Ferihegy (Budapest Ferihegy International Airport)

AIRPORT CONTACT

Information updated by the airport 5/2009

NOISE ABATEMENT PROCEDURES

Arrivals Maintain last assigned level as long as practicable before starting final approach. Speed reduction and extension of landing gear and highlift devices shall be planned in such a way, that the conditions of a stabilized approach is established and correct approach speed is reached at 5 NM on final track. Descent on the final approach shall be arranged so that increase of the engine power may be avoided as far as possible. No instrument or visual approach shall be made at an angle less than determined by the 3 degree ILS glide path or by PAPI. Pilots are requested to limit application of reverse thrust to idle power setting except when operational conditions require higher settings to be used. Departures For noise abatement procedures of departing aircraft see SID charts. The required climbing gradient for aircraft executing standard instrument departure procedures (SID) is at least 5.5% until passing 7000 feet QNH. Pilots who are unable to comply with the assigned climbing gradient shall inform ATC accordingly.

CONTINUOUS DESCENT ARRIVAL (CDA) - NONE

AIRPORT CURFEWS

The term "night" covers the period between 22.00 and 06.00 hours local time. a) During the night hours are prohibited to carry out training- and check flights. b) During the night hours scheduled and non-scheduled commercial flights and technical flights may be carried out in limited numbers. About flights planned in night hours the Airport Coordination Department of HungaroControl Ltd.Co (HC COORD) shall be notified. Airport slots for such flights shall be approved by HC COORD within the limitation: 22.00-06.00: 50 movements 24.00-05.00: 6 movements. c)The flights are requested on the day of operations shall be approved by Budapest Airport Pte.Ltd. Airport Operations Center (Airport OPS) d)During night hours GOV/STATE and military flights can be carried out without time and number restrictions. e)Those flights which are constrained by adverse weather or technical reason may use the aerodrome for landing during night hours as well.

PREFERENTIAL RUNWAYS

According to the prevailing surface wind, normally runway 31R is used for landing and runway 31L for take-off. Exeptions: - Aircraft having noise certification according to ICAO Annex 16, Volume I. Chapter 3, or of light wake turbulence category or VIP flights may request runway 31L for landing. - When the available runway length of runway 31L is not acceptable according to the Flight Operational Manual for a given aircraft, the pilot may request runway 31R for take-off. If meteorological conditions (e.g.wind) require, runway 13R will be used for landing and runway 13L for take-off. Exceptions: - Aircraft having noise certification according to ICAO Annex 16, Volume I. Chapter 3 or of light wake turbulence category or VIP flights and aircraft departing from stands Nr. 1-6 at apron 1, may request runway 13R for take-off. Noise abatement should not be the determining factor in runway nomination under the following circumstances: a) if the runway is not clear and dry, i.e. it is adversely affected by snow, slush, ice or water, or by mud, rubber, oil or other substances. b) for landing in conditions when ceiling is lower than 500 feet above aerodrome elevation or for take-off and landing when the horizontal visibility is less than 1.9 km. c) when the cross-wind component, including gusts, exceeds 15 kt d) when the tail-wind component, including gusts, exceeds 5 kt e) when wind shear has been reported or forecast or when thunderstorms are expected to affect the approach or departure.

OPERATING QUOTA

b) During the night hours scheduled and non-scheduled commercial flights and technical flights may be carried out in limited numbers. About flights planned in night hours the Airport Coordination Department of HungaroControl Ltd.Co (HC COORD) shall be notified. Airport slots for such flights shall be approved by HC COORD within the limitation: 22.00-06.00: 50 movements 24.00-05.00: 6 movements.

ENGINE RUN-UP RESTRICTIONS

The run-up of engines with full power is strictly prohibited.

