7–3–5 Cold Temperature Airport Procedures

a. PILOTS MUST NOT MAKE AN ALTIMETER CHANGE to accomplish an altitude correction. Pilots must ensure that the altimeter is set to the current altimeter setting provided by ATC in accordance with 14 CFR §91.121.

b. Actions on when and where to make corrections: Pilots will make an altitude correction to the published, “at”, “at or above”, and “at or below” altitudes on all designated segment(s) to all runways for all published instrument approach procedures when the reported airport temperature is at or below the published CTA temperature on the approach plate. A pilot may request an altitude correction (if desired) on any approach at any United States airport when extreme cold temperature is encountered. Pilots making a correction must comply with ATC reporting requirements.

c. Correctable altitudes: ATC does not apply a cold temperature correction to their Minimum Vectoring Altitude (MVA) or Minimum IFR Altitude (MIA) charts. Pilots must request approval from ATC to apply a cold temperature correction to any ATC assigned altitude. Pilots must not correct altitudes published on Standard Instrument Departures (SIDs), Obstacle Departure Procedures (ODPs), and Standard Terminal Arrivals (STARs).

d. Use of corrected MDA/DA: Pilots will use the corrected MDA or DA as the minimum altitude for an approach. Pilots must meet the requirements in 14 CFR part 91.175 in order to operate below the corrected MDA or DA. Pilots must see and avoid obstacles when descending below the minimum altitude on the approach.

Note: The corrected DA or MDA does not affect the visibility minima published for the approach. With the application of a cold temperature correction to the DA or MDA, the airplane should be in a position on the glideslope/glidepath or at the published missed approach point to identify the runway environment.

e. Acceptable use of the table for manual CTA altitude correction (see Table 7-3-1): Pilots may calculate a correction with a visual interpolation of the chart when using reported temperature and height above airport. This calculated altitude correction may then be rounded to the nearest whole hundred or rounded up. For example, a correction of 130 ft from the chart may be rounded to 100 ft or 200 ft. A correction of 280 ft will be rounded up to 300 ft. This rounded correction will be added to the appropriate altitudes for the “Individual” or “All” segment method. The correction calculated from the table for the MDA or DA may be used as is or rounded up, but never rounded down. This number will be added to the MDA, DA, and all step-down fix altitudes inside of the FAF/PFAF.

1. No extrapolation above the 5000 ft column is required. Pilots may use the 5000 ft “height above airport in feet” column for calculating corrections when the calculated altitude is greater than 5000 ft above reporting station elevation. Pilots must add the correction(s) from the table to the affected segment altitude(s) and fly at the new corrected altitude. Do not round down when using the 5000 ft column for calculated height above airport values greater than 5000 ft. Pilots may extrapolate above the 5000 ft column to apply a correction if desired.

2. These techniques have been adopted to minimize pilot distraction by limiting the number of entries into the table when making corrections. Although not all altitudes on the approach will be corrected back to standard day values, a safe distance above the terrain/obstacle will be maintained on the corrected approach segment(s). Pilots may calculate a correction for each fix based on the fix altitude if desired.

Note: Pilots may use Real Time Mesoscale Analysis (RTMA): Alternate Report of Surface Temperature, for computing altitude corrections, when airport temperatures are not available via normal reporting.

f. How to apply Cold Temperature Altitude Corrections on an Approach.

1. All Segments Method: Pilots may correct all segment altitudes from the IAF altitude to the MA final holding altitude. Pilots familiar with the information in this section and the procedures for accomplishing the all segments method, only need to use the published “snowflake” icon, /CTA temperature limit on the approach chart for making corrections. Pilots are not required to reference the CTA list. The altitude correction is calculated as follows:

(a) Manual correction: Pilots will make a manual correction when the aircraft is not equipped with a temperature compensating system or when a compensating system is not used to make the correction. Use Table 7-3-1, ICAO Cold Temperature Error Table, to calculate the correction needed for the approach segment(s).

(1) Correct all altitudes from the FAF/PFAF up to and including the IAF altitude: Calculate the correction by taking the FAF/PFAF altitude and subtracting the airport elevation. Use this number to enter the height above airport column in Table 7-3-1 until reaching the reported temperature from the “Reported Temperature” row. Round this number as applicable and then add to all altitudes from the FAF altitude through the IAF altitude.

(2) Correct all altitudes in the final segment: Calculate the correction by taking the MDA or DA for the approach being flown and subtract the airport elevation. Use this number to enter the height above airport column in Table 7-3-1 until reaching the reported temperature from the “Reported Temperature” row. Use this number or round up to next nearest 100 ft. Add this number to MDA or DA, and any step-down fix altitudes in the final segment.

(3) Correct final holding altitude in the MA Segment: Calculate the correction by taking the MA holding altitude and subtract the airport elevation. Use this number to enter the height above airport column in Table 7-3-1 until reaching the reported temperature from the “Reported Temperature” row. Round this number as applicable and then add to the final MA altitude only.

(b) Aircraft with temperature compensating systems: If flying an aircraft equipped with a system capable of temperature compensation, follow the instructions for applying temperature compensation provided in the airplane flight manual (AFM), AFM supplement, or system operating manual. Ensure that temperature compensation system is on and active prior to the IAF and remains active throughout the entire approach and missed approach.

