ANNEX IX (Part-IAM)

SUBPART A — GENERAL REQUIREMENTS

Regulation (EU) 2024/1111

This Annex shall apply to IAM operations with manned VTOL-capable aircraft (VCA) in accordance with VFR by day.

ED Decision 2025/010/R

IAM OPERATIONS WITH VCA FALLING WITHIN THE SCOPE

The following fall within the scope of IAM operations:

(a)commercial air transport operations with manned VCA;

(b)non-commercial operations with manned VCA, including training flights, maintenance check flights, demonstration flights and ferry flights;

(c)emergency medical services (EMS) with manned VCA (VEMS).

Regulation (EU) 2024/1111

The competent authority of the IAM operator shall be the authority designated by the Member State where that operator has its principal place of business or its place of residence, or the Agency in accordance with Article 65 of Regulation (EU) 2018/1139.

SECTION 1 — VTOL-capable aircraft (VCA)

Regulation (EU) 2024/1111

This Section contains general requirements for the operation of VCA.

Regulation (EU) 2024/1111

(a)Pilots and other crew members shall be responsible for the proper execution of their duties that are:

(1)related to the safety of the VCA and its occupants; and

(2)specified in the operations manual (OM) of the VCA operator.

(b)Pilots and other crew members shall comply with all of the following:

(1)report, if not already reported, to the pilot-in-command (PIC) any fault, failure, malfunction or defect which they believe may affect the airworthiness or safe operation of the VCA, including emergency systems;

(2)report, if not already reported, to the PIC any incident that has endangered, or could have endangered, the safety of the operation of the VCA;

(3)comply with the relevant requirements of the operator’s occurrence-reporting scheme;

(4)comply with the flight time, duty time and rest requirements applicable to their activities;

(5)not disable or switch off the recorders during flight, or intentionally erase their recordings.

(c)Pilots and other crew members shall not perform duties related to the operation of VCA if they are in any of the following situations:

(1)when they are under the influence of psychoactive substances or when they are unfit due to injury, fatigue, medication, sickness or other similar causes;

(2)when they do not fulfil applicable medical requirements;

(3)when they are in any doubt as to being able to accomplish their assigned duties;

(4)when they know or suspect they suffer from fatigue as referred to in point 7.5 of Annex V to Regulation (EU) 2018/1139 or otherwise feel unfit to the extent that the safety of the flight may be endangered.

ED Decision 2025/010/R

COPIES OF REPORTS

Where a written report is required, a copy of the report should be communicated to the PIC concerned unless the terms of the operator’s reporting scheme dictate otherwise.

ED Decision 2025/010/R

ALCOHOL CONSUMPTION

The operator should issue instructions concerning the consumption of alcohol by crew members. The instructions should not be less restrictive than the following:

(a)no alcohol should be consumed for at least 8 hours before the specified reporting time for a flight duty period or the commencement of standby;

(b)the blood alcohol concentration (BAC) should not exceed the lower limit of that defined in national regulations or 0.02 %, which is 0.2 grams of alcohol per litre of blood, at the start of a flight duty period;

(c)no alcohol should be consumed during the flight duty period or while on standby.

ED Decision 2025/010/R

OCCURRENCE-REPORTING SCHEME

Regulation (EU) No 376/2014¹¹⁰ contains the relevant requirements for the operator’s occurrence-reporting scheme.

ED Decision 2025/010/R

FLIGHT TIME, DUTY TIME AND REST REQUIREMENTS

(a)Point IAM.GEN.VCA.100(b)(4) does not reckon that VCA operators, their pilots and other crew members should comply with the flight time, duty time and rest requirements (FTL) contained in Subpart FTL of Regulation (EU) No 965/2012¹¹¹ which applies to aircrew in CAT operations with aeroplanes.

(b)With regard to VCA operations, flight time, duty time and rest requirements are established by the operator in accordance with the relevant requirements specified in the national law of the Member State in which the operator has its principal place of business, or, where the operator has no principal place of business, the place where the operator is established or resides.

ED Decision 2025/010/R

ELAPSED TIME BEFORE RETURNING TO FLYING DUTY

(a)24 hours is a suitable minimum period of time to be allowed for before returning to flying duties after normal blood donation or normal recreational (sport) diving with compressed air.

(b)Information on the effects of medication, drugs, other treatments and alcohol may be found in Annex IV (Part-MED) to Regulation (EU) No 1178/2011¹¹².

Regulation (EU) 2024/1111

(a)In addition to complying with point IAM.GEN.VCA.100, the PIC shall, as soon as they assume the command functions at the assigned station and until they hand over the command functions or leave the assigned station at the end of the flight, comply with all of the following:

(1)be responsible for the safety of all crew members, passengers and cargo on board the VCA;

(2)be responsible for the operation and safety of the VCA when the lift and thrust units are powered on;

(3)be responsible for the initiation, continuation, termination or diversion of a flight in the interest of safety;

(4)have the authority to give all commands and take any appropriate actions for the purpose of ensuring the safety of the VCA and of the persons and/or property carried in it;

(5)ensure that all passengers are briefed on the location of emergency exits, and on the location and use of relevant safety and emergency equipment, as applicable;

(6)ensure that all passengers are briefed on when and how to communicate with the flight crew member(s) during the flight;

(7)ensure that all operational procedures and checklists are complied with in accordance with the operations manual (OM) of the VCA operator;

(8)not permit any crew member to perform any activity during critical phases of flight, except for duties required for the safe operation of the VCA;

(9)ensure that the recorders are not disabled or switched off during the flight, and that their recordings are not intentionally erased;

(10)decide on the acceptance of a VCA with unserviceability in accordance with the VCA configuration deviation list (CDL) or the minimum equipment list (MEL), and the VCA technical logbook;

(11)ensure that the pre-flight inspection has been carried out in accordance with the applicable continuing airworthiness requirements;

(12)be satisfied that the relevant emergency equipment remains easily accessible for immediate use;

(13)record, at the termination of the flight, in accordance with the continuing airworthiness record system requirements, utilisation data and all known or suspected defects of the VCA to ensure continued flight safety.

(b)The PIC shall, in an emergency situation that requires immediate decision and action, take any action they consider necessary under the circumstances. In such cases, the PIC may deviate from rules, operational procedures and methods in the interest of safety.

(c)The PIC shall, as soon as practicable, report to the appropriate air traffic services (ATS) unit any hazardous weather or flight conditions encountered during the flight that are likely to affect the safety of other VCA operations.

ED Decision 2025/010/R

INITIATION (COMMENCEMENT) OF FLIGHT

The PIC should only commence a flight provided the PIC is satisfied that:

(a)the instruments and equipment required for the execution of the particular flight are installed in the VCA and are operative, unless operation with inoperative equipment is permitted by the minimum equipment list (MEL) or equivalent document;

(b)the mass of the VCA and the centre of gravity (CG) location are such that the flight can be conducted within the limits prescribed in the airworthiness documentation;

(c)all baggage and cargo are properly onloaded and secured;

(d)the VCA operating limitations as specified in the VCA flight manual (AFM) will not be exceeded at any time during the flight;

(e)the PIC and other crew members under the PIC’s authority are properly rated and meet competency and recency requirements;

(f)the crew members under the PIC’s authority are not incapacitated by any cause such as injury, sickness, fatigue or the effects of any psychoactive substance and are able to perform their duties;

(g)any navigational database required for the flight is suitable and current.

ED Decision 2025/010/R

AUTHORITY OF THE PIC

The operator should ensure that the PIC has the authority to:

(a)disembark any person, or offload any part of the cargo, that may represent a potential hazard to the safety of the VCA or its occupants;

(b)not allow a person to be carried in the VCA who appears to be under the influence of alcohol or drugs to the extent that the safety of the VCA or its occupants is likely to be endangered;

(c)refuse transportation of inadmissible passengers, deportees or persons in custody if their carriage increases the risk to the safety of the VCA or its occupants.

ED Decision 2025/010/R

PRESERVATION OF FLIGHT RECORDER RECORDINGS

The PIC should ensure that in the event of an occurrence that is subject to reporting in accordance with point ORO.GEN.160(a), or if the preservation of recordings of the flight recorder is directed by the investigating authority:

(a)the recordings of the flight recorder are not intentionally erased; and

(b)precautionary measures to preserve the recordings of the flight recorder are taken before leaving the VCA.

ED Decision 2025/010/R

BIRD HAZARD AND BIRD STRIKE

(a)Whenever a potential bird hazard is observed, the PIC should inform the appropriate ATS unit as soon as his or her workload allows.

(b)In case of a bird strike that results in significant damage to the VCA or the loss or malfunction of any essential service, the PIC should submit a written bird strike report to the competent authority after landing in accordance with point ORO.GEN.160.

ED Decision 2025/010/R

MEANING OF ‘ENSURE’

The verb ‘ensure’ in the context of PIC responsibilities means that the PIC should make every reasonable endeavour to obtain the required result, either directly or through another person that is under the PIC’s authority.

ED Decision 2025/010/R

ACCEPTANCE OF THE VCA WITH UNSERVICEABILITY

The acceptance of the VCA with unserviceability in accordance with the configuration deviation list (CDL) or the minimum equipment list (MEL) and the VCA technical logbook may be supported by maintenance or other personnel, if properly licensed.

Regulation (EU) 2024/1111

The IAM operator shall take all reasonable measures to ensure that all persons carried on board VCA obey all lawful commands given by the PIC for the purpose of ensuring the safety of the VCA and of the persons or property carried in it.

Regulation (EU) 2024/1111

The IAM operator shall ensure that all crew members can communicate with each other in a common language.

Regulation (EU) 2024/1111

The VCA’s lift and thrust units shall only be powered on for the purpose of flight by a qualified pilot at the VCA controls.

ED Decision 2025/010/R

INTENT OF THE RULE

(a)The lift and thrust units are powered on:

(1)for the purpose of flight; this is the intent of point IAM.GEN.VCA.130; or

(2)for maintenance purposes or for parking.

