KAUS Runway 18R/36L — Austin Bergstrom International Airport
12,250 × 150 ft concrete · true headings 179° / 359° · field elevation 541 ft
Runway 18R/36L at Austin Bergstrom International Airport (KAUS) in Austin, TX is 12,250 ft long and 150 ft wide, concrete, with true headings 179° and 359°. The FAA record lists ILS/DME (CAT I) and MALS approach lights on runway 18R. Over 2005–2025 the wind gave runway 18R the headwind 64.6% of the time and runway 36L 35.4%, with a crosswind above 15 kt in 0.1% of wind hours. KAUS publishes its tower configuration on FAA SWIM, so this page shows the runway the tower is actually using right now, today's configuration changes, and a growing record of how often each end is assigned.
Runway 18R/36L — current operational status
What the D-ATIS, the tower and current NOTAMs state now. The published FAA baseline (NASR) is a separate line in the overview below and does not reflect temporary closures.
- NOTAM 11/014: !AUS 11/014 AUS RWY 18R FICON 5/5/5 100 PCT WET OBS AT 2611031010. 2611031011-2611041011
- NOTAM 10/129: !AUS 10/129 AUS NAV ILS RWY 18R U/S 2610281350-2611062000EST
- NOTAM 10/126: AUS NAV ILS RWY 18R LOC U/S
Sources: Published FAA baseline (OurAirports/NASR record) · FAA NOTAMs · Tower TFDM configuration (FAA SWIM) · D-ATIS · Tower TFDM 1455Z (8:55 AM CST) · D-ATIS 1453Z (8:53 AM CST). Runway NOTAMs stream live from the FAA NOTAM Management Service (SWIM); the official text is shown verbatim below the card. Always confirm with a current briefing.
NOTAMs for runway 18R/36L
Official text as issued; grouped for reading only. “Scheduled” means not yet in effect. NOTAMs are received live from the FAA NOTAM Management Service through SWIM and recorded since Sep 19, 2026; a NOTAM issued before that and not re-issued since may be missing. Get a full briefing before flight.
- 11/014 · DOM11/03 1011Z (4:11 AM CST) → 11/04 1011Z (4:11 AM CST)
!AUS 11/014 AUS RWY 18R FICON 5/5/5 100 PCT WET OBS AT 2611031010. 2611031011-2611041011
- 11/012 · DOM · scheduled11/03 1600Z (10:00 AM CST) → 11/03 2300Z (5:00 PM CST)
!AUS 11/012 AUS NAV ILS RWY 36L U/S 2611031600-2611032300
- 10/129 · DOM10/28 1350Z (8:50 AM CDT) → 11/06 2000Z (2:00 PM CST)
!AUS 10/129 AUS NAV ILS RWY 18R U/S 2610281350-2611062000EST
- 10/126 · INTL10/27 2059Z (3:59 PM CDT) → 11/06 2000Z (2:00 PM CST)
AUS NAV ILS RWY 18R LOC U/S
- 6/2659 · FDC10/27 1225Z (7:25 AM CDT) → 11/25 1225Z (6:25 AM CST)
!FDC 6/2659 AUS IAP AUSTIN-BERGSTROM INTL, AUSTIN, TX. RNAV (GPS) Y RWY 18R, AMDT 3B... LNAV/VNAV DA 906/HAT 364 ALL CATS. FOR INOP ALS, INCREASE LNAV/VNAV ALL CATS VISIBILITY TO RVR 5500; AND LNAV CAT E VISIBILITY TO RVR 5500. EXCEPT WHEN ADVISED BY ATCT THAT THIS CRANE IS DOWN. TEMPORARY CRANES, 695 MSL, 2965FT SW OF RWY 18R (2026-ASW-4159-OE). 2610271225-2611251225EST
Feet, touchdown / midpoint / rollout; 6000+ is the reportable maximum and “off” means the sensor is not reporting (runway not in use). Light settings 0 (off) to 5. Not an FAA product; verify with the current METAR and ATIS.
Current active runways at KAUS
As stated by the tower — its TFDM surface system and its D-ATIS broadcast. Not an estimate.
