First, try to restore the connection
A supposed radio failure does not automatically mean that the complete lost-communication procedure must be flown immediately.
According to current European rules, the first step is to try to restore communication. This includes, in particular, the frequency used most recently, other suitable frequencies, and contact via other ATS stations or other aircraft.
Modern communication options can also be used. Depending on the equipment, this can include Data Link, satellite phone or even a mobile phone.
Only when these attempts remain unsuccessful will the actual radio failure procedure be applied.
7600 remains the central transponder code
In the event of a complete failure of radio communication, Mode A 7600 is basically switched on.
This means that air traffic control immediately recognizes that the aircraft can still be controlled or monitored, but that there is no longer a normal radio communication connection.
ADS-B-capable aircraft can additionally transmit a corresponding communication failure status.
For ATC, unambiguous signaling is important because air traffic controllers then assume that the pilot is following the published radio failure procedures.
New important: Squawk 7601 continues in VMC
A special feature of the SERA rules currently in effect is Code 7601.
If an IFR flight is in sight after a radio failure and the pilot decides to continue flying under visual conditions, 7601 is activated. Subsequently, the aircraft is to land at the nearest suitable airport and the landing is to be reported to the relevant air traffic control unit as quickly as possible.
The difference is significant for ATC:
7600 means that in principle, the continuation of operations must be expected in accordance with the IFR radio failure procedures.
7601, on the other hand, indicates that the pilot is leaving the IFR lost-communication procedure and is flying to a suitable airfield under visual conditions.
For IFR, the last release applies first.
If the flight cannot be completed under visual conditions, the IFR procedures apply.
In principle, the speed and altitude assigned previously remain decisive. If the required minimum altitude is higher, this of course takes precedence.
According to European regulations, this configuration is generally maintained for 20 minutes. After that, the altitude and speed are adjusted according to the applicable flight plan.
However, what is particularly important is this: if there is a published radio failure procedure specifically for a SID or STAR, that procedure takes precedence.
This is exactly where the new German announcement begins.
Transition to Final: Not just flying directly to IAF
The new regulation contains clear guidelines for so-called Transitions to Final Approach.
If the pilot has already received a transition clearance and the radio fails to function subsequently, 7600 is switched on and the transition is flown accordingly, following its published lateral and vertical description.
These also include published speed and altitude specifications.
Subsequently, the final approach using a suitable published instrument approach procedure is flown.
This is intended to prevent an aircraft from suddenly deviating from the expected approach structure in the event of a radio failure.
What happens after a direct-to-release?
The situation in which ATC, for example, says:
„Direct waypoint XY“
and then the communication breaks down.
If the pilot has received a direct-to-or via-free flight within a transition but has not yet received any further connection free flights, he/she will first fly over the explicitly free flight points.
After that, the published Transition continues in the subsequent part.
The altitude and speed specifications contained therein also apply here.
For the pilot, this means that the last confirmed ATC clearance remains central. One does not arbitrarily switch to another procedure.
Special rule for some RNAV-STARs
There are special requirements for RNAV-STARs in Erfurt, Memmingen, Nuremberg and Cologne/Bonn; these do not have a classic waiting procedure at the initial approach fix.
If no further release is granted before the clearance limit is reached, it is initially entered into the published holding at the beginning of the STAR.
There, the minimum waiting height published is lowered.
Subsequently, the STAR is immediately flown onward and thereafter a suitable instrument approach procedure for landing is used.
If, on the other hand, a release has already been granted beyond the previous release limit, the pilot follows that most recently confirmed release and subsequently the published STAR.
Frankfurt with detailed lost communication procedure
The regulations for Frankfurt are particularly extensive.
With RNAV-1-STARs, the procedure depends, among other things, on whether a descent altitude clearance has already been issued at or below FL130.
If this is the case, the STAR will continue immediately.
If a corresponding descent clearance is not available, one of the designated holding points must be flown to – for example at SPESA, MAMBU, TUTOV, ROLIS or KERAX – and descend to FL130.
After that, the STAR will be flown on to another destination.
For the operating sectors 25 and 07, specific transitions to certain IAFs are also provided. In normal circumstances, the radio failure procedures preferentially lead to the runways 25L and 07R.
Munich: Keep height above the IAF
For conventional routes to Munich, the rule is relatively simple.
