Stang~SPARTA~

Happy Birthday from the South

WoooHoo Great work Guys How do we know who is on the approved list?

Hell Ya ...it was Halli I heard it too!

Great Stuff Happy Thanksgiving everyone Turkey Day mean no work....more sim time... YEAH!!

Great ideas Guys, I'd love to see this MOD on one of the servers to try out (and the F-16 too) (Air Dom is fine with me....If we can get it working...hint hint) Back when I was in, (when dinosaurs walked the earth), the 58's we're only used in a Tactical "Scout" Role which included FAC (Forward Air Control), Scouting for targets for the AH64's & fast movers and Light Observation (because we had none of the really cool gadgets the OH58-D model got (FLIR, IR, Long range cameras, etc, etc) Basically it was a simple case that went like this, "Hey Guys, how about fly your Kiowa over there and see if anyone shoots at you....if they do, call us and if the dam Apache isn't broke again...we'll fly over there and kick the Sh!@ out of em...and then take all the credit for the work" "...uh... sure, no problem, sign me up" Durka, I believe what you're referring to is a High G Low G Pop Up maneuver. Pop-ing up is typically used to attract fire or to create a diversion for something else, as the D model would only "unmask" the mask mounted sensor in live fire combat, not the whole airframe. The second thing it does is provide altitude that's easily turned in immediate energy for re-positioning...however I could be totally wrong as practically everything's changing since I was in. If I was to download a couple of these MODs and try and run them on my PC...would that screw things up for me playing on the SPARTA Servers? BTW Ebden...Thanks for the Gift...Its a great idea. I hope we get to use it one day. Oh Wait...Last question. How hard is it to modify the flight model that ARMA 2 uses for the aircraft? It would be great to tweak them to a more "realistic" flight model. This would also remove a bunch of the "lack luster Pilots" and make the aircraft be used more realistically in the sim.

Really.... This is a resource guide and thus...it will have resources. Will you need them all...all the time, no Will it come in handy to have....YES

Cracks me up every time

WoooHooo I'm happier than a pig in shit It works! Thank You, Thank You, Thank You ....are pigs in shit really happy???

Thanks for the help Guys I'll give it a try

OK I've had a go at the editor and now I'm ready to tie the garden hose around my neck, other end to the chimney and throw myself off the roof. ......Auuuuugh I can place aircraft just fine (with the unit tool) and they're always full of troops. How in in the friggen hell do you place aircraft from the "Empty Group" I can't find anything labeled "empty group" no where in any of the selections Heeeeeeelp....please and yes I already know....its Operator Error... ME!!

Is there a simple way to get a map running on my machine with all aircraft on it and flyable?

Durka, This question gets the "standard Pilot's answer"....it depends. Sorry in advance for the long winded response but it's a question that can't be "simply" answered. It depends on many factors like: The angle of the slope Obstacles in the landing area and on the Takeoff path If the LZ is HOT and which way the slope runs, in reference to the enemy position. Blade clearance Wind direction temperature yata, yata, yata First, you never land in a downhill orientation as the risk of Tail Rotor strikes increases dramatically. If the LZ is HOT and you need to get in and out quick, you typically perform a "loaded hover" maneuver. This is simply where you come in to the LZ, transition into a low hover, pedal turn perpendicular to the slope, (Skids no more than 2 feet off the ground or if the Skids/Wheels do touch the ground, it's with very little pressure on them), low enough so troops can climb in quickly. You want to keep the rotor blades "loaded" to minimize the transition time from an unloaded to loaded condition. This is only seconds but in a HOT LZ, seconds count. It also helps reduce the risk of aircraft rollover. Does this make sense? Depending on the angle of the slope and blade clearances, this can be parallel or perpendicular to the slope (facing uphill) for the approach and perpendicular for the TDP (touch down point). The actual landing direction will typically be predicated on the wind direction although, I'll trade performance any day, for not flying head first into the bad guys position. Secondly, the angle of the slope and your exit path have to come into the equation. Severely angled slopes are avoided because of the clearance issues with the main and tail rotor blades and the fact that helicopters are very "Top Heavy" and roll over easily. Also taking off with a uphill slope in front of you keeps you in ground effect longer, thus reducing your performance "somewhat" due to gravity. When you depart downhill, gravity works in your favor "a little" (...back to seconds here but it adds up), (if) the wind is coming from the right direction). Either way, you always want to land and takeoff into the wind. In the sim we have no way on knowing what direction the wind is blowing, so for this discussion it's a mute point. Ultimately it all starts with a good approach and a planned exit strategy. I've seen many times (you guys probably have too), where the pilot up front approaches the LZ at Vmax (the fastest he can get the helicopter going) and then when he thinks he's over the LZ, he abruptly snatched the nose up 60° - 70° in an effort to stop forward momentum; all the while gaining altitude like a "bat out of hell". Then he tries to descend straight back down into the LZ (through enemy fire) directly below him, from a much higher altitude than he started at. During the descent you typically hear, "smack", "boom" and everyone is dead from a SAM or enemy fire. So what's the recommendation? Understand this first...It's a little harder in the sim than real life...if you can believe that. In the sim, we really don't have good peripheral vision nor any real depth perception. This adds up to making things "sporty" sometimes. In real life we typically would not "land" parallel with a major slope facing downhill ever. In that environment, we would approach parallel to the slope (terrain permitting) and then pedal turn 90° and put the inside skid (or or main gearwheel) down on the slope, holding a "light hover" and using the main rotor to negate the angle of the slope. Troops would access the aircraft via the "low side of the slope" where you have the most Main Rotor clearance. Your fastest insertions and extractions will always be running hovers (basically not touching the ground at all). These are typically performed perpendicular to the slope. Come in at treetop level and pick a landing point TPD (Touch Down Point). This can be a perpendicular to a tree or ditch or anything to aim at. Then nose down and reduce collective to start the descent, creating a glide slope that runs between your aircraft and the landing spot. Smoothly apply back pressure on the stick to pitch the aircraft up (without increasing altitude, just changing pitch here). When done properly you should be able slow the aircraft and maintain the descent angle and forward momentum to your target point (TDP) in the LZ. Trying to do this successfully at Vmax is a recipe for disaster. Slow down to about 100 knots before you get into the LZ area or less, then push the nose over and start your descent. Once established in a slow running hover, pedal turn 90°, stop forward momentum and load the troops then head out in a non-straight line departure (jinking). Remember to keep the main rotor horizontal or slightly into the slope to counter roll over tendencies. Here is a link with a few pictures that show this a little better than I can describe HERE Here is a good presentation showing all the things that come in to play for landings. Copy and paste the link into your browser andit will download the Power Point. HERE Another good site for information HERE Let me know if this helps.