Airport rates: 50 arrivals / 50 departures per hour. In effect since 2026-11-01 1612Z (10:12 AM CST).
Flow: North flow— the compass direction of the stated arrival ends
Runway 18R/36L in this configuration: 36L — ARRIVALS AND DEPARTURES
This D-ATIS configuration has been stated since 1228Z (6:28 AM CST).
Show the D-ATIS text
AUS ATIS INFO N 1453Z. 00000KT 10SM BKN060 BKN075 21/19 A2993 (TWO NINER NINER THREE). ARRIVALS EXPECT ILS APCH RWY 36L. DEPARTING 36R. SIMULAPP. NOTICE TO AIRMEN. TWY T CLSD. TWY C CLSD BTN TWY, S AND TWY Z. RWY 18R ILS OTS, PAPI RWY 18R, 18L, 36R, 36L OTS. RNAV Z AVAILABLE UPON REQUEST. RWY 36L CONDITION CODES 5 5 5 AT 1010Z, RWY 36R CONDITION CODES 5 5 5 AT 1010Z. BIRD ACTIVITY VICINITY ARPT. RAMP CONTROL OPEN 126.225. ...ADVS YOU HAVE INFO N.
Current wind on Runway 18R/36L
Wind calm
No steady wind direction — no components to compute.
No steady wind direction — no components to compute.
- arrivals
- departures
- LAHSO hold-short
- closed
Layout from FAA NASR runway-end coordinates; the selected runway is highlighted and the ends the tower TFDM states in use are marked at their own threshold. Not for navigation. Official FAA diagram ↗
Components use TRUE runway headings and TRUE METAR wind. “Favored by wind” is arithmetic, not an ATC assignment.
Today's runway configuration at KAUS
Meaningful configuration changes recorded from the tower's TFDM feed — the facility's own statements, not estimates.
Nov 3, 2026 (airport-local day): 0 configuration changes since local midnight, from the tower's TFDM configuration ATIS Alerts recorded. A change is a different arrival or departure set; a new ATIS letter with the same runways is folded into the row it belongs to. The history section below counts the same way over rolling windows.
- 06:05Z12:05 AM CST(in effect since before the day began)9.0 h · currentArrivals36L36RDepartures36L36RNorth flowIn effect at the start of the day
Runway 18R/36L outlook
Where runway 18R/36L stands now and which runway at KAUS is likely over the next 12 hours — an estimate, not an ATC assignment.
Time · runway 18R/36L · airport-wide outlook · confidence · forecast wind · why
- Now1505Z · 9:05 AM CST·18R/36L: 36L in use·Current airport configuration (tower TFDM): arrivals 36L · 36R · departures 36L · 36R·stated·wind calm
- +1 h1605Z · 10:05 AM CST·18R/36L: 36L likely·airport-wide likely 36L then 36R·North flow·9 kt headwind, 5 kt crosswind·Low 50%·wind 330° at 10 kt·Why TAF forecast wind 330° at 10 kt favors northwest-facing runway ends: 9 kt headwind and 5 kt crosswind on 36L versus 9 kt headwind on 36R.|The airport is already using 36L and 36R (stated by the tower (TFDM)), so no change is needed.|No known runway closure prevents this configuration.|Confidence falls with forecast distance (+1 h).
- +2 h1705Z · 11:05 AM CST·18R/36L: 36L likely·airport-wide likely 36L then 36R·North flow·9 kt headwind, 5 kt crosswind·Low 47%·wind 330° at 10 kt·Why TAF forecast wind 330° at 10 kt favors northwest-facing runway ends: 9 kt headwind and 5 kt crosswind on 36L versus 9 kt headwind on 36R.|The airport is already using 36L and 36R (stated by the tower (TFDM)), so no change is needed.|No known runway closure prevents this configuration.|Confidence falls with forecast distance (+2 h).
