When required to make this altitude correction, pilots must also inform ATC so that the controller can ensure appropriate vertical separation is applied between known traffic. Be sure to announce where and how much you will be applying the correction factor. These corrections should not be applied while being radar vectored.<\/p>\n
Once the FAA triggers a change through the National Flight Data Digest (NFDD) office, government AeroNav and Jeppesen IAP charts will display a Snow Flake and notes on the chart (Briefing Strip for Jeppesen charts). If the temperature is warmer than the published value, no correction is necessary. Until all of the affected IAPs are updated with the annotation, refer to the current NOTAM<\/a> for accurate guidance.<\/p>\n","protected":false},"excerpt":{"rendered":" Arriving this winter season is a new procedure for pilots who operate in extreme cold temperatures. The emphasis is on ensuring not only that the correct altitude corrections are applied while flying an instrument approach procedure (IAP), but also that ATC is notified of the correction factor.<\/p>\n The NOTAM, which becomes effective on 8 January 2015, stems from a study conducted by the FAA that reviewed IAPs within the 50 states. They took a look at IAPs with runways greater than 2500 feet in length and identified those at risk of compromised Required Obstacle Clearance (ROC) during extreme cold temperatures. Of the 17,613 IAPs analyzed at 3012 airports, 283 airports were identified as needing cold temperature restrictions. The list includes airports from 31 states, now making extreme cold temperature altitude corrections necessary in Sussex, NJ and Deadhorse, AK.<\/p>\n Using the Cold Temperature Correction Chart found in AIM 7-2-3, pilots must make an altitude correction to the published \u201cat\u201d, \u201cat or above\u201d, and \u201cat or below\u201d altitudes on designated segments of the IAPs that are highlighted in the NOTAM when the reported airport temperature is at or below the published airport cold temperature restriction. Pilots should not make an altimeter change to accomplish this altitude correction.<\/p>\n","protected":false},"author":19,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2],"tags":[],"class_list":["post-227","post","type-post","status-publish","format-standard","hentry","category-blog"],"_links":{"self":[{"href":"https:\/\/www.aircrewacademy.com\/blog\/wp-json\/wp\/v2\/posts\/227","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.aircrewacademy.com\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.aircrewacademy.com\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.aircrewacademy.com\/blog\/wp-json\/wp\/v2\/users\/19"}],"replies":[{"embeddable":true,"href":"https:\/\/www.aircrewacademy.com\/blog\/wp-json\/wp\/v2\/comments?post=227"}],"version-history":[{"count":1,"href":"https:\/\/www.aircrewacademy.com\/blog\/wp-json\/wp\/v2\/posts\/227\/revisions"}],"predecessor-version":[{"id":652,"href":"https:\/\/www.aircrewacademy.com\/blog\/wp-json\/wp\/v2\/posts\/227\/revisions\/652"}],"wp:attachment":[{"href":"https:\/\/www.aircrewacademy.com\/blog\/wp-json\/wp\/v2\/media?parent=227"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.aircrewacademy.com\/blog\/wp-json\/wp\/v2\/categories?post=227"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.aircrewacademy.com\/blog\/wp-json\/wp\/v2\/tags?post=227"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}