Altimeter Temperature Error Correction

Author Name
Milad Mohammadi
 Dear Reader

I would like to clarify that the documents I recently published are solely my personal thoughts and
explorations. They do not hold any of cial status or represent any of cial position or endorsement
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I embarked upon this endeavor with the intention to delve into a speci c subject matter or express
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While I have taken utmost care to back my thoughts and explorations with relevant research and
evidence, it is crucial to emphasize that they should be seen as a personal endeavor rather than
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I appreciate your understanding in recognizing the unof cial nature of these documents. If there
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Thank you for your attention.

Sincerely,

Milad Mohammadi

Altimeter Temperature Error Correction Milad Mohammadi 2

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 De nition

The purpose of Altimeter Temperature Error Correction is to compensate for errors in altimeters
that are caused by deviations from International Standard Atmosphere (ISA) conditions. Current
generation ight management system (FMS) units that support Vertical Navigation and global
navigation system approaches also include temperature compensation. Pilots need to con rm
whether their aircraft includes temperature corrections and when they are required. When in
doubt, pilots should apply corrections for low temperature.

Using an incorrect barometric reference setting during approach can cause the aircraft to y lower
than the intended path, especially if the vertical guidance and trajectory deviations use the
barometric reference. This can lead to a risk of controlled ight into terrain, especially in poor
visibility conditions or at night.

Temperature affects the accuracy of altimeters, causing them to display lower altitudes than
actual. This error is usually insigni cant, but it becomes more signi cant as temperature
decreases below 0°C and as altitude increases above the airport's elevation. Tables and
computerized systems can be used to automatically compensate for temperature errors, but if
corrections are made manually, pilots need to inform air traf c control (ATC). ATC might be
providing corrected altitudes, or the correction could potentially lead to con icts with aircraft that
are not correcting for temperature.

Pressure altimeters are calibrated to ISA conditions, and any deviation from ISA will result in an
error that is proportional to the ISA deviation and the height of the aircraft above the pressure
reference datum. ICAO PANS OPS guidance states that minimum safe altitudes/heights should be
adjusted when the ambient temperature on the surface is much lower than the standard
atmosphere. An approximate correction is a 4% increase in height for every 10°C below standard
temperature as measured at the altimeter setting source.

Corrections for temperature should be applied when the aerodrome temperature is 0°C or colder,
to all published minimum IFR altitudes and low altitude approach procedure altitudes in
mountainous regions. For MDAs/DAs of 1000 ft HAA or higher, corrections should be applied
when the temperature is 10°C or colder. Pilots have the responsibility for obstacle clearance,
except when being vectored by ATC. If pilots intend to apply corrections to FAF crossing altitude,
procedure turn, or missed approach altitude, they must notify ATC of their intention and the
correction to be applied. Pilots can refuse IFR assigned altitudes if the temperature error would
reduce obstacle clearance below acceptable minima, but once an assigned altitude is accepted, it
cannot be adjusted to compensate for temperature error.

States should publish information about temperature corrections in their Aeronautical Information
Publication (AIP). If no corrections have been applied, it should be assumed that no corrections
are in place. When establishing airspace structures, ATS authorities need to consider annual and
seasonal temperature variations to determine minimum ight altitudes. The choice between
annual, seasonal, daily, or tactical adjustments depends on factors such as temperature range
and operational requirements. Speci c procedures should be established for temperatures lower
than those covered by the selected range.

There is currently no common procedure in Europe for adjustments to Minimum Sector Altitudes
(MSAs). Some operators advise adding 1000 ft to the MSA when the temperature is -30°C or
colder. Minimum Vectoring Altitudes (MVAs) should be corrected for temperature based on
seasonal or annual minimum temperature records.

A barometric altimeter measures atmospheric pressure and indicates the distance above a
pressure reference datum. The temperature effect on altimetry is caused by the changes in air
density and pressure with temperature changes. If the atmosphere is colder than the calibration

Altimeter Temperature Error Correction Milad Mohammadi 3

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 temperature of the altimeter, it will register a greater height than the actual height ascended, and
vice versa for warmer temperatures. The higher the altitude, the larger the correction value
needed.

ICAO provisions and procedures emphasize the need to correct for temperature to ensure safe
clearance above terrain and obstacles. The responsibility for obstacle clearance lies with the pilot-
in-command, and ATC is required to provide minimum altitudes corrected for temperature effects..

