procedures, in the NAS 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 Required Obstacle Clearance (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.  Pilots need to make an altitude correction to the published,  “at”, “at or above” and “at or below” altitudes on designated  segment(s) of IAPs listed at specific airports, on all  published procedures and runways, when the reported  airport temperature is at or below the published airport  cold temperature restriction.  This list may also be found at the bottom of the, “Terminal  Procedures Basic Search” page found at: http://www.faa.  gov/air_traffic/flight_info/aeronav/digital_products/dtpp/  search/  Pilots without temperature compensating aircraft  are responsible to calculate and make a manual cold- temperature altitude correction to the designated  segment(s) of the approach using the AIM 7-2-3, ICAO Cold  Temperature Error Table.  No extrapolation above the 5000 ft column required. Pilots  should use the 5000 feet “height above airport in feet”  column for calculating corrections of greater than 5000  feet above reporting station. Pilots will add correction(s)  from the table to the segment altitude(s) and fly at the  new corrected altitude. PILOTS SHOULD NOT MAKE AN  ALTIMETER CHANGE to accomplish an altitude correction.  Pilots with temperature compensating aircraft must ensure  the system is on and operating for each segment requiring  an altitude correction. Pilots must ensure they are flying  at corrected altitude. If the system is not operating, the  pilot is responsible to calculate and apply a manual cold  weather altitude correction using the AIM 7-2-3 ICAO Cold  Temperature Error Table. Pilots must report cold temperature corrected altitudes  to Air Traffic Control (ATC) whenever applying a cold  temperature correction on an intermediate segment and/  or a published missed approach final altitude. This should  4-33  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  Many systems which apply Baro−VNAV temperature  compensation only correct for cold temperature. In this  case, the high temperature limitation still applies. Also,  temperature compensation may require activation by  maintenance personnel during installation in order to be  functional, even though the system has the feature. Some  systems may have a temperature correction capability,  but correct the Baro−altimeter all the time, rather than  just on the final, which would create conflicts with other  aircraft if the feature were activated. Pilots should be  aware of compensation capabilities of the system prior to  disregarding the temperature limitations. The information  can be seen in the notes section in Figure 4-16.  A minimum and maximum temperature limitation is  published on procedures that authorize Baro−VNAV  operation. These temperatures represent the airport  temperature above or below which Baro−VNAV is not  authorized to LNAV/VNAV minimums unless temperature  compensation can be accomplished. As an example,  the limitation will read, uncompensated Baro−VNAV NA  below −11 °C (12 °F) or above 49 °C (120 °F). [Figure 4-15]  This information will be found in the upper left hand box  of the pilot briefing. When the temperature is above the  high temperature or below the low temperature limit,  Baro−VNAV may be used to provide a stabilized descent  to the LNAV MDA; however, extra caution should be used  in the visual segment to ensure a vertical correction is not  required. If the VGSI is aligned with the published glide  path, and the aircraft instruments indicate on glide path,  an above or below glide path indication on the VGSI may  indicate that temperature error is causing deviations to  the glide path. These deviations should be considered if  the approach is continued below the MDA.  is DME/DME. The necessary DME NAVAID ground  infrastructure may or may not be available at the airport of  intended landing. The procedure designer has a computer  program for determining the usability of DME based on  geometry and coverage. Where FAA flight inspection  successfully determines that the coverage and accuracy of  DME facilities support RNP, and that the DME signal meets  inspection tolerances, although there are none currently  published, the note “DME/DME RNP 0.3 Authorized” would  be charted. Where DME facility availability is a factor, the  note would read, “DME/DME RNP 0.3 Authorized; ABC and  XYZ required,”meaning that ABC and XYZ DME facilities are  required to assure RNP 0.3.  Hot and Cold Temperature Limitations 