Radio failure is one of the rarest, but most demanding, emergencies.
Thankfully, a complete loss of radio communication is a rare event in modern air traffic. Nevertheless, it is one of those scenarios for which IFR pilots are trained particularly intensively.
If communication with air traffic control fails, the flight cannot simply be continued at the pilot's discretion. Instead, internationally standardised procedures are implemented to ensure that air traffic control and the pilot act as predictably as possible despite the lack of communication.
The basis for this is formed by the European SERA regulations and national supplements, which are tailored to the specific flight procedures of a country.
The new announcement replaces the previous regulation.
With effect from 9 July 2026, the German Federal Supervisory Authority for Air Navigation Services shall repeal the previous NfL 2026-1-3854 and replace it with an updated version.
The new regulations specifically take into account the increasing prevalence of modern RNAV procedures and complex Standard Arrival Routes (STARs), where traditional radio failure procedures would no longer be sufficient in some cases.
Transponder code 7600 remains the first step
The basic reaction to a radio failure remains the same.
As soon as the pilot establishes that radio communication is lost, the transponder code 7600 to set.
This allows air traffic control to immediately recognise a communication failure and implement appropriate protective measures for other traffic. At the same time, the pilot follows the published procedures for their flight path and approach procedure.
Clear rules for modern RNAV approaches
A key focus of the new announcement is on modern RNAV STARs.
Increasingly, commercial airports are opting for satellite-based approach procedures featuring numerous waypoints and continuous descent profiles. To ensure these procedures can be safely flown even in the event of a radio failure, the notice details for the first time how pilots must behave in various clearance situations.
For example, if a transition or a „direct-to“ clearance has already been issued, the procedure will continue along the cleared route, including any published altitude and speed restrictions, before subsequently flying the published instrument approach.
New procedures for several German airports
The new regulation pays special attention to various German airports with complex approach structures.
The aerodromes expressly regulated include:
- Frankfurt/Main
- Berlin Brandenburg
- Leipzig/Halle
- Munich
- Hanover
- Friedrichshafen
- Nuremberg
- Cologne/Bonn
- Erfurt-Weimar
- Memmingen
- Speyer
For each of these locations, individual procedures are described, which are aligned with the respective RNAV approach routes, holding procedures, and instrument approaches.
Frankfurt receives particularly detailed procedures
The requirements for Frankfurt Airport are again the most extensive.
This precisely defines how aircraft must behave on the various RNAV STARs.
Depending on whether a descent clearance below FL130 has already been issued, either a holding pattern must first be flown via published waypoints such as SPESA, MAMBU, UNOKO, EMGOD, ROLIS, or KERAX, or the pilot continues the approach directly along the cleared standard instrument arrival route.
The new notice also describes concrete alternatives for the further approach in the event of a radio failure during an already initiated go-around.
Berlin Brandenburg considers modern STAR structures
The procedures have also been described in detail for the BER capital airport.
Depending on which STAR the approach is made via – for example KETAP, OGBER, ATGUP, NUKRO or KLF – holding procedures, descent and the transition to the actual instrument approach procedure differ.
The publication thus acknowledges the high importance of satellite-based navigation, which has now become the standard at many German airports.
Munich, Leipzig and Hanover also adjusted
Procedures have also been clarified at other major airports.
For Munich, classic procedures continue to apply via conventional approach routes with an subsequent holding at FL080 before commencing the instrument approach.
Leipzig/Halle describes detailed procedures for several RNAV arrival routes, including defined altitude and waypoint specifications.
In Hannover, the procedures differ depending on the direction of operation, the respective RNAV approach routes used, and also include speed restrictions during alignment for the final approach.
Missed flights will also be taken into account
Special importance is attached to the regulations for radio failures during a missed approach.
It is precisely at this stage that the aircraft and crew are often already under increased workload.
The new notice clarifies that in such cases, it may be necessary to switch to a different published instrument approach procedure if the originally intended procedure cannot be used again due to its structure.
This is intended to avoid conflicts with other traffic and ensure flight paths are as predictable as possible.
No experiments in case of radio failure
The most important message of the new regulation remains unchanged:
In the event of a communication failure, improvisation will not be used.
Pilots must consistently follow published procedures and refrain from making independent deviations. This very predictability allows air traffic control to separate other traffic accordingly and avoid conflicts.
The published procedures are therefore an integral part of flight preparation and should be regularly reviewed, particularly by IFR pilots.
Conclusion
With the new announcement, the German Federal Supervisory Authority for Air Navigation Services is modernising German communications failure procedures and adapting them to today's RNAV-based approach structures. Procedures, particularly at major commercial airports, will be described more precisely and standardised more strongly.
For instrument pilots, this primarily means more clarity and higher predictability in an already exceptional situation. Those flying IFR should be familiar with the new procedures and take into account airport-specific peculiarities during flight preparation. Although radio failure remains a rare event, being well-prepared is part of the fundamentals of professional airmanship. The actual weather minima have changed considerably.
Source references:
NFL