I'm just giving Halli a hard time for messing with me on the server last week. I really have a blast listening to him give people crap, for not paying attention or following orders. I love it when he say "Goobers", referring to Pilots...that cracks me up every time...trouble is he's right...we do look and act like Goobers sometimes. .....OK, A Lot of the time! I expect once the BLOGGING is done, we'll cut out redundant information and make it lean-er and mean-er, thus a more usable document. I would still like to hear what format everyone thinks this should end up in. We could have it as a website page(s) so that everyone can get to it easy or as a PDF that could be downloaded by the user. What do you guys think?

Hi Guys, I need your help please. I have been trying to use the Air Dom server to take Aviation related screen shots, for the Aviation Standards Guide with no luck. I can connect and run on all the servers (All Sparta Servers) without any issues EXCEPT this server. Its always does the same thing, I log in, re spawn at the main base and as soon as I jump in an aircraft and start the engine(s), it crashed to desktop. I am running the Steam version of Arma2 All my drivers are completely updated no issues with any of our other servers Below is the Shortcut string that I use to launch the Air Dom server "C:\Program Files (x86)\Steam\Steam.exe" -applaunch 33900 -nosplash -mod=@VopSound_2.1 -mod=@at_gui -mod=@proper 2 Main Questions Is there anything I can do on this end to fix it Is it possible for me to run a map with all aviation aircraft on it (and available to fly) on my machine? Below are my machine Specs for additional info Area-51® X58 Processor: Intel® Core? i7-920 2.66 GHz 8MB Cache Alienware P2 Chassis: Alienware® P2 Chassis with AlienIce? 3.0 Video Cooling - Space Black AlienFX®: Alienware® Standard System Lighting - Astral Blue Alienware P2 Chassis Upgrades: Alienware® Standard System Cooling Power Supply: Alienware® 750 Watt Multi-GPU Approved Power Supply Graphics Processor: Single 1,792 MB NVIDIA® GeForce® GTX 295 Video Optimizer: AlienAdrenaline v1.0: Video Performance Optimizer - More Info Memory: 6GB DDR3 SDRAM at 1333MHz - 3 x 2048MB Motherboard: Alienware® Approved Intel® X-58 Motherboard- Socket 1366 Core i7 Ready, Dual Triple Channel DDR3 Memory Operating System (Office software not included): Genuine Windows Vista® Home Premium (64-bit Edition) with Service Pack 1 System Drive: Single Drive Configuration - 500GB SATA 3Gb/s 7,200RPM 16MB Cache Additional Storage Drive: Additional Storage Drive - 1TB SATA 3Gb/s 7,200RPM 32MB Cache Optical Drives : Single Drive Configuration - 20X Dual Layer Burner (DVD±RW) w/ LightScribe Enthusiast Essentials: Dual High Performance Gigabit Ethernet Ports Sound Card: High-Definition 7.1 Performance Audio Keyboard: Standard Keyboard - Standard Keyboard Mouse: Standard Mouse - Standard Optical 3-Button Mouse with Scroll Wheel Removable Storage: Alienware® 28-in-1 Media Card Reader with Bluetooth Power Plan: Standard Power Plan Automatic Updates: Automatic Updates On for Critical Updates Only Thanks for all the help Guys Tejay