According to ICAO PANS OPS (Doc 8168) "The calculated minimum safe altitudes/heights must
be adjusted when the ambient temperature on the surface is much lower than that predicted by
the standard atmosphere. In such conditions, an approximate correction is 4 per cent height
increase for every 10°C below standard temperature as measured at the altimeter setting source.
This is safe for all altimeter setting source altitudes for temperatures above –15°C. For colder
temperatures, a more accurate correction should be obtained according to the guidance provided
in section 4.3 "Temperature corrections".

When temperature is LESS than ISA an aircraft will be LOWER than the altimeter reading.

For example, if the OAT is - 40 °C then for a 2000 ft indicated altitude the true altitude is 1520 ft
thus resulting in a lower than anticipated terrain separation and a potential obstacle-clearance
hazard.

Effect of Outside Air Temperature (OAT) on True Altitude - source: Airbus Approach & Landing
Brie ng Note (see further reading section)When To Apply Corrections
As a general rule, when the aerodrome temperature is 0°C or colder, the temperature error
correction must be added to all published minimum IFR altitudes:

• DH/DA or MDH/MDA and step-down xes inside the nal approach x (FAF).
• All low altitude approach procedure altitudes in mountainous regions (terrain of 3000
ft AMSL or higher)
If the MDAs/DAs are 1000 ft Height Above Air eld (HAA) or higher then corrections should be
applied when the temperature is 10°C or colder.

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 According to ICAO PANS OPS Chapter 4 "Altimeter Corrections", the pilot-in-command is
responsible for the safety of the operation and the safety of the aeroplane and of all persons on
board during ight time (Annex 6, 4.5.1). This includes responsibility for obstacle clearance,
except when an IFR ight is being vectored by radar.

When pilots intend to apply corrections to the FAF crossing altitude, procedure turn or missed
approach altitude, they must advise ATC of their intention and the correction to be applied.

Pilots may refuse IFR assigned altitudes if altitmeter temperature error will reduce obstacle
clearance below acceptable minima. However, once an assigned altitude has been accepted, it
must not subsequently be adjusted to compensate for temperature error.

Publication of Cold Temperature Corrections

In accordance with Annex 15, Appendix 1 (Contents of Aeronautical Information Publication),

States should publish in Section GEN 3.3.5, “The criteria used to determine minimum ight
altitudes”. If nothing is published, it should be assumed that no corrections have been applied by
the State.

Considering that, in ECAC airspace, most of the States are experiencing temperatures that
require correction for minimum ight altitudes, it is recommended that such information is not
omitted, and in case of no cold temperature correction applied, a clear statement to that effect is
made in AIP GEN 3.3.5.

Determination of Temperature Corrections

When designing the structure of airspace where air traf c control is provided, an ATS authority will
have to consider annual and seasonal variation of temperature when establishing the minimum
ight altitudes.

The analysis of recorded meteorological data will be the basis for considering how the effect of
cold temperatures should be mitigated in operations. Such an activity will indicate the magnitude
of the correction required to operate within a given temperature range.

According to the airspace requirements and the surrounding environment, an airspace designer
may consider a lower temperature as a reference for establishing the minimum ight altitudes.

The combination of concept of operations, airspace requirements and temperature range will
indicate which of the following approaches would be appropriate for a given environment:

•
Annual - In areas where the temperatures recorded are not too low, and the seasonal
variation is minor, it would be possible to calculate the cold temperature correction in
accordance with historical meteorological data and publish the resulting minimum levels
accordingly in the AIP. All minimum altitudes should then include the cold temperature
correction which would be known to pilots.
It could be that some isolated higher obstacles will be subject to special arrangements (providing
a protection around the obstacle rather than raising overall the minimum ight altitudes).

This approach has the bene t of having one set of values for minimum vectoring
altitudes[1] applicable for the entire year.

• Seasonal - The low temperatures are normally recorded within a de ned period of the year.
When the low temperatures experienced are signi cantly low during this season, the buffer
necessary to accommodate an annual application of cold temperature correction may lead
to a less ef cient use of the airspace. In such cases the appropriate ATS authorities may
consider a dual set of minimum ight altitudes: one applicable during “warm season” and
one during the “cold season”. The activation of one or the other set of values can be
indicated in the State’s AIP such as: “from 1 December to 31 March the cold temperature
values for minimum ight altitudes are applied”.

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 The set of values for minimum vectoring altitudes a controller must use in cases documented in
ICAO Doc 4444, PANS-ATM, § 8.6.5.2 [2] would be provided/activated accordingly.

