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Cold Temperature Restricted Airports

Aug 15, 2019

Cold Temperature Altitude Corrections

Subject: Cold temperature altitude corrections at airports with a published cold temperature restriction.

Purpose: 1. To provide an updated list of 14 CFR Part 97 Cold Temperature Restricted Airports (CTRA) and segments designated with a temperature restriction; 2. Change the NTAP Segment(s) Method to the Individual Segment(s) Method; 3.Explain how to calculate and apply altitude corrections during cold temperature operations; 4. Explain how the All Segments Methods and Individual Segment(s) Method are used to make cold temperature altitude corrections.

This list may also be found at the bottom of the, “Terminal Procedures Basic Search” page. http://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dtpp/search/

Background: In response to aviation industry concerns over cold weather altimetry errors, the FAA conducted a risk analysis to determine if current 14 CFR Part 97 instrument approach procedures, in the United States National Airspace System, place aircraft at risk during cold temperature operations. This study applied the coldest recorded temperature at the given airports in the last five years and specifically determined if there was a probability that during these non-standard day operations, anticipated altitude errors in a barometric altimetry system could exceed the ROC used on procedure segment altitudes. If a probability, of the ROC being exceeded, went above one percent on a segment of the approach, a temperature restriction was applied to that segment. In addition to the low probability that these procedures will be required, the probability of the ROC being exceeded precisely at an obstacle position is extremely low, providing an even greater safety margin.

The 2019 list includes restricted temperatures based on standard Required Obstacle Clearance (ROC) values and values that account for additional altitude adjustments. These adjustments do not only reflect the minimum ROC for an approach segment based on terrain and/or an obstacle, but also an upward adjustment for other operational and/or ATC needs. These adjusted approach altitudes may result in the segment no longer being identified with a restriction or in a revised restricted temperature for the airport being published.

The CTRA risk analysis was only performed on airports of 2500 ft. and greater due to database constraints. Pilots must calculate a cold temperature altitude correction at any airport included in the airports list below. Pilots operating into an airport with a runway length less than 2500 feet may make a cold temperature altitude correction in cold temperature conditions, if desired. Pilots must advise ATC with the corrected altitude when applying altitude corrections on any approach segment with the exception of the final segment.

Identifying Cold Temperature Restricted Airport in the Terminal Procedure publication: Cold Temperature Restricted Airports are identified by a “snowflake” icon (A small snowflake icon used to indicate a cold temperature restricted airport.) and temperature limit, in Celsius, i.e., A small snowflake icon used to indicate a cold temperature restricted airport. -30°C, on U.S. Government approach charts or a “textual” Note published on commercial charting publications.

All Segments Method: Pilots may correct all altitudes from the IAF altitude to the missed approach final holding altitude. Pilots familiar with the NTAP procedure for making altitude corrections and choosing to use the All Segments Method are only required to use the published “snowflake” icon A small snowflake icon used to indicate a cold temperature restricted airport. and associated temperature on the chart for making corrections. Pilots do not need to reference the restricted airports list in the NTAP or Terminal Procedures Basic Search” page. Calculations will be made based on the altitude at the Final Approach Fix (FAF)/Precision Final Approach Fix (PFAF), the Minimum Descent Altitude or Decision Altitude (DA) and the Missed Approach (MA) final holding altitude. The calculations made at these fixes will be used to make altitude corrections on the other fixes in the applicable approach segment(s).

Individual Segment(s) Method: Pilots may correct only the required segment(s) indicated in this NTAP’s restricted airports list. Pilots using the Individual Segment(s) Method will need to reference the restricted airports list to determine which segment(s) require a correction. Calculations will be made based on the altitude at the Final Approach Fix (FAF)/Precision Final Approach Fix (PFAF), the Minimum Descent Altitude or Decision Altitude (DA) and the Missed Approach (MA) final holding altitude. The calculations made at these fixes will be used to make altitude corrections on the other fixes in the applicable approach segment(s).

Actions:

When and where to correct: Pilots must make an altitude correction to the published, “at”, “at or above” and “at or below” altitudes on all designated segment(s), for all published procedures and runways when the reported airport temperature is at or below the published airport cold temperature restriction on the approach plate. Pilots must advise ATC of the amount of altitude correction applied when correcting on any segment of the approach other than the final segment. ATC requires this information to ensure appropriate vertical separation between known traffic. Reference the How to Apply Cold Temperature Altitude Corrections on an Approach for examples and additional information.