Additional Content Update Please be advised that this is a DRAFT and will change....and I'm sure there are plenty of grammar errors as well...just FYI Let me know what you think Guys, Aviation Standards Guide Tactics and Procedures Section Procedures come First.... Preflight and Mission Planning Ensure you're on the proper Team Speak Channel for Pilots, BEFORE entering any Air Vehicles. See Communication Section for more detailed information. Situation - Initial Map and Battle Start Up. (joining a Battle already in progress is detailed below following this section.) Preflight At the beginning of a new session, typically the Battlefield Commander (BFC) will spell out the overall mission plans and give the Pilots their "Air Tasking Orders" (ATO) Make sure you understand this initial phase completely as it will the basis for all follow on communications and tactical actions. Tip...make sure you have a piece of scratch paper handy, so that you can take down notes of who is assigned where and what Team Speak Channels they'll be on. Once the battle starts and heats up, is no time to be asking "who's flying that UH60 over there" example: The BFC has 5 Pilots and 33 troops in 3 units at the beginning of the Battle Session (Alpha, Bravo and Charlie units containing 11 troops each). The BFC will assign two items to the Aviation Group: ATA's (Air Tasking Assignments) & and ATO's (Air Tasking Orders). The ATA tells you which Aircraft you're assigned to and the ATO tells you what your basic responsibilities are. It will go something like this i.e.: BFC - "Stang Bull Dog 1, MH6 Bull Dog 2, Rviper Bull Dog 3, Zeno Bull Dog 4 Custard Mad Dog 1". In this simple quick sentence, he just did assigned Pilots to their Aircraft, gave them their Aircraft Call-signs and gave them their overall responsibilities. he also let the ground commanders (Alpha, Bravo and Charlie) know what their Air Assets are and who's assigned to them. Tip...Simple, clear concise communications are the best and cut down on confusion. Below is what the simple communication above accomplished: He assigns Pilot 1 (call sign Bull Dog 1) to Chopper 1 (UH60 normal lift) for Transportation duties (Ferrying troops back and forth between the Main Base and the AO (Area of Operations). He assigned Pilot 2 (call sign Bull Dog 2) to Chopper 2 (UH60 normal lift) for Transportation & Forward Air Controller (FAC) duties (Ferrying troops and providing FAC at the main AO). He assigns Pilot 3 (Call sign Bull Dog 3) to Chopper 3 (UH60 normal lift) to Side Mission Aviation Support (Transportation, FAC, Medivac). He assigns Pilot 4 (call sign Bull Dog 4) to Chopper 4 (UH60 wreck lift) for Wreck retrieval duties, back-up and additional support as needed by the BFC (FAC, Transport & Medivac). He assigns Pilot 5 (call sign Mad Dog 1) to Fixed Wing aircraft (A-10, AV8B or F-35), for CAP and CAS duties. Combat Air Patrol (CAP), SEAD (Suppression of Enemy Air Defenses) & DEAD (Destruction of Enemy Air Defenses) and CAS (Close Air Support). Tip...NOTE...this is not Searching and destroying any and all enemy forces you can find. It's providing weapons delivery on the assigned target only, via direction by the BFC or Ground Commander. The only targets that will be attacked will be the ones specifically assigned. Attacking other targets can and will get you grounded and banned - permanently. Now the BFC will move on to breaking up the 3 Troop Units and assigning commanders for each. These units will be given their tasking, the overall mission goals, strategies, contingencies and attack plans. During this time, Pilots should head out to their assigned Aircraft, perform Preflight duties and Mission Planning. Tip...Assigned Aircraft - Make sure you enter the correct aircraft as each are labeled on the main map for the BFC and ground commanders to track. If you get in the wrong aircraft, you'll look like an idiot to the rest of the troops and cause unneeded confusion...Know Your Assignments! Preflight - All Pilots are required to make sure their aircraft is safe and 100% operational, referred to as (Code 1). If the aircraft needs servicing (Fuel, Repairs, or Ammo), it's your responsibility to get it done, before carrying out your ATO (Air Tasking Orders). If your aircraft needs servicing or repairs, make sure you let the BFC, GC and other Pilots know that you are getting it serviced. This way when they see you starting up and taxiing out before the mission, they know why and that you'll be back in your assigned parking space within 2-3 mins. Tip... Know Your Aircraft Codes "Code 1" means your aircraft is 100% operational and ready to fly. "Code 2" means your aircraft is in need of something but flyable. It may need servicing for repairs, fuel or weapons rearming. " Code 3" means your aircraft is down and un flyable but not destroyed. "Code 4" means your aircraft is destroyed (send in the wreck chopper). These "Codes" are very important especially if you go down because of enemy fire or taking damage from another source (clipping trees, hard landings, hitting wires, etc) By using the "Codes" in your communications you provide your BFC's, GC and other Pilots and Troops your status in a few short words. Example below: "Bull Dog 1 is down 500 meters Northwest of the AO Code 3". This simple efficient sentence tells everyone your down, where you're at and your aircraft status AND that you need an Engineer for repairs. Preflight: For Preflight, look at your Aircraft upon approaching it. Does it have any bullet holes in it, or areas where the paint is charred or looks damaged? Will it start up? These will be your first indications that the aircraft may not be "Code 1", 100% operational and ready for flight. You can also pull up the Aircraft Status and see it's current condition. Once the Preflight is completed, get in as the Pilot. Do not start up yet, unless it needs servicing! At this point all your doing is taking charge of your aircraft. Pre - Mission Planning: Tip...you will know the basis of the ATO you'll be given by the BFC. For example i.e.: If you're Bull Dog 2, you're assigned to Helicopter 2 (a normal Lift Chopper) which should be parked in Space 2 at the main base. This tells you that your primary duties will be Transportation and Forward Air Control. Most likely you'll ferry a unit of Troops from the Main Base to the AO - LZ (Area of Operation's Landing Zone). Then you'll stay on the ground at the LZ, with your aircraft unless ordered otherwise. This way BFC's and Ground Commanders know where their Air Assets are (should be) without asking. In this example as Bull Dog 2, you'll also expect to get Tactical Information from Bull Dog 1, as he will enter the AO first and will advise the other Pilots on Threats along the route and in the area, Enemy Activity, LZ particulars like approach, landing area, Power lines, tree lines, Slopes, etc) With this basic information you can open your main map screen and take note of the most probable routes you'll use to reach the LZ safely. This will include your flight path, landmarks along the way to help you identify your position and potential areas of risk. Note these things, on your scratch paper so you have a simple way to remember them, example: Bull Dog 2, Ferry and FAC, Load Ammo Box, Take off South, Ferry to Pavelov, "AVOID" Hilltops 368 and 371 and safe exit route "EAST". Mission Planning: After the BFC and the GC (Battlefield