• Daily - The cold temperature corrections can also be updated on a daily basis using the
coldest temperature forecast for the day as the baseline. The supervisor will use the table/
methodology as provided by the appropriate ATS authority to ascertain the set of minimum
vectoring altitudes a controller will use that day.
◦
The State will publish in AIPs that correction for low temperature effect are applied,
when necessary, by ATC.
• Tactical - When full integration of the methodology for cold temperature correction in the
ATS system is performed, the controller will be provided with the appropriate information on
the CWP.
◦
The State will publish in AIP that correction for low temperature effect are applied,
when necessary, by ATC.
A common aspect for the rst two solutions is that they will not cover temperatures lower than
those in the selected range. Therefore, they should be supplemented with speci c procedures for
temperatures lower than those in the selected range.

Minimum Sector Altitude

Currently, there is not a European-wide common procedure to deal with adjustments to Minimum
Sector Altitudes (MSAs). Some regulators do not specify adjustments to MSAs and consequently
ATC providers do not apply a temperature correction to published MSAs for cold temperatures. It
is the ight crew reponsibility according to the provisions of ICAO PANS OPS referred above.

Some operators advise ight crews to add 1000 ft to the MSA when the temperature is - 30 °C or
colder. (RAF FIH)

Minimum Vectoring Altitude

MVAs are established for use by the Air Traf c Controller (ATCO) when Air Traf c Control (ATC)
provide a surveillance service (usually radar). Each MVA chart contains sectors large enough to
accommodate the vectoring of aircraft within the sector at the MVA. The minimum vectoring
altitude in each sector provides 1000 ft above the highest obstruction in non-mountainous areas
and 2000 ft above the highest obstacle in designated mountainous areas.

According to ICAO PANS OPS, minimum vectoring altitudes shall be corrected for temperature.
The temperature correction shall be based on seasonal or annual minimum temperature records.
In turn, ATC authorities are required, as per ICAO PANS ATM, 8.6.5.2, Note 2, “to provide the
controller with minimum altitudes corrected for temperature effect”.The altitude of an aircraft is
determined based on the measurement of atmospheric pressure: the greater the altitude - the
lower the pressure. When a barometer is supplied with a nonlinear calibration so as to indicate
altitude, the instrument is called a pressure altimeter or barometric altimeter. An aneroid
barometer measures the atmospheric pressure from a static port outside the aircraft. Air pressure
decreases with an increase of altitude—approximately 100 hPa per 800 meters or one inch of
mercury per 1000 feet near sea level. The aneroid altimeter is calibrated to show the pressure
directly as an altitude above mean sea level, in accordance with a mathematical model de ned by
the International Standard Atmosphere (ISA). A barometric altimeter is a device that uses the
static pressure to indicate the vertical distance from the pressure reference datum. Depending on
the pressure reference datum used: 1013.2 hPa, QNH or QFE, a barometric altimeter will indicate
Flight Level, Altitude or Height, accordingly. Note: Modern aircraft use pressure sensors and
computerised algorithms to indicate altitude on electronic ight deck displays. The temperature
effect on the measurement made by a barometric altimeter can be explained as follows. When the
atmosphere is below the temperature for which the altimeter has been calibrated, the molecules of
the air lose energy and gravity is able to pull them closer to the earth. Consequently, the density
and pressure of the air decrease more rapidly with height. When the atmosphere is warmed to a
temperature above that for which the altimeter has been calibrated, the air molecules gain energy