- +3 h1805Z · 12:05 PM CST·18R/36L: 36L likely·airport-wide likely 36L then 36R·North flow·9 kt headwind, 5 kt crosswind·Low 44%·wind 330° at 10 kt·Why TAF forecast wind 330° at 10 kt favors northwest-facing runway ends: 9 kt headwind and 5 kt crosswind on 36L versus 9 kt headwind on 36R.|The airport is already using 36L and 36R (stated by the tower (TFDM)), so no change is needed.|No known runway closure prevents this configuration.|Confidence falls with forecast distance (+3 h).
- +6 h2105Z · 3:05 PM CST·18R/36L: 36L likely·airport-wide likely 36L then 36R·North flow·9 kt headwind, 5 kt crosswind·Low 35%·wind 330° at 10 kt·Why TAF forecast wind 330° at 10 kt favors northwest-facing runway ends: 9 kt headwind and 5 kt crosswind on 36L versus 9 kt headwind on 36R.|The airport is already using 36L and 36R (stated by the tower (TFDM)), so no change is needed.|No known runway closure prevents this configuration.|Confidence falls with forecast distance (+6 h).
- +12 h0305Z · 9:05 PM CST·18R/36L: 36L likely·airport-wide likely 36L then 36R·North flow·9 kt headwind, 5 kt crosswind·Low 20%·wind 330° at 10 kt·Why TAF forecast wind 330° at 10 kt favors northwest-facing runway ends: 9 kt headwind and 5 kt crosswind on 36L versus 9 kt headwind on 36R.|The airport is already using 36L and 36R (stated by the tower (TFDM)), so no change is needed.|No known runway closure prevents this configuration.|Confidence falls with forecast distance (+12 h).
ATIS Alerts Predicted Runway is an estimate from the TAF wind forecast, runway geometry (most headwind, crosswind penalised, tailwind over 5 kt avoided, longest runway breaks ties), the current stated configuration and any stated closures; recorded tower use since Sep 18, 2026 (720 h) is an input wherever a wind sector has 24 h on record. Each row lists its reasons; “no runway favored” is a genuine answer under variable or light wind, never replaced by a guess. It is not an ATC assignment and does not know about noise abatement or traffic flow unless the recorded history shows them. TAF issued 1127Z (5:27 AM CST).
Counts the tower's surface system expects per runway over the next two hours — the tower's plan, not an ATIS Alerts estimate and not an ATC assignment. A runway with zero expected demand is not in the plan for that period. During a runway change the plan can lag the configuration above for a few minutes (flights already assigned to the old runways stay counted there until reassigned).
- APREQ → KPHX (16 programs) · since 11/03 1359Z · until further notice · by ZAB — approval request — departures need a release time
- APREQ → KSDL/KDVT (15 programs) · since 11/03 1359Z · until further notice · by ZAB — approval request — departures need a release time
- APREQ → ATL · since 07/25 1908Z · until further notice · Other:Other:VOLUME — approval request — departures need a release time
- APREQ → AUS · since 07/25 1100Z · until further notice · Volume:Volume: — approval request — departures need a release time
Restrictions on departures from KAUStoward the named airports or fixes, as recorded by the tower's surface system; they change the departure flow, not the runway in use. Not an FAA product.
Runway 18R/36L equipment and lighting
What the FAA record lists for each end, annotated with current NOTAM and D-ATIS outages.
