Flug, I think it was `Ergonomics` that killed the crew and others in this accident, and specifically `role` related,ie single pilot,night,V/IFR,police,SAR. Different from day V/IFR,VIP/pax.
As an ex-mil TP when assessing a particular cockpit for a particular `role`especially at night,one would spend hours working through scenarios/emergencies to determine the ideal postion of switches/lights/controls,and their shape /colour/feel/importance/relevance.
In the end ,one reached a compromise/best guess,as the manufacturer had already decided,unless one could change due to essential safety of flight considerations,supported by `higher authority`.
So,the first `gotcha` is the position of the fuel pump switches on the roof panel,not in line of sight,similar to other switches,not `beta lit`,and should be operated On/Off as required at low fuel states/low-speeds/attitude changes.Unsatisfactory,but people `worked around` the situation.
Not a problem for your VIP pilot,A-B,lightweight headset,no NVG, quick look-up,turn on switch,easy....
Second `gotcha` is the `Shed -Bus `switch,positioned at the rear /top of the panel....Not too difficult/dramatic if it` day VFR,but at night/IFR,if both genes.fail....and then a transmission/t-rotor,or double engine fail,do you have enough hands to get the lever down and fly the aircraft....?
Has there been any move to have a `shed-bus `switch in parallel ,mounted on the cyclic/collective,so that it is not necessary to go grovelling around the roof at this critical moment when you need lights and the rad.alt,as per the EASA requirements.....???? If not, why not...?
What happens when one has a double gene. failure? does the AFCS/A/P drop out; is the collective held by a `friction `knob or an electro clutch..can they be manually over-ridden..?do the hydraulics have accumulators for the control jacks..?
Why is the `Bat Disch` warning a `red` and a gong..surely it is only cautionary...