(b)Lift and thrust unit engagement for the purpose of flight: the PIC does not leave the controls when the lift and thrust units are powered on.

(c)Engagement of lift and thrust units for the purpose of maintenance or parking: point IAM.GEN.VCA.130 does not prevent ground runs or ground taxi from being conducted by qualified and authorised personnel other than pilots.

Regulation (EU) 2024/1111

The IAM operator shall not permit any person to use a PED on board an aircraft that could adversely affect the performance of the VCA’s systems and equipment, and shall take all reasonable measures to prevent such use.

ED Decision 2025/010/R

USE OF PEDS ONBOARD VCA

(a)The IAM operator should comply with AMC1 CAT.GEN.MPA.140 as regards the technical prerequisites for the use of PEDs.

(b)The IAM operator should comply with AMC2 CAT.GEN.MPA.140 as regards the procedures for the use of PEDs.

ED Decision 2025/010/R

USE OF PEDS ON BOARD VCA

Useful guidance material about the use of PEDs may be found in:

—GM1 CAT.GEN.MPA.140,

—GM2 CAT.GEN.MPA.140, and

—GM3 CAT.GEN.MPA.140.

Regulation (EU) 2024/1111

(a)When an EFB is used on board an aircraft, the IAM operator shall ensure that it does not adversely affect the performance of the VCA’s systems or equipment, or the ability of the flight crew member to operate the VCA.

(b)The IAM operator shall not use a type B EFB application unless it is approved in accordance with Subpart M of Annex V (Part-SPA).

ED Decision 2025/010/R

EFB HARDWARE AND SOFTWARE APPLICATIONS

(a)The IAM operator should comply with AMC1 CAT.GEN.MPA.141(a) as regards the EFB hardware.

(b)The IAM operator should comply with AMC1 CAT.GEN.MPA.141(b) as regards the classification of EFB applications.

(c)The IAM operator should comply with AMC2 CAT.GEN.MPA.141(b) as regards type A EFB applications. The term ‘airport’ should be understood to also mean ‘vertiport’ in the case of IAM operations.

(d)The IAM operator should comply with AMC3 CAT.GEN.MPA.141(b) for type B EFB applications. The term ‘airport’ should be understood to also mean ‘vertiport’ in the case of IAM operations.

ED Decision 2025/010/R

USE OF EFBs

Useful guidance material about the use of EFBs may be found in:

—GM1 CAT.GEN.MPA.141,

—GM2 CAT.GEN.MPA.141,

—GM1 CAT.GEN.MPA.141(a),

—GM1 CAT.GEN.MPA.141(b), and

—GM2 CAT.GEN.MPA.141(b).

Regulation (EU) 2024/1111

The IAM operator shall at all times have available for immediate communication to rescue coordination centres (RCCs) lists containing information on the emergency and survival equipment carried on board any of its VCA.

ED Decision 2025/010/R

ITEMS FOR COMMUNICATION TO THE RESCUE COORDINATION CENTRE

The list containing information on the emergency and survival equipment should include, as applicable, the number, colour and type of life rafts and pyrotechnics, details of emergency medical supplies (e.g. first-aid kits, emergency medical kits), water supplies, and the type and frequencies of the emergency portable radio equipment.

Regulation (EU) 2024/1111

The IAM operator shall not accept weapons of war or munitions of war for carriage by air in the VCA.

ED Decision 2025/010/R

WEAPONS OF WAR AND MUNITIONS OF WAR

(a)Considering the increased security risks during VCA operations in congested areas or in other sensitive areas, the carriage of weapons of war on board VCA should not be permitted. Weapons of war carried by sky marshals or bodyguards may be allowed under strict conditions, but this is rather an exception and not a regular operation.

(b)There is no internationally agreed definition of weapons of war and munitions of war. Some States may have defined them for their particular purposes or for national needs.

(c)It is the responsibility of the operator to check with the State(s) concerned whether or not a particular weapon or munition is regarded as a weapon of war or munition of war. For the purpose of granting approvals for the carriage of weapons of war or munitions of war, the State(s) concerned is (are) that (those) of origin, transit, overflight and destination of the consignment and the State of the operator.

Regulation (EU) 2024/1111

(a)The IAM operator shall not accept sporting weapons for carriage by air in the VCA unless:

(1)they can be stowed in the VCA in a place that is inaccessible to passengers during the flight; and

(2)all ammunition is unloaded and carried separately from the sporting weapons.

ED Decision 2025/010/R

STOWAGE IN THE VCA

(a)If sporting weapons cannot be stowed in a place that is inaccessible to passengers with all ammunition unloaded, they should not be accepted for carriage. Exemptions may be made by the competent authority on a case-by-case basis.

(b)If the VCA does not have a separate compartment where sporting weapons can be stowed, they should be stowed so that they are not immediately accessible to passengers, e.g. in locked boxes, in checked passenger baggage that is stowed under other baggage, or under fixed netting.

(c)As regards unloaded ammunition of sporting weapons, it may be carried separately in passengers’ checked baggage, in accordance with the Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/905).

ED Decision 2025/010/R

SPORTING WEAPONS

(a)In accordance with Regulation (EC) No 300/2008¹¹³, sporting weapons may be carried on board an aircraft, in a place that is not inaccessible, if the required security conditions in accordance with national laws fulfilled and an authorisation has been granted by the State(s) involved.

(b)There is no internationally agreed definition of sporting weapons. In general, it may be any weapon that is not a weapon of war or munitions of war. Sporting weapons include hunting knives, bows and other similar articles. An antique weapon, which at one time may have been a weapon of war or munitions of war, such as a musket, may now be regarded as a sporting weapon.

(c)A firearm is any gun, rifle or pistol that fires a projectile.

The following firearms are generally regarded as sporting weapons:

(1)those designed for shooting games, shooting birds and other animals;

(2)those used for target shooting, clay-pigeon shooting and competition shooting, provided the weapons are not those on standard issue to military forces; and

(3)airguns, dart guns, starting pistols, etc.

A firearm, which is not a weapon of war or munitions of war, should be treated as a sporting weapon for the purpose of being carried on a VCA.

Regulation (EU) 2024/1111

The IAM operator shall take all reasonable measures to ensure that no person is located in any part of the VCA in flight which is not designed or designated for the accommodation of persons, except when a person takes an action that is necessary for the safety of the VCA or of any person, animal or goods carried in the VCA.

Regulation (EU) 2024/1111

(a)The IAM operator shall take all reasonable measures to ensure that no person enters or is aboard the VCA when under the influence of psychoactive substances to the extent that the safety of the VCA or its occupants is likely to be endangered.

(b)The IAM operator shall develop and implement an objective, transparent and non-discriminatory policy and procedure on the prevention and detection of misuse of psychoactive substances by the pilots and other safety-sensitive personnel under the IAM operator’s direct control, in order to ensure that the safety of the VCA and its occupants is not endangered.

(c)If pilots or other safety-sensitive personnel are tested positive to psychoactive substances, the IAM operator shall inform its competent authority and the authority that is responsible for the pilots and the personnel concerned.

ED Decision 2025/010/R

POLICY ON THE PREVENTION OF MISUSE OF PSYCHOACTIVE SUBSTANCES

(a)The IAM operator should comply with AMC1 CAT.GEN.MPA.170(b) and AMC2 CAT.GEN.MPA.170(b) as regards the policy on the prevention of misuse of psychoactive substances.

(b)The reference to point CAT.GEN.MPA.215 in AMC1 CAT.GEN.MPA.170(b) should be considered as a reference to point IAM.GEN.VCA.176.

ED Decision 2025/010/R

OBJECTIVE, TRANSPARENT AND NON-DISCRIMINATORY TESTING PROCEDURE

The IAM operator should refer to AMC1 CAT.GEN.MPA.170(c) when developing and implementing an objective, transparent and non-discriminatory testing procedure.

ED Decision 2025/010/R

POLICY ON THE PREVENTION AND DETECTION OF MISUSE OF PSYCHOACTIVE SUBSTANCES

Other useful guidance material with regard to the policy on the prevention and detection of misuse of psychoactive substances by crew members may be found in:

—GM1 CAT.GEN.MPA.170(b),

—GM2 CAT.GEN.MPA.170(b),

—GM3 CAT.GEN.MPA.170(b), and

—GM4 CAT.GEN.MPA.170(b).

Regulation (EU) 2024/1111

(a)The IAM operator shall take all reasonable measures to ensure that no person recklessly, intentionally or negligently acts, or omits to act, so as to:

(1)endanger the safety of the VCA or the safety of the persons in it; or

(2)cause or permit the VCA to endanger any person or property.

(b)The IAM operator shall ensure that pilots undergo a psychological assessment before commencing flight operations in order to:

(1)identify the pilots’ psychological attributes and suitability in respect of their work environment; and

(2)reduce the likelihood of pilots negatively interfering with the safe operation of the VCA.

ED Decision 2025/010/R

PSYCHOLOGICAL ASSESSMENT

The IAM operator should refer to AMC1 CAT.GEN.MPA.175(b) for the psychological assessment of its flight crew.

ED Decision 2025/010/R

INTERNAL ASSESSMENT FOR NON-COMPLEX IAM OPERATORS

(a)A non-complex IAM operator in accordance with AMC1 ORO.GEN.200(b) may replace the psychological assessment with an internal assessment of the psychological attributes and suitability of its flight crew.

(b)The internal assessment conducted by non-complex operators of VCA should, as far as possible, apply the same principles as the psychological assessment before commencing line flying for complex operators.

ED Decision 2025/010/R

PSYCHOLOGICAL ASSESSMENT

Useful guidance on conducting a psychological assessment may be found in GM1 CAT.GEN.MPA.175(b).

Regulation (EU) 2024/1111

(a)The IAM operator shall enable, facilitate and ensure access to a proactive and non-punitive support programme that will assist and support pilots in recognising, coping with, and overcoming any problem which might negatively affect their ability to safely exercise the privileges of their licence.

