Polar Ops Manual Issue-2 Rev 0 DTD 25 SEP 2021

AI-OPS-POLAR
POLAR
OPERATIONS
MANUAL
Issue-2,Rev0, 25 SEP, 2021

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POLAR OPERATIONS AI – OPS – POLAR
MANUAL
FOREWORD Issue 2 Rev 0 25 SEP 2021
( Capt. T.P. Dhaliwal )

Executive Director-Ops (O)
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FOREWORD Issue 2 Rev 0 25 SEP 2021
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FOREWORD2
MANUAL
RECORD OF REVISIONS Issue 2 Rev 0 25 SEP 2021
Flight Operations Engineering section, Operations

Department, Air India is responsible to ensure that this
manual is updated as required and to maintain the
contents of the manual current at all times. Amendments
to this manual are promulgated by means of revisions
issued whenever necessary to cover corrections and to
add or modify the contents.
Any Revisions to the manual shall be shown with a vertical

bar on the left side of the revised data. The page number
and the revision number of the effected page must be
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All revisions to this manual shall have the approval of the

approving authority of this manual prior to publishing of
the revisions.
Issue Revision Date of Date Entered By

No. No. Revision Entered
Flight
Issue - 1 Rev. 0 20 JUL 2019 20 JUL 2020 Operations
Engineering
Flight
Issue -1 Rev. 1 08 FEB 2020 26 FEB 2020 Operations
Engineering
Flight
Issue -2 Rev. 0 25 SEP 2021 25 SEP 2021 Operations
Engineering
RR-1
MANUAL
HISTORY OF REVISIONS Issue 2 Rev 0 25 SEP 2021
Brief
Issue Revision Date of Effective
Description of
No. No. Revision Date
change
Issue - 1 Rev. 0 20 JUL 2019 20 JUL 2019 Initial Issue
Addition of
Communication
Issue - 1 Rev. 1 08 FEB 2020 26 FEB 2020 directory. Para
nos are added
in each chapter
Addition of
Issue -2 Rev. 0 25 SEP 2021 25 SEP 2021 B787 And B777
specific content
HR-1
POLAR OPERATIONS MANUAL AI – OPS -POLAR
CONTENTS Issue 2 Rev 0 25 SEP 2021
Foreword Foreword-1
Record of Revisions RR-1
History of Revisions HR-1
Table of Contents TOC
List of Effective pages LEP-1
0. POLICY / PURPOSE / APPROVAL 0-1 to 0-2
1. Polar, Russia & Far East 1-1 to 1-4
2. Dispatch Planning 2-1 to 2-4
3. Non Polar Dispatch 3-1 to 3-2
4. Fuel Freeze 4-1 to 4-2
5. Flight Deck Preparation 5-1 to 5-4
6. Enroute Communications 6-1 to 6-4
7. Navigation 7-1 to 7-4
8. Route Specifics 8-1 to 8-10
9. Polar Alternate/Diversion Airports/Recovery 9-1 to 9-10
10. Contingency Procedures 10-1 to 10-6
11. Weather – Polar & Space 11-1 to 11-6
12. Training Requirements 12-1 to 12-2
13. Grid Navigation and Plotting 13-1to 13-2
14. Minimum Equipment List 14-1 to 14-2
15. Polar Communications Directory 15-1 to 15-4
TOC-1
CONTENTS Issue 2 Rev 0 25 SEP 2021
TOC-2
AI – OPS – POLAR
POLAR OPERATIONS
MANUAL
LIST OF EFFECTIVE Issue 2 Rev 0 25 SEP 2021

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Foreword Foreword-1 7-1 to 25 SEP 2021 Rev0
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AI – OPS – POLAR
POLAR OPERATIONS
MANUAL
LIST OF EFFECTIVE Issue 2 Rev 0 25 SEP 2021

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LEP - 2
Chapter 0
POLICY / PURPOSE / APPROVAL Issue 2 Rev 0 25 SEP 2021
Reference:
FAA “Guidance for Polar Operations” March 5, 2001 -
• Operations Circular 02 of 2019 by DGCA.
• FAA Advisory Circular AC120-42B on EDTO and Polar Operations
• Boeing “Aero 16-Polar Routes”
• FAA “Guidance for Polar Operations” March 5,2001
• Boeing “Polar Operations” Training
• FAA AC 120-61B
DEFINITIONS AND ABBREVIATIONS
 AED - Automated External Defibrillator
 AOC/AOP - Air Operator Certificate/Permit
 APU - Auxiliary Power Unit
 EDTO - Extended diversion time operations. Any operation by an
aeroplane with two or more turbine engines where the diversion
time to an en-route alternate aerodrome is greater than the
threshold time established by the State of the Operator.
 ETP - Equal Time Point
 FMS - Flight Management System
 GPS - Global Positioning System
 HF - High Frequency Radio
 MEL - Minimum Equipment list
 NAT HLA: North Atlantic High Level Airspace
 PNR - Point of No Return
 Polar Region - north of 78º north latitude or south of 60º south
latitude and designated as the “North” and “South Polar
Regions” respectively.
 QFE - the Q-code for: Atmospheric pressure at an Aerodrome
elevation (or at RWY threshold)
 QNH - the Q-code for Altimeter sub-scale setting to obtain
elevation when on the ground, i.e. altitude above MSL.
 SATCOM - Satellite Communication
 SLR - Specific Long Range
 ULR - Ultra Long Range
 VHF - Very High Frequency Radio
 NCA - Northern Control Area
 CPDLC- Controller Pilot Data Link Communication
 SAT – Static Air Temperature
 TAT – Total Air Temperature
 UPR – User Preferred Routes
 GAC - Global Aviation Consulting LLC
 NPCIL - Nuclear Power Corporation of India Limited
0-1
Chapter 0
POLICY / PURPOSE / APPROVAL ISSUE 2 Rev 0 25 SEP 2021
POLICY / PURPOSE / APPROVAL
POLICY
The contents of this manual are in conjunction with other Air India
company policies and procedures and will be used as the basis of
training programs for all personnel associated with Polar Operations.
This Polar Operations Manual provides policy and guidance material
for Air India to conduct flight operations into and across the areas of
the globe North of 78º North latitude (high latitude).
PURPOSE
The purpose of this manual is to highlight the important operational

aspects to crew and other associated personnel for safe flight
operations in Polar areas
APPLICABILITY/APPROVAL
This manual is accepted by DGCA and is based on the references

made in Chapter ‘0’ and Operations Circular ( DGCA) 02 of 2019. Air
India shall comply with all the requirements for routes which contain
any point within the North Polar area. This Manual is therefore
applicable to all Departments in Air India, as applicable. This
guidance is for operating into, or on routes crossing, the designated
Polar Regions. The ‘POLAR Operations – Polar Routes for North
America’ is endorsed in Operations Specification of all variants of
B777/B787.
0-2
Chapter 1
POLAR, RUSSIA & FAR EAST Issue 2 Rev 0 25 SEP 2021
1. POLAR, RUSSIA & FAR EAST
1.1BACKGROUND
1.1.1 Commercial airlines have been flying in the North Polar Region,
north of the Arctic Circle, for over 40 years. The South Polar
Region, because of its remoteness from a large part of the
populated world, has been far less travelled, but still offers the
possibility of track shortening for certain flight patterns. New
routes, established across the North Polar Region in the mid-
‘90s, have given airlines the opportunity to reach destinations
previously unavailable to non-stop services even using modern
efficient ultra long range aircraft. Increasing use of these
routes has resulted in major improvements in areas of aviation
infrastructure such as communications, air traffic control, and
services supplied at remote airports.
Since late 1998, Nav Canada, the Federal Aviation

Administration of Russia (FAAR), several airlines, and the FAA
have coordinated efforts to develop new international routes
over both Russian and Canadian Airspace. Extensive route
analysis has demonstrated significant advantages in flight time
reduction and fuel savings by use of the great circle routes to
various destinations in Asia and Pacific Rim. These routes,
which have been successfully flown by several operators using
2 and 4 engine aircraft, are now designated as the Arctic
Control Area Track Structure (ACATS) and is a permanent route
structure over which airlines have been granted authority to
operate their aircraft.
1.1.2 Typical wind and weather patterns prove the Polar routes to be
most efficient tracks the majority of the time. However, there
may be occasions when a non-polar routing is faster, more
efficient, or simply required due to weather, traffic, solar
activity, or other considerations. Dispatch will consider all of
these factors in determining the best route for the specific day.
1.1.3 Significant research and line experience serves as the

foundation for our Polar operations. The overall conduct of
Polar flights is very similar to other long-haul B777/B787
operations with some additional planning, operational, and
Page 1 -1
Chapter 1
equipage requirements with specific procedures as detailed in

this manual.
1.1.4 For Polar Operations, one of the pre-requisites is EDTO180

minutes. (For both B777 and B787 EDTO is 180 minutes)
1.1.5 Operational Flight Plan:

The objective is to determine and provide the best strategies for
training, pre-flight planning, in-flight operations, and operations
control to ensure a safe and efficient Polar operation. The
operational plans have been developed with reference to the
DGCA Polar Operations Requirements and to know aviation
industry information, documentation, and best practices, in order
to achieve an acceptable level of safety.
The Operational Flight Plan includes the following elements but not
limited to:
(a) The required route and area of operation,
(b) En-Route diversion airports selected, identified, and validated for
suitability and approved by DGCA.
(c) The Passenger Recovery Plan formalized, tested in principle and
approved by the authority.
(d) Fuel Freeze Monitoring and Management programs put in place,
and all necessary air and ground staff trained in their use.
(e) Aircraft Communications and Navigation systems ensured as
serviceable and validated for operational use.
(f) MEL considerations reviewed and prepared to meet the
requirements.
(g) All relevant personnel fully trained to the requirement of their
position and relationship to the Polar Operation.
(h) Established long range requirements for crew scheduling and
rostering in place.
(i) Programs in place for the gathering, dissemination, and flight
following of Space Weather data for each operating flight.
(j) Special Equipment such as Polar Kit is stored, as required, on each
aircraft used for Polar Operations.
(k) Planning is to be done well in advance for the DGCA to observe
and record the details of the Reaction and Recovery Exercise and
the Validation Flight.
Page 1 -2
Chapter 1
(FOR B777)
Note :1) The validation flight was carried out satisfactorily on 15th
August, 2019, sector DEL-SFO. During the validation phase, all
aspects of the Operational Plan was assessed for their content,
functionality and extent by DGCA.
1.1.6 Air India will conduct flight operations into and across the polar
areas of the globe North of 78º N latitude and designated as
the “North Polar Regions”. The cross-polar routes connect
eastern and interior regions of North America to Asian cities via
the North Polar Region. These shortcuts make service to
existing city pairs more efficient through reduced fuel
consumption and associated emissions.
1.1.7 All Polar Region operations have to be approved by FSD, DGCA.

