Runway 31R at LHBP
Runway 31R/13L at Budapest Liszt Ferenc International Airport (LHBP) in Budapest is a 12,162 ft, lighted, concrete runway oriented 312°/132°. The runway is 148 ft wide. SkyMeter has observed 3,570 landings and 29 departures on this runway over the last 30 days, with approximately 0.2% of arrivals resulting in a go-around (8 events). Trace data shows an average final-approach slope of 0.9°, touchdowns averaging 2,344 ft past the threshold, a typical touchdown ground speed of 121 kt, a 1.9 kt average crosswind component, a 10.1 kt average headwind.
Runway 31R/13L at Budapest Liszt Ferenc International Airport (LHBP) in Budapest is a 12,162 ft, lighted, concrete runway oriented 312°/132°. The runway is 148 ft wide. SkyMeter has observed 3,570 landings and 29 departures on this runway over the last 30 days, with approximately 0.2% of arrivals resulting in a go-around (8 events). Trace data shows an average final-approach slope of 0.9°, touchdowns averaging 2,344 ft past the threshold, a typical touchdown ground speed of 121 kt, a 1.9 kt average crosswind component, a 10.1 kt average headwind.
Runway at a Glance
Arrival Volume
3,570 landings observed on Runway 31R in the last 30 days, alongside 29 departures.
Low Go-Around Rate
0.2% of arrivals at Runway 31R result in a go-around (8 in the last 30 days).
Peak Hour
Busiest landing window observed at 21:00 with 13 arrivals on the recent sample.
Average Touchdown Zone
Aircraft touch down on average 2,344 ft from the threshold on Runway 31R.
Prevailing Wind & Gust History
Over the past 365 days, winds at LHBP have prevailed from the west-northwest (300°), accounting for roughly 24% of windy observations. Average wind speed sits at 6.3 kt with peak gusts to 37 kt. Strong-wind days are infrequent here.
Light Crosswind Component
Average crosswind on landing is 1.9 kt at touchdown, measured against runway 31R alignment.
Approach Slope
Final-approach slope averages 0.9° on Runway 31R, shallower than the standard 3°.
Landing Behavior and Touchdown Performance
The metrics below are computed from ADS-B trace data observed at Runway 31R over the last 30 days. Each value is shown only when at least 10 valid samples were available; sparse cells are hidden rather than estimated.
Hourly Landing Distribution
Recent observed landings on Runway 31R grouped by hour-of-day (UTC).
Go-Around Analysis
A go-around occurs when a pilot aborts a landing attempt and initiates a climb to return for another approach. While go-arounds are a normal safety procedure, their frequency and causes provide insight into operational challenges at specific runways. Runway 31R experienced go-arounds in 0.2% of arrivals over the last 30 days (8 events of 3578 attempts).
Recent Go-Around Events
These events represent normal safety procedures and do not indicate operational deficiencies.
Go-Around Causes Distribution
Environmental factors dominate go-around causes, indicating that operational procedures remain sound.
Approach Types and Categories
Aircraft approach runways using different procedures based on weather conditions, visibility, and available navigation equipment. An Instrument Landing System (ILS) approach provides precision horizontal and vertical guidance using ground-based radio signals, enabling aircraft to land in low visibility conditions. Visual approaches require pilots to maintain visual contact with the runway and surrounding terrain, typically used during clear weather. Area Navigation (RNAV) approaches use GPS technology to guide aircraft along specific flight paths.
Approach Categories Explained
Category (CAT) classifications define minimum visibility and decision height requirements for instrument approaches. Higher categories enable operations in lower visibility conditions.
Wind and Environmental Factors
Wind conditions directly impact runway operations, influencing approach difficulty, landing performance, and runway selection. Runway 31R benefits from favorable wind alignment, with prevailing winds creating minimal crosswind components for most operations. Average wind speeds of 12 knots pose no operational constraints for commercial aircraft.
24-Hour Wind Pattern
Wind patterns show typical diurnal variation with stronger winds during midday hours.