FUNCHAL / MADEIRA 🇵🇹 (FNC) | Very rare Airbus takeoff + departure from runway 23 | Pilots + Cockpit

[@MKnife]

Our family visited friends in Madeira back in 1989 on dads 65th birthday. I remember the departure back to Finland very clearly, as it was quite exciting. This was before the second extension with the bridge, so the takeoff from runway 06 as it was called then was done with all the power ever and with limited fuel. The plane had to land in Lisbon for extra fuel to make it back to Helsinki.

[@ApproachandDepartureVideos]

Thanks for watching and for sharing your personal experience! It is great that they extended the runway. The challenging winds are still there, but we never have a performance problem or need to do a refueling stop in between because of the runway length.

[@nathalieverbeken1365]

As a member of the Madeira Airport Spotting channel, I'm delighted to find this video. Your departure probably featured on their live stream! Very interesting to see the pushback and take-off from cockpit angle. Another excellent video - vielen Dank!

[@ApproachandDepartureVideos]

Thank you! Danke schön! Maybe in the future I can make a video with inside views from me and outside views from the Madeira Airport Spotting channel of a Funchal landing or takeoff. This would be a nice thing.

[@nathalieverbeken1365]

@@ApproachandDepartureVideos Yes, that would be great! 😄

[@usurpareltrono]

Thanks for another superb video, Captain. Have a great weekend! Danke!

[@ApproachandDepartureVideos]

Thank you very much for watching and for your support of the channel as a member! Have a nice day!

[@yorkshirebiker]

Thank you Stefan, this is one of my favourite airports and very nice to see a take-off from the cockpit 🙂 Many thanks for your consistently great videos 🤩

[@ApproachandDepartureVideos]

Thank you so much for watching and for your good feedback! Have a nice day!

[@jonathanparry9505]

Lovely work thank you for sharing

[@ApproachandDepartureVideos]

Thanks for watching and your good feedback!

[@alexpotter5458]

Thank you.

[@ApproachandDepartureVideos]

Thanks for watching and your important support of the channel as a member! Have a nice day!

[@johnmilner0859]

Thoroughly enjoy all your videos. 👏👏👏

[@ApproachandDepartureVideos]

Thank you very much for watching my videos and the great feedback!

[@sawyerhja]

Very professional, as always. A question: obviously punctuality is important. Do you have any flexibility to increase speed, at the expense of extra fuel, in order to make up time?

[@ApproachandDepartureVideos]

First of all: Thank you very much for supporting the channel as a member! This helps to keep the channel alive! The good thing is that the schedules are usually preplanned with some margin to enable still an on time operation even with a few minutes ATC delay or so. My very personal observation is that most of the flights arrive on time or before the scheduled arrival time. We may fly faster than planned if needed. Reasons may be for example the upcoming night curfew of the destination airport or passengers with connecting flights or duty time limits of crew members. We usually do this after consultation with our operations control center.

[@scotty523]

At my airline, we use variable cost index. For Airbus we use 10 to 80, 10 for low speed/early and 80 for higher speed when late any reason (winds/ATC).

[@alippay2]

Thank you for another great upload. I really enjoy data and overview provided. Just a question, what was your final cruise level?

[@ApproachandDepartureVideos]

Thank you very much for being a supporting member of the channel! We first climbed to FL 360 and continued to FL380 as final cruise level after a while.

[@tiziostanco]

Very interesting video, one of the most challenging airports.

[@ApproachandDepartureVideos]

Thank you very much for watching and for your support of the channel as a member! Have a great day!

[@godfreyduncan7783]

Fabulous as always captain, 🛫

[@ApproachandDepartureVideos]

Thanks for your kind words!

[@sweiv]

Amazing as always! THAKS A LOOOT

[@ApproachandDepartureVideos]

Thank you very much! Have a nice day!

[@luo3094]

Thanks captain for another great video. Could you please sometime on occasion explain departure procedure climb gradient and calculating the rate of climb.

[@dipchakraborty1017]

Nice approach Captain sir ....... waiting for your video every week..... Salute Captain sir😍❤👨‍✈🛫

[@ApproachandDepartureVideos]

Thanks for being a regular viewer and for sharing your good feedback!

[@lesivs]

I seem to recall in the 1970s that 737-200s had to depart with full thrust and refuel at Porto Santo. Certainly for flights to northern England as the 200 didn’t quite have the range and the original runway was shorter than ideal!

[@ApproachandDepartureVideos]

The original runway was very short. Also for landings it was not good. Due to the wind situation at Madeira, you may want to have some extra speed which needs a longer landing distance. This was impossible with the old runway. Now, with the extended runway, it is no problem anymore.