The Operations Circular 02 of 2019 is applicable to all
Scheduled operators in India. The latest contents of operations
circular for Polar Operations shall always be complied’
Note: DGCA has approved Air India to conduct ‘POLAR

OPERATIONS – Polar Routes for North America’ and the same
has been endorsed in all Operations Specifications of
B777/B787 aircraft.
1.1.8 In order to obtain approval by DGCA to operate into the Polar

Regions, a route study has been completed to define the
requirement for trans-polar flight routes by Air India.
1.1.9 Air India remains responsible for the monitoring and oversight
of the preparation, development, implementation and operation
of all flight operations into the polar region. The Flight
Operations Department should ensure that areas peculiar to
Polar operations are properly briefed before the flight by
dispatch and are continuously monitored by operations control
when flights are operating within this region. This will include
but is not limited to radiation and diversion airfield conditions
and availability. Any changes affecting the flight will be
conveyed/communicated to the operating aircraft by the
quickest means possible e.g. ACARS.
Page 1 -3
Chapter 1
Page 1 -4
Chapter 2
DISPATCH PLANNING Issue 2 REV 0 25 SEP 2021
2. DISPATCH PLANNING
2.1 Polar Dispatch
For dispatch planning and MEL compliance of any flight

operating above 78°N is considered to be Polar
Operations. This is not to be confused with the FMC’s internal
logic and definition of polar operations being above 82°N.
Currently there are 4 polar routes in use& frequently referred to

as Polar 1 (on the European side of the North Pole), and Polar 2,
3 and 4 (on the Alaskan side of the North pole). These Polar
Routes are not to be confused with the Polar Track System
(PTS) that serves the Asia to Europe traffic flow.
Note: More information can be found in the Track Advisory

Procedures for Polar Tracks, which is a NOTAM
(https://www.notams.faa.gov/) published by Anchorage ARTCC
(PAZA).
All polar flights are normally planned from North America to one
of four entry fixes (BUF, SYR, MSS, YUL) and then random
routes to the respective polar gateway fix (ABERI for “Polar1,”
DEVID for “Polar 2,” RAMEL for “Polar3” ORVIT for “Polar 4”)
and transition to the appropriate polar route.
2.2 FLIGHT PLANNING
2.2.1 A “Polar Plotting Chart” is to be provided with the briefing

documents for the flights operating through the Polar region.
The chart must be returned back with the flight document. An
additional Polar Orientation Chart will also be placed in the
Jeppesen Avigation folder.
2.2.2 Engineering, Flight dispatch and Cockpit crew will jointly decide
whether aircraft can be scheduled for Polar operations or for
Non Polar operations, as a normal practice.
Page 2 -1
Chapter 2
2.2.3 In case of adverse wind conditions, the Eastbound flights from
the US West Coast may operate on a more Southern route
(south of 78°N), and still touch the Polar region.
2.2.4 The SABRE flight planning system normally selects the optimum
route for the flight. If a Polar Route is selected, Flight Dispatch
will check for any conditions e.g. radiation forecast, cold air, or
availability of en-route alternates etc that may preclude its use.
In such an event, non-polar route will be used.
2.2.5 No flight is to operate on Polar Routes if the Solar Radiation,

Electromagnetic Radiation or Geomagnetic Radiation activity is
at level 3 and above. Space weather (Geomagnetic, Solar and
Radio Blackout) has to be Level 2 or below for despatch on
Polar routes.
2.2.6 The ATC system of Russia generally does not allow direct
routing or a change of route.
2.2.7 A route shall be planned such that the aircraft will, when in the
Polar Region, be within a maximum diversion time of 180
minutes.
2.2.8.0 Random route structures exist in the Edmonton,

Anchorage, SondrestromBIRD (Reykjavik OCA) and Bodo
Oceanic FIRs. Fixed “Cross-Polar” routes have been established
within the Russian airspace (Murmansk FIR and Magadan FIR).
2.2.8.1 These cross-polar routes can connect India to Western or

Eastern regions of North America via the North Polar Region.
2.2.8.2 Several “Polar Routes” have been established on the Russian

side of the North Polar Region to permit non-stop westbound
flights from North America to Far East Asia referred to as
“Polar 1-4”.
2.2.8.3 Air India will endeavor to use Random routes in Polar region,
as in the Atlantic and User Preferred Routes (UPR) in the
Pacific as much as possible.
Page 2 -2
Chapter 2
Note: Do not confuse these Polar Routes with the Polar Track
System (PTS) and the Arctic Control Area (ACA) tracks linking
Western Europe with Alaska over Northern Canada.
2.2.8.4 When planned through the Northern NAT Region, flights will
be dispatched into Canadian airspace on random routes.
2.2.8.5 At the Flight Dispatch, Crew will be provided with fuel

temperature prediction chart and radiation monitoring data,
in addition to the usual documents necessary for the flight by
the flight dispatch officials.
2.3 Cold Fuel Management
During winter months, areas with Outside Air Temperatures of –

(minus) 68°C are common in the Polar Region thus creating a
potential for fuel temperatures to approach the fuel freeze point.
Dispatcher shall not plan a route through areas of -65°C (ISA -8
at 36,000 ft and above) for more than 90 minutes.
Page 2 -3
Chapter 2
Page 2 -4
Chapter 3
NON POLAR DISPATCH Issue 2 REV 0 25 SEP 2021
3.NON POLAR DISPATCH
3.1Dispatch General Planning
3.1.1Preflight planning is routine, with the following differences or

items of special importance for Polar Operations and long haul
operations:
3.1.2 Specific fuel adjustment factor

Note that each aircraft has its specific fuel adjustment factor
incorporated into the flight plan for fuel calculation purposes.
This percentage value is the amount of extra fuel that the
particular aircraft will burn due to aerodynamic drag and engine
fuel efficiency differences. This value is tracked and updated on
a monthly basis. Respective drag and fuel flow correction values
are entered into the FMC in Drag/FF IDENT page Airplane DRAG
and Fuel Flow Correction Factors by maintenance in order to
ensure very accurate FMC predictions for the specific tail number
of aircraft. Flight crews are prohibited from attempting to alter
these values.
3.1.3 Change in takeoff weights

Note the very significant fuel burn effects for every 1000 kg’s
increase or decrease in the planned takeoff weight. For every
1000 kgs. this could equate to as much as 330 kgs change in
fuel burn.
3.1.4 Fuel freeze value

Expected fuel freeze value and Fuel Freeze Prediction value.
3.1.5 Tropopause
Pay attention to the altitudes of the Tropopause and associated

OATs. Typically, the Tropopause may be as low as 24,000 ft.
over Polar / Siberian routes.
3.1.6 Low temperatures
Crew shall note down areas of en-route SAT forecast to be -65°C

or below and the duration. As standard practice for Polar ops
Page 3 -1
Chapter 3
NON POLAR DISPATCH Issue 2 REV 0 25 SEP 2021
Low temp can be tabulated by dispatch for polar section and
column for crew to note actual temp experienced.
3.2 Solar Flare Activity
The dispatcher is to monitor the solar flare activity bulletins

issued from time to time and provide the same to the crew
accordingly. In case of unacceptable solar flare activity, the flight
is to be re-routed via the non-polar routes.
3.3 Fuel Freeze prediction

In case of the fuel temperature predicted values are below the
freeze values the flight may have to be re-routed via non polar
routes.
AFM Limitations
Fuel Temperature
Maximum tank fuel temperature at takeoff is 49° C (120° F) for

Jet A, Jet A-1,JP-5, JP-8 or TS-1.
Inflight fuel temperature is limited to 65° C (150° F) for Jet A,

Jet A-1, JP-5 or JP-8.
Inflight fuel temperature for TS-1 is limited to 57° C (135° F) at

or above 35,000 feet and 65° C (150° F) below 35,000 feet.
Tank fuel temperature prior to takeoff must not be less than -

29° C (-20° F). In-flight tank fuel temperature must be
maintained at least -42° C, as well as 3° C above the freezing
point of the fuel being used. The use of Fuel System Icing
Inhibitor additives does not change the minimum fuel tank
temperature limit. (Refer to Performance Initialization Page in
Chapter 11, Section 40, for additional information.)
3.4 HF communication challenges

In case of non-availability of HF communication due to solar
flare activity the flight may have to be routed by non-polar
routes.
Page 3 -2
Chapter 4
FUEL FREEZE Issue 2 REV 0 25 SEP 2021
4.BOEING Fuel temperature information

Due to the extended flight duration and the prevalence of very
cold air masses on the Polar routes, the potential exists for fuel
temperatures to approach the freezing point. However, current
airplane systems and operating procedures provide confidence
that fuel will continue to flow unobstructed to the engines in all
plausible cold-weather conditions likely to be experienced on
polar routes.
4.1 Fuel Freeze Point

4.1.1 Definition
The freezing point is the temperature at which wax crystals form
in the fuel as it cools, the same completely disappear when the
fuel warms up.
4.1.2 Formation of wax crystals in fuel

As jet fuel is a mixture of many different hydrocarbon molecules,
each with its own freezing point, jet fuel does not become solid
at one temperature as water does. As fuel is cooled, the
hydrocarbon components with the highest freezing points solidify
first, forming wax crystals. Further cooling causes hydrocarbons
with lower freezing points to solidify, and so on until the fuel
freezes to a near block of hydrocarbon wax. As the freezing
point is defined as the temperature at which the last wax crystal
melts, therefore the freezing point of fuel is well above the
temperature at which it completely solidifies.
4.1.3 Fuel flow to booster pumps

However, the fuel freezing point is not what dictates fuel flow to
the boost pumps. The critical condition of cold fuel in an
airplane fuel tank in terms of flight safety is its propensity to
flow toward and into the boost pump inlets. Pump ability, or
flow ability, depends on the pour point of the fuel.
Pour Point:
Note: The pour point is defined as the lowest temperature at
which the fuel still flows before setting into a semi-rigid state.
Generally the pour point is approximately 6°C lower than the
fuel freezing point. This is for information only.
Page 4 -1
Chapter 4
FUEL FREEZE Issue 2 REV 0 25 SEP 2021
4.1.4 Blending of fuel in aircraft
Refueling of airplanes at different stations creates a blend of
fuels in the tanks, each with a unique freezing point. The
resulting freezing point in each tank can vary widely. Boeing has
published a procedure for estimating the freezing points of
blends of Jet A and Jet A-1 fuel. But if the actual freeze point of
the fuel used for the flight is not known or cannot be
determined, then the following Fuel Specification Freeze points
should be used:
JET A1 ………………………… -47°C (Fuel supplied in India)

JET A…………………………… -40°C (Fuel supplied in US)
TS-1 or RT…………………… -50°C (Fuel supplied in Russia)
JP5 …………………………. -46°C
JP8 …………………………. -47°C
4.1.5 No requirement of fuel analysis for sub polar flights

Apply the limitations on fuel freeze temperature as mentioned
in the Flight Crew Operations Manual(FCOM), depending on the
type of fuel uplifted e.g. Jet A, Jet A1 etc. Refer Flight crew
training manual for more information.
4.1.6.1 Fuel analysis for Polar flights

For Polar flights, Air India may consider acquiring fuel from the
fuel farm which is a provision given out of United States and
the fuel temperatures are maintained in such a way so as to fly
across Polar areas.
4.1.6.2 Co-ordination for determination of Fuel freeze temperature

