---
title: "NCO.OP.125 Fuel/energy and oil supply — Part-NCO · Avioverse"
description: "The pilot-in-command shall ensure that the quantity of fuel/energy and oil that is carried on board is sufficient, taking into account the meteorological…"
url: "https://avioverse.aero/regulations/easa/air-ops/part-nco/subpart-b/nco-op-125"
---

# NCO.OP.125 Fuel/energy and oil supply

ANNEX VII (Part-NCO) · Regulation (EU) No 965/2012 · EAR revision 27 Mar 2026

Official sources: [EASA Easy Access Rules (opens in a new tab)](https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-air-operations) · [EUR-Lex 2012/965 (opens in a new tab)](https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32012R0965)

IR Implementing rule

## NCO.OP.125 Fuel/energy and oil supply

(a) The pilot-in-command shall ensure that the quantity of fuel/energy and oil that is carried on board is sufficient, taking into account the meteorological conditions, any element affecting the performance of the [aircraft](https://avioverse.aero/glossary/easa/aircraft), any delays that are expected in flight, and any contingencies that may reasonably be expected to affect the flight.

(b) The pilot-in-command shall plan a quantity of fuel/energy to be protected as final [reserve](https://avioverse.aero/glossary/easa/reserve) fuel/energy to ensure a [safe landing](https://avioverse.aero/glossary/easa/safe-landing). The pilot-in-command shall take into account all of the following, and in the following order of priority, to determine the quantity of the final reserve fuel/energy:

(1) the severity of the hazard to persons or property that may result from an emergency landing after fuel/energy starvation; and

(2) the likelihood of unexpected circumstances that the final reserve fuel/energy may no longer be protected.

(c) The pilot-in-command shall commence a flight only if the aircraft carries sufficient fuel/energy and oil:

(1) when no destination alternate is required, to fly to the aerodrome or [operating site](https://avioverse.aero/glossary/easa/operating-site) of intended landing, plus the final reserve fuel/energy; or

(2) when a destination alternate is required, to fly to the aerodrome or operating site of intended landing, and thereafter, to an [alternate aerodrome](https://avioverse.aero/glossary/easa/alternate-aerodrome), plus the final reserve fuel/energy.

IR · NCO.OP.125 — Regulation (EU) No 965/2012 · Regulation (EU) 2025/133 · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC1 NCO.OP.125(b) Fuel/energy and oil supply

PLANNING CRITERIA — FINAL [RESERVE](https://avioverse.aero/glossary/easa/reserve) FUEL/ENERGY

The final reserve fuel (FRF)/energy should be no less than the required fuel/energy to fly:

(a) for aeroplanes:

(1) for 10 minutes at maximum continuous cruise power at 1 500 ft (450 m) above the destination under VFR by day, taking off and landing at the same aerodrome/landing site, and always remaining within sight of that aerodrome/landing site;

(2) for 30 minutes at holding speed at 1 500 ft (450 m) above the destination under VFR by day; and

(3) for 45 minutes at holding speed at 1 500 ft (450 m) above the destination or destination [alternate aerodrome](https://avioverse.aero/glossary/easa/alternate-aerodrome) under VFR flights by [night](https://avioverse.aero/glossary/easa/night) and IFR; and

(b) for [rotorcraft](https://avioverse.aero/glossary/easa/rotorcraft):

(1) for 10 minutes at best-range speed under VFR by day, taking off and landing at the same aerodrome/landing site, and always remaining within 25 NM of that aerodrome/landing site, when needed for the purpose of specialised operations;

(2) for 20 minutes at best-range speed for other VFR flights; and

(3) for 30 minutes at holding speed at 1 500 ft (450 m) above the destination or destination alternate aerodrome under IFR.

AMC · AMC1 NCO.OP.125(b) — Regulation (EU) No 965/2012 · ED Decision 2025/023/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC2 NCO.OP.125(b) Fuel/energy and oil supply

FINAL [RESERVE](https://avioverse.aero/glossary/easa/reserve) FUEL/ENERGY

The quantity of the FRF/energy should be planned before flight and be an easily recalled figure against which the pilot-in-command can assess the current fuel/energy state of the [aircraft](https://avioverse.aero/glossary/easa/aircraft).

AMC · AMC2 NCO.OP.125(b) — Regulation (EU) No 965/2012 · ED Decision 2025/023/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC3 NCO.OP.125(b) Fuel/energy and oil supply

FINAL [RESERVE](https://avioverse.aero/glossary/easa/reserve) FUEL/ENERGY PROTECTION

The planned FRF/energy should be protected as a reserve in normal operations. If the fuel/energy on board falls below the FRF/energy, the pilot-in-command should consider this to be an emergency. The FRF/energy should not be used as contingency fuel in normal operations.

When the FRF/energy can no longer be protected, then a fuel/energy emergency should be declared and any landing option explored, including deviating from rules, operational procedures, and methods in the interest of safety (as per point CAT.GEN.MPA.105(b)).

AMC · AMC3 NCO.OP.125(b) — Regulation (EU) No 965/2012 · ED Decision 2025/023/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM1 NCO.OP.125(b) Fuel/energy and oil supply

LIKELIHOOD OF UNEXPECTED CIRCUMSTANCES TO INCREASE WITH FLIGHT DURATION

The likelihood of unexpected circumstances arising after the [aircraft](https://avioverse.aero/glossary/easa/aircraft) is fuelled may increase with the duration of the planned flight (for example, during a long flight, a problem at the destination aerodrome or [operating site](https://avioverse.aero/glossary/easa/operating-site) is more likely to have occurred than during a short local flight).

GM · GM1 NCO.OP.125(b) — Regulation (EU) No 965/2012 · ED Decision 2025/023/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM2 NCO.OP.125(b) Fuel/energy and oil supply

PLANNING of FUEL/ENERGY QUANTITY — HOLDING

When planning the fuel/energy quantity, in case of holding, and if the [aircraft](https://avioverse.aero/glossary/easa/aircraft) documentation does not provide approved data for the holding regime, the pilot should derive the fuel/energy flow data from the long-range/best-range cruise data or, if this is not provided, from the lowest available cruise data in power setting tables.

GM · GM2 NCO.OP.125(b) — Regulation (EU) No 965/2012 · ED Decision 2025/023/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

[All rules in SUBPART B: OPERATIONAL PROCEDURES](https://avioverse.aero/regulations/easa/air-ops/part-nco/subpart-b)

Consolidated from the EASA Easy Access Rules (revision 27 Mar 2026, extracted 2 Nov 2026) for convenience. Not the official publication — verify against the Official Journal of the European Union and the EASA publications before operational use.