Outer markers and middle markers are usually modulated at 3000 Hertz. This means that both should activate the white flight deck marker light, normally associated with an inner marker.
Remember in Russia all altitude assignments by ATC and reports by pilots at the transition level and above are given in flight levels in meters QNE. Below the Transition Level, all heights are assigned and reported in meters QFE.
Issue I 28.08.2007 Rev. 0

CHAPTER 12 POLAR ALTERNATE/DIVERSION AIRPORTS  PAGE 0-1
12.  POLAR ALTERNATE/DIVERSION AIRPORTS
12.1.  Alternate/Diversion and Emergency Airports
Boeing and some Airlines have completed an extensive study of Polar/Siberian alternate/diversion airports. This study included several on site inspections by Boeing personnel as well as other airlines. Not all of these airports listed below are currently in the Ops Specs. A constant review of the airports and there capabilities is conducted, and as a result, changes to the Ops Spec airports will be made. All airports shown as ETOPS alternates will be in the current Ops Specs. Consult the Ops Manual, the BOEING AIRPORT SUMMARY GUIDE, Jeppesen charts, and SOCC for the most current information.
12.1.1  There are many airports along the route that show up on the Jeppesen Enroute Charts and on the ND that will not be listed on release and are not listed in the Operations Manual as an authorized airport. Many of the airports in northern Canada have short gravel runways such as Alert (CYLT/YLT), Eureka (CYEU/YEU), Resolute Bay (CYRB/YRB), and Baker Lake (CYBK/YBK).
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Pilots are cautioned that a diversion to any of these emergency airports should be considered as a last ditch effort as opposed to a water or unprepared surface landing, and should be considered only in the event of a major aircraft emergency which renders continued flight impossible.

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Pilots are cautioned that a diversion to any Russian airport is an exercise of the Captain’s emergency authority and should be considered only in the event of a significant airplane emergency.