- Approach lighting
- MALSDEGRADED
- Visual glide slope
- PAPI (4-box, left side)
- Runway edge lighting
- HIRL (high intensity)
- Centerline lighting
- Not available
- Touchdown zone lighting
- Not available
- REIL
- Not available
- ILS
- ILS/DMEOUT OF SERVICE
- Localizer
- AvailableOUT OF SERVICE
- Glideslope
- AvailableOUT OF SERVICE
- DME
- AvailableOUT OF SERVICE
- Marker beacons
- Not available
- RVR
- touchdown, rolloutDEGRADED
- Runway markings
- Precision instrument
- Arresting system
- Not available
!FDC 6/2659 AUS IAP AUSTIN-BERGSTROM INTL, AUSTIN, TX. RNAV (GPS) Y RWY 18R, AMDT 3B... LNAV/VNAV DA 906/HAT 364 ALL CATS. FOR INOP ALS, INCREASE LNAV/VNAV ALL CATS VISIBILITY TO RVR 5500; AND LNAV CAT E VISIBILITY TO RVR 5500. EXCEPT WHEN ADVISED BY ATCT THAT THIS CRANE IS DOWN. TEMPORARY CRANES, 695 MSL, 2965FT SW OF RWY 18R (2026-ASW-4159-OE). 2610271225-2611251225EST
!AUS 10/129 AUS NAV ILS RWY 18R U/S 2610281350-2611062000EST
AUS NAV ILS RWY 18R LOC U/S
RWY 18R ILS OTS, PAPI RWY 18R, 18L, 36R, 36L OTS
!AUS 10/129 AUS NAV ILS RWY 18R U/S 2610281350-2611062000EST
AUS NAV ILS RWY 18R LOC U/S
RWY 18R ILS OTS, PAPI RWY 18R, 18L, 36R, 36L OTS
!AUS 10/129 AUS NAV ILS RWY 18R U/S 2610281350-2611062000EST
RWY 18R ILS OTS, PAPI RWY 18R, 18L, 36R, 36L OTS
!AUS 10/129 AUS NAV ILS RWY 18R U/S 2610281350-2611062000EST
RWY 18R ILS OTS, PAPI RWY 18R, 18L, 36R, 36L OTS
!FDC 6/2659 AUS IAP AUSTIN-BERGSTROM INTL, AUSTIN, TX. RNAV (GPS) Y RWY 18R, AMDT 3B... LNAV/VNAV DA 906/HAT 364 ALL CATS. FOR INOP ALS, INCREASE LNAV/VNAV ALL CATS VISIBILITY TO RVR 5500; AND LNAV CAT E VISIBILITY TO RVR 5500. EXCEPT WHEN ADVISED BY ATCT THAT THIS CRANE IS DOWN. TEMPORARY CRANES, 695 MSL, 2965FT SW OF RWY 18R (2026-ASW-4159-OE). 2610271225-2611251225EST
- Approach lighting
- MALS
- Visual glide slope
- PAPI (4-box, left side)
- Runway edge lighting
- HIRL (high intensity)
- Centerline lighting
- Not available
- Touchdown zone lighting
- Not available
- REIL
- Not available
- ILS
- ILS/DME
- Localizer
- Available
- Glideslope
- Available
- DME
- Available
- Marker beacons
- Not available
- RVR
- touchdown, rollout
- Runway markings
- Precision instrument
- Arresting system
- Not available
Source: FAA NASR 28-day subscription, cycle effective 2026-10-01 (equipment on record) · FAA NOTAMs via SWIM (live)and the current D-ATIS (outages). “Not available” means the FAA record lists no such equipment for the end; nothing here is inferred. An outage annotation is only ever a reading of the official text shown with it. Declared distances are not shown in this phase.
Land and hold short operations
LAHSO hold-short points and available landing distances on the FAA record, and whether the current D-ATIS reports LAHSO in effect.
No LAHSO hold-short point on the FAA record for this end.
No LAHSO hold-short point on the FAA record for this end.
The current D-ATIS does not state LAHSO in effect. Source: FAA NASR cycle 2026-10-01; D-ATIS text read by ATIS Alerts.
Frequencies for runway 18R/36L
Tower, ground, clearance, ATIS and approach frequencies from the FAA record, labelled by what they apply to.
| Service | Frequency | Applies to |
|---|---|---|
| Tower | 121.0 | Airport-wide |
| Tower | 281.5 | Airport-wide |
| Ground | 121.9 | Airport-wide |
| Ground | 348.6 | Airport-wide |
| Clearance delivery | 125.5 | Airport-wide |
| Clearance delivery | 263.0 | Airport-wide |
| D-ATIS | 124.4 | Airport-wide |
Show all frequencies (10 more: approach and departure sectors, secondary and other)
| Service | Frequency | Applies to |
|---|---|---|
| UNICOM | 122.95 | Airport-wide |
| Tower (secondary) | 118.225 | Airport-wide |
| Tower (secondary) | 254.25 | Airport-wide |
| Ground (secondary) | 121.7 | Airport-wide |
| Approach / departure | 119.0 | Sector: WEST |
| Approach / departure | 120.875 | Sector: SOUTH |
| Approach / departure | 127.225 | Sector: EAST |
| Approach / departure | 270.25 | Sector: SOUTH |
| Approach / departure | 317.65 | Sector: EAST |
| Approach / departure | 370.85 | Sector: WEST |
The FAA record does not sectorize KAUS's frequencies by runway; every row applies airport-wide. Source: FAA NASR FRQ, cycle 2026-10-01. Verify on the current chart supplement before use.