Altitudes not corrected: ATC does not apply a cold temperature correction to Minimum Vectoring Altitude (MVA) charts. Pilots must request approval from ATC to apply a cold temperature correction to an ATC assigned altitude or an assigned altitude when flying on a radar vector in lieu of a published missed approach procedure. Pilots must not correct altitudes published on Standard Instrument Departures (SIDs), Obstacle Departure Procedures (ODPs) and Standard Terminal Arrivals (STARs).

Use of corrected MDA/DA: Pilots must use the corrected Minimum Descent Altitude (MDA) or Decision Altitude/ Decision Height (DA) as the minimum 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 MDA.

Methods for Calculating Altitude Corrections: Pilots of aircraft not equipped with an RNAV system capable of temperature compensation must use the AIM 7-2-3, ICAO Cold Temperature Error Table to calculate a cold temperature altitude correction. The calculations for the approach will be calculated from three points on the approach:

NOTE: For the purpose of this procedure, when the FAF is referenced, it is the FAF altitude or the PFAF/Glideslope intercept altitude.

The FAF/PFAF will be used to calculate the correction to be applied to all altitudes from the FAF/PFAF:

Up to but not including the intermediate fix (IF) altitude for the Individual Segment(s) Method

Up to and including the initial approach fix (IAF) for the All Segments Method

The published MDA or DA will be used to calculate the correction to be applied to all altitudes in the final approach segment as applicable.

The final missed approach (MA) holding altitude will be used to calculate the correction to be applied to the final missed approach holding altitude only.

NOTE: Pilots may use Real Time Mesocscale Analysis (RTMA): Alternate Report of Surface Temperature, for computing altitude corrections, when airport temperatures are not available via normal reporting. See InFO 15006 for additional information, http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/media/2015/info15006.pdf.

The RTMA website is http://nomads.ncep.noaa.gov/pub/data/nccf/com/rtma/prod/airport_temps/

Pilots of aircraft equipped with an RNAV system capable of temperature compensation, and choosing to use this system, must ensure the system is active and operating correctly. If the system is not operating correctly, or not being used, the pilot must manually calculate and apply a cold weather altitude correction using the AIM 7-2-3, ICAO Cold Temperature Error Table. The MDA/DA and step down fixes in the final segment will still require a manual correction.

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.

ICAO Cold Temperature Error Table
Height Above Airport in Feet

Table showing the height above airport in feet.

Acceptable Use of Table:

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. I.e., 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 FAF, all step-down fixes outside of the FAF and the IAF altitudes. The correction calculated from the MDA or DA may be used as is, rounded up, but never rounded down. This number will be added to the MDA, DA and all step-down fixes inside of the FAF as applicable. Do not round down when using the 5000 ft. column for calculated height above airport values greater than 5000 ft.

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.

It is important to understand that the correction from the table will place the aircraft back to an altitude based on a standard day. Although the techniques adopted in this NTAP to use the FAF altitude and MDA to correct the affected segment altitudes may not place the aircraft back to a standard day altitude on all fixes, a safe obstacle clearance will be maintained. These techniques have also been adopted to minimize the number of entries into the table while making corrections required by the pilot.

Additional Temperature Restrictions on IAP Charts: The charted temperature restriction for “uncompensated baro-VNAV systems” on 14 CFR Part 97 RNAV (GPS) and RNAV (RNP) Authorization Required (AR) approach plates is independent of the temperature restriction established at a “Cold Temperature Restricted Airport”. The charted temperature restriction for an uncompensated baro-VNAV system is applicable when the LNAV/VNAV line of minima is used on an RNAV (GPS) approach. The temperature restriction for an uncompensated baro-VNAV system on an RNAV (RNP) AR approach applies to the entire procedure. Aircraft without a compensating baro-VNAV system may not use the LNAV/VNAV line of minima on the RNAV (GPS) approach when the actual temperature is above or below the charted baro-VNAV temperature restriction. For aircraft without a compensating baro-VNAV system, the RNAV (RNP) AR approach is not authorized when the actual temperature is above or below the charted baro-VNAV temperature restriction. In all cases, a cold temperature altitude correction must be applied when the actual temperature is at or below the cold temperature restricted airport temperature restriction.

How to Apply Cold Temperature Altitude Corrections on an Approach:

All Segments Method: All segments corrected from IAF through MA holding altitude:

Step 1: Determine if there is a published “snowflake” icon, A small snowflake icon used to indicate a cold temperature restricted airport. /CTRA temperature limit on the approach chart.

Step 2: If the reported airport temperature is at or below the published CTRA temperature limit, apply cold temperature altitude corrections to all published altitudes from the IAF altitude to the MA final holding altitude.

Aircraft not equipped with a temperature compensating RNAV system or not using that system (use manual correction).

