Loss of orientation on the apron: new reporting obligation
According to SERA.3212, anyone who becomes disorientated at a controlled airport, for example when taxiing, must stop immediately and report the incident to the air traffic controller responsible. Such an explicit regulation did not previously exist. Especially at larger airports with complex taxiways, the new rule is intended to prevent lost aircraft from unintentionally ending up on active runways.
Specify rescue systems in the flight plan
Also new is the obligation to state in the flight plan whether a ballistic rescue system is on board. This is done in accordance with SERA.4005 in the "Remarks" section of heading 19 for emergency and survival equipment. The background to this is to improve the rescue chain: in an emergency, emergency services should know that a rescue parachute could be deployed before arriving at the accident site. This can save valuable time during search and rescue operations and increase the safety of the emergency services.
Report speed deviations
According to SERA.8020, the following applies with immediate effect: If an aircraft deviates more than ten knots from the speed specified in the flight plan, this must be reported to air traffic control. While this regulation is primarily relevant for IFR flights in upper airspace, it is unlikely to be used in practice in purely VFR operations.
New transponder code for radio failure in VMC
One major change concerns the transponder codes. Previously, the internationally recognised emergency codes 7500 (hijacking), 7700 (general emergency) and 7600 (radio failure) applied. The squawk is a new addition 7601. It is set if an IFR flight in good visual flight conditions (VMC) is affected by a radio failure.
This results in differentiated procedures:
- VFR flight in the event of radio failure: land as quickly as possible at the nearest suitable aerodrome and inform the responsible centre in parallel.
- IFR flight in IMC (Instrument Meteorological Conditions): Maintain last altitude and speed for 20 minutes, then continue according to flight plan.
- IFR flight in VMC: continued flight under visual flight rules with landing at a suitable aerodrome. By entering 7601, air traffic control recognises on the radar screen that there is a radio failure under visual conditions.
For controllers in particular, this distinction is an important relief: they can immediately recognise from the code whether the aircraft concerned intends to choose a VFR-like procedure.
New call sign regulations
Another point concerns the callsign regulation. NfL 2023-1-2726 already stipulates that three variants will be permitted for radio traffic in future:
- the registration mark (e.g. D-EABC),
- the aircraft operator plus the last four characters (e.g. Lufthansa ABCD),
- the aircraft operator plus flight number (e.g. Ryanair 123).
In addition, it is now again possible to use the Manufacturer or the aircraft type in front of it. Examples would be "Mooney EABC" or "Skyhawk BC". However, abbreviations such as "BC" only or purely numerical designations such as "172 BC" are not permitted.
The advantage of this rule lies in practical flight safety: other pilots can draw conclusions about speed, flight behaviour and silhouette from the name of the pattern. This facilitates clear identification, particularly in uncontrolled areas and in dense VFR traffic.
Practical recommendations for pilots
In addition to the pure application of the law, it is advisable for pilots to make conscious use of the new regulations in practice:
- The position report should always include the actual position and - if appropriate - the remaining time to the pitch.
- An example of a correct message would be: "Village Radio, Skyhawk Bravo-Charlie, ten miles northeast, four minutes, 3400 feet, to land runway 25."
- The combination of callsign, aircraft type, position and time horizon creates a transparent situation picture for all involved.
Conclusion: More clarity and safety in European airspace
The SERA amendments 2025 do not represent a revolution, but they do close several existing gaps. In particular, the introduction of transponder code 7601 and the obligation to report loss of orientation increase transparency for air traffic control. The new flexibility in call signs also strengthens safety in general aviation. For pilots, this means actively integrating the new procedures into their routine and implementing them consistently when flying.
Source references:
Aviation magazine