There shall be coordination between maintenance, dispatch, and
assigned flight crewmembers to convey the determined fuel
freeze temperature of the fuel uplifted on board the airplane.
e.g. The AME/Technical personnel handling the aircraft will

inform the dispatcher / operations agent on uplifted fuel
temperature and the Dispatcher/agent will inform the crew.
4.1.6.3 Mixed fuel

With mixed fuels in the aircraft tanks, the temperature limits for
the most restrictive fuel type must be observed.
If available use the freezing point of the blended fuel.
Page 4 -2
Chapter 5
FLIGHT DECK PREPARATION Issue 2 REV 0 25 SEP 2021
5.FLIGHT DECK PREPARATION
All flight deck preparation will be similar to normal flights except

that the pilots will lay special emphasis on checking the OFP, the
ATC clearance and the filed flight plan for accuracy, FTP, True
Tracks, etc.
5.1 Polar Exposure Suits
5.1.1Storage
(FOR B777)
The cold weather exposure suits (a Polar Kit) are stored at
overhead bin just above door L4 for B777-200LR, L5 for B777-
300ER.
(FOR B787)
For B787 the cold weather exposure suits (a Polar Kit) are
stored on the cockpit stowage floor, below the second observer
crew oxygen stowage box (near the second Observer seat)
where suitable restrain is available to prevent movement of the
duffle bag.
There is an internal sealed compartment. Maintenance will
ensure that Polar Kit is on board with the seal intact.
5.1.2 Duty of Cabin crew
Cabin crew must ensure, in their pre-flight checks, that the
Polar Kit is on-board. A minimum of two cold weather anti-
exposure suits must be on board each airplane, so that outside
coordination at a diversion airport with extreme climatic
conditions can be accomplished safely.
5.1.3Purpose of Polar suit

The purpose of the suits is to allow crewmembers designated
by the captain to exit the airplane to coordinate ground
operations or preflight during extreme weather conditions.
Note :The suits are required asper aircraft equipment in order

to fly Polar operations. Also refer MEL for relief.
Page 5 -1
Chapter 5
5.2 Fuel Temperature Operational Limit
5.2.1 Cockpit checks
As part of the preflight procedure and cockpit set up, the

minimum fuel operating temperature needs to be inserted into
the CDU PERF INIT page. This figure needs to be at least 3
degrees warmer than the fuel freeze temperature for the given
fuel. For Jet A this will be -37°C and for Jet A-1 -44°C. This is
due to the fact that there will be residual fuel left in the tanks
prior to refueling which will have the net effect of increasing the
actual fuel freeze point temperature. It is not anticipated that
fuel freeze analysis will be required. This will be determined by
Flight Dispatch.
5.2.2 Russian fuel

In the event that the aircraft is fueled using TS-1 (which is
available in Russia and is an approved fuel), no freeze testing
will be done, given its freeze point of -50° C.
5.2.3 If the crew is concerned about the fuel temperature on the

return flight then an appropriate value depending on the type
of fuel loaded (for example a -44°C value (Jet A-1 min freeze
temp of -47°C +3°C = -44°C) could be entered into the FMC to
preclude an inappropriate FUEL TEMP EICAS message based
on the default value of -37°C.
IND – USA/CAN Jet A-1 –47°C (freezing point of Jet A-1)

USA/CAN – IND Jet A –40°C (freezing point of Jet A)
5.3 Aircraft MEL Status
All equipment required for North Atlantic High Level Airspace

HLA (NAT HLA) operations are also required for Polar
Operations. In addition, the following equipment are also
required for Polar operations.
1. A fully serviceable APU.
Page 5 -2
Chapter 5
2. A Fuel Quantity Indication System (including the fuel
temperature indication)
3. Auto-Throttle system
4. For communication HF/SATCOM is mandatory
5. One Polar kit with 02 suits.
6. At least 1 automated external defibrillator (AED).
Refer MEL for polar operations
5.4 FMC Preflight
5.4.1 FMC initialization

Apply normal POS INIT procedures
(FOR B777)
Limitation: ADIRU Alignment must not be attempted at Latitudes
greater than 78 degrees, 14.75 minutes.
(FOR B787)
No limitations for B787 however it is not recommended to switch
off the IRU.
IRS is essential for SATCOM.
5.4.2 In the Polar Region (Area of Magnetic Unreliability), magnetic

heading/track information is not reliable as a result of large
magnetic variations, therefore navigation in this area is
referenced to the True North.
5.4.3 In Canada, the area of magnetic unreliability is defined as the

entire Northern Domestic Airspace i.e. the Northern Control Area
(NCA) and the Arctic Control Area (ACA).
5.4.4 Magnetic tracks in Russia

Refer para 8.2.3
5.4.5 AMU
Flights through the Area of Magnetic Unreliability (AMU) and
Polar Regions will result in significant differences between the
FMC legs headings/courses and the flight plan headings/courses.
The waypoint distances, however, should agree within a few
miles. The true course and true heading are key elements on
Page 5 -3
Chapter 5
the flight plan and legs pages within the AMU. These should
agree with the “T” courses found on the Jeppesen charts for
established published routes such as in the Northern Control
Area (NCA) structure.
5.4.6 Loading of en-route winds is absolutely paramount to ensure

accurate ETA and fuel predictions.
5.5 Delayed Departures

Restrictions on Russian Routes:
If the flight is delayed, it is imperative that the captain and the
dispatcher to coordinate for accurate timing. These revised
ETA’s will be passed to the Russian ACC. The current Russian
acceptance rate is restricted to a certain number of aircraft per
hour, per track. Not all tracks are open at the same time and
not all tracks are open on the weekend. These restrictions are
changing on a daily basis.
Page 5 -4
Chapter 6
ENROUTE COMMUNICATIONS Issue 2 REV 0 25 SEP 2021
6. ENROUTE COMMUNICATIONS
It will be ensured that Air India has effective voice

communications and/or data link capability and SATCOM for all
portions of the flight route, as per the requirement for Polar
region which are described in detail as under. Due consideration
is given for predicted solar flare activity and its effect on
communications for each flight that is dispatched for operations
in Polar areas.
6.1 Communications using VHF or HF or SATCOM
B787 capable of VHF, HF and SATCOM DATALINK.

B777 capable of VHF and SATCOM DATALINK.
The following communication facilities are available for Polar

flights:
Continuous communication coverage is normally available using
VHF or HF while operating in the North Polar Region. SATCOM is
available south of up to 82°N with CPDLC facility also available in
certain ACC’s.
Page 6 -1
Chapter 6
6.2 Satellite AIRCOM coverage
6.2.1 VHF & HF on Canadian side
Arctic Radio, controlled from North Bay, provides VHF coverage
throughout the Canadian Arctic between 63°N and 80°N. An HF
transmitter at Cambridge Bay, which is also controlled by Arctic
Radio, allows long range communication with Edmonton ATC.
ARINC also provides Polar Region long range HF using a
transmitter at Barrow, Alaska.
6.2.2SATCOM
If HF radio communication with Gander is difficult, Polar flights
may call Edmonton Centre on 001-780-890-8230 using SATCOM
and speak directly to the Polar Controller. On the Russian side of
the Arctic Ocean, either Magadan or Murmansk Oceanic Control
Center (OACC) using HF and CPDLC provide communication with
ATC.
6.2.3 HF Communication in Russia

Crossing the Russian FIR boundary without radio communication
is prohibited except for the cases when the radio communication
failure occurred in flight with the aircraft being under direct
control of an ATC unit of Russia or upon receiving the ATC Unit
clearance to enter Russian airspace. In case of communications
failure within Murmansk OACC, pilots shall try to establish
communication with Magadan OACC in order to make a position
report.
6.2.4Metric Flight Levels (FL)

Crew to familiarize themselves with designated FL’s in Russian
airspace during lost communication.
6.2.4.1 For Murmansk OCA:

HF communication on designated frequencies: 11390 kHz
(primary), 8950 kHz (secondary), 5694 kHz, 4672 kHz.
6.2.4.2For Magadan OCA:

HF communications on designated frequencies: 11390 kHz
(primary), 8837 kHz (secondary); CPDLC channel of Magadan
OAC for FANS equipped aircraft. VHF is available within 200 NM
of the Russian ‘coast’, where ‘domestic’ communication is
resumed. Expect to give estimates for entry points. In the event
Page 6 -2
Chapter 6
of communication failure while in compliance with IFR
procedure, the aircraft shall proceed to the destination
aerodrome in accordance with the flight plan. Phone patch is
available through Stockholm Radio.
6.2.5 During periods of increased solar flare activity there may be a

reduction or loss of HF capability. Flights will not be planned
through areas of moderate or greater solar flare activity if this is
known to flight dispatch at the time of planning, therefore HF
communications should not be degraded.
Note 1: With the exception of Murmansk which has HF SELCAL,

HF SELCAL is not available in Russian airspace. Crew has to
maintaining a listening watch.
Note 2: Use standard phraseology when communicating with
Air Traffic Controllers in Russia.
6.3 Arctic Radio
Arctic Radio is a general purpose (GP) facility that handles

communications with Edmonton Center and Anchorage Center
for the northern FIR’s all the way to the Russian FIR boundaries.
They operate on the ICAO Family D HF frequencies: 2971,4675,
8891 and 11279 as well as a number of VHF remote sites on
126.7 or 126.9. Their HF antennas are located at Cambridge Bay
on the south coast of Victoria Island. The transmitter antenna is
a fixed directional antenna with typical coverage beyond the
North Pole, east to Iceland and Norway and south to Churchill.
On initial contact, obtain the primary and secondary frequencies
and a SELCAL check. If unable to contact Arctic Radio on HF,
attempt contact with Gander Radio or San Francisco Radio.
Refer to the Jeppesen Polar Orientation Chart for those
frequencies.
Currently, Arctic Radio does not have phone patch capability.