Runway 18R/36L overview
Physical characteristics from the FAA-derived runway record.
- Length
- 12,250 ft
- Width
- 150 ft
- Surface
- Concrete · Good condition
- Surface treatment
- Grooved
- Weight bearing (lb)
- S 120k · D 250k · 2D 550k · 2D/2D2 1120k
- PCN
- 1070
- Runway lights
- Lighted
- Airport elevation
- 541 ft
- Published FAA baseline
- Open
- Published NASR record; does not reflect temporary closures or restrictions. Current operational status is the card at the top of the page.
- True heading
- 179°
- Magnetic
- 175°
- Published FAA baseline
- Open
- Threshold elevation
- 541 ft
- TDZ elevation
- 542 ft
- Displaced threshold
- None on record
- Threshold crossing height
- 60 ft
- Visual glide path
- 3°
- Traffic pattern
- Right
- True heading
- 359°
- Magnetic
- 355°
- Published FAA baseline
- Open
- Threshold elevation
- 487 ft
- TDZ elevation
- 496 ft
- Displaced threshold
- None on record
- Threshold crossing height
- 60 ft
- Visual glide path
- 3°
- Traffic pattern
- Left
Runway 18R/36L numbers are magnetic; the stored geometry and every wind calculation on this page are TRUE north, so they never need a variation correction. Magnetic headings use the FAA's published variation for this airport, 4.0°E (2020), the same value printed on the FAA airport diagram. Surface condition, treatment, weight bearing, thresholds and traffic pattern are from the FAA NASR record (cycle 2026-10-01); lighting, ILS and LAHSO are in their own sections above. Declared distances are not shown in this phase.
Configuration history at KAUS
Observed runway usage: how often the tower's TFDM configuration listed each end, by window, flow, wind and time of day (the tower's own statement, via FAA SWIM).
- 7-day analysis: Ready
- 30-day analysis: Ready
- 90-day analysis: Collecting · 30 / 90 days
- 12-month analysis: Collecting · 30 / 365 days
Runway percentages are measured independently. Multiple runways can be active simultaneously, so totals may exceed 100%.
- Most-used arrival ends at the airport
- 36L (100%) · 36R (100%)
- Most-used departure ends
- 36L (100%) · 36R (100%)
Insufficient history for flow shares: 24 of the 48 hours of stated configuration needed have been recorded.
- Most-used arrival ends at the airport
- 36L (63%) · 36R (63%) · 18R (37%)
- Most-used departure ends
- 36L (63%) · 36R (63%) · 18R (37%)
- North flow63%(106 h)
- South flow37%(62 h)
- 64% · arrivals 36L · 36R · departures 36L · 36R(North flow)
- 36% · arrivals 18R · departures 18R(South flow)
- Most-used arrival ends at the airport
- 18R (63%) · 18L (40%) · 36L (37%)
- Most-used departure ends
- 18R (63%) · 18L (40%) · 36L (37%)
- South flow63%(453 h)
- North flow37%(267 h)
- 39% · arrivals 18L · 18R · departures 18L · 18R(South flow)
- 37% · arrivals 36L · 36R · departures 36L · 36R(North flow)
- 23% · arrivals 18R · departures 18R(South flow)
| Wind from | Hours | 18R arrivals | 36L arrivals | 18R departures | 36L departures |
|---|---|---|---|---|---|
| Calm / light (< 5 kt) | 720 | 63% | 37% | 63% | 37% |
Bars: share of each local hour in which an end of this runway was named for arrivals. Patterns are described, not explained.
