They are named in order of appearing in my years of researching and writing about the cockpit and ergonomics in general.īill Gunston, the doyen of aviation writers, as technical editor of Flight magazine took a chance on publishing my opinions on the cockpit. Four people in particular deserve special mention. Pen & Sword Military Classics and Leo Cooper.įor a complete list of Pen & Sword titles please contactĤ7 Church Street, Barnsley, South Yorkshire, S70 2AS, Englandĭuring the preparation of this book valuable help and advice was given by individuals and companies such as Airbus, Boeing, Lockheed Martin, Smiths Group and Thales. Wharncliffe Local History, Pen & Sword Select, Pen & Sword Aviation, Pen & Sword Maritime, Pen & Sword Military, Pen & Sword Books Ltd incorporates the imprints of Printed and bound in Singapore by Kyodo Printing Co. Recording or by any information storage and retrieval system, without permission No part of this book may be reproduced or transmitted in anyįorm or by any means, electronic or mechanical including photocopying, The publisher disclaims any liability incurred in connection with the use of thisĪll rights reserved. The information in this book is true and complete to the best of our knowledge. This edition published in Great Britain byīritish Library Cataloguing-in-Publication Data Coombs to be identified as Author of this Work has beenĪsserted by him in accordance with the Copyright, Designs and Patents Act 1988 THE EVOLUTION & HISTORY OF THE AIRCRAFT COCKPIT However, modern cockpit-technologies, with simplified presentation of flight information and finger-tip controls, have eased pilot's tasks. Civil aircraft now regularly fly at transonic speeds at around 35,000 feet, and military jets at twice the speed of sound on the edge of space. This is the history of how ergonomically designed civil and military aircraft cockpits and flight decks evolved. Aircraft designers now considered how best to organise cockpits and flight decks to assist the pilot. This situation continued well into the 1930s and then the remarkable increase in aircraft performance created during World War II generated an altogether different working environment for pilots who now had to cope with a multitude of information sources and far more sophisticated control mechanisms. Instruments and controls were designed and positioned for mechanical convenience rather than pilot comfort. Although pioneering aeroplanes seldom achieved speeds above 100 mph or reached altitudes above 10,000 feet, pilots still required reliable information on speed, altitude, attitude, engine condition and compass direction. In the first early years of aviation, the control systems and instruments found in a typical aircraft cockpit were few and simple, but did form the basic pattern of requirements still used today.
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