Altimeter Temperature Error Correction Milad Mohammadi 6

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 and can counter the force of gravity and the change in density and pressure with height is less. If
the altimeter is used under the two conditions it will experience for the same true height change a
greater pressure change under the cold conditions than it will under the hot conditions. Since it
converts pressure change into height change, the altimeter will register a greater height under the
cold conditions than it will under the hot conditions even though the actual height ascended is the
same. Consequently, the higher the altitude to be corrected, the larger the value for the
correction. For an accurate assessment of any temperature correction required, the difference
from ISA temperature over the whole range of altitudes from the altimeter setting source to the
true altitude of the altimeter would be needed. The corrections calculated on the temperature of
the aerodrome (known as the altimeter setting source) are over-compensating the effect on
altimetry, in the sense that the value for the correction is larger than the minimum needed to
ensure compliance with the minimum obstacle clearance criteria Pressure altimeters are
calibrated to International Standard Atmosphere (ISA) conditions. Any deviation from ISA will
result in an error proportional to the ISA deviation and to the height of the aircraft above the
pressure reference datum. The effect of the temperatures lower than ISA is addressed by ICAO
provisions, speci c requirements being articulated for the ATS authorities, aircraft operators, ight
crew and ATC to ensure that the required safe clearance above terrain and obstacles exists at all
times. It must be emphasized that all corrections are necessary to ensure that the minimum
obstacle clearance is not compromised. The requirement to apply temperature correction to
minimum altitudes is expressed in different places and in various forms in the Procedures for Air
Navigation Services – Aircraft Operations (PANS-OPS, Doc 8168), Volume 1 – Flight Procedures,
Part I, Section 4, Chapter 1: a) In the context of vertical path control on non-precision approach
procedures, § 1.7.5 states that “In all cases, regardless of the ight technique used [author's note:
continuous descent nal approach, constant angle descent or stepdown descent], a temperature
correction shall be applied to all minimum altitudes to control the vertical path of an aircraft on a
non-precision approach procedure”. b) The criteria for approach operations using of Baro-VNAV
equipment must take into account the temperature constraints for the design of the obstacle
clearance throughout approach and landing phase down to DA/H (§ 1.8.2). c) Although not directly
expressed as a requirement, the temperature correction to minimum altitudes is addressed by
having to consider the pressure altimeter error in the design of DA/H for precision approaches
(Figure I-4-1-2). 4.1.1 Pilot’s responsibility. The pilot-in-command is responsible for the safety of
the operation and the safety of the aeroplane and of all persons on board during ight time (Annex
6, 4.5.1). This includes responsibility for obstacle clearance, except when an IFR ight is being
vectored.

4.1.3 State’s responsibility. PANS-AIM, Appendix 2 (Contents of Aeronautical Information

Publication), indicates that States should publish in Section GEN 3.3.5, “The criteria used to
determine minimum ight altitudes”. If nothing is published, it should be assumed that no
corrections have been applied by the State.

4.1.4 Air traf c control (ATC). If an aircraft is cleared by ATC to an altitude which the pilot-in-
command nds unacceptable due to low temperature, then the pilot-in-command should request a
higher altitude. If such a request is not received, ATC will consider that the clearance has been
accepted and will be complied with. See Annex 2 and the PANS-ATM (Doc 4444), Chapter 6.

4.3.1 Requirement for temperature correction. The calculated minimum safe altitudes/heights
must be adjusted when the ambient temperature on the surface is much lower than that predicted
by the standard atmosphere. In such conditions, an approximate correction is 4 per cent height
increase for every 10°C below standard temperature as measured at the altimeter setting source.
This is safe for all altimeter setting source altitudes for temperatures above –15°C.

4.3.2 Tabulated corrections. For colder temperatures, a more accurate correction should be
obtained from Tables III-1-4-1 a) and III-1-4-1 b). These tables are calculated for a sea level
aerodrome. They are therefore conservative when applied at higher aerodromes. To calculate the
corrections for speci c aerodromes or altimeter setting sources above sea level, or for values not
tabulated, see 4.3.3, “Corrections for speci c conditions”.

Note 1.— The corrections have been rounded up to the next 5 m or 10 ft increment.

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Note 2.— Temperature values from the reporting station (normally the aerodrome) nearest to the
position of the aircraft should be used.

4.3.3 Corrections for speci c conditions. Tables III-1-4-1 a) and III-1-4-1 b) were calculated
assuming a linear variation of temperature with height. They were based on the following
equation, which may be used with the appropriate value of t0, H, L0 and Hss to calculate
temperature corrections for speci c conditions. This equation produces results that are within 5
per cent of the accurate correction for altimeter setting sources up to 3 000 m (10 000 ft) and with
minimum heights up to 1 500 m (5 000 ft) above that source.

Correction=Hx(15−t0)
273+t0−0.5XL0X(H+H0)
where:
H = minimum height above the altimeter setting source (setting source is normally the aerodrome
unless otherwise speci ed)
t0 = taerodrome + L0 × haerodrome . . . aerodrome (or speci ed temperature reporting point)
temperature adjusted to sea level
L0 = 0.0065°C per m or 0.00198°C per ft
H0 = altimeter setting source elevation
taerodrome = aerodrome (or speci ed temperature reporting point) temperature
haerodrome = aerodrome (or speci ed temperature reporting point) elevation

Source: ICAO Doc 8168 - Aircraft Operations - Vol III, Part II, Ch. 4Note the numbers you get from
this formula will not agree with the tables shown above or those in the Airman's Information
Manual, which simply repeats the ICAO table. The formula is more accurate, the tables are based
on a sea level airport. Using the table gives you a conservative result.Is this correction required

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 when ying QFE? Yes. Note that the PANS OPS extract above doesn't mention QNH or QFE, it is
implied because they are dealing with heights. Logically you are worried about heights above the
terrain, which concerns QNH and QFE in cold temperatures.