Observed runway usage — 720 hours of tower TFDM runway configuration history collected · 3 distinct configurations observed · through Nov 3, 2026. Shares are the fraction of recorded hours in which the tower's TFDM configuration listed each end. Wind sectors use the wind reported when each configuration began. Nothing here is inferred from wind; the wind-favored analysis for KAUS is a separate module. 90-day, 12-month and seasonal views appear once the record is long enough.
Historical wind and crosswind on runway 18R/36L
20-year hourly climatology from the ASOS archive, computed per runway end.
From 174,897 hourly observations at KAUS (2005–2025), 141,508 with a steady wind direction (19.1% calm, variable or direction-less). One observation per clock hour; TRUE headings against TRUE wind.
Crosswind on runway 18R/36L (either end)
| Crosswind (kt) | Share of wind hours |
|---|---|
| 0–5 | 79.7% |
| 5–10 | 18.6% |
| 10–15 | 1.6% |
| 15–20 | 0.1% |
| 20–25 | 0% |
| 25+ | 0% |
Strongest-crosswind month on average: May; calmest: Jul. Percentiles are streaming approximations (t-digest), accurate to about 0.1 kt.
Runway 18R
Runway 36L
“Most wind-favored end” is meteorological analysis: the share of steady-wind hours (2005–2025) in which this end had the most headwind of every open runway end at KAUS. It does not mean ATC selected the runway that often (parallel ends with the same heading share the credit equally). Observed runway use, where available, is the configuration-history section above.
By wind direction
| Wind from | Share of wind hours | 18R favored | 36L favored | Mean crosswind | Crosswind > 15 kt |
|---|---|---|---|---|---|
| N 338–023° | 18% | 0% | 50% | 2.1 kt | 0% |
| NE 023–068° | 8% | 0% | 50% | 5.2 kt | 0.3% |
| E 068–113° | 6% | 30.8% | 19.2% | 5.7 kt | 0.5% |
| SE 113–158° | 14% | 50% | 0% | 5.1 kt | 0.2% |
| S 158–203° | 40% | 50% | 0% | 1.7 kt | 0% |
| SW 203–248° | 6% | 50% | 0% | 4 kt | 0% |
| W 248–293° | 3% | 23.2% | 26.8% | 4.8 kt | 1.2% |
| NW 293–338° | 5% | 0% | 50% | 5.2 kt | 0.6% |
By time of day (airport-local)
Seasonal runway conditions
| Month | Mean crosswind (kt) |
|---|---|
| Jan | 3.2 kt |
| Feb | 3.1 kt |
| Mar | 3.3 kt |
| Apr | 3.5 kt |
| May | 3.7 kt |
| Jun | 3.1 kt |
| Jul | 2.8 kt |
| Aug | 3.1 kt |
| Sep | 3.3 kt |
| Oct | 3.1 kt |
| Nov | 2.8 kt |
| Dec | 3.0 kt |
| Month | Prevailing | Mean wind | Gusty | Mean xw | xw > 10 | xw > 15 | xw > 20 | 18R tail > 5 | 36L tail > 5 | IFR | TS | Fog |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Jan | N | 7.1 kt | 13.8% | 3.2 kt | 1.6% | 0.2% | 0% | 39.5% | 24.7% | 11.8% | 0.32% | 12.5% |
| Feb | S | 8.2 kt | 17.3% | 3.1 kt | 1.3% | 0.2% | 0% | 38.7% | 33% | 13.7% | 0.26% | 14% |
| Mar | S | 8.2 kt | 20.5% | 3.3 kt | 2.2% | 0.2% | 0% | 26.2% | 45.6% | 10% | 0.83% | 11% |
| Apr | S | 8.3 kt | 21% | 3.5 kt | 2.2% | 0.1% | 0% | 21.4% | 49.5% | 7% | 1.39% | 8.4% |
| May | S | 8 kt | 18.3% | 3.7 kt | 2.4% | 0.2% | 0% | 15.3% | 54.1% | 5.1% | 2.26% | 6.7% |
