16.  Minimum Equipment List
16.1  The following items must be operational for north polar operations. For ETOPS flights, all MEL restrictions for 180-minute operations shall be applicable.
(1)  Fuel quantity indicating system (FQIS) (to include fuel tank temperature indicating system);

(2)  Auxiliary power unit (APU) -for two-engine airplanes (including electrical and pneumatic supply to its designed capability);

(3)  Autothrottle system;

(4)  Autopilot; and

(5)  Communication system(s) relied on by the flightcrew to satisfy the requirement for effective communication capability.

16.2  Long-range Flightcrew Requirements : The crew requirements would be as per DGCA CAR Section 7, Series J Part III dated 27 July 2007.
16.3  Dispatch and Crewmember Considerations during Solar Flare Activity. The operator must be aware of the content of AC 120-52, Radiation Exposure of Air Carrier Crewmembers, and provide crewmember training as stated in AC 120-61, Crewmember Training on In-Flight Radiation Exposure.
16.4  Additional Required Equipment for North Polar Operations :
(1)  Except for all cargo operations, expanded medical kit to include automated external defibrillators (AED) (See AC 91.21-1A, Use of Portable Electronic Devices Aboard Aircraft).

(2)  A minimum of two cold weather anti-exposure suits will be required to be on board the aircraft so that outside coordination at a diversion airport with extreme climatic conditions can be accomplished safely.

Issue I 28.08.2007  Rev.0

PAGE 17-1 ENROUTE POLAR DIVERSION ALTERNATE CHAPTER 17
AIRPORT REQUIREMENTS

17  En Route Polar Diversion Alternate Airport Requirements
17.1  Operators are expected to give definition to a sufficient set of alternate airports for polar diversions, such that one or more can be reasonably expected to be available in varying weather conditions (AC 120-42A provides additional guidance for two-engine airplanes). The flight must be able to make a safe landing, and the airplane maneuvered off of the runway at the selected diversion airport. In the event of a disabled airplane following landing, the capability to move the disabled airplane must exist so as not to block the operation of any recovery airplane. In addition, those airports designated for use must be capable of protecting the safety of all personnel by being able to: