1ARP coordinates and site at AD472622N 0191543E At intersection of TWYs "A", "N" and "K
2Direction and distance from (city)16 KM, ESE (115°) from the centre of Budapest
3Elevation/Reference temperature151.3 M/28.4°C
4Geoid undulation44 M
5MAG VAR/ Annual change5° E/0.1 (2020)
6AD Administration, address, telephone, telefax, AFS

Budapest Airport Zrt. H-1185 Budapest, BUD International Airport

Tel:(+361) 296-7421

Fax:(+361) 296-6890




7Types of traffic permitted (IFR/VFR)IFR-VFR


1AD AdministrationH24
2Customs and immigrationH24
3Health and sanitationH24
4AIS Briefing OfficeH24
5ATS Reporting Office (ARO)H24
6MET Briefing OfficeH24 See AD 2-LHBP AD-2.11 and See GEN 3.5
7ATSH24 Night restrictions See AD 2-LHBP AD-2.21


1Cargo-handling facilitiesTrucks (1.5-3.5 tons), fork lifts (up to 5 tons), conveyor belts, high loader (up to 20 tones).
2Fuel/oil typesJet A-1, (NATO code F-35), MK8P and MOBIL Jet engine oil., FH15 and CHEVRON HYJET IV.
3Fuelling facilities/capacityAir BP senior representative Castrol Hungary KFT.:

Tel:(+361) 296-6017

Tel:(+36) 30-933-5319

Fax:(+361) 296-6017

Sales Manager Airport Fuel Supply LLC

Tel:(+361) 296-5107

Tel:(+36) 20-493-1039

Fax:(+361) 294-4215

4De-icing facilitiesAvailable on parking stands on request
5Hangar space for visiting aircraftLimited by prior arrangement only
6Repair facilities for visiting aircraftAeroplex:Lufthansa Technik Budapest

Tel:(+361) 296-3004

Fax:(+361) 296-3001



1HotelsAt AD: ibis Styles Budapest Airport Hotel (145 room) email: hb0i7@accor.com In the close vicinity of the airport: 2 hotels In the city
2RestaurantsAt AD and in the city
3TransportationBuses: public transport (100E, 200E)
Taxis: Fotaxi
Car hire: Avis, Buchbinder, Budget, Europcar, Hertz, Sixt
Airport minibus service: miniBUD
4Medical facilitiesFirst aid at AD, hospitals in the city
5Bank and Post OfficeBank in the city
Post office: T2A open 08:00-12:00, 12:30-15:30
6Tourist OfficeOTP Travel: T2B open 06:00-22:00
Budapestinfo pont: T2A open 08:00-22:00
Budapestinfo pont: T2B open 10:00-20:00
7RemarksMoney exchange: Cash machines: H24
Money exchange: T2A Arrivals L/S open 07:30-01:00
Money exchange: T2A Arrivals A/S open 08:00-01:00
Money exchange: SkyCourt open 04:30-22:00
Money exchange: T2B Departures A/S open 05:00-00:30
Money exchange: T2B Arrivals A/S open 07:30-02:00
Money exchange: T2B Arrivals L/S open 00:00-24:00


1AD category for fire fightingA9
2Rescue equipmentAvailable
3Capability for removal of disabled aircraftCapability for removal of disabled aircraft is available up to ICAO CODE E aircraft. Coordinated by airport operator. Lifting bags and hydraulic jacks are available
4RemarksTrained personnel: 18+72.In case of expected aircraft incident or accident the aerodrome operator may introduce limitations to the arrival and departure traffic, due to fire-fighting capacity available. Expected delays will be announced by the appropriate ATC unit.Contact of the aerodrome coordinator for the removal of disabled aircraft: AODM Tel:(+36) 30-684-0084


1Types of clearing equipment18 snow ploughs/sweepers; 2 snow blowers; 5 snow scrapers/ploughs; 2 carbamid spreaders, 2 Friction testers17 snow ploughs/sweepers, 6 snow blowers, 2 solid/liquid spreaders, 1 liquid collecting sweeper, 2 friction testers;
2Clearance priorities1. RWY 31R/13L; 2. RWY 13R/31L; 3. Main TWYs - A and B; 4. other TWYs and Aprons1. RWY 31R/13L; 2. RWY 13R/31L; 3. Main TWYs - A and B; 4. Other TWYs and Aprons
3RemarksChemicals are used on the movement area: UREA, CLEARWAY-I, NORWAY-NF. No specially prepared winter runways. See AD 1.2 para 2.


1Apron surface and strengthApronSurfaceStrength
2Taxiway width, surface and strengthWidth:23 M (except A1= 18 M)
Surface:Concrete or asphalt
StrengthSee ADC Chart
3Altimeter checkpoint location and elevationLocation:At Aprons
Elevation:See PDC Chart
4VOR checkpointsVOR:See ADC Chart
5INS checkpointsINS:See PDC Chart
6RemarksTWY A1 downgraded to code C ACFT (max. wingspan 36.00 M)


1Use of aircraft stand ID signs,TWY guide lines and visual docking/parking guidance system of aircraft standsGuide lines at Aprons. Nose in guidance at aircraft stands on Aprons. Sign boards at all intersections with TWY and RWY and at all holding positions.
2RWY and TWY markings and LGTRWY:Designator, THR, TDZ, centre line, edge, as appropriate.
TWY:Centre line, holding positions on all TWYs.
3Stop barsStop bars where appropriate.


Data for Area 2, 3 and 4 See GEN 3.1


1Associated MET OfficeHungarian Meteorological Service (HMS) Unit of Aviation Meteorology
2Hours of serviceH24
3Office responsible for TAF preparation Periods of validityHungarian Meteorological Service (HMS) Unit of Aviation Meteorology; 24 HR
4Type of landing forecast

Interval of issuance

TAF CODE; half hourly
5Briefing/consultation providedConsultation via phone or fax
See GEN 3.5
6Flight documentation

Language(s) used

Charts, abbreviated plain language text; English, Hungarian
7Charts and other information available for briefing or consultationSWL, SWM-SWH, IS (FL 050, FL 100, FL 180, FL 240, FL 300, FL 340, FL 390); other information: GAMET
8Supplementary equipment available for providing informationTelephone/Telefax
9ATS Units provided with informationBudapest TWR; Budapest APP; Budapest ACC
10Additional informationFor VOLMET See GEN 3.5 para 7.


Designations RWY NRTRUE BRGDimensions of RWY (M)Strength (PCN) and surface of RWY and SWYTHR coordinates
RWY end coordinates
THR geoid undulation
THR elevation and highest elevation of TDZ of precision APP RWY
13R132.5° GEO3009 x 4575/R/A/X/T CONC472655.34N 0191314.73E 472549.71N 0191500.89E 44 M 136.6 M -
31L312.5° GEO3009 x 4575/R/A/X/T
472549.71N 0191500.89E
472655.34N 0191314.73E
44 M
136.7 M
13L132.5° GEO3707 x 4590/R/A/X/T CONC472643.52N 0191527.18E
472522.62N 0191737.88E
44 M
151.3 M
31R312.5 ° GEO3707 x 4590/R/A/X/T CONC472522.62N 0191737.88E
472643.52N 0191527.18E
44 M
126.9 M
Designations RWY NRSlope of RWY - SWYSWY dimensions (M)CWY dimensions (M)Strip dimensions (M)RESA dimensions (M) surfaceLocation of arresting systemOFZRe-marks
13R0.00% / -0.48% / 0.00% / +0.16% / -0.45% / -0.62% / +0.76% / +0.88%
216 M / 419 M / 478 M / 453 M / 184 M / 557 M / 393 M / 309 M
NilNil3130 x 280
240 x 90
NilSee relevant Obstacle ChartsNil
31L-0.88% / -0.76% / +0.62% / +0.45% / -0.16% / 0.00% / +0.48% / 0.00%
309 M / 393 M / 557 M / 184 M / 453 M / 478 M / 419 M / 216 M
NilNil3130 x 280
240 x 90
NilSee relevant Obstacle ChartsNil
13L-0.60% / -0.85% / -0.20%
981 M / 2008 M / 718 M
NilNil3827 x 280
240 x 90
NilSee relevant Obstacle ChartsNil
31R+0.20% / +0.85% / +0.60%
718 M / 2008 M / 981 M
NilNil3827 x 280
240 x 90
NilSee relevant Obstacle ChartsNil


RWY DesignatorTORA (M)TODA (M)ASDA (M)LDA (M)Remarks


RWY DesignatorAPCH LGT type LEN INTSTTHR LGT colour WBARVASIS (MEHT)TDZ LGT LENRWY Centre Line LGT Length, spacing, colour, INTSTRWY edge LGT LEN, spacing colour INTSTRWY End LGT colour WBARSWY LGT LEN (M) colourRemarks
13LCAT II/III 900 M LIHGRNPAPI 3° (19 M)WHI3 707 M 15 M WHI/RED LIH3 707 M 60 M WHI/YELREDNilNil
31RCAT II/III 900 M LIHGRNPAPI 3° (20 M)WHI3 707 M 15 M WHI/RED LIH3 707 M 60 M WHI/YELREDNilNil


1ABN/IBN location, charasteristics and hours of operationNil
2LDI location and LGT
Anemometer location and LGT
3TWY edge and centre line lightingSee ADC Chart
4Secondary power supply / switch-over timeRedundant Uninterrupted Power Supply system available / 0 sec


1Coordinates TLOF or THR of FATO472607.92N 0191357.81E
2TLOF and/or FATO elevation M/FT130 M
3TLOF and FATO area dimensions, surface, strength, markingRectangle 120 x 120 M; GRASS
4True BRG of FATO312.5
5Declared distances availableNil
6APP and FATO lightingNil
7RemarksVFR only


1Designation and lateral limitsBUDAPEST CTR 473546N 0190523E - 473457N 0190856E - 473230N 0191930E - 472400N 0193400E - 472307N 0193247E - 471632N 0192347E - 471457N 0192138E - 472410N 0190642E - 472613N 0190619E - 472941N 0190336E - 473022N 0190325E - 473038N 0190321E - 473546N 0190523E
2Vertical limits3500 FT ALT / GND
3Airspace classificationD
4ATS unit call sign
5Transition altitude10000 FT
6Hours of applicabilityH24


Service designationCall signChannel(s)SATVOICE number(s)Logon AddressHours of operationRemarks
ATISBudapest Terminal Information132.380 CHNilNilH24
117.300 MHZNilNilH24BUD VOR
APPBudapest Approach122.975 MHZNilNilH24Primary channel (also usable by 8.33 exempted aircraft)
123.860 CHNilNilH24
119.510 CHNilNilH24
124.900 MHZNilNilH24Standby channel (also usable by 8.33 exempted aircraft)
TWRBudapest Tower118.100 MHZNilNilH24Also usable by 8.33 exempted aircraft
Budapest Ground121.910 CHNilNilH24
Budapest Delivery134.540 CHNilNilH24
Budapest Tower119.975 MHZNilNilH24Standby channel (also usable by 8.33 exempted aircraft)


Type of supported OPS
(for VOR/ILS/MLS, give declination)
IDFrequency(ies)Hours of operationPosition of transmitting antenna coordinatesElevation of DME transmitting antennaRemarks
ILS 13R (CAT IIIB) ILS class: III.E.4
(+5° / 2020)
FER110.5 MHZH24472541.3N 0191514.5E 140.17 M 127 MAG / 370 M from RWY 31L
GP329.6 MHZH24472651.8N 0191329.9E GP Angle: 3°; ILS RDH: 15 M
DMEFER42XH24472651.9N 0191330.0E 134.71 M 310 M from RWY 13R
ILS 31L (CAT II)ILS class: II.T.4
(+5° / 2020)
FHL111.5 MHZH24472702.3N 0191303.4E307 MAG / 319 M from RWY 13R
GP332.9 MHZH24472555.0N 0191443.0EGP Angle: 3°; ILS RDH: 15 M
DMEFHL52XH24472555.1N 0191443.1E135.93 M390 M from RWY 31L
ILS 13L (CAT II)ILS class: II.T.4
(+5° / 2020)
BPL109.15 MHZH24472514.9N 0191750.4E127 MAG / 354.12 M from RWY 31R
GP331.25 MHZH24472638.8N 0191544.3EGP Angle: 3°; 364 M from RWY 13L
DMEBPL28YH24472638.7N 0191544.2E152 M
ILS 31R (CAT IIIB)ILS class: III.E.4
(+5° / 2020)
BPR109.5 MHZH24472651.3N 0191514.7E156.95 M307 MAG / 340 M from RWY 13L
GP332.6 MHZH24472525.6N 0191723.3EGP Angle: 3°; ILS RDH: 15 M
DMEBPR32XH24472525.8N 0191723.5E131.37 M290 M from RWY 31R
(decl.: +5°)
BUD117.3 MHZ
H24472701.6N 0191458.0E162 MCoverage: 100 NM/185 km ATIS is also transmitted.
472701.4N 0191457.5E
(decl.: +5°)
MNR112.5 MHZ
H24472005.0N 0192419.7E141 MCoverage: 100 NM/185 km
472004.7N 0192420.1E
(decl.: +5°)
TPS115.9 MHZ
H24472935.7N 0192646.4E254 MCoverage: 100 NM/185 km
472935.8N 0192645.8E


1.   En route clearance issuance and CTOT-related procedures
1.1.  All departing traffic is requested to contact Budapest Delivery or Budapest Ground, whichever is defined by ATIS, 20 minutes prior to EOBT or CTOT- whichever is the latest - providing their call sign, aircraft type, destination and stand/gate number.
1.2.  Budapest Delivery or Budapest Ground issues en route clearances (clearance limit, SID or discrete departure route, cleared altitude) and allocates squawk. See LHBP AD 2.22 FLIGHT PROCEDURES.
1.3.  When the flight is subject to the slot allocation procedure, all slot-related coordination is provided by Budapest Delivery or Budapest Ground including forwarding REA messages. Aircraft under slot allocation procedure shall continuously monitor the Budapest Delivery or Budapest Ground frequency until further advice is received.
1.4.  When the FPL or the slot of the flight has expired (aircraft is not ready for start up at 10 minutes prior to EOBT+17 or 10 minutes prior to CTOT) ATC will not issue start-up clearance and the operator (or its representative) shall send a delay message or request a new slot.
2.   Start-up, push-back and power-back procedures
2.1.  An aircraft may request start up clearance only when:
  • aircraft service has been completed;
  • all doors are closed;
  • all the ground staff have left the related stand (except start up control officer);
  • the towing car is ready to move the aircraft;
  • ATC clearance is already received and
  • the aircrew is ready to commence start up in 1 minute.

At parking positions Terminal 1: R101-R108, R110-R117, G150-155, and Terminal 2: 31-36, 37-39, 42-45 and R270-R277, R278-R279-R278A for ICAO Code D, E aircraft, R220-R223, R224-R227, and Cargo apron: C1, C1L/R, C2, C2L/R the start up of engines and taxi out shall be performed using the push-back procedure. The towing bar for the given aircraft type shall be provided by the carrier or by the handling company. The only exceptions are prop/turboprop aircraft with MTOW 36.000 KG or less following power back procedures on stands R220-R223, R224-R227 and stand R101 where self manoeuvring is allowed for prop/turboprop ACFT up to maximum wing span 36 M.Exceptions are the following:

  • On stands R220-R223, R224-R227, prop/turboprop aircraft with MTOW 36.000 KG or less can leave the parking stand with power back procedures
  • On stand R101 prop/turboprop ACFT up to maximum wing span 36 M can leave the stand with self manoeuvring procedures.
  • On stand R116 all ACFT up to maximum wing span 36 M can leave the stand with self manoeuvring procedures.
2.2.  When the aircrew is ready, as described above, request the start-up and the push-back/power-back clearance from Budapest Ground, stating the stand number, and confirming receipt of ATIS information by reading back the QNH.

If the flight is subject to slot allocation procedure, the latest time to issue the start-up clearance is 10 minutes prior to CTOT. (See LHBP AD 2.20 LOCAL AERODROME REGULATIONS).

2.3.  After receiving the approval and instructions of Budapest Ground the aircraft may commence push-back and start-up engines immediately, with the pilot informing or indicating the approval and facing of the aircraft, and other relevant information to the connected ground staff. The pilot shall indicate to the ground staff the full release of the parking brakes. The start-up and push-back procedure shall be initiated on the instruction of the connected ground staff. In case of multi-engine aircraft, separate clearance to start-up should be requested for each engine from the ground staff. In case of no ground-cockpit connection, Budapest Ground shall be advised so that Marshaller assistance can be provided to control the procedure. Visual signals provided by the Marshaller during start-up and push-back are in line with those of ICAO Annex 2 Appendix 1, Marshalling Signals.

At parking positions R220-R223, R224-R227, start-up of engines and taxi out could be performed with the power-back procedure for prop and turbo prop aircraft, if the MTOW is not more than 36.000 KG as advised by Airfield Operations Service provided by the airport (Follow Me staff) The power-back procedure is not applicable when Low Visibility Procedures are in force or the published surface condition is at or less than 2 (MEDIUM TO POOR)published surface condition is POOR.

In case of the ACFT is operating with APU INOP, the special engine start procedure shall be reported as soon as possible to Budapest Apron (122.440 MHZ).

The start-up and push-back procedures from stand 31, 32, 44 are restricted. Engine start-up during the push- back procedure is allowed in idle power only and all ACFT after push back will be pulled forward to the brake away point. Brake away power is allowed at brake away point only.

The start-up and push-back procedures from stand 45 are restricted. Due to limited space between the stand and terminal building all ACFT will be pushed to apron taxi lane R, or H, or Q as instructed by ATC Budapest Ground. Engine start-up during the push-back procedure is not allowed (silent push-back). It is only allowed at the break away point.

Leaving the parking position using the power-back procedure shall be performed by following the visual signals of Marshaller. Aircraft following the start-up, push-back or power-back procedures should be ready for taxi within 4 minutes after off-block time.

2.4.  When engine start-up or power-back procedure is complete, request taxi clearance from Budapest Ground and indicate receipt of clearance to the ground staff. The disconnected ground staff will give approval to commence taxiing.

If an aircraft is unable to comply with the detailed conditions above or has to halt the start-up procedure due to technical or any other reasons, it shall immediately advise Budapest Ground.

Remark: generally, the connected ground staff are provided by the ground handling company. In special circumstances the Budapest Apron Management Service will provide the Marshaller for start-up and push- back procedures.

3.   Taxi Procedures
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
3.2.1  On Apron 1, 2 and Cargo Apron the FOLLOW ME service is not provided in normal circumstances. The service is only provided in special circumstances, as follows:
  • The Apron Management or TWR consider it is necessary due to the complexity of the traffic situation,
  • The aircraft is parking on an unpublished stand,
  • The aircraft is ICAO Code "E" or "F",
  • Surface markings on the apron can-not be or can barely be identified,
  • Reported surface condition of the apron is POOR,
  • The flight status is STATE or HEAD,
  • General Aviation flights,
  • In the case of air taxiing of rotary wing aircraft on the apron, except domestic police helicopter,
  • If the SAFEDOCK T2 system is not operational,
  • In case of RVR is less than 400 metres, and the designated taxi route (apron, or taxiway or both) is not equipped with centreline lights,
  • On pilot request.
3.2.2  On Apron AG, taxiing is only allowed with a Marshaller.

On Apron AA and Apron AL, taxiing is not allowed. Only the towing of the aircraft is allowed between the stand and breakaway point.

The maximum taxi speed on the aprons shall not exceed 16 KT.

3.2.3  If departing or arriving aircraft must stop taxiing for any reason and it is necessary to open an external door(s), the aircraft shall report this to ATC. Except in cases of emergency, door(s) may only be opened in the presence of the border guards’ personnel.
3.2.4  Taxiing aircraft have to maintain continuous radio contact with Budapest Ground or Budapest Tower while taxiing on the area.
3.2.5  ATC may activate stopbars to regulate traffic on the taxiways in any weather conditions. Taxiing aircraft shall stop in front of an active stopbar in all circumstances, regardless of the taxi clearance limit. Further taxiing is only allowed after the deactivation of the stopbar and in accordance with verbal clearance from ATC.
3.2.6  Taxi holding points are designated as follows:
Holding pointRWYon TWY segment

See TWY segments on chart AD2-LHBP-ADC

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

3.2.7  Apron exit points are designated as follows:

Terminal 1:

Exit pointDescription
Dconnection of Apron 1 and TWY D
Cconnection of Apron 1 and TWY C
B1connection of Apron 1 and TWY B1
A1intersection of TWY A1 centreline and taxilane centre line of GA hangars area

Terminal 2:

Exit pointDescription
Uintersection of service road and TWY U
H1intersection of service road and TWY H1
P1intersection of service road and TWY P1
Lintersection of service road and TWY L
P4intersection of service road and TWY P4

Cargo Apron:

Exit pointDescription
Eintersection of service road and TWY E

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

3.2.8  In case of emergency, notify ATC immediately.
3.3   Taxi procedures for arriving aircraft

ATC expects arriving ACFT to vacate runways via the rapid exit TWYs. 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 TWYs J4, Y and Z will be provided by Budapest Tower with landing clearance. During Low Visibility Operations, pilots shall report RWY vacation to Budapest Tower on 118.100 MHZ.

After vacating the RWY, without further notice, pilots shall immediately contact Budapest Ground on 121.910 CH 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.

3.3.1   Movement on aprons

Normally ACFT taxi on the aprons when cleared to do so by Budapest Ground. ACFT may taxi to stands R101-108, R110-R117, 31-36, 37-39, 42-45, R210-R212, R220-223, R224-227, R270-R279 by themselves following the painted taxi lines, except under special circumstances (listed in 3.2.1 above)

ACFT may taxi to stands G150-G172, C1, C2 is mandatory escorted by "FOLLOW ME" vehicle.

The responsibilities of Budapest Ground only extend to the provision of appropriate information in order to prevent collisions between aircraft.

When taxiing without "FOLLOW ME" assistance pilots are responsible for the safety of taxiing.

When an aircraft follows the "FOLLOW ME" car, the driver of this car is responsible for obstruction free taxiing.

Visual signals used by the ground staff during parking are those listed in ICAO Annex 2, Appendix 1, part 5.

Parking on the stands shall be carried out following the ground staff's visual signals; docking to aviobridges shall be made according to the signals of the SAFEDOCK T2 system. If the SAFEDOCK T2 system is inoperative docking shall be performed following the Marshaller‘s instructions.

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.

3.4.1   Movement on the aprons

Normally aircraft taxi on the aprons cleared to do so by Budapest Ground.

