an important consideration. Reduce noise as much as possible as it creates a fatigue factor. If not intending to use a head set for the complete flight, pilots should have a set of ear plugs available.
The last consideration is extremely important if anticipating (as part of the planned flight or as a possible contingency) flight above 10,000 feet. This consideration is for oxygen requirements.
No matter what a pilot’s health status happens to be, prolonged flights above 10,000 feet without oxygen are an invitation to disaster.
b. The Aircraft. Fuel burn and the range of an aircraft are important considerations in the preflight planning stage of any trip, international or domestic, and most pilots will take great care in ensuring that there is adequate fuel for a flight. One consideration, however, that is not quite so evident is oil usage. Domestically, one can make an emergency landing if some indication of excessive oil usage presents itself. On an oceanic flight, the preflight oil level is the maximum oil available for a trip leg unless there is some way to measure oil levels and replenish the oil in-flight.
c. Equipment. Earlier sections in this chapter discuss various equipment requirements, including navigation and communication equipment. It is important, however, to make an additional equipment check: the condition of the magnetic compass, its accuracy, and the extreme variations encountered in various sections of the world.
d. Charts. When making a transoceanic flight, no one type of chart is totally adequate. It is important to know and carry the characteristics of various types of charts. The following are some of these characteristics.
(1) Jeppesen Plotting Charts. These charts have magnetic variation information, but the NAT charts have no radio navigation or topographic information although the Pacific charts do have the radio navigation frequencies. These charts do have up-to-date OCA boundaries, FIR, air defense identification zone (ADIZ), distant early warning identification zone (DEWIZ) and their required reporting points. The scale of these charts is 1:10,000,000 and their size make them convenient for cockpit use.
(2) Defense Mapping Agency’s Global Navigation Chart. These charts indicate variation, topography, ADIZ and the location of VORs and NDBs. They do not have the FIR boundaries shown or the navigation frequencies listed.
(3) Global LORAN-C Charts (GLCC). These charts only contain LORAN-C information for navigation and isogonic lines. They do not depict topography and the OCA information is not necessarily up-to-date.
(4) National Oceanic and Atmospheric Administration (NOAA) Route Charts. The NOAA designs these charts primarily for planners and controllers. Although not particularly useful to pilots, the charts do depict latitude and longitude information and the frequencies of some VORs and NDBs. These charts are particularly useful to pilots planning their first transoceanic flight because they cover a large geographical area and provide an excellent overview of the area they overfly.
(5) Operational Navigation Charts (ONC). These charts are similar to the U.S. World Aeronautical Charts (WAC) and detail topographical features. They are extremely important to Par 13-13 Page 157
Page 158 Par 13-13 pilots planning routes which have long legs over land masses (such as the route from Moncton to Frobisher).
(6) Approach Plates (Jeppesen or NOAA). On trips of the length required for a transoceanic crossing, the potential for having to make an IFR approach is a real possibility.
These plates become a real necessity when one is forced to make an unscheduled landing at an airport with a hazardous NDB approach such as Narsarsuaq, Greenland. It would be nearly impossible, even in an emergency, to try and make an approach to this airport without any guidance. In fact, a note appears on the Jeppesen version of this approach which states, “Caution:
Pilots without a good knowledge of the local topographical and meteorological conditions are advised not to make any attempt to approach through the fjords, unless ceiling at least 4000’ and visibility 800 m.” (2,624.67 feet or approximately 1/2 mile). Do not carry approach plates only for airports of intended landing and alternate airports, but also for every airport along the intended route of flight. Some pilots may prefer Flight Information Publication (FLIP) charts, but be cautious when using these charts: they do not depict every airport for which an instrument approach is available.
e. Weather. Pilots must have knowledge of weather, weather charts and the procedures for accessing weather information. Weather information in the United States is readily accessible and easy to decipher. On transoceanic flights, weather information is often outdated, difficult to obtain, and is in a format unique to the geographical area in which it is reported. Pilots must hone those long-forgotten skills of interpreting charts and making their own prognosis of pending weather. They must also be aware of all of the available sources of weather along the route of flight. Terminal area forecasts (TAF) are similar to the U.S. terminal forecasts and referred to as airport forecasts.
