SOP

LPFR

Standard Operating Procedures

Faro

8 Jan 2023
 0.0

SOP LPFR CONTENTS P2

Contents

1 General 4
1.1 Distribution and Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2 Airport Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.3 Runways and Declared Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.4 Radio Navigation Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.5 Landing Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.6 Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.6.1 Intrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.6.2 Visual Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.7 Holdings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.8 Preferential Runway Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.8.1 Runway Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.9 Transition Altitude and Transition Level . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.10 Positions and Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.10.1 Faro Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.10.2 Adjacent Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.11 Transfers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.12 Separation Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
1.13 Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.13.1 VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.13.2 IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.14 Low Visibility Procedures (LVP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

2 Ground (GND) 19
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.2 Area of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.2.1 Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.2.2 Arrivals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.2.3 Stand assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.2.3.1 Apron N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.2.3.2 Apron S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.2.3.3 Apron NE/SE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.2.3.4 Apron SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.2.3.5 Apron NW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.2.4 Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

8 Jan 2023 Rev.2

 0.0

SOP LPFR CONTENTS P3

3 Tower (TWR) 23
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.2 Area of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.3 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.3.1 Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.3.2 Arrivals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.3.3 Go arounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.3.4 Reduced Runway Separation Minima . . . . . . . . . . . . . . . . . . . . . . . . 26
3.3.5 VFR Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.3.6 Low Visibility Procedures (LVP) . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

4 Approach (APP) 28
4.1 Area of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.2 Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.3 SID Deviations/Directs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.4 Arrivals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4.4.1 Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4.4.2 Approach Sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4.4.3 Speed Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4.5 Nearby Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4.5.1 Portimão LPPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.5.2 Lagos (UL - Ultraleves/Ultralight) . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.5.3 Lagos (Heliporto) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.5.4 Barlavento Algarvio Hosp Hel LPBA . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.5.5 Faro Hosp Hel LPFO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.5.6 Loulé Hel LPLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.5.7 Morgado de Apra Hel LPMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.5.8 Monchique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.5.9 Praia Verde [UL - Ultraleves/Ultralight] . . . . . . . . . . . . . . . . . . . . . . . 38

A Radar Vectoring Chart 40

8 Jan 2023 Rev.2

 GENERAL 1.0

SOP LPFR P4

Chapter 1

General

8 Jan 2023 Rev.2

 GENERAL 1.1

SOP LPFR DISTRIBUTION AND SCOPE P5

1.1 Distribution and Scope

This manual is for controllers of Portugal vACC and contains procedures to be used on the VATSIM
Network.

The procedures laid here are of mandatory use while controlling on the Network and shall never be
adopted for real world use.

8 Jan 2023 Rev.2

 GENERAL 1.2

SOP LPFR AIRPORT DATA P6

1.2 Airport Data

Name Aeroporto de Faro

ICAO LPFR

IATA FAO

8 Jan 2023 Rev.2

 GENERAL 1.3

SOP LPFR RUNWAYS AND DECLARED DISTANCES P7

1.3 Runways and Declared Distances

Takeoff Run Available (TORA) [m]

RWY Total

10
2490x45
28

Departures from intersections not listed above are not allowed.

8 Jan 2023 Rev.2

 GENERAL 1.4

SOP LPFR RADIO NAVIGATION AIDS P8

1.4 Radio Navigation Aids

ID Name Type Frequency

VFA Faro VOR DME 112.80 MHz

SGR Sagres VOR DME 113.90 MHz

8 Jan 2023 Rev.2

 GENERAL 1.5

SOP LPFR LANDING AIDS P9

1.5 Landing Aids

RWY ID Type Frequency Course Glide Path Category

10 FIT LOC 110.50 MHz 101º 3º CAT I

28 IIF LOC 109.50 MHz 282º 3º CAT II

8 Jan 2023 Rev.2

 GENERAL 1.6

SOP LPFR APPROACH PROCEDURES P10

1.6 Approach Procedures

RWY ILS RNP VOR DME LOC

10

28

1.6.1 Intrument Approaches

ILS-Z is the default type of approach at Faro.

