Not sure we all agree that Faro has nothing wrong with it. Too many of us have had to give up and divert to Seville after fruitless holding when the weather has been less than gorgeous sunshine.
Even after all the recent runway approach area works, they still don't have the precison ILS approach working. In less-than-good weather we have to bumble along in our huge lumbering jets guided by a VOR, working out when and how much to descend and turn. That's just as bad as most of Greece. Not that VOR approaches are beyond us, specially with all the super kit in the modern jets, but the realistically higher minima mean that when the visibility goes down we have to go round and divert. Seem to remember one of the approaches requires about 2000 metres visibility, and that isn't always available in early autumn mornings. Either way, non-precision approaches are not as easy or safe as precision ones, and it is time this was sorted.
Then there is the controller overload problem. It doesn't take long, with Saturday traffic holding for cloud-break instrument approaches, for the approach controller to become out of his depth. They do a brilliant job, but when there are just too many aircraft with all-too-similar callsigns and a foreign language (english) to boot, you can end up on 119.4 knowing he meant you but calling you someone else. Dangerous.
Actually, it doesn't take long even on a sunny Saturday for the approach sequencing to get out of hand. The 10 runway has no rapid exits. Worse, there is a big rubbery patch just in front of the left-angle penultimate exit, where everyone has been braking furiously to try to get off the runway in time for the next guy - even NOTAMed as being slippery when wet .. Go-arounds for runway occupancy are not unknown.
Let's not hide the unpleasant bits, even if it usually is a delight to go there and run in for rw10 with that brilliant view of Millionaires' Row beach from Vilamoura into Faro on finals.