........as do the NX SIDs.
To have different altimeter settings and readings in use between the two crew members in this crucial phase of high workload would be unacceptable, to both airlines, and authority.
With a well disciplined, properly briefed crew it does work - having been using this technique for the last 3+ years (Corporate Jet, 3000fpm climb rate). Until the UK gets around to having a sensible, higher transition altitude everywhere maybe the airlines and the authority should look at this option. It's especially more user friendly when you consider PNF, who is making all the calls, will still be making them in the event of any problem - and it is they who will normally have the altimeter on QNH. PF has the datum for the SID limit set his side.
PNF, by the time he gives his "1 to go call", is normally on SID stop datum by this point. If the pressure is so low that Transition altitude and SID stop level are close together, then a glance between both altimeters (which should both be in the PNF's viewline) will give a heads up that there is a level bust possibility and therefore reduce the chances of it happening.