Aircraft may taxi on the apron by themselves following the painted taxi lines, except under special circumstances (listed in 3.2.1 above).

The responsibilities of Budapest Ground only extend to the provision of appropriate information in order to prevent collisions between aircraft.

When taxiing without "FOLLOW ME" assistance, pilots are responsible for the safety of taxiing.

When an aircraft follows the "FOLLOW ME" car, the driver of this car is responsible for obstruction free taxiing.

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.

3.5.1   Procedures to be followed by pilots

Select “AUTO” mode and assigned Mode A code, or if “AUTO” mode is not available, select “ON” (e.g. “XPDR”) and assigned Mode A code:

  • from the request for push-back or taxi, whichever is the earlier
  • after landing, continuously until the aircraft is fully parked on stand, and

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.

4.   Operation of docking system at Terminal 2A, B

At parking positions 31, 32, 33, 34, 34L/R, 35, 35L/R, 36, 36R, 37, 38, 39L/R and 42, 43, 44, 45 SAFEDOCK T2 system is in operation.At parking positions 31, 32, 33, 34, 34L/R, 35, 35L/R, 36, 36R, 37, 38, 39R and 42, 43, 44, 45 SAFEDOCK T2 system is in operation.

4.1   System description

The SAFEDOCK T2 system is a microprocessor controlled laser scanning device which directs an approaching aircraft to the terminal gate stopping position with the assistance of a real time display unit that is clearly visible from the cockpit.

4.2   Docking procedure
  1. Follow the taxi line to gate 31-36, 37-39 or 42-45.
  2. Check correct aircraft type, the flashing arrows of direction and floating arrows (the system is activated and ready for the docking procedure).
  3. When the aircraft has been detected by the system the floating arrows are replaced by the closing rate indicator.
    • Watch the yellow centre line indicator, 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 indicating the remaining distance to the stop position is indicated by turning off one row per half metre.
  5. If the docking speed of the aircraft is more than 4 KT, SLOW DOWN is displayed to allow for correct docking.
  6. At the correct stop position all yellow closing rate indicator bars are switched off, the STOP sign is displayed and 2 red lights will be lit.
  7. When the aircraft has parked correctly, the OK sign is displayed.
  8. When the aircraft has overshot the stop position, the TOO FAR sign is displayed.
4.2.1   Warnings
  1. When the detection of the aircraft is not possible (the closing rate indicator does not appear), the aircraft has to stop at a safe distance from the aviobridge (as primary obstacle) and has to wait for the marshaller’s manual guidance.The floating arrows only indicate that the docking system is activated and tested for the identified aircraft.
  2. When the identification of the aircraft is not made 12 M before the correct stop position, the STOP then ID FAIL signs are displayed. In this case, the docking procedure has to be interrupted. The aircraft has to wait for the system to restart or for manual guidance by the marshaller.
  3. During heavy fog, opposite sunlight or snow, the visibility of the docking system can be reduced. In this case, the display deactivates the floating arrows and the SLOW sign is displayed. This configuration is superseded by the closing rate indicator bar, as soon as the system detects the approaching aircraft.
  4. Due to dimensions of the aviobridge, the following aircraft types have to shut down the engines on the port side (left) just after turning onto the centre line of the stands 31, 32, 42, 43, 44 and 45 (Airbus A220-100, A319, Boeing B737-500, B737-600, Embraer E170/175 and Sukhoi SSJ).
5.   The rules of engine testing
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.

The time periods specified in this section shall be interpreted as follows: all periods include the starting time of the period, but not its closing time.

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.

  • Budapest APRON (122.440 MHZ): Terminal 1 and Terminal 2 Apron, Cargo Apron, Engine test stand, Apron AA, AL;
  • Budapest GROUND (121.910 MHZ): B5 holding bay, taxiways outside of the terminal and technical aprons, runways.B5 holding bay, taxiways outside of the aprons and 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, :

  • On the stands of the Terminal 1 apron, with no exception of stands between 0600 - 2200 (0500-2100);
  • On the stands of the Terminal 2 apron, and Cargo apron with no exception of stands without restriction in terms of the time of day;
  • On the AA, AG, AL apron section, on the marked taxi lane, at the starting position marked at the apron exit point, between 0600 - 2200 (0500-2100);
  • At the engine test stand (maximum wingspan 36 m) without restriction in terms of the duration of the test and number of engines are running between 0600 - 2200 (0500-2100).
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, and duration of the test is between 0600 - 2200 (0500-2100);
  2. 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 0800 - 1800 (0700-1700).

If engine power testing is necessary between 1800 - 2200 (1700-2100) or between 0600 - 0800 (0500-0700) at the locations listed in point 2 above, the prior written permission of the Ministry for Innovation and Technology, Civil Aviation Authority (CAA) must also be obtained separately at least 24 hours prior to the planned time of the engine test, 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).

It is prohibited to perform engine power test between 2200 - 0600 (2100-0500) at the airport.

5.5   The operational rules of the engine test stand

The procedural rules for the operation of the engine test stand are outlined in Chapter XII. of the Airport Manual Volume II.

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.

6.   Planning, authorisation and execution of training, calibration, demonstration or certification flights at Budapest Liszt Ferenc International airport
6.1   Planning and authorisation of training flights
6.1.1  The time periods specified in this section shall be interpreted as follows: all periods include the starting time of the period, but not its closing time.
6.1.2  Training flights, demonstration flights and certification flights may not be planned and executed:
  • On workdays between 2100 - 0500 (2000-0400);
  • SAT, SUN and Public holidays between 1700 - 0700 (1600-0600).

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

6.1.3  Training flights shall be grouped in such a way that, if possible, different exercises should follow each other, in order to avoid the continuous noise pollution of the same residential areas. A maximum of three exercises may be planned in a sequence for the same route.
6.1.4  Requests for the execution of training flights must be submitted earliest seven and latest one workday in advance to Budapest Airport Ltd. Airport Operation Control Centre (AOCC):

Tel:(+361) 296-7421 or

Tel:(+361) 296-6914


providing the following data:

  • Aircraft registration marks and call sign,
  • Aircraft type,
  • The nature and the planned time of the exercise,
  • Contact details of pilot in command (preferably mobile phone number).
6.1.5  Training flights initially authorised by the AOCC may be subject to ATC restrictions on the day of execution if this is warranted due to the traffic situation, weather conditions or technical failures. Pilot in command shall contact TWR before execution at Tel: (+361) 293-4600.
6.1.6  Maintenance organizations are obliged to inform the AOCC at least 24 hours prior to the planned time of certification flight about the planned time and the nature of flight.
6.1.7  In case of demonstration flights planned over the area of the airport, the organization responsible for the event must request consent from the AOCC to holding the event, prior to initiating the permitting procedure with the aviation authority.

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,
  • Contact details of pilot in command (preferably mobile phone number).
6.1.8  Only one training-, or calibration-, or demonstration or certification flight may be authorised in the CTR or in the TMA below 4 000 FT AMSL at any one time.
6.1.9  Rules on runway use for training flights and certification flights:

In case of runway direction 31
Training or certification flights may be authorised for RWY 31R. Such flights (with the exception of police training flights) may only be authorized for RWY 31L if RWY 13L/31R is not available.

In case of runway direction 13
Training flights may not be authorised for RWY 13. Certification flights may be authorized for RWY 13R. If RWY 13R/31L is not available, certification flights may be authorised for RWY 13L.

6.1.10  In case of demonstration flights, prior authority coordination and permitting is required with respect to runway use as well.
6.2    Execution of training, demonstration or certification 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 See 6.2.1 c) below.

