PUS Busan

How deep the PUS board really is

The table above says where a courier can fly from PUS. This reads the same 48 destinations back for the questions a dispatcher asks second: how much of the board rests on one airline, how much of it runs less than daily, whether the return leg is as thick as the outbound, what the clock here does to a Gulf working day and which of the destinations shut at night, all of it computed on 2026-09-07 from AeroDataBox scheduled route statistics.

• 20of the 48 destinations are flown by one airline
• 18destinations run less than once a day
• 10destinations have four or more departures a day
• 54.2%of the destinations name Air Busan, the largest presence here

Who holds the departures at PUS

21 airlines appear on the PUS board and they do not hold it evenly. Air Busan is on 26 of the 48 destinations, 54.2 per cent of them, and on 9 of those it is the only airline flying the sector. The destinations it appears on carry 137.4 of the 175 departures a day this airport files, though other airlines fly some of the same sectors, so read that as reach rather than as a share of the aircraft.

The next largest presence is Jin Air on 18 destinations. 11 of the 21 airlines at PUS appear on a single destination each, which is the long tail every airport carries, and none of it is a rebooking option when the sector you need is the one that fell over.

An airport held this tightly is quick to book and slow to recover: with 26 of the 48 destinations on one airline, the second aircraft on a PUS sector is usually another Air Busan aircraft, and when there is not one the desk is looking at another airport rather than another airline. That is why the alternate airports listed above matter more at PUS than the destination count does.

How much of the PUS board is daily

Of the 48 destinations, 30 are flown at least once a day and 18 are not, 1 of them running once a week or less. The median destination on the PUS board is flown about once a day.

An average of 0.14 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: PUS to Hohhot (HET) is about one a week, so a missed departure there is not a delay of hours, it is the next slot.

The five busiest destinations carry 97 of the 175 departures a day, 55.4 per cent of the whole board. More than half of everything that leaves PUS is aimed at those five places, so the depth on the board above is thinner than the destination count suggests, and a hand carry that is not going to one of them is planned around a single departure time.

Destination	Country	The only airline on it	Flights a week	km	Routing
Hohhot HET	China	Air Busan	1	1,623	plan this
Almaty ALA	Kazakhstan	EASTAR JET	2	4,485	the pair page
Chengdu TFU	China	Air Busan	2	2,348	the pair page
Guangzhou CAN	China	Air Busan	2	2,000	plan this
Shenyang SHE	China	China Southern Airlines	2	861	plan this
Shijiazhuang SJW	China	Jeju Air	2	1,314	plan this
Xianyang XIY	China	Air Busan	2	1,841	the pair page
Chiangmai CNX	Thailand	EASTAR JET	3	3,465	the pair page
Makinohara / Shimada FSZ	Japan	Air Busan	3	843	plan this
Shimojishima SHI	Japan	Jin Air	3	1,207	plan this

The ten destinations out of PUS where one airline holds the sector and files fewer than seven departures a week, with the weekly figure taken as the average daily rate multiplied by seven rather than as a fixed timetable. 8 further destinations sit in the same position and are listed in the board above.

The way back from PUS

The desk holds the return direction for 31 of the 48 destinations, and a courier plans the way back on those figures rather than on the outbound. On three of them the return into PUS runs thinner than the outbound by more than a quarter. The widest gaps are Chengdu (TFU) at 0.29 out a day against 0.14 back, Guangzhou (CAN) at 0.29 out a day against 0.14 back and Hangzhou (HGH) at 0.71 out a day against 0.43 back.

It runs the other way as well: Xianyang (XIY) files 0.43 a day back into PUS against 0.29 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at PUS

PUS keeps Asia/Seoul time, five hours ahead of Dubai all year.

When it is 09:00 on a Dubai working morning it is 14:00 at PUS, so a nine to six day at each end overlaps for four hours. A customs question raised in the last five hours of the Dubai afternoon reaches nobody at PUS until the next morning, which is the practical limit on a same day instruction here.

The night at PUS

1 of the destinations from here carry a documented night restriction of their own, which is a departure time question at this end rather than an arrival problem at the other.

Into Tokyo (NRT) the door shuts at 23:00 local, so the last departure from PUS that lands inside it leaves around 21:10, on a modelled block of 1h 50m. Those one departure times out of PUS are worked backwards from the published window with the block time model this site uses everywhere, 720 to 880 km an hour by sector length with thirty minutes on the ground, so they are arithmetic rather than a timetable and the desk checks the published departure before it promises the landing.

Where PUS turns up on the rest of this site

The airport also sits behind the South Korea country desk, which sets out the customs practice, the working week and the road legs behind this airport.

The site publishes 26 airport pair pages that start or end at PUS, each with the distance, the block time, the carriers on the sector and a door to door clock. The busiest are Busan to Jeju City (CJU), Busan to Taipei (TPE) and Busan to Fukuoka (FUK).

14 courier postings name PUS as the airport a courier here flies from: Busan, Daegu and Ulsan.

To price a movement rather than read the board, the route calculator opens with PUS already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 48 destinations above.