If flying an aircraft equipped with a RNAV system capable of temperature compensation, follow the instructions for applying temperature compensation provided in the AFM, AFM supplement, or RNAV system operating manual. Ensure that temperature compensation is active prior to the IAF and remains active through the entire approach. 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.

NOTE: Some RNAV 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 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.

Step 3: For RNAV (GPS) approaches flown to the LNAV/VNAV line of minima using baro-VNAV vertical guidance, determine if there are published uncompensated baro-VNAV temperature limits. If the reported airport temperature is above or below the published limits, do not use the LNAV/VNAV line of minima unless the RNAV system is capable of temperature compensation and the system is active. Use an alternative line of minima (e.g., LNAV). CTRA correction must still be made on this approach if applicable.

Step 4: For RNAV (RNP) AR approaches, determine if there are uncompensated baro-VNAV temperature limits published on the approach. If the reported airport temperature is above or below the published temperature limits, the RNP (AR) approach may not be flown.

NOTE: When executing an approach with vertical guidance at a CTRA airport (i.e., ILS, LPV, LNAV/VNAV), pilots are reminded to follow the glideslope/glidepath as published when it is intersected inbound on the approach at the corrected altitude. The ILS glideslope and WAAS generated glidepath are unaffected by cold temperatures and will be provide reliable vertical guidance to the corrected DA/DH.  A baro-VNAV generated glidepath will be affected by cold temperatures and must be corrected when at or below the published temperature limit and using the LNAV/VNAV line of minima to DA/DH.

Individual Segment(s) method:

Step 1: Determine if there is a published “snowflake” icon, A small snowflake icon used to indicate a cold temperature restricted airport. /CTRA temperature limit on the approach chart.

Step 2: If the reported airport temperature is at or below the published CTRA temperature limit, apply cold temperature altitude corrections to all published altitudes, on the affected segment(s), listed in Cold Temperature Restricted Airports List.

Aircraft not equipped with a temperature compensating RNAV system or not using the system will make a manual correction using ICAO Cold Temperature Error Table.

If flying an aircraft equipped with a RNAV system capable of temperature compensation, follow the instructions for applying temperature compensation provided in the AFM, AFM supplement, or RNAV system operating manual. Ensure that temperature compensation is active on the segment 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.

NOTE: Some RNAV 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 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.

Step 3: For RNAV (GPS) approaches flown to the LNAV/VNAV line of minima using baro-VNAV vertical guidance, determine if there are published uncompensated baro-VNAV temperature limits. If the reported airport temperature is above or below the published limits, do not use the LNAV/VNAV line of minima unless the RNAV system is capable of temperature compensation and the system is active. Use an alternative line of minima (e.g., LNAV). CTRA correction must still be made on this approach if applicable.

Step 4: For RNAV (RNP) AR approaches, determine if there are uncompensated baro-VNAV temperature limits published on the approach. If the reported airport temperature is above or below the published temperature limits, the RNP (AR) approach may not be flown.

NOTE: When executing an approach with vertical guidance at a CTRA airport (i.e., ILS, LPV, LNAV/VNAV), pilots are reminded to follow the glideslope/glidepath as published when it is intersected inbound on the approach at the corrected altitude. The ILS glideslope and WAAS generated glidepath are unaffected by cold temperatures and will be provide reliable vertical guidance to the corrected DA/DH.  A baro-VNAV generated glidepath will be affected by cold temperatures and must be corrected when at or below the published temperature limit and using the LNAV/VNAV line of minima to DA/DH.

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/DH). This report should be provided on initial radio contact with the ATC facility issuing 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 non-towered airfields.

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

For additional information contact Kel Christianson, Flight Operations Group, at 202-267-8838.

Cold Temperature Restricted Airports: Airports are listed by ICAO code, Airport Name, Temperature Restriction in Celsius. The temperature will be indicated on Airport IAPs next to a snowflake symbol, A small snowflake icon used to indicate a cold temperature restricted airport.-XX°C in the United States Terminal Procedure Publication (TPP).

Identifier

Airport Name

Temperature

Affected Segment

 

 

 

Intermediate

Final

Missed Appr

Alaska

 

 

 

 

 

PABL

Buckland

-36C

X

 

 

PABR

Wiley Post-Will Rogers

-42C

X

 

 

PABT

Bettles

-37C

X

X

 

PACE

Central

-43C

X

X

 

PACH

Chuathbaluk

-34C

 

X

 

PACI

Chalkyitsik

-32C

X

 

 

PACM

Scammon Bay

-21C

 

X

 

PACX

Coldfoot

-11C

X

X

 

PADE

Deering

-39C

 

X

 

PADM

Marshall Don Hunter Sr

-28C

 

X

 