This service can be provided through Gander Radio and San
Francisco Radio if needed.
Note : Crew to familiarize themselves with procedures
mentioned in ATM operational contingency plan for arctic area in
case of no service or limited service of variousAir Route Traffic
Control Canters (ARTCCS).
Page 6 -3
Chapter 6
6.4 Company Communication
Communications between the aircraft and IOCC shall be

accomplished using the following system priority:
1. SATCOM voice (above 82N the function is not serviceable)
2. ACARS – ACARS communications between aircraft and ground

systems is achieved via the VHF and SATCOM. The selection is
automatic.
3. HF Phone patch – Using the appropriate HF frequency and

depending on the location of the aircraft, establish contact and
request a phone patch service.
4. Air India ensures effective voice communications and/or data

link capability for all portions of the flight route, as per the
requirement for Polar region. Because of the limitations of VHF
and satellite-based voice communications, ATC communications
will probably require high frequency (HF) voice over portions of
these routes. The FAA recognizes that SATCOM may not be
available for short periods during flight over the Poles.
Communication capability with HF radios also may be affected
during periods of solar flare activity. Operations should consider
predicted solar flare activity and its effect on communications for
each flight that is dispatched for operations into these areas.
Page 6 -4
Chapter 7
NAVIGATION Issue 2 REV 0 25 SEP 2021
7. NAVIGATION
7.1 (FOR B777)

When tracks are referenced to TRUE, select TRU by pressing the
Heading Reference switch to TRUE.
(FOR B787)
When entering the polar regions, the autopilot will automatically
switch to a true north reference for all cruise roll modes (HDG
HOLD, HDG SEL, TRK HOLD, TRK SEL, and LNAV) regardless of
the position of the HEADING REF switch.
When leaving the polar regions, the autopilot will automatically

switch back to a magnetic reference if the HEADING REF switch
is in the NORM position.
Note: When operating the autopilot in the polar region in other

than LNAV, the TRUE position on the HEADING REF switch
should be selected.
7.2 True north is automatically referenced anyway when north of

82°N or when within the vicinity of the magnetic poles. This is
annunciated by a white box around the word TRU on the ND.
The ND displays a green box around the word MAG to
annunciate the change back to magnetic reference when leaving
the Polar region. If the Heading reference is TRU in the descent
phase, the ND displays a flashing amber box around the word
TRU.
Note: When operating the autopilot in the polar region in other
than LNAV, the TRUE position on the HEADING REF switch
should be selected.
7.3 The ND track and magenta lines may exhibit ratcheting when
transiting routes in close vicinity to the pole. The current GRID
heading displays near the top of both ND’s when the airplane is
north of 70°N. The GRID heading is not used by any airplane
system.
7.4 If the North Pole (NOPOL) waypoint is used, a rapid heading and
track reversal occurs passing the polar waypoint. If operating in
Page 7 -1
Chapter 7
HDG/TRK SEL or HDG/TRK HOLD while near the pole, it is
necessary to update the heading/track selector frequently to
reflect the rapid change or reversed heading/track, or the AFDS
will command an unwanted turn. For this reason, LNAV is the
preferred Roll mode.
7.5 HDG SEL/HOLD and TRK SEL/HOLD are functional but

require the manual selection of TRUE heading reference.
Deviations from the planned route may be accomplished in TRK
SEL or HDG SEL.
7.6 Use caution when using ADF or VOR equipment. The heading
reference in use will affect the display of data.
7.7 With heading reference in TRUE:

ADF bearing are TRUE and measured at the Airplane and not at
the ground station.
7.8 With heading reference in TRUE:

VOR radials are displayed according to the orientation of the
VOR station and are TRUE.
7.9 (FOR B777)

If the ADIRU fails in a Polar region, the EICAS message NAV
ADIRU INERTIAL displays and all autopilot and AFDS roll modes
fail. When heading information is restored by entry of a
reference heading on the POS INIT page, HDG SEL and HDG
HOLD roll modes are restored. GPS continues to provide
navigation data to the FMC and active route information displays
on the ND.
(FOR B787)
If the IRS fails in a polar region, the EICAS advisory message
NAV INERTIAL SYS displays and all autopilot and AFDS roll
modes fail. When heading information is restored by entry of a
navigation data to the FMC and active route information displays
on the ND. When operating in this degraded mode, heading on
Page 7 -2
Chapter 7
the POS INIT page may be referenced to magnetic, true, or grid
heading. The heading display drifts significantly under these
conditions. Periodic updating of the heading reference on the
POS INIT page should be accomplished at least every 10
minutes.
7.10 It is recommended that the aircraft be flown on autopilot following

the FMS instructions and flight crews monitor and confirm their
progress.
7.11 The primary roll mode for polar operations should be LNAV,
which may be used with the heading reference switch in the NORM
position. HDG SEL/HOLD and TRK SEL/HOLD are functional but
require the manual selection of TRUE heading reference. Deviations
from planned route may be accomplished in HDG SEL ( for more
information, refer Flight Crew Training Manual)
Page 7 -3
Chapter 7
Page 7 -4
Chapter 8
ROUTE SPECIFICS Issue 2 REV 0 25 SEP 2021
8. ROUTE SPECIFICS
8.1 Enroute and Terminal Terrain
8.1.1 There is significant terrain depending upon the particular route

in Greenland and within Russia the Central Asian Republics. Be
alert for terrain issues especially during a diversion or
depressurization situation. A review of the MEA, MORA, GRID
MORA, and AMA along the particular route should be
accomplished especially with reference to the EDTO alternates.
8.1.2 (FOR 777)

The TERR display will reflect a magenta area near and around
the North Pole indicating unreliable / unknown terrain data with
the FMC data base for those areas of the world. Depending
upon the time of year and climatic conditions, the ice buildup
over the polar region vary from 1000 to 3000+ ft. above sea
level.
(FOR 787)
Note that unmapped areas in the GPWS terrain database
display as magenta dots on the map, regardless of the airplane
altitude.
8.2 Area of Magnetic Unreliability (AMU)
8.2.1 The initial cruise portion of the flight is routine. Reaching the
southern portion of the Canadian Northern Control Area (NCA),
you enter the Area of Magnetic Unreliability.
8.2.2 The Canadian area of magnetic unreliability is defined as the

entire Northern Domestic Airspace, i.e., the Northern Control
Area (NCA) and the Arctic Control Area (ACA). The boundaries
of the NCA and the ACA are charted on the Canada/ Alaska
(CA) Enroute Chart series. Within this area, VOR’s and runways
are referenced to true north and true courses are charted.
8.2.3 The area of magnetic unreliability in Russia is not formally

defined. However, recognizing that nearly the same effects of
Page 8 -1
Chapter 8
magnetic unreliability exist in the Russian far north as in
Canada, Boeing considers the area north of 70° N on polar
routes in Russian airspace also to be an area of magnetic
unreliability. Airways in northern Russia, south of 70° N, are
referenced to magnetic north. Airways north of 70° N could use
either magnetic or true as indicated on the chart.
8.3 FMC/Autopilot Performance near the Pole
8.3.1 Changes in FMC updating approaching the pole are described in

the Navigation chapter (FMC Polar Operations) of the Flight
Crew Operations Manual and Flight Crew Training Manual.
Review these pages before conducting polar operations. The
North Pole is in the FMS database and coded NOPOL. Do not fly
directly over the pole due to the possibility of the autopilot
reacting aggressively when passing over the pole due to the
abrupt 180° change in the orientation of the compass. This may
occur in any autopilot roll mode: LNAV, HDG SEL, or HDG HOLD.
If either the North Pole (NPOLE) or the South Pole (S90EXXXXX

or S90WXXXXX) waypoint is used, a rapid heading and track
reversal occurs passing the polar waypoint. If operating in
HDG/TRK SEL or HDG/TRK HOLD while near either pole, it is
necessary to frequently update the heading/track selector to
reflect the rapidly changing and/or reversed heading/track or
the AFDS will command an unwanted turn. For this reason,
LNAV is the preferred roll mode.
Loss of both GPS units or loss of GPS updating results in an

increased ANP and possible display of the NAV UNABLE RNP
message, but normally does not prevent polar operation.
8.3.2 (FOR B777)

The FMC starts polar operations when the calculated airplane
position enters a Polar Region. The FMC switches all flight
display inputs to reference true north while in these regions. GPS
provides navigation data to the FMC throughout the Polar
Regions. If GPS information is lost, the ADIRU provides a single
Page 8 -2
Chapter 8
inertial navigation position to the FMC to ensure continuous
navigation throughout the Polar Regions. A flashing white box
around the word TRU on the ND annunciates automatic
switching to a true north reference. A TRUE heading reference
can be selected with the HEADING REFERENCE switch inside or
outside the Polar Region. The ND displays a green box around
the word MAG to annunciate the change back to magnetic
reference when leaving the Polar Region. If the heading
reference is TRU in the descent phase, the ND displays an amber
box around the word TRU.
(FOR B787)
When entering the polar regions, the autopilot will automatically
switch to a true north reference for all cruise roll modes (HDG
HOLD, HDG SEL, TRK HOLD, TRK SEL, and LNAV) regardless of
the position of the HEADING REF switch. Automatic switching to
a true north reference is annunciated by a white box around the
word TRU on both the ND and PFD. The CDU RTE LEGS page
will also display a “T” next to the leg course data on the line title
when operating in true north reference. A true heading
reference can be manually selected by placing the HEADING REF
switch to TRUE inside or outside the polar region. When leaving
the polar regions, the autopilot will automatically switch back to
a magnetic reference if the HEADING REF switch is in the NORM
position. The ND and PFD display a green box around the word
MAG to annunciate the change back to magnetic reference. If
the heading reference is TRU in the descent phase, the ND and
PFD display an amber box around the word TRU. The current
GRID heading displays near the top of both NDs when the
airplane is north of 70°N or south of 70°S. The GRID heading is
not used by any airplane system.
Loss of both GPS units or loss of GPS updating results in an

increased ANP and possible display of the NAV UNABLE RNP
message, but normally does not prevent polar operation.
8.3.3 When the airplane is above 70° N Latitude, GRID heading

displays near the top of both ND’s.
Page 8 -3
Chapter 8
8.3.4 When operating the autopilot in the Polar Region in other than
LNAV, the TRUE position on the heading reference switch must
be selected. The only time this would normally ever occur
would be during a diversion off the track/route due to an
aircraft malfunction or weather where a specific heading
needed to be flown. Other than those occasions, there is
noneed nor is it prudent to select TRUE on the heading
reference switch.
8.3.5 Do not be alarmed as the FMC and ND automatically switch into
this mode, which will result in significant changes on heading
values displayed on the ND.
8.3.6 When operating north of 82° N or south of 82° S using the
PLAN mode of ND, the airplane position symbol is shown as a
circle symbol.
8.3.7 There are no significant differences in operations with either a
single or dual (alternate navigation) FMC failure during
Polar/AMU operations.
8.3.8 (FOR B777)
If the ADIRU fails in a Polar Region, the EICAS message NAV
ADIRU INERTIAL displays and all autopilot and AFDS roll modes
fail. When heading information is restored by entry of a
navigation data to the FMC and active route information
displays on the ND. When operating in this degraded mode,
heading on the POS INIT page may be referenced to magnetic,
true, or grid heading. The heading display drifts significantly
under these conditions. Periodic updating of the heading
reference on the POS INIT page should be accomplished at
least every 10 minutes.
(FOR B787)
If the IRS fails in a polar region, the EICAS advisory message
NAV INERTIAL SYS displays and all autopilot and AFDS roll
modes fail. When heading information is restored by entry of a
navigation data to the FMC and active route information
displays on the ND. When operating in this degraded mode,
heading on the POS INIT page may be referenced to magnetic,
true, or grid heading. The heading display drifts significantly
under these conditions. Periodic updating of the heading
Page 8 -4
Chapter 8
reference on the POS INIT page should be accomplished at
least every 10 minutes.
8.3.9 (FOR B777)

