B777 Polar Operations - Recurrent

Introduction

Topography and Routing

Cosmic Radiation

Cold Fuel Management

Navigation and Communication

Cold Temperature Altitude Corrections

Contingencies and Emergencies

Summary
Lesson 1 of 8

Introduction

Course Overview
This training course, combined with information in OM-A, OM-C, FCOM and LIDO Route Manual will help you prepare for ight operations in
the Polar Region.

 The information contained in this course is for training purposes only. If a con ict arises between this
course and company documents, company documents shall take precedence.

How to complete the course

You are required to complete this course as a part of the recurrent training program. It should take approximately 30 minutes to complete. To
show that you have completed it you will need to view each topic.

You may also wish to come back to the module to refresh your knowledge prior to a ight over the Polar Region. When you revisit the
module, you can select just the topics that you wish to view from the side menu, you will not need to complete the training in order.

Module topics
The following topics will be covered in this training package:

Topography and routing within the Polar Region

Source and e ects of cosmic radiation

Cold fuel management

Navigation requirements for the Polar Region

Communication methods

Relationship between temperature and altitude

Contingencies and emergencies within the Polar Region

Further information can also be found in OM-C 11.2.5

Lesson 2 of 8

Topography and Routing

Polar Region

The Polar Region (north of 78° latitude) includes the Arctic Ocean and northern areas of Europe, Asia and North America.

Some topics covered in this training course, for example cold fuel management, are not only relevant in the Polar Region. Countries such as

Canada, Siberia, Mongolia and China also experience extreme cold (<-40 degrees Celsius) and wind chill (<-80 degrees Celsius)

 It's important to note that polar route operations are conducted in parallel with
Oceanic procedures and policies.

Click on each tab to view some basic information about North Polar route operations. 

L I DO C H A R T F I R B O UN DA R I E S F I X E D A N D R A N DO M R O UT E S T Y PI C A L E K R O U

To assist in your understanding of Polar Airspace, you may wish to access the applicable LIDO chart. 
The chart can be found in LIDO / Manuals / NP North Pole Area
 L I DO C H A R T F I R B O UN DA R I E S F I X E D A N D R A N DO M R O UT E S T Y PI C A L E K R O U

The airspace in the Arctic Region is made up of 6 FIRs.

The area marked in red between Murmansk and Bodo is an area of disputed airspace control between Norway and Russia, therefore it
is e ectively uncontrolled airspace.

L I DO C H A R T F I R B O UN DA R I E S F I X E D A N D R A N DO M R O UT E S T Y PI C A L E K R O U
 Within Russian airspace (Magadan and Murmansk FIRs), ights are planned via published airways and are strictly controlled by
Russian authorities.

Within the remainder of the Polar FIRs, random routes are planned for e ciency. 

L I DO C H A R T F I R B O UN DA R I E S F I X E D A N D R A N DO M R O UT E S T Y PI C A L E K R O U

Typical East-West Emirates routes through the Polar Region track northbound through various Russian FIRs, exiting Murmansk
through the disputed 'No FIR' region and then tracking through Bodo and Sondrestrom FIRs.

Due to prevailing westerly winds at more southerly latitudes, returning west-east ights tend to track further south.

Flight Plan 
Polar ights require manual planning and it is therefore a good idea to check that Dispatch have planned accordingly.

Dispatch will note the following on a ight planned in the Polar region:

A remark showing it has been planned via Polar routing

Space weather information

Fuel freeze considerations have been checked 

ETOPS 
It is mandatory to have 207 minutes ETOPS on all Polar routes. There are limited suitable ETOPS alternates on Polar routes which can make
ight planning restrictive. For example if PAFA (Fairbanks) is unavailable, certain routes over the pole are not possible.

ETOPS range rings with PAFA ETOPS range rings without PAFA
available as an alternate available as an alternate
DXB-SEA with PAFA as an DXB-SEA routing without PAFA as
alternate an alternate

ETOPS planning with TEMPOs

The table above is derived from ICAO ANNEX 3 and is approved by the GCAA. The chart allows for the TEMPO condition to be disregarded if it
is below ETOPS PLANNING MINIMA (OM-A 8.5.6.1). However, the forecast conditions must be above charted LANDING minima. 