(b)Without prejudice to applicable Union law on the protection of individuals with regard to the processing of personal data and on the free movement of such data, the protection of the confidentiality of personal data shall be a precondition for an effective pilot support programme.

ED Decision 2025/010/R

SUPPORT PROGRAMME

The IAM operator should comply with:

(a)AMC1 CAT.GEN.MPA.215 as regards the principles governing a pilot support programme;

(b)AMC2 CAT.GEN.MPA.215 as regards the confidentiality and protection of data;

(c)AMC3 CAT.GEN.MPA.215 as regards the elements of a pilot support programme; and

(d)AMC4 CAT.GEN.MPA.215 as regards both operator and pilot training and awareness.

ED Decision 2025/010/R

SUPPORT PROGRAMME

Useful guidance material about the support programme may be found in:

—GM1 CAT.GEN.MPA.215,

—GM2 CAT.GEN.MPA.215,

—GM3 CAT.GEN.MPA.215,

—GM4 CAT.GEN.MPA.215,

—GM5 CAT.GEN.MPA.215,

—GM6 CAT.GEN.MPA.215,

—GM7 CAT.GEN.MPA.215, and

—GM8 CAT.GEN.MPA.215.

Regulation (EU) 2024/1111

(a)The IAM operator shall ensure that for the duration of each flight, or series of flights, information that is relevant to the flight, or series of flights, and appropriate for the type of operation:

(1)is preserved on the ground; and

(2)is retained until it has been duplicated at the place at which it will be stored; or, if this is impracticable,

(3)is carried in a fireproof container in the VCA.

(b)The information referred to in point (a) shall include all the following:

(1)a copy of the operational flight plan;

(2)copies of the relevant part(s) of the aircraft continuing airworthiness records;

(3)route-specific NOTAM documentation, if specifically edited by the IAM operator;

(4)mass and balance documentation;

(5)special loads notification.

Regulation (EU) 2024/1111

The PIC shall, within a reasonable time of being requested to do so by a person authorised by an authority, provide that person with the documentation required to be carried on board, in paper or digital media.

Regulation (EU) 2024/1111

(a)Following an accident, a serious incident or an occurrence identified by the investigating authority, the IAM operator shall preserve the original recorded data of the recorder, carried in the VCA in accordance with Subpart D of this Annex, for a period of 60 days or until otherwise directed by the investigating authority.

(b)The IAM operator shall conduct operational checks and evaluations of the recordings to ensure the continued serviceability of the recorder.

(c)The IAM operator shall ensure that the recordings of flight parameters required to be recorded on a recorder are preserved. For the purpose of testing and maintaining the recorder, up to 1 hour of the oldest recorded material at the time of testing may be erased.

(d)The IAM operator shall keep and maintain up to date the documentation that contains the necessary information to convert raw flight data into flight parameters expressed in engineering units.

(e)The IAM operator shall make available any recording of the recorder that has been preserved, if so determined by the competent authority.

(f)Without prejudice to Regulation (EU) No 996/2010¹¹⁴ and Regulation (EU) 2016/679¹¹⁵:

(1)except for ensuring the serviceability of a recorder, audio recordings shall not be disclosed or used unless all the following conditions are fulfilled:

(i)a procedure related to the handling of such audio recordings and of their transcript is in place;

(ii)all pilots and maintenance personnel concerned have given their prior consent;

(iii)such audio recordings are used only for maintaining or improving safety;

(2)when inspecting the audio recordings of a recorder to ensure the serviceability of that recorder, the IAM operator shall protect the privacy of those audio recordings and make sure that they are not disclosed or used for purposes other than for ensuring the serviceability of the recorder;

(3)flight parameters recorded by a recorder shall not be used for purposes other than for the investigation of an accident or an incident which is subject to mandatory reporting, unless such recordings meet any of the following conditions:

(i)are used by the IAM operator for airworthiness or maintenance purposes only;

(ii)are de-identified;

(iii)are disclosed under secure procedures;

(4)except for ensuring the serviceability of a recorder, recorded images of the flight crew compartment shall not be disclosed or used unless all the following conditions are fulfilled:

(i)a procedure related to the handling of such image recordings is in place;

(ii)all pilots and maintenance personnel concerned have given their prior consent;

(iii)such image recordings are used only for maintaining or improving safety;

(5)when images of the flight crew compartment, recorded by a recorder, are inspected for ensuring the serviceability of that recorder, then:

(i)those images shall not be disclosed or used for purposes other than for ensuring the serviceability of the recorder;

(ii)if body parts of pilots or passengers are likely to be visible on the images, the operator shall ensure the privacy of those images.

ED Decision 2025/010/R

PRESERVATION OF RECORDED DATA FOR INVESTIGATION

The IAM operator should comply with AMC1 CAT.GEN.MPA.195(a) as regards the preservation of recorded data for investigation purposes.

ED Decision 2025/010/R

INSPECTION AND CHECK OF RECORDINGS

(a)The IAM operator should comply with AMC1 CAT.GEN.MPA.195(b) as regards the inspection and check of recordings, to the extent applicable to IAM operations and VCA.

(b)In point (c) of AMC1 CAT.GEN.MPA.195(b), the references to point CAT.IDE.A.191 and CAT.IDE.H.191 should be considered as a reference to point UAM.IDE.MVCA.191.

ED Decision 2025/010/R

USE OF AUDIO RECORDINGS TO MAINTAIN OR IMPROVE SAFETY

(a)The IAM operator should comply with AMC1 CAT.GEN.MPA.195(f)(1) as regards the use of audio recordings for the purpose of maintaining or improving safety.

(b)The reference in point (b) of AMC1 CAT.GEN.MPA.195(f)(1) to point CAT.GEN.MPA.195(f)(1) should be considered as a reference to point IAM.GEN.VCA.195(f)(1).

ED Decision 2025/010/R

INSPECTION OF AUDIO RECORDINGS TO ENSURE SERVICEABILITY

The IAM operator should comply with AMC1 CAT.GEN.MPA.195(f)(1a) as regards the inspection of audio recordings for the purpose of ensuring serviceability.

ED Decision 2025/010/R

USE OF IMAGES FROM THE FLIGHT CREW COMPARTMENT TO MAINTAIN OR IMPROVE SAFETY

The IAM operator should comply with AMC1 CAT.GEN.MPA.195(f)(3) as regards the use of images from the flight crew compartment for the purpose of maintaining or improving safety.

ED Decision 2025/010/R

INSPECTION OF IMAGES OF THE FLIGHT CREW COMPARTMENT TO ENSURE SERVICEABILITY

The IAM operator should comply with AMC1 CAT.GEN.MPA.195(f)(3a) as regards the inspection of images of the flight crew compartment for the purpose of ensuring serviceability.

ED Decision 2025/010/R

RECORDER REMOVAL FOR INVESTIGATION PURPOSES

Useful guidance material as regards the need to remove the recorder from the VCA may be found in GM1 CAT.GEN.MPA.195(a).

ED Decision 2025/010/R

INSPECTION OF FLIGHT RECORDER RECORDINGS TO ENSURE SERVICEABILITY

(a)Useful guidance material as regards the inspection of the flight recorder recordings to ensure serviceability, to the extent applicable to IAM operations and VCA, may be found in GM1 CAT.GEN.MPA.195(b).

(b)In point (b) of GM1 CAT.GEN.MPA.195(b), the references to point CAT.GEN.MPA.195(f)(1a) should be considered as a reference to point IAM.GEN.VCA.195(f)(2).

(c)In point (d) of GM1 CAT.GEN.MPA.195(b), the references to point CAT.GEN.MPA.195(f)(3a) should be considered as a reference to point IAM.GEN.VCA.195(f)(5).

ED Decision 2025/010/R

MONITORING AND CHECKING THE PROPER OPERATION OF FLIGHT RECORDERS — EXPLANATION OF TERMS

For the understanding of the terms used in point IAM.GEN.VCA.195(b) and in AMC1 IAM.GEN.VCA.195(b), the IAM operator should refer to GM2 CAT.GEN.MPA.195(b).

ED Decision 2025/010/R

FLIGHT CREW COMPARTMENT

If there are no compartments to physically segregate the flight crew from the passengers during the flight, the ‘flight crew compartment’ referred to in point (f)(5) of point IAM.GEN.VCA.195 is understood to refer to the area that comprises:

(a)the flight crew seats;

(b)the VCA and engine controls;

(c)the VCA instruments;

(d)the windshield and windows used by the flight crew to get an external view while seated at their duty station; and

(e)the circuit breakers accessible by the flight crew while seated at their duty station.

Regulation (EU) 2024/1111

(a)The transport of dangerous goods by air shall be conducted at least in accordance with Annex 18 to the Chicago Convention and applicable technical instructions (TI).

(b)The IAM operator shall be approved for the carriage of dangerous goods by air as cargo in accordance with Subpart G of Annex V (Part-SPA).

(c)The IAM operator shall establish procedures to ensure that all reasonable measures are taken to prevent undeclared or misdeclared dangerous goods from being carried on board inadvertently.

(d)The IAM operator shall ensure that all personnel, including third-party personnel, involved in the acceptance, handling, loading and unloading of cargo are informed of the operator’s operational approval and limitations with regard to the transport of dangerous goods by air, and are provided with the necessary information enabling them to carry out their responsibilities, as required by the TI.

(e)The IAM operator shall, in accordance with TI, ensure that passengers are provided with information about the carriage of dangerous goods on board.

(f)The IAM operator shall, in accordance with TI, report without delay to the competent authority and the appropriate authority of the State of occurrence in the event of:

(1)any accidents or incidents involving dangerous goods;

(2)the discovery of undeclared or misdeclared dangerous goods in cargo or mail; or

(3)the finding of dangerous goods carried by passengers or crew members, or in their baggage, when not in accordance with Part 8 of TI.