PAEG

Eagle

-49C

X

 

 

PAEN

Kenai

-31C

X

 

 

PAFA

Fairbanks Intl

-45C

X

 

 

PAFM

Ambler

-35C

 

X

 

PAGA

Edward G. Pitka Sr

-33C

X

 

 

PAGH

Shungnak

-44C

X

 

 

PAGK

Gulkana

-37C

X

 

 

PAGM

Gambell

-26C

 

X

 

PAHC

Holy Cross

-29C

 

X

 

PAHV

Healy River

-11C

X

X

 

PAHX

Shageluk

-37C

X

 

 

PAIK

Bob Baker Memorial

-28C

X

X

 

PAIL

Iliamna

-23C

X

 

 

PAIW

Wales

-12C

 

X

 

PAJN

Juneau Intl

-15C

X

 

 

PAKN

King Salmon

-31C

X

 

 

PAKP

Anaktuvuk

-31C

X

 

 

PAKV

Kaltag

-32C

X

X

 

PALG

Kalskag

-42C

X

 

 

PAMB

Manokotak

-34C

X

 

 

PAMH

Minchumina

-37C

 

X

 

PAMK

St Michael

-37C

X

 

 

PANA

Napakiak

-37C

X

 

 

PANI

Aniak

-34C

 

X

 

PANN

Nenana Muni

-43C

X

 

 

PANV

Anvik

-32C

X

 

 

PAOM

Nome

-34C

X

 

 

PAOR

Northway

-41C

X

 

 

PAOT

Ralph Wien Memorial

-44C

X

 

 

PAQH

Quinhagak

-36C

X

 

 

PAQT

Nuiqsut

-41C

X

 

 

PARC

Artic Village

-46C

X

 

 

PARS

Russian Mission

-18C

X

X

 

PARY

Ruby

-33C

X

X

 

PASC

Deadhorse

-45C

X

 

 

PASK

Selawik

-36C

X

 

X

PATA

Ralph M Calhoun Memorial

-51C

 

X

 

PATQ

Atqasuk Edward Burnell Sr. Mem

-43C

X

 

 

PAUN

Unalakleet

-39C

X

 

 

PAVD

Valdez Pioneer Field

-11C

X

 

 

PAVE

Venetie

-42C

X

 

 

PAVL

Kivalina

-34C

X

 

 

PAWB

Beaver

-42C

X

 

 

PAWD

Seward

-5C

X

 

 

PAWG

Wrangell

-5C

 

X

 

PAWI

Wainwright

-42C

X

 

 

PAWS

Wasilla

-31C

X

 

 

PFAL

Allakaket

-44C

X

 

 

PFCL

Clarks Point

-34C

X

 

 

PFEL

Elim

-29C

 

X

 

PFKT

Brevig Mission

-26C

X

 

 

PFKU

Koyukuk

-25C

 

X

 

PFKW

Kwethluk

-38C

X

 

 

PFSH

Shaktoolik

-35C

X

 

 

PFYU

Fort Yukon

-45C

X

X

 

California

 

 

 

 

 

KSVE

Susanville Muni

-22C

X

X

 

KTRK

Truckee – Tahoe

-13C

X

X

 

O02

Nervino

-14C

 

X

 

Colorado

 

 

 

 

 

KAEJ

Central Colorado Rgnl

-17C

 

X

 

KASE

Aspen-Pitkin County/Sardy Field

-26C

X

 

 

KCAG

Craig-Moffat

-26C

 

X

 

KEEO

Meeker Coulter Field

-25C

 

X

 

KEGE

Eagle County Rgnl

-18C

X

 

 

KGUC

Gunnison-Crested Butte Rgnl

-28C

X

 

 

KHDN

Yampa Valley

-30C

 

X

 

KLXV

Lake County

-27C

 

X

 

KRIL

Garfield County Rgnl

-15C

X

X

 

KSBS

Steamboat Springs/Bob Adams Fld

-32C

X

 

 

KTAD

Perry Stokes

-26C

X

 

 

20V

Mc Elroy Airfield

-21C

 

X

 

Idaho

 

 

 

 

 

KMYL

McCall Muni

-21C

X

 

 

KSMN

Lemhi County

-14C

X

X

 

KSUN

Friedman Memorial

-16C

 

X

 

65S

Boundary County

-8C

 

X

 

Indiana

 

 

 

 

 

KSMD

Smith Field

-24C

 

X

 

Iowa

 

 

 

 

 

KAMW

Ames Muni

-27C

X

 

 

KSPW

Spencer Muni

-32C

X

 

 

Kansas

 

 

 

 

 

KDDC

Dodge City Rgnl

-20C

 