After Squawk 7600, the recently released flight area will be kept until the initial approach fix.
The holding is then descended to FL080 before the standard instrument approach procedure is initiated.
This example in particular shows why pilots should be familiar with the airport-specific lost-communication procedures before an IFR flight. The general European rule alone is not always sufficient for the specific execution of the approach.
Friedrichshafen also deals with the radio failure after the launch
There are also detailed departure procedures for Friedrichshafen.
With a conventional takeoff, at 4,000 feet MSL or below, the minimum climb gradient continues to increase at 3.3 percent up to FL080 if the radio link remains unavailable.
Depending on the take-off runway, a left or right turn follows to the first waypoint specified in the flight plan.
For RNAV departure procedures, certain waypoint points are specified, after which the further climb flight is carried out in accordance with the flight plan.
It is also important: The amount of money that has been released recently must not be withdrawn before the expiry of three minutes after the withdrawal.
Speyer with clear RNP procedure
The NfL also provides a concrete solution for IFR traffic in Speyer.
In the event of a failure, channel 7600 will be switched to broadcast, and the published RNP approach procedure will continue until ITJET.
If the aircraft is not yet at 3,500 feet MSL, the holding company will adjust the altitude accordingly via ITJET.
Subsequently, the published procedure for landing on runway 34 will be continued.
For IFR pilots, such a clearly defined procedure is particularly helpful, because in the event of a radio failure, ATC and the pilot can expect the same flight path.
Hannover and BER with extensive STAR regulations
Hannover and Berlin Brandenburg also have their own procedures for certain RNAV-STARs.
In Hannover, depending on the operating direction and STAR, specific turning points are used, at which the direction is changed towards the respective IAF. In some cases, a maximum IAS of 220 knots is required.
At BER, the procedures differ, among other things, depending on whether the aircraft is located in front of or behind KETAP, OGBER, ATGUP, NUKRO or KLF.
In several cases, a holding is initially used and reduced to FL100 before a suitable instrument approach procedure is initiated.
This shows how strongly modern radio failure detection systems have now been integrated into the RNAV structure of an airport.
What applies when changing flight rules from IFR to VFR?
The new notice also addresses a special situation regarding planned changes in flight schedules.
If an IFR flight reaches its clearance limit and the planned continuation to VFR cannot be carried out due to weather conditions, it must not be done simply on the fly.
Instead, it is necessary to avoid the planned alternative airport. If this is not feasible for safety or operational reasons, another suitable airport can be chosen.
There, a planned initial approach fix is to be flown using a published route guidance. Subsequently, the appropriate IFR radio failure procedures apply.
Flight training is being discontinued
A practical detail concerns training flights.
If additional training flights or holdovers are planned in the flight plan for which no explicit ATC clearance has yet been granted, they will no longer be considered part of the current flight plan in the event of a radio failure.
For example, a pilot should not perform another planned practice approach just because it was originally scheduled in the flight plan.
In the case of a radio failure, the actually received and confirmed release counts.
Charts are becoming even more important
Perhaps the most important practical consequence of the new NfL is that the Lost Communication method can no longer be derived exclusively from a general reference guide.
For many SIDs, STARs and Transitions, special procedures are published directly on the respective IFR maps.
These take precedence over the general rules.
Therefore, before an IFR flight, the question also needs to be addressed in the flight preparation:
„What do I do on my planned SID and STAR when the radio goes out exactly there?“
Especially for complex airports, it is advisable to go through the procedure mentally before the approach.
Conclusion
With effect from October 1, 2026, the German radio failure procedures were again adapted to the current European SERA regulations and modern RNAV structures.
For pilots, a few basic rules remain simple: first, use all available means to restore communication; in the event of a complete loss of radio contact, switch to channel 7600 and follow the most recently confirmed release and published procedures.
What is new in the European system is the clear distinction between 7601 when an IFR pilot continues to fly under visual conditions after the radio failure and lands at the nearest suitable airport.
However, increasingly, the focus is on the respective IFR map. Transitions, STARs, and individual airports have detailed lost-communication procedures that, in an emergency, precisely determine the flight path that ATC expects.
A radio failure remains manageable—provided that the procedure is not the first time it has come up as a problem when the headset suddenly goes silent.
Source references:
NFL
