Originally Posted by
DaveReidUK
The "baro altitude" that the OP is referring to is the data sent by the transponder (which is the only information we have access to at this time).
I believe Ian W. was talking about the misset altimeter scenario causing a faulty indication in the cockpit from the context of his quote of my earlier post.
See:
http://www.pprune.org/9706787-post99.html
It's easy to get busy down low and miss the transition level, especially when it's below FL100 dodging weather in the Caribbean. And, with the accents, 1019 might certainly be heard as 1009.
A misset altimeter is definitely one of the things that can ruin your whole day on a non-precision approach down to minimums.
Another thing that can get you on the NP approach is a bad setup in the FMS giving you a path that is not the right one. Still, it shouldn't get you below minimums without the runway in sight if you do the call outs and adhere to stable approach criteria.
Christine Negroni has a picture of the UPS BHM A300 crash in her article linked on the first post on this thread. In that mishap, the crew had an incorrect FMC setup with a bogus path that was
above them. For some reason, the captain V/S'ed them into the ground with 1500 feet per minute down at 1000 AGL, which should have been an automatic go around.