Due to the close proximity of the Magnetic North Pole and the
resulting rapid changes in magnetic variation it is advisable to
continually update the MCP heading to match the current
heading as displayed on the ND. In this case if the ADIRU fails,
follow the checklist and set the last known heading (from the
MCP) into the FMC. Otherwise, it could be difficult to establish a
new heading to place into the FMC.
(FOR B787)
If operating in HDG/TRK SEL or HDG/TRK HOLD while near
either pole, it is necessary to frequently update the
heading/track selector to reflect the rapidly changing and/or
reversed heading/track or the AFDS will command an unwanted
turn. For this reason, LNAV is the preferred roll mode.
In the unlikely event all the components of the IRS fail, EICAS
messages and the associated non-normal checklists provide the
crew with inoperative items and necessary crew actions. With
at least one GPS operational, the Navigation Display MAP and
PFD Mini-Map are operational and accurately display the FMC
route and airplane track and position information. LNAV is
inoperative. With a total IRS failure, plan a raw data instrument
approach.
Page 8 -5
Chapter 8
8.4FIR Convergence
Several FIRs converge at the North Pole, including, Edmonton,

Anchorage, and several Russian FIRS.
8.4.1 Affected FIRs in the Polar region:
Country FIR Code ADS CPDLC

Russia Murmansk Oceanic FIR ULMM NO NO
Magadan FIR UHMM NO YES
U.S.A. Anchorage Arctic FIR PAZA NO YES
Canada Edmonton FIR CZEG YES YES
Iceland/ Reykjavik OCA/ BIRD YES YES
Greenland SondreStrom FIR
Norway Bodo Oceanic FIR ENOB YES YES
Page 8 -6
Chapter 8
8.4.1 Russian Airspace
8.4.1.1Always expect R/T in Russian language being used when ATC
communicates with Russian carriers.
8.4.1.2In case of diversion into any airport in Russia it is important to

remember that the ATC will always issue altimeter setting in
QFE. QNH is on request.
8.4.1.3 Also braking action reported will be NORMATIVE BRAKING
INDEX (see below) which will vary from ICAO.
NORMATIVE BRAKING INDEX (RUSSIA)

Code Normative Estimated Operational meaning
friction surface
coefficient friction
5 0.42 and above Good Aircraft can be
expected to land
without undue
directional control
problems
4 0.41-0.40 Medium to Aircraft can be
good expected to land
without undue
directional control
problems
3 0.39-0.37 Medium Directional control
might be impaired
2 0.36-0.35 Medium to Directional control
poor might be impaired
1 0.34-0.31 Poor Directional control will
be poor
9 0.3 and below Unreliable Directional control is
not monitored
Page 8 -7
Chapter 8
8.4.1.4 NavAids in Russia are sometimes turned off when no traffic is
expected. Thus, if a NavAid appears to be off the air, confirm
status with ATC.
8.4.2 Edmonton FIR (CANADA)

8.4.2.1 Automatic dependent surveillance waypoint position reporting
(ADS WPR) has been implemented in the Edmonton FIR/CTA.
8.4.2.2 Aircraft are advised that, depending on their position when
entering the Edmonton FIR/CTA, initial radio contact will be
with either Edmonton ACC (“Edmonton Centre”), Gander
International flight service station (“Gander Radio”) or North
Bay flight information center (“Arctic Radio”). Communications
procedures are outlined below.
8.4.2.3 Aircraft entering Edmonton ADS airspace without data link

connection should ensure their ADS function is turned on and
logon using the address CZEG. Logon should be performed
between 15 and 45 minutes before entering the airspace. If
automatic transfer is unsuccessful, manual logon should be
attempted.
8.4.2.4 Flights exiting the Edmonton data link service area into
adjacent airspace where data link services are available should
not need to perform another AFN logon. Under normal
circumstances, the current and next air traffic service units
automatically transfer. The airspace where ADS WPR will be
conducted is affected by an area of satellite communication
(SATCOM) unreliability. This area, referred to as the SATCOM
shadow, extends from the North Pole to 70° N. Unreliability is
most pronounced at 120° W where the two satellites servicing
the area are furthest away. Coverage improves to the east
and west of 120° W where reliable coverage can be expected
as far north as 80°N at 80°W. The exact extent and effect of
the shadow depends on atmospheric conditions, aircraft
antenna placement, and direction of flight. Aircraft observing
an indication that satellite communications have been lost
should expect that their ADS reporting has been terminated.
Flight crews can re-logon to CZEG if it is felt that the outage
has been overcome. Otherwise, ensuring position reports
must be provided via voice.
Page 8 -8
Chapter 8
8.4.3 Bodo Oceanic FIR, Reykjavic OCA

Operation is same as Oceanic Operations/North Atlantic.
8.5 Airport Weather Reports
Weather reports for all normal EDTO alternates, en-route

alternates and destination alternates are available through
ACARS weather request function. If required, weather can also
be obtained for most Russian airports directly from their
associated control facility on the charted VHF or HF frequency.
Page 8 -9
Chapter 8
Page 8 -10
Chapter 9
POLAR ALTERNATE / Issue 2 REV 0 25 SEP 2021
DIVERSION AIRPORTS
/RECOVERY
9. POLAR ALTERNATE/DIVERSION AIRPORTS

A very important aspect of any diversion to an airport in a remote
region is the safety and protection of the passengers after landing and
the recovery operation, which includes getting the passengers to their
destination and the ability to fly the airplane onward. The plan for
doing this in a timely and efficient manner will depend in large part on
the information provided by the captain on site. It is most important to
establish communications. There may be difficulty in the Russian far
north. Use whatever means are available, including SATCOM or HF
from the airplane. Remember, the ADIRU / IRU must be aligned for
SATCOM to work on the ground.
9.1 Russian Alternates(Covered by Global Aviation Consulting -
GAC Contract)
Air India has an agreement in place with Global Aviation Consulting LLC
(GAC) for guidance to diversion airfield in coordination with IOCC. The
GAC telephone and the email id are given below.
Tel : +1 847 921 8708 ( Main) ;
Tel : +1 305 777 4225 ; +1 305 777 4224 ( Back Up) ;
Fax : +1 925 263 7939; SITA : BCBGAXH
Email: edgarv@globalavia.com;contact@globalavia.com;
dispatch@ globalavia.com
The diversion airports in the agreement are:

1)Murmansk (ULMM),
2)Yakutsk (UEEE),
3)Anadyr (UHMA),
4) Norilsk(UOOO),
5) Bratsk (UIBB),
6) Novosibirsk (UNNT),
7) Irkutsk(UIII),
8) Petropavlovsk(UHPP).
Note: All diversion airports are located south of 78 deg North.
Page 9 -1
Chapter 9
DIVERSION AIRPORTS
/RECOVERY
Before considering any diversion due to Medical Emergency crew should
positively ascertain from IOCC availability of adequate Medical facilities at
Diversion Alternate.
Operational Information:
PCN of
ICAO/IATA Type of Longest
Airport Name RFF Location Longest
Code Fuel Runway
Runway
N68° 46.9 13/31-

Murmansk ULMM/MMK A-1 7 41/R/B/X/T
E032° 45.1 8202’
8/
N62° 05.6 05R/23L
Yakutsk UEEE/YKS A-1 9 on 45/R/B/X/T
E129 46.4 – 11155’
Req
N64° 44.1 01/19-
Anadyr UHMA/DYR A-1 8 43/R/A/X/T
E177° 44.3 11486'
N69° 18.5 01/19 –

Norilsk UOOO/NSK A-1 7 47/R/A/X/T
E087° 19.7 9255’
N56° 22.2 12/30 –
Bratsk UIBB/BTK A-1 8 54/R/A/W/T
E101° 42.9 10367’
N55° 02.0 16/34 –
Novosibirsk UNNT/OVB A-1 9 76/R/B/X/T
E082° 35.9 11818’
N52° 16.0 12/30 –
Irkutsk UIII A-1 8 45/R/B/X/T
E104° 23.7 11696’
N53 10.2 16R/34L
Petropavlovsk UHPP/PKC A-1 8 60/R/A/W/T
E158° 27.0 – 11155’
Reasons for Diversion :

(a) Engine failure
(b) Depressurization
(c) Hydraulic failure
(d) Smoke warning in cargo hold, inflight entertainment system or
avionics
(e) Guidelines on medical emergency, especially when no medical
personnel are found on board, must be provided.
Before considering any diversion due to Medical Emergency crew
should positively ascertain from IOCC availability of adequate Medical
facilities at Diversion Alternate.
Page 9 -2
Chapter 9
DIVERSION AIRPORTS
/RECOVERY
Additional Information
Airport Normal Customs

Med Facilities Remarks
Name Hours of Ops Facilities
City of Murmashi
Murmansk 24H 0600-1800
has a Polyclinic
24H
Yakutsk SUN 0000-2000 Yakutsk City
Closed 24H Hospital
FRI-SUN (0600-
Anadyr 2100-0600
2100), Hol (Closed) District Hospital
Emergency
Landing for
Norilsk 24H flights on
Multiple Hospitals Cross-Polar
N.A. Routes
0000 – 1200
Bratsk
O/T 48HR PPR Available Multiple Hospitals
Novosibirsk 24H 24H Multiple Hospitals
24H
Irkutsk Rwy CLSD THU
0800-0900
24H Multiple Hospitals
Couple of City
Petropavlovsk 2000 – 0800
Available Hospitals
Page 9 -3
Chapter 9
DIVERSION AIRPORTS
/RECOVERY
9.2 Russian additional Alternates (Others)
Operational Information
PCN of
Airport ICAO/IATA Type of Longest
RFF Location Longest
Name Code Fuel Runway
Runway
N53° 44.4
Abakan UNAA/ABA A-1 7 02/20 – 10663’ 80/GF/B/X/T
E091° 23.1
N56° 10.4
Krasnoyarsk UNKL/KJA A-1 8 11/29 – 12139’ 95/R/B/X/T
E092° 29.6
N59° 54.6
Magadan UHMM/GDX A-1 8 10/28-11325' 64/R/B/X/T
E150° 43.2
N66° 35.4
Salekhard USDD/SLY A-1 6 04/22 – 8934’ 39/R/B/X/T
E066° 36.7
N71° 41.7
Tiksi UEST/IKS No Info 6 03/21 – 9843’ 37/R/B/X/T
E128° 54.0
5,
6/7 N71° 58.7
Khatanga UOHH/HTG A-1 06/24 – 8871’ 16/R/A/X/T
on E102° 29.6
Req
N69° 47.0
Pevek UHMP/PWE A-1 6 17/35 – 8202’ 23/R/A/X/T
E170° 35.7
Page 9 -4
Chapter 9
DIVERSION AIRPORTS
/RECOVERY
Airport Normal Customs Med
Remarks
Name Hours of Ops Facilities Facilities
Multiple
Abakan 24H
24H Hospitals
Multiple
Krasnoyarsk 24H
24H Hospitals
(DUE PCN MTOW-

SUN-THU (2145- Maternity
B77L-286.0T ,
Magadan 2200-1000 0645), FRI (2145- Hospital
B77W-284.0T ,
0545), Hol (Closed)
B787-209.6T)
Emergency Landing
Multiple
for flights on Cross-
Salekhard 0300-1400 N.A. Hospitals
Polar Routes. PCN of
54 in Winters.
Mon-Fri (0000-
1000)
Sat, Sun, Hol
Tiksi
and Last 3 days For Russian Users
of every month only. PCN of 50 in
(Closed) N.A Winters.
Mon-Fri (0200-
1400)
Wed (2300-
Khatanga 1200)
Sat-Sun, Hol
(Closed) For Russian Users
N.A only
2100-0600
Pevek Sat-Sun, Hol For Russian Users
(Closed) N.A. only
Note: The other airports have been listed from orientation point of view and
as additional options available if the need be. For planning purpose, dispatch
will use one of the eight airports available in the GAC contract.
Page 9 -5
Chapter 9
DIVERSION AIRPORTS
/RECOVERY
9.3 Scandinavian Alternates
PCN of
Runway
5/
N67° 01.0 09/27 –
K’lussuaq BGSF/SFJ A-1 8 with 4Hr ASPHALT
W050° 41.4 9219’
PN
N76° 31.9 08T/26T –
Thule BGTL/THU - 6 ASPHALT
W068° 42.2 9995’
4/7 for N78° 14.8 10/28 –