Commander and Ground Commander) have formalized their strategy POA (Plan of Attack), the BFC will then update the Pilots on the POA and give out ATO's. This is where you get the specifics that are expected of you during the mission; example BFC briefing the Pilots: BFC - "Listen up gentleman. This first AO is Pavelov in the Southeastern area of the map. Note the LZ's & SLZ (Secondary LZ) marked on your map. Bull Dog 1 will be carrying Alpha and Bravo Squads and the MHQ to LZ1 and Bull Dog 2 will be carrying Charlie Squad, Ammo Crates and a Bradley to LZ2. Bull Dog 3 will get his ATO when the Side Mission is generated, from the Delta Squad Commander. Bull Dog 4 will remain at the main base as the backup chopper in case, Bull Dog 1 or 2 goes down. If this happens he will begin Ferry operations until they're back up. Mad Dog 1 is assigned CAP (Combat Air Patrol) between the first AO and the Side Mission. He will only attack Enemy Air Targets in his CAP area unless called in by the BFC or GC for CAS (Close Air Support). Bull Dog 1& 2 and Mad Dog 1 will take off in 5 minutes with 15 second intervals. If the LZ's are HOT, call it in and move to the Secondary LZ (Secondary Landing Zone) due West of the AO. Bull Dog 1 will drop the MHQ along the Northern most tree line in the LZ and Bull Dog 2 will drop his Bradley with Charlie. Make sure the Door gunners provide cover and suppression fire in the LZ only. Questions?" Tip...(If Halli is the BFC then it goes something like this.... OK now Wake the F!@% Up Goobers and pay F!@#%ing attention. Goober number 1 will drive that hunk of S!@# over there to someplace over there by the AO, but not to dam close to the F!@#$ing enemy and get my chopper blown to kingdom come. And Goober number 2 will F!@#ing follow Goober number 1, unless I F!@#$ing change my dam mind. Any F!@#$ing questions from you Goobers? Note...if you ask questions or fail your ATO, Hali will immediately rip you a new A$$hole and then ban your A$$...so don't mess up, wreck your aircraft or piss him off anymore than he's already pissed off.) Just kidding...Halli is not like that, ..........very much Now you have the rest of the information you need to plan navigation, note areas and landmarks of interest, work out last minute details and get the troops loaded up and ready for action. Make sure to brief the troops in your aircraft for what to expect and what the contingency plan is...something like this: "Bull Dog 1 is ready to load Alpha and Bravo for takeoff in 2 minutes. We'll pick up the MHQ, taxi out and depart to the South for the Main AO. The Primary LZ is at the Northwest section of the AO. Be advised that this LZ may be HOT and you may have to Eject "if" we're hit. Please be ready to bailout if needed. Door gunners will provide suppression and cover fire in the LZ only, until everyone is out and then get out themselves. If the LZ is too HOT, we'll move to the SLZ in the West. Charlie company is going to LZ2 in the South. After insertion, Bull dog 1 will RTB (Return to Base). Questions?" "Bull Dog 1 departing main base for the LZ in 1 minute" Take Off - "Bull Dog 1, taxing to pick up the MHQ" Press up into a hover, taxi to the MHQ and hook it up. Taxi to the runway. "Bull Dog 1 is departing South for the AO". Taxi to the runway and Takeoff. Bull Dog 2 and Mad Dog 1 should taxi and move to positions for takeoff 15 seconds later, following similar communications... The spacing between aircraft Bull Dog 1 & 2 and Mad Dog 1, provides several advantages: It may pull the enemy's attention towards the first aircraft, allowing the second aircraft to sneak in. It keeps both of you from being shot down together, if there is a major air defense along the route. It minimizes collision risk at the main base and the AO (nothing worse than crashing into another aircraft because nobody has a plan and everyone fly's like reckless idiots). Provides a multipronged attacked that forces the enemy to split its forces, thus reducing the overall risk during insertion. Taxi and Takeoff Procedures. Important Pilot Rules Rule 1 All Fixed & Rotor wing aircraft must use the taxiways and runway at the Main base Rule 2 All Takeoffs will be via the runway heading Southeast Rule 3 All Landings will approach from the Northwest and land Southeast. These 3 simple rules will maintain the flow of air traffic around the base in a "predetermined pattern, so that everyone will know what's going on. Also since the main base is basically in the Northwestern quadrant of the map, the Southeastern Takeoff run will have you basically heading the right direction to get to the action via the fastest route. No more wondering what direction someone is going to land or takeoff in. Tip...Being Proficient in Taxi and Takeoff procedures demonstrates professionalism. This is one of the most important aspects of a Pilots job (Taxing, Takeoff and Landing) . Jumping in a chopper and when it spools up, jerking up the collective and taking off from the parking space, 30° nose down and in a 70° bank to avoid the Tower, right before you fly inverted through the hanger...is not how we will do it. Its unprofessional, unsafe, unplanned and many times causes mid air collisions and crashes. If you want to perform aerobatics or "Shine your Ass", then do it on the Air Domination Server. Doing it on other Sparta Servers will get you grounded and banned. Being a certified Pilot on Sparta Servers demands professionalism and procedures that when followed, provide the maximum Air Asset ability to the overall mission success. Another great thing it does, it provides Situational Awareness for You, your fellow Pilots, all Troops and the BFC's. Think of it this way, you're the Side Mission Pilot getting ready for Takeoff. As you make your departing communication calls, push up into a hover, you then notice an inbound aircraft (the UH60 wreck chopper), heading back to base with a wreck. You know the Wreck Repair Point (Aircraft and Vehicle Service) is at the Southern most end of the runway, between the Taxiway and Runway. You also know that the Pilot of that UH60 is also a Certified Pilot, so he will announce his approach and intentions, approach from the Northwest and land on the Runway heading Southeast. Once established in a "High Taxi", he will turn off the runway due South and move into the Wreck Repair Point. After dropping the wreck, he will either taxi via the taxiway (not across the buildings and over the tower) to Aircraft Service, Parking Space or to the active runway to head back out to retrieve another wreck. Knowing this kind of information gives you "Situational Awareness" and does the same for ALL other Pilots. This way everyone is on the "same sheet of music" and the guesswork is removed, thus reducing the risk of collisions. Will this cause delays...yes but only by a few seconds or a minute. The benefits far outweigh the cons and helps us to be more productive, more successful and much more professional. Tip...Did you know you can press up into a hover, take the taxiway in front of the aircraft parking spaces and taxi down to the first cross ramp and then onto the main Runway (Northwest end) in about 45 seconds. Also, in the UH60, it takes about 18 seconds for the engine to spool up to take off power. In Flight Procedures Navigation Being able to accurately navigate to and from certain points on the map is critical... more to follow soon