Should a pilot request another type of instrument approach it should be accommodated, as no significant
impact is expected. In Euroscope, assign the corresponding STAR+APP or only APP in the STAR field of
the Sector List. No further coordination is required.

1.6.2 Visual Approaches

Pilots can request visual approaches at Faro, the controller must ask the pilot to report visual with terrain
before descending him below the MRVA, issue a 2000ft descent alongside with the visual approach
clearance if the pilot successfully reports visual with the ground.

8 Jan 2023 Rev.2

 GENERAL 1.7

SOP LPFR HOLDINGS P11

1.7 Holdings

FIX Maximum Minimum Inbound Direction Use/Remarks

Altitude Altitude Course of Turns

GEBTI FL140 3000ft 278º Left

GENRO FL140 4000ft 167º Right

GIMAL FL140 3000ft 007º Right

VENOL FL140 3000ft 106º Right

USALU FL140 5000ft 130º Right

8 Jan 2023 Rev.2

 GENERAL 1.8

SOP LPFR PREFERENTIAL RUNWAY CONFIGURATION P12

1.8 Preferential Runway Configuration

Runway in use at Faro will be the runway with a headwind component.

In case of calm or cross winds, refer to the weather forecast to determine which runway to use and avoid
unnecessary runway changes.
If both runways are suitable, prefer the use of RWY28

1.8.1 Runway Changes

Runway changes are to be determined by TWR, in coordination with GND and APP.

Try to plan ahead as much as possible to avoid a runway change in a period of high traffic. Weather
forecasts and tools to see VATSIM traffic are a good help. Together decide who will be the last departure
and the last arrival. All subsequent traffic will be cleared/recleared to the new runway.

8 Jan 2023 Rev.2

 GENERAL 1.9

SOP LPFR TRANSITION ALTITUDE AND TRANSITION LEVEL P13

1.9 Transition Altitude and Transition Level

The transition altitude in Faro is 4000’. The Transition Level is automatically calculated by the ATIS using
the table below. Issuing altitudes within the transition layer (between TA and TL) shall be avoided.

QNH From 942.2 From 959.5 From 977.2 From 995.1 From From 1031.7
to 959.4 to 977.1 to 995.0 to 1013.2 1013.3 to 1050.3
to 1031.6

TL 70 65 60 55 50 45

8 Jan 2023 Rev.2

 GENERAL 1.10

SOP LPFR POSITIONS AND RESPONSIBILITIES P14

1.10 Positions and Responsibilities

1.10.1 Faro Airport

ID Position Callsign Frequency Responsibilities

GNDFR LPFR_GND Faro Ground 118.575

CTRFR LPFR_TWR Faro Tower 120.750

TMAFR LPFR_APP Faro Approach 119.400

1.10.2 Adjacent Positions

ID Position Callsign Frequency Responsibilities

LE LECM_CTR Madrid Radar 133.750 Sevilha Sector if LECS_CTR offline

SEV LECS_CTR Sevilha Radar 133.350 Sevilha Sector

C LPPC_CTR Lisboa Control 125.550 Lisboa FIR

ESTL LPPC_E Lisboa Control 132.850 Lisboa FIR - East Sector

CTR

CENL LPPC_C Lisboa Control 136.025 Lisboa FIR - Centre Sector

CTR

SULL LPPC_S Lisboa Control 132.700 Lisboa FIR - South Sector

CTR

APPLI LPPT_APP Lisboa Ap- 119.100 Lisboa TMA

proach

TMALI LPPT_U Lisboa Control 123.975 Lisboa TMA

APP

EURO EURW-S EuroControl 135.250 Lisboa FIR above FL245

CTR West

8 Jan 2023 Rev.2

 GENERAL 1.11

SOP LPFR TRANSFERS P15

1.11 Transfers

From To Conditions/Remarks

GND TWR Approaching runway holding point

TWR APP Automatic handoff after departure. Give a firm goodbye to increase
chances of pilot switching to APP frequency automatically

APP CTR Reaching FL240/Reaching lateral limits if CRZ FL BLW FL245

CTR APP Reaching FL250/Reaching lateral limits if CRZ FL BLW FL245

APP TWR Instrument Approach: Stabilized on the approach

Visual Approach: In the vicinity and visual with the AD

Other transfers should be coordinated on a case to case basis.