(1) Pilots that have a system that is able to calculate a temperature-corrected DA or MDA may use the system for this purpose.

(2) Pilots that have a system unable to calculate a temperature corrected DA or MDA will manually calculate an altitude correction for the MDA or DA.

Note: Some systems apply temperature compensation only to those altitudes associated with an instrument approach procedure loaded into the active flight plan, while other systems apply temperature compensation to all procedure altitudes or user entered altitudes in the active flight plan, including altitudes associated with a Standard Terminal Arrival (STAR). For those systems that apply temperature compensation to all altitudes in the active flight plan, delay activating temperature compensation until the aircraft has passed the last altitude constraint associated with the active STAR.

2. Individual Segment(s) Method: Pilots are allowed to correct only the marked segment(s) indicated in the CTA list (https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dtpp/search/). Pilots using the Individual Segment(s) Method will reference the CTA list to determine which segment(s) need a correction. (See Figure 7-3-1.)

Figure 7–3–1

Example Cold Temperature Restricted Airport List – Required Segments

Identifier	Airport Name	Temperature	Initial	Intermediate	Final	Missed
Montana
KBTM	Bert Mooney	−25C	X	X	X
KBZN	Bozeman Yellowstone Intl	−31C		X
KEKS	Ennis Big Sky	−25C			X
KGPI	Glacier Park Intl	−15C		X
KHLN	Helena Rgnl	−17C	X	X	X

(a) Manual Correction: Pilots will make a manual correction when the aircraft is not equipped with a temperature compensating system or when a compensating system is not used to make the correction. Use Table 7-3-1, ICAO Cold Temperature Error Table, to calculate the correction needed for the approach segment(s).

(1) Initial Segment: All altitudes from the intermediate fix (IF) altitude up to and including the IAF altitude. The correction may be accomplished by using the IF altitude or by using the All Segments Method (a) Manual correction (1). To correct the initial segment by using the IF altitude, subtract the airport elevation from the IF altitude. Use this number to enter the height above airport column in Table 7-3-1 until reaching the reported temperature from the “Reported Temperature” row. Round this number as applicable and then add to the IF, IAF, and any step-down fix altitudes.

(2) Intermediate Segment: All altitudes from the FAF/PFAF up to but not including the IF altitude. Calculate the correction by taking FAF/PFAF altitude and subtracting the airport elevation. Use this number to enter the height above airport column in Table 7-3-1 until reaching the reported temperature from the “Reported Temperature” row. Round this number as applicable and then add to FAF altitude and all step-down fix altitudes within the intermediate segment (inside of the waypoint labeled “IF”).

(3) Final segment: Calculate the correction by taking the MDA or DA for the approach flown and subtract the airport elevation. Use this number to enter the height above airport column in Table 7-3-1 until reaching the reported temperature from the “Reported Temperature” row. Use this number or round up to next nearest 100 ft. Add this number to MDA or DA and any applicable step-down fix altitudes in the final segment.

(4) Missed Approach Segment: Calculate the correction by taking the final MA holding altitude and subtract the airport elevation. Use this number to enter the height above airport column in Table 7-3-1 until reaching the reported temperature from the “Reported Temperature” row. Round this number as applicable and then add to the final MA altitude only.

(b) Aircraft with temperature compensating system: If flying an aircraft equipped with a system capable of temperature compensation, follow the instructions for applying temperature compensation provided in the AFM, AFM supplement, or system operating manual. Ensure the temperature compensation system is on and active prior to the segment(s) being corrected. Manually calculate an altimetry correction for the MDA or DA. Determine an altimetry correction from the ICAO table based on the reported airport temperature and the height difference between the MDA or DA, as applicable, and the airport elevation, or use the compensating system to calculate a temperature corrected altitude for the published MDA or DA if able.

g. Communication: Pilots must request approval from ATC whenever applying a cold temperature altitude correction. Pilots do not need to inform ATC of the final approach segment correction (i.e., new MDA or DA). This request should be made on initial radio contact with the ATC facility issuing the approach clearance. ATC requires this information in order to ensure appropriate vertical separation between known traffic. Pilots should query ATC when vectored altitudes to a segment are lower than the requested corrected altitude. Pilots are encouraged to self-announce corrected altitude when flying into a non-towered airfield.

1. The following are examples of appropriate pilot-to-ATC communication when applying cold- temperature altitude corrections.

(a) On initial check-in with ATC providing approach clearance: Missoula, MT (example below).

• Vectors to final approach course: Outside of IAFs: “Request 9700 ft for cold temperature operations.”

• Vectors to final approach course: Inside of ODIRE: “Request 7300 ft for cold temperature operations.”

• Missed Approach segment: “Require final holding altitude, 12500 ft on missed approach for cold temperature operations.”

(b) Pilots cleared by ATC for an instrument approach procedure; “Cleared the RNAV (GPS) Y RWY 12 approach (from any IAF)”. Missoula, MT (example below).

• IAF: “Request 9700 ft for cold temperature operations at LANNY, CHARL, or ODIRE.”