[@shelleysflyingdreams]

Another excellent video. 😊

[@ApproachandDepartureVideos]

Thank you very much!

[@xmoritz06]

Amazing video as always! Thank you for sharing! 🤩Question: You usually always have a TOBT slot, right? If I've understood correctly, did you get an extra TTOT that hadn't yet been reached during line-up, which is why you had to wait a little longer or do you always have a TTOT that directly includes the TOBT?

[@ApproachandDepartureVideos]

Thanks for watching and for your support of the channel as a member! TOBT times are related to CDM airports, which are usually the big airports in Europe. Here we filed a flightplan with an EOBT (estimated offblock time) and as a result we got a CTOT (calculated takeoff time). This is commonly also known as an ATC slot. Reason for the slot was the ATC staffing or capacity somewhere on our routing or in the approach area to Dusseldorf. We had to wait for a minute or two on the runway until the beginning of our slot.

[@skoodledoo]

Another great video Captain. Is there company specific rule for when to put autopilot on after departure, or is it at your discretion?

[@ApproachandDepartureVideos]

It is the decision of the pilot flying when to switch the autopilot on.

[@skoodledoo]

@@ApproachandDepartureVideos thought so but wasn't sure. Appreciate the reply. Keep up the great flying Captain!

[@arielberardi2001]

Lovely video! I really appreciate the detailed information and really nice view we get of your flights! Question: why the Autopilot was turned on at 6000 and not before, what is the criteria for it? Cheers

[@ApproachandDepartureVideos]

Thanks for watching and your good feedback! We have to wait until 5 seconds after takeoff and the autopilot shall be on in the upper (RVSM) airspace. Outside of this areas, we can switch on the autopilot whenever we want to do it. Some pilots do it earlier and others later. Usually it happens somewhere between 1000 and 10000 feet.

[@clairegrube429]

Your videos are KZbin "gold". Keep up the good work, really appreciate the content. One question: It seems the off-block time (?) is always a hot topic with the ramp agent. You often ague to put some minutes of the delay on various reasons, sometimes you even split it on different reasons (e.g. late incoming aircraft and ATC). Why is this so relevant? Is this fro statistical reasons? Who has the final saying on the time and reasons for delay? These conversations are new to me although I watch cockpit videos for many years now...

[@ApproachandDepartureVideos]

Thanks for watching and your great feedback! To enable an on time operation it is very important to keep track of delay reasons. We always want to fly on time and if there are things we can improve, we will do it. The final delay codes shall reflect exactly what caused the delay. For example: If the loading is finished 3 minutes too late and in addition the fuel truck arrives too late and adds another few minutes of delay, both are responsible for a part of the delay. The airline uses the codes and times to identify local delay reasons and works with the local handling, fueling and airport companies to eliminate future delays. For example, if the loading would be always finished too late, more loading stuff may be hired. The delay codes are transmitted by the local handling company. But they shall confirm the codes with us on the flight deck. After takeoff, we get the final delay message transmitted to the cockpit via datalink. If we do not agree, we can transmit in addition our view of the situation.

[@clairegrube429]

@@ApproachandDepartureVideos Thank you very much for the detailed explanation! I suspected a system like that, but always wondered why you have so much trust in the ground handling company to transmit the correct reasons as there might be some incentive for them to "cheat" if they are responible for a delay. With your explanation about the datalink confirmation this makes more sense to me now.

[@tango6nf477]

Saturday is always looked forward to so thank you for another great video. I have a little question, take offs and landings at Funchal must always be performed by the Captain, is this because the runway is short (it seems to be compared with others), or perhaps something to do with the weather?

[@PilotA350]

Its not due the runway length, which is quite average with 2780m. Madeira is a CAT C airport due to its (sometimes) demanding wind situation. This is due to the topography with the rather high mountains on one and the sea on the other hand which can lead to rapid wind variations, turbulance on short final and severe low altitude windshear. It's not only that you have to be a captain to fly there, but you need a special license which is based on simulator training (and sometimes additional line training, depending on the airline) and which requires you to regularly fly there in order to maintain your license.

[@tango6nf477]

@@PilotA350 Thank you for taking the time to explain this for me.

[@ApproachandDepartureVideos]

Thank you so much for being a supporting member of the channel! This really helps to keep the channel running! The question has already been answered. The wind can be very special during an approach or a departure at Funchal airport. The Portuguese aviation authority requires that only experienced captains are allowed to land and takeoff at the airport after an extensive simulator training. The airlines usually add an introduction flight as an observer or with a training captain to the island. Also, the captains are required to fly to Funchal on a regular basis to keep the approval valid.