Flights below FL240 to LPPT are coordinated directly with LPPT_APP or LPPT_U_APP.

8 Jan 2023 Rev.2

 GENERAL 1.12

SOP LPFR SEPARATION MINIMA P16

1.12 Separation Minima

Separation between aircrafts shall always be equal or greater than the separation minima.

In LPFR, separation minima is as follows:

• 5Nm

• Visual Separation in vicinity of aerodrome

8 Jan 2023 Rev.2

 GENERAL 1.13

SOP LPFR FLIGHT PLANNING P17

1.13 Flight Planning

See SOP LPPT 1.12 Flight Planning, and in addition:

1.13.1 VFR
No requirements are in place for VFR departures from LPFR.

1.13.2 IFR
North departures route via:

• Runway 28: SOTEX, EVURA, ODEMI

• Runway 10: ALAGU, ODEMI

East departures to LECM connecting to NAPES R47/UN747:

• Runway 28: TUPIX

• Runway 10: NIRAK

8 Jan 2023 Rev.2

 GENERAL 1.14

SOP LPFR LOW VISIBILITY PROCEDURES (LVP) P18

1.14 Low Visibility Procedures (LVP)

• Low Visibility Procedures will be in force when:

– RVR TDZ RWY 28 is 800m or below

– Cloud ceiling height is 200ft or below

• Runway in use will be 28;

• LVP in force shall be communicated to the pilot during the clearance or during the initial contact
with APP (ATIS URL should also be changed to inform about LVP - (...)lvp=true)

• Holding position of the runway will be the CAT II holding point (change the Ground Radar Plugin to
LVP operation)

• Do not issue conditional clearances relying on visual references (when clear of traffic, P/S approved,
behind landing traffic, line up and wait behind, etc.)

• Do not issue conflicting taxi clearances. Issue shorter taxi clearances that do not intersect other
taxi clearances. Progressively issue new clearances until reaching the CAT II holding point;

• Wait until the preceding traffic has vacated the taxi segment before issuing a new clearance using
it;

• As we are unable to light up stop bars, separate traffic on the ground by issuing holding clearances
at various taxiways (max. 1 traffic per taxiway segment/holding);

• Issue landing clearances no later than 2NM final and only if the ILS sensitive area is clear;

• Inform about RVR during takeoff, landing and continue approach clearances.

8 Jan 2023 Rev.2

 GROUND (GND) 2.0

SOP LPFR P19

Chapter 2

Ground (GND)

8 Jan 2023 Rev.2

 GROUND (GND) 2.1

SOP LPFR GENERAL P20

2.1 General
Faro airport is not equipped with ground radar. Pilots are not obliged to operate the transponder on the
ground.

If there is the need for the pilot to hold short of any position, issue the taxi instruction until that position,
no further.

During normal operations, aim to have 3 planes at the holding point (maximum 5). During events, be
flexible with this, however there are no gains in having 10 planes at the holding point.

Do not issue conflicting taxi clearances. If two taxi routes cross each other, the second pilot should be
given a holding instruction. It is also important to keep pilots informed of traffic that will cross and who
has priority.
Departures have priority over arrivals regarding taxi/pushback. Sometimes it can be better to give priority
to the arrival to ease traffic flow.

8 Jan 2023 Rev.2

 GROUND (GND) 2.2

SOP LPFR AREA OF RESPONSIBILITY P21

2.2 Area of Responsibility

Faro Ground is typically opened during periods of high demand in summer, to alleviate load on Tower
position.

Faro Ground will provide departure information and enroute clearance. Departure information shall
consist of ATIS letter and QNH (when ATIS is inoperative, provide departure runway, wind and QNH, in
this order).
Enroute clearance shall consist of the clearance limit, assigned SID, initial climb and assigned squawk
code. Clearance limit shall always be the destination aerodrome.
Additionally, it will task the administrative roles of validating flight plans, creating the departure sequence,
calculating departure delays when needed, and will be responsible for all ground movement except those
on the runway.

