Recency The commander must have carried out at least one takeoff and one landing at Madeira within the past 6 Months, or carry out the approved simulator training.
Overview Madeira is a small group of islands forming an autonomous region of Portugal, which lies some 520nm SW of Lisbon and 250nm N of The Canary Islands. Madeira Island and Porto Santo are the only inhabited islands in the group, both have airports: FNC/LPMA and PXO/LPPS respectively. Madeira airport is on a narrow plateau on the east coast of Madeira Island. The main town of Funchal is approximately 7nm to the south along the coast. Parts of the runway are built on a man made platform, and there is a large retaining wall / embankment along the NW boundary of the airport. Aircraft using the airport are predominantly Airbus 320 / Boeing 737 types although larger a/c are also accommodated. There are also a few light a/c and a sightseeing helicopter.
Terrain The Island is mountainous, with the highest peak of 6110ft within 9nm NW of the airport. The ground rises rapidly immediately to the NW of the runway and final approach paths. The high ground reaches over 2500ft within 3nm. High ground and obstacles result in a curved approach path to RWY 05 and an offset final approach to RWY 23. The landscape can create turbulence and windshear close to the airport.
Air Traffic Control The airport is situated inside class C airspace controlled by Madeira Approach based at FNC, with radar coverage provided by an aerial sited on the island of Porto Santo. Madeira TWR has access to the radar display for monitoring purposes only. A radar minimum altitudes chart is provided by Jeppesen. Radar vectoring is usually only used to resolve conflict. Aircraft are normally expected to self-position to final using the standard approach procedures.
Arrival STARs maybe shortened by ATC with the use of "Direct To" RNAV waypoints. ATC will normally plan to separate a/c laterally during arrival to allow a/c time to carry out the final approach and possible backtrack of the RWY without causing delay to the following a/c. Due to traffic, ATC may occasionally request a higher speed than 250kts below FL100 and an initial speed of 220kts during the arrival phase. Speed control is unlikely to be used beyond the IAF ABUSU.
Approach All instrument approaches are via the 'FUN' VOR/DME or the MAD NDB both situated on a peninsula approximately 4nm NE of the airport. All landings must be in visual conditions with minimum visibility of 5000m (RWY 05) and 7000m (RWY 23). Initial and intermediate approach procedures must be flown at the configuration and speeds stated below. Use of managed speed is also recommended. If unable to land within the TDZ; a go around must be performed.
RWY 23 Arrive at ABUSU in the landing configuration.
Straight-in approaches are not allowed to RWY 23 direct from the VOR due to terrain NW of the 237deg radial. There is a cliff up to 1129ft at 1nm final. At night, the hills to the right may be confused with mist. A/C should be positioned slightly left of the 237deg radial keeping the terrain in sight, until, with TDZ and PAPI in sight, a line up for the runway is required. A similar approach should be flown after the NDB, initially keeping left of the 236deg bearing.
CAUTION: Do not deviate to the right of the extended centreline to RWY 23.
CAUTION: Moderate or strong southeast wind can give rise to a vortex bubble at the RWY threshold causing sudden uncommanded roll/speed loss/altitude loss! The runway has a 1% down slope for a significant portion of the landing roll. The RWY23 touchdown zone is out of sight of the TWR.
RWY 05 Visual approach to RWY 05 is carried out with a circling procedure. Arrive at ABUSU with gear down and flap 3 selected. In good weather conditions the configuration may be amended such that a minimum of Config 1 and S speed is achieved by ABUSU. In this case the landing configuration should be selected at 6DME. If visual prior to reaching MDA, maintain 1140ft downwind as recommended on the visual approach chart.
NOTE: The recommended speed of 190kts shown on the chart at MAPt is not mandatory. EFIS Rose Nav is recommended when downwind for 05. Fly standard speed for circling downwind at this point. The distances given after the MAPt are for information only. At 6d select the landing configuration and begin the turn towards GELO. GELO can be identified by large white banana packing sheds on the coast. The a/c should be turned to line up with the curved Sequenced Lead-In Flashing Lights (LDIN) on the coast between GELO and ROSARIO.