CHAPTER 14. POLAR ROUTES
14-1. INTRODUCTION. Approved polar routes are now available on a full bilateral basis with the Russian authorities. Airlines are operating polar flights daily. Other polar routes may be considered in the future. Much of this operational information is derived from United Airlines and FAA validation on first polar flights.
14-2. RELATED MATERIAL.
• Canada Route Information pages with the discussion of areas of magnetic reliability (AMU).
• China Route Information.
• Russia section of the Far East Route Information.
• Be thoroughly familiar with the section on QFE/meters altimetry in the event of a diversion to an airport in Russia, Mongolia, or the People’s Republic of China (PRC).
• A careful review of the en route charts required for this operation will provide a perspective on the availability of communications and navigation facilities. Note that there are very high frequency (VHF) and high frequency (HF) frequencies for en route communications with air traffic control (ATC) in Russia, Mongolia and Asia.
a. En Route Charts. Most of the charts covering the northern latitudes are oriented east-west. Thus, operation on the polar routes requires several charts at the present time. Polar projection and plotting charts are also available.
b. Class II Navigation. Operations beyond the operational service volume of VHF Omnidirectional Range (VOR), distance measuring equipment (DME), and non-directional radio beacon (NDB) radio facilities require Class II navigation. All Class II navigation procedures apply on the polar routes.
c. Navigational Aids (NAVAID) in Russia and the PRC.
(1) Part-Time NAVAIDs. Some NAVAIDs in Russia and the PRC are charted with an asterisk (*) in the frequency call-out box. This indicates that the NAVAID does not operate full time. If one of these NAVAIDs is required but not operating, ask the controller to have the NAVAID turned on for use.
(a) NDBs. Some NDBs are charted with the identifier underlined. This indicates that you cannot identify (either aurally or by the flight management system (FMS)) the transmitted radio signal unless when using the automatic direction finder (ADF) beat frequency oscillator (BFO) function. If an NDB fails to identify, try using the BFO function. Also, an NDB may identify aurally when the FMS does not identify it. We strongly suggest to not use NDBs for navigation without identifying (either visually on the navigation display (ND) or aurally) them first.
(b) VOR Sampling. When time permits, tune a sampling of VORs en route and monitor their stability and accuracy. Please note those that appear to be undesirable for use.
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(2) Airway Fixes in Russia. Name the several airway fixes in Russia using the four-letter International Civil Aviation Organization (ICAO) identifier for an airport at the fix.
Clarification will be necessary if the controller refers to a fix using the airport name.
d. Transponder Use. On polar routes beyond areas of radar coverage, squawk 2000.
NOTE: The North Pole is in the FMS database and coded NPOLE.
14-3. POLAR COMMUNICATIONS.
a. ATC Communications. There should be no interruptions over the entire route during ATC communications with ATC on VHF, HF, or High Frequency Data Link (HFDL). For effective communications with ATC, use only standard ICAO terminology. Non-standard terminology or jargon will only cause confusion.
b. Canada Communications. Expect routine VHF communications over Canada with the Winnipeg and Edmonton Centers. On initial contact with Edmonton Center, forward request for future step climbs. The Edmonton Center will begin coordinating the altitude requests. As you progress farther north, expect a frequency change to Arctic Radio; first on VHF 126.7 or 126.9, then on HF. Canada has elected to use 123.45 as its VHF air-to-air frequency. Refer to the CA (H/L) 3 & 4 En Route Chart or Jeppesen Polar Orientation Chart 1AP. On polar routes beyond areas of radar coverage, squawk 2000.
c. Military Communications. The Military Aeronautical Communication System (MACS) has a facility in Edmonton (call sign: Edmonton Military) that may answer your call if Trenton Military does not. Their coverage is excellent throughout the polar region. The MACS communicates with military traffic throughout the polar region as well as the Rescue Coordination Center (RCC). The MACS has Selective Call (SELCAL) and phone patch capability, but they do not have aeronautical fix telecommunications network (AFTN) (Teletype) capability, so they cannot pass teletype messages to ATC facilities. Trenton Military has advised that they are happy to help with emergency or irregular operations.
d. Gander Radio Communications. Gander Radio is a general purpose (GP) operator that handles communications with Edmonton Center and Anchorage Center for the northern flight information regions (FIR) 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 on a number of VHF remote sites on 126.7 or 126.9. Arctic Radio’s HF antennas are 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 Gander Radio on HF, attempt contact with Iceland, Cedar Rapids, Stockholm, Houston, Berna, Speedbird or San Francisco Radio. Refer to the Jeppesen Polar Orientation Chart for frequencies.
