1.1   Hungarian Meteorological Service

Unit of Aviation Meteorology

The services are provided in accordance with the provisions contained in the following ICAO document:

• ICAO ANNEX 3 - Meteorological Service for International Air Navigation
• ICAO Doc 7754
• ICAO Doc 8400
• ICAO Doc 8896.

1.2   HungaroControl

Aerodrome Meteorological Unit

Airport Meteorological Office of Budapest Liszt Ferenc International Airport (LHBP)

The service is provided in accordance with the provisions contained in the following ICAO documents:

• ICAO Annex 3 - Meteorological Service for International Air Navigation
• ICAO Doc 7030/5, EUR Part 3 - Regional Supplementary Procedures (MET procedures for EUR Region)

Differences to these provisions are detailed in subsection GEN 1.7

3.1   General Information concerning the execution of Flight Weather Observation in Hungary

Flight Weather Observation will be executed depending on personal availabilities as follows:

HUMAN OBS: Local manually:

• Without particular identification label for METAR, SPECI
• Quality Control On-Site
• Meteorological data acquisition is done with a semi-automatic operational system which allows manual inputs for all weather parameters
• Manual TREND
• Manual Supplementary Information as required by the weather situation

AUTO OBS: Automatic WITH TREND:

• With “AUTO” as particular label for METAR, MET REPORT, SPECIAL
• Plausibility Check
• Meteorological data acquisition is done with a full automatic operational system which allows limited manual inputs for:
  • Manual TREND
  • Manual Supplementary Information as required by the weather situation

AUTO OBS: Automatic WITHOUT TREND:

• With “AUTO” as particular label for METAR, MET REPORT, SPECIAL
• Meteorological data acquisition is done with a full automatic operational system which does not allow manual inputs and therefore WITHOUT:
  • Quality Control
  • Plausibility Check
  • TREND
  • Supplementary Information

3.2   General Information concerning AUTOMATIC FLIGHT WEATHER OBSERVATION - AUTO OBS

Fundamental differences AUTO OBS opposite HUMAN OBS:

• AUTO OBS performs, by using sensors, selective measurements in the area of the airport, which are normally considered to be representative for the area of the airport. AUTO OBS determines the conditions at the airport by measurement and calculation based on algorithms. AUTO OBS can detect weather phenomena which are to be reported in accordance with ICAO Annex 3 if they are within the detection range of the sensors.
• HUMAN OBS processed a total picture of optical, acoustic and sensory impressions, the representative of the airport area and its surroundings. HUMAN OBS describes the elements visibility, cloud and weather phenomena and the environmental conditions where this is possible.
  

No differences AUTO OBS opposite HUMAN OBS consist of:

• Wind
• Temperature / Dew Point
• Air pressure (QNH)
• Runway Visual Range (RVR)
  

Differences and limitations of AUTO OBS opposite HUMAN OBS can be found at:

• VISIBILITY AND ADDITIONAL VIEW:

  AUTO OBS determines the MET VIS by point measurement with forward-scattered light measurement equipment at the TDZ and extrapolating the measured values of up to 20 KM. The required summary values are calculated and reported in accordance with ICAO requirements.

  HUMAN OBS determines the visual reference to visual targets in the area.

  For RVR, there is no difference, as this is determined both HUMAN OBS and AUTO OBS by measuring the forward scattered light measurement systems and calculation.

  
  
• CURRENT WEATHER PHENOMENA (PRESENT WEATHER):

  - DRSN, BLSN and more, in Hungary very rare phenomena such as SQ, SA, SS, DU, FU, FC cannot be reported by AUTO OBS.
  - VC weather phenomena in the environment (Vicinity)
  - VCTS may be reported by AUTO OBS
  - VCSH and VCFG are not recognized

  Clouding phenomena (FG, BR, HZ) is detected in AUTO OBS by the sensor. Algorithms ensure consistency with the sight. Deviations between AUTO and HUMAN OBS can occur (e.g. BCFG, PRFG) if, for example, fog occur beside the sensors.

  FZFG is in the AUTO OBS according ICAO detected by checking with the air temperature, i.e., from T < -0.5 °C FZ is reported.

  Rare manifestations (SQ, SA, SS, DU, FU, FC) are not recorded and reported according to visibility as FG, BR or HZ.

  With regard to precipitation some rare phenomena are not specified by the sensors. If detected, these other genera are assigned.

  Comparisons have shown that is to be expected with the following differences between HUMAN OBS and AUTO OBS:

  • The precipitation is detected occasionally different, for example, DZ instead RA, SN instead of SG.
  • Mixed precipitation (RASN) are often used as RA or SN reported by the sensor.
  • Deviations there are often mild/moderate and moderate/severe in the evaluation of the intensity.
  • also in the assignment of characterization SH there are differences.

  AUTO OBS recognized thunderstorm TS and VCTS. The data from Weather radar and lightning detection systems are used. The recording quality is good, but it may occasionally be incorrect detections by situate wrong and unregistered lightning discharges come.

  The perception of visual and acoustic observations (thunder and lightning) is given at HUMAN OBS with greater reliability in detecting the near thunderstorms and the redundancy of the system components fail.

  The lack of coverage of SQ in AUTO OBS is mitigated by the availability of current wind data.

  
  
• CLOUDS (CLOUD TYPE AND CLOUD COVER):

  - TCU, CB can be determined from AUTO OBS
  - coverage is calculated by algorithm

  Ceilometers are positioned in the areas where the approach path intersects the relevant IFR approaches decision height. The measurement of the lower limit is determined by point measurement (principle laser gun).

