We all know (more or less...) the procedure to be followed in case of 2-way comms failure.
Since most of our flying is done under radar contact/control, I think we can assume that the 7 minute rule usually would apply (unless under radar vectoring), so we would maintain ASSIGNED FL/speed for 7 minutes after 7600 is set (the other 2 being failure to report position over compulsory point and time last assigned FL/speed is reached, but I think that usually 7600 would be the last of these 3 to occur?), after this time we regain FILED FL/speed.
If under vectoring, from the way I have the wording in my books I would assume you proceed DIRECT to the next fix on your CURRENT FPL (rejoin in the most direct manner possible the current FPL), and then follow CURRENT FPL to the navaid/fix serving the destination until EAT/ETA, so as to land within ETA+30 if possible.
Now in theory this all seems feasible, but how would this actually play out outside of our books? Say we are flying BRU-AGP, and somewhere overhead Paris someone spills the coffee on the center pedestal, killing the radios. We try and contact next center, but get no reply and we don’t hear anybody either. Squawk 7600, timer top for 7 minutes. We were given direct to a fix, so we just keep going to the fix, after which we follow the route as we have it in the FMC? After this time, we climb/descend to our filed FL, and do we then just follow the filed route all the way to AGP?
Suppose we are ahead of schedule by 15 minutes, does that mean we have to enter the hold overhead/at the IAF until ETA, and only then we commence the descent?
Furthermore, what happens once on the ground? I assume they’ll have a follow-me waiting for us to take us to the gate? What if there isn’t? This is outside of the scope of the regulations, more operational, but still....
I think I understand what the regulations are, but I’m just finding it somewhat difficult to put it into real life... Also seems to be a topic that doesn’t get discussed very often (or at least not that I have heard).