9.9 Airway Fixes In Russia
Several airway fixes in Russia are named using the four-letter ICAO identifier for an airport at the fix. The controller may refer to this fix using the airport name. Refer to the FOM, Airports Chapter, four letter codes, or to the four letter codes within this bulletin or clarify with the controller.

9.10 NAVAIDS in Russia and the Central Asian Republics
Some navaids in Russia and the Central Asian Republics 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.
Some NDBs are charted with the identifier underlined. This indicates that the transmitted radio signal cannot be identified (either aurally or by the FMC) unless the ADF BFO (beat frequency oscillator) function is used. Jeppesen charting is not always accurate in this regard. If an NDB fails to identify, try using the BFO function. Also, an NDB may identify aurally when not identified by the FMC. It is strongly suggested that NDBs not be used for navigation without first being identified (either visually on the ND or aurally).
Expect a change of altitude from Kabul control from a metric level to feet flight level standard cruising level. Refer to the Cruising Levels tables on the EA
Issue I 28.08.2007 Rev. 0

(H/L)5/6,7/8 Enroute Chart. Because of the high volume of traffic, it is important to be established at the correct cruising level.

9.11 Airport Weather Reports
Weather reports for all normal ETOPS alternates, refile alternates and destination alternates are available through ACARS weather request function. If required, weather can also be obtained for most Russian airports directly from their associated control facility on the charted VHF or HF frequency, i.e., Tiksi weather from Tiksi Control on 133.3 VHF.
9.12 Enroute Winds And OATs
The crew should request and load new enroute forecast winds shortly after the new forecasts come out at 0600Z and 1800Z daily for all world wide forecast winds and OATs. Having the most recent (and presumably accurate) wind and OATs are paramount in allowing the FMS to provide accurate time and fuel predictions for these long flights. Accurate information on OAT is necessary in the prediction and resolution of any cold fuel temperature issue. Significant changes in the wind and OAT forecast should be brought to the attention of dispatch so they can revise subsequent or opposite direction flights.