2.2.1 Departures
RNAV equipped aircraft shall preferentially be given RNAV SIDs (RWY28: V departures, RWY 10: G
departures.).
Non-RNAV equipped aircraft shall be given conventional SIDs (RWY28: U departures, RWY 10: E
departures).

ODEMIxU departure is usable only between 0800z and 2200z due to noise abatement. Assign ODEMI_S
departure instead.

During activation of LP-R51B resulting in a SFL higher that FL110, ALAGU and EVURA departures are
not available. Assign XAPAS departure.

During activation of LP-TRA13 resulting in a SFL higher than FL160, SOTEX departures are not available.
Assign XAPAS departure.

XAPAS departures only to be used if necessary to route via XAPAS-ELDUK-ODPAK during activation of
TRA13 and/or R51B at higher levels.

XAPAS_L departure only to be assigned to Light WTC aircraft.

Aircraft parked on apron SW or S will often be nose out, and do not require pushback.
Aircraft parked on stands 314 and 316 pushback to taxiway A.

2.2.2 Arrivals
Aircraft code letter C and larger destination apron SW shall enter via taxiway A.

2.2.3 Stand assignment

2.2.3.1 Apron N
Flagship carriers

2.2.3.2 Apron S
Charter

8 Jan 2023 Rev.2

 GROUND (GND) 2.2

SOP LPFR AREA OF RESPONSIBILITY P22

2.2.3.3 Apron NE/SE

Lowcost/Charter

2.2.3.4 Apron SW
General/Executive Aviation

2.2.3.5 Apron NW
Cargo/Diversions/Other suitable

2.2.4 Restrictions
Taxilanes A restricted to aircraft wingspan up to 44 meters (B752 max).

8 Jan 2023 Rev.2

 TOWER (TWR) 3.0

SOP LPFR P23

Chapter 3

Tower (TWR)

8 Jan 2023 Rev.2

 TOWER (TWR) 3.1

SOP LPFR GENERAL P24

3.1 General
In a constant flow of traffic, the normal sequence will be a departure, a landing, a departure, a landing
and so on.

8 Jan 2023 Rev.2

 TOWER (TWR) 3.2

SOP LPFR AREA OF RESPONSIBILITY P25

3.2 Area of Responsibility

Figure 3.1: Faro CTR

Faro Tower is responsible for runway 28/10 and the CTR airspace as defined in AIP. Vertical limits are
defined as surface up to 2000ft. The VFR tunnel crosses the CTR, at a maximum altitude of 2000FT.

8 Jan 2023 Rev.2

 TOWER (TWR) 3.3

SOP LPFR PROCEDURES P26

3.3 Procedures
3.3.1 Departures
Issue line up clearance only when the departure is near the holding point and the arrival is at 5DME or
greater from the threshold. Make good use of “Behind TFC on final/landing runway 28, via XX lineup and
wait behind”
Keep in mind some pilots, especially text ones, will be slower than others complying with clearances,
particularly, starting the takeoff run. Plan ahead to avoid go arounds.

Normal departure separation will be 2 minutes, to allow for an arrival in between.

A smaller separation (1:00 to 1:30 min) can be coordinated with Approach, provided there are no arrivals.
Do not coordinate this with traffic to LPMA and always observe ICAO Wake Turbulence Separation
Minima.

3.3.2 Arrivals
Remember you can issue speed restrictions for traffic on ILS, but avoid asking them to reduce to minimum
approach speed too early, unless necessary.

If you feel that the separation on final is too short, inform the APP controller and ask for a bigger
separation

3.3.3 Go arounds
In case of a go around, the published missed approach is the following:

Runway Route Climb

10/28 GIMAL 3000ft

Transfer the pilots to Faro Approach (119.400)

Avoid modifying the procedure right away, as doing so increases an already high workload situation for
the pilot even further.

Do not forget to apply wake turbulence separation between the missed approach and ensuing departing
aircraft.

3.3.4 Reduced Runway Separation Minima

Not authorized.

3.3.5 VFR Traffic

VFR traffic flying in Faro CTR can use the published East-West and West-East tunnels although shoreline
navigation can be used depending on Pilot’s intentions.
The maximum altitude permitted flying in the tunnels is 2000ft.