[@marioschmitz4875]

Ein schönes Video vom Abflug vom Christiano Ronaldo Flughafen Funchal Madeira dieses Abflug erinnert mich an den legendären Flughafen Hongkong Kai Tak es ist sehr ähnlich bitte machen Sie so weiter Lieben Dank

[@ApproachandDepartureVideos]

Vielen Dank fürs Anschauen und das gute Feedback! Noch mehr an Kai Tak erinnert mich immer unser Anflug zur Landebahn 09 auf der Insel Samos in Griechenland. Hier ist der LInk: kzbin.info/www/bejne/j6mli6eZfdFja5o Einen schönen Tag noch!

[@kwasisb5390]

Sometimes I see the pilots adjust heading and altitude with the heading and alt modes on the panel after takeoff though the auto pilot hasn't been set yet, i also saw it in this video, does it mean the pilots can still manually make some minor adjustments though the headings are used then when autopilot is set they can stop the manual inputs or adjustments?

[@ApproachandDepartureVideos]

As long as the autopilot is off, the pilots can steer the airplane to the right or left or even up and down. Usually they follow the flight directors or switch them off and fly in accordance to the visual references if it is a visual approach or departure.

[@kwasisb5390]

@@ApproachandDepartureVideos oh I see, thanks

[@s4rf_]

Amazing video as always, would it be possible to create another full flight video, I love that one so much. It’s so informative for someone who wants to become a pilot in the future like me !!!

[@ApproachandDepartureVideos]

Thanks for watching, your good feedback and your request! Yes, I would love to produce and publish another full flight video. Due to technical video and audio limitations, full flight videos are much more complicated to produce than other videos. It may take a while. But I am sure that I will be able to produce and publish another one. Please stay tuned and have a nice day!

[@halesworth01]

As always Sir, loving your video's especially Funchal! My I ask, next time you do a Malaga (LEMG) can you do a fresh video of this landing please? I know you have some earlier video's, but a new one would be great! Thank you Sir.

[@ApproachandDepartureVideos]

Thanks for your good feedback! Please stay tuned for a new Malaga video! Have a nice day!

[@stephan-1968]

Im Film wurde einmal der Hinweis gemacht, dass der An- und Abflug nur durch den Captain durchgeführt werden darf. Hat der Copilot nie die Möglichkeit, den An-oder Abflug durchzuführen da er zuwenig Erfahrung hat. Oder wie begründet sich diese Massnahme ? Ansonsten wieder ein tolles Video. Ich schaue sie sehr gerne an.

[@ApproachandDepartureVideos]

Vielen Dank fürs Anschauen und das gute Feedback! Die portugiesische Luftfahrtbehörde schreibt vor, dass in Funchal nur ein erfahrener Kapitän starten und landen darf. Vorher muss er oder sie ein Simulatortraining dafür machen und anschließend regelmäßig dort hinfliegen. Die Behörde begründet diese Maßnahme nicht. Allerdings liegt es auf der Hand, dass der Grund im bergischen Umfeld der Runway liegt. Dadurch entstehen extrem variable Winde, die man von "normalen" Flughäfen so nicht kennt.

[@mlvp]

Nice video Capt, just a question - how would switching of controls be done when AP is on? Example if the captain had enabled AP1 after take off, and then FO has to land at destination, does the captain transfer the AP1 to the FO's side/AP2 midway of the flight too? Hello from SIN/WSSS.

[@PilotA350]

Yes, at least i know that other carriers who are flying to LPMA are doing it this way and it is Airbus SOP. And you have to make sure to toggle the ALT RPT on the Transponder too, since it should always be switched according to the used AP and the corresponding FMGC

[@kako8501]

Yes, you just press the AP2 button and it switches over. Thats it 🙂

[@mlvp]

​@@kako8501Thanks for replying; but you would have to disable AP1 since you don't fly with both APs in flight, until before landing when approach LOC & G/S is armed, right?

[@mlvp]

@@PilotA350 Thank you

[@PilotA350]

@@mlvp There‘s no need to disable it, but as you say if the APP Button is not armed you can only engage one AP and when you press the other AP button it automatically disengages the other one. Long story short: you can just press the other AP when you hand over the control

[@landingmission2203]

Quick question: Do you enter the EOSID or the quick return in the sec-pln?