ICAO Recommended Correction Methods

As mentioned in previous paragraphs, the calculated minimum ight altitudes/heights must be

adjusted when the ambient temperature on the surface is much lower than that predicted by the
standard atmosphere. In accordance with ICAO Doc 8168, PANS-OPS, it is considered
appropriate for practical operational use to apply a temperature correction when the value of the
correction exceeds 201 per cent of the associated minimum obstacle clearance (MOC). The 20
per cent value represents 200 to 400 feet (depending on the required MOC) that can be used in
operations to accommodate small deviations from the range of temperatures for which the
corrections where calculated. ICAO Doc 8168, PANS–OPS, Volume I, provides a number of
methods that can be used in speci c conditions: i. 4% height increase for every 10°C below
standard temperature as measured at the altimeter setting source. This is safe for all altimeter
setting source altitudes for temperatures above –15°C; ii. when the temperature measured at the
altimeter setting source is lower than – 15°C, the required correction should be obtained from
applying the formula below. The formula produces results that are within 5% of the accurate
correction for altimeter setting sources up to 10 000 ft and with minimum heights up to 5 000 ft
above that source. The above equations assume a constant off-standard temperature lapse rate.
The actual lapse rate may vary considerably from the assumed standard, depending on latitude,
time of the year and the real time local weather system. However, the corrections derived from the
linear approximation (method ii above) can be taken as a satisfactory estimate for general
application at levels up to 13 000 ft. The correction from the accurate calculation is valid up to 36
000 ft. Where required for take-off performance calculations or wherever accurate corrections are
required for non-standard (as opposed to off-standard) atmospheres, appropriate methods are
given in Engineering Sciences Data Unit (ESDU) Item 78012, Height relationships for non-
standard atmospheres. This allows for non-standard temperature lapse rates and lapse rates
de ned in terms of either geo-potential height or pressure height. Although PANS-OPS provides a
very accurate formula for corrections that can be applied outside the range given by the
assumptions for method ii, considering that the value resulting from the application of the formula
would be rounded up to a value that can be used operationally, it is considered suf cient to apply
method ii for the calculation of corrections to minimum vectoring altitudes2 (minimum vectoring
altitudes or surveillance minimum altitudes) provided to ATS. To facilitate the use of method ii
above by the ATS, an electronic table is made available, the use of which is described in Annex A.

2.2.2 Responsibilities for the application of Cold Temperature Correction

The responsibilities for the application of corrections for cold temperature effect are strongly
interlinked with the responsibilities for terrain/obstacle clearance. The objectives of the air traf c
control service as prescribed in ICAO Annex 11 do not include prevention of collision with terrain;
however, when providing an ATS surveillance service to an IFR ight, in cases documented in
PANS-ATM 8.6.5.23, the controller shall issue clearances such that the prescribed obstacle
clearance will exist at all times. Since the altimetry correction for the cold temperature effect is
necessary to ensure the required clearance above terrain and obstacles, the responsibility for
such correction goes together with the responsibility for terrain/obstacle clearance.

2.2.2.1 ATS authorities

ICAO Annex 11, paragraph 2.22 stipulates that: “Minimum ight altitudes shall be determined and
promulgated by each Contracting State for each ATS route and control area over its territory. The
minimum ight altitudes determined shall provide a minimum clearance above the controlling
obstacle located within the areas concerned”. In addition, the ATS authority4 is responsible for
determining the minimum ight altitudes corrected for temperature effect. In practice, the ATS
authority (for EU context see footnote 4) will provide either the values or the methodology to be
used by the ATS provider to determine the above mentioned values. The ATS provider must put in
place speci c arrangements to ensure that the determined values are available to the controller.

Altimeter Temperature Error Correction Milad Mohammadi 9

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 2.2.2.2 Operator/Flight Crew The ight crew is responsible for any necessary cold temperature
corrections to all published minimum altitudes/heights including the altitudes/heights for the initial
and intermediate segment(s); the DA/H; and subsequent missed approach altitudes/heights,
except for APV/BARO-VNAV approach procedures. In accordance with ICAO Doc 8168, PANS-
OPS, Volume I, Part II, Section 4, Chapter 1, 1.4.1, the nal approach path vertical path angle
(VPA) is safeguarded against the effects of low temperature by the design of the procedure.
Furthermore, for IFR ights outside controlled airspace, including ights operating below the lower
limit of controlled airspace, the determination of the lowest usable ight level is the responsibility
of the pilot-in-command. Current or forecast QNH and temperature values should be taken into
account (ICAO 8168, PANS-OPS, Part III, Section 1, Chapter 4).

