Post by HvyEng on May 18, 2010 7:28:27 GMT -5
Howdy,
The top picture actually looks a little too high and too far forward to me, but this is due to the “tube” effect inherent in the camera and lighting conditions. The second part of seat positioning that Simmers generally don’t have to deal with is yoke position. The altimeter should be adjusted with the shoulder only slightly leaving the seat back, with a return to normal position such that with one hand on the yoke, your arm may be rested comfortably on an armrest. The throttles are NOT an armrest, and should not be treated as such, however full range should be comfortably reached without moving your spine.
In picture #1, the notch in the glare shield is where a tab & pull string originally resided. They disappeared long ago. There were white stripes (the edge can be seen in picture 3 above the clock) which line up with the edge of the master warning / master caution light trim edge in the DC-10 . The MD-11 used similar marks on the main panel above the MFD’s. The notch at the outside edge of the seat cushions is where the number wheels for the seats are.
FSAviators Flight Simulation Control Interface tutorial states:
So let’s take a look at what we have with those photos.
1. Camera effect makes this look a little too high and too far forward, but you can still see the FMAs (Flight Management Annunciator) and the top of the ADI (Attitude-Direction Indicator, same as AH) without moving your head, only your eyes. The N1 indicators are outside of the normal FOV even with a correctly set seat, so we’ll just talk about the instruments.
2. The “FO” alignment mark, it is mirrored on the right for the “Capt” seat (it is sighted from across the instrument panel). Some of the energy management instruments pointed out, you can see that they are in a position to be seen with “eyeball” movement only. For a full traffic / panel scan the head must be tilted slightly down to see the HSI/RMI and TVSI. (This is a DC-10-10 without TCAS, which used the VSI position, thus T-VSI).
3. This picture was taken in-flight, at cruise (the DC-10 has a cruise deck angle of +3). The pilot on the left is 6’3” and 220ish, the pilot on the right is 5’10, 180ish. The pilot on the RIGHT is the most common seat position. His shoulder strap exits the retainer at a level or downward angle; eyeballs are just above the glare shield (with head up). The left pilot is adjusted correctly, his eyeballs are in approximately the correct position, but look how different the seat adjustment is. In both cases, once the position is obtained, it will remain set regardless of outside conditions (IMC or VMC).
Hope this helps,
--Dan
The top picture actually looks a little too high and too far forward to me, but this is due to the “tube” effect inherent in the camera and lighting conditions. The second part of seat positioning that Simmers generally don’t have to deal with is yoke position. The altimeter should be adjusted with the shoulder only slightly leaving the seat back, with a return to normal position such that with one hand on the yoke, your arm may be rested comfortably on an armrest. The throttles are NOT an armrest, and should not be treated as such, however full range should be comfortably reached without moving your spine.
In picture #1, the notch in the glare shield is where a tab & pull string originally resided. They disappeared long ago. There were white stripes (the edge can be seen in picture 3 above the clock) which line up with the edge of the master warning / master caution light trim edge in the DC-10 . The MD-11 used similar marks on the main panel above the MFD’s. The notch at the outside edge of the seat cushions is where the number wheels for the seats are.
FSAviators Flight Simulation Control Interface tutorial states:
“The flight simulation files must be properly harmonised. No video game cheats should be required to see where the flight path vector is taking the aeroplane, whilst simultaneously having access to all the required energy state gauges.
The energy state gauges include AH, ASI and VSI as well as MAP and RPM”
So let’s take a look at what we have with those photos.
1. Camera effect makes this look a little too high and too far forward, but you can still see the FMAs (Flight Management Annunciator) and the top of the ADI (Attitude-Direction Indicator, same as AH) without moving your head, only your eyes. The N1 indicators are outside of the normal FOV even with a correctly set seat, so we’ll just talk about the instruments.
2. The “FO” alignment mark, it is mirrored on the right for the “Capt” seat (it is sighted from across the instrument panel). Some of the energy management instruments pointed out, you can see that they are in a position to be seen with “eyeball” movement only. For a full traffic / panel scan the head must be tilted slightly down to see the HSI/RMI and TVSI. (This is a DC-10-10 without TCAS, which used the VSI position, thus T-VSI).
3. This picture was taken in-flight, at cruise (the DC-10 has a cruise deck angle of +3). The pilot on the left is 6’3” and 220ish, the pilot on the right is 5’10, 180ish. The pilot on the RIGHT is the most common seat position. His shoulder strap exits the retainer at a level or downward angle; eyeballs are just above the glare shield (with head up). The left pilot is adjusted correctly, his eyeballs are in approximately the correct position, but look how different the seat adjustment is. In both cases, once the position is obtained, it will remain set regardless of outside conditions (IMC or VMC).
Hope this helps,
--Dan