When an Airport is a Snowflake | Cold Temperature Airports | Altimeter Errors

Some approaches have a snowflake icon on their plates, indicating the airport is a Cold Temperature Airport. Altimeters are affected by changes in temperature, and very cold temps can cause the altimeter to indicate higher than the aircraft is actually flying, risking getting to close to obstructions. the FAA put in place procedures for correcting minimum altitudes when the temperature drops below limits at certain airports.
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[@Jojos25]

What you give the community for free is amazing, keep up the amazing work!!!

[@FlyingLessons]

The G1000 will also temp comp the minimums. When you are entering the minimums in the FPL windor or under TMR/REF, instead of “BARO” you turn the FMS knob to the right and select “TEMP COMP,” and then you can input the temperature into the field below. Fellow instructor here. Love your content!

[@Petunia31]

Read my mind!

[@davidrivera7069]

@@Petunia31 I scrolled down the comments because I was wondering that having temperature in the G1000, it could adjust the temp automatically. Thanks for the clarification

[@blake.crosby]

A note about flying in Canada. Cold temperature compensation must be done for all approaches at all airports when the field temperature is less than 0C.

[@mvaldman2001]

Actually, barometric corrections are already required AT and below 0C…

[@calebcrawford5954]

I watched this just before watching Flight Chops latest video release and he was doing this exact same thing with Cold Weather Altitude Corrections. Worked out well because I understand it from this video. Thanks so much!!!!!

[@Petunia31]

I'm currently prepping for a 135 gig interview and coming from a 91 cowboy job, your channel has been the MOST helpful thing I have in my corner right now and have found it SO invaluable. (only wish I'd known about you when I was instructing!!)

[@raccoonair]

This is absolutely an excellent clip of a relative skipped subject; very well done sir.

[@daniellamb7828]

A note to you for adjusting your minimums - you can change your bugged DA/MDA by hitting the Timer/Ref soft key and entering it there. This way you don’t have to reload an approach!

[@peterellison2220]

i was thinking the same thing!

[@MarkThomas-yy4dk]

That's what I always do, much faster

[@BANDAIist]

To change the minimum altitude only you can also press that Tmr/Ref soft key at the bottom, there is a timer for your timed approach and your approach minimum is also there. My 2 cents.

[@intrepidfox37]

My CFI recently taught me this! Way faster than going back through the menu and focusing on the MFD when you're trying to navigate & communicate with ATC. It's good to know both ways, though. And that button is a good reminder to set your timer when flying the non precision approaches.

[@Shaneepe1]

I was just about to write a comment saying the same looks like you beat me to it!

[@patrickjc5146]

Thank you for this easy to understand instructions! Just a question, do you apply these procedure before TOD or is this a constant change during the approach? Thanks!

[@Nikker468]

Thank you for your videos,they are really helpful.
Just a small correction at 5:15. Altitute correction is increasing with diffrence between target altitude and aerodrome elevation, as shown in that table but looks like you forgot to use different column for ODIRE. I figure corrected altitude at ODIRE should be 9900 at least.

[@flightinsight9111]

Understood on all points. Have a look at he correction procedures in the AIM, as it has us use the FAF altitude correction and apply to all altitudes on the segment

[@jimallen8186]

updating that MDA, rather than reloading the approach, use TMR/REF on PFD.

[@idratherfly2000]

Does the opposite affect the altimeter as well, such as hotter temps?

[@prempongpisitwuttinun6088]

According to the time min 5:16, Is it possible to use 7300' minus 3206'(elevation) at CALIP , then bring the result to find the correction from the table, which will be around 390-400’ to be added to CALIP crossing altitude for the altitude we should cross.

[@virginsim8024]

Do you temperature-correct the path angle, also?

[@kelvinTran55]

Is it needed to temp correction for ILS ? THANKS

[@johnfitzpatrick2469]

G,day from Sydney Australia.
Flying a precision approach: making altimeter adjustment for false measurement due to less dense air.
* Where is the column chart found?
🌏🇦🇺

[@Grumpy412]

Man! I skipped this in my flight school. Now got it right after x number of hours 😐🤫

[@jltassociates520]

what simulator are you using?

[@IlPinnacolo]

If you get the altimeter setting from the destination airport wouldn't these corrections be largely moot? I.e. if the altimeter for a cold airport is 29.92 and the lapse rate above it is standard is the error simply a matter of the mechanics of the altimeter becoming more sensitive as it gets colder? That would make sense as the aneroid has to have a non linear rate of expansion with regard to temp and pressure. I would imagine at cold temps the aneroid has less volume therefore the tension of the aneroid itself would be less of a factor in the rate it expands as a result of pressure.
This leads to the question of whether or not standard corrections make sense if the aneroid can be constructed in a number of ways that would necessitate different correction curves.
The next question is why aren't altimeter aneroids/cases heated to maintain a constant temperature?

[@OptimusSubPr1me]

Is this only applicable for -12 degrees or is that when you start applying the corrections? So for instance if its -11 you fly the approach as published, but if it's -15 you apply whatever correction per the table?

[@flightinsight9111]

correct. Anything -12 and below gets a correction