6.2.1  Flight procedures can be expected:
  1. For heavy and medium wake turbulence category aircraft:
    Demonstration or certification flight
    RWYRouteAltitudeFlight rule
    31R/LRWY HDG
    4 000 FT AMSLVFR/IFR
    Training flights
    31R/LRWY HDG
    4 000 FT AMSLVFR/IFR

    Note: Deviation from the prescribed track and altitude is only allowed by ATC clearance.

  2. For light wake turbulence category prop and turboprop aircraft:
    Training flight
    RWYTraffic circuitAltitudeFlight rule
    31RRIGHTmin. 1 500 FT AMSL
    max. 2 500 FT AMSL

    Note: Deviation from the prescribed track and altitude is only allowed by ATC clearance.

  3. The pilot shall report the requested manoeuvre to the air traffic controller when flying downwind, before turning on to the base leg, and to the tower controller at the latest, during final approach if radio contact is established only there. The following expression can be used:
    • continue on traffic circuit;
    • full stop;
    • touch-and-go;
    • low approach.


1.   General provisions

The aim of noise abatement procedures is to mitigate the impact of noise generated by aircraft at the airport and on the residential areas affected by landing and take-off procedures.

Budapest Ferenc Liszt International Airport may be used by aircraft which comply with the requirements prescribed by joint decree no. 18/1997 (X. 11.) of the Minister of Transport, Telecommunication and Water Affairs and of the Minister of Environmental Protection and Regional Development.

Only aircraft which comply with chapters 3, 4, 5, 6, 8, 10 and 11 of part II, volume I of annex 16 of the Convention on International Civil Aviation signed on 7 December 1944 in Chicago (ICAO Convention), or with stricter requirements in terms of noise emissions than the aforementioned regulations, may use the airport on a regular basis.

The airline or aircraft operator planning to use the airport is obliged to send to the airport operator in advance the noise certification of its aircraft intending to use the airport. The noise certificate must be sent in advance by email or by fax to:


Tel:(+361) 296-6890.

The selection of the runway to be used is performed by ATC on the basis of the regulations specified below.

The time periods specified in this chapter shall be interpreted as follows: all periods include the starting time of the period, but not its closing time.

2.   Selection of Runway-In-Use

The direction in which aircraft take off and land is determined by the speed and direction of the surface wind or by the preferential runway system.

The term “runway-in-use” is used to indicate the runway that - at a particular time - is considered by ATC to be the most suitable for use by the types of aircraft expected to land or take off according to the preferential runway system.

Normally, an aircraft will take off and land into the wind, unless safety, runway configuration or traffic conditions determine that a different direction is preferable. However, in selecting the runway-in-use, ATC shall also take into consideration other relevant factors such as the aerodrome traffic circuits, the length of the runway, the approach and landing aids available, meteorological conditions, aircraft performance, the existence of a preferential runway system and noise abatement.

Accepting a runway is a pilot’s decision. If the pilot-in-command considers the runway-in-use not usable for the reason of safety, he shall request permission to use another runway. ATC will accept such request, provided that traffic and air safety conditions permit.

2.1   Noise preferential use of Runway System
2.1.1   Runway configuration scheme (normal operation)
BTN 2300 - 0400
BTN 0400 - 0700
BTN 0700 - 2300
2.1.2   Runway configuration scheme (single runway operation)
BTN 2300 - 0400
BTN 0400 - 2300
(0300 to 2200)
TAKE OFF13L or 13R31R or 31L
LANDING31R or 31L31R or 31L

Times of RWY changeover are subject to flexibility in order to ensure transition in safe conditions. ATC will operate the changeover as close as possible from the indicated time, taking into account the traffic conditions.

2.1.3   In the case of RWY direction 31

In the case of all traffic arriving at Terminal 2 and ICAO Code E traffic arriving at Terminal 1, RWY 31R, and, in the case of ICAO Code A, B, C and D traffic arriving at Terminal 1, RWY 31L is to be used, but if traffic conditions require, RWY 31R can also be used for landing. In case of departing traffic, RWY 31L is to be used for take-off.

2.1.4   In the case of RWY direction 13

In case of arriving traffic, RWY 13R is to be used for landing. In the case of traffic departing from Terminal 2 and ICAO Code E traffic departing from Terminal 1, RWY 13L, and, in case of ICAO Code A, B, C and D traffic departing from Terminal 1, RWY 13R is to be used, but if traffic conditions require, RWY 13L is to be used for take-off.

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

For noise protection reasons, primarily RWY 31R or RWY 13R are to be used by arriving traffic during the night, in compliance with the authority resolution on the designation of noise protection zones. Light turbulence category aircraft arriving for the Terminal 1 apron may also use RWY 31L for landing between 2100 - 2300 (2000-2200) and between 0400 - 0500 (0300-0400).

For noise protection reasons, between 2300 - 0400 (2200-0300), RWY 13L is to be used for take-off and RWY 31R is to be used for landing (reciprocal runway operation). In the case of RWY 13L/31R being closed during this period, RWY 13R is to be used for take-off and RWY 31L is to be used for landing.

Reciprocal runway operations are to be conducted with a tailwind component greater than 5 KT, up to a maximum 10 KT tailwind, or 15 KT crosswind component (including gusts) if the following conditions are met:

  • May only be conducted on RWY 13L/31R
  • The runway surface is dry and reported Runway Condition Code 6 (GOOD)
  • Authorized only for ICAO WTC L and M aircraft
  • For departure from RWY 13L take-off shall be planned from taxiway intersection B5 (full length)
  • Authorized in VMC conditions only
  • All CNS and AGL systems must be fully operational for the instrument approach in use, to the extent required by the prevailing weather conditions
  • All runway end and rapid exit taxiways must be available for the runway in use.

Holding of arriving or departing aircraft can be expected occasionally up to 30 minutes between 2300 - 0400 (2200-0300).

2.3   Exceptions

Other than the cases specified in section 7, deviation from the basic rules on RWY use is only possible under the following circumstances:

  • during the closure of one of the two RWYs due to maintenance works, or another unexpected event;
  • in case of calibration flights;
  • if no ILS approach is available on the runway selected on the basis of standard regulations.
  • when the crosswind component exceeds 15 KT or more (gusts included);
  • when the tailwind component exceeds 5 KT or more (gusts included);
  • when wind shear has been reported or forecast, or when thunderstorms are expected to affect arriving or departing traffic;
  • when pilots report excessive wind at higher altitudes resulting in go-arounds;
  • when the runways are contaminated or when the reported Runway Condition Code is less than 6 (GOOD);
  • for landing, when the ceiling is lower than 500 FT or the visibility is less than 1900 M;
  • for departure, when the visibility is less than 1900 M;
  • when alternative runways are successively requested by pilots for safety reasons.

Gust components are derived from the maximum three second average wind speed which occurred during the last ten minutes (or a shorter period in case of a marked discontinuity).