In this context it should be noted that Part III, Section 1, Chapter 4 deals with altimeter corrections
for pressure, temperature and, where appropriate, wind and terrain effects. The pilot is responsible
for these corrections, except for the temperature correction when being vectored by ATC or issued
a direct routing as documented in ICAO Doc 4444, PANS-ATM, § 8.6.5.2 (see footnote 3).

The ATC rules and procedures described in this document do not suggest relieving pilots of their
responsibility to ensure that any clearances issued by air traf c control units are safe in respect of
terrain clearance.

2.2.2.3 Air Traf c Controller In cases documented in ICAO Doc 4444, § 8.6.5.2 (see footnote 3) a
controller must issue level clearances at or above the minimum vectoring altitudes (see footnote
2) corrected for cold temperature effect. The minimum vectoring altitudes and correction method
will be determined by the ATS Authority. In case the ATS Authority provides only the methodology
to determine the corrected values, the ATS provider must put in place a speci c arrangement so
as to ensure that the determined values will be provided to the controller. 3. Application of Cold
Temperature Corrections

3.1 ATS Authority

In accordance with Annex 15, Appendix 1 (Contents of Aeronautical Information Publication),

States should publish in Section GEN 3.3.5, “The criteria used to determine minimum ight
altitudes”. If nothing is published, it should be assumed that no corrections have been applied by
the State5. Considering that, in ECAC airspace, most of the States are experiencing temperatures
that require correction for minimum ight altitudes, it is recommended that such information is not
omitted, and in case of no cold temperature correction applied, a clear statement to that effect is
made in AIP GEN 3.3.5.

3.1.1 Determination of minimum ight altitudes

In accordance with ICAO Annex 11, 2.22, “Minimum ight altitudes shall be determined and
promulgated by each Contracting State for each ATS route and control area over its territory. The
minimum ight altitudes determined shall provide a minimum clearance above the controlling
obstacle located within the areas concerned.” These minimum ight altitudes can be of different
types such as Area Minimum Altitude (AMA), Minimum Obstacle Clearance Altitude (MOCA), and
Minimum Sector Altitude (MSA). In addition, Terminal Arrival Altitudes should be established for
any RNAV procedures. Furthermore, in accordance with ICAO Annex 15 – Aeronautical
Information Services, the criteria used in the determination of minimum ight altitudes shall be
published in the AIP, GEN 3.3.5. So shall e.g. a minimum obstacle clearance altitude (MOCA) be
determined and published for each segment of the route. In mountainous areas, the MOC shall be
increased and identi ed by the State and promulgated in the AIP

3.1.2 Determination of Temperature Corrections

When designing the structure of airspace where air traf c control is provided, an ATS authority will
have to consider annual and seasonal variation of temperature when establishing the minimum
ight altitudes.

Altimeter Temperature Error Correction Milad Mohammadi 10

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 The analysis of recorded meteorological data will be the basis for considering how the effect of
cold temperatures should be mitigated in operations. Such an activity will indicate the magnitude
of the correction required to operate within a given temperature range.

According to the airspace requirements and the surrounding environment, an airspace designer
may consider a lower temperature as a reference for establishing the minimum ight altitudes.

The combination of concept of operations, airspace requirements and temperature range will
indicate which of the following approaches would be appropriate for a given environment:. Annual
In areas where the temperatures recorded are not too low, and the seasonal variation is minor, it
would be possible to calculate the cold temperature correction in accordance with historical
meteorological data and publish the resulting minimum levels accordingly in the AIP. All minimum
altitudes should then include the cold temperature correction which would be known to pilots. It
could be that some isolated higher obstacles will be subject to special arrangements (providing a
protection around the obstacle rather than raising overall the minimum ight altitudes). This
approach has the bene t of having one set of values for minimum vectoring altitudes (see footnote
2) applicable for the entire year.

ii. Seasonal The low temperatures are normally recorded within a de ned period of the year.
When the low temperatures experienced are signi cantly low during this season, the buffer
necessary to accommodate an annual application of cold temperature correction may lead to a
less ef cient use of the airspace. In such cases the appropriate ATS authorities may consider a
dual set of minimum ight altitudes: one applicable during “warm season” and one during the “cold
season”. The activation of one or the other set of values can be indicated in the State's AIP such
as: “from 1 December to 31 March the cold temperature values for minimum ight altitudes are
applied”. The set of values for minimum vectoring altitudes (see footnote 2) a controller must use
in cases documented in ICAO Doc 4444, PANS-ATM, § 8.6.5.2 (see footnote 3) would be
provided/activated accordingly.