This is only the case for speci ed temporary conditions.

For a permanent change the forecast conditions must be above ETOPS PLANNING MINIMA (OM-A 8.5.6.1). 
If dispatch nds it necessary to utilize the Application of Aerodrome Forecasts (TAF AND TREND) to Pre-Flight Planning table, they will remark it
on the OFP with a reference location so that the crew can fully brief themselves on the required conditions. The table logic is not built into
Lido, therefore the required ETOPS MINIMA on the OFP will be incorrect.
Lesson 3 of 8

Cosmic Radiation

Effect of cosmic radiation

As radiation is stronger at high altitudes, particularly over the Poles, the e ects of cosmic radiation on polar operations need to be
considered both in the pre-planning phase and in ight.
Monitoring
The space weather is continuously monitored by a worldwide network of sensors. A 3 day forecast is produced as well as the current space
weather conditions.

Operational Considerations 
Dispatch monitor current and forecast weather reports. The following action will take place if space weather exceeds certain criteria:

1 During pre-planning, if de ned criteria are exceeded, ight routings are adjusted as necessary. 

2 If the forecast or actual conditions exceed the recommended limits and the aircraft is more than 60 minutes from the entry point to the Polar
Region, the dispatcher will forward the information and assist the ight crew with available options. This may include alternative ight levels
or routing.

3 Reroutes may not be possible for ights within 60 minutes of the Polar Region. Continuation will then be at the Captain's discretion and
ight dispatch will provide any assistance required. 

Operational Hazards
Increased activity on the surface of the sun may cause:

Reduction or complete loss of HF radio communications

 The degradation of GNSS accuracy

Exposure to higher than normal levels of radiation.

Flights over the Polar Region may have to be rerouted or even cancelled until conditions improve.

Operational Restrictions

This chart illustrates the hazards and recommendations for operating in various conditions of space weather and can be found in OM-C

11.2.5

Space Weather Forecast

The space weather forecast is included on page 2 of the OFP.
Lesson 4 of 8

Cold Fuel Management

Cold Fuel Management

Polar ights can carry increased risk of fuel temperatures approaching the freezing point due to extended ight duration and the presence of
very cold air masses. 

Temperatures can be very di erent depending on the time of year and the level of the tropopause. 

Fuel Freezing Factors

After refuelling, it's important to establish the correct fuel freezing point for the ight.

This table shows the di erence in freezing temperatures of various aircraft fuel. 

Refuelling at di erent stations creates a blend of fuels in each tank, each with a unique freezing point. The resulting fuel freeze point in each
tank can vary widely. Flight crew must operate with caution and not assume that the freeze point of the uplifted fuel is the actual freeze point
of the fuel on board.

Fuel Freezing Point Determination

If more than 90% of the nal fuel is uplifted at the departure airport, use the actual measured value of the uplifted fuel if available. If not
available use -40°C for Jet A and -47°C for Jet A1.

If less than 90% of the nal fuel is uplifted at the departure airport, use -40°C as the fuel freezing point. 

If the fuel freeze temperature can't be determined, -40°C fuel freeze temperature must be used.

Reference: OM-A 8.2.1.4

In- ight procedures
Below a certain temperature threshold, the crew will receive an ECAM/EICAS alert for low fuel temperatures. This procedure will direct the
crew to consider the following:

Descend into warmer air, usually to FL 350 or lower.

Climb into warmer air. In the Polar Region a lower tropopause can result in warmer temperatures at higher altitudes.

And/Or increase the TAS. An increase of 0.01 Mach raises the fuel temperature by 5°C - 7°C.

 Note: Increasing speed and/or descending will have increased fuel burn considerations.
Lesson 5 of 8

Navigation and Communication

Compass Reference
Most aircraft will switch over to TRUE automatically, but the crew should ensure the navigation modes are correct.

Primary navigation across the pole should be conducted using managed navigation modes. If heading changes are required for deviation,
then true reference is required. Selection of heading will cause rhumb line tracking. 