X

 

Kentucky

 

 

 

 

 

KBYL

Williamsburg-Whitley County

-21C

 

X

 

Maine

 

 

 

 

 

KPQI

Northern Maine Rgnl

-30C

X

 

 

Massachusetts

 

 

 

 

 

KBAF

Westfield-Barnes Regional

-21C

 

X

 

KFIT

Fitchburg Muni

-25C

 

X

 

Michigan

 

 

 

 

 

KAPN

Alpena County Rgnl

-32C

X

 

 

KIWD

Gogebic-Iron County

-27C

 

X

 

KPLN

Pellston Rgnl of Emmet County

-33C

 

X

 

KTVC

Cherry Capital

-20C

 

X

 

Minnesota

 

 

 

 

 

KBFW

Silver Bay Municipal

-35C

X

X

 

KCKC

Grand Marais/Cook County

-30C

 

 

X

KCQM

Cook Muni

-38C

X

 

 

KELO

Ely Muni

-39C

X

 

 

KHIB

Range Rgnl

-31C

X

 

 

KINL

Falls Intl

-31C

X

 

 

KRRT

Warroad Intl Memorial

-37C

X

 

 

Montana

 

 

 

 

 

KBTM

Bert Mooney

-19C

X

X

 

KBZN

Bozeman Yellowstone Intl

-33C

X

 

 

KGTF

Great Falls Intl

-33C

X

 

 

KHLN

Helena Rgnl

-21C

X

X

 

KHVR

Havre City-County

-30C

 

 

X

KMSO

Missoula Intl

-17C

X

X

 

KOLF

L M Clayton

-38C

X

 

 

KSBX

Shelby

-31C

 

 

X

KWYS

Yellowstone

-19C

X

X

 

M46

Colstrip

-32C

X

 

 

M75

Malta

-37C

X

 

 

3U3

Bowman Field

-33C

X

 

 

6S5

Ravalli County

-30C

 

 

X

6S8

Laurel Municipal

-30C

X

 

 

Nebraska

 

 

 

 

 

KCDR

Chadron Muni

-32C

X

 

 

Nevada

 

 

 

 

 

KEKO

Elko Rgnl

-24C

 

X

 

KELY

Ely (Yelland Field)

-31C

X

 

 

KRNO

Reno/Tahoe Intl

-15C

 

X

 

KRTS

Reno/Stead

-15C

 

X

 

New Hampshire

 

 

 

 

 

KBML

Berlin Rgnl

-29C

 

X

 

KCNH

Claremont Muni

-27C

 

X

 

KHIE

Mount Washington Rgnl

-29C

 

X

 

KLEB

Lebanon Muni

-20C

X

X

 

New Mexico

 

 

 

 

 

KAXX

Angel Fire

-31C

X

 

 

New York

 

 

 

 

 

KART

Watertown Intl

-37C

X

 

 

KDKK

Chautauqua County/Dunkirk

-20C

 

X

 

KELM

Elmira/Corning Rgnl

-17C

 

X

 

KGFL

Floyd Bennett Memorial

-18C

X

X

 

KITH

Ithaca Tompkins Rgnl

-19C

 

X

 

KLKP

Lake Placid

-16C

 

X

 

KSLK

Adirondack Rgnl

-29C

 

X

 

4B6

Ticonderoga Muni

-29C

 

X

 

North Carolina

 

 

 

 

 

KRHP

Western Carolina Rgnl

-8C

 

X

 

North Dakota

 

 

 

 

 

KBIS

Bismarck

-35C

X

 

 

KDIK

Dickinson-Theodore Roosevelt Rgnl

-30C

X

 

 

KISN

Sloulin Field Intl

-36C

X

 

 

Ohio

 

 

 

 

 

KBKL

Burke Lakefront

-23C

 

X

 

Oregon

 

 

 

 

 

KLGD

La Grande/Union County

-16C

 

X

 

KMFR

Rogue Valley Intl-Medford

-5C

X

 

 

KPDT

Eastern Oregon Rgnl at Pendleton

-22C

X

 

 

Pennsylvania

 

 

 

 

 

KIPT

Williamsport Rgnl

-14C

 

X

 

KSEG

Penn Valley

-14C

 

X

 

N27

Bradford County

-25C

 

X

 

South Dakota

 

 

 

 

 

KIEN

Pine Ridge

-33C

 

X

 

KMBG

Mobridge Muni

-31C

X

 

 

Tennessee

 

 

 

 

 

KMOR

Moore-Murrell

-22C

 

X

 

0A9

Elizabethton Muni

-12C

 

X

 

6A4

Mountain City/Johnson County

-12C

 

