Originally Posted by
G0ULI
Lemain
One item that cropped up in the report is that the altimeter settings on both the left and right altimeters were not set to 1013 mbar which was the correct QNH and QFE setting for the day. That shows a lack of attention to detail on behalf of the pilot, although it could be argued that the instrument settings were altered in the crash or while they were being removed for examination. That is rather unlikely, but it remains a faint possibility.
Circumstantial evidence from earlier in the flight obtained from radar returns also suggests that the aircraft was maintaining the appropriate altitude and speed and that these instruments were therefore working correctly.
The instruments, although old, were designed to be read at a glance by military pilots operating under stressful conditions. Although there will be certain light angles that reflect off the instrument glass making them difficult to read, this situation is relatively rare and of very short duration when the aircraft is manoeuvering aerobatically.
I suggest that any wooliness in the report is simply to avoid pointing the finger of blame directly at the pilot, which it is not the AAIB's brief.
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Still wading my way through, but thinking of the altimeters here is my tuppenceworth.
AAIB Report p60 1.12.3.6 Altimeters
As found in the cockpit, the barometric pressure setting on the left altimeter was 1014 mb and on the right altimeter was between 1016 and 1017 mb.
This effectively a single seat (albeit trainer version) aircraft. The right altimeter is for the RH pilot – it is not a “secondary” altimeter for the LH pilot, and therefore would not be customary for the right altimeter pressure setting to be adjusted when flown solo. It might have been used as a cross-check pre-start?
Left altimeter - crucial for it to be set to the QFE for the airfield for a display – one of the important checks a display pilot will make on the display R/T frequency. I note you have stepped in to criticise the pilot for having the “wrong pressure set”. Maybe you could look up the METARs for EGKA on the day in question and the QFE the pilot was likely passed. Clue – it is unlikely to have been 1013.
SA 22/08/2015 12:20-> METAR EGKA 221220Z 12012KT CAVOK 24/17 Q1013=
SA 22/08/2015 11:50-> METAR EGKA 221150Z 11011KT CAVOK 23/17 Q1014=
(accident 1222Z)