The final figure comes from a verifiable sequence
Under Part-NCO, the pilot in command must ensure that sufficient fuel or energy and oil are carried, considering weather, aircraft performance, expected delays and reasonably foreseeable contingencies. It is not simply time multiplied by an arbitrary flow.
The final reserve is protected fuel. It must not be planned for routine delays or normal uncertainty.
Choose correct data before calculating litres
- Fuel flow for planned power, altitude and mixture from the AFM or POH.
- Usable fuel, not total tank capacity.
- Realistic start, taxi, climb, cruise, descent and approach quantities.
- Wind, temperature, altitude, mass and expected deviations.
- An alternate strategy consistent with weather, aerodromes and operating rules.
A practical fuel-plan structure
| Item | What it covers | Main check |
|---|---|---|
| Start and taxi | Engine start, ground operation and taxi | Use realistic approved data or experience |
| Trip | Take-off to destination landing | Include climb, cruise, descent and approach |
| Alternate | Diversion to the selected alternate when required | Use a specific route |
| Contingency | Foreseeable variation | Do not merge with final reserve |
| Final reserve | Protected minimum | Apply the correct regulatory case |
| Extra | Additional fuel selected by the pilot | State the reason and check mass limits |
Part-NCO final reserve for aeroplanes
Under AMC1 NCO.OP.125(b), as revised by EASA in March 2026, the applicable minimum is:
- Local day VFR: 10 minutes at maximum continuous cruise power at 1,500 ft above destination, only when the flight remains in sight of and returns to the same aerodrome or operating site.
- Other day VFR: 30 minutes at holding speed at 1,500 ft above destination.
- Night VFR or IFR: 45 minutes at holding speed at 1,500 ft above destination or alternate, as applicable.
The attached conditions are integral. Ten minutes is not a generic day-VFR reserve. Apply any stricter requirement.
When an alternate is required
The alternate decision must consider forecast weather, available runways, NOTAMs, aircraft performance, daylight, services and operational constraints. An alternate name without a route and fuel calculation is not a complete plan.
Protecting reserve in flight
- Record final reserve in both time and usable fuel.
- Compare planned and actual remaining fuel at meaningful checkpoints.
- Recalculate after deviations, holding, stronger headwind or higher consumption.
- Act early by changing the plan, diverting or landing.
- Never disguise a shortfall by relabelling final reserve.
Applicable AMC material requires an emergency declaration when calculated usable fuel on landing at the nearest aerodrome where a safe landing can be made will be below planned final reserve.