Centralized warning systems have been developed to annunciate critical messages concerning a multitude of systems and components in a simplified, organized manner. Often, this will be done by locating a single annunciator panel somewhere on the instrument panel. Instruments are installed for two purposes: to display current conditions and to notify of unsatisfactory conditions. Standardized colors give quick reference information to the pilot & are used to differentiate between visual messages:Green indicates a satisfactory conditionYellow is used to caution of a serious condition that requires further monitoring.Red is the color for an unsatisfactory condition.

The basic principles of air navigation are identical to general navigation, which includes the process of planning, recording, and controlling the movement of a craft from one place to another.Successful air navigation involves piloting an aircraft from place to place without getting lost, not breaking the laws applying to aircraft, or endangering the safety of those on board or on the ground. Air navigation differs from the navigation of surface craft in several ways; Aircraft travel at relatively high speeds, leaving less time to calculate their position en route. Aircraft normally cannot stop in mid-air to ascertain their position at leisure. Aircraft are safety-limited by the amount of fuel they can carry; a surface vehicle can usually get lost, run out of fuel, then simply await rescue. There is no in-flight rescue for most aircraft. Additionally, collisions with obstructions are usually fatal. Therefore, constant awareness of position is critical for aircraft pilots.The techniques used for navigation in the air will depend on whether the aircraft is flying under visual flight rules (VFR) or instrument flight rules (IFR). In the latter case, the pilot will navigate exclusively using instruments and radio navigation aids such as beacons, or as directed under radar control by air traffic control. In the former case, a pilot will largely navigate using "dead reckoning" combined with visual observations (known as pilotage), with reference to appropriate maps. This may be supplemented using radio navigation aids or satellite based positioning systems.

Is the measured vertical height of an aircraft above a certain reference surface. Depending on the flight situation, different reference surfaces can be considered. The precise measurement of flight altitude is of great importance for flight safety in order to be able to ensure sufficient safety distances to other aircraft as well as ground obstacles. It is common international practice to indicate flight altitudes in feet (ft). The designation of the flight level is also derived from the indicated altitude in feet.

Is used to inform the pilot of the rate of descent or climb – also known as a rate of climb and descent indicator (RCDI), rate-of-climb indicator, vertical speed indicator (VSI), or vertical velocity indicator (VVI). It can be calibrated in meters per second, feet per minute (1 ft/min = 0.00508 m/s) or knots (1 kn ≈ 0.514 m/s), depending on country and type of aircraft. It is typically connected to the aircraft's external static pressure source. In powered flight, the pilot makes frequent use of the VSI to ascertain that level flight is being maintained, especially during turning maneuvers.

In aviation, airspeed is the speed of an aircraft relative to the air. Airspeed is commonly given in knots (kn). However, it can also be used in kilometers per hour (km/h). The airspeed indicator works by measuring the ram-air pressure in the aircraft's Pitot tube relative to the ambient static pressure. The indicated airspeed (IAS) must be corrected for nonstandard pressure and temperature in order to obtain the true airspeed (TAS). The instrument is color coded to indicate important airspeeds such as the stall speed, never-exceed airspeed, or safe flap operation speeds. Calibrated airspeed (CAS) is typically within a few knots of indicated airspeed, while equivalent airspeed (EAS) decreases slightly from CAS as aircraft altitude increases or at high speeds. With EAS constant, true airspeed increases as aircraft altitude increases. This is because air density decreases with higher altitude.The measurement and indication of airspeed is ordinarily accomplished on board an aircraft by an airspeed indicator ("ASI") connected to a pitot-static system. The pitot-static system comprises one or more pitot probes (or tubes) facing the on-coming air flow to measure pitot pressure (also called stagnation, total or ram pressure) and one or more static ports to measure the static pressure in the air flow. These two pressures are compared by the ASI to give an IAS reading.

Ground speed is the horizontal speed of an aircraft relative to the Earth’s surface. It is vital for accurate navigation that the pilot has an estimate of the ground speed that will be achieved during each leg of a flight. An aircraft diving vertically would have a ground speed of zero. Ground speed is the aircraft's speed relative to the ground shown in mph.

The Attitude indicator is a flight instrument that informs the pilot of the aircraft orientation relative to Earth's horizon, and gives an immediate indication of the smallest orientation change. The attitude indicator (AI) is formerly known as the gyro horizon or artificial horizon.The miniature aircraft and horizon bar mimic the relationship of the aircraft relative to the actual horizon. It is a primary instrument for flight in instrument meteorological conditions.Attitude is always presented to users in the unit degrees (°). However, inner workings such as sensors, data and calculations may use a mix of degrees and radians, as scientists and engineers may prefer to work with radians.

The RPM Indicator indicates the amount of main rotor Revolutions Per Minute (RPM) and enginge.RPM gauges indicate the exact number or percentage (%) of turns per minute.
Helicopter rotors are designed to operate in a specific RPM range to create necessary lift. If the RPM is lower than required, rotor blades would not be able to create the required lift; if it is higher than required, it would result in damage of rotating parts.

ndication of fuel amount in fuel tanks / batteries. When the tank level is high and maximum current is flowing, the needle points to "F" indicating a full tank. When the tank is empty and the least current is flowing, the needle points to "E" indicating an empty tank.

Is located on the left side of the pilot's seat with a settable friction control to prevent inadvertent movement. The collective changes the pitch angle of all the main rotor blades collectively (i.e. all at the same time) and independently of their position. Therefore, if a collective input is made, all the blades change equally, and the result is the helicopter increasing or decreasing in altitude.

Are located in the same position as the rudder pedals in a fixed-wing aircraft, and serve a similar purpose, namely to control the direction in which the nose of the aircraft is pointed. Application of the pedal in a given direction changes the pitch of the tail rotor blades, increasing or reducing the thrust produced by the tail rotor and causing the nose to yaw in the direction of the applied pedal. The pedals mechanically change the pitch of the tail rotor altering the amount of thrust produced.

Helicopter rotors are designed to operate in a narrow range of RPM (revolutions per minute: is the number of turns in one minute, rotational speed or frequency of rotation around a fixed axis.). The throttle controls the power produced by the engine, which is connected to the rotor by a fixed ratio transmission. The purpose of the throttle is to maintain enough engine power to keep the rotor RPM within allowable limits so that the rotor produces enough lift for flight. In single-engine helicopters, the throttle control is a motorcycle-style twist grip mounted on the collective control, while dual-engine helicopters have a power lever for each engine.In many piston engine-powered helicopters, the pilot manipulates the throttle to maintain rotor speed. Turbine engine helicopters, and some piston helicopters, use governors or other electro-mechanical control systems to   maintain rotor speed and relieve the pilot of routine responsibility for that   task. (There is normally also a manual reversion available in the event of a governor failure)

Is similar in appearance on most helicopters to a control stick from a conventional aircraft. The cyclic stick commonly rises up from beneath the front of each pilot's seat. The control is called the cyclic because it changes cyclic pitch of the main blades. The result is to tilt the rotor disk in a particular direction, resulting in the helicopter moving in that direction. If the pilot pushes the cyclic forward, the rotor disk tilts forward, and the rotor produces a thrust in the forward direction. If the pilot pushes the cyclic to the side, the rotor disk tilts to that side and produces thrust in that direction, causing the helicopter to hover sideways.

e.g. thermal image overlay, machine learning, augmented overlay in VR

what happens if the primary technology fails?