Aviation Specials – May 2018

FUNCHAL

30 // Extreme Airports

At Jet2.com, the training includes one

session fl ying and another acting as fi rst

offi cer. This amounts to some four hours

in the simulator with a current Funchal-

trained Type Rating Instructor (TRI) or

Examiner (TRE). These requirements apply

only to captains, who usually occupy each

seat during the session and swap halfway

through to share the pilot-fl ying and pilot-

monitoring roles. The course is rounded

out with a check fl ight into the airport,

which must be carried out with a Funchal-

current Line Trainer (LT), or a TRI or TRE,

si ing in the left-hand seat.

Runways 05 and 23 are both designated

captain-only for approaches and landings.

The other pilot on the fl ight deck monitors

the fl ying and the path of the aircraft,

while providing continuous updates on

the winds and cross-checking the engine

instrumentation. First offi cers don’t have

to complete the simulator sessions, but

they must sit an exam on the company

intranet instead.

Approach

Captain Collins refl ects that on a clear

day the approach to FNC is one of the

more beautiful we fl y. The fi rst glimpse

we get is usually of a cloud hanging over

the peaks, which is especially noticeable

when there aren’t any build-ups

elsewhere. But the most picturesque

days are when there isn’t a cloud in the

sky and the sea is like a mirror.

Even before we get near to the airport,

the minimum safe altitudes (the levels

below which we cannot descend unless

we are on the approach track, or are being

vectored by a radar control, or are visual

with the surface) are noteworthy. We

cannot drop below 8,200ft to the west of

the island, or go below 3,500ft to the east.

The Funchal Approach controller

provides us with heading guidance, and

the inbound tracks are usually the same

initially, irrespective of the direction in

which we are going to land. The similarity

ends at the FUNCHAL (FUN) VOR

navigation beacon 3.9nm (7.2km) from the

airfi eld. If we are inbound to Runway 23

we cross it at 1,300ft, which is our descent

minima for the approach and the point

where we must decide whether to land or

go around. If the decision is to continue,

we get a beautiful view of the eastern

shoreline all the way to touchdown. From

the VOR we initially turn right toward

the high ground but must not cross the

extended runway centreline. A 236o

track is ideal and keeps us from fl ying

too close to the mountainous cliff s and

a radio mast. This visual segment of the

approach is generally fl own by hand, and

when it’s done correctly is not too diffi cult.

We line up with the centreline as we get

closer, typically at the foot of the valley

near Machico, and this is where we are

likely to have our fi rst encounter with

the wind that tends to funnel down and

disturb our approach. There can also be

turbulence around the touchdown zone

above the stilts. Gusts come around the

pillars, causing wings to drop and rise in

succession, but this doesn’t have a serious

impact on the landing performance.

Signifi cant downdrafts are also possible

near the threshold, the eff ects of which can

easily be countered by roll and maintaining

ABOVE: The

northeastern end

of Runway 05 was

built on stilts.

Backtracking

is necessary to

reach the apron.

(AirTeamImages.

com / Rui Alves)

ABOVE: The

approach

plates illustrate

the inbound

tracks from the

FUNCHAL VOR.

(NAV Portugal)

28-33_Funchal.indd 30 11/05/2018 15:24