![]() ![]() Photo credits: Skip Robinson, Petty Officer 3rd Class Aaron Smith and Lance Cpl. Department of Defense (DoD) visual information does not imply or constitute DoD endorsement. Products may be shown with optional equipment and upgrades. ![]() reserves the right to change product designs and specifications without notice. will not be responsible for damages (of any kind or nature, including incidental, direct, indirect, or consequential damages) resulting from the use of or reliance on this information. ![]() makes no representations or warranties, either expressed or implied, including without limitation any warranties of merchantability or fitness for a particular purpose with respect to the information set forth herein or the product(s) and service(s) to which the information refers. For performance data and operating limitations for any specific mission, reference must be made to the approved flight manual. Individuals using this information must exercise their independent judgment in evaluating product selection and determining product appropriateness for their particular purpose and requirements. The information herein is general in nature and may vary with conditions. From there, the pilot can adjust references and change modes as required.Īll registered trademarks are the property of their respective owners. Pressing the CHFD “CPL” button when uncoupled will re-engage force trim and attitude hold if necessary and will stabilize flight by coupling the flight director to hold current heading, vertical speed, and if 4-axis, airspeed as well.Pressing the collective-mounted GA (go around) will re-engage force trim and attitude hold if necessary and will set the aircraft to climb in a level roll attitude.Broad set of core avionics building blocks. Partial to full cockpit modernization options based on needs and budget. As an additional safety feature, the 2nd generation design also includes 1-button instant couple features that quickly restore coupled flight in the event of pending disorientation: Reduces pilot workload and life cycle cost. The BasiX-Pro™ 2nd generation system incorporates Multi-Function “smart” displays units from Astronautics Corporation of America (ACA). The variant first flew on 27 January 2000 and it began flight testing later that year. After sea demonstrations by a converted UH-60, the Navy awarded a production contract to Sikorsky for the CH-60S in 1998. Communication, navigation and surveillance system using Garmin GTN-750/650 NAV/COM/WAAS GPS system US Navy technician inside an MH-60S cockpit The Navy decided to replace its venerable CH-46 Sea Knight helicopters in 1997.Power and performance situational awareness enhanced through Bell patented power situation indicator (PSI) gauge.Other aircraft systems interfaces, warnings, cautions, aural alerts, and automated performance features are provided through the remotely located Aircraft Data Interface Unit (ADIU).All Engine Indication and Crew Alerting System (EICAS).Automatic Flight Control System (AFCS) featuring redundant digital flight control computers (FCCS) and providing 3-axis or 4-axis capability.Single pilot IFR Capability (Dual-pilot option).The Bell 429 fully integrated cockpit features: The system takes advantage of the latest in display, computer processing, and digital data bus technology to provide a high degree of redundancy, reliability, and flexibility. The system is highly flexible and configurable to meet various operating and customization needs. The Bell BasiX-Pro™ Avionics System has been specifically designed to meet the requirements of twin engine helicopters and is optimized for IFR, Category A, and EU-OPS compliant operations. Engineering validation is needed before committing to suggested interventions.The Bell 429 highlights the Bell BasiX-Pro™ Integrated avionics system (2nd Gen) The most significant, but uncommon, injuries involved the "stroking seat."Įgress hazards can be minimized by the implementation of more intensive underwater egress training, crashworthy fuel systems, better design of cockpit exits and hatches, better restraint systems, better crashworthy seats, underwater visual aids, and more streamlined personal equipment. Of the 128 mishaps, 67.5% occurred during daytime, 32.5% at night, 64% in overwater crashes, 26% over land, and 10% over flight decks. Of the 210 survivable mishaps, 289 egress problems were reported in 128 mishaps, 61% involved aircrew factors, 16% environmental factors, 12% were related to helicopter factors, and 11% to cockpit factors. The data are described in terms of problem category, helicopter type, crash terrain, and time of day. We identified and categorized cockpit egress problems reported by pilots. Using Naval Safety Center data, we reviewed 1980-94 Class A helicopter mishap narratives. Navy/Marine Corp helicopter cockpits, and to propose a priority of preventive interventions. The purpose of this study was to identify the egress problems experienced by pilots in U.S. A number of potential problems are associated with egress from the helicopter cockpit in the post-crash phase of a mishap. ![]()
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