Alternatively, VFR traffic can follow the shoreline. In case of departures or arrivals, the clearance limit to
enter the CTR is MARINA DE VILAMOURA or FUSETA.

8 Jan 2023 Rev.2

 TOWER (TWR) 3.3

SOP LPFR PROCEDURES P27

If the VFR traffic is already inside the CTR, in case of IFR arrivals or departures, ILHA DO FAROL, PRAIA
DE FARO or MONTENEGRO provide good visual holding points.

3.3.6 Low Visibility Procedures (LVP)

Take-off and landing clearance will only be issued when the ILS protection areas are clear of known
traffic.

Landing clearance must be issued before 2DME. Instruct a go-around if an arrival reaches 2DME without
landing clearance.

Report RVR when METAR includes it. Report Cloud Base Height if less than 400ft AAL.

8 Jan 2023 Rev.2

 APPROACH (APP) 4.0

SOP LPFR P28

Chapter 4

Approach (APP)

8 Jan 2023 Rev.2

 APPROACH (APP) 4.1

SOP LPFR AREA OF RESPONSIBILITY P29

4.1 Area of Responsibility

Figure 4.1: Faro TMA and surrounding airspace

Faro Approach and Tower controllers are located in Faro TWR.

Faro TMA is vertically delimited from FL245 down to 1000FT AGL.

The vast majority of traffic arrives and departs to the North, due to the type of flights that most commonly
connect Faro as a holiday destination to the UK, Northern and Central Europe.

Beja MCTA neighbours Faro to the north. It is divided in Beja North and Beja South.
They are vertically delimited from 1000FT AGL to FL105, but for the most time will be delegated to Lisboa
ACC above FL055. However they might need to individually change the SFL, as high as FL250.
If a different level is required, the SFL label will be updated, or Beja will inform Faro and Lisboa directly.
Beja South further delegates a portion of its airspace, south of XAPAS, to Faro above FL55.

Lisboa also delegates a portion of its airspace to Faro, north of its TMA. However, most of this delegation
sits on top of Beja MCTA, who will own the airspace below whatever SFL is in use.

Spanish airspace neighbors to the east, with a big mix of various types of airspace.
Controlled airspace by Seville above FL145, uncontrolled below.
Airways extend controlled airspace down to FL095.

8 Jan 2023 Rev.2

 APPROACH (APP) 4.1

SOP LPFR AREA OF RESPONSIBILITY P30

Several Spanish Danger areas exist by the border, with different kinds of activities within, ranging through
Air to Air refueling, Air to Air, Anti-aircraft, rocket, and missile firing. They are not always active, their
activity will be announced by NOTAM, and shown to the controller by an area with a label showing the
area name, followed by “OCUPADA”.

LP-R51C is a Beja training area, with a top of FL055.

LP-TRA13 is a training area that can be activated on a schedule, from the surface without a maximum
level defined. Despite this, when active it will generally occupy lower levels, generating low impact to
Faro.

To facilitate traffic when Beja or TRA13 are active and occupying high levels, there exists a corridor that
can be used to cross Beja. This corridor can be used by departures, arrivals, or both. See Ground
Departures and Approach Arrivals for details.

8 Jan 2023 Rev.2

 APPROACH (APP) 4.2

SOP LPFR DEPARTURES P31

4.2 Departures
Initial climb will be FL060 or cruise altitude, if lower.
Issue climb as needed, until FL240 or cruise altitude, whichever is lower and handoff the aircraft to the
CTR controller before he reaches FL240, in order to aim for a continuous climb, or when approaching the
lateral limits.

As most of the departures are towards the same direction as most arrivals, conflicts between both are
common, especially when issuing shortcuts.
By design, north departures will fly North, parallel to the arrivals, and eventually cross their path.

8 Jan 2023 Rev.2

 APPROACH (APP) 4.3

SOP LPFR SID DEVIATIONS/DIRECTS P32

4.3 SID Deviations/Directs

When issuing directs or deviations from the SID, whatever the reason, ensure that the traffic is already
above the MRVA and additionally at 3000’, minimum. Conditional clearances can be given. “When
passing 3000ft, proceed direct EVURA”.

