Pilots are not required to calculate a cold temperature  altitude correction at any airport with a runway length of  2,500 feet or greater that is not included in the airports list  found at the URL above. Pilots operating into an airport  with a runway length less than 2,500 feet, may make a  cold temperature altitude correction in cold temperature  conditions.  Cold Temperature Restricted Airports: These airports are  listed in the FAA Notices To Airmen Publication (NTAP)  found here: https://www.faa.gov/air_traffic/publications/  notices/.  Airports are listed by ICAO code, Airport Name, Temperature  Restriction in Celsius/Fahrenheit and affected Segment.  One temperature may apply to multiple segments.  Italicized airports have two affected segments, each  with a different temperature restrictions. The warmest  temperature will be indicated on Airport IAPs next to a  snowflake symbol,  in the United States Terminal  Procedure Publication. The ICON will be added to the TPPs  incrementally each charting cycle.  There are some RNAV procedures with lower non-precision  LNAV minimums [Figure 4-17] than vertically-guided  LNAV/VNAV minimums. Circling procedures found on  the same approach chart may also have lower minimums  than the vertically-guided LNAV/VNAV procedure. Each  RNAV procedure is evaluated independently and different  approach segments have differing required obstacle  clearance (ROC) values, obstacle evaluation area (OEA)  dimensions and final segment types. Figure 4-18 explains  the differences.  Another important piece of a thorough approach briefing  is the discussion of the airport and runway environment.  A detailed examination of the runway length (this must  include the A/FD section of the CS for the landing distance  available), the intended turnoff taxiway, and the route of  taxi to the parking area, are all important briefing items.  In addition, runway conditions should be discussed. The  effect on the aircraft’s performance must be considered if  the runway is contaminated.  FAA approach charts include a runway sketch on each  approach chart to make important airport information  easily accessible to pilots. In addition, at airports that have  complex runway/taxiway configurations, a separate full- page airport diagram is published.  The airport diagram also includes the latitude/longitude  be done on initial radio contact with the ATC issuing  approach clearance. ATC requires this information in  order to ensure appropriate vertical separation between  known traffic. ATC will not beproviding a cold temperature  correction to Minimum Vectoring Altitudes (MVA). Pilots  must not apply cold temperature compensation to ATC  assigned altitudes or when flying on radar vectors in lieu  of a published missed approach procedure unless cleared  by ATC.  Pilots should query ATC when vectors to an intermediate  segment are lower than the requested intermediate  segment altitude corrected for temperature. Pilots are  encouraged to self-announce corrected altitude when  flying into uncontrolled airfields.  The following are examples of appropriate pilot-to-ATC  communication when applying cold-temperature altitude  corrections:  On initial check-in with ATC providing approach clearance:  Hayden, CO (example below).  Intermediate segment: “Require 10600 ft. for cold  temperature operations until BEEAR”,  Missed Approach segment: “Require final holding altitude,  10600 ft. on missed approach for cold temperature  operations”  Pilots cleared by ATC for an instrument approach  procedure; “Cleared the RNAV RWY 28 approach (from any  IAF)”. Hayden, CO (example below).  Intermediate Segment: “Level 10600 ft for cold temperature  operations inside HIPNA to BEEAR”  Pilots are not required to advise ATC if correcting on the  final segment only. Pilots must use the corrected MDA or  DA/DH 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/DH. Pilots must see and  avoid obstacles when descending below the MDA.  The temperature restriction at a “Cold Temperature  Restricted Airport” is mutually exclusive from the charted  temperature restriction published for “uncompensated  baro-VNAV systems” on 14 CFR Part 97 RNAV (GPS) and  RNAV (RNP) approach charts. The charted temperature  restriction for uncompensated baro-VNAV systems is  applicable to the final segment LNAV/VNAV minima.  The charted temperature restriction must be followed  regardless of the cold temperature restricted airport  temperature.  4-34 Airport/Runway Information  LNAV, LNAV/VNAV and Circling Minimums 