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

ESTIMATION OF THE FUEL/ENERGY CONSUMPTION

(a)When, for the current conditions under which a flight is to be performed, no specific fuel/energy consumption data is provided in the AFM, the planned amount of usable fuel/energy for the flight should be based on conservative estimation of the fuel/energy consumption.

(b)The estimation of the fuel/energy consumption for the current conditions under which the flight is to be performed may be obtained by interpolating known data provided in the AFM or by monitoring the real fuel/energy consumption.

(c)In addition, for the estimation of the fuel/energy consumption, the most favorable regime should be considered for engine work at the intended density altitude and speed for the different phases of flight and the intended flight profile, as well as reported wind conditions.

TRIP FUEL/ENERGY The trip fuel/energy should include fuel/energy:

(a)for take-off and climb from the departure vertiport elevation to initial cruising level/altitude, taking into account the expected departure routing;

(b)from the top of climb to the top of descent;

(c)from the top of descent to the point where the approach procedure is initiated;

(d)for the approach and landing at the destination vertiport.

CONTINGENCY FUEL/ENERGY The contingency fuel/energy should be equivalent to 10 % of the planned trip fuel/energy or, in the event of in-flight replanning, 10 % of the trip fuel/energy for the remainder of the flight.

FINAL FUEL/ENERGY RESERVE

(a)For the purpose of final fuel/energy determination, the operator should use data and information provided in the AFM by the VCA manufacturer with regard to the representative time for a go-around and an approach. The representative time is established on the basis of an appropriate VCA configuration and speed, in conservative ambient conditions and conservative fuel/energy consumption, taking into account the certified minimum performance (CMP) of the VCA. The go-around and approach procedure should be executable in the current operating conditions.

(b)The amount of final fuel/energy reserve carried on a flight as determined on the basis of point (a) should be sufficient for at least 5 minutes flying time at a VCA configuration and speed appropriate for a go-around and approach procedure.

ADDITIONAL FUEL/ENERGY Additional fuel/energy needs should be determined during the pre‐flight planning, taking into account the CMP data of the VCA and, in particular, a potentially lower total fuel/energy remaining after an assumed CFP and a potentially higher consumption after an assumed CFP.

NOTAMs Pilots should review all available NOTAMs that affect their flight route before take-off. A good practice is to check NOTAMs early and often, both when planning the flight and on the day of operations. NOTAMs can be accessed online and through automated pre-flight information systems.

FUEL/ENERGY FOR LANDING The amount of fuel/energy necessary for landing at the destination vertiport, from the LDP, is calculated once for the planned route.

CONTINGENCY FUEL/ENERGY — UNFORESEEN FACTORS Unforeseen factors are those which could influence fuel consumption from the take-off vertiport to the destination vertiport, such as deviations of an individual VCA from the expected fuel consumption data, deviations from forecast meteorological conditions, extended delays and deviations from planned routings and/or cruising levels.

FINAL FUEL/ENERGY RESERVE

(a)The objective of the final fuel/energy reserve protection is to ensure that a safe landing can be performed when unforeseen circumstances may not allow the completion of the flight as originally planned.

(b)For that purpose, the flight is planned in such a way that allows from any point along the route a safe landing to be performed with more than the final fuel/energy reserve remaining after the landing. If the final fuel/energy reserve can no longer be protected in flight, then a fuel emergency is declared.

FINAL FUEL/ ENERGY RESERVE

(a)Operators may determine one final fuel/energy reserve value for each VCA type in their fleet, rounded up to an easily recalled figure.

(b)In addition, there may be different calculations of the final fuel/energy reserves for each VCA type; for example, final fuel/energy reserve for vertical landing and a final fuel/energy reserve for a conventional landing.

(c)ICAO Doc 9976 ‘Flight Planning and Fuel Management (FPFM) Manual’ and the EASA Fuel Implementation Manual provide further detailed guidance on the development of a comprehensive in-flight fuel management policy and related procedures.