.  The route has significantly high terrain over the Central Asian Republics, Afghanistan and Pakistan.

.  Currently approved ETOPS alternate airports provide adequate coverage along the route.

.  The Tiksi Airport (UEST), is not an adequate ETOPS alternate unless in extreme emergency.

.  All flight plans have been modified to display the enroute predicted fuel temperatures.

.  All flights regardless of route flown will have the fuel freeze analysis accomplished by maintenance and the value entered into the logbook.

.  Separation is accomplished by 20 minutes in trail spacing between aircraft. This makes it imperative that the crew keeps the dispatcher informed of any delays.
4. Non Polar Dispatch
Russia utilizes 500 meters (approximately 1,670 ft.) vertical separation, which is more than the 1000 ft. RVSM altitudes are used by Anchorage ARTCC and the NCA/ACA. By letter of agreement, flights transitioning between meters and feet or feet to meters will do so with Murmansk control after positively transiting into Russian airspace.

4.1 Dispatch General Planning
Preflight planning is routine, with the following difference or items of special importance for Polar Operations and long haul operations :
.  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 by maintenance in order insure very accurate FMC predictions for the specific aircraft. Flight crews are prohibited from attempting to alter these values.

.  Note the very significant fuel burn effects for every 1000 lbs. increase or decrease in the planned takeoff weight. For every 1000 lbs. this could equate to as much as 330 lbs. change in fuel burn.