Hi Hawk Great pictures! How far can you shoot the guns accurately? When you get hit, does feel like a paint-ball gun hit? thanks

This is just what I need Thanks Mate

Welcome to the Party!

Happy Birthday Day Celebration Time.......= PaRtY

Durka, Yea... I know...you're right! This is is basically a BLOG right now, where I'm putting (dumping) everything to capture it. I did want it to be a good resource guide (Aviation Wise), which is why I thought using Dslyecxi's Air Vehicle info from the TTP2 Guide, would make a great resource. the Tactics and Procedures will not be quite this in-depth...unless I get a bunch of help and you guys push for it.

Thanks Kal, When we're done we could either make it web-based or a PDF document Whatever works is good with me

Little Update, Couple of things Guys Dslyecxi, has graciously allowed us to use part of this his TTP2 Guide (Air Vehicles) in our Aviation Standards Guide. As such I wanted to put up a post showing the next section (which I'll add a good bit to) - NOMENCLATURE. This is will be some of the boiler plate information that will cover the basic Air Vehicle information. After that there will Tactics & Procedures coming next. Great feedback from everyone...keep it coming STILL A DRAFT...so LOTS of TYPO's and Spelling Error...please overlook this. Picking up where the 1st Update left off..... Rule 5 When all else fails or is not covered, refer to the rules above or ASK a Admin, Battlefield Commander or fellow Certified ACE Pilot for help AND remember this, ejecting does not constitute grounds for properly completing your mission. Make sure you know the rules as they will be on all the test. This is the basis of how a Sparta Certified ACE Pilot will conduct him/herself...as that of a professional. Our goal as Pilots, is to be used more and in more rewarding ways by our BFC's. This will only happen once we prove our worth, capabilities and demonstrate that we can work together as a team with the Ground Troops in accomplishing objectives. The next section "Nomenclature" is provided as a basis to bring everyone's ARMA2 aviation knowledge, up to a level that is second to none. As a Pilot you should and will know your job better than anyone else. Does this give you a right to be a snob and act like a jerk to other players....Hell No! It gives you the knowledge and power to successfully accomplish the task assigned to you by the BFC's, in a meaningful and efficient way...."while the shit is hitting the fan". Let's face it, most anyone can jump in a UH60, take off, move across the map and get it to land somewhere close to where you were aiming. In comparison, can YOU take orders for a "Hot LZ Insertion", plan your flight & your navigation "properly", communicate "properly", load up "on time", start up "on time", taxi and take off "on time", use proper evasive maneuvers because you were jumped by a Ka52 and Su25 while inbound, workout the approach changes because the chopper before you crashed in the LZ, which is now overrun with enemy troops and a ZSU, switch to the backup plan for the secondary LZ, update your BFC's with the situation status and your new plan, get into the new LZ while under fire, perform a power on accelerated autorotation to a running hover, between a tree line and a building and get your troops out safely, without ever touching the ground and keeping forward momentum, drop the ammo box, update the BFC again and exit the AO while under hostile fire, all the while talking with and updating your crew, cargo (in aircraft troops, as they don't belong to you), ground commanders and the Battlefield Commander? Little different situation...huh! I know some of you are saying..."perform a powered on accelerator auto rotate what??? Don't worry about it, you'll learn it here in the ACE Pilot program and use it a lot...trust me. Ever wonder why you don't see tactical insertions like the one above? Are you sick of dropping off troops 1 to 2 "Clicks" out, so they can run through the woods for 10 to 15 minutes to get to the action? I know the troops are! Tactical Insertions sure would be cool wouldn't they! You don't see them because the BFC's and Troops don't trust the Pilots to accomplish that kind of insertion, as they would get waxed. It's too risky because most Pilots would kill themselves, their crew, their cargo and their aircraft, trying something like that. When you have the skills to do that safely and repeatedly, you will see it used in the Sim as its not only COOL, Tactical Insertions are a proven method to get troops where they need to be quickly and safely. This is one of the things you'll learn in this course but before the "Cooler Hard Stuff", let's get the basics down as they're on the test too. Let's Go! NOMENCLATURE The next Section - The Role of Vehicles (including Air Vehicles) on the Battlefield, was conceived, created and published online by Dslyecxi from Shack Tactical, his website is HERE and this information is used with his prior and expressed permission. This information is 100% Dslyecxi's and all credit, thanks and prompts go directly to him personally, for allowing us to use and benefit from it, in our Aviation Standards Guide. If you enjoy and find this information useful and helpful (as we know you will) please take the time to thank him (Dslyecxi) and read his complete "Tactics, Techniques and Procedures Guide (TTP2), found HERE . It will make you better with ARMA 2 and any other realistic FPS. The Role of Vehicles on the Battlefield The first thing one must remember when taking a vehicle role is that you ultimately are there to support the infantry. It is not your job to run around pell-mell trying to rack up an impressive kill count; instead, you should do everything you can to work with friendly forces so that you can best support the infantry. If you cannot comprehend this fundamental fact, you should not be manning a vehicle, period. Vehicle Radars To get started, let's look at the method by which ArmA2 abstracts vehicle sensors - called simply 'the radar'. For aircraft, this represents the aircraft's sensor suites, radar systems, etc. For ground vehicles, it generally represents the thermal detection systems on such vehicles. Reading the Radar The ArmA2 radar is pretty simple to work with and understand. The green rectangular section is a 360 degree radar view, while the smaller, light green section indicates your current field of view. If you zoom in, it gets smaller. Zoom out, it gets larger. Radar contacts are color-coded by type - red is hostile, green is friendly, and gray indicates civilians or knocked-out targets . The icons will fade in and out based upon how far they are from you, too. TAB is used to lock onto a target - priority seems to be given to targets that are within your current field of view. For some