  Cloudiness is therefore only recorded in the AUTO OBS, when clouds appear above the sensors.

  Cloud cover (FEW, SCT, …): Calculation using algorithms based on all existing airport environmental sensors. From the period duration of the ceilometer detecting the presence of cloud amount is extrapolated:

  • This works well for homogeneous cloud distribution and rapidly moving clouds.
  • Clouds off the sensors cannot be detected.

  TCU and CB clouds are detected by weather radar and lightning detection system. The degree of coverage and the amount of cloud base, however, cannot be determined automatically. Therefore, it is reported in AUTO OBS ///.

  SKC is not reported: AUTO OBS reports “NCD = no cloud detected” when no clouds are detected by the sensors.

  CAVOK is reported in AUTO OBS.

  Comparisons have shown that groups of clouds are reported FEW001 or FEW002 by false detections of the sensors in the AUTO OBS in rare cases, although no clouds are present. This may affect the classification of VMC, IMC and LVP, if it is not caught by Tower Observations or manual corrections.

  • After-weather phenomena (Recent Weather) account for AUTO OBS
  
  
• MONITORING and FAILURE:

  Monitoring of the AUTO OBS messages is effected REMOTE by the MET and centrally by the technical service of the Hungarian Meteorological Service.

  Technical failures of AUTO OBS system:

  • individual sensors (e.g. As sensors for wind, temperature, pressure, visibility, RVR, clouds or weather phenomena).
  • data networks and computer systems and thus the entire production and dissemination of AUTO OBS notifications concern.

  Sensor failures:

  • Hungarian Meteorological Service is therefore produced in each case, the functionality of all sensors as soon as possible.

  Network and computer failures lead to the fact that no AUTO OBS weather reports are created and/or distributed. Following actions are planned for these cases:

  • MET staff ready on call. It should be noted that this is not guaranteed by emergency services. Therefore, it may take one or more hours until the creation of MET messages may be initiated via supervisor HUMAN OBS emergency procedures.

3.3   Meteorological observations at airports

3.4   Meteorological Observing Stations at Military Aerodromes

• LHKE Kecskemet
• LHPA Papa
• LHSN Szolnok

Manual Observation Sites are under continuous quality check control by Military Aerodromes.

3.5   Weather radar stations

4.1   Budapest Liszt Ferenc International Airport

Briefing and flight documentation is provided by HungaroControl Aerodrome Meteorological Unit. On request, a personal briefing can be provided to the pilot-in-command by a meteorological officer.

For every flight the following charts are available:

SWL = Low Level Significant Weather Chart (Surface - FL 100)

SWM = Medium Level Significant Weather Chart (FL 100 - FL 250)

SWH = High Level Significant Weather Chart (FL 250 - FL 450)

1. available via website:

   URL:http://aviation.met.hu

   and available at Aerodrome Meteorological Office
   SWL available for Central-European Region for fixed time of 0600, 1200 and 1800 UTC
2. mixed version of SWM and SWH (FL 100 - FL 450)
3. by prior request

Additionally, forecasts of upper wind and temperature for routes requested are also available in table form. Aerodrome reports and forecasts, including TREND-type landing forecasts, are provided on a routine basis RWY Visual Range observations are provided.

Codes used in aerodrome meteorological reports and forecasts are in accordance with WMO FM 15-X Ext. METAR, FM 16-X Ext. SPECI and FM 51-X Ext. TAF.

4.2   Hungarian Meteorological Service

Briefing and flight documentation is also provided by Hungarian Meteorological Service A by phone or e-mail by an aviation forecaster.

For every flight the following charts are available:

SWL = Low Level Significant Weather Chart (Surface - FL 100)

SWM = Medium Level Significant Weather Chart (FL 100 - FL 250)

SWH = High Level Significant Weather Chart (FL 250 - FL 450)

1. available via website:

   URL:http://aviation.met.hu

   and available at Aerodrome Meteorological Offices
   SWL available for Central-European Region for fixed time of 0600, 1200 and 1800 UTC
2. mixed version of SWM and SWH (FL 100 - FL 450)
3. by prior request

4.3   Information for VFR flights

8.1   General

For the safety of air traffic, the Hungarian Meteorological Service - Unit of Aviation Meteorology as Meteorological Watch Office (MWO) maintains an area meteorological watch and warning service. The service consists of the continuous weather watch within the Budapest FIR and if necessary, the issuance of appropriate SIGMET and AIRMET information.

8.2   Area meteorological watch service

The area meteorological watch service is performed by the Hungarian Meteorological Service - Unit of Aviation Meteorology. The MWO issues SIGMET and AIRMET information in accordance with ICAO Annex 3. Chapter 7 and Appendix 6.

SIGMET information for the Budapest FIR will be broadcast by Budapest VOLMET.

AIRMET messages relevant to the Budapest TMA will be included in the ATIS broadcast for Budapest Liszt Ferenc International Airport.

Transmission of SIGMET and AIRMET information will only be made by the ATC units of Budapest ATS centre in the case of equipment failure or when requested by the pilot.

The flight information sectors of the Budapest ATS centre will communicate SIGMET and AIRMET for Budapest FIR without pilot request to aircraft operating on flight plan and maintaining radio communication.

SPECI and TAF AMD for foreign aerodromes are provided by the ATS units on pilot request only.

The flight information sectors of the Budapest ATS centre will communicate SPECI and TAF AMD for individual domestic aerodromes to aircraft without the need for the pilot to request such information.