EGPWS
It is important to note that areas unmapped for EGPWS (i.e. those areas beyond the limits of the terrain database) are displayed as magenta
dots on the map display regardless of the aircraft's altitude. 

B777 Map Display

Communication
The types of communication available on polar routes are VHF, HF, CPDLC/ADS and SATCOM. 

SATCOM and CPDLC work using a satellite based over the equator. Therefore due to line-of-sight limitations, its most northerly reach is 82°
north. The area to the north of this is referred to as the SATCOM shadow. In these areas HF is the only means of communication and even
that can be unreliable. 

Arrange HF frequencies, obtain a SELCAL check, obtain weather updates and send position reports well prior to 82 degrees North.

Communication with Russia

 R USSI A N AT C V H F I N R USSI A H F I N R USSI A

Westbound ights from Murmansk Oceanic into Bodo Oceanic/Sondrestrom FIR require an oceanic clearance. No oceanic clearance is
required for entry into the Edmonton FIR.

CPDLC is not yet implemented.

Communication Failure
Crossing the Russian FIR boundary without radio communication is prohibited except for the cases when the radio communication
failure occurred in ight with the aircraft being under direct control of a Russian ATC unit or upon receiving the ATC Unit clearance to
enter Russian airspace.

In the event of communication failure while in compliance with IFR procedures, the aircraft shall proceed to the destination
aerodrome in accordance with the ight plan.

In case of communications failure within Murmansk airspace, pilots should try to establish communication with Magadan OCA in
order to make a position report.

R USSI A N AT C V H F I N R USSI A H F I N R USSI A

Continuous communication coverage is normally available using VHF and HF while operating in the North Polar Region. On the
Russian side of the Arctic Ocean, ATC is provided by Murmansk OACCs using VHF and HF.

VHF is available within 200NM of the Russian coast where domestic communication is resumed. Expect to give estimates for entry
points.
 R USSI A N AT C V H F I N R USSI A H F I N R USSI A

Russian ATC HF facilities normally show at least two frequencies. The unused frequency may not be monitored.

Murmansk ACC has SELCAL capabilities - other Russian HF stations may not be equipped with SELCAL. When there is no SELCAL, a
listening watch is required on HF frequencies assigned for ATC.

Strong HF signals with distortion may require selecting the AM mode or requesting that the controller broadcast on the Upper Side
Band (USB).

North America
A typical polar ight initiated in North America has routine VHF communication with the various Canadian ATCs. As the aircraft progresses
north, the ight makes a transition to the Edmonton control centre and then to Arctic Radio. This is a general purpose communication
provider that handles the interface between the aircraft and controllers at the Anchorage and Edmonton control centres. Arctic Radio, which
operates on HF frequencies and also has several VHF remote sites, covers the northern FIRs to the Russian FIRs. It is normally utilised more
for the polar ights routing from North America.

The rst contact with Arctic Radio is made on VHF and communication eventually switches to HF. On initial contact, request a primary and
secondary frequency along with a SELCAL check. If unable to contact Arctic Radio; Iceland Radio, Bodo Radio or Stockholm Radio are be used
as a backup.
Lesson 6 of 8

Cold Temperature Altitude Corrections

Effect of Temperature on Altitude

The graph below shows the e ects of temperature on True Altitude. The 'Low OAT' line corresponds to an OAT of -40°C. At 2,000 ft
indicated altitude, the true altitude is 1560ft. 

As this example shows, pilots must be aware than an altimeter will "over read" in extremely cold temperatures. 

Altitude - Temperature Corrections

In such conditions Emirates ight crew must apply cold temperature altitude corrections as described in the Altitude Temperature Tables in
9.3.4 in OM-C.

Note: OM-C 9.3.4 has recently been amended. 

Please note the following key changes.

General Changes

The Approach Temperature Altitude Correction Decision Flow Chart has been removed.

Additional guidance has been provided as to when altitude corrections are not required

Enroute Changes

Enroute altitude corrections have been clari ed. ISA deviation should be calculated using the Flight Pro le chart (see image below) to
determine the closest ISA deviation at the applicable minimum altitude enroute (MEA, MH, MGA or MOCA).