vehicles, right-clicking can be used effectively to lock specific targets - this is generally best done by the gunners of vehicles. Lock Symbology Any weapon that can lock onto a target will first have to acquire the target. This is done either by right-clicking over the target, or pressing "TAB" to cycle through available targets. When a target is acquired, it will have a green box around it. To lock the target, you must have it within a certain number of degrees of the weapon's orientation (relative to the nose on most aircraft, or the direction the weapon is facing on ground vehicles) - this may vary depending upon the specific weapon. When a target has been acquired and locked, the box has a circle overlaid on it. At this point any guided weapon can be fired and it will automatically track and (hopefully) destroy said target. Note that when reaching the limits of the lock 'cone', the circle indicator will begin to fade out, letting you know that you're about to lose lock. This section is intended to detail all sorts of considerations that every ArmA2 pilot must make during flight. Further sections follow that are specifically oriented towards rotary-wing (helicopter) and fixed-wing (jet) pilots and the special considerations they must make. Minimizing Risk There are a number of things that can be done to limit the threat of anti-aircraft weapon systems. Several methods of tactical prevention are listed below, broken down by whether they're general methods or more specifically oriented towards gun or missile threats. In addition to that, countermeasure systems are discussed, as are evasive maneuvers. Tactical Risk Prevention Tactical prevention is simply the art of using proper aircraft employment and maneuver tactics to minimize the threats posed by enemy air defenses. Prevention: General These guidelines can be used to protect you from any anti-aircraft threats, regardless of type. Limit exposure over enemy areas. The less you're around to be shot at, the less shot you'll get. Mask with terrain. If they can't see you, they can't hit you. Maintain high speeds. If they can't lead you effectively, or you're exposed for short periods of time, they can't hit you. Use unpredictable flight patterns. If they can't predict where you'll be due to your maneuvers, they can't hit you. Avoid flying directly at/away from enemy infantry. If you're presenting a target that is moving relative to their perspective, it's much harder for them to hit you. Prevention: Guns These guidelines can be used to protect you specifically from anti-aircraft guns Fly at altitude. The higher you are, the harder it is to lead you. Prevention: Missiles These guidelines can be used to protect you specifically from anti-aircraft missile systems. Dump flares when going into an attack run if you expect a MANPAD threat on the ground. Dump flares when pulling out after an attack run. The enemy will very likely wait for a rear-aspect shot before engaging - putting flares in the air after an attack run will cause them to have difficulty locking you up, and will confuse any missiles already in flight. Countermeasure Systems Aircraft have two main types of countermeasures - flares and chaff. Unfortunately, neither is modeled in ArmA2 by default. Both are expected to be added by the community in short order, however, so we'll go ahead and cover the basics of how they work. Flares Flares are burning objects ejected from aircraft to attempt to spoof infrared (heat-seeking) missiles. Effective against: Infrared-guided (IR) missiles. The heat of the flares confuses the missile seeker, causing it to chase after a heat source that may not be the aircraft itself. Flares can also prevent the missile from being able to lock onto the aircraft in the first place. When to deploy: Whenever you think an IR missile has been launched at you, or when pulling out of an attack run or overflying known enemy positions. Chaff Chaff is a packet of thin metallic strips that spread into a cloud upon release and act to confuse radar systems. Effective against: Radar-guided missiles. The metallic strips of chaff give false radar reflections, confusing the missile guidance and frequently causing them to seek out invalid targets. When to deploy: Once given a launch warning or when you think one is imminent (ie, such as when 'locked up' and hearing a radar warning indicator) Evasive Maneuvers There are several standard types of evasive maneuvers available to aircraft pilots, regardless of whether they're flying a jet or a helicopter. Jinking. This is the act of making sharp, sudden, and unpredictable evasive maneuvers. Jinking makes it difficult to track and lead an aerial target. It is most effective against unguided weapons such as machineguns, cannons, rockets, et cetera. Break turn. A break turn is a sudden, sharp turn typically of 90 degrees or more. This is often used to attempt to evade a rocket or missile system, or when a heavy machinegun or anti-aircraft artillery piece has engaged the aircraft. Emergency climb/dive. An emergency climb or dive simply consists of the aircraft gaining or losing altitude rapidly in an attempt to evade a threat. Defensive roll. Used most frequently by helicopters, a defensive roll involves the helicopter rolling so that the bottom of it is between the threat weapon (typically machineguns) and the helicopter crew. A roll is usually accompanied by pulling the aircraft in the rolled direction, resulting in the aircraft pulling away from the threat. Classifications of Aircraft Threats How Threats are Classified Throughout the course of flying in ArmA2, you will be confronted with a variety of different threat weapons. Each of the main classifications of these threats is described below, via a "Capabilities, Indicators, React" info breakdown. The "CIR" rating is intended to answer the following questions. ? Capabilities. o What can the threat weapon do? o What is unique about it compared to the other threat weapon types? ? Indicators. o What lets you know that one of these weapons is being fired at your aircraft? ? React. o What do you do when you take fire from one of these weapons? o What are the best evasive maneuvers to use? Small Arms Fire (SAF) Small Arms Fire is generally the most common threat to aircraft on the battlefield. While they pose little threat to jet aircraft, they can be a major issue for a helicopter crew that does not exercise proper tactical judgment while flying. Small Arms are anything typically employed by the infantry - light and medium machineguns, rifles, et cetera. Their Capabilities, Indicators, React (CIR) info is as follows. Capabilities Can penetrate unarmored cockpits and passenger compartments Limited effective range. Dangerous at under 300 meters, moderately dangerous at 500m, and markedly less effective beyond that