3.   Noise Abatement Arrivals
3.1.   With the exception of aircraft using visual flight rules (VFR) and calibration aircraft, primarily the instrument landing procedure of the highest available level shall be used during landing, except if the pilot of the aircraft expressly requests a lower level approach procedure. In case of the unrestricted availability of both runways and their navigation equipment, visual approach procedures may not be used on threshold 13L.
3.2.  The noise abatement behaviour expected of aircraft pilots during arrivals is as follows:
  • Prior to final approach, the last reported altitude must be maintained for as long as possible.
  • The reduction of the speed of the aircraft and the release of the landing gear and of high lift devices must be planned so that the conditions for a stabilised approach and the appropriate approach speed are in place by 5 NM from the touchdown point, at the latest, on the final approach.
  • Descent during final approach should be controlled so that increases to engine power can be avoided as much as possible.
  • The use of reverse thrust should be limited to idle thrust, except if aviation safety considerations require the use of a higher level of thrust (e.g. if the RWY is wet or snowy).
4.   Noise Abatement Departures
4.1.  The use of taxiways for RWY 13L/31R for departing aircraft for noise abatement reasons:
  • In the case of departure from RWY 13L, take-off shall be planned from taxiway intersection K.
  • If a departing aircraft belonging to the medium or heavy turbulence category receives/is given RWY 31R for take-off, it must commence take-off from the end of the RWY, using TWY A9. If RWY 13R/31L is not available, a runway 31R take-off from taxiway intersection X may also be permitted for flow management reasons.
4.2.  Noise abatement take-off procedures, specified in section 7 of part I. of ICAO Doc 8168-OPS/611 (PAN-OPS) Volume I. (5th edition, 2006), must be used during take-off, except if this is not recommended by the pilot of the aircraft or ATC due to foreseeable reasons (meteorological or aviation safety). If the noise abatement take-off cannot be executed due to foreseeable reasons, ATC must record this fact.
4.3.  The noise abatement take-off procedure must be executed in accordance with the NADP procedures described in the appendix to chapter 3 of section 7 of part I. of ICAO Doc 8168-OPS/611 (PAN-OPS) Vol. I. (5th edition, 2006).
4.4.  The altitude / speed constraints and the valid flight paths for take off, landing, arrival and departure procedures (SID/STAR) are specified on the maps in chapter AD 2 LHBP of the AIP.
4.5.  Compliance with the SID procedure published in the AIP is mandatory for aircraft performing IFR flights up to an elevation of QNH 7 000 FT (2 150 M) AMSL in case of RWY direction 31 and up to QNH 4 000 FT (1 200 M) AMSL in case of RWY direction 13, except for turboprop and light turbulence category aircraft or aircraft requesting a cruise altitude of less than 9 500 FT.
5.   Nighttime traffic restrictions
5.1.  At nighttime, the number of movements of scheduled and non-scheduled commercial landings and take-offs may be planned as follows:
  • 50 movements between 2100 - 0500 (2000-0400);
  • Out of this, 6 movements between 2300 - 0400 (2200-0300).
6.   Restrictions on the use of Auxiliary Power Unit (APU)
6.1.  Aircraft operators must act circumspectly regarding noise burdens arising from the use of auxiliary power units (APUs), in order to protect the area surrounding the airport:
  • The operation of APUs must be stopped at the latest within 5 minutes of arrival on stands equipped with a ready-installed external power source, in operational condition;
  • APUs may only be restarted for essential technical checks, or immediately prior to planned departure to ensure appropriate conditions in the passenger cabin and for electronic systems; maximum 5-30 minutes prior to passenger boarding, depending on the aircraft type;
  • The operation of APUs is not permitted without the presence of trained specialist staff.
6.2.  During nighttime, the duty airside manager (DAM) checks the airfield operational areas and warns the crews or the ground handling agent of aircraft breaching regulations on the use of APUs.
7.   Exception

The restrictions listed in 1. – 6. do not apply to the following cases:

  • If the aircraft is in an emergency;
  • Movements of aircraft operating due to various exceptional purposes, such as for humanitarian purposes, emergency search and rescue operations, medical assistance, patient transportation and life-saving (including the transportation of organs for transplantation, blood plasma and medication), as well as for disaster relief operations;
  • Aircraft participating in government flights, including movements for military, customs, law enforcement, fire-fighting, criminal investigation and national security purposes, as well as movements serving the transportation of heads of state and government on official visits;
  • The restrictions also do not apply to exceptional cases when their enforcement would endanger aviation safety, under the given circumstances. The aviation safety justification must in all cases be attested by the party making reference to it.


1.   Limitations for arriving traffic
1.1.  Speed restriction:
  • Speed 165 KIAS at 5 NM from the runway threshold.
  • Speed limits apply at specified waypoints for track containment purposes.
1.1.1  Pilots who are unable to comply with these speed assignments, shall inform ATC accordingly.
1.2.  Due to the limited airspace available, it is of importance that the approaches to the patterns and the holding procedures are carried out as precisely as possible. Pilots are strongly requested to inform ATC if, for any reason the approach and/or holding cannot be performed as required.
1.3.  All arriving traffic to LHBP without RNP APCH capability should advise the appropriate ATC unit at first contact and request radar vectors for the relevant conventional approach.
2.   Handling the arriving traffic in Budapest TMA
2.1.  STAR procedures can be expected during peak traffic periods by ATC. In low traffic periods or in nighttime operations shortcuts may be expected.
2.2.  To eliminate additional radio communication to clarify the navigational capability of aircraft, the phrase “UNABLE RNAV DUE EQUIPMENT” shall be included by the pilot immediately following the aircraft call sign, whenever initial contact on the Budapest Approach frequency is established.
2.3.  Arriving aircraft experiencing radio communication failure shall set the transponder to code 7600 and:
  1. During a STAR procedure shall continue via the acknowledged full procedure with the relevant constraints, then complete the instrument approach for the runway in use.
  2. During a "direct to a waypoint" shall proceed to the acknowledged waypoint and join the remaining arrival route or instrument procedure with the relevant constraints, then complete the instrument approach for the runway in use.
  3. Prior to entering the Budapest TMA shall proceed to the TMA entry point according to the flight plan and continue via the STAR procedure with the relevant constraints, then complete the instrument approach for the runway in use.
  4. Without RNAV capability, prior to entering the Budapest TMA or under radar vectoring shall proceed to TPS VOR/DME and follow the standard VOR approach procedure then complete the final approach for the runway in use.
3.   Instrument Approach Procedures for Budapest Liszt Ferenc International Airport
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).

3.1.1   Facilities

Information about the facilities serving ILS operations are published in AD 2-LHBP AD-2.19

3.1.2   ILS CAT III performance

The ILS localiser for runway 31R and 13R provides full roll-out guidance on for the total length of the runway.

3.2   ATC Procedures for Low Visibility Conditions
3.2.1   Preparation Phase PREP

When any RVR is 800 M or less and/or the cloud base is at 400 FT or below, ATC will apply safeguards and additional procedures to protect ILS operations in addition, it will minimise the traffic on the manoeuvring areas. ATC will operate the stopbars at all RWY holding points. In such circumstances, taxiing aircraft may continue taxiing beyond the holding point of the runway in use, only after the stopbar lights are switched off, and with a specific clearance by ATC. Furthermore without special request ATC will operate the flashing centrelights of the approach lighting system, which will be switched off on the request of the aircrew only.