Svalbard ENSB/LYR A-1 58/F/B/X/T
Airliners E015° 27.9 8136’
N070° 04.0 16/34 –
Lakselv ENNA/LKL A-1+ 7 70/F/A/W/U
E024° 58.4 9147’
N69° 40.9 01/19 –

Tromso ENTC/TOS A-1 7 45/F/C/X/U
E018° 55.1 8028’
N67° 16.1 07/25 –

Bodo ENBO/BOO A-1 7 65/R/B/X/U
E014° 21.9 9167’
Airport Normal Hours of Customs
Name Ops Facilities
4 hr PN before Weight Bear
K’lussuaq Mon-Sat (1100-2000) commencement Capacity
of flight Restrictions
Thule See Airport Directory N/A
Wingspan
Limitation of
Svalbard 24H 61m – can
No real Hospital accept
B777/B787 in
Page 9 -6
Chapter 9
DIVERSION AIRPORTS
/RECOVERY
case of
Emergency
Wingspan
Lakselv See Airport Directory See Airport Limitation of
Directory 74m
Multiple Wingspan
Tromso 24H Hospitals Limitation of
90 Min PNR 61m
Multiple Wingspan
Bodo 24H 90 Min PNR Hospitals Limitation of
61m
9.4Canadian Alternates
PCN of
Runway
N63° 45.4
Iqaluit CYFB/YFB A-1 6 16/34 – 8605’ 67/F/A/W/T
W068° 33.4
N58° 44.3
Churchill CYYQ/YYQ A-1 15/33 – 9195’ ASPHALT
W094° 04.0
N62° 27.8
Yellowknife CYZF/YZF A-1 6 16/34 – 7503’ ASPHALT
W114° 26.4
Airport Normal Customs

Name Hours of Ops Facilities
Prominent
Qikiqtani General
Mon-Fri 0900-1700LT Terrain
Iqaluit H24 Hospital
O/T – 1Hr PNR bordering
Runway
Churchill Health
Churchill No Info No Info
Center
For 16/34 –
Mon-Fri 1600-2400 Stanton Territorial
Yellowknife No Info Wingspan less
Hol – Not Available Hospital
than 65.23m
Page 9 -7
Chapter 9
DIVERSION AIRPORTS
/RECOVERY
9.5Alaskan Alternates
PCN of
Runway
N71° 17.1 07/25 –
Barrow PABR/BRW A-1 B 43/F/A/X/U
W156° 46.1 7100’
N64° 48.9 02L/20R:

Fairbanks PAFA/FAI A-1 C 78 F/A/W/T
W147° 51.4 11800'
Airport Normal Hours Customs

Name of Ops Facilities
Samuel Simmonds Heavy Bird

Barrow No Info No Info Memorial Hospital Activity in
the Vicinity
Heavy Bird
Fairbanks No Info No Info Multiple Hospitals Activity in
the Vicinity
9.5.1 The above alternates have been chosen keeping in mind for sufficient
fuel and make a safe landing and the airplane manoeuvred off of the
runway at the selected diversion airport. In the event of a disabled
airplane following landing, the capability to move the disabled airplane
exist at that airport, so as not to block the operation of any recovery
airplane. In addition, those airports designated for use is capable of
protecting the safety of all personnel by being able to:
(a) Offload the passengers and crewmember in a safe manner during

adverse weather conditions;
(b) Provide for the physiological needs of the passengers and

crewmembers for the duration of the stay at the diversion airport until
safe evacuation; and
Page 9 -8
Chapter 9
DIVERSION AIRPORTS
/RECOVERY
(c) Safely remove passengers and crewmembers as soon as possible
(execution and completion of the passenger recovery is expected as soon as
possible within 12- 48 hours following diversion).
Operations Department will maintain the accuracy and completeness of the

recovery plans as part of the annual audits.
Crew must be aware that apart from engine failure, an in-flight decision to
divert could be caused by events including but not limited to: (a) medical
alerts; (b) depressurization; (c) hydraulic failure; and
(d) smoke warning in cargo-hold, in-flight entertainment system or Avionics.
An in-flight diversion within the Polar Region should take into account
remoteness of the region, weather conditions as well as limited supporting
facilities.
Page 9 -9
Chapter 9
DIVERSION AIRPORTS
/RECOVERY
Page 9 -10
Chapter 10
CONTINGENCY PROCEDURES Issue 2 REV 0 25 SEP 2021
10. CONTINGENCY PROCEDURES
10.1 Polar Restrictions
Polar flights may be affected by increased activity on the surface

of the sun. Items of particular interest are the reduction or
complete loss of HF radio communications, the degradation of
GPS accuracy besides the exposure of passengers and crew to
higher than normal levels of radiation. Flights over the polar
area may have to be rerouted or even curtailed until conditions
improve.
10.2 Radio Blackout Scale
No flights may operate on polar routes if Solar Radiation, Radio

Blackout or Geomagnetic Storm activity is at level 3,4 or 5.
Radio blackout level 3 (R3) or above will require a non-polar
routing.
10.3 FUEL TEMP LOW (REFER QRH / FCTM)
10.3.1 It takes approximately 15 minutes to 1 hour for a change in

TAT to affect the fuel temperature. The rate of cooling of the
fuel is approximately 3°C/h. A maximum of 12°C/h is possible
under the most extreme cold conditions.
10.3.2 In consultation with Air Traffic control and IOCC, the flight
Crew decides on a plan of action which needs to ensure a TAT
increase. This can be achieved by:
10.3.2.1 Changing the route to where warmer air can be expected.
10.3.2.2 Descend to a lower altitude. The required descent would be

within 3,000 to 5,000 ft of optimum altitude. This may require
descending even to 25,000 ft.
10.3.2.3 Climb to a higher altitude. Recent experience on Polar

routes has shown that the temperature may be higher at higher
altitudes.
Page 10 -1
Chapter 10
10.3.2.4 Increase the Mach number
10.3.2.5In addition to the above, crew should also consider the

Tropopause height since there is an inversion layer above the
tropopause.
10.3.2.6 PLAN A STRATEGY BEFORE THE FUEL TEMP REACHES THE

MINIMUM FUEL TEMP
10.4 En-route diversion
10.4.1 A diversion to any airport in the Polar region or Northern

Russia should be considered only in the event of an extremely
serious aircraft emergency, e.g. uncontrollable fire or an
impending airframe failure. While these airports are adequate
for landing, they are generally inadequate in terms of
passengers handling, aircraft handling and maintenance. During
the winter months, severe weather conditions with extremely
low temperatures and strong winds can be expected at these
airports. In addition, the medical facilities there may not be
adequately equipped to manage life-threatening illnesses.
10.4.2 In-flight medical emergency has to be done in consultation

with IOCC, who in turn will contact Mr. Edgar Vaynshteyn from
GAC, our handling agent over Russian Polar/Pacific tracks. This
agent will also execute the passenger, crew and the aircraft
recovery plan.
10.5 Recovery operations
10.5.1 A very important aspect of any diversion to an airport in a

remote and harsh region is the safety and protection of the
passengers and the recovery operation. The passenger recovery
plan in these Polar Regions will include special consideration for
the possibility of extreme cold weather, limited passenger
facilities, and the need to initiate passenger recovery without
delay. The efficiency of the recovery operations will depend on
a large part on the crew’s ability to establish communications
with IOCC. Employ all available means to establish contact with
IOCC as soon as practicable after landing.
Page 10 -2
Chapter 10
10.5.2 GAC will provide English- speaking personnel to assist the crew
should a flight divert to any airport in Northern Russia, will be
alerted as soon as IOCC is informed of an intention to divert.
The contractor has the full logistics of both passenger and crew
handling, including, provisions for their complete physiological,
medical and communications requirements, as well as plans for
their transport from that airport onwards. The B777/B787are
capable, with the advanced systems, passenger provisions and
qualified crew for initial services to meet the passenger’s
requirement.
10.5.3 Depending on the location, it may require approximately 18

hours for a relief flight to reach the remote alternate. Several
stations have been identified as points for the mounting of relief
flights:
Beijing and Seoul - For diversions to Northern Russia

Any European station - For diversions to North Scandinavia
Any Northern US station - For diversions to North Canada
10.5.4The Commander, with the assistance of the cabin crew and the
contracted local agent, shall ensure that all the necessary
arrangements and formalities have been accomplished to ensure
the safety and comfort of the passengers and crew.
10.5.5 The Commander shall endeavor to remain in close

communication with IOCC, who will coordinate the recovery
efforts.
10.5.6 Note: The SATCOM VOICE function requires the ADIRU/IRU

to remain in the align mode.
10.5.7 (FOR B777)

Do not turn the ADIRU off.
(FOR B787)
Do not turn the IRS off.
10.5.8If an extraordinary cold condition exists at the alternate and a

lengthy stop is anticipated, crew shall ensure that the aircraft is
safely secured.
Page 10 -3
Chapter 10
10.6 Search and Rescue (SAR)
10.6.1 SAR efforts in the far north in extreme weather conditions
have limited prospects for success. The key to improving the
probability of a favorable outcome in search and rescue
operations is the prompt notification by the crew to ATC.
10.6.2 Alaska and Western Arctic
The U.S. Coast Guard Rescue Coordination Center (RCC) at