unless massed. Relatively light and 'weak' bullets Not stabilized, difficult to manage recoil to properly engage aircraft Difficult to properly lead aircraft moving at speed Often massed as 'ambush' fire in order to increase effects When sustained or massed, can cause tail rotor failure of fuel leaks Indicators Muzzle flashes and smoke Normal-sized tracers going past the aircraft. Sometimes there will be no tracers at all, just the impact sounds of bullets hitting the aircraft. Visible infantry or no visible vehicles Sounds of bullets hitting vehicle hull, accompanied by light damage React Break turn Jink Raise altitude or lower to mask with terrain HMGs & Vehicle CSWs, including AAA Heavy machineguns, crew-served weapons, and anti-aircraft artillery are a common threat. They are similar to SAF in many respects, but pack a heavier punch and have higher accuracy at range. Their CIR info is as follows. Capabilities Stabilized, high accuracy Heavy, damaging bullet. In the case of AAA, this is often an explosive cannon round. Indicators Large tracers Large muzzle flashes and smoke Stable stream of fire Vehicle at origin of fire (if veh CSW) High (HMG) or very high (AAA) damage from hits React Break turn Jink Sharply raise altitude or lower to mask with terrain Anti-Tank Anti-tank assets are generally used in "target of opportunity" situations against slow & low helicopters. It requires a great deal of skill (or luck) for an AT shooter to take down an aircraft with an unguided rocket, or a great failure on the part of the aircraft crew to allow such a shot to be successful. The CIR info for AT is as follows. Capabilities Very limited range (dangerous at 100-300m, falls off rapidly beyond that) Difficult to lead moving aircraft with AT Depending on the power of warhead, severe damage or destruction of aircraft is likely Indicators Backblast dust/smoke Linear smoke trail No obvious vehicle having launched it (infantry AT) or ATGM-class vehicle (ie: BRDM ATGM) at launch site. React Dump flares. You do not have time to decide whether it's an AT rocket or a guided missile. Break turn until you are moving perpendicular to the launch site. At this point you should be able to tell that it is a rocket that was fired, and not a missile. Once this has been confirmed, cease flare dispensing. MANPADs, SAMs, & Anti-Aircraft missiles Missile systems tend to pose the most serious threats to aircraft. Their guidance systems allow them to track even the fastest jets, while their warheads can wreck an aircraft with a good hit. Capabilities Seeking missile(s). Long range. Difficult to detect (MANPAD). Difficult to evade - extremely fast and maneuverable. Powerful warhead, can result in severe damage or destruction of aircraft. Oftentimes multiple missiles available. Indicators Backblast dust/smoke. Visible smoke trail coming from the ground. Smoke trail is curving/changing direction, indicating a seeking warhead. Radar warning receiver, IR launch indicator *. Smoke trail of an anti-air missile as it launches. By the time you see this, you only have a split-second to react. React Dump flares (IR) or chaff (radar) *. Fly perpendicular to missile flight path ('beam' it). Put terrain between self and missile. Continue dispensing flares or chaff until missile is no longer a threat and aircraft is out of engagement envelope of the launcher *. A Russian anti-aircraft gunner prepares to fire his Igla missile * While these do not yet exist in vanilla A2, they are expected to be added by the community in short order Damage Model Fuel Leaks Oftentimes an aircraft will receive a fuel leak after being hit by a MANPAD missile or taking sustained machinegun fire. The indicator for this is simply that the fuel level begins to drop. If you take a hit that causes a fuel leak, announce it to the appropriate person (ie the FAC or PltCo) and head back to base if possible. If you can't make it back to base, find some place to set down (if a helo) or eject (if a plane). (Note: In , helicopter pilots typically cannot "bail" out of their helos while in the air and survive. Thus, you must land the aircraft if you'd like to live to talk about it.) Intro to Helicopters Rotary wing aircraft - more commonly known as helicopters - are one of the most interesting types of vehicles to employ in ArmA2. They have a very unique set of flight characteristics compared to 'typical' aircraft, in that they are able to fly in any direction or even simply float in one place if they so desire. Their ability to operate so close to the ground forces makes them excellent close air support forces, while their cargo- and troop-carrying abilities give the ground commanders a way to move infantry around the battlefield to attack from unexpected directions, or transport resupply all over the battlefield to where it is most needed. Helicopters are extremely flexible aircraft that can be employed in a wide variety of creative and interesting fashions. They are the air asset you are most likely to find yourself working with when it comes to how Shack Tactical plays. Types of Helicopters Like with most things, there are a variety of classes for rotary-wing aircraft. Attack Attack helos are defined by the amount of firepower they can deliver, as well as how survivable they are. The AH-6 and OH-58 are the lightest, with the Cobra being above them in the medium category, and the Apache taking the crown as the heaviest attack helo due to its impressive armament and relatively survivable airframe. Light AH-6 Littlebird OH-58 Kiowa Warrior UH-1Y Venom (when carrying FFAR pods) A UH-1Y Venom acting in the CAS role Medium AH-1Z Viper Heavy AH-64D Apache Transport Transport helos are defined by the amount of personnel or equipment they can move around the battlefield. Thus, an MH-6 is at the bottom of the ladder as the lightest transport helo, while the massive CH-53 Super Stallion is at the top. Light MH-6 Littlebird UH-1Y Venom The UH-1Y Venom carries a pilot, copilot, two door gunners, and 7 passengers Medium SH-60 Knighthawk CH-46 Sea Knight The SH-60 Knighthawk carries a pilot, copilot, two door gunners, and 12 passengers Heavy V-22 Osprey. Note that this aircraft can go from a 'helicopter' mode to a 'fixed wing' mode once it is airborne, increasing its speed considerably. CH-53 Super Stallion The Osprey can carry a pilot, copilot/observer, and 23 passengers Helicopter Crew Roles Most helicopters are multi-crewed. For attack helicopters, this is in the form of a pilot/gunner combination, while transport aircraft typically sport a pilot, copilot, crew-chief, and door gunner. This section will cover the different responsibilities of each of the common helicopter roles. Pilot The helo pilot maneuvers the helo tactically in order to accomplish the assigned mission. The specific responsibilities of