[@ApproachandDepartureVideos]

It depends. We enter in the secondary flightplan whatever we think makes most sense. Usually, it is the engine out routing with an approach to the departure airport or to a takeoff alternate airport. Sometimes, we even use the secondary flightplan for another runway or a different intersection takeoff from the same runway with a different takeoff performance.

[@landingmission2203]

@@ApproachandDepartureVideos Thank you for this detailed answer! Keep the good work up!

[@aviationfan2637]

Any chance of an approach or departure from Dublin (EIDW) anytime soon?

[@ApproachandDepartureVideos]

There is a chance for that. But it depends on my duty schedule and this is always a surprise. It may take a while. Please stay tuned!

[@claudiabazzani6106]

Good day! Something confuses me. When Atc instructs you a heading but without "turn left or right" how do you understand which is correct turning? Thank you

[@PilotA350]

When you are on a 180ish heading and ATC wants you to turn to 85°, he would definately tell you if he wants you to do the 260° right turn ;)

[@claudiabazzani6106]

@@PilotA350 grazie! Have a good day

[@RealScotrocks]

Love your videos well made and informative. We’ve been to Zakynthos many times and it’s an interesting landing do you fly there as a video would be amazing thank you

[@ApproachandDepartureVideos]

Thanks! Some time ago, I published a Zakynthos video recorded with one camera. I hope to return soon and try to produce a new multicamera video. Here is the link to the single camera Zakynthos video: kzbin.info/www/bejne/oHialaueo9aWhM0

[@danielbnnn7877]

Wie sprecht ihr denn mit dem ground Personal Ich seh dich nie irgendwo einen Knopf drücken zum sprechen wie z.B bei einem Funkgerät Also es sieht für mich immer so aus als würdest du einfach reden und das was du sagst kommt automatisch beim ramp agent an Vielleicht übersehe ich ja etwas 🤣

[@PilotA350]

Am ACP (Audio Control Panel; das sind vereinfacht gesagt dieweiß leuchtenden Knöpfe neben den Schubhebeln) gibt es einen Schalter. Wenn man diesen auf "INT" stellt, kann man über das Intercom-System (welches entsprechend vom Bodenpersonal genutzt wird) kommunizieren

[@landingmission2203]

Redet ihr immer englisch beim Briefing oder ist das nur wegen dem Video?

[@PilotA350]

Nur wegen des Videos. Schau mal auf seinem Kanal nach, da gab es in letzter Zeit mehrere deutsche Videos, wo auch die Briefings dementsprechend in deutscher Sprache durchgeführt werden

[@landingmission2203]

Ok vielen Dank

[@ApproachandDepartureVideos]

Vielen Dank fürs Anschauen und die Frage! Wir können und dürfen als Crew frei entscheiden, ob wir Deutsch oder Englisch sprechen. Die Handbücher und Callouts sind allerdings alle in Englisch verfasst. Ganz ohne Englisch geht es deshalb nicht. Hier auf dem Kanal gibt es Videos, die beides zeigen.

[@landingmission2203]

Ok vielen Dank für die Antwort

[@cavaricooper]

Kapitan Buntenbach- if able please consider removing the FO view and the rearward looking view- nice but extraneous. Instead, please consider showing the ECAM and entire MCDU so that all manipulations/keystrokes are apparent and educational. As always, I remain obliged for your clear and explanative commentary, with nuances into managing the flight in a CRM appropriate fashion. BZ! Carl

[@ApproachandDepartureVideos]

Carl, thanks for your suggestions! Showing the MCDU and the ECAM screens is much more difficult than it seems to be on the first view. Reason is that the possible camera locations which do not interfere with flight operations and show a non reflective picture of the screens are very limited. For example: The PFD/ND camera delivers most of the time an acceptable picture of the PFD and ND. This camera also records parts of the ECAM screen. This part of the recording is unusable due to bad reflections. I hope to come up with something in the future. Have a nice day!

[@cavaricooper]

@@ApproachandDepartureVideos I remain grateful for whatever you can do. AMAZINGLY USEFUL CONTENT- Danke mein Herr!

[@AndreaJobPicanello]

I suppose that, even at a minimum rotation regime, the engines give a sort of thrust. Is it enough to start pushing the airplane without any sort of brake? That is, should be the airplane always braked in order not to move forward or to start moving?

[@ApproachandDepartureVideos]

Good question! It depends on the weight of the airplane and on factors like engine anti ice on or so. Most of our taxiing is done with idle thrust. If the airplane is not that heavy loaded it is even sometimes possible to accelerate to taxi speed without adding some thrust. So we have to set the parking brake or hit the brake pedals to make sure that the airplane does not start uncontrolled moving on its on if we do not want it to move.