iii. Daily The cold temperature corrections can also be updated on a daily basis using the coldest
temperature forecast for the day as the baseline. The supervisor will use the table/methodology
as provided by the appropriate ATS authority to ascertain the set of minimum vectoring altitudes
(see footnote 2) a controller will use that day. The State will publish in AIP that correction for low
temperature effect are applied, when necessary, by ATC.

iv. Tactical When full integration of the methodology for cold temperature correction in the ATS
system is performed, the controller will be provided with the appropriate information on the CWP.
The State will publish in AIP that correction for low temperature effect are applied, when
necessary, by ATC.

A common aspect for the rst two solutions is that they will not cover temperatures lower than
those in the selected range. Therefore, they should be supplemented with speci c procedures for
temperatures lower than those in the selected range.

3.1.3 Publication of Temperature Corrections in AIPs

For controlled airspace, the State has to publish in Section GEN 3.3.5, “The criteria used to
determine minimum ight altitudes”. This could include information about method(s) used for the
correction of low temperature effect and how it is published (e.g. “published MSA/MVA contain a
temperature correction down to -xx degrees C”, or “correction for low temperature effect is always
taken into account in ATC clearances in cases documented in ICAO Doc 4444, PANS-ATM, §
8.6.5.2”). If nothing is published in GEN 3.3.5, it should be assumed that temperature correction
is not applied (ICAO Annex 15). In such cases, the pilot-in-command is not relieved of his/her
responsibility to ensure that adequate terrain clearance exists.

3.2 Air Traf c Controller

In cases documented in ICAO Doc 4444, PANS-ATM, § 8.6.5.2, “the controller shall issue
clearances such that the prescribed obstacle clearance will exist at all times. When necessary, the

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 relevant minimum vectoring altitude shall include a correction for low temperature effect.”
However, the individual air traf c controller should not be the entity deciding how and when to
apply temperature correction. The controller should be provided with the following, as determined
by ATS Authority: • corrected values of the minimum vectoring altitudes (see footnote 2) to be
applied • indication and/or instruction when corrected altitudes are to be applied.6

Note. - When a pilot-in-command is unable to comply with level clearance issued by the controller,
the pilot must inform the controller and ask for a revised clearance. It is recommended not to
oblige a controller to transmit via voice communication the information about low temperature
correction application, as integral part of level clearances or instructions. Such information should
rather be properly published in State's AIP and indicated on the charts concerned. When the
correction to the minimum vectoring altitudes (see footnote 2) is intended to cover a range of cold
temperatures, it is very likely that the correction applied by ATS is greater than that required or the
correction calculated by the ight crew (also considering that the pilot could use the exact
temperature deviation from ISA when available on board). This over correction occurs whenever
the actual temperature is higher than the lowest temperature within the cold temperature range
applied. The amount of over correction increases proportionately as the actual temperature rises
above the coldest temperature within the cold temperature range and is ampli ed as the height of
the column of air under consideration increases. This phenomenon has the potential, in some
circumstances, of generating unstable approaches when aircraft are vectored to intercept the
published glide path in a manner that provides pilots with insuf cient time to adjust from the ATS
temperature corrected minimum vectoring altitude (see footnote 2) to the pilot determined
temperature corrected procedure altitude. As ATS is required to complete a safety risk
assessment on how a chosen temperature correction method interacts with published instrument
procedure altitudes, as described in paragraph 3.1.2, the following should be considered when
vectoring an aircraft to establish an instrument approach on nal approach regardless of the type
of instrument approach the pilot wishes to y: a) If the temperature corrected minimum vectoring
altitude is equal to or lower than the published instrument procedure altitude at the Final Approach
Fix (FAF), over correction will not occur; b) If the temperature corrected minimum vectoring
altitude is higher than the published instrument approach procedure altitude at the FAF, over
correction will occur. In order to accommodate this over correction ATC must vector the aircraft to
establish it on the instrument approach procedure with suf cient distance for the pilot to adjust for
the over correction prior to crossing the FAF. Once established on the instrument approach
procedure, and provided a clearance for approach was issued by the controller, the pilot can
initiate the appropriate adjustment for over correction. If terrain or other factors prevent vectoring
of aircraft in this manner, ATC should consider one or more of the following: 1) select a more
tactical temperature correction method; 2) review and if possible, amend the minimum vectoring
altitudes in the vicinity of the nal approach; 3) review and if possible, relocate the FAF to position
more distant from the threshold which in turn facilitates a higher instrument procedure altitude at
the FAF; and 4) vector aircraft to commence the instrument approach procedure at the Initial
Approach Fix, or if appropriate, the Intermediate Approach Fix, as the procedure altitude at these
xes will be higher than that at the FAF.