(g)The IAM operator shall ensure that notices giving information about the transport of dangerous goods are provided at acceptance points for cargo as required by the TI.

ED Decision 2025/010/R

REPORTING OF ACCIDENTS AND INCIDENTS THAT INVOLVE DANGEROUS GOODS

(a)Accidents or incidents involving dangerous goods, the discovery of undeclared or misdeclared dangerous goods, as well as the finding of dangerous goods carried by passengers or crew members, or in their baggage, when not in accordance with Part 8 of the Technical Instructions, should be reported. The reporting of undeclared and misdeclared dangerous goods found in cargo also applies to items of the operators’ stores that are classified as dangerous goods.

(b)The first report should be dispatched within 72 hours of the event. It may be sent by any means, including email, telephone or fax. The report should include the details that are known at that time. If necessary, a subsequent report should be sent as soon as possible giving all the details that were not known at the time the first report was sent. If a report has been made verbally, written confirmation should be sent as soon as possible.

(c)The first and any subsequent report should be as precise as possible and should contain the following data, where relevant:

(1)date of the incident or accident or the finding of undeclared or misdeclared dangerous goods;

(2)location and flight date;

(3)description of the goods and the reference number of the air waybill, pouch, baggage tag, ticket, etc.;

(4)proper shipping name (including the technical name, if appropriate) and UN/ID number, when known;

(5)class or division and any subsidiary risk;

(6)type of packaging, and the packaging specification marking on it;

(7)quantity;

(8)name and address of the shipper, passenger, etc.;

(9)any other relevant details;

(10)suspected cause of the incident or accident;

(11)action taken;

(12)any other reporting action taken; and

(13)name, title, address and telephone number of the person that makes the report.

(d)Copies of relevant documents and any photographs taken should be attached to the report.

(e)A dangerous goods accident or incident may also constitute an accident, a serious incident or an incident with the VCA. The criteria for reporting both types of occurrences should be met.

(f)The following dangerous goods reporting form should be used, but other forms, including electronic transfer of data, may be used provided that at least the minimum information of this AMC is supplied:

Notes for the completion of the form:

1.A dangerous goods accident is as defined in Annex I. For this purpose, serious injury is as defined in Regulation (EU) No 996/2010¹¹⁶.

2.This form should also be used to report any occasion when undeclared or misdeclared dangerous goods are discovered in cargo, mail or unaccompanied baggage, or when accompanied baggage contains dangerous goods which passengers or crew are not permitted to take on the VCA.

3.The initial report should be dispatched unless exceptional circumstances prevent this. This occurrence report form, duly completed, should be sent as soon as possible, even if all the information is not available.

4.Copies of all relevant documents and any photographs taken should be attached to this report.

5.Any further information, or any information not included in the initial report, should be sent as soon as possible to the authorities specified in point IAM.GEN.VCA.200(f).

6.Provided it is safe to do so, all dangerous goods, packaging, documents, etc., relating to the occurrence should be retained until after the initial report has been sent to the authorities specified in IAM.GEN.VCA.200(f), and they have indicated whether or not these should continue to be retained.

ED Decision 2025/010/R

APPLICABLE TECHNICAL INSTRUCTIONS

The applicable technical instructions are the Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/905).

ED Decision 2025/010/R

GENERAL

(a)The Technical Instructions provide that, in certain circumstances, dangerous goods, which are normally forbidden on a VCA, may be carried on board. In these circumstances, all the States concerned may grant exemptions from the provisions of the Technical Instructions provided that an overall level of safety which is at least equivalent to that provided for by the Technical Instructions is achieved.

The Technical Instructions also make provision for some dangerous goods to be carried only when an approval has been granted both by the State of origin and the State of the operator.

(b)When an exemption is required, the States concerned are those of origin, transit, overflight and destination of the consignment and that of the operator. For the State of overflight, if none of the criteria for granting an exemption are relevant, an exemption may be granted based solely on whether it is believed that an equivalent level of safety in air transport has been achieved.

(c)The Technical Instructions provide that exemptions and approvals are granted by the ‘appropriate national authority’, which is intended to be the authority responsible for the particular aspect against which the exemption or approval is being sought. The Technical Instructions do not specify who should seek exemptions and, depending on the legislation of the particular State, this may mean the operator, the shipper or an agent. If an exemption or approval has been granted to other than the operator, the operator should ensure that a copy has been obtained before the relevant flight is conducted. The operator should ensure that all relevant conditions of an exemption or approval are met.

(d)The exemption or approval referred to in points (a) to (c) is in addition to the approval required by Annex V (Part-SPA), Subpart G.

Regulation (EU) 2024/1111

(a)The transport of dangerous goods by air shall be conducted at least in accordance with Annex 18 to the Chicago Convention and applicable TI.

(b)Dangerous goods shall be carried by operators on board VCA without the specific approval required under Subpart G of Annex V (Part-SPA) if:

(1)they are not subject to the TI in accordance with Part 1 thereof; or

(2)they are carried by passengers or crew, or are in baggage, in accordance with Part 8 of TI.

(c)IAM operators not approved in accordance with Subpart G of Annex V (Part-SPA), shall establish a dangerous goods training programme that meets the requirements of Annex 18 of Chicago Convention and the applicable TI.

(d)The IAM operator shall ensure that passengers are provided with information about the carriage of dangerous goods in accordance with the Technical Instructions.

(e)The IAM operator shall establish procedures to ensure that all reasonable measures are taken to prevent undeclared dangerous goods from being carried on board inadvertently.

(f)The IAM operator shall, in accordance with the TI, report without delay to the competent authority and the appropriate authority of the State of occurrence in the event of:

(1)any accidents or incidents involving dangerous goods;

(2)the discovery of undeclared dangerous goods in cargo or mail; or

(3)the finding of dangerous goods carried by passengers or crew members, or in their baggage, when not in accordance with Part 8 of the TI.

ED Decision 2025/010/R

DANGEROUS GOODS TRAINING PROGRAMME

The training programme should meet the requirements of ICAO Annex 18 and the applicable requirements of the Technical Instructions, Part 1, Chapter 4.

ED Decision 2025/010/R

REPORTING OF ACCIDENTS AND INCIDENTS THAT INVOLVE DANGEROUS GOODS

Accidents or incidents that involve dangerous goods, the discovery of undeclared dangerous goods, as well as the finding of dangerous goods carried by passengers or crew members, or in their baggage, when not in accordance with Part 8 of the Technical Instructions, should be reported in accordance with AMC1 IAM.GEN.VCA.200 as applicable.

ED Decision 2025/010/R

APPLICABLE TECHNICAL INSTRUCTIONS

The applicable technical instructions are the Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/905).

ED Decision 2025/010/R

GENERAL

No specific approval for the transport of dangerous goods by air is required when:

(a)they are not subject to the Technical Instructions in accordance with Part 1 thereof; or

(b)they are carried by passengers or crew, or are in baggage, in accordance with Part 8 of the Technical Instructions.

SECTION 2 — Manned VTOL-capable aircraft (MVCA)

Regulation (EU) 2024/1111

This Section establishes additional requirements for IAM operations with manned VTOL-capable aircraft (MVCA).

Regulation (EU) 2024/1111

(a)The IAM operator shall ensure that no person, other than the pilot assigned to a flight, is admitted to, or carried in, the flight crew compartment unless that person is:

(1)an operating crew member;

(2)a representative of the competent authority or inspecting authority, if this is required for the performance of their official duties; or

(3)permitted by and carried in accordance with the operator’s OM.

(b)The pilot-in-command shall ensure that:

(1)admission to the flight crew compartment does not cause distraction or interference with the conduct of the flight; and

(2)all persons carried in the flight crew compartment are made familiar with the relevant safety procedures.

(c)The pilot-in-command shall make the final decision regarding admission to the flight crew compartment in the VCA.

ED Decision 2025/010/R

ADMISSION/CARRIAGE OF PASSENGERS TO/IN THE FLIGHT CREW COMPARTMENT

When a VCA is used in a single-pilot operation and has more than one pilot station, passengers may be carried in the unoccupied pilot seat(s), provided that the commander is satisfied that:

(a)this will not cause distraction or interference with the operation of the flight; and

(b)the passenger(s) that occupies (occupy) the pilot seat(s) is (are) familiar with the relevant restrictions and safety procedures.

Regulation (EU) 2024/1111

(a)The following documents, manuals and information, in paper or digital media, shall be carried on each flight with a VCA and shall be easily accessible for inspection purposes:

(1)the aircraft flight manual (AFM), or equivalent document(s);

(2)the original certificate of registration of the aircraft;

(3)the original certificate of airworthiness (CofA);

(4)the noise certificate, including an English translation where one has been provided by the authority that is responsible for issuing the noise certificate;

(5)a certified true copy of the air operator certificate (AOC), including an English translation when the AOC has been issued in another language;

(6)the operations specifications relevant to the aircraft type, issued with the AOC, including an English translation when the operations specifications have been issued in another language;

(7)the original aircraft radio licence, if applicable;

(8)the third-party liability insurance certificate(s);

(9)the journey log, or equivalent, for the aircraft;

(10)the continuing airworthiness records, as applicable;

(11)details of the filed ATS flight plan, if applicable;

(12)current and suitable aeronautical charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted;

(13)procedures and information on visual signals for use by intercepting and intercepted aircraft;

(14)information concerning search and rescue services for the area of the intended flight, which shall be easily accessible in the aircraft;

(15)the current parts of the OM that are relevant to the duties of the pilots, which shall be easily accessible to those pilots;

(16)the MEL;

(17)appropriate notices to airmen (NOTAMs) and aeronautical information service (AIS) briefing documentation;

(18)appropriate meteorological information;

(19)cargo and/or passenger manifests;

(20)mass and balance documentation;

(21)the operational flight plan, where required;

(22)notification about special categories of passenger (SCPs), if applicable; and

(23)any other documentation that may be pertinent to the flight or is required by the States concerned with the flight.

