The inquest into the death of a a Red Arrows pilot who was killed after being ejected from a stationary aircraft is expected to finish today.
Flight Lieutenant Sean Cunningham, 35, was killed after he was ejected from his Hawk T1 aircraft while on the ground at the RAF Scampton and propelled 200-300ft in the air on November 8 2011.
He was a highly regarded and experienced pilot with the RAF's aerial display team as well as an Iraq war veteran.
The main parachute on the Mk10 Martin Baker-built ejector seat did not deploy and the South African-born airman later died in hospital as a result of multiple injuries.
Central Lincolnshire coroner Stuart Fisher has heard nearly three weeks of evidence concerning the death and will today give his ruling.
The inquest, being held in Lincoln, has heard of a number of issues that could have been a factor in his death, including many technical aspects regarding the ejector seat.
The hearing was told how air crew would routinely inspect the cockpit before flights and check for safety pins in the seat, which pilots must pull out as they prepare for take-off.
This allows a seat firing handle to activate in case of emergency.
The inquest heard that, to trigger the seat, pilots must then pull the handle, which is located on the seat between their legs, upwards.
Evidence given to the hearing stated there had been occasions when air crew were unaware that the safety pin had been mistakenly inserted incorrectly and the firing mechanism became live.
It also heard that the safety handle could be locked in a certain position where a downward pressure would cause the ejection seat to launch.
The assembly of parts of the ejector seat were also put in the spotlight during the inquest, which stated that over- tightening crucial nuts and bolts in the mechanism of the seat could cause the parachute not to deploy properly.
After an ejection seat fires a "drogue" parachute - a small parachute - comes out to give stability, followed by the main chute.
A piston inside the seat forces a scissor shackle to release the drogue shackle from its jaws but for the shackles to separate the nut and bolt through both of them must not be over-tightened.
The inquest has heard that instructions given to those fitting the seats was to tighten the shackle nut and bolt with one or one-and-a-half threads showing.
To over-tighten could prevent the parachute from opening though some witnesses giving evidence to the inquest, which included RAF staff who worked on or with the fighter jets, said they were not aware of this.