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Amy Wilder

New air traffic procedures for lost communications and emergency descent took effect across EU airspace on May 1 under updates to the <a href="https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-standardised-european-rules-air-sera">Standardised European Rules of the Air (SERA)</a>. These revisions, which apply in all EU member states regardless of national AIP publication status, include a second transponder code for IFR operations, new altitude retention timing, and clarified controller and pilot actions during emergency descent.
According to Belgian air navigation service provider <a href="https://mobilit.belgium.be/nl/publications/asil-2025-02-radio-communication-failure-procedures-sera14083">Skeyes</a>, “the most notable difference is the introduction of a new SSR code 7601.” The revised rules require IFR aircraft that lose communications but elect to continue flying in visual meteorological conditions to squawk 7601, a new SSR code introduced in SERA 14083. Aircraft that continue on an IFR clearance without diverting in VMC must still use 7600, the long-established lost comms code.
As highlighted by OpsGroup, the operational impact is significant. “If you squawk 7601, ATC will assume you are no longer flying IFR, and you’ll be treated accordingly. If you squawk 7600, you’ll be expected to follow the standard lost comms routing guidance and rejoin your route.”
In another change from ICAO Annex 2, the updated SERA rule replaces the traditional “seven-minute rule” with a longer timeframe. Pilots must now wait 20 minutes after the estimated arrival time over a compulsory reporting point—unless otherwise instructed—before initiating descent or deviation. This longer delay applies even in radar-controlled airspace.
For emergency descent scenarios, the update allows pilots to “navigate as deemed appropriate” rather than mandating an off-route turn. This gives crews flexibility to respond to traffic and terrain. Meanwhile, air traffic controllers are now expected to broadcast emergency information immediately on the sector frequency, alert nearby aircraft, and coordinate with adjacent units.
Skeyes emphasized that nearby aircraft should maintain their current clearance unless advised otherwise and remain alert for aircraft in descent. The new language also confirms that standard emergency procedures apply in combination with the lost comms protocols, if both events occur simultaneously.
The regulation change is already binding under EU law. While France issued notams ahead of the May 1 implementation, Switzerland—which is not an EU member but generally aligns with EASA—has not yet updated its national AIP guidance. Belgium and Luxembourg, served by Skeyes, updated their eAIP publications on May 15, but clarified that SERA already applies regardless of publication schedule. “SERA regulation has the force of law since its publication in the European regulations and takes precedence over national instructions in the event of a conflict,” the agency noted in its Aviation Safety Information Leaflet.
OpsGroup warned that crews may encounter short-term inconsistencies between national documents and binding European regulations. In such cases, SERA takes priority. UK rules, for example, no longer apply within EU airspace and should not be referenced.
The updates are part of broader efforts to harmonize procedures across European states and address issues in time-critical situations involving comms loss or emergency descent. Operators and flight crews are advised to review the new rules, update manuals, and ensure that flight planning and training reflect the changes now in effect.

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