(b)The documents, manuals, and information carried on each flight shall be accessible to authorised persons, usable, and reliable.

(c)Notwithstanding point (a), in case of loss or theft of the documents specified in points (a)(2) to (8), the operation may continue until the flight reaches its destination or a place where replacement documents can be provided.

ED Decision 2025/010/R

PROCEDURES AND VISUAL SIGNALS TO BE USED BY INTERCEPTING AND INTERCEPTED AIRCRAFT

The procedures and visual signals to be used by intercepting and intercepted aircraft should reflect those contained in Regulation (EU) No 923/2012. They may be part of the operations manual.

ED Decision 2025/010/R

APPROPRIATE METEOROLOGICAL INFORMATION

(a)The appropriate meteorological information should be relevant to the planned operation, as specified in point (a) of point MET.TR.215 of Annex V (Part-MET) to Regulation (EU) 2017/373¹¹⁷, and comprise the following:

(1)the meteorological information that is specified in point (e) of point MET.TR.215 of Part-MET; and/or

(2)supplemental meteorological information:

(i)information other than that specified in point (a) above, which should be based on data from certified meteorological service providers; or

(ii)information from other reliable sources of meteorological information that should be evaluated by the operator.

(b)The providers of meteorological information specified in point (e) of point MET.TR.215 should be certified meteorological services providers that meet the necessary oversight and certification requirements as specified in Part-MET.

(c)All the following should qualify as supplemental meteorological information:

(1)a reliable, timestamped image from a serviceable digital camera of known location, bearing, and altitude, which shows the weather conditions in the approach path at destination;

(2)a meteorological observation from a properly trained observer; and

(3)a report from non-certified automatic weather observation systems to which the operator should apply relevant margins based on the reliability and precision of the system.

ED Decision 2025/010/R

DIGITAL MEDIA

The IAM operator may use digital media such as EFBs that host type A and/or type B EFB applications as an alternative to the carriage of documents, manuals and information in paper on each flight, in accordance with point IAM.GEN.VCA.141.

ED Decision 2025/010/R

CERTIFIED TRUE COPIES

(a)Certified true copies may be provided:

(1)either directly by the competent authority;

(2)or by persons (e.g. public notaries, authorised officials in public services) that are authorised to certify official documents in accordance with the applicable Member State’s legislation.

(b)Translations of the air operator certificate (AOC), including operations specifications, do not need to be certified.

ED Decision 2025/010/R

‘JOURNEY LOG OR EQUIVALENT’

‘Journey log or equivalent’ means that the required information may be recorded in a document other than a logbook, such as the operational flight plan or the VCA technical log.

ED Decision 2025/010/R

DATA FROM CERTIFIED METEOROLOGICAL SERVICE PROVIDERS

The supplemental meteorological information, in the context of point (a)(2)(i) of AMC3 IAM.GEN.MVCA.180, should originate only from authoritative sources or certified providers and should not be transformed or tampered, except for the purpose of presenting the data in the correct format.

ED Decision 2025/010/R

INFORMATION FROM OTHER RELIABLE SOURCES OF METEOROLOGICAL INFORMATION

(a)Other reliable sources of meteorological information, in the context of point (a)(2)(ii) of AMC3 IAM.GEN.MVCA.180, are organisations that can provide an appropriate level of data assurance in terms of accuracy and integrity.

(b)For the purpose of evaluating such organisations, the operator should consider whether the organisation has established a quality assurance system to cover source selection, acquisition/import, processing, validity period check, and distribution phase of data.

ED Decision 2025/010/R

SUPPLEMENTARY INFORMATION

Supplementary information is information included in point (e) of point MET.TR.215 of Part-MET and refers to meteorological information to be reported in specific cases such as freezing precipitation, blowing snow, thunderstorm, etc.

Regulation (EU) 2024/1111

(a)Notwithstanding point IAM.GEN.MVCA.180, for IAM operations in accordance with VFR by day, taking off and landing at the same vertiport within 24 hours, or remaining within a local area specified in the OM, the following documents and information may be retained at the vertiport instead of being carried on board each flight:

(1)noise certificate;

(2)aircraft radio licence;

(3)journey log, or equivalent;

(4)continuing airworthiness records;

(5)notices to airmen (NOTAMs) and aeronautical information service (AIS) briefing documentation;

(6)meteorological information;

(7)notification about special categories of passengers (SCPs), if applicable; and

(8)mass and balance documentation.

ED Decision 2025/010/R

MEANING OF ‘LOCAL AREA’

The ‘local area’ is defined by the competent authority of the operator, in a radius of nautical miles or otherwise.

SUBPART B — OPERATING PROCEDURES

SECTION 1 — VTOL-capable aircraft (VCA)

Regulation (EU) 2024/1111

This Section establishes the requirements for IAM operations with VTOL-capable aircraft (VCA).

Regulation (EU) 2024/1111

(a)The IAM operator shall establish procedures for altimeter checking before each departure.

(b)The IAM operator shall establish procedures for altimeter settings for all phases of flight, which shall take into account the procedures established by the State of the vertiport or, if applicable, by the State of the airspace flown.

Regulation (EU) 2024/1111

(a)The IAM operator shall establish standard and contingency procedures for the taxiing of VCA (in the air and on the ground) and for the movement of VCA on the ground in order to ensure the safe operation of the VCA at the vertiport, diversion location or VEMS operating site. In particular, the IAM operator shall consider the risk of collision between a taxiing VCA or a VCA being moved and another aircraft or other objects, as well as the risk of injuries to ground personnel. The IAM operator’s procedures shall be coordinated with the operator of the vertiport, the diversion location or the operating site, as applicable.

(b)The VCA shall be taxied on the movement area of a vertiport, diversion location or VEMS operating site:

(1)by an appropriately qualified pilot at the controls of the VCA; or

(2)in the case of taxiing on the ground without passengers for a purpose other than taking off, by a person at the controls of the VCA, designated by the IAM operator, after having received appropriate training and instructions.

(c)The IAM operator shall ensure that the ground movement of a VCA on the movement area of a vertiport, diversion location or VEMS operating site is carried out or supervised by personnel that have received appropriate training and instructions.

ED Decision 2025/010/R

PROCEDURES FOR THE TAXIING OF VCA ON THE GROUND

(a)The IAM operator should take into account the particular operational environment at the vertiport, diversion location or VEMS operating site being used for the operation(s) when establishing procedures for taxiing on the ground.

(b)These procedures should include at least the following:

(1)instructions on the use of standard radiotelephony (RTF) phraseology;

(2)instructions on the use of lights, if applicable;

(3)measures to enhance the situational awareness, such as the use of the layout charts of a particular vertiport, diversion location or VEMS operating site as, applicable;

(4)instructions on the avoidance of actions which may create distraction from the taxiing activity.

(c)The operator’s procedures for ground taxiing without passengers on board for a purpose other than taking off should in particular ensure that the lift and thrust units of the VCA are not powered on inadvertently by the person designated in accordance with point UAM.OP.VCA.125(b)(2).

ED Decision 2025/010/R

PROCEDURES FOR THE GROUND MOVEMENT OF VCA

(a)The operator’s procedures for the ground movement of VCA should take into consideration at least the following:

(1)VCA dimensions, proper movement speed and VCA turning arcs;

(2)measures to maintain overall situational awareness of the location and movement of the VCA and of other traffic at the vertiport, diversion location or VEMS operating site;

(3)measures to keep the VCA being moved within the appropriate designated areas.

(b)The operator’s procedures for the ground movement of VCA should include instructions for team members involved in the ground movement of VCA to follow and adhere to all operational and safety procedures during the VCA movement and to communicate among them to prevent accidents.

ED Decision 2025/010/R

DESIGNATED PERSONS

The operator should only designate a person other than a pilot for the ground taxiing of the VCA on the movement area of a vertiport, diversion location or VEMS operating site, if that person:

(a)is trained in ground taxiing of the VCA;

(b)is trained to use the radio telephone;

(c)has received instruction in respect of the layout of the vertiport, diversion location or VEMS operating site, as applicable, and the routes, signs, markings and lights thereon;

(d)has received instruction in respect of air traffic control (ATC) signals and instructions, phraseology and procedures, if applicable;

(e)can conform to the operational standards required for a safe ground taxiing at the vertiport, diversion location or VEMS operating site.

ED Decision 2025/010/R

GENERAL

(a)Taxiing (in the air and on the ground) is the movement of a VCA under its own power.

(b)Air taxiing, hover taxiing and taxiing on the ground with passengers on board for the purpose of flight or after landing are considered critical phases of flight (Definition (31)). Due to the safety-critical nature of these types of taxiing, they are performed by an appropriately qualified pilot at the controls of the VCA.

(c)Taxiing on the ground without passengers on board for a purpose other than taking off, e.g. for repositioning or maintenance, is not considered a critical phase of flight. This type of taxiing may, therefore, be performed either by an appropriately qualified pilot or by personnel other than pilots, designated by the IAM operator, if appropriately trained for the task.

(d)Ground movement is the movement of a VCA with the support of external equipment or accessory that is not powered by the VCA. It is advisable that the operation of such equipment, including when automated or autonomous, is carried out by suitably trained personnel, even if that personnel only monitors the functioning of the systems.

Regulation (EU) 2024/1111

(a)When developing operating procedures, the IAM operator shall take into account the need to minimise the effect of noise and any published noise-abatement procedures.

(b)The IAM operator’s procedures shall:

(1)ensure that safety has priority over noise abatement; and

(2)be simple and safe to implement by not significantly increasing flight crew workload during critical phases of flight.

Regulation (EU) 2024/1111

(a)The IAM operator shall ensure that operations are only conducted along routes or within areas for which:

(1)space-based facilities, ground facilities and services, and meteorological services, adequate for the planned operation, are provided;

(2)adequate vertiports, diversion locations or VEMS operating sites are available that permit a landing to be executed in the case of critical failure for performance (CFP) of the VCA;

(3)the performance of the VCA is adequate to comply with minimum flight altitude requirements;

(4)the equipment of the VCA meets the minimum requirements for the planned operation; and

(5)appropriate maps and charts are available.