It is recommended to let departures continue parallel to arrivals, until vertical separation exists, before
issuing shortcuts. Experience shows this will typically happen before reaching the SID termination point.

Some departure procedures are designed very close to the border with Spanish airspace. Do not issue
shortcuts that route east of the ALAGU SID.
Departures to the Northeast via Lisboa CENTRE sector are very prone to the same problem. ELVAR is
recommended to prevent sector clipping with Madrid, or inadvertent penetration of segregated airspace

8 Jan 2023 Rev.2

 APPROACH (APP) 4.4

SOP LPFR ARRIVALS P33

4.4 Arrivals
All STARs are RNAV. RNAV aircraft will be given a STAR. Non-RNAV will proceed to VFA, and vectored
to the approach.

Lisboa will prefer to clear ODEMI arrivals via the shorter ODEMI_A STAR over land, instead of the
ODEMI_B arrival over the sea. If the alternative is beneficial to Faro (for instance, to deconflict with
departures), Faro should coordinate with Lisboa to assign so.

Typical strategy is to offer a shortcut as soon as practical to FR607/GEBTI for runway 28, VENOL runway
10.

Some arrival procedures are designed very close to the border with Spanish airspace. Do not issue
shortcuts that route east of the ALAGU STAR, to prevent sector clipping with Madrid, or inadvertent
penetration of segregated airspace.

During activation of LP-R51B resulting in a SFL higher than FL110, ALAGU arrivals are not available.
Lisboa will assign ODPAK-ELDUK-XAPAS-MARIM arrival runway 28.
During activation of LP-TRA13 resulting in a SFL higher than FL160, SOTEX arrivals are not available.
Lisboa will assign ODPAK-ELDUK-XAPAS-USALU arrival runway 10.
If both R51B and TRA13 are active at high levels, both arrivals and departures must route through
ODPAK-ELDUK-XAPAS and vice versa. Vertical separation will be the only method available to separate
traffic.

4.4.1 Delays
If possible, delays should be accomplished by assigning speed restrictions. If needed, coordinate with
the Area Sector to issue speed restrictions when the traffic is still far away from Faro.

If speed restrictions are not enough, delay vectors can be used to increase the delay of one or two
arrivals. If more is required, revert to holding.

4.4.2 Approach Sector

LPFR_APP 119.400 is the controller responsible for separating and sequencing arrivals and departures.
Transfers will be made according to the transfers table in Transfers.
No radar vectoring is allowed below 3000FT. Below that altitude only radar monitoring of air traffic will be
provided

Aim for the following separation between arrivals:

• 6NM

• 5NM without a departure in between

• 12NM during LVP

• 9NM during LVP without a departure in between

Default to 6NM (12NM during LVP), as Tower expects to depart one aircraft in between each arrival.

Note 6nm separation at 180 knots equals 2 minutes

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SOP LPFR ARRIVALS P34

Aim to vector arrivals to GEBTI/VENOL at 3000’ or VFA at 3000’ for ILS Y (Both RWYs). Consider
shortcutting the preceding traffic via 6/9NM final (Runway 28) or FR455/6NM final (Runway 10) to help
achieve the desired separation and sequencing. To do so, first confirm if the aircraft is in sight of terrain,
and after positive confirmation, descend to 2000FT and instruct to proceed direct to the point.

4.4.3 Speed Restrictions

There are standard speed restrictions when approaching Faro. These should be followed by the pilots
but compliance is not assured

Phase Speed

FL245-FL100 MAX IAS 280 kts

FL100-FL070 MAX IAS 250 kts

FL070-4000FT MAX IAS 220 KTS

Below 4000FT MAX IAS 200 KTS

Final segment MAX IAS 180-160 KTS

4 NM 160 KTS and reducing to Vapp

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 APPROACH (APP) 4.5

SOP LPFR NEARBY AERODROMES P35

4.5 Nearby Aerodromes

Figure 4.2: Faro TMA aerodromes

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 APPROACH (APP) 4.5

SOP LPFR NEARBY AERODROMES P36

4.5.1 Portimão LPPM

Figure 4.3: Portimão Airspace

Portimão has a rectangular ATZ until 1000FT, and a pentagonal Responsibility and Communications
Transfer Area until 2000FT, as per the above illustration.
Flights within the area below 2000ft are to be performed on local frequency.

