   Access to/from airports and terminal airspace
4.2.3.1  Flights arriving at or departing from airports located within Budapest FIR are eligible for free route operations and shall be planned in accordance with the paragraphs below.
4.2.3.2  In case of departing flight from an airport where standard instrument departures procedures (SIDs) are published, RNAV-capable departing flights shall be planned directly from the SID final waypoint to the HUFRA Horizontal exit point.
4.2.3.3  In case of arriving flight to an airport where standard instrument arrival procedures (STARs), or transition procedures are published, RNAV-capable arriving flights shall be planned directly from the HUFRA Horizontal entry point to the STAR initial waypoint or transition procedure.
4.2.3.4  The SID/STAR or transition procedures shall not be indicated in the filed route of the FPLs.
4.2.3.5  Where SIDs are not published, the flights shall be planned DCT to the HUFRA Horizontal exit point.
4.2.3.6  Where STARs are not published, the flights shall be planned DCT from the HUFRA Horizontal entry point to the airport.
4.2.4   Cross-Border Applications
4.2.4.1  The planning of DCT segments across the HUFRA borders (cross border DCT) is allowed only within SEENFRA. See ENR-2.2.
4.2.4.2  The planning of DCT segments that are partially outside the lateral limits of HUFRA and SEENFRA (multiple re-entry segments) is not allowed.
4.3   Airspace Reservation - Special Areas
4.3.1   Re-routing Special Areas
4.3.1.1  Flights may be planned through active TRAs or danger areas.
4.3.2   Promulgation of route extension
4.3.2.1  In the case where there is no availability to cross the active reserved area, occasionally:
  1. a flight may be instructed to proceed to one of the five significant points which are published in ENR 4.4.1 as an intermediate point, with the remark "in case TRA 32/33 active”;
  2. tactical radar vectoring may be applied in order to ensure an additional safety margin between active TRA boundaries and flight trajectories. It is expected that the average extension to be considered by aircraft operators will be approximately 5 NM and in exceptional circumstances, not more than 10 NM.
4.3.2.2  Restrictions on the maximum DCT distance inserted in the flight plan will not be enforced.
4.4   Flight Planning (Item 15)
4.4.1   General
4.4.1.1  In case of more than 30 minutes of flying time or 200 NM (370 KM), an intermediate point may be inserted at which a change of speed, flight level, track, or flight rules are planned. Flights within SEENFRA planning of DCT (cross border DCTs) require at least one published FRA significant point within București CTA and Budapest CTA. There is no restriction on the number of FRA intermediate points that may be used.
4.4.1.2  The use of an unpublished point defined by geographical coordinates or by bearing and distance is not allowed.
4.4.1.3  The planning of DCT segments closer than 3 NM to the HUFRA or SEENFRA border is not allowed.
4.4.2   ATS Route Network
4.4.2.1  The ATS route network within Budapest FIR will be withdrawn.
4.4.2.2  Within HUFRA no reference shall be made in the flight plan to ATS routes.
4.4.3   Flight Level Orientation Scheme
4.4.3.1  Cruising levels must be planned in accordance with AIP Hungary ENR 1.7 and the information provided in the column "Remarks/Usage" in ENR 4.4.1. The direction of cruising levels (EVEN or ODD) must be chosen depending on the direction of the flight level required over the FRA Horizontal entry and FRA Horizontal exit points as described in the following table:
Direction of Cruising levels within HUFRA / SEENFRA
FLs over FRA entry pointFLs over FRA exit pointFLs inside HUFRA / SEENFRA
EVENEVENFLs for all DCT segments
ODDODDFLs for all DCT segments
EVENODDA change from EVEN to ODD FLs must be planned inside HUFRA / SEENFRA
ODDEVENA change from ODD to EVEN FLs must be planned inside HUFRA / SEENFRA

Note: ODD is the direction of IFR cruising levels with a magnetic track between 000° and 179° while EVEN is the direction of IFR cruising levels with a magnetic track between 180° and 359°, as described in the table of cruising levels in ENR 1.7.

4.4.3.2  Cruising levels must also be planned in accordance with the adjacent ATS route network and/or FRA Flight Level Orientation Scheme.