(b)The IAM operator shall ensure that operations are conducted in accordance with any restriction on the routes or the areas of operation specified by the competent authority.

ED Decision 2025/010/R

USE OF DESIGNATED ROUTES

If the competent authority responsible for the airspace where the VCA is or will be operated has designated routes for VFR day operations with VCA to account for potential ground risks and potential risk of collision with other aircraft or for airspace management purposes, the operator should ensure that its VCA operations are only conducted along those routes.

ED Decision 2025/010/R

USE OF DIVERSION LOCATIONS

The actions needed to make a diversion location comply with the requirements, such as those related to availability and adequacy, may be subcontracted (for example, to the owner of the land or any third party) in accordance with point ORO.GEN.205. The IAM operator should ensure, in particular, that the services provided by the subcontractor are appropriately integrated to its flight preparation and operations management processes.

Regulation (EU) 2024/1111

(a)For all route segments to be flown, the IAM operator shall establish:

(1)minimum flight altitudes that provide the required vertical clearance from terrain and obstacles, taking into account the relevant requirements of Subpart C of this Annex and the minima established by the State where the operation takes place; and

(2)a method for the pilot to determine the altitudes referred to in point (1).

(b)The method for establishing minimum flight altitudes shall be approved by the competent authority.

(c)Where the minimum flight altitudes established by the IAM operator and the State where the operation takes place differ, the higher values shall apply.

ED Decision 2025/010/R

CONSIDERATIONS WHEN ESTABLISHING MINIMUM FLIGHT ALTITUDES

(a)When establishing minimum flight altitudes for flights to be conducted in accordance with VFR by day, the operator should consider all the following:

(1)the VFR minimum heights specified in point SERA.5005(f) of Regulation (EU) No 923/2012 or the minimum heights established by the competent authority above those stipulated in point SERA.5005(f) or the permission from the competent authority to fly at lower heights than those stipulated in point SERA.5005(f);

(2)the accuracy with which the position of the VCA can be determined;

(3)the probable inaccuracies in the indications of the altimeters used;

(4)the characteristics of the terrain, such as sudden changes in the elevation, along the routes or in the areas where operations are to be conducted;

(5)the probability of encountering unfavourable meteorological conditions, such as severe turbulence and descending air currents;

(6)the possible inaccuracies in aeronautical charts.

(b)The operator should also consider:

(1)corrections for temperature and pressure variations from standard values;

(2)ATC requirements, if applicable; and

(3)any foreseeable contingencies along the planned route.

Regulation (EU) 2024/1111

(a)The IAM operator shall establish, implement and maintain a fuel/energy scheme that comprises policies and procedures for:

(1)fuel/energy planning and fuel/energy in-flight replanning;

(2)selection of vertiports, diversion locations or VEMS operating sites; and

(3)in-flight fuel/energy management.

(b)The fuel/energy scheme shall:

(1)be appropriate for the intended operation; and

(2)correspond to the capacity of the IAM operator to support its implementation.

(c)The fuel/energy scheme shall be included in the operations manual.

(d)The fuel/energy scheme and any changes to it shall require the prior approval of the competent authority.

ED Decision 2025/010/R

GENERAL

(a)The fuel/energy scheme and, in particular, the final fuel/energy reserve and the additional fuel/energy depend on the certified minimum performance (CMP) of the VCA, established by considering the effect of single failures and combinations of failures that are not extremely improbable on the nominal performance parameters.

For some VCA designs, a failure or a combination of failures in the fuel/energy system may lead to the most detrimental effect on the aircraft range during cruise phase. Such failure(s) would then become, for the respective flight phase and performance parameter, the critical failure for performance (CFP).

The CFP affects the aircraft systems and CSFL ability. The CFP considers all types of failures that are not extremely improbable. Critical failures may be different per flight phase and performance parameter.

(b)The CMP and CFP are defined in Annex I — definitions (133) and (135) respectively. Definitions of the CMP and CFP are also included in MOC VTOL.2000. The CMP is established during type certification, similarly to Category A helicopter’s performance. Failures to be considered have been adapted for VCA, to be able to accommodate an arbitrary number of lift/thrust units and other systems affecting CSFL.

(c)The goal of the fuel/energy scheme is to ensure that a flight can be conducted safely; in particular, that the VCA can reach the selected vertiport(s), diversion location(s) or VEMS operating site(s). For VCA that use conventional fuel for propulsion, this depends primarily on the quantity of fuel on board, while for VCA with electric propulsion it may be other factors that are critical, e.g. component temperature limitations following a CFP. For some configurations, it is likely that the VCA has plenty of remaining energy after a CFP but cannot reach a vertiport or a diversion location on a particular day because the energy is not accessible, e.g. in the case of component overheat. 

The CMP data allows the operator to plan the range of the VCA if affected by the CFP, as well as other flight parameters such as rate of climb, thus assessing the suitability of vertiports, diversion locations or VEMS operating sites along the route before each flight.

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).

ED Decision 2025/010/R

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.

ED Decision 2025/010/R

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.

ED Decision 2025/010/R

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.

ED Decision 2025/010/R

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.

ED Decision 2025/010/R

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.

ED Decision 2025/010/R

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.

ED Decision 2025/010/R

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.

ED Decision 2025/010/R

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.

ED Decision 2025/010/R

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.

ED Decision 2025/010/R

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 Manual¹¹⁸ provide further detailed guidance on the development of a comprehensive in-flight fuel management policy and related procedures.

Regulation (EU) 2024/1111

(a)The IAM operator shall establish policies and procedures ensuring that in-flight fuel/energy checks and fuel/energy management are performed.

(b)The PIC shall monitor the amount of usable fuel/energy remaining in the VCA to ensure that it is protected and not less than the fuel/energy required to proceed to the selected destination vertiport, diversion location or VEMS operating site where a safe landing can be performed.

(c)When a change to the clearance to proceed to a specific vertiport, diversion location or VEMS operating site at which the PIC has committed to land may result in landing with less than the planned final reserve fuel/energy, they shall advise air traffic control (ATC) of a “minimum fuel / energy” state by declaring “MINIMUM FUEL”.

(d)The PIC shall declare a situation of “fuel/energy emergency” by broadcasting “MAYDAY MAYDAY MAYDAY FUEL” when the usable fuel/energy that is calculated to be available upon landing at the nearest vertiport, diversion location or VEMS operating site where a safe landing can be performed is less than the planned final reserve fuel/energy.

ED Decision 2025/010/R

IN-FLIGHT FUEL/ENERGY CHECKS

(a)The operator’s policy and procedures should ensure that the PIC monitors in-flight the remaining amount of usable fuel/energy and compares it with a conservative estimate of the fuel/energy necessary to proceed to the destination vertiport or the VEMS operating site where a safe landing can be performed, either through dynamic checks or checks at regular intervals of the fuel/energy measuring and displaying equipment.

(b)If conservative estimations of the fuel/energy necessary to complete the remaining part of the flight are not provided by the fuel/energy measuring and displaying equipment in-flight, the operator’s policy and procedures should ensure that the following conservative estimations are made during the pre-flight fuel/energy planning for specified check points along the planned route:

(1)amount of fuel/energy necessary to complete the remaining portion of the flight to the destination vertiport or the VEMS operating site; and

(2)amount of fuel/energy necessary to reach a vertiport or a diversion location along the route.

The specified check points should be regularly distributed along the planned route to allow for the safe management of the fuel/energy in-flight.

The PIC should monitor in-flight the indications of the fuel/energy measuring and displaying equipment to establish the remaining usable amount of fuel/energy as the VCA proceeds towards the destination vertiport or the VEMS operating site and, at the specified check points, compare this amount with the conservative estimations for those check points made during the pre-flight fuel/energy planning.

(c)The relevant fuel/energy data and estimations should be recorded by the operator’s safety management system and retained for 5 years to be used as a follow-up to incidents and other technical reports and to identify and make adjustments to the fuel/energy system performance.

ED Decision 2025/010/R

ENSURING A SAFE LANDING

If an in-flight fuel/energy check performed in accordance with AMC1 UAM.OP.VCA.195 shows that the remaining amount of usable fuel/energy is less than the conservative estimation of the fuel/energy necessary to complete the flight to the destination vertiport or the VEMS operating site, plus the final fuel/energy reserve, the PIC should:

(a)divert to a vertiport or a diversion location along the route selected in accordance with the individual fuel/energy scheme; or

(b)replan the flight in accordance with point (d) of point UAM.OP.VCA.191.

ED Decision 2025/010/R

DECLARING ‘MINIMUM FUEL’

(a)The ‘MINIMUM FUEL’ declaration informs the appropriate ATC unit that any change to the existing clearance, or air traffic delays, may result in landing with less final fuel/energy reserve. This is not an emergency situation, but an indication that an emergency situation is possible should any additional delay occur.

(b)Guidance on declaring ‘MINIMUM FUEL’ is contained in ICAO Doc 9976 ‘Flight Planning and Fuel Management (FPFM) Manual’.

ED Decision 2025/010/R

BROADCASTING ‘MAYDAY MAYDAY MAYDAY FUEL’

The ‘MAYDAY MAYDAY MAYDAY FUEL’ declaration informs the ATC that the amount of final fuel/energy reserve may be consumed prior to landing.

The standard phraseology ‘MAYDAY FUEL’ describes the nature of the distress conditions as required in ICAO Annex 10 ‘Aeronautical Telecommunications’ Volume II.

Regulation (EU) 2024/1111

(a)During take-off and landing, the pilot required to be on duty shall be at their assigned station.

(b)During all other phases of flight, the pilot required to be on duty shall remain at their assigned station, unless absence is necessary for the performance of duties in connection with the operation or for physiological needs. Where absence is necessary for the above-mentioned reasons, the control of the VCA shall be handed over to another suitably qualified pilot.

