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The intersection of the column and row is how much
lower the aircraft may actually be as a result of the
possible cold temperature induced error.
e. The possible result of the above example should
be obvious, particularly if operating at the minimum
altitude or when conducting an instrument approach.
When operating in extreme cold temperatures, pilots
may wish to compensate for the reduction in terrain
clearance by adding a cold temperature correction.
AIM 2/19/04
7−2−4 Altimeter Setting Procedures
TBL 7−2−3
ICAO Cold Temperature Error Table
Height Above Airport in Feet
200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
+10 10 10 10 10 20 20 20 20 20 30 40 60 80 90
0 20 20 30 30 40 40 50 50 60 90 120 170 230 280
p
C
−10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
Temp
−20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
rted T
−30 40 60 80 100 120 140 150 170 190 280 380 570 760 950
Report
−40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
R
−50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
EXAMPLE−
Temperature−10 degrees Celsius, and the aircraft altitude is 1,000 feet above the airport elevation. The chart shows that
the reported current altimeter setting may place the aircraft as much as 100 feet below the altitude indicated by the altimeter.
7−2−4. High Barometric Pressure
a. Cold, dry air masses may produce barometric
pressures in excess of 31.00 inches of Mercury, and
many altimeters do not have an accurate means of
being adjusted for settings of these levels. When the
altimeter cannot be set to the higher pressure setting,
the aircraft actual altitude will be higher than the
altimeter indicates.
REFERENCE−
AIM, Altimeter Errors, Paragraph 7−2−3.
b. When the barometric pressure exceeds
31.00 inches, air traffic controllers will issue the
actual altimeter setting, and:
1. En Route/Arrivals. Advise pilots to remain
set on 31.00 inches until reaching the final approach
segment.
2. Departures. Advise pilots to set 31.00 inches
prior to reaching any mandatory/crossing altitude
or 1,500 feet, whichever is lower.
c. The altimeter error caused by the high pressure
will be in the opposite direction to the error caused by
the cold temperature.
7−2−5. Low Barometric Pressure
When abnormally low barometric pressure conditions
occur (below 28.00), flight operations by
aircraft unable to set the actual altimeter setting are
not recommended.
NOTE−
The true altitude of the aircraft is lower than the indicated
altitude if the pilot is unable to set the actual altimeter
setting.
2/19/04 AIM
Wake Turbulence 7−3−1
Section 3. Wake Turbulence
7−3−1. General
a. Every aircraft generates a wake while in flight.
Initially, when pilots encountered this wake in flight,
the disturbance was attributed to “prop wash.” It is
known, however, that this disturbance is caused by a
pair of counter−rotating vortices trailing from the
wing tips. The vortices from larger aircraft pose
problems to encountering aircraft. For instance, the
wake of these aircraft can impose rolling moments
exceeding the roll-control authority of the encountering
aircraft. Further, turbulence generated within the
vortices can damage aircraft components and
equipment if encountered at close range. The pilot
must learn to envision the location of the vortex wake
generated by larger (transport category) aircraft and
adjust the flight path accordingly.
b. During ground operations and during takeoff,
jet engine blast (thrust stream turbulence) can cause
damage and upsets if encountered at close range.
Exhaust velocity versus distance studies at various
thrust levels have shown a need for light aircraft to
maintain an adequate separation behind large turbojet
aircraft. Pilots of larger aircraft should be particularly
careful to consider the effects of their “jet blast” on
other aircraft, vehicles, and maintenance equipment
during ground operations.
7−3−2. Vortex Generation
Lift is generated by the creation of a pressure
differential over the wing surface. The lowest
pressure occurs over the upper wing surface and the
highest pressure under the wing. This pressure
differential triggers the roll up of the airflow aft of the
wing resulting in swirling air masses trailing
downstream of the wing tips. After the roll up is
　
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