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• As a standard GP radio service, Gander Radio can pass messages between the aircraft and dispatch. Thus, maintaining communications with ATC through Gander Radio would also satisfy the company communications requirement and serve as an acceptable company communications alternative to data link, SATCOM Voice, and Long Distance Operational Control (LDOC).
• If Gander Radio requests the dispatch AFTN address, it is KCHIUALW. Arctic Radio does not have phone patch capability. If needed, Stockholm, Cedar Rapids, Houston, and San Francisco Radio can provide this service. Arctic Radio has access to current temperature and winds aloft forecast and can pass reports from preceding aircraft.
e. Russian Communications. At approximately 100 NM from the Russian FIR, the crew should call Murmansk or Magadan as appropriate for a clearance to enter Russian airspace. The crew reports its flight number, location, flight level (FL), and the estimated time of arrival (ETA) for crossing the Russian state border (AVERI, DEVID, RAMEL, or ORVIT). This applies to entering Russian airspace for the Far East Routes at LISKI, FRENK, or VALTA.
(1) Changing FL. When there are differences between the FL systems of Russia and adjacent states, the changing of FLs may take place at least 16 NM before crossing the Russian state border, unless otherwise directed by Russian ATC. Anchorage does have an agreement with Russia on the acceptance of the aircraft at the FL system of the U.S. and Canada. In this case, they will change the FL of the aircraft to the metric system.
(2) VHF and HF Communications. When operating beyond the VHF range of Russian ATC facilities, communications with ATC are available on HF. The call sign is in the charted communications call-out box and may include the word “radio.” However, “radio” in the call sign does not imply a GP service as in other parts of the world. In Russia, this indicates HF communications with an ATC controller. Russian ATC HF facilities normally show at least two frequencies; use the higher one during the day and the lower at night. No one may be monitoring the unused frequency. Russian HF stations are not SELCAL capable. Therefore, HF frequencies assigned for ATC require a listening watch. If the Russian HF signal appears to be sufficiently strong but distorted, the transmitter may be in the amplitude modulation (AM) mode. If this is the case, select AM on the radio-tuning panel or request the controller to transmit on upper sideband (USB).
(3) Russian FIR Boundary. It is prudent to establish HF contact with the Russian controlling facility well before the Russian FIR boundary: Murmansk Radio on 8950, 11390, 5694 and 4672 for AVERI and DEVID; Magadan Radio on 11390; or 8837 for RAMEL and ORVIT. If unable to establish contact before the FIR boundary or if communications are difficult, pass a request through San Francisco or Gander Radio to Anchorage Center asking them to pass the FIR boundary position report to the appropriate Control, Magadan or Murmansk. Instructions from San Francisco or Gander Radio to contact Magadan or Murmansk Control indicates transfer of control was successful and expects to continue. Continue attempts to contact the Russian Control on HF until successful. Refer to the Polar Orientation Chart for specific ATC procedures and frequencies for each Polar Route. Controller-Pilot Data Link Communication (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) are now Par 14-3 Page 161
Page 162 Par 14-3 available with Magadan on Polar 3 and 4. On Russian Far East (RFE) Routes, expect handoffs via VHF.
14-4. POLAR ROUTES.
a. Polar 2. At approximately 63o N., expect a frequency change from Edmonton Center to Gander Radio on 126.7. Leaving VHF range at approximately 80o N., expect to contact Gander Radio on HF. Aircraft equipped with High Frequency Data Link (HFDL) and have operational approval may find this a better medium in some cases. Contact with Murmansk Control on HF 11390 (day) or 4720 (night), well before entering Russian airspace with the FL and an estimate for DEVID intersection. Maintain communications with Gander Radio until in complete contact with Murmansk. Report DEVID intersection (on the Anchorage/Mys Schmidta FIR boundary) to Gander Radio with a request to pass the position report to Anchorage Center.
Expect a handoff to Murmansk Control on HF. Report DEVID intersection to Murmansk Control as well. Expect an ATC route clearance and, if not already received, clearance to a Russian metric cruising level.
b. Polar 3. At approximately 60o N, expect a frequency change from Edmonton Center to Gander Radio on HF. ATC frequency changes include the following:
• Remain with Murmansk Control on HF.
