UAM.OP.VCA.191 Fuel/energy scheme - fuel/energy planning and fuel/energy in-flight replanning

• Regulation (EU) 2024/1111 found in: Air Operations (965/2012) Part-ARO Part-ORO Part-CAT Part-SPA Part-NCC Part-NCO Part-SPO (Feb 2025)

UAM.OP.VCA.191 Fuel/energy scheme – fuel/energy planning and fuel/energy in-flight replanning Regulation (EU) 2024/1111 The IAM operator shall ensure that: (a) the VCA carries a sufficient amount of usable fuel/energy and reserves to safely complete the planned flight and to allow for deviations from the planned operation; (b) the planned amount of usable fuel/energy for the intended flight is based on all the following: (1) fuel/energy consumption data provided in the AFM or current aircraft-specific data derived from a fuel/energy consumption monitoring system; (2) the conditions under which the flight is to be operated, including but not limited to: (i) performance required for the intended flight to the destination, including vertiports, diversion locations or operating sites, selected along the route; (ii) anticipated masses; (iii) NOTAMs; (iv) anticipated meteorological conditions; (v) the effects of deferred maintenance items in accordance with the IAM operator’s MEL and/or of configuration deviations in accordance with the IAM operator’s CDL; (vi) the expected departure and arrival routing, and anticipated delays; (3) the efficiency and capacity of energy storage devices for the planned operating conditions, considering degradation of those energy storage devices as appropriate; (c) the pre-flight calculation of the usable fuel/energy and reserves for a flight includes: (1) taxi fuel/energy that shall not be less than the amount expected to be used prior to take-off; (2) trip fuel/energy that shall be the amount of fuel/energy that is needed to enable the aircraft to fly from take-off, or from the point of in-flight replanning, to landing at the destination vertiport, diversion location or operating site, taking into account the operating conditions of point (b)(2); (3) contingency fuel/energy that shall be the amount of fuel/energy needed to compensate for unforeseen factors that could have an influence on the fuel/energy consumption to the destination vertiport, diversion location or operating site; (4) final reserve fuel/energy that shall be determined based on all the following: (i) a representative time provided in the AFM to perform a go-around from a landing decision point (LDP) and back to that LDP taking into account the certified minimum performance (CMP) of the VCA; (ii) conservative ambient conditions from the point of view of fuel/energy consumption; (iii) an appropriate configuration/speed to perform the go-around and approach procedures; (iv) a conservative fuel/energy consumption; (5) additional fuel/energy that shall be the amount of fuel/energy to enable the VCA to perform a safe landing at a vertiport, diversion location or operating site, selected along the route, taking into account the CMP of the VCA at any point of the route; this additional fuel/energy is required only if the amount of fuel/energy that is calculated according to points (c)(2) and (c)(3) is not sufficient for such event; (6) extra fuel/energy to take into account anticipated delays or specific operational constraints; and (7) discretionary fuel/energy, if required by the PIC; (d) if a flight must proceed along a route or to a destination vertiport, diversion location or operating site other than that originally planned, in-flight replanning procedures for calculating the required usable fuel/energy include those referred to in point (b)(2) and in points (c)(2) to (6). *[applicable from 1 May 2025 — Regulation (EU) 2024/1111]* #### UAM.OP.VCA.191 Fuel/energy scheme – fuel/energy planning and fuel/energy in-flight replanning *Regulation (EU) 2024/1111* The IAM operator shall ensure that: (a) the VCA carries a sufficient amount of usable fuel/energy and reserves to safely complete the planned flight and to allow for deviations from the planned operation; (b) the planned amount of usable fuel/energy for the intended flight is based on all the following: (1) fuel/energy consumption data provided in the AFM or current aircraft-specific data derived from a fuel/energy consumption monitoring system; (2) the conditions under which the flight is to be operated, including but not limited to: (i) performance required for the intended flight to the destination, including vertiports, diversion locations or operating sites, selected along the route; (ii) anticipated masses; (iii) NOTAMs; (iv) anticipated meteorological conditions; (v) the effects of deferred maintenance items in accordance with the IAM operator’s MEL and/or of configuration deviations in accordance with the IAM operator’s CDL; (vi) the expected departure and arrival routing, and anticipated delays; (3) the efficiency and capacity of energy storage devices for the planned operating conditions, considering degradation of those energy storage devices as appropriate; (c) the pre-flight calculation of the usable fuel/energy and reserves for a flight includes: (1) taxi fuel/energy that shall not be less than the amount expected to be used prior to take-off; (2) trip fuel/energy that shall be the amount of fuel/energy that is needed to enable the aircraft to fly from take-off, or from the point of in-flight replanning, to landing at the destination vertiport, diversion location or operating site, taking into account the operating conditions of point (b)(2); (3) contingency fuel/energy that shall be the amount of fuel/energy needed to compensate for unforeseen factors that could have an influence on the fuel/energy consumption to the destination vertiport, diversion location or operating site; (4) final reserve fuel/energy that shall be determined based on all the following: (i) a representative time provided in the AFM to perform a go-around from a landing decision point (LDP) and back to that LDP taking into account the certified minimum performance (CMP) of the VCA; (ii) conservative ambient conditions from the point of view of fuel/energy consumption; (iii) an appropriate configuration/speed to perform the go-around and approach procedures; (iv) a conservative fuel/energy consumption; (5) additional fuel/energy that shall be the amount of fuel/energy to enable the VCA to perform a safe landing at a vertiport, diversion location or operating site, selected along the route, taking into account the CMP of the VCA at any point of the route; this additional fuel/energy is required only if the amount of fuel/energy that is calculated according to points (c)(2) and (c)(3) is not sufficient for such event; (6) extra fuel/energy to take into account anticipated delays or specific operational constraints; and (7) discretionary fuel/energy, if required by the PIC; (d) if a flight must proceed along a route or to a destination vertiport, diversion location or operating site other than that originally planned, in-flight replanning procedures for calculating the required usable fuel/energy include those referred to in point (b)(2) and in points (c)(2) to (6).