| Jun | S | 7.3 kt | 15.6% | 3.1 kt | 1.6% | 0.1% | 0% | 6.3% | 60.5% | 2.5% | 1.23% | 3.3% |
| Jul | S | 6.7 kt | 13.2% | 2.8 kt | 1.5% | 0.1% | 0% | 4% | 60.6% | 3.2% | 0.98% | 3.1% |
| Aug | S | 6.2 kt | 12.2% | 3.1 kt | 1.8% | 0.3% | 0% | 8% | 50.4% | 1.9% | 0.86% | 2% |
| Sep | S | 5.5 kt | 8.9% | 3.3 kt | 1.9% | 0.1% | 0% | 23.9% | 28.3% | 4.2% | 0.95% | 4.6% |
| Oct | S | 6.1 kt | 12.1% | 3.1 kt | 1.4% | 0.1% | 0% | 26.1% | 33.9% | 5.9% | 0.66% | 6.1% |
| Nov | S | 6.6 kt | 13.3% | 2.8 kt | 0.7% | 0.1% | 0% | 31.6% | 33.2% | 7.8% | 0.26% | 8.7% |
| Dec | S | 6.8 kt | 12.2% | 3 kt | 1.6% | 0.2% | 0% | 33.6% | 28.2% | 11.8% | 0.31% | 13.8% |
IFR, thunderstorm (TS) and fog columns are airport-wide shares of hours; the crosswind and tailwind columns are specific to this runway. Prevailing = most common 45° wind sector among wind hours.
Runway 18R/36L closure history
Kept per source with its provenance: D-ATIS-observed, NOTAM-observed and the FAA published baseline are never merged.
- 18R reported closed on 3 calendar days (21 broadcasts; first seen 2026-10-06 12:35Z, last seen 2026-10-16 12:30Z)
- 36L reported closed on 3 calendar days (21 broadcasts; first seen 2026-10-06 12:35Z, last seen 2026-10-16 12:30Z)
Normalised status: closed on those days as stated in the broadcast text (shown verbatim in the live band above). History is incomplete until 30 days of coverage exist.
- 10/095 · airport closure (full) · runway airport-wideeffective 2026-10-22 05:00Z → 2026-10-26 21:00Z · first seen 2026-10-20 14:48Z · last seen 2026-10-20 14:49Z
!AUS 10/095 AUS AD AP CLSD TO GA ACFT EXC PPR SIGNATURE 512-530-5451 OR ATLANTIC 512-382-8810 OR MILLION AIR 737-208-1400 2610220500-2610262100
- 09/131 · closure (full) · runway 18R/36Leffective 2026-10-06 12:30Z → 2026-10-06 14:30Z · first seen 2026-09-30 22:41Z · last seen 2026-09-30 22:42Z
!AUS 09/131 AUS RWY 18R/36L CLSD 2610061230-2610061430
- 09/121 · closure (full) · runway 18R/36Leffective 2026-10-02 05:00Z → 2026-10-02 11:00Z · first seen 2026-09-29 02:53Z · last seen 2026-09-29 02:54Z
!AUS 09/121 AUS RWY 18R/36L CLSD 2610020500-2610021100
Runway 18R/36L: Open on the published record — a baseline that does not reflect temporary closures or restrictions, not the current operational status.
Recent pilot reports involving runway 18R/36L
Official PIREPs that name this runway explicitly, past 6 hours.
No pilot report in the last 6 hours names runway 18R/36L at KAUS explicitly. Reports near the airport that do not name a runway are on the airport page.
Instrument approaches to runway 18R/36L
From the FAA d-TPP, linked to the official plates.
Runway 18R
- ILSILS OR LOC RWY 18R ↗precision
- RNAV (GPS)RNAV (GPS) Y RWY 18R ↗
- RNAV (RNP)RNAV (RNP) Z RWY 18R ↗
Runway 36L
- ILSILS OR LOC RWY 36L ↗precision
- RNAV (GPS)RNAV (GPS) Y RWY 36L ↗
- RNAV (RNP)RNAV (RNP) Z RWY 36L ↗
11 departure procedures · 7 STARs · FAA hot spots page ↗ · FAA d-TPP cycle 2611. Plates open on aeronav.faa.gov (public domain); ATIS Alerts does not reproduce charts or minimums.