• At TOLIK intersection, expect to contact Khatanga (ha-Tanga) Control on the charted VHF frequency (128.0) to KEMIT intersection.
• At KEMIT, expect to contact Norilsk Control on the charted frequency (132.5).
Expect routine frequency handoffs to charted VHF frequencies from this point on.
c. Polar 4. Contact Magadan Control while maintaining communications with Gander Radio on HF 11390 well before entering Russian airspace with the FL and an estimate for RAMEL at the Anchorage/Mys Schmidta FIR boundary. Frequency 8480 may be available.
d. RAMEL Position Report. Report RAMEL to Arctic Radio with a request to pass the position report to Anchorage Center. Expect a handoff to Magadan Control on HF. Expect an ATC route clearance and, if not already received, clearance to a Russian metric cruising level.
(1) Requesting Clearance to Enter Russian Airspace. Expect ATC frequency changes from Magadan Control on CPDLC and HF. Approximately 200 NM north of Tiksi, contact Tiksi Control on VHF 133.3 and request clearance to enter Russian airspace. This frequency is not charted.
(2) Instructions and Frequencies. Expect instructions to report TIGLA. TIGLA is an unpublished intersection on G491 at N74o18.1 E131o56.2, north of ASLAR. Make subsequent frequency changes as assigned. Most subsequent ATC VHF frequencies are charted.
e. Russia Mongolia FIR Boundary. Working Chita Control, call ahead to Onan Control on 128.0 approximately 15 minutes before SOLOK. Frequency 128.0 is a temporary frequency and un-published. If unable on this frequency, call Ulaanbaatar Control on the charted VHF
frequency. If unable on VHF, attempt contact on charted HF frequencies and continue attempts on VHF. Pass the present cruising FL and the estimate for SOLOK. From Onan or Ulaanbaatar Control, anticipate a handoff to Shand Control. When established with Shand Control and operating from the SB NDB to the DN NDB, request a radar vector to join airway A575 southeast of DN, thus minimizing the large change of direction at DN. Also, request a change of altitude from Shand Control from a Mongolian westerly standard cruising level to a PRC easterly standard cruising level. Refer to the Cruising Levels tables on the EA (H/L)8 En Route Chart.
Because of the high volume of traffic on A575, it is important to establish the aircraft at the correct cruising level before joining the airway.
14-5. CPDLC.
a. Magadan, Russia. Logon with Magadan (GDXB) 15 to 45 minutes prior to the boundary for CPDLC and ADS operations.
b. Ulaanbaatar, Mongolia. Attempt logon with Ulaanbaatar (ZMUB) before entering the Ulaanbaatar FIR for CPDLC demonstration purposes only. Do not accept any ATC clearance via CPDLC from Ulaanbaatar. Confirm by voice any clearance received via CPDLC.
14-6. COMPANY COMMUNICATIONS.
a. SATCOM Voice. SATCOM Voice should be available south of 80o N. on both sides of the North Pole. Primary Company communications in these areas are via Aircraft Communications Addressing and Reporting System (ACARS) data link with SATCOM Voice also available.
b. LDOC. Depending on HF signal propagation characteristics, LDOC communications may be available during the entire flight including polar areas. North of approximately 80o N. on both sides of the pole, LDOC is the only means of Company communications. SATCOM Voice is not available. On initial call to an LDOC station, advise the flight’s approximate latitude and longitude. Once you have established communications, obtain the optimum frequencies and a SELCAL check. Send a message to dispatch advising the monitored LDOC station. Generally, ARINC LDOC frequencies are not actively monitored unless the flightcrew requests a call. To establish LDOC communications with an Aeronautical Radio, Inc. (ARINC) station (San Francisco or New York), call on a GP frequency and request an LDOC frequency.
• Northbound, contact an LDOC station, such as Cedar Rapids, San Francisco or New York Radio.
• Northbound at 80o N., this operation may require a frequency change or contact with another LDOC station. Consider San Francisco, Stockholm Radio, Berna, and Speedbird London.
c. Air-to-Air Frequency in Canada. In Canadian northern domestic airspace, VHF frequency 123.45 is available for communicating operational information between aircraft. Refer to the CA (H/L) 10 En Route Chart.
