Runway 13R at KDFW
Runway 13R/31L at Dallas Fort Worth International Airport (KDFW) in Dallas-Fort Worth is a 9,300 ft, lighted, concrete runway oriented 139°/319°. The runway is 150 ft wide. SkyMeter has observed 1,152 landings and 160 departures on this runway over the last 30 days, with approximately 0.4% of arrivals resulting in a go-around (5 events). Trace data shows an average final-approach slope of 2.6°, touchdowns averaging 520 ft past the threshold, a typical touchdown ground speed of 134 kt, a 2.2 kt average crosswind component, a 6.8 kt average headwind.
Runway 13R/31L at Dallas Fort Worth International Airport (KDFW) in Dallas-Fort Worth is a 9,300 ft, lighted, concrete runway oriented 139°/319°. The runway is 150 ft wide. SkyMeter has observed 1,152 landings and 160 departures on this runway over the last 30 days, with approximately 0.4% of arrivals resulting in a go-around (5 events). Trace data shows an average final-approach slope of 2.6°, touchdowns averaging 520 ft past the threshold, a typical touchdown ground speed of 134 kt, a 2.2 kt average crosswind component, a 6.8 kt average headwind.
Runway at a Glance
Arrival Volume
1,152 landings observed on Runway 13R in the last 30 days, alongside 160 departures.
Low Go-Around Rate
0.4% of arrivals at Runway 13R result in a go-around (5 in the last 30 days).
Peak Hour
Busiest landing window observed at 23:00 with 17 arrivals on the recent sample.
Average Touchdown Zone
Aircraft touch down on average 520 ft from the threshold on Runway 13R.
Prevailing Wind & Gust History
Over the past 365 days, winds at KDFW have prevailed from the south (180°), accounting for roughly 30% of windy observations. Average wind speed sits at 8.4 kt with peak gusts to 51 kt. Strong-wind days are infrequent here.
Light Crosswind Component
Average crosswind on landing is 2.2 kt at touchdown, measured against runway 13R alignment.
Approach Slope
Final-approach slope averages 2.6° on Runway 13R, shallower than the standard 3°.
Landing Behavior and Touchdown Performance
The metrics below are computed from ADS-B trace data observed at Runway 13R 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 13R 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 13R experienced go-arounds in 0.4% of arrivals over the last 30 days (5 events of 1157 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 13R 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.