--- title: "UAM.OP.VCA.191 Fuel/energy scheme – fuel/energy planning and fuel/energy in-flight replanning — Part-IAM · Avioverse" description: "The IAM operator shall ensure that: the VCA carries a sufficient amount of usable fuel/energy and reserves to safely complete the planned flight and to…" url: "https://avioverse.aero/regulations/easa/air-ops/part-iam/subpart-b/uam-op-vca-191" --- # UAM.OP.VCA.191 Fuel/energy scheme – fuel/energy planning and fuel/energy in-flight replanning ANNEX IX (Part-IAM) · Regulation (EU) No 965/2012 · EAR revision 27 Mar 2026 Official sources: [EASA Easy Access Rules (opens in a new tab)](https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-air-operations) · [EUR-Lex 2012/965 (opens in a new tab)](https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32012R0965) IR Implementing rule ## UAM.OP.VCA.191 Fuel/energy scheme – fuel/energy planning and fuel/energy in-flight replanning 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](https://avioverse.aero/glossary/easa/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](https://avioverse.aero/glossary/easa/vertiport), diversion location or [operating site](https://avioverse.aero/glossary/easa/operating-site), taking into account the operating conditions of point (b)(2); (3) [contingency fuel/energy](https://avioverse.aero/glossary/easa/contingency-fuelenergy) 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](https://avioverse.aero/glossary/easa/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](https://avioverse.aero/glossary/easa/go-around) from a [landing decision point (LDP)](https://avioverse.aero/glossary/easa/landing-decision-point) and back to that LDP taking into account the [certified minimum performance (CMP)](https://avioverse.aero/glossary/easa/certified-minimum-performance) 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](https://avioverse.aero/glossary/easa/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). IR · UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · Regulation (EU) 2024/1111 · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC1 UAM.OP.VCA.191 Fuel/energy scheme — fuel/energy planning and 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. AMC · AMC1 UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · ED Decision 2025/010/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC2 UAM.OP.VCA.191 Fuel/energy scheme — fuel/energy planning and in-flight replanning TRIP FUEL/ENERGY The trip fuel/energy should include fuel/energy: (a) for take-off and climb from the departure [vertiport](https://avioverse.aero/glossary/easa/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. AMC · AMC2 UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · ED Decision 2025/010/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC3 UAM.OP.VCA.191 Fuel/energy scheme — fuel/energy planning and in-flight replanning [CONTINGENCY FUEL/ENERGY](https://avioverse.aero/glossary/easa/contingency-fuelenergy) 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. AMC · AMC3 UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · ED Decision 2025/010/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC4 UAM.OP.VCA.191 Fuel/energy scheme — fuel/energy planning and in-flight replanning FINAL FUEL/ENERGY [RESERVE](https://avioverse.aero/glossary/easa/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](https://avioverse.aero/glossary/easa/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)](https://avioverse.aero/glossary/easa/certified-minimum-performance) 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. AMC · AMC4 UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · ED Decision 2025/010/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC5 UAM.OP.VCA.191 Fuel/energy scheme — fuel/energy planning and in-flight replanning 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. AMC · AMC5 UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · ED Decision 2025/010/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 GM Guidance material ## GM1 UAM.OP.VCA.191 Fuel/energy scheme — fuel/energy planning and in-flight replanning 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. GM · GM1 UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · ED Decision 2025/010/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 GM Guidance material ## GM2 UAM.OP.VCA.191 Fuel/energy scheme — fuel/energy planning and in-flight replanning FUEL/ENERGY FOR LANDING The amount of fuel/energy necessary for landing at the destination [vertiport](https://avioverse.aero/glossary/easa/vertiport), from the LDP, is calculated once for the planned route. GM · GM2 UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · ED Decision 2025/010/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 GM Guidance material ## GM3 UAM.OP.VCA.191 Fuel/energy scheme — fuel/energy planning and in-flight replanning [CONTINGENCY FUEL/ENERGY](https://avioverse.aero/glossary/easa/contingency-fuelenergy) — UNFORESEEN FACTORS Unforeseen factors are those which could influence fuel consumption from the take-off [vertiport](https://avioverse.aero/glossary/easa/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. GM · GM3 UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · ED Decision 2025/010/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 GM Guidance material ## GM4 UAM.OP.VCA.191 Fuel/energy scheme — fuel/energy planning and in-flight replanning FINAL FUEL/ENERGY [RESERVE](https://avioverse.aero/glossary/easa/reserve) (a) The objective of the final fuel/energy reserve protection is to ensure that a [safe landing](https://avioverse.aero/glossary/easa/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. GM · GM4 UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · ED Decision 2025/010/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 GM Guidance material ## GM5 UAM.OP.VCA.191 Fuel/energy scheme — fuel/energy planning and in-flight replanning FINAL FUEL/ ENERGY [RESERVE](https://avioverse.aero/glossary/easa/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 Manual¹ provide further detailed guidance on the development of a comprehensive in-flight fuel management policy and related procedures. ¹ Fuel Management - New Rules | EASA Community GM · GM5 UAM.OP.VCA.191 — Regulation (EU) No 965/2012 · ED Decision 2025/010/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 [All rules in SUBPART B — OPERATING PROCEDURES](https://avioverse.aero/regulations/easa/air-ops/part-iam/subpart-b) Consolidated from the EASA Easy Access Rules (revision 27 Mar 2026, extracted 2 Nov 2026) for convenience. Not the official publication — verify against the Official Journal of the European Union and the EASA publications before operational use.