(c)During all phases of flight, the pilot required to be on duty shall remain alert. If the pilot realises a lack of alertness, appropriate countermeasures shall be taken.

Regulation (EU) 2024/1111

The IAM operator shall ensure that the aircraft is operated within the weather operating limitations it is certified for, and considering current and forecast weather conditions for the entire duration of the flight.

Regulation (EU) 2024/1111

(a)The IAM operator shall establish procedures to be followed when ground de-icing and anti-icing treatment and related inspections of the VCA are necessary for its safe operation.

(b)The PIC shall commence take-off only if the VCA is clear of any deposit that might adversely affect its performance or controllability in accordance with its AFM.

ED Decision 2025/010/R

DE-ICING AND ANTI-ICING ON THE GROUND

(a)The IAM operator should include de-icing and anti-icing policy and procedures for aircraft on the ground in its operations manual. The policy and procedures should include descriptions of the types and effects of icing and other contaminants on aircraft while stationary, during ground movements and during take-off.

(b)In addition, a description of the fluid types used should be given, including the following:

(1)proprietary or commercial names;

(2)characteristics;

(3)effects on aircraft performance;

(4)hold-over times;

(5)precautions during usage.

ED Decision 2025/010/R

DE-ICING/ANTI-ICING

Useful guidance material as regards de-icing and anti-icing may be found in:

—GM1 CAT.OP.MPA.250, with guidance on terms used in the context of de-icing/anti-icing;

—GM2 CAT.OP.MPA.250, with guidance on de-icing and/or anti-icing procedures; and

—GM3 CAT.OP.MPA.250, with further guidance on de-icing and/or anti-icing.

Regulation (EU) 2024/1111

(a)The IAM operator shall establish procedures for flights in expected or actual icing conditions.

(b)The PIC shall commence the flight or intentionally fly into expected or actual icing conditions only if the VCA is certified and equipped to operate in such conditions.

(c)If actual icing exceeds the intensity of icing for which the aircraft is certified, or if an aircraft not certified for flight in known icing conditions encounters icing, the PIC shall exit the icing conditions without delay and, if necessary, declare an emergency to ATS.

Regulation (EU) 2024/1111

Where applicable, the PIC shall commence a flight, or continue in the event of in-flight replanning, only when satisfied that the VCA carries at least the planned amount of oil to complete the flight safely, taking into account expected operating conditions.

Regulation (EU) 2024/1111

Before commencing take-off, the PIC shall be satisfied that:

(a)the meteorological conditions at the vertiport, diversion location or VEMS operating site and the condition of the surface for take-off intended to be used will not prevent the PIC from conducting a safe take-off and departure; and

(b)the established operating minima for the vertiport, diversion location or VEMS operating site, as applicable, will be complied with.

Regulation (EU) 2024/1111

The PIC shall not fly below specified minimum flight altitudes except:

(a)when it is necessary for taking off or landing; or

(b)when descending in accordance with procedures approved by the competent authority.

Regulation (EU) 2024/1111

When carrying passengers or cargo, the PIC shall not simulate abnormal or emergency situations that require the application of abnormal or emergency procedures.

Regulation (EU) 2024/1111

When undue proximity to the ground and/or obstacles located horizontally in relation to the VCA is detected by the PIC or by a proximity warning system, the PIC shall immediately take corrective action to establish safe flight conditions.

ED Decision 2025/010/R

TRAINING OBJECTIVES FOR THE USE OF PROXIMITY WARNING SYSTEMS

If a proximity warning system is installed on a VCA, the performance-based training objectives of GM1 CAT.OP.MPA.290 may be used for the pilot training programmes.

Regulation (EU) 2024/1111

Before commencing an approach operation, the PIC shall be satisfied that:

(a)the meteorological conditions at the vertiport, diversion location or VEMS operating site will not prevent the PIC from conducting a safe approach, landing or go-around, considering the performance information contained in the operations manual (OM); and

(b)the established vertiport operating minima, or visibility and distance from cloud minima for flights conducted in accordance with VFR by day, shall be complied with.

ED Decision 2025/010/R

ASSESSMENT OF LANDING DISTANCE — VCA INTENDING TO LAND CONVENTIONALLY WITH ROLL-ON

(a)The in-flight assessment of the landing distance should be based on the latest available weather report and runway condition report (RCR), or equivalent information based on the RCR.

(b)The assessment should be initially carried out when the weather report and the RCR are obtained, usually around top of descent. If the planned duration of the flight does not allow the flight crew to carry out the assessment in non-critical phases of flight, the assessment should be carried out before departure.

(c)If meteorological conditions are likely to lead to the degradation of the runway surface condition, the level of degradation of the runway surface friction characteristics that may be tolerated should also be considered in the assessment so that a quick decision can be made prior to landing.

(d)The flight crew should monitor the evolution of the actual conditions during the approach to ensure that they do not degrade below the condition that was previously determined to be the minimum acceptable.

ED Decision 2025/010/R

WIND DATA

(a)The information on average wind contained in METAR/SPECI/ATIS reports should be the basis for landing performance calculations while instant wind information, if reported, should be monitored during the approach to ensure that the wind speed does not exceed the assumptions made for landing performance calculations.

(b)If the AFM so requires, the operator should use instant wind information for landing performance calculations.

ED Decision 2025/010/R

IN-FLIGHT DETERMINATION OF THE FINAL APPROACH AND TAKE-OFF AREA (FATO) CONDITION — VCA INTENDING TO LAND VERTICALLY

The in-flight determination of the FATO suitability for a safe approach, landing or missed approach should be based on the latest available meteorological or runway condition report, preferably not more than 30 minutes before the expected landing time.

Regulation (EU) 2024/1111

The IAM operator shall make available to the competent authority the amount of hours flown for each VCA operated during the previous calendar year.

ED Decision 2025/010/R

REPORTING OF FLIGHT HOURS

Flight hours may be reported either:

(a)as flight hours flown by each VCA, identified by the VCA serial number and registration mark, during the previous calendar year; or

(b)as total flight hours flown by each VCA, identified by the VCA serial number and registration mark, on the 31st of December of the previous calendar year.

SECTION 2 — Manned VTOL-capable aircraft (MVCA)

Regulation (EU) 2024/1111

This Section establishes additional requirements for IAM operations with manned VTOL-capable aircraft (MVCA).

Regulation (EU) 2024/1111

The IAM operator shall ensure that:

(a)ATS appropriate to the airspace in which the operation is conducted and to the applicable rules of the air are used, whenever available;

(b)in-flight operational instructions involving a change to the ATS flight plan are coordinated with the appropriate ATS unit before transmission to the VCA;

(c)search and rescue service arrangements can be maintained whenever the use of ATS in the airspace in which the operation is conducted is not mandated for VFR flights by day;

(d)for operations in airspace designated by the competent authority as U-space airspace and not provided with air traffic control (ATC) services by an air navigation service provider (ANSP), the VCA continuously makes itself electronically conspicuous to U-space service providers.

ED Decision 2025/010/R

ELECTRONIC CONSPICUITY DEVICE

(a)A manned VCA entering airspace designated as U-space airspace but not provided with air traffic control service by the ANSP should comply with point (c) of point SERA.6005 of Regulation (EU) No 923/2012.

(b)The PIC should ensure that the electronic conspicuity device of the VCA operates correctly before entering U-space airspace until the VCA leaves U-space airspace.

ED Decision 2025/010/R

IN-FLIGHT OPERATIONAL INSTRUCTIONS

When coordination with an appropriate ATS unit has not been possible, in-flight operational instructions do not relieve the PIC of the responsibility to obtain appropriate clearance from an ATS unit, if applicable, before making any change in the flight plan.

Regulation (EU) 2024/1111

(a)The IAM operator shall use adequate vertiports for its normal operations and for diversion from the planned route as necessary.

(b)Notwithstanding point (a), the IAM operator may use one or more adequate diversion locations while en-route to divert from the planned route as necessary.

(c)A vertiport is considered adequate if at the expected time of use it is:

(1)compatible with the dimensions and weight of the VCA;

(2)compatible with the VCA approach and departure paths;

(3)provided with rescue and firefighting services (RFFS) and other services and facilities necessary for the intended operation; and

(4)available.

(d)A diversion location is considered adequate if at the expected time of use:

(1)its characteristics, including dimensions, obstacles, and surface condition, are compatible with the VCA and allow for landing in accordance with an approved landing profile;

(2)it can be reached within the CMP of the VCA taking wind limitations into account;

(3)it has an acceptable level of RFFS protection;

(4)it is pre-surveyed; and

(5)it is available.

ED Decision 2025/010/R

SELECTION OF ADEQUATE VERTIPORTS, DIVERSION LOCATIONS AND VEMS OPERATING SITES

(a)The policy and procedures for the selection of adequate vertiports, diversion locations and VEMS operating sites should be part of the operator’s fuel/energy scheme in accordance with point UAM.OP.VCA.190. The selected vertiports, diversion locations or VEMS operating sites should comply with point UAM.OP.MVCA.192.

(b)If the VCA is certified for operations on floating surfaces in accordance with point UAM.IDE.MVCA.300(d), the operator should include floating surfaces in the fuel/energy scheme.

ED Decision 2025/010/R

ADEQUATE DIVERSION LOCATIONS

To comply with point UAM.OP.MVCA.107(d), the operator’s policy and procedure for the selection of diversion locations should be based on at least the following:

(a)Data provided by the VCA manufacturer including:

(1)certified minimum performance (CMP) including wind limitations;

(2)the radial component of the downwash (outwash) around the VCA;

(3)type of VCA landing systems (e.g. wheels, skids).

(b)Information about the diversion location characteristics including:

(1)size of the landing area;

(2)surface characteristics;

(3)slope;

(4)obstacle clearance areas;

(5)firefighting information, if any.