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d. FIR Convergence. Several FIRs converge at the North Pole, including Edmonton, Anchorage and several Russian FIRs. The Edmonton Center normally controls polar flights on Polar 2 to the Russian FIR boundary and Murmansk Control from the boundary southward. The Edmonton Center controls flights on Polar 3, then the Anchorage Center to the Russian FIR boundary and Magadan Control from the boundary southward. Murmansk is the controlling Russian ATC unit for flights on Polar 1 and Polar 2 even though the flight may be operating in other Russian FIRs.
14-7. CRUISING LEVELS IN METERS.
a. Change To Meters (QNE) in Russia. When entering Russian airspace from Edmonton or Anchorage airspace, anticipate clearance from a FL to a Russian metric altitude before crossing or at the Russian FIR boundary.
b. Standard Cruising Levels—Differences. The standard meters cruising levels in Russia and Mongolia are the same. These differ from the standard meters cruising levels in the PRC.
The PRC has implemented Reduced Vertical Separation Minimum (RVSM) altitudes. Refer to the Cruising Level tables shown on the en route charts for Russia, Mongolia and the PRC.
Expect clearance to a PRC standard cruising level from Mongolian ATC before crossing the FIR boundary between Mongolia and the PRC.
14-8. AIRPORT WEATHER REPORTS.
a. Emergency Airport Weather Reports. Weather reports for the following emergency airports are available via ACARS if equipped:
CANADA Yellowknife, NWT YZF/CYZF GREENLAND Thule AFB (Air Force Base) THU/BGTL MONGOLIA Ulaanbaatar ULN/ZMUB NORWAY Svalbard Longyear LYR/ENSB RUSSIA Bratsk BTK/UIBB RUSSIA (continued) Irkutsk IKT/UIII RUSSIA (cont.) Yakutsk YKS/UEEE
b. Russian Emergency Airport Weather Reports. Obtain weather reports for these Russian emergency airports by telephone and make them available to the flightcrew before departure:
Khatanga HTG/UOHH Norilsk NSK/UOOO Tiksi IKS/UEST Page 164 Par 14-6
14-9. OUTSIDE AIR TEMPERATURE (OAT)/FUEL TEMPERATURES/FUEL FREEZE POINTS. Very cold OATs are common during the winter on a number of the routes.
This is particularly true in the polar region. When practical, plan flights around areas of forecast static air temperatures (SAT) below -65°C. If this is not practical, give special attention to fuel freeze data. The minimum operational fuel temperature limit for a fuel type is based on its specification freeze point. Note that the freeze point of a fuel is the point at which the last wax crystal melts in a frozen sample. This value is approximately 2° warmer than the point at which the first wax crystal forms as the fuel cools down. For Jet A, the specification freeze point is -40°C. Provide a 3°C operational margin, which yields an operational limit of -37°C. The first wax crystal would form at -42°C, so provide a margin of 5°.
14-10. FUEL TEMPERATURE OPERATIONAL LIMIT. A Boeing-approved alternate method for determining the minimum fuel temperature operational limit is to apply the 3°C operational margin to the known freezing point of the fuel loaded on the aircraft. Typically, actual fuel freeze values at ORD and JFK average –44°C, yielding a minimum operational limit of –41°C. Again, the first wax crystal would form at –46°C, maintaining a 5°C margin.
a. Low Altitude Routine Clearance. In Russia, routine clearance to a lower altitude may not be available. If the clearance requires a lower altitude to raise the fuel temperature, request the altitude change. If it does not receive approval, call dispatch for assistance and/or consider declaring an emergency.
b. Overburn. If experiencing a significant overburn, consider that Beijing has good fueling capability. Do everything possible to avoid diverting to an emergency airport in Russia or Mongolia for fuel.
14-11. FMS/AUTOPILOT (AP) PERFORMANCE AT THE POLE.
• Changes in FMS updating approaching the pole.
• DEVID intersection on the Polar 1 route is located at 89oN. Be aware that a map shift may occur as the FMS discontinues global positioning system (GPS) updating at
88.5o N. and transitions to the position of the nearest Inertial Reference Unit (IRU).
• Do not fly directly over the pole due to the possibility of the AP reacting aggressively when passing over the pole to the abrupt 180o change in the orientation of the compass.
This may occur in any AP roll mode: Lateral Navigation (LNAV), HDG SEL or HDG HOLD.