Juneau, Alaska coordinates SAR from Alaska to the Pole and
South on the Russian side of the Pole as far West as 100°E to
within 12 nm of the Russian coastline. The Coast Guard has an
agreement with the Russian RCC in Vladivostok to assist the
Russian SAR efforts with U.S. SAR resources from Nome and
Anchorage. A Russian representative is attached to the Coast
Guard in Juneau for liaison purposes and is on call 24 hours.
10.6.3 In an emergency, the Coast Guard will provide all available

assistance. Several large Coast Guard and Air Force aircraft are
available in the Anchorage area for SAR efforts.
10.6.4 Canada:
SAR service in Canada is available in Canadian airspace as far
north as the North Pole
10.6.5 Russia:
Russia provides SAR service only within the radius of operations
of search and rescue aircraft based at airports in the Russian Far
North. This coverage does not extend to the North Pole. The
U.S. Coast Guard can provide additional SAR resources in the
event of an emergency situation in Northern Russia.
10.6.6 As previously described, the actual specific freeze point derived

by Air-India will be placed in the aircraft logbook prior to
departure. The new operational limit becomes the temperature
three degrees warmer than that measured freeze point value,
not the default EICAS caution value of -37 C.
10.6.7 When operating in an area of SATs of -65 C or less, crews

need to remain vigilant to ensure the minimum fuel operational
Page 10 -4
Chapter 10
limit is not exceeded. If the limit is approached, consider
changing altitude, or changing routing. It generally is better to
manage fuel temperature with altitude/SAT than Mach/TAT.
Increasing Mach will raise TAT, but burn considerable fuel.
Increasing your Mach from .84M to .85M will yield approximately
0.7 to 1.0 increase in TAT. Careful altitude planning will save
fuel. Routing changes can be difficult in Russian airspace.
Changing altitude is generally a better solution. Consider that
extremely cold air tends to pool in the Tropopause and that
warmer air can sometimes be found at altitudes above the
Tropopause.
10.6.8 If you are experiencing difficulty receiving your clearance for

an altitude change, consider contacting Dispatch on SATCOM for
assistance with Russian ATC. If all else fails, consider declaring
an emergency.
10.6.9 Experience has shown that fuel tends to cool quickly and is
very slow to warm.
10.6.10 Refer to the Flight Plan and Wind Summary to predict the
area of forecast cold air. Take action before entering the cold air
as once the fuel temperature drops, it will not rise for as much
as two hours of continued exposure to warmer air. Once warmer
air is reached, re-assess your fuel status.
10.7 Cold Temperature Altitude Corrections
During operations in extreme cold temperatures, the airplane is

lower than the indicated altitude. For considerations during low
altitude maneuvering and instrument approaches in cold
weather, refer to cold temperature altimeter correction table in
the Cold Weather Operations portion of the B777/B787FCOM
Supplementary Procedure “Cold Weather operations”.
Page 10 -5
Chapter 10
Page 10 -6
Chapter 11
WEATHER – POLAR AND SPACE Issue 2 Rev 0 25 SEP 2021
11. WEATHER – POLAR AND SPACE
11.1 Polar Weather
The North Polar Region includes the ice-covered Arctic Ocean,

Greenland and much of Northern Canada and Northern Siberia.
Polar climate characterized by persistent cold and relatively
narrow annual temperature ranges; winters characterized by
continuous darkness, cold and stable weather conditions, clear
skies whereas summers characterized by continuous daylight,
damp and foggy weather, and weak cyclones with rain or snow.
Apart from extreme cold temperatures throughout the year, no

particular weather problems exist in the Polar region due to the
absence of fronts and jet streams. The climate is moderated by
oceanic influences, with regions abutting the Atlantic and Pacific
oceans having generally warmer temperatures and heavier
snowfalls than the colder and drier interior areas. However,
except along its fringe, the Arctic Ocean remains frozen
throughout the year.
There is a mass of cold, dense, Arctic air permanently stationed

over the North Pole that creates a high-pressure system. This
involves an extraordinary inversion of the usual temperature
situation, because the air is actually warmer at an altitude of a
few hundred meters than it is at ground level. This mass of cold
dense air tends to flow southwards as wind, but the wind
direction is deviated by the Earth’s rotation, meaning that the
winds in these high altitudes are predominantly East or North-
East.
The lower, Arctic air layer is topped by Polar air that is not quite
as cold, and at about 60°N this is surrounded by a belt called the
Polar Front, a low-pressure belt generating westerly winds and
involving a veritable clash between cold polar air coming down
from the Pole and warm tropical air coming up from the Equator.
The Polar Regions are perpetually covered by snow and ice

throughout the year. In these high latitude regions of the world,
the Sun is never high enough in the sky to cause appreciable
melting and the temperature rarely rises above freezing. During
Page 11 -1
Chapter 11
WEATHER – POLAR AND SPACE Issue 2 Rev 0 25 SEP 2021
the long polar nights, that last six months at the pole,
temperatures can fall to extremely low values. Polar climates
tend to be dry because the descending air is cold and lacks
significant moisture, precluding the formation of clouds and
snowfall. Some polar regions receive less than 10 inches or 250
millimeters of precipitation each year.
Great seasonal changes in the length of days and nights are

experienced N of the Arctic Circle, with variations that range
from 24 hours of constant daylight (“midnight sun”) or darkness
at the Arctic Circle to six months of daylight or darkness at the
North Pole. However, because of the low angle of the sun
above the horizon, insolation is minimal throughout the region,
even during the prolonged daylight period. A famous occurrence
in the arctic night sky is the ‘Aurora Borealis’, or northern lights
something which all ultra-long crew are very familiar with.
11.2 Space Weather
The term ’Space Weather’ refers to conditions created on the

earth by the activity of the sun on the earth surface. Solar
activity follows an 11-year cycle. The peak period or solar max
results in a greater number of solar flares or more violent
coronal mass ejections(CME). Solar phenomena of interest to us
include electromagnetic radiation and Solar Winds.
The sun’s electromagnetic radiation spans infrared, visible, and

ultraviolet wavelengths and the radio portions, x-rays and
beyond. Electromagnetic radiation moves at the speed of light,
and begins to affect the Earth’s atmosphere around 8 minutes
after it leaves the surface of the sun. Increased levels of
electromagnetic radiation may ‘black-out’ the use of radio signals
for HF radio communication.
In addition to electromagnetic radiation, the sun constantly

ejects clouds of matter in the form of atomic and subatomic
particles. The collective terms for these gas clouds is the Solar
Wind. The Solar Wind normally travel at approximately 400
km/second, so it takes 2-4 days to reach the earth. During
period of increased activity this speed increases, and the
strength and direction of the earth’s magnetic field is changed.
Page 11 -2
Chapter 11
WEATHER – POLAR AND SPACE Issue 2 Rev1 25 SEP 2021
POLAR FLIGHT CHALLENGES:
The polar auroras become larger and more vivid, the ability of
the ionosphere to propagate HF radio signals is reduced, GPS
navigation accuracy may be reduced and radiation levels may
increase beyond recommended human dosage levels. Due to
the shape of the earth’s magnetic field, these changes are
concentrated and most noticeable in the Polar Regions.
11.2.1 Space Weather Monitoring and Alerting
11.2.1.1 The National Oceanic and Atmospheric Administration’s

(NOAA) Space Environment Center (SEC) operates a worldwide
network of sensors, which continuously observe conditions
between the earth and the sun.
11.2.1.2 Updated every three-hours beginning at 0000 UTC,

Geophysical Alert Broadcasts are concerned with both
electromagnetic and solar radiation. The Flight Dispatch gets
daily Space weather which will be presented to the crew before
every Polar flight.
11.3 Cosmic Radiation Exposure
11.3.1 Galactic cosmic radiation (GCR) emanates from outside the

solar system. Occasionally a disturbance in the sun’s
atmosphere leads to a surge in radiation particles. Protection is
provided by three influences, the sun’s magnetic field, the
earth’s magnetic field, and the earth’s atmosphere. Exposure
rates are dependent on altitude, latitude and the solar cycle.
Exposure rates increase at higher altitudes and higher latitudes
up to 55°N (geomagnetic knee).
11.3.2 Human radiation dose levels are measured in Millisieverts

(mSv) which are used to place all of the radiation types on an
‘equivalent’ basis with respect to the biological effect. The
maximum regulatory annual dosage established by the NPCIL is
20mSv for the whole year for nuclear reactor workers. Air India
will apply a limit of 5 mSv.
Page 11 -3
Chapter 11
11.3.3 Air India Dispatch will continuously monitor solar activity and
adjust the flight path to avoid cosmic radiation that exceeds
certain limits. Solar activities occur at fairly regular frequencies
and are monitored by the National Oceanic and Atmospheric
Administration (NOAA) in the United States.
These activities, rated on scales designed by NOAA, which are of

interest to commercial airlines, are:
11.4 Geomagnetic Radiation
Geomagnetic radiation generally affects the accuracy of the GPS

navigation system and is rated as:
G1 – Minor (Minor impact on satellite operations possible.)
G2 – Moderate (Possible errors.)
G3 – Strong (Intermittent satellite navigation problems may occur.
Position errors likely)
G4 – Severe (Satellite navigation degraded for hours. Increased
errors)
G5 – Extreme (Satellite navigation may be degraded for days. Major
position errors can occur.)
11.5 Solar Radiation
Solar radiation affects humans physiologically and is rated as:

S1 – Minor (No effects, Small effect on high frequency (HF) radio in
polar region.)
S2 – Moderate (No effects, Infrequent satellite event upsets, slight
effect to polar cap HF.)
S3 – Strong (Passengers and crew in commercial jets at high latitudes
may receive low level radiation exposure. Damage to exposed
satellite components, degraded HF at polar cap)
S4 – Severe (Elevated radiation exposure to passengers and crew in
commercial jets at high latitude is possible. Satellite star tracker
orientation problems, blackout of HF radio at polar cap for
several days.)
S5 – Extreme (High radiation exposure to passengers and crew in
commercial jets at high latitude is possible. Loss of some
satellites, no high frequency (HF) communications in Polar
Region)
Page 11 -4
Chapter 11
In addition to providing crew with a radiation forecast, Flight

Dispatch regularly monitors space weather activity through
NOAA’s Space Environment Center based on Boulder, Colorado.
Space weather activity forecasts are usually accurate for up to a
week.
In the unlikely event of an unanticipated Solar radiation activity

exceeding level S2 while en-route, Flight Dispatch will alert the
crew. A reroute or diversion may be considered prior to entering
Polar region. After entry, descend to at or below FL310 is
recommended. Descending to FL 310 or lower increases the
layer of atmosphere that acts as a shield above the aircraft
thereby reducing as much as possible, the exposure to radiation.
Crew may also elect to increase cruising speed as an added

measure to reduce exposure time.
11.6 Electromagnetic Radiation
Electromagnetic radiation generally affects the HF

communications and is rates as:
R1 – Minor (Weak or minor degradation of HF radio
communication, occasional loss of radio contact.)
R2 – Moderate (Limited blackout of HF communication on sunlit
side, loss of radio contact for 10 minutes.)
R3 – Strong (Wide area blackout of HF radio communication,
loss of radio contact for about an hour on the sunlit side of the
Earth.)
R4 – Severe (HF communication blackout on most of the sunlit
side of the Earth for 1 to 2 hours.)
R5 – Extreme (Complete HF radio blackout on the entire sunlit
side of the Earth lasting for a number of hours.)
Page 11 -5
Chapter 11
11.7 Conclusion
Airplane crews flying exclusively on polar routes will receive a

radiation dose similar to those experienced by crews flying
routes such as Athens to New York. The cosmic radiation dose
will be about one-third of the average annual maximum dose
established for radiation workers by ICRP and does not pose a
significant health risk.
While no practical means exist to limit cosmic radiation levels

during flight, we have operational procedures in place such as
limiting the radiation level 2 only for the infrequent solar flare
that can significantly increase radiation levels.
Page 11 -6
Chapter 12
TRAINING REQUIREMENTS Issue 2 Rev 0 25 SEP 2021
12. TRAINING REQUIREMENTS
The training program at Air India would cover the following

issues.
a. QFE/QNH (airport altitude settings) [See AC 91-70B, Oceanic

Operations] and meter/feet issues for flight crew and dispatcher
training.
b. Altimetry cold temperature correction
c. Magnetic/True/Grid Compass navigation issues
d. Fuel freeze strategy and monitoring requirements. Maintenance,
dispatch, and flight crew training.
e. General route-specific training on weather patterns and aircraft
system limitations. Polar Region weather/Space Weather (cosmic
radiation issues, solar flare activity)
f. For diversion decision-making the roles and responsibilities of all
concerned for providing airplane systems capability information
to dispatch and flight crew in order to aid the PIC.
g. Flight crew training in the use of the cold weather anti-exposure
suit.
h. Cockpit and Cabin Crew member training on In-flight Radiation
Exposure.
i. Coordination between IOCC and the agent who executes the
recovery plan of passenger, crew and the aircraft.
j. Cabin crew are to be fully trained in the hazards and
requirements which could arise with an in-flight diversion in the
Polar Region.
12.1 Air India shall provide complete and appropriate instruction to all
ground and flying company personnel dealing with Polar
Operations. This should include, but is not limited to, operational
and commercial staff, flight and cabin crew, Crew Management
System (CMS) staff, ground maintenance engineers, Special
operations Instructors and dispatch and operational control
(IOCC) officers. Training and awareness programs will be
tailored to each section depending on responsibility and
requirement including passenger recovery plan.
Page 12 -1
Chapter 12
TRAINING REQUIREMENTS Issue 2 Rev 0 25 SEP 2021
Page 12 -2
Chapter 13
GRID NAVIGATION AND Issue 2 Rev 0 25 SEP 2021
PLOTTING
13. GRID NAVIGATION AND PLOTTING
13.1 Need for Plotting Airplane Position
Polar routes lie beyond the coverage of ground based Radio

