Background: Standardised procedures for radio failures
Communication failures are one of the most critical scenarios in air traffic, especially in IFR operations. If the radio link between the cockpit and air traffic control fails, the pilot must rely exclusively on defined standard procedures in order to continue to navigate and land safely. These procedures are regulated in the European Implementing Regulation (EU) No. 923/2012 (SERA.14083), but are specified and adapted to local conditions by the national authorities.
The Federal Supervisory Authority for Air Navigation Services has therefore now published a new version that takes into account current flight procedures, RNAV standards and STAR/SID structures. It defines exactly which routes, altitudes and transponder codes pilots must adhere to in the event of a radio failure.
Basic regulations
If the radio connection fails, the Transponder code 7600 to activate it. The flight is then continued according to the last clearances received. For example, if a clearance for „Transition to Final Approach“ has been issued, this must be continued in accordance with the published lateral and vertical route.
However, if only a „Direct-to“ or „Via“ waypoint has been authorised without subsequent clearance, the flight must be continued via this waypoint after activation of code 7600 until the transition to a known, published approach procedure is reached. There, navigation is continued according to the standard description until a final approach can be initiated.
When changing from IFR to VFR, for example when approaching the destination aerodrome, the following applies: If it is not possible to continue the flight under visual flight conditions, you must divert to the alternate aerodrome or to another suitable aerodrome.
Customisation for specific airports
For the first time, the announcement contains detailed radio failure procedures for individual major commercial airports. These additions take account of the increasing use of modern RNAV and RNP procedures and ensure that pilots exhibit predictable and conflict-free behaviour in the event of radio loss.
Frankfurt/Main (EDDF)
Particularly complex procedures apply to Frankfurt due to the high volume of traffic.
- After activating code 7600, the last cleared entry route (RNAV 1 or RNP 1) must be flown laterally.
- If a descent clearance has already been issued at or below FL 130, this clearance must be followed.
- Without descent clearance, enter the published holding procedure over waypoints such as SPESA, MAMBU, UNOKO or ROLIS and descend to FL 130. The procedure is then continued to the final approach point (IAF).
- Runways 25L / 07R are primarily intended for landing.
- In the event of a radio failure following a missed approach, the next available approach procedure on the same or a neighbouring runway must be used.
Leipzig/Halle (EDDP)
The procedure was adapted for RNAV 1 flight routes (e.g. YAWOY, LUXBO, KOJEC, GOXLI).
- If no descent clearance is issued at or below FL 080, the aircraft must enter the holding procedure at one of the points mentioned.
- After passing these points, the flight continues along the published route, maintaining the last released altitude.
- The descent takes place from defined points such as DP427 or DP457 to 5,000 ft MSL, followed by the transition to IAF (e.g. JOGGA for 26L or SAHNU for 08R).
Munich (EDDM)
In the event of radio failure, flights on conventional approach routes hold the last cleared flight level until the IAF. In the holding procedure, the aircraft then descends to FL 080 to initiate the final approach.
Friedrichshafen (EDNY)
When using conventional departure procedures, if radio contact is lost and 4 000 ft MSL is reached without radio contact, the climb must be continued with a climb gradient of at least 3.3 %. A course correction is then made in the direction of the first flight plan waypoint, depending on the active runway (06 left, 24 right). Special waypoint assignments apply for RNAV departures (e.g. ALAGO, AMIKI, BEMKI).
Hanover (EDDV)
For Hanover, detailed scenarios were published for the first time depending on the direction of entry.
- For approaches from the RNAV routes CEL, NIE, ROBEG or SAS, the standard curves are defined before and after certain waypoints (e.g. DV485, DV585), each with a maximum speed of 220 knots.
- This ensures that the aircraft remains in a predictable profile even without radio guidance.
RNAV and STAR procedures with clear instructions
For flights on RNAV STARs without waiting procedure (e.g. in Erfurt, Memmingen or Nuremberg), it was stipulated that in the event of a radio failure, pilots first enter the standard holding procedure at the beginning of the STAR, descend to the published minimum holding altitude and then follow the STAR until the approach.
The new procedures standardise the procedure for modern satellite-based navigation methods, where radar guidance is not always necessary.
Significance for flight safety
With the new announcement, the BAF is creating more clarity and standardisation between the major German airports. For air traffic controllers, it means better predictability of flight behaviour in an emergency. For pilots, it ensures that they can rely on standardised, published procedures that are listed on the AIP charts, even in the event of a loss of radio communication.
The precise definition of lateral and vertical flight paths significantly reduces the probability of conflicts with other IFR traffic.
Conclusion
The ab 27 November 2025 The current procedures represent an important step towards standardisation and modern IFR navigation. They take into account the increasing use of RNAV 1 / RNP 1 procedures and create clear rules for radio failure - from Frankfurt to Speyer. Pilots must study the AIP supplements carefully to avoid any uncertainties in the event of an emergency.
Source references:
NFL (the link requires a subscription to Eisenschmidt)