14-12. POLAR EMERGENCY/IRREGULAR.
a. Polar Diversion.
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(1) QFE/Meters Altimetry. If diverting to any airport in Russia or Mongolia, be prepared to convert QFE heights assigned in meters below the transition level to QNH altitudes if using QNH for approach and landing. Learning to do this after a need for diversion has developed is too late. Have these procedures well in mind before operating in these areas. China has changed to QNH in meters below the transition level at most international airports.
(2) Cold Weather 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, accomplish reference to a Cold Temperature Altimeter Correction table.
b. Emergency Airports. The airports listed in this section below are emergency airports.
We caution pilots that diversion to any one of these airports is an exercise of the captain’s emergency authority and they should consider it only in the event of a true airplane emergency.
While these airports may be adequate for landing in the event the flight is in distress, passenger handling, airplane handling and maintenance facilities may be less than adequate. Passenger and crew safety may be at risk, particularly in extreme weather. The airplane may be on the ground for an indefinite time. Do not divert to one of these airports for fuel if any safer alternative is available such as a regular airport in the PRC (Beijing or Shanghai). The Russian airports with the best services are Novosibirsk or Khabarovsk.
(1) Available Emergency Airports North of 80o North. In the polar area north of 80o north, at least one emergency airport is within 2 hours flying time at all times. When working the “What if … now” scenarios while in the polar area and considering potential diversion airports, there is a tendency to think Canada and Asia. However, diversion contingency planning should include Thule in Greenland, Longyear in Spitzbergen, Norway, and Barrow, Alaska, which are the closest airports to the route for a considerable period of time. At least one runway at each of these emergency airports is 6,500 feet or longer; Thule AFB has one 10,000-foot runway. During the winter, anticipate runways covered with some amount of snow and/or ice and the need for appropriate stopping techniques.
(2) Passenger Safety During and After Recovery Operation. A very important aspect of diversion to an airport in a remote region is the protection of the passengers after landing and the recovery operation. This 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 communication with dispatch as soon as possible following a diversion.
Point-to-point communications may be difficult in the SATCOM Voice. Use whatever means are available, including SATCOM Voice or HF from the airplane. Approach charts are available for these emergency airports, some of which may not be in the FMS database:
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Alaska Barrow Canada Churchill, Manitoba Iqaluit, Northwest Territories (NT) Resolute Bay, NT (packed gravel) Yellowknife, NT Greenland Thule AFB Mongolia Choibalsan Ulaanbaatar Norway Svalbard (Longyear) Russia Abakan Irkutsk Salekhard Tiksi Russia (cont.)
Khatanga Krasnoyarsk Murmansk Yakutsk Russia (cont.)
Ulan-Ude Mirny Norilsk Russia (cont.)
Bratsk Chita Novosibirsk Khabarovsk
c. Search and Rescue (SAR). SAR efforts in the far north during extreme weather have limited prospects for success, especially if you do not initiate these efforts immediately. One good reason for maintaining a Company communications capability is to assure the routine progress of the flight in remote areas such as the far north and to initiate SAR efforts without delay if the need arises.
(1) Alaska and Western Arctic. The United States Coast Guard (USCG) RCC at Juneau, Alaska coordinates SAR from Alaska north to the pole and south on the Russian side of the pole as far west as 100o east to within 12 miles of the Russian coastline. The Coast Guard has an agreement with the Russian RCC in Vladivostok to assist Russian SAR efforts with U.S. SAR resources from Nome and Anchorage. A Russian representative is attached to the Coast Guard staff in Juneau for liaison purposes and is on call H+24. The USCG considers an aircraft forced to land at an emergency airport in northern Russia (Siberia) a passenger and crew “life at risk” situation. In such an event, 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. Earliest possible notification through dispatch to the USCG RCC that an emergency diversion is in progress is important to assure the timely dispatch of recovery assistance.
(2) Canada. Canada indicates that SAR service is available in Canadian airspace as far north as the North Pole. Realistically, the far north cannot assure effective SAR service in extreme weather.
(3) Russia. Russia provides SAR service only within the radius of operations of SAR aircraft based at airports in the Russian far north. This coverage does not extend to the North Pole. The USCG can provide additional SAR resources in the event of a “life at risk” situation in Russian far north. Refer to Alaska and Western Arctic above.
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