X

 

Utah

 

 

 

 

 

KBCE

Bryce Canyon Airport

-30C

X

 

 

KENV

Wendover

-12C

X

 

 

KLGU

Logan-Cache

-15C

X

 

 

KRIF

Richfield Muni

-29C

X

 

 

KSGU

St George Muni

-17C

X

 

 

KVEL

Vernal Rgnl

-27C

 

X

 

U55

Panguitch Municipal

-28C

X

 

 

Vermont

 

 

 

 

 

KBTV

Burlington Intl

-15C

X

 

 

KDDH

William H. Morse State

-13C

 

X

 

KEFK

Newport State

-30C

X

 

 

KMPV

Edward F. Knapp State

-20C

X

 

 

KMVL

Morrisville-Stowe State

-30C

X

 

 

KRUT

Rutland-Southern Vermont Rgnl

-8C

 

X

 

KVSF

Hartness State (Springfield)

-24C

 

X

 

Virginia

 

 

 

 

 

KROA

Roanoke Rgnl/Woodrum Field

-13C

 

X

 

KVBW

Bridgewater Air Park

-20C

X

 

 

Washington St.

 

 

 

 

 

KEAT

Pangborn Memorial

-7C

X

 

 

KOMK

Omak

-15C

 

X

 

West Virginia

 

 

 

 

 

KEKN

Elkins-Randolph County Jennings Randolph Field

-17C

 

X

 

W99

Grant County

-9C

 

X

 

12V

Ona Airpark

-25C

X

 

 

3I2

Point Pleasant/Mason County

-18C

 

X

 

Wisconsin

 

 

 

 

 

KASX

John F. Kennedy Memorial

-31C

X

 

 

KCMY

Sparta/Fort McCoy

-33C

X

 

 

KLSE

La Crosse Muni

-20C

 

X

 

KOVS

Boscobel

-31C

 

X

 

KRHI

Rhinelander-Oneida County

-31C

X

 

 

KRPD

Rice Lake Rgnl-Carl's Field

-35C

X

 

 

4R5

Major Gilbert Field

-30C

X

 

 

Wyoming

 

 

 

 

 

KAFO

Afton Municipal Airport

-22C

 

X

 

KCOD

Yellowstone Rgnl

-31C

X

 

 

KDWX

Dixon

-38C

 

X

 

KEMM

Kemmerer Muni

-35C

X

 

 

KGEY

South Big Horn County

-33C

X

X

 

KHSG

Hot Springs County

-36C

X

 

 

KJAC

Jackson Hole

-26C

X

X

 

KLAR

Laramie Rgnl

-35C

X

 

 

KSHR

Sheridan County

-24C

X

 

 

KWRL

Worland Muni

-33C

 

 

X

W43

Hulett Muni

-34C

X

 

 

Additional Information: The following military airfields meet the criteria to be identified as a Cold Temperature Restricted Airport using the FAA cold temperature model. USAF, USA, USM, USN and USCG are not required to adhere to the procedures found in this NTAP at these airfields. This information is applicable to FAA authorized operators operating into these airfields.

Identifier

Airport Name

Temperature

Intermediate

Final

Missed Appr

KGTB

Wheeler-Sack AAF

-29C

X

 

 

KRYM

Ray S. Miller AAF

-34C

X

 

 

PAEI

Eielson AFB

-37C

X

 

X

PAFB

Ladd AAF

-33C

X

 

X

PAIM

Indian Mountain LRRS

-44C

X

 

 

PALU

Cape Lisburne LRRS

-34C

X

 

 

PASV

Sparrevohn LRRS

-21C

X

 

 

PATC

Tin City LRRS

-37C

X

 

 

PATL

Tatalina LRRS

-21C

X

 

X

PPIZ

Point Lay LRRS

-41C

X

 

 

See the following examples for identifying and applying altitude corrections.

All Segments Method: All segments corrected from IAF through MA holding altitude.

Hayden/Yampa Valley (KHDN), Colorado. Reported Temperature -30°C: RNAV (GPS) RWY 28

Uncompensated Baro-VNAV System or Manual Method:

Cold Temperature Restricted Airport Temperature Limit: -30°C

Altitude at the Final Approach Fix (FAF) (BEEAR) = 10000 ft.

Airport elevation = 6606 ft.

Difference: 10000 ft. – 6606 ft. = 3394 ft.

Use the AIM 7-2-3 ICAO Cold Temperature Error Table for a height above airport of 3394 ft. and -30°C. Visual interpolation is approximately 600 ft. Actual interpolation is 645 ft. Add 600 ft. to the FAF and all procedure altitudes outside of the FAF up to and including IAF altitude:

Correct altitudes within the final segment altitude based on the minima used. LP MDA = 7080 ft.