3.3 Operator

In accordance with ICAO Annex 6 Part I, 4.2.7.1, an operator shall be permitted to establish
minimum ight altitudes for those routes own for which minimum ight altitudes have been
established by the State own over or the responsible State, provided that they shall not be less
than those established by that State. Furthermore, in paragraph 4.2.7.2 of the same document
above it is speci ed that: “An operator shall specify the method by which it is intended to
determine minimum ight altitudes for operations conducted over routes for which minimum ight
altitudes have not been established by the State own over or the responsible State, and shall
include this method in the operations manual. The minimum ight altitudes determined in
accordance with the above method shall not be lower than speci ed in Annex 2.”

3.4 Flight Crew

Temperature values on which to decide the magnitude of the correction needed are those at the
altimeter setting source (normally the aerodrome). En-route, the setting source nearest to the

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position of the aircraft should be used, or, when available in the aircraft, the pilot could use the
temperature deviation from ISA at the actual level. Note. – Flight crew will assess the corrections
to altimetry to compensate the effect of cold temperatures either by applying 4% of the height
when temperatures are not lower than - 15°C, or the corresponding values from the tables in
ICAO Doc 8168, Volume I, Tables III-1-4-1 a) and III-1-4-1 b). When providing ATS based on
surveillance to IFR ights, in cases documented in ICAO Doc 4444, PANS-ATM, § 8.6.5.2 (see
footnote 3), the controller is responsible for issuing clearances such that the prescribed obstacle
clearance, and implicitly the application of the necessary temperature correction, will exist at all
times. However, if the pilot-in-command nds the altitude unacceptable due to low temperature,
then the pilot-in-command should request a higher altitude.” In the absence of such a request, the
controller will consider that the clearance has been accepted and will be complied with. In cases
of conducting non-precisions approaches where the pilot-in-command considers that the level
clearance received would not allow appropriate positioning for the geometric altitude to initiate the
non-precision approach, he/she should inform ATC accordingly. When cleared and established on
the instrument approach procedure, or part thereof, the pilot-in-command is responsible for
applying the appropriate correction for the cold temperature effect. Example

JeppView, pg. KLEB 11-1

Flying into Lebanon, New Hampshire on the ILS Rwy 18 the ATIS reports the surface temperature
is -10°C and you have been vectored to intercept the ILS at 3500 feet. What should you do?

This altitude is 3,000 feet above the altimeter setting source so, using the correction table, you
need to add 290 feet to your indicated altitude. You should request to y the intercept at 3,800 feet
indicated altitude, then check your glide slope crossing at 2,930 feet and the minimum stepdown
at 1,700'.

Notice that this correction, is not mandatory at Lebanon, New Hampshire until -20°C and even
then only on the intermediate and nal approach segments. You can apply it, but regardless of the
temperature you need to inform ATC that you are doing .

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Regulatory references

• ICAO Annex 3 – Meteorological Service for International Air navigation, Chapter 4.

• ICAO Annex 5 – Units of Measurement to be used in Air and Ground Operations, Table 3-4, 3.2.

• ICAO Annex 6 – Operations of Aircraft, Part I – International Commercial Air transport –

Aeroplane, 6.9.1 c) and Appendix 2, 5.13.

• ICAO Annex 6 – Procedures for Air Navigation Services – Rules of the Air and Air Traf c
Services (PANS-RAC, Doc 4444).

• ICAO Annex 6 – Procedures for Air navigation Services – Aircraft Operations (PANS-OPS, Doc
8168), Volume I – Flight procedures - Part VI – Altimeter Setting Procedures - Chapter 3 - New
table of temperature corrections to be added to the indicated altitude when operating in low OAT
conditions.

The new Part VI – Chapter 3 will be effective in Nov.2001 and will replace and supersede the
current Chapter 3 of Part III.

• Preparation of an Operations manual (Doc 9376).

• Manual of radiotelephony (Doc 9432).

• Human Factors Training Manual (Doc 9683).

• Human Factors Digest No.8 – Human Factors in Air Traf c Control (Circular 241).

• FAA - Draft AC 91-XX - Altimeter Errors at Cold Temperatures.

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