Page 7 - March 2016

target altitude. Not doing so put the aircraft only 80 feet above the ice when the altimeter read 150 feet. With very little visual reference, and while searching in the morass for the oil platform, it’s easy to see how whatever buffer remained was consumed.
There are now 284 airports in the United States where temperature correction is required to complete one or more instrument approaches. Each airport is listed showing the segment that is affected, Intermediate (after the IAF/ Intermediate fix and prior to and including the FAF), Final (after FAF to MDA or DH), and/or Missed (all published altitudes), and the aerodrome temperature governing
when temperature correction must be accomplished. For some airports, temperature correction is required for multiple segments to complete the approach safely and legally. When there are multiple segments identified, each one may have its own low-temperature trigger point.
So how does the pilot know whether a particular airport is impacted and to which segment(s) the calculation should be applied? The FAA’s list of affected airports and applicable segments is published in the General NOTAMs section, along with aerodrome temperature that must be reached before temperature corrections apply.
In the case of the Jeppesen charts, the Cold Temperature Correction
Table is included as part of the plate packet, with the note section of each individual approach plate showing the maximum temperature not requiring correction. The government publications show the same information in the AIM 7-2- 3, ICAO Cold Temperature Error Correction Table and as a snowflake symbol on the plate, respectively.
Once it’s determined that temperature correction is required and the applicable segments are identified, the pilot must calculate the proper adjustment. Our CJ3’s Rockwell Collins Proline 21 suite has a special setting that allows the computer to automatically calculate the temperature correction for each affected waypoint, using the
MARCH 2016
TWIN & TURBINE • 5