Difference: 7080 ft. – 6606 ft. = 474 ft.

AIM 7-2-3 Table: 474 ft. at -30°C is approximately 90ft. Use 90 ft. or round up to 100 ft.

Add corrections to altitudes up to but not including the FAF:

Correct MEKWY/Missed Approach Holding Altitude: MA altitude is same as BEEAR (10000); therefore, the same table calculation in step 5 may be used at MEKWY. Take 600 ft. correction for 10000 ft. and add to MA holding altitude:

Compensated Baro-VNAV System:

Operators using a temperature compensating RNAV system to make altitude corrections will set the current airport temperature (-30°C) and activate the system for the required segment(s). A manual calculation of the cold temperature altitude correction is required for the MDA/DA. Although using the temperature compensating system should provide clearance over step-down fixes on any segment, a correction will be added to all applicable step-down fixes and monitored during descent to ensure aircraft will be “at” or “above” the corrected step-down fix altitude during the approach.

 

All Segments Method: All segments corrected from IAF through MA holding altitude.

 

(KMFR) Rogue Valley Intl-Medford, Oregon. Reported Temperature -5°C: RNAV (RNP) RWY 32.

 

Uncompensated Baro-VNAV System or Manual Method:

 

  1. Cold Temperature Restricted Airport Temperature Limit: -5°C
  2. Altitude at the Final Approach Fix (FAF) (CUNBA) = 2600 ft.
  3. Airport elevation = 1335 ft.
  4. Difference: 2600 ft. – 1335 ft. = 1265 ft.
  5. Use the AIM 7-2-3 ICAO Cold Temperature Error Table for a height above airport of 1265 ft. and -5°C. The approximate calculation is 100 ft. Add the correction to the FAF and all procedure altitudes outside of the FAF up to and including IAF altitude:
    • BAYTS (IAF): 9100 + 100 = 9200, ZUNAS (IAF): 7400 + 100 = 7500, ACLOB (IAF): 7700 + 100 = 7800, SAMIE (IAF): 7300 + 100 = 7400
    • All Stepdown fixes between FILPU and the IAFs (BAYTS, ZUNAS, ACLOB and SAMIE).
      • OMACO (9200), NIGEE (7500), IPAGY (7500), HIDVO (6200)
      • NIGEE (7500), IPAGY (7500), HIDVO (6200)
      • KUSNE (7800), INITY (7700), HIDVO (6200)
      • RURTE (7400), ZIDAX (7400), WONIG (6700), PUNRE (5700)
    • FILPU (IF): 4600 +100 = 4700
    • ERBAW (Stepdown Fix): 3800 + 100 = 3900 ft.
    • CUNBA (PFAF): 2600 + 100 = 2700 ft.
  6. Correct altitudes within the final segment altitude based on the minima used. RNP 0.15 DA = 1609 ft. or RNP 0.30 DA 1661 ft.
  7. Difference: 1609 ft. – 1335 ft. = 274 ft.
  8. AIM 7-2-3 Table: 274 ft. at -5°C is approximately 25 ft. Use 25 ft. or round up to 100 ft. for correction.
    • Add correction to RNP 0.15 DA: 1609 ft. + 25 ft. = 1634 ft.
  9. Correction at CUTTR: Take final holding altitude and subtract field elevation: 9000 – 1335 = 7665 ft. Using table, 5000 ft height above airport and -5°C correction is approximately 230 ft. Round up to 300 ft.
    • Missed Approach Holding Altitude/CUTTR: 9000 + 300 = 9300 ft.

A graphic depicting the RNAV (GPS) chart for Yampa Valley (HDN) RWY 28.

If the airport temperature decreases below -8°C, an uncompensated baro-VNAV system may not be used to fly this RNAV (RNP) approach. Cold temperature correction is still required on all segments for all other non RNAV (RNP) approaches flown at this airport.

Compensated Baro-VNAV System:

Operators using a temperature compensating RNAV system to make altitude corrections will be set to the current airport temperature (-5°C) and activated prior to the passing the IAF. A manual calculation of the cold temperature altitude correction is required for the MDA/DA. At temperatures below -8°C, a compensating baro-VNAV system must be on and active to fly the RNAV (RNP) approach. Manual calculation of a cold temperature compensated MDA or DA, as applicable, is still required. Cold temperature correction is still required on all segments.

Individual Segment(s) method: Intermediate segment required

(KMFR) Rogue Valley Intl-Medford. Reported Temperature -5°C: RNAV (RNP) RWY 32.