(b)The operating conditions under which the flight is to be conducted including:

(1)anticipated masses;

(2)anticipated VCA fuel/energy consumption;

(3)anticipated meteorological conditions.

(c)Observations made during the process of pre-surveillance of diversion locations by a competent person. The operator should also take into account possible changes to the characteristics of diversion locations that may have taken place since last surveyed.

(d)The means to have an indication on wind speed and direction.

(e)Ground markings, if available.

(f)The means to achieve an acceptable level of rescue and firefighting services (RFFS) protection, including equipment, or agreement with the local firefighting brigade or any other appropriate arrangement.

(g)In the case of cross-border operations, the relevant requirements published by the competent authority of the place of operation stemming from air space management, air traffic management, national security, as well as environmental and administrative regulations.

ED Decision 2025/010/R

DIVERSION LOCATIONS — DOCUMENTATION

(a)Any diversion location selected by the IAM operator and planned to be used, as well as any subsequent changes to selected diversion locations, should be notified to the competent authority in accordance with the procedure referred to in point ORO.GEN.115(b) and point ORO.GEN.130(c) along with the criteria applied for the selection.

(b)The operations manual or another manual of the IAM operator should contain diagrams or ground and aerial photographs, depiction (pictorial) and description of the selected diversion location including:

(1)its overall dimensions;

(2)its suitability with reference to VCA performance as well as the radial component of the downwash (outwash) around the VCA;

(3)the location and height of relevant obstacles in the approach and take-off flight paths and in the manoeuvring area of any diversion location;

(4)the approach and take-off flight paths;

(5)its surface condition (blowing dust/snow/sand);

(6)the provision of control of third parties on the ground, if applicable;

(7)current firefighting arrangements (equipment or agreement with the local firefighting brigade or any other appropriate arrangement);

(8)existing means indicating wind speed and direction;

(9)the procedure for its activation in accordance with national regulations, if applicable;

(10)other useful information; for example, details of the appropriate ATS agency and frequency;

(11)the evacuation paths for passengers, taking into account the VCA hazard areas; and

(12)the means to remove a VCA from a diversion location.

ED Decision 2025/010/R

USE OF EN-ROUTE DIVERSION LOCATIONS

(a)En-route diversion locations should be so selected to enable:

(1)a CSFL of the VCA following a CFP or another abnormal condition or situation; and/or

(2)compliance with the final fuel/energy reserve requirements.

(b)En-route diversion locations should not be used for planned embarkation and/or disembarkation of passengers or for onloading and offloading cargo.

(c)After having landed at an en-route diversion location, the operator may resume the flight that has already started at a vertiport, perform a ferry flight or remove the VCA from the diversion location by other means, as the case may be.

(d)An en-route diversion location should not be understood as a vertiport used for diversion.

ED Decision 2025/010/R

DIVERSION LOCATIONS IN CROSS-BORDER OPERATIONS

(a)For the purpose of using one or more adequate diversion locations in another State (in a cross-border operation), the VCA operator should ensure that the local requirements and information relevant to the intended diversion locations have been considered. Cross-border operations should be understood as operations in a State other than the State of the operator.

(b)If satisfied that the intended diversion location(s) meets (meet) the applicable requirements, the operator should notify the competent authority of the State of the operator in accordance with point ORO.GEN.130.

(c)When notified by the operator in accordance with point ORO.GEN.130(c) of the intended use of one or more diversion locations in a cross-border operation, the competent authority of the State of the operator should review the operator’s policy and procedures for the selection of adequate diversion locations and associated documentation in coordination with the competent authority of the other State. Both competent authorities should be satisfied that the applicable requirements have been complied with before the operator starts the intended operations.

ED Decision 2025/010/R

RESCUE AND FIREFIGHTING SERVICES (RFFS)

The VCA operator should:

(a)as part of its safety management system, assess the level of RFFS protection available at the vertiport or diversion location intended to be used to confirm that it is acceptable for the intended operation; and

(b)include information relevant to the RFFS protection that is deemed acceptable by the operator in the operations manual.

ED Decision 2025/010/R

ADEQUATE VERTIPORTS

(a)The operator may use the EASA ‘Prototype Technical Specifications for the Design of VFR Vertiports for Operation with Manned VTOL-Capable Aircraft Certified in the Enhanced Category’ (PTS-VPT-DSN)¹¹⁹ or equivalent for the purpose of assessing the adequacy of vertiports for normal operations and for diversion from the planned route.

(b)An aerodrome or heliport that meets point UAM.OP.MVCA.107(c) is considered an adequate vertiport for VCA operations.

(c)For practical reasons, no requirements are specified regarding the adequacy of a site used for emergency landing.

ED Decision 2025/010/R

DIVERSION LOCATIONS — EXAMPLES

A diversion location may be a football stadium, a parking lot, a grass field or else, to be used only to divert from the planned route as necessary. A diversion location is not an aerodrome (vertiport) and a diversion location always has to be adequate according to point UAM.OP.MVCA.107.

ED Decision 2025/010/R

ABNORMAL CONDITION OR SITUATION

AMC 25.1581 contains the following definition for ‘abnormal procedure’ in the context of AFM:

‘A procedure requiring flight crew action, due to failure of a system or component, to maintain an acceptable level of airworthiness for continued safe flight and landing.’

This definition is fully applicable to a CFP in the context of a VCA. In addition, in flight operations, other abnormal situations may arise, such as pilot incapacitation, ground proximity warning, windshear, etc., in which the flight crew should be using abnormal (i.e. non-normal) procedures to ensure that the safety of the aircraft or of persons on board or on the ground is not endangered.

ED Decision 2025/010/R

RESCUE AND FIREFIGHTING SERVICES (RFFS) AND OTHER SERVICES AND FACILITIES

(a)A vertiport or a diversion location is considered adequate if it is provided, among others, with RFFS. This means that either the vertiport or the diversion location is equipped for RFFS (e.g. equipped with fire extinguishers, fire hoses, fire and welding blankets, etc.) or an agreement is established with a local firefighting unit for the provision of RFFS or there is another appropriate arrangement for RFFS purposes.

(b)Other services and facilities that may be necessary for the intended operations include but are not limited to air traffic services, lighting, communications, weather reporting, navigation aids, charging equipment and sound protection.

Regulation (EU) 2024/1111

(a)The IAM operator shall establish visibility minima and distance from cloud minima for flights to be conducted in accordance with VFR by day. These minima shall not be lower than those specified in point SERA.5001 of the Annex (Part-SERA) to Regulation (EU) No 923/2012 for the airspace class being flown, except when permitted to operate as a special VFR flight.

(b)Where necessary, the IAM operator may specify in the OM additional conditions for the applicability of such minima taking into account factors such as radio coverage, terrain, nature of sites, flight conditions and ATS capacity.

(c)The flights shall be conducted with the surface in sight.

ED Decision 2025/010/R

GENERAL

(a)When establishing visibility and distance from cloud minima, the operator should take the following into account:

(1)the meteorological conditions appropriate to the intended flight;

(2)the condition of the take-off and landing area;

(3)the location and height of all obstacles that could hinder take-off or landing;

(4)the VCA performance and capability related to obstacle clearance, take-off and landing, and any flight restrictions;

(5)ATC communications, if required;

(6)ATC instructions and clearances in controlled airspace, if applicable; and

(7)the availability of ground infrastructure and equipment required for take-off, landing and taxiing or ground movement.

(b)If there is a specific need to see and avoid obstacles and/or other VCA on take-off, additional conditions (e.g. ceiling) should be specified.

Regulation (EU) 2024/1111

(a)When conducting a flight in accordance with VFR by day, the PIC should not take off or land at a vertiport or diversion location unless the reported weather conditions at that vertiport or diversion location are equal to or better than those specified in point SERA.5001 or point SERA.5005 of the Annex (Part-SERA) to Regulation (EU) No 923/2012 for the airspace class being flown.

(b)When the reported weather conditions are below those required for take-off, a take-off shall be commenced only if the PIC can determine that the visibility and distance from cloud minima along the take-off area are equal to or better than the required minimum.

(c)When no reported weather conditions are available, a take-off shall be commenced only if the PIC can determine that the visibility and distance from cloud minima along the take-off area are equal to or better than the required minimum.

Regulation (EU) 2024/1111

(a)SCPs shall be carried on board under such conditions that ensure the safety of the VCA and its occupants according to procedures established by the VCA operator.

(b)SCPs shall not be allocated to, nor occupy, seats that permit direct access to emergency exits or where their presence could:

(1)impede crew members’ duties;

(2)obstruct access to emergency equipment; or

(3)impede the emergency evacuation of passengers.

(c)The PIC shall be notified in advance when SCPs are to be carried on board.

ED Decision 2025/010/R

GENERAL

Persons requiring special conditions, assistance and/or devices when carried on a flight should be considered SCPs, including at least:

(a)persons with reduced mobility (PRMs) who, without prejudice to Regulation (EC) No 1107/2006¹²⁰, are understood to be any person whose mobility is reduced due to any physical disability, sensory or locomotory, permanent or temporary, intellectual disability or impairment, any other cause of disability, or age;

(b)infants and unaccompanied children; and

(c)deportees, inadmissible passengers or prisoners in custody.

ED Decision 2025/010/R

PROCEDURES OF THE VCA OPERATOR

(a)The procedures of the VCA operator for the carriage of SCPs should be based on the assessment of the safety risks inherent to the carriage of SCPs during flight operations and should take into account whether:

(1)only some seats in the VCA permit direct access to an emergency exit; or

(2)each seat in the VCA permits direct access to an emergency exit.

In the first case, the operator’s procedure should contain instructions that do not allow SCPs to be allocated to emergency exit seats or to occupy them.

In the second case, the operator’s procedure should contain instructions on the allocation of emergency exit seats to SCPs or their occupation by SCPs, ensuring among other things that the flight crew is not impeded in carrying out their duties.

(b)The operator’s procedures should contain instructions with regard to the number of SCPs that may be carried on board simultaneously.