VFR flights leaving Portimão must proceed to one of the published entry/outbound points and report
them on Faro Approach 119.400 with their intentions.

Arrivals to Portimão will be assigned an entry point, and when reaching that point, radar services
terminated and handed off to the local frequency.

VFR inbound/outbound points:

• Barragem de Odiáxere

• Caldas de Monchique

• Silves

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 APPROACH (APP) 4.5

SOP LPFR NEARBY AERODROMES P37

• Carvoeiro

• Lagos

IFR arrivals descend to FL050 towards the field. When the pilot reports VFR, further descent can be
issued as necessary. When in visual contact with the field, clear for a visual approach, terminate radar
services and handoff to local frequency.
If weather conditions preclude the previous, the arrival can either descend according to MRVA, or be
offered an Instrument Approach at Faro to break below the cloud layer and continue VFR to Portimão.

Parachuting activity is performed daily within a circle of 3NM of the field, up to FL150. Users shall
coordinate it first with Faro Approach. The activity itself is usually carried out on Portimão local Frequency.
User shall report the end of activity to Faro.

4.5.2 Lagos (UL - Ultraleves/Ultralight)

Lagos is uncontrolled, with circuit altitude at 1000ft. Pilots shall report on Faro Approach when leaving
the area above 1000ft.

Lagos is located nearby Portimão, on the western side of the Algarve coast, mainly used for Ultralight
aviation. Caution with traffic leaving Portimão ATZ.

4.5.3 Lagos (Heliporto)

Civil Protection and Fire fighting heliport, situated 20 meters away from Lagos airfield, inside of Portimão
ATZ. Procedures for Portimão are applied. See Portimão LPPM.

4.5.4 Barlavento Algarvio Hosp Hel LPBA

Uncontrolled heliport, serving Hospital de Portimão, situated inside of Portimão ATZ. Procedures for
Portimão are applied. See Portimão LPPM.

4.5.5 Faro Hosp Hel LPFO

Heliport serving Hospital de Portimão, situated inside of Faro CTR, approximately 0.5NM north of the
Extended Runway Centerline. Approach direction: 291º / Take Off direction: 318º.

Request to report final and remain clear of Extended Runway Centerline, while giving traffic information
to other traffic.

If weather conditions do not allow to keep both the helicopter and the remaining traffic in sight, Runway
28 approaches/runway 10 departures must be suspended until the helicopter has landed.

4.5.6 Loulé Hel LPLO

Civil Protection, Fire fighting, medical emergency and occasionally general aviation heliport, situated
north of Faro CTR, and in close proximity to the VFR tunnel. Take Off and Approach direction: 277º.

Request to report final, and give traffic information as required. No impact in other traffic expected.

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 APPROACH (APP) .0

SOP LPFR NEARBY AERODROMES P38

4.5.7 Morgado de Apra Hel LPMB

Private heliport, situated north of Faro CTR, at a relatively high elevation of 750FT. Take Off and Approach
direction: 270/090º.

Base of HTA Helicópteros, a private aerial work, maintenance, and helicopter training company.

Request to report final. No impact in other traffic expected.

4.5.8 Monchique
Fire fighting heliport, situated well north of Portimão in Serra de Monchique, at an elevation of 1437FT.

Request to report final. No impact in other traffic expected.

4.5.9 Praia Verde [UL - Ultraleves/Ultralight]

Praia Verde is uncontrolled, with circuit altitude at 1000ft. Pilots shall report on Faro Approach when
leaving the area above 1000ft.

Praia Verde is located on the east side of the south coast of Algarve, near the Spanish border.

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 RADAR VECTORING CHART A.0

SOP LPFR P39

Appendix A

Radar Vectoring Chart

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 RADAR VECTORING CHART A.0

SOP LPFR P40

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