Hi posted a few times on here now but have not introduced myself properly so i will start with that 
I’m Daz (just incase the username does not give a hint)
Just passed my Class 2 on the 9th and have my cpc to do over the next couple of weeks but during the what seems to be endless wait to finally get out
On the road all sorts of things are running through my head.
First and most Importantly is setting the mirrors up correctly.
Is there a definitive guide out there to follow ?
Thanks
Daz
You want to see as little of the truck in the mirrors as possable makes it easier for reversing and also when doing blindside reverse.PM juddian or switchlogic one of them have pics to show you how it should look.
Thank you Colin
As a rough rule: 1/3 on the truck and 2/3 on the road. Although I go for 1/4 truck and 3/4 road.
Thanks goshow is that for both the long and convex mirrors ?
Daz
Congratulations Dazza, you already give a ■■■■ way more than most of my colleagues who don’t seem to care where their mirrors are pointing.
I like to see a few inches of the trailer in my main mirrors and a few inches of the horizon in my blind spot mirrors. With blind spot mirrors you want to be able to see a vehicle alongside you both in the mirror and in your line of sight at the same time just as they’re about to pass your cab. That way there’s no gap where you’re ‘ahem’ blind to them.
goshow:
As a rough rule: 1/3 on the truck and 2/3 on the road. Although I go for 1/4 truck and 3/4 road.
I also do about 1/4 of truck 3/4 of road and have my trailer wheels roughly in the middle of the mirrors so get a good combination of top of trailer and plenty of road in .
goshow:
As a rough rule: 1/3 on the truck and 2/3 on the road. Although I go for 1/4 truck and 3/4 road.
That is exactly what I was told on my Class 1 course and have never forgot it, although like you I use the other quarters system.
Ok, quick guide and remember this is only my opinion.
Mirrors are of no use set to look at the sky, the chances of you being strafed by a stray Stuka dive bomber are slim.
In all cases you only want to see your own lorry in about 10% of the mirror, you can go wider still to just a sliver but sometimes its handy to have easy vision of whats going on at the wheels as well, too wide and you lose that.
Main mirrors set so you can see the top of the rear of the body at the top of the mirror, that should give you a view right down to about 6ft from the back of the steering wheels and nice field of view.
For artics and lorry/drag, learn how and which way to move the ns mirror out for blind side reverses and judge the exact moment to bring the mirror back in gradually as you straighten back up, this takes a bit more practice than you think, cos for some reason you, well me if truth be told 
automatically try to push it further out the wrong way straightening.
The wide angle mirror can take over up to a point but is usually too convex (unless you have the eyes of a hawk) for accurate vision as far back as the end of the trailer, obviously worse in the dark.
Wide angle mirrors set so you can see the horizontal at the top of the mirror, then they should cover right down to near enough the wheelnuts on your steer wheels.
NS down mirror set more or less central and again as far out as possible, you can always fiddle about a bit with fore and aft preference depending on the lorry.
(note one thing i like about MAN’s, even that ns down mirror is electric, not seized solid in place like Scania down mirrors after one winter 
, they are made in a country where its cold arn’t they?
Front down mirror set to catch the whole of the front end and scanning roughly 6ft out the side and down the NS, assuming its not located in the centre of the screen like some Daf rigids, this should be possible.
This is only a rough guide, you’ll make adjustments along the way as you go on, each mirror should overlap the field of view and compliment each other, those pics of all the cyclists beside the lorry invisible to to the driver used in every DCPC module for shock factor (yawn) are only possible if an idiot sets the mirrors poorly.
One important thing about visibility is to keep those mirrors and the windows spotlessly clean at all times, helps to ensure maximum leching potential too, so i’m told.
PS if you keep the bodywork clean and shiny too its surprising how often you get early warning reflections in your peripheral vision before something comes into mirror view.
What Juddian says, and also keep one in view to check your cool trucker in shades rating when the ladies are about. 
Switchlogics picture here should give you the best visual guide, note that you can see a thin line of your trailer (or body side if rigid) for reference.
I have always found that setting them so you actually have to move your head a bit to see the sides on the trailer, especially when reversing is best, most modern trucks have electrically adjusted mirrors so it’s easy.
Reef:
Switchlogics picture here should give you the best visual guide, note that you can see a thin line of your trailer (or body side if rigid) for reference.
That’s pretty much how I set mine up. My colleagues on the other hand, god knows what they can see when they look in them judging by how they leave them 
Terry T:
Reef:
Switchlogics picture here should give you the best visual guide, note that you can see a thin line of your trailer (or body side if rigid) for reference.
That’s pretty much how I set mine up. My colleagues on the other hand, god knows what they can see when they look in them judging by how they leave them
I would agree but add the caveat that changing the seat position will need the realignment of the mirrors. I like to have my seat about a flat palms width from the steering column with the squab as far forward as possible. A colleague has a preferred seat position right at the back of the runners and at a much lower height than I like. Without touching the mirrors you get a very different field of view in those different seat positions.
Get the seat right before adjusting your mirrors. 
The pictures show how I like my mirrors set for best backward visibility and have been known to turn my head to look down the side coming down junction slip roads.