Navigation facilities that are regularly used by airplane systems
for navigation. The aircraft is fully dependent on GPS and IRS for
navigation in the polar areas. Experience has shown that there is
a need to keep a track of the airplanes progress to avoid
overdependence on automation as also to avoid Gross
Navigation Errors (GNE) due to wrong feeding of coordinates in
the FMS.
On polar flights the crew are to plot airplane position every ten
minutes on a suitable plotting chart preferably a Polar
stereographic chart (Jeppesen) or a Transverse Mercator Plotting
chart that covers the route adequately. Initial plotting must be
completed before the aircraft crosses the Polar Entry Point.
Further more to enhance safety and situational awareness, the
ETA, ATA and FOB shall be recorded on the Polar Plotting Chart.
13.2Plotting Airplane Position on Polar stereographic

projection (Jeppesen)
The crew must take the most accurate FMC position and note
the time and coordinates and plot these to ensure that the
airplane is following the track correctly. This would also ensure
that the crew can rely on an accurate airplane position to
navigate by plotting in case of any major failure of the FMS.
Both the charts mentioned above are orthomorphic (bearings are

correctly depicted) and nearly equal area i.e scale is nearly
constant and correct. A Great Circle is almost a Straight line
hence any line joining two places can be taken to be a great
circle track. Distances measured along meridians would be fairly
correct since they would cater for the scale expansion away from
the pole.
Page 13 -1
Chapter 13
GRID NAVIGATION AND Issue 2 Rev 0 25 SEP 2021
PLOTTING
13.3Grid Navigation
In the event of any major failure of the FMS the crew could use
the last airplane position to plot a track to the desired
destination, measure the track and distance and navigate by
Mental DR till suitable Navigation Aids are available. At any point
on track the true heading/track could be measured while
aligning the protractor along the meridian at the place. The True
heading/track would change by an amount equal to the meridian
convergence at any other place. The crew could also use the
formula to calculate the true track/heading at any point.
GRID TRACK= TRUE TRACK + LONG WEST

- LONG EAST
Since the ND displays GRID headings beyond 70° N latitude

these could be used to maintain single heading to the
destination.
Page 13 -2
Chapter 14
MINIMUM EQUIPMENT LIST Issue 2 Rev 0 25 SEP 2021
14. MINIMUM EQUIPMENT LIST
14.1 The following items must be operational for north polar

operations. For EDTO flights, all MEL restrictions for 180-minute
operations shall be applicable.
(1) Fuel quantity indicating system (FQIS) (to include fuel tank
temperature indicating system);
(2) Auxiliary power unit (APU) - for two-engine airplanes (including
electrical and pneumatic supply to its designed capability);
(3) Auto throttle system;
(4) Autopilot; and
(5) Communication system(s) relied on by the flight crew to satisfy
the requirement for effective communication capability.
14.2 Additional Required Equipment for North Polar Operations:
(1) Expanded medical kit to include automated external defibrillators

(AED) (See AC 91.21-1A, Use of Portable Electronic Devices
Aboard Aircraft).
(2) A minimum of two cold weather anti-exposure suits will be
required to be on board the aircraft so that outside coordination
at a diversion airport with extreme climatic conditions can be
accomplished safely.
i)A short term MEL relief is available when ground support
provisions for such protective clothing at alternate airports are
by the agent.
ii) MEL relief is also available from this requirement during those
periods of the year when the seasonal temperature makes the
equipment unnecessary.
Page 14 -1
Chapter 14
MINIMUM EQUIPMENT LIST Issue 2 Rev 0 25 SEP 2021
Page 14 -2
Chapter 15
POLAR COMMUNICATIONS Issue 2 REV 0 25 SEP 2021
DIRECTORY
15. POLAR COMMUNICATION DIRECTORY
Station AFTN Address INMARSAT HF Radio

PSTN Numbers
Number
Supervisor: +7-815-
Murmansk 228-1383
ACC ULMMZOZX 427341 4672/5694/ Oceanic Sector: +7-
8950/11390 815-228-1314
Continental Sector:
+7-815-228-1318
4712/6585/ Supervisor: +7-413-
Magadan UHMMZRZX 427336 8837/11390/ 260-6719or 7180
ACC
13265/15030
Tiksi ACC UESTZRZX Supervisor: +7-411-
672-8500
Yakutsk UEEEZRZX Supervisor: +7-411-
ACC 244-3127
Reykjavik BIRDZOZX 425105 +354-424-4141
ACC
Oceanic: 425701 Oceanic: +47-755-
Bodo ACC ENOBZQZX Radio: 425702 42935
ATCC: 425705 Radio:+47-755-
21283
ATCC:+47-755-
42900
North Area
Anchorage PAZAZQZX 436602 Supervisor: +1-907-
269-1915 Operations
Manager: +1-907-
269-1103
431603/ 2971/4675/ Shift Manager: +1-
Gander CYQXYSYX 431613 8891/11279
709-651-5222
Gander Oceanic ACC:
+1-709-651-5207
Page 15 -1
Chapter 15
DIRECTORY
Shift Manager: +1-

Edmonton CZEGZQZX 431601
780-890-8397 North
High Supervisor: +1-
780-890-4712
2932 (0900z-1400z)
5628/5667/6655
San KSFOXAAG 436625 (0600z-1900z) Team Leader:
Francisco 8951/10048/11330 +1-925-294-8400
(0600z-0900z &
1400z-1900z)
13273/13339/17946/
21925 (0001z-9600z
&1900z-2400z)
Vancouver CZVRZCZX 431607 +1-604-775-9622
Winnipeg CZWGZQZX 431608 +1-204-983-8338
Montreal CZULZQZX 431605 +1-514-633-3365
Seattle KZSEZQZX +1-253-351-3520
Salt Lake KZLCZQZX +1-801-320-2560
Oceanic: +1-631-468-
436695/ 1496
New York KZWYZQZX 436623 ARINC: +1-631-
244-2492
Supervisor: +1-
631-486-1413
Radio: 353-61-36-86-
423201/
78
ShanWick EGGXZRZO 425002 Oceanic ATC: 441-29-
26-92-706
Supervisor: +7-353-
471-199
Santa Maria LPPOZOZX 436302 +351-296-820-438
Flight Service
KMCOXAAL International Desk:
Bureau
+1-321-351-0333
Page 15 -2
Chapter 15
DIRECTORY
Page 15 -3
Chapter 15
DIRECTORY
Page 15 -4

Polar Ops Manual Issue-2 Rev 0 DTD 25 SEP 2021

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Polar Ops Manual Issue-2 Rev 0 DTD 25 SEP 2021

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AI-OPS-POLAR

Issue-2,Rev0, 25 SEP, 2021

( Capt. T.P. Dhaliwal )

Intentionally Left Blank

Flight Operations Engineering section, Operations

Any Revisions to the manual shall be shown with a vertical

All revisions to this manual shall have the approval of the

Issue Revision Date of Date Entered By

CONTENTS Issue 2 Rev 0 25 SEP 2021

CONTENTS Issue 2 Rev 0 25 SEP 2021

Intentionally Left Blank

LIST OF EFFECTIVE Issue 2 Rev 0 25 SEP 2021

TITLE PAGE CHAPTER – 7

LIST OF EFFECTIVE PAGES CHAPTER – 9

1-1 to 25 SEP 2021 Rev0 CHAPTER – 11

LIST OF EFFECTIVE Issue 2 Rev 0 25 SEP 2021

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POLICY / PURPOSE / APPROVAL

The purpose of this manual is to highlight the important operational

This manual is accepted by DGCA and is based on the references

1. POLAR, RUSSIA & FAR EAST

Since late 1998, Nav Canada, the Federal Aviation

1.1.3 Significant research and line experience serves as the

equipage requirements with specific procedures as detailed in

1.1.4 For Polar Operations, one of the pre-requisites is EDTO180

1.1.5 Operational Flight Plan:

1.1.7 All Polar Region operations have to be approved by FSD, DGCA.

Note: DGCA has approved Air India to conduct ‘POLAR

1.1.8 In order to obtain approval by DGCA to operate into the Polar

Intentionally Left Blank

2.1 Polar Dispatch

For dispatch planning and MEL compliance of any flight

Currently there are 4 polar routes in use& frequently referred to

Note: More information can be found in the Track Advisory

2.2 FLIGHT PLANNING

2.2.1 A “Polar Plotting Chart” is to be provided with the briefing

2.2.5 No flight is to operate on Polar Routes if the Solar Radiation,

2.2.8.0 Random route structures exist in the Edmonton,

2.2.8.1 These cross-polar routes can connect India to Western or

2.2.8.2 Several “Polar Routes” have been established on the Russian

2.2.8.5 At the Flight Dispatch, Crew will be provided with fuel

2.3 Cold Fuel Management

During winter months, areas with Outside Air Temperatures of –

INTENTIONALLY LEFT BLANK

3.NON POLAR DISPATCH

3.1Dispatch General Planning

3.1.1Preflight planning is routine, with the following differences or

3.1.2 Specific fuel adjustment factor

3.1.3 Change in takeoff weights

3.1.4 Fuel freeze value

Pay attention to the altitudes of the Tropopause and associated

3.1.6 Low temperatures

Crew shall note down areas of en-route SAT forecast to be -65°C

3.2 Solar Flare Activity

The dispatcher is to monitor the solar flare activity bulletins

3.3 Fuel Freeze prediction

Maximum tank fuel temperature at takeoff is 49° C (120° F) for

Inflight fuel temperature is limited to 65° C (150° F) for Jet A,