4.4.4   Flight Planning procedures for departing and arriving flights from/to significant airports
4.4.4.1  Flight Planning of any departing flights shall comply with the following procedures:
AirportWorking timeMandatory Segment / PointMandatory Exit point (X)Flight Plan examples
(Item 15)
Remark
LHBP0500-2300 (0400-2200)NALAG - RIGSAKEKED, LONLA, GEMTO, KARIL, BADORNALAG DCT RIGSA DCT BADOR 
LHBP2300-0500 (2200-0400)NALAG - RIGSASee ENR 1.3 section 4.4 Flight Planning (Item 15)
LHBP0500-2300 (0400-2200)NORAHNARKA, BUDOPNORAH DCT BUDOP 
LHBP2300-0500 (2200-0400)NORAHSee ENR 1.3 section 4.4 Flight Planning (Item 15)
LHBP0500-2300 (0400-2200)ERLOS - MAVIRTEGRI, INVEDERLOS DCT MAVIR DCT INVEDAbove FL 135
LHBP2300-0500 (2200-0400)ERLOS - MAVIRAbove FL 135
See ENR 1.3 section 4.4 Flight Planning (Item 15)
LHBPH24PUSTAKEROP, VEBALPUSTA DCT KEROP 
LHBPH24GILEP - ZOLKUSUNIS, ARSIN, ABETI, BEGLAGILEP DCT ZOLKU DCT BEGLA 
LHBPH24TORNONATEXTORNO DCT NATEXOnly for city pair LHBP - LOWW
LHBPH24TORNOXOMBATORNO DCT XOMBAOnly for city pair LHBP - LZIB
LOWW0500-2300 (0400-2200)ALAMU - EPARIKEKED, LONLA, GEMTOALAMU DCT EPARI DCT KEKED 
LOWW0500-2300 (0400-2200)ALAMU - EPARIKARIL, BADOR, NARKA, BUDOP, TEGRI, GEMTO, LONLA, KENIN, KEKEDALAMU DCT EPARI DCT KEKED 
LOWWH24STEIN - NOHATVEBAL, KOPRY, NEKINSTEIN DCT NOHAT DCT KORPY
LOWWH24STEINDIMLOSTEIN DCT DIMLO
LOWWH24ARSIN - NALOXBABIT, BAREBARSIN DCT NALOX DCT BABIT
LZIBH24VAMOG - SIRDUKOPRY, BABIT, NEKINVAMOG DCT SIRDU DCT KOPRY 
LZIB0500-2300 (0400-2200)ERGOMLONLA, GEMTOERGOM DCT GEMTO 
LZIB0500-2300 (0400-2200)ERGOMKARIL, BADOR, NARKA, BUDOP, TEGRIERGOM DCT BADOR 
4.4.4.2  Flight Planning of any arriving flights shall comply with the following procedures
Working timeMandatory Entry point (E)Mandatory Segment / PointAirportFlight Plan examples (Item 15)Remark
H24KARILRIGSA - GELKA - JBRLHBPKARIL DCT RIGSA DCT GELKA DCT JBR
H24PITOKGELKA - JBRLHBPPITOK DCT GELKA DCT JBR
0500-2300 (0400-2200)KEKED, LONLA, KARILRIGSA - GELKA - JBRLHBPKEKED DCT RIGSA DCT GELKA DCT JBR
2300-0500 (2200-0400)RIGSA - GELKA - JBRLHBPSee ENR 1.3 section 4.4 Flight Planning (Item 15)
H24DEMOPJBRLHBPDEMOP DCT JBR 
H24NARKA, MEGIK, BUDOP, DEGET, MOPUG,ABONYLHBPNARKA DCT ABONY 
2300-0500 (2200-0400)ABONYLHBPSee ENR 1.3 section 4.4 Flight Planning (Item 15)
H24PARAKABONYLHBPPARAK DCT ABONY 
H24DIMLO, GOTARSIRDU - OGVUN - VAJDI - VEBOSLHBPDIMLO DCT SIRDU DCT OGVUN DCT VAJDI DCT VEBOS 
H24KOPRYRAKFA - VEBOSLHBPKOPRY DCT RAKFA DCT VEBOS
H24KEKED (and for DEP LHBP via TORNO SID)TORNO - NATEXLOWWKEKED DCT TORNO DCT NATEX 
H24KARIL, NARKA, MEGIK, BUDOP, DEGET, MOPUGBALUX - TORNO - NATEXLOWWKARIL DCT BALUX DCT TORNO DCT NATEX 
0500-2300 (0400-2200)LONLA, PARAKBALUX - TORNO - NATEXLOWWLONLA DCT BALUX DCT TORNO DCT NATEX 
2300-0500 (2200-0400)BALUX - TORNO - NATEXLOWWSee ENR 1.3 section 4.4 Flight Planning (Item 15)
H24LONLA, PARAKBALUX - XOMBALZIBLONLA DCT BALUX DCT XOMBA 
H24TONDO, KOPRYVEBOS - XOMBALZIBVEBAL DCT VEBOS DCT XOMBA 
0500-2300 (0400-2200)KEKED, KARIL, BADOR, NARKA, MEGIK, BUDOP, DEGET, MOPUGBALUX - XOMBALZIBNARKA DCT BALUX DCT XOMBA
2300-0500 (2200-0400)BALUX - XOMBALZIBSee ENR 1.3 section 4.4 Flight Planning (Item 15)
4.4.4.3  The other flights arriving at or departing from other airports located in close vicinity of Budapest FIR are considered as overflying traffic (see para 4.2.2.3 above).
4.5   Route Availability Document
4.5.1  All HUFRA and SEENFRA constrains, exceptions and restrictions, if any will be published via the RAD and promulgated in accordance with ENR 1.10