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As it is not allowed to modify manually the altitude constraints of the FMS vertical flight plan, the use of Baro-VNAV procedures is not permitted when the aerodrome temperature is lower than the published lowest temperature for the procedure (Source: PANS-OPS and TERPS) .
Note
However, a conventional RNAV approach (i.e., LNAV only) is permitted below  this temperature if :
A corresponding RNAV procedure (i.e. LNAV only) and corresponding MDA(H) is published; and,

The appropriate low-temperature correction is applied to all published altitudes (heights), by the pilot.

ICAO PANS-OPS does not provide altitude corrections for extreme high temperatures.
Note
When operating under extreme high temperature, the temperature effect on the true altitude may result in a steeper-than-anticipated flight-path angle / vertical speed when performing a constant-angle non-precision approach.
Operational and Human Factors Involved in Altimeter-setting Errors

The incorrect setting of the altimeter reference often is the result of one or more of  the following factors:
High workload;

Deviation from normal task sharing;

Interruptions and distractions; and,

Absence of effective cross-check and backup between crewmembers.

The analysis of incident / accident reports identify the following operational and human factors as causes of or contributing factors to altimeter-setting errors :
Incomplete briefings (i.e., failure to discuss the applicable altimeter-setting unit and the country practice for fixed or variable transitions altitudes / levels);

Workload during descent / approach;

Distraction / interruption;

Language difficulties (unfamiliar accents, speaking pace, unclear contraction of words, mixed English / local language communications, …);

Failure to cross-check altimeter-setting information (e.g., ATIS versus TWR messages, PF / PNF cross-check); 

Fatigue;

Confusion between altimeter-setting units (i.e., in.Hg or hPa);

Excessive number of instructions given by ATC in a single message;

Confusion between numbers such as 5 and 9 (i.e., if 9 is pronounced as nine instead of niner); and/or,

Incorrect listening associated with ineffective readback / hearback loop (refer to Flight Operations Briefing Note on Effective Pilot / Controller Communications).

Company Prevention Strategies and Personal Lines-of-Defense

Adherence to the defined task sharing (for normal or abnormal / emergency conditions) and the use of normal checklists are the most effective lines-of-defense against altimeter-setting errors.
Altimeter-setting errors often result in a lack of vertical situational awareness;  the following key points should be considered by pilots to minimize altimeter-setting errors and to optimize the setting of the barometric-altimeter MDA(H) / DA(H) or  radio-altimeter DH:
　
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