Methodology and sources
Short version below; the full write-up is at Runway Intelligence methodology, and every launched airport is listed on the Runway Intelligence hub.
- Active runwayscome first from the tower's TFDM (Terminal Flight Data Manager) airport configuration, received as structured data through the FAA SWIM Cloud Distribution Service at towers that have it (KAUS does); otherwise from the airport's D-ATIS text (community relay of the FAA broadcast) with an open, tested parser, and the broadcast text is always shown. Every change is recorded, so “recorded use” is what the facility stated, never an inference. ATIS Alerts is not an FAA product and this is not FAA data; SWIM content is for non-operational use.
- Flowis the compass direction of the stated arrival ends (eight sectors, named only when every arrival end points within 30° of the others and clear of a sector edge); a tower's own configuration name is used when it carries a direction word. Stored separately from the runway sets.
- Equipment, LAHSO and frequencies come from the FAA NASR 28-day subscription (cycle 2026-10-01): approach lights, visual glide slope, edge / centerline / touchdown-zone lights, REIL, ILS components with FAA status, RVR, markings, LAHSO hold-short points and available landing distances, and facility frequencies with their published sectorization. Outage annotations are readings of the NOTAM or D-ATIS text shown beside them. Blank FAA fields read “Not available”.
- Wind components use the current METAR (aviationweather.gov) against TRUE runway headings from the OurAirports/FAA runway record.
- Runway visual range, tower demand and traffic-management restrictions come from FAA SWIM: STDDS Airport Data (RVR and light settings, about 130 airports) and TFDM (15-minute runway demand, APREQ/MIT restrictions). Each block is stamped with its own time; none of it is an FAA product or a clearance.
- Predicted runway scores each open end from the TAF wind (headwind, crosswind penalty, tailwind avoidance, longest-runway tie-break), excludes stated closures, and — once a wind sector has 24 h of recorded use — adjusts confidence by what the facility did under similar wind; every row lists its reasons. It does not model noise abatement or flow programs beyond what the record shows.
- History thresholds: usage shares need 12 / 48 / 168 recorded hours for the 24-hour / 7-day / 30-day windows; a wind sector needs 24 h and 5 days; time-of-day needs 7 days and 20 h per daypart; flow shares need 48 h. Below a bar the module says so instead of showing a percentage.
- Climatology: Iowa Environmental Mesonet ASOS archive, one observation per hour, 45° wind sectors, percentiles via t-digest; runway geometry is today's record applied to all years. Methodology v1.
- PIREPs: official reports from aviationweather.gov are attached only when the text names this runway and the report is tied to KAUS by identifier or by position within 15 NM. Approaches: FAA d-TPP metafile, current charting cycle; plates link to aeronav.faa.gov. No minimums are reproduced.
- Data freshness: METAR and D-ATIS refresh every minute on this page; the D-ATIS recorder ran 5 min ago; the tower TFDM feed last delivered 9 min ago; usage rollups every 3 h; climatology through 2025-12-31.
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Other runways at KAUS
Tools for this runway
Active runway - past 30 days
Share of stated hours each end was named for arrivals at KAUS. From the tower TFDM configuration, not wind. Shares are measured independently, so parallels active together can each read 100%.
- 18R63%dep 63%
- 18L40%dep 40%
- 36L37%dep 37%
- 36R37%dep 37%
30.0 days of stated configuration on record · 8 configuration changes · 3 distinct configurations.
KAUS airport diagram
Official FAA taxiway and runway layout. Tap to zoom.
Official FAA airport diagram · d-TPP cycle 2611 · Not for navigation. Download the official FAA PDF ↗
⚠️ ATIS Alerts provides informational runway analysis based on available weather, the tower's TFDM configuration and NOTAMs received through FAA SWIM, D-ATIS text, FAA data and historical observations. Active runways shown here are what the tower or its D-ATIS stated and may lag or be misread; NOTAM coverage is not complete; predicted runways are an ATIS Alerts estimate, not an ATC assignment; equipment states are readings of the official text shown with them. Not an FAA product. Not for operational use. Always verify with official FAA-approved preflight weather sources before flight.