Enroute Example

In the example above:

MOCA:                                    10,000 ft

OAT 10,000:                            -36°C

Standard Atmosphere OAT:    -5°C

ISA Temperature Deviation:    -31°C

MOCA Corrected:                       12,000 feet (10,000 feet + 20%)

Approach Changes

Corrections to minimum approach altitudes are now applied when the reported airport temperature 0°C or colder. This is more conservative
than previous policies.

Additional guidance has been provided as to how the cold altitude corrections chart is to be applied. 

Approach Example

Apply the altitude correction table when needed:

Apply corrections to all published minimum approach altitudes according to the table below. Advise ATC of the corrections.

Note: Do not apply corrections to the FMC/FCU coded altitude of less than 100 feet.

MDA/DA settings shall be set at the corrected minimum altitudes for approach.

Apply corrections to the published missed approach altitude only when below the temperature corrected Minimum Safe Altitude (MSA), and
with prior ATC approval.

Example
 FAF crossing height (AAL):                                              1,500 feet

Actual OAT (airport):                                                        0°C

Altimeter Correction:                                                        90 feet

Crossing altitude (incl. FMC/FCU selection):                  No correction needed as less                                                                                   

                  than 100 feet

FAF crossing height (AAL):                                              1,500 feet

Actual OAT (airport):                                                        -10°C

Altimeter Correction:                                                        150 feet

Crossing altitude (incl. FMC/FCU selection):                   1,650 (A380: 1,700 feet)

MDA/DA:                                                                           900 feet

Airport Elevation:                                                              400 feet

Actual OAT (airport)                                                         -10°C

Altimeter Correction:                                                        50 feet

MDA/DA Corrected:                                                               950 feet

Practical Example:

Airport:            ZWTN (HTN - Hotan)

Elevation:         4670 ft

Surface OAT:     -15°C

Approach:        VOR/DME 29
Consult the Cold Temperature Altitude Correction Table to calculate the altitude correction for each required altitude on the approach (this
example requires interpolation since the surface OAT is -15°C).

Di erence between
Chart Altitude Altitude and Field Correction New Altitude in FMC/FCU
Elevation

6650 1980 240 6890

5990 1320 159 6149 (rounded 6150)

5070 400 50 5120

Therefore:
Lesson 7 of 8

Contingencies and Emergencies

B777 Swiss Air diverts into Iqaluit (Canada) following an engine failure 290nm north of the airport. 

If you're interested in more information on this event, click here.

Diversion in the Polar Region

Diversions into Polar Air elds involve speci c challenges that need to be recognised. In order to ensure the safety of aircraft ying through
the Polar Region many airlines work together to select air elds in the region that could be used by commercial operators in an emergency. 

Alternate Air elds

Be aware that alternate air elds often have a lower standard of re rescue services, snow clearing equipment, passenger handling equipment
and accommodation.

When considering landing at air elds in the Polar Region, altimeter temperature correction must be considered below 0°C in accordance with
the FCOM and OM-C (9.3.4 Altitude Temperature Tables).

OM-C contains a comprehensive list of authorized Enroute Airports.

Recovery Plan
If a diversion becomes likely, Flight Crew shall contact Flight Dispatch as soon as practicable and con rm with that the diversion alternate is
suitable. In the event that the aircraft is unable to depart from the diversion alternate, the VPNC will activate a recovery plan.

Search and Rescue

Search and Rescue resources are scarce within the Polar Region. Canada has adequate resources but they are often a long way away and

require refuelling en route. It is therefore important that constant position reports are made in order to facilitate a quicker recovery time.
Lesson 8 of 8

Summary

Polar operations presents a unique set of challenges from technical, procedural and operational perspectives. This requires additional
considerations from Dispatch, Operating and Augmenting Crew including:

Multiple references within Emirates documentation for operating within the Polar Region.

Cosmic radiation which may cause signi cant disruptions both pre-dispatch and enroute.

Unique communication challenges which we are not routinely exposed to. 

The Cold Temperature Altitude Correction section in OM-C.

If you would like to download a PDF copy of this module, click on the link below. 

B777 Polar Operations - Recurrent.pdf

8.8 MB

You have completed the Polar Operations module