Balked Landing At 100ft aal turn to the south east to avoid the coastline and join the missed approach procedure.
CAUTION: Do not deviate to the left of the LDIN or the extended centreline to RWY 05. It may be advisable to keep the lead-in lights slightly to the left of the aircraft track to avoid overshoot. The extended centreline will be established at approximately 1nm final. The PAPI lights are offset at 5deg from the extended centreline.
Departure A takeoff alternate is required for all departures. Intersection take-offs are not permitted. Takeoff should be made using full thrust. An early turn is required on all departures, this should be initiated at MINIMUM of 100ft or at the runway end, whichever comes first, this equates to a MIMIMUM of 300ft QNH for RWY 05 & 250ft QNH RWY 23.
SIDs are usually RNAV procedures, although radar headings may also be given to ensure separation from arrivals.
Special Considerations
Planning During FMGC data entry track mile differences may exist from the RWY 05 MAPT to touch down. The OFP fuel and track data accurately reflect the operational requirements from the MAPT. Normally the OFP will select the fuel alternate, Porto Santo (PXO, 30nm to the NE). In good weather conditions PXO is a suitable fuel alternate, but has limited parking facilities. Therefore when forecast weather conditions at FNC indicate a high probability of a diversion; consider planning a more suitable commercial alternate on the OFP. When en-route; monitor the actual weather conditions at FNC and other OFP alternates as early as possible. If PXO is the planned OFP alternate, and reported conditions indicate potential multiple diversions; commanders should give consideration to an en-route diversion (FAO or LIS), rather than continuing to destination due to the limited options available at PXO. Due to limitations regarding approach clearance, holding prior to approach can be expected even in good weather conditions. Plan arrival fuel appropriately.
Windshear and turbulence The high ground close to the runway often generates, wind variation and turbulence. Severe low altitude windshear conditions and /or micro bursts are also likely. There are four anemometers sited around the airport, ROSARIO, TDZ RWY 05, Mid-point, TDZ RWY 23. The wind velocity advised by ATC is calculated on the basis of a two minute mean wind. The wind velocity given on final includes the anemometer name. The mid-point wind is given with the take-off clearance.
NOTE: There are wind/gust limitations for landing and take-off. Compliance with these limitations is mandatory. Although not enforced by ATC, they will report any breach of the limits. Diversions due to winds outside of these limits are recorded as occurring on approx 10 days pa. Read the information provided in the Jeppesen Airport Briefing pages regarding wind/turbulence. Inform ATC of actual conditions experienced if significant.
CAUTION: Do not sink below the 3deg PAPI approach path on final. Expect down or updrafts close to the RWY thresholds. Birds in the vicinity of the airport.
EGPWS
CAUTION: On approach to 05, unavoidable EGPWS terrain cautions/warnings may be expected approaching GELO, and between GELO and ROSARIO.
Ground Facilities Follow-me vehicles are used for all arrivals. Breakaway areas are provided at both ends of the apron for engine starting after pushback. Backtracking is required for departure. Takeoff run available includes a paved area prior to the RWY threshold.
Weather Madeira has a warm sub-tropical climate. The summer months are usually dry, with the wettest months being from October to March. Rain and low cloud may cause reduced visibility. Thunderstorms are relatively infrequent, and fog is generally rare. During N and NE wind, low cloud may form to the NE of the airport. This cloud often disperses as the approach is continued downwind with the airport often being clear of cloud. Due to the proximity of the runway in relation to mountainous terrain on the island, moderate or severe turbulence is the most significant weather factor in operating to the airport. (See 'Special Considerations').
Temperature statistics (degrees C)
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Highest recorded 22 25 31 26 28 32 35 32 37 27 26 23
Average Max. 17 17 18 18 20 22 23 25 24 22 20 18
Average Min. 14 13 14 14 15 17 19 20 20 18 16 15
Lowest recorded 10 7 7 10 8 12 12 17 13 12 11 8