Uncompensated Baro-VNAV System or Manual Method:

Cold Temperature Restricted Airport Temperature Limit: -5°C

Altitude at the PFAF (CUNBA) = 2600 ft.

Airport elevation = 1335 ft.

Difference: 2600 ft. – 1335 ft. = 1265 ft.

Use the AIM 7-2-3 ICAO Cold Temperature Error Table for a height above airport of 1265 ft. and -5°C. The approximate calculation is 100 ft. Add the correction to the FAF and all procedure altitudes outside of the FAF up to but not including IF:

If the airport temperature decreases below -8°C, an uncompensated baro-VNAV system may not be used to fly this approach. Cold temperature correction is still required on the intermediate segment for all other non RNAV (RNP) approaches flown at this airport.

Compensated Baro-VNAV System:

Operators using a temperature compensating RNAV system to make altitude corrections will set the current airport temperature (-5°C) and activate the system for the intermediate segment. At temperatures below -8°C, baro-VNAV temperature compensation must be on and active to fly this approach. Manual calculation of a cold temperature compensated MDA or DA, as applicable, is still required. Cold temperature correction is still required on the intermediate segment.

A graphic depicting the RNAV (GPS) chart for Rogue Valley INTL-Medford (MFR) RWY 32.

All Segments Method: All segments corrected from IAF through MA holding altitude.

(KMFR) Rogue Valley Intl-Medford, Oregon. Reported Temperature -5°C ILS or LOC/DME RWY 14.

Uncompensated Baro-VNAV System or Manual Method:

Cold Temperature Restricted Airport Temperature Limit: -5°C

Altitude at the FAF (OSSAJ) = 3800 ft.

Airport elevation = 1335 ft.

Difference: 3800 ft. – 1335 ft. = 2465 ft.

Use the AIM 7-2-3 ICAO Cold Temperature Error Table for a height above airport of 2465 ft. and -5°C. The approximate calculation is 200 ft.

Add the correction to the FAF and all procedure altitudes outside of the FAF up to and including IAF altitudes:

Correct altitudes in the final segment based on the minima used. ILS DA(H): 1503 ft.

Difference: 1503 ft. – 1335 ft. = 168 ft.

AIM 7-2-3 Table: 168 ft. at -5C is 20 ft. Use 20 ft. for correction or round up to 100 ft.

Add correction to DA: 1503 ft. + 20 ft. = 1523 ft.

Correction at final holding altitude (OED VORTAC): Take final holding altitude and subtract field elevation: 6400 ft. – 1335 ft. = 5065 ft. Using table, correction is approximately 400 ft.

Compensated Baro-VNAV System:

Operators using a temperature compensating RNAV system to make altitude corrections will set the current airport temperature (-5°C) and activate the system for the intermediate segment.

A graphic depicting the RNAV (GPS) chart for Rogue Valley INTL-Medford (MFR) RWY 14.

All Segments Method: All segments corrected from IAF through MA holding altitude.

(KAMW) Ames Muni. Reported Temperature -27°C: RNAV (GPS) RWY 1.

Uncompensated Baro-VNAV System or Manual Method:

Cold Temperature Restricted Airport Temperature Limit: -27°C

Altitude at the Final Approach Fix (FAF) (NIYKU) = 3400 ft.

Airport elevation = 956 ft.

Difference: 3400 ft. – 956 ft. = 2444 ft.

Use the AIM 7-2-3 ICAO Cold Temperature Error Table for a height above airport of 2444 ft. and -27° C. The approximate calculation is 400 ft. Add the correction to the FAF and all procedure altitudes outside of the FAF up to and including IAF altitude:

Correct altitudes within the final segment altitude based on the minima used. LNAV/VNAV DA = 1364 ft.

Difference: 1364 ft. – 956 ft. = 408 ft.

AIM 7-2-3 Table: 408 ft. at -27°C is approximately 70 ft. Use 70 ft. or round up to 100 ft. for correction.

Compensated Baro-VNAV System:

Operators using a temperature compensating RNAV system to make altitude corrections will be set to the current airport temperature of -27°C and activated prior to the intermediate segment. At temperatures below -16°C, a compensating baro-VNAV system must be on and active to fly to the LNAV/VNAV line of minima on this approach. Manual calculation of a cold temperature compensated MDA or DA is still required.

A graphic depicting the RNAV (GPS) chart for Ames Muni (AMW) RWY 1.

(Flight Operations Branch, Flight Technologies and Procedures Division, AFS-410, 8/15/19)

D O T Triskelion

U.S. Department of Transportation

Federal Aviation Administration

800 Independence Avenue, SW

Washington, DC 20591

(866) TELL-FAA | (866) 835-5322