I'm pleased you mention the three handed altimeter 'BEagle' the other things are self-evident. Photos of Spitfire front instrument panels look very similar to early VAMPIRE single seaters and that flowed onto the many variations of layouts in the dual seat Vamp family. Who could put the AH in front of the pilot hand on stick? Only deHav. It has been some 46 years since I've seen a working Vampire cockpit so imagining how the 3 needle altimeter worked just from photos these days can be a stretch. I'll post a graphic and ask the good readers 'what is it showing' and will appreciate any replies.
Meanwhile back at NAS Nowra we likely lost a CMDR Air to the dastardly altimeter one night carrying out an instrument high ADF approach back to the airfield. The specifics used those days are no longer published or needed but in short the aircraft would fly overhead at 20,000 feet to descend outbound to the east (over coast then water) to turn inbound at 10,000 feet to the airfield and usually picked up by GCA because safe height was quite high with just an ADF beacon. Anyway it was thought the CMDR misread the altimeter by 10K to then crash into the dark ocean on probably a dark night.
What was the most fun was micro-managing the engine RPM on that thread the needle gauge. Of course there was an RPM band at the high end that could kill the engine if youse stayed there (despite horrendous noises apparently) too long. It was a fun aircraft to fly though - no spinning allowed and watch that nosewheel during a touch and go with the throttle advancing without undue noises (rumble from overfuelling).
From the RAAF Mk.35 & 35A Vampire Flight Manual:
"Note 1: To avoid resonance, vibration and subsequent impeller failure, it is imperative that engine operation between 10,350 and 10,650 be avoided at all times, except when accelerating or decelerating through this sector.
WARNING
It cannot be emphasised too strongly that failure to adhere to this limitation could result in impellor failure in a very short time. [Then it goes on about the other resonant ranges that have less immediate dire consequences - oh joy oh frabjous day]
Thank goodness our early examples gained an ejection seat eventually - so there was some upgrading going on. However a fouled lanyard from the seat pan in the flight controls caused a fatal crash just after takeoff (again RW26) pilot could NOT untangle controls being on the radio asking for help as it went in.