APU OPERATING RESTRICTIONS - NONE

NOISE BUDGET RESTRICTIONS - NONE

NOISE SURCHARGE

Noise Charge at Budapest/Ferihegy International Airport 5.1.1 General According to Section 66/A (6) of the Air Transport Act, Budapest Airport Pte. Ltd. may collect the costs for noise protection from those operating aircraft causing noise as an element of the charge for the use of the airport in order to provide for the funds necessary to the performance of the duties prescribed by the Air Transport Act and by the 176/97 government decree on the rules of the marking, utilisation and termination of the noise prevention areas to be established in the vicinity of airports. 5.1.2 Determination of the rate of the noise charge (Z) The amount of noise charge (Z) shall be calculated on the basis of the following formula: Z = A*K*N*M 5.1.2.1 “A” is the base charge A =6.00 EUR/movement 5.1.2.2 “K” is the aircraft category factor The amount of the noise charge is proportionate to the noise emission, therefore the principle of output- proportionate adequacy shall be fulfilled by classifying the planes into four categories. The aircraft whose noise levels are expressed in terms of EPNdB units of measurement in their noise certificates shall be classified on the basis of the flyover noise level indicated in the noise certificate in the case of take-offs, and on the basis of the arithmetical mean of the noise levels indicated in the noise certificate in respect of the approach and lateral reference points in the case of landings: Category 1 EPNdB Category 2 EPNdB Category 3 EPNdB Category 4 EPNdB L <= 82.3 82.3 < L = 90.3 90.3 < L = 94.3 94.3 < L For aircraft whose noise levels are indicated in dB(A) units of measurement in the noise certificate, in the case of take-offs and landings: Category 1 dB(A) Category 2 dB(A) Category 3 dB(A) Category 4 dB(A) L <= 71.3 71.3 < L = 79.3 79.3 < L = 83.3 83.3 < L On the basis of the above classification, the value of "K" shall be the following: Category 1 Category 2 Category 3 Category 3 0.4 1 1.8 3 If an aircraft that does not meet the requirements prescribed in Chapter 3 of Part II of Volume I of Appendix 16 of the Chicago Convention (3rd edition, 1993) uses the airport with the permission of the air transport authority, the value of "K" shall be 3. 5.1.2.3 "N” is the factor related to the parts of the day. All times are Local Time Daytime (06:00-22:00) Evening (22:00-24:00) Morning (05:00-06:00) Night (24:00-05:00) 1.0 1.5 1.5 10 5.1.2.4 "M” is the factor related to the operations Further to § 24, para (3) of the Government Decree referred to in the introduction the amount of the noise charge shall be determined separately for take-offs and landings. Take-off Landing 0.91 1.1 If the airport user does not submit to Budapest Airport Pte. Ltd. the noise emission data indicated in the noise certificate, and necessary for the calculation of the noise charge at the time of the take-off of its aircraft at the latest, then the highest "K" category factor shall be applied until the airport user submits the missing data. 5.1.3 Exemptions The noise charge shall not apply to those airport users who are exempted from the payment of landing charge.

NOISE MITIGATION/LAND USE PLANNING PROGRAM INFORMATION

See article and links to other information. Budapest Airport submits proposals to improve noise protection at Ferihegy Proposed Improvements to Budapest Airport'Noise Abatement Program

Type of Program	Date Implemented	Status
Voluntary Noise Insulation Program (sleeping quarters of properties)	2008	The first phase in immediate vicinity of the airport is finished.
Sound Insulation (Residences and Public Buildings)	1997	To be implemented once noise Protection Zones are approved by the CAA
Purchase Assurance for Homeowners Located Within the Airport Noise Contours	since 1997	Governed decree provides purchase assurance for homeowners located within the airport noise contours, once noise Protection Zones are approved.
Avigation Easements	-	The right of that way is not adapted in the Hungarian legal system.
Zoning Laws	validity from 1997	Noise protection zones were reviewed up by Budapest Airport and submitted for approval. The modificated, new zones have not yet been approved.
Real Estate/Property Disclosure Laws	effect from 1997	Sellers are required to disclose that the residence is within a certain airport noise contour and the buyers must sign that they were warned about it. (Registered land)
Acquire Land for Noise Compatibility to date	from 1976	There were some appropriated properties.
Population within each noise contour level relative to aircraft operations	-	Not known, as related noise contours do not currently exist.
Airport Noise Contour Overlay Maps	-	The modificated ones are not currently in place.
Total Cost of Noise Mitigation Programs to Date	For 2007	Approx. 179.000 €
Source of Noise Mitigation Program Funding for Aircraft Noise	From 01.01.05.	A noise protection fund is established, funded by the noise protection element of aircraft landing charges.

NOISE MONITORING SYSTEM

The noise monitoring system consists of 6 Noise Monitor Terminals (NMT), manufacturer of the noise monitoring system is Bruel & Kjaer, Type 7618, type of applied noise monitoring terminals are 3597. The noise data processing is carried out by an IBM-PC and another PC carries out the correlation with stored flight information data. The terminals are connected by automatic dial-up modems through telephone lines. Data is collected four times a day. We determine the noise limits by so-called Zurich method. The distances and positions of NMTs are given by the following table. NMT Distance from the Runway Distance from the Centerline Position Name of the Runway 1 4.8km 300m right side 13R 2 1.8km 300m right side 13R 3 2.2km 0m center line 13L 4 2.1km 300m left side 31L 5 7.2km 0m center line 13L 6 5.8km 200m left side 31R

FLIGHT TRACK MONITORING SYSTEM

See information under Noise Monitoring System

NOISE LEVEL LIMITS - NONE

CHAPTER 2 RESTRICTIONS

Chapter 2 airplanes >75,000 lbs are banned from operating at airports in EU Member States as of April 1, 2002. Chapter 2 airplanes are ban from operating at this airport from 1st January, 2005.

CHAPTER 2 PHASEOUT

From April 1, 2002 all civil subsonic jet aeroplanes >75,000 lbs operating at airports in EU Member States must comply with the standards specified in Part II, Chapter 3, Volume 1 of Annex 16 in accordance with EU Council Directive 92/14/EEC. Chapter 2 airplanes are ban from operating at this airport from 1st January, 2005.

CHAPTER 3 RESTRICTIONS - NONE