3.2.2   Operation Phase, LVP 1.  When any RVR is 600 M or less and/or the cloud base is at 200 FT or below, in addition to 3.2.1 above, ATC will ensure that the ILS protection area (critical/sensitive) is clear of traffic before the landing aircraft reaches 2 NM from the TDZ.  When all RVR is 400 M or more, the responsibility for avoiding collision on the manoeuvring area is shared between aircraft crew and ATC. ATC is responsible for the delivery of safe taxi instructions, determination of priority at taxiway intersections and the provision of correct traffic information. The aircraft crew is responsible for the proper execution of the given taxi instructions and for avoiding a collision with other traffic on taxiways and at intersections, by visual reference. Aircraft will be advised of these procedures in an ATIS broadcast with the following expression:


3.2.3   Operation Phase, LVP2.

When any RVR is less than 400 M, in addition to above, the ATC is responsible for preventing collisions between aircraft and other traffic on taxiways and intersections on the manoeuvring area. Aircraft will be advised of these procedures in an ATIS broadcast with the following expression:

3.2.4   General procedures  The above procedures are applied irrespective of the actual category of operations flown, which is a pilot decision. During the approach, pilots will be informed of:
  • failure and/or downgrading of aids or facilities serving CAT II or III operations;
  • significant changes in surface wind (speed and direction);
  • changes in RVR.  The movement of aircraft and vehicles on the manoeuvring area will be monitored by ATC (ASMGCS) to avoid inadvertent runway entry and possible conflicts on taxiways.   In case of ASMGCS and/or stopbar failure, additional restrictions will be applied for the safety of the aircraft moving on the manoeuvring area (e.g. start-up restriction; total prohibition of the vehicle movement; etc.).
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

Visual approach is not permitted at LHBP, except in VMC for:

  • VFR traffic
  • IFR traffic, only when no instrument approach available for the relevant runway direction.
3.8   Aerodrome Operating minima
3.8.1  The OCA(H) values are promulgated on the Instrument Approach Chart for each kind of approach procedure available for those categories of aircraft for which the procedure is designated. At Budapest Liszt Ferenc International Airport, State weather minima are not applied.
3.8.2   It is assumed that an operator will establish aerodrome operating minima for his use for each kind of IAP available. Such minima MDA(H) shall not be lower than the appropriate OCA(H) value.
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.

3.10   ATC procedures
3.10.1  If the ATC requires the aircraft to discontinue the approach and to turn in a defined direction and/or to climb, the expression ”CANCEL, I SAY AGAIN CANCEL APPROACH” is used and supplemented with further instructions, as necessary (e.g. TURN RIGHT HEADING 040 degree and CLIMB TO ALTITUDE 2 500 FT).
3.10.2  If the ATC requires the aircraft to carry out the missed approach procedure published in the AIP, the expression ”GO AROUND, I SAY AGAIN GO AROUND EXECUTE MISSED APPROACH PROCEDURE!” is used and supplemented with further climb/heading instructions, as necessary.
4.   Departure Procedures
4.1   General
4.1.1  Flights departing from Budapest Liszt Ferenc International Airport, shall request en route clearance before start-up from Budapest Delivery or Budapest Ground according to ATIS. See LHBP AD 2.20 LOCAL AERODROME REGULATIONS
4.1.2  The flight will be cleared on a SID published for IFR flights when item 15 of the flight plan contains a standard TMA exit point. If necessary, individual outbound routes will be determined.

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

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

4.2   Standard Instrument Departures
4.2.1  The instrument departure procedures are published on SID Charts listed in Part AD LHBP 2.24.
4.2.2  The required climb gradient is 5.5% up to the specified altitude on the relevant SID charts.

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

4.2.3  When following SID, the highest speed below 10 000 FT AMSL is 250 KIAS.
4.2.4  Pilots are invited to execute a rolling take-off whenever possible and to avoid the significant increase of engine power while standing in the line-up position.
4.2.5  Pilots who are unable to comply with RNAV1 navigation specification shall inform ATC.
5.   Procedures for VFR flights within Budapest TMA and in Budapest CTR
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 3 500 FT AMSL (expect 1 500 FT AMSL).

All VFR flights flying more than 120 KIAS shall plan their arrivals via Budapest TMA (entry/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 aircraft is power-driven;
  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)
5.2.1   Designated VFR entry and exit points for flights with 120 KIAS or less to/from Budapest CTR:

DUNAMO: 472216N 0190534E

(Eastern arm of river Duna and M0 highway cross - the bridge)

KEREPES: 473314N 0191619E

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

TAPIOSAP: 472936N 0192646E


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 KEREPES, TAPIOSAP or DUNAMO exit points only.

Arriving VFR flights to Budapest Liszt Ferenc International Airport, except special flights, shall plan via DUNAMO entry point only.

5.2.2   Arriving aircraft

VFR flights approaching from controlled airspace are positioned to final approach by Budapest Approach.

VFR flights approaching from uncontrolled airspace shall enter over DUNAMO point unless otherwise instructed by Budapest Tower. Arrival routes are determined by ATC depending on the current runway in use at Budapest Liszt Ferenc International Airport.

If holding is required, the position and altitude will be determined by ATC.

Aeroplanes and helicopters may land on the runways. The designated helicopter landing area is located SW of RWY 13R/31L between taxiways A1 and B1. The landing area will be designated by the Budapest Tower on initial contact.

Entry into the final approach area designated within Budapest CTR (see VAC), is only allowed for aircraft landing at Budapest Liszt Ferenc International Airport or executing special operations.

The vertical limits of the final approach area are from the ground up to 3 500 FT (1 050 M) AMSL and laterally bound by straight lines connecting the following coordinates:

473457N 0190856E - 472950N 0191231E - 472458N 0192023E - 472307N 0193247E - 471632N 0192347E - 472243N 0191757E - 472837N 0190826E - 473022N 0190325E - 473038N 0190321E - 473457N 0190856E

5.2.3   Departing aircraft

Fix-wing aircraft shall take-off from runways only. Helicopters shall take-off from the position provided by Budapest Tower.

Departing aircraft have to follow the procedures contained in the en route clearance given before take-off clearance.

5.2.4   Taxiing

Taxiing shall be carried out as instructed by Budapest Ground and on the apron, as guided by the Marshaller.

5.2.5   Communication failure procedures
  • Arriving aircraft: Proceed as cleared. If no landing clearance has been received, turn back and hold over the designated entry point for 5 minutes and then make landing on the designated landing area. VACATE THE RUNWAY and on taxiway hold position and wait for the Marshaller.
  • Departing aircraft: DO NOT TAKE OFF - KEEP THE RUNWAY CLEAR and on the taxiway, hold position and wait for the Marshaller.
6.   Additional Information

In case of emergency/abnormal situation the preferred runway is 13L/31R.

Technical malfunction(s) regarding the ATS system may result in reduced capacity.

7.   Waypoint coordinates
ALZUR474433.2N 0185725.9E
ATICO471322.3N 0192410.5E
BEREV472414.9N 0193021.2E
CATUZ474033.0N 0190358.1E
ECMAN473231.5N 0185309.4E
FUTNA470908.2N 0194146.4E
GIFRA474447.6N 0184558.3E
HUZTA473629.4N 0184639.4E
LUCLA474146.3N 0193232.0E
NICRA472122.3N 0193457.8E
OCRIT472006.1N 0195643.4E
ODVAS471615.0N 0191934.7E
OFENA470946.0N 0194238.1E
PUCOG472456.2N 0183530.8E
TORAZ474409.7N 0184505.9E
ULPAX473132.2N 0191836.7E
UTCON471718.6N 0194127.0E
WONTA470919.2N 0193039.7E
BP328471918.7N 0192341.6E
BP329472149.1N 0192704.2E
BP331472233.1N 0192211.2E
BP701472317.9N 0192303.8E
BP702473517.0N 0194306.7E
BP703474718.5N 0192345.5E
BP704475805.1N 0190612.7E
BP705475617.6N 0193601.7E
BP711472158.6N 0192115.0E
BP712471125.5N 0190058.3E
BP723471517.9N 0185339.8E
BP733471821.5N 0190052.4E
BP734472225.0N 0185415.7E
BP735472716.6N 0184620.1E
BP736473546.6N 0183221.4E
BP741470615.0N 0193529.9E
BP742471256.1N 0192450.0E
BP743472331.2N 0190747.7E
BP744472732.0N 0190117.2E
BP753472417.0N 0191730.7E
BP754473315.7N 0190257.2E
BP755473613.8N 0185809.0E
BP756474015.8N 0185135.1E
BP763472405.1N 0191943.0E
BP764473257.9N 0190519.9E
BP765473651.5N 0185859.1E
BP766474052.8N 0185224.1E
BP772472056.6N 0193538.9E
BP774473533.5N 0191205.7E
BP783473640.9N 0192535.7E
BP784474042.5N 0191905.3E
BP785474540.0N 0191049.0E
BP786475254.4N 0185912.9E
BP801472842.7N 0191020.8E
BP802473912.3N 0185728.0E
BP803474809.1N 0190951.5E
BP811474213.3N 0191913.2E
BP812474902.9N 0192845.9E
BP813480453.5N 0193319.2E
BP821472011.1N 0185918.5E
BP822470559.8N 0184937.6E
BP834471129.8N 0190047.8E
BP835470427.0N 0191214.2E
BP836470033.7N 0191830.9E
BP837465631.3N 0192500.7E
BP840474121.2N 0183839.2E
BP841473607.3N 0184715.8E
BP842473108.7N 0185524.6E
BP843472607.3N 0190335.7E
BP844472027.8N 0191245.7E
BP854472135.4N 0192151.1E
BP855471703.4N 0192908.0E
BP856471300.0N 0193537.3E
BP863472801.0N 0191321.8E
BP864472104.1N 0192434.4E
BP865471741.5N 0192959.5E
BP866471338.1N 0193628.7E
BP870474925.3N 0184925.2E
BP871474201.1N 0190134.2E
BP872473526.6N 0191216.8E
BP874472643.3N 0192622.7E
BP883473803.1N 0192727.6E
BP884473313.0N 0193526.0E
BP885472800.7N 0194358.5E
RW13L472643.5N 0191527.2E
RW13R472655.3N 0191314.7E
RW31L472549.7N 0191500.9E
RW31R472522.6N 0191737.9E


