2.4  Jeppesen
.  
Air Traffic Control Section – Russia, and Central Asian Republics

.  Emergency Section –. Russia, and Central Asian Republics

2.5  Communications
.  Polar Plotting Chart.

2.6  Late Temporary Changes
.  Flight Plan NOTAMS.

.  Jeppesen Nav Data and Enroute NOTAMS.

2.7  Enroute Charts
.  These charts are supplemented by a custom Jeppesen Polar Orientation Chart. A careful review of the enroute charts required for this operation will provide a perspective on the availability of communications and navigation facilities. Note that VHF and HF frequencies for enroute communications with ATC in Russia, and Central Asian Republics are charted. Remember also, in case of a diversion, the High/Low charts are a good source for grid minimum off-route altitudes.

3.  PREFLIGHT PLANNING
3.1  Polar Dispatch
For dispatch planning and MEL compliance any flight operating above 78N 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 82N and the “keyhole” of W080 to W130 down to N70 (see B777 Flight Manual 6.11).
Until recent years, overflight of Russia was not permitted. Even more significant than the increased distance involved in avoiding Russia airspace was the increased flight time, particularly in the winter months. In the winter, a very strong, but often narrow west to east jetstreams cause Westbound flight times to be substantially increased. Within the last few years, long sought after routes over the Russian Far East have opened affording airlines relief from this situation.
There are currently 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 pole). These Polar Routes are not to be confused with the Polar Track System (PTS) that serves the Asia to Europe traffic flow. Currently the useable altitudes for the Polar Tracks are as follows :