1.   Ground Handling Organisations

Organisation(s) dealing with the ground handling of passengers, freight and mail, as well as providing apron service. Their work shall be carried out on the area designated to them in accordance with the permission of the airport operator. Their services shall be ordered by aircraft operators. The permit for carrying out special activities, issued by the operator of the airport, is not a substitute for the required permits issued by the responsible authorities.

Regarding capacity, for the best use of the equipment available at the airport, the conditions and manner of use of the runways and aprons, as well as airport buildings, shall be determined by the operator of the airport, the Budapest Airport Zrt. in accordance with to the relevant rules of law and considering the regulations of economic efficiency and environmental protection.

All ground handling requests shall be submitted to Budapest Airport Zrt. Operations Department Operations Control Center (AOCC, airport.ops@bud.hu ), in confirmation to the request information will be provided to the aircraft operator concerned on all prepared handling services available at the airport.

The ground handling of aircraft at the airport is provided by designated handling agencies, according to the “Agreement on the ground handling” signed or to be agreed between the former and the operator concerned.

The above as well as para (2) point c) of Government Decree No. 141/1995. (XI.30.) 21. §, regulate the order of ground handling, according to the following.

Ground handling organisations operate at Budapest Liszt Ferenc International Airport:

It is prohibited to refuel aircraft, when there is a risk of thunderstorm, or when the engines are running, or the engines or the passenger cabin are being air-conditioned with ground equipment.

2.   Supervision of the Aerodrome

The movement areas at Budapest Liszt Ferenc International Airport are checked on a regular basis by the duty airside manager. The duty airside manager will advise the ATS units concerned about the prevailing conditions of the runways and other parts of the movement area.

The condition of runway pavement and friction characteristic is generally assessed under dry conditions using a self-wetting continuous friction measuring device.

Runway state information and other related information of direct operational significance will be distributed to operators and services concerned either by NOTAM or SNOWTAM as appropriate.

Information on aerodrome conditions (including weather conditions) and limitations of available services and/or facilities will also be announced in ATIS broadcasts.

3.   Automatic Terminal Information Service (ATIS) Broadcasts
StationCall sign/IdentificationChannelOperational HoursRemark
117.300 MHZH24BUD TVOR
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 authoritative RWYCC, conditions of other movement areas
  6. Expected delay, if appropriate
  7. Transition level
  8. Other essential operational information
  9. Meteorological report
  10. ATFM information

Pilots of arriving and departing aircraft are requested to report receipt of ATIS broadcast by reading back the relevant designator of information and QNH on initial contact with Budapest Approach or Budapest Ground respectively.


  • One broadcast serves both arriving and departing aircraft.
  • Runway condition is reported with Runway Condition Code. It is transmitted for each thirt of the runway in use commencing from the threshold. Sections of the runway are identified as first part, second part, and third part.
  • RVR values are transmitted in the following order: TDZ, mid point and stop end. When RVRs for all the three positions are available, the positions are not identified.
  • Pilots of 8.33 KHZ exempted aircraft are requested to receive ATIS broadcast via the audio channel of BUD VOR on 117.300 MHZ
4.   Bird flocks and bird migrations

The size of flocks of birds living at or near Budapest Liszt Ferenc International Airport varies with seasons.

Domestic pigeons bred at settlements in the vicinity of the airport represent a constant and growing threat. Appearance of a flock comprising 50 to 100 individuals can be expected from every direction between 30 and 100 FT.

About 40 to 60 birds of prey live within the area or in the immediate vicinity of the airport. Birds of prey are a hazard to aircraft in the initial climb or final approach phase of flight.

Danger of collision somewhat increases in JUN-AUG when the new generation leave their nests.

Bird migrations occur, depending on weather conditions, in FEB-MAR and in SEP-OCT. In these months flocks of several thousand, relatively small birds will migrate through the airspace at varying altitudes.

Between NOV and FEB gulls also appear at the airport, usually preferring to settle on runways and taxiways.

Particular mention must be made of black and grey crows. Between OCT and MAR, also depending on weather conditions, they migrate through the airspace of the airport in flocks of several tens of thousands and sometimes of several hundred thousands, and settle temporarily on the airfield.

Their migration shows a distinct daily pattern: after dawn they fly from NW to SE, and at dusk from SE to NW, between 30 and 1 000 FT.

4.1   Bird Watch and Scaring Service

The Budapest Airport Zrt. operates a continuous bird watch and scaring service, with appropriate equipment.

Operators using Budapest Liszt Ferenc International Airport are requested to send their comments relating to the operation of this service to the following address:

Airside Management

BUD International Airport Zrt.


H-1185 Budapest, BUD International Airport

Tel:(+361) 296-5535

Fax:(+361) 296-8981


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.


H-1185 Budapest, BUD International Airport

Fax:(+361) 296-8981


5.   General Aviation Flight Handling

An operator or a handling agent authorized by the operator must advise its operation as a minimum three hours before the planned arrival or departure time. Requests shall be submitted to the Airport Operations Control Center by:

Operation request shall comprise the following information:

  • date of flight;
  • aircraft identification and type of aircraft;
  • type of flight;
  • estimated time of arrival and/or departure;
  • aerodrome of departure and destination;
  • aircraft registration;
  • name of the handling agent;
  • MTOW and noise data of the aircraft;
  • name of the operator.

The airport operator will confirm the times to the sender.

6.   Remote Aerodrome ATC Service

In case of contingency situations or pre-planned periods remote aerodrome ATC service is provided. Actual operation will be published by NOTAM or ATIS.

During the operation of remote aerodrome ATC service lightgun is not available.

The callsign of the tower service (“Budapest tower”) is the same when the ATC service is provided from the tower building or the remote operational room.


AD_2-LHBP-TAXI-ARRAPPENDIX 1 TO AERODROME CHART - ICAO Taxi procedures for arriving aircraft (Parallel RWY operation)
AD_2-LHBP-TAXI-DEPAPPENDIX 2 TO AERODROME CHART - ICAO Taxi procedures for departing aircraft (Parallel RWY operation)