a helo pilot differ based on whether they are a transport aircraft or an attack helo, and are as follows. Pilot Responsibilities (General) Senior player in the helo Flys the helo and is responsible for the safety of all embarked on it Plans the route the helo will use into/out of the combat zone Has the final say on LZ selection and is authorized to change the LZ en-route due to evolving threat assessments Pilot Responsibilities (Attack Helo) Responsible for employing unguided rockets (FFARs) or bombs, if the aircraft has them Communicates with the gunner to maintain the gunner's situational awareness. This includes notifying the gunner of locations of friendly forces, upcoming maneuvers, and anything else that might assist him. Maintains situational awareness around the aircraft at all times. The gunner is often focusing on a given target, such as when using the gunsight, and thus it is important that the pilot continue to scan. Maneuvers in a fashion that allows the gunner to effectively engage the enemy Maneuvers in response to the gunner's requests Gives guidance to the gunner on weapon type to use Gunner The helo gunner helps to navigate and observe prior to combat, and once in combat, he scans for and engages the enemy while communicating his needs to the pilot. AH-1Z Viper Gunner Gunner Responsibilities Junior player in the aircraft Assists in navigation Scans and engages the enemy Communicates needs to pilot. If the gunner needs the aircraft oriented in a specific direction, or flying at a given height, et cetera, he communicates this to the pilot so that the pilot can fly the aircraft to best accommodate him. Communicates with ground forces as required, particularly when the pilot must concentrate on flying and a copilot is not present. Gunner/Pilot Intra-aircraft Coordination Things that need to be communicated are broken down by whether they're communicated by either crewman, by the pilot, or the gunner. By both: Threats. It is important that either crewman communicates anything he discovers about the locations of enemy threats as expeditiously as possible. The more of a threat the particular enemy is to an aircraft is, the more important it is that it is communicated promptly. This also includes any spottings of tracers, missile launches, or suspected missile launches. Friendly positions. Whoever sees friendly positions, either on the map or via visual confirmation, should relay it to the other crewman so that situational awareness is enhanced. This is particularly true for the pilot communicating with the gunner. Ammo status. Either crewman will have weapon systems available to them in some aircraft. Whatever the distribution, each crewman needs to communicate how much ammunition they have for their weapons, so that they can plan accordingly to fly back for resupply (if available) and also let the supported infantry know how much more support they can provide before they need to return to base. By the pilot: Maneuvers. Particularly when the gunner is employing a turreted cannon, the pilot should talk to him to let him know what significant maneuvers are being employed or are coming up. This helps the gunner to know how much traverse he has left on the turret before running into the limits. Fuel status. Knowing how much fuel is available is important, as it allows the gunner to prioritize targets based on how much flight time remains until a trip to a resupply area is necessary. Flight worthiness. If the aircraft is damaged by enemy fire, it is the pilot's responsibility to communicate this to the gunner. This includes tail rotor loss, loss of engine power, etc. By the gunner: Gunner activity. The gunner ensures that the pilot knows what he is doing - be it acquiring a target, locking one up, firing, or preparing to fire. This helps the pilot make decisions about how he flys the aircraft. Gunner needs. If the gunner requires a certain attack heading, or a specific amount of stability during the employment of a weapon, he must communicate this to the pilot so that the pilot can accommodate his needs. Gunner/Pilot Brevity Words Weapon Employment & Maneuvers Steady. Request from the gunner for the pilot to hold a steady bearing. Typically used when firing at hard or distant targets to provide the most stable gun platform. Rotate (left, right). Gunner notification to the pilot that the aircraft needs to turn a specific direction to allow him to employ his weapons. Popping up/pop up. Command from the pilot or gunner to indicate that the aircraft is going to, or needs to, rise up to clear an obstruction so that a shot can be taken. Dropping down/drop down. Command from the pilot or gunner to indicate that the aircraft is going to, or needs to, drop down behind an obstruction. This is typically done after a successful shot has been made. Firing/engaging. Gunner is engaging with his weaponry. Typically used when guns are being employed. Launched, missile away. Gunner confirmation that he has fired his missile. Lets the pilot know that he is free to maneuver. Running in. Pilot notification to the gunner that the aircraft is heading in for an attack run on a known enemy position. Breaking left/right/etc. Pilot notification to the gunner that a significant bank/turn is being employed in the specified direction. Threats. Note that threat warnings have a direction attached to them when known. Missile, missile. Warning call given when a suspected missile has been launched. This allows the pilot to immediately conduct a 'react to missile launch' drill, as well as notifying the gunner that he should be scanning for the launch origin. Taking SAF, taking SAF. Used to indicate that the aircraft is being engaged by small-arms fire, typically used to indicate that maneuvers are needed to evade it. Can be shortened to "SAF, SAF". Taking heavy, taking heavy. Used to indicate that the aircraft is being engaged by a heavy weapon such as a crew-served machinegun or vehicle cannon, typically used to indicate that maneuvers are needed to evade it. Can be shortened to "Heavy, heavy". Contacts Visual. Crewman has spotted friendly positions. Blind. Crewman cannot spot friendly positions. Tally. Crewman has spotted hostile targets. No joy. Crewman cannot spot hostile targets. Tracers, (direction). Used to indicate the direction that enemy tracer fire has been spotted. Flashes, (direction). Used to indicate the direction that muzzle flashes are being seen at. Status Winchester. Gunner is out of ammo. Bingo. Pilot statement to indicate that the aircraft must immediately return to base in order to make it back before fuel runs out. Crew Chief A crew chief is a member of the helicopter crew that, in ArmA2 terms, acts as a door gunner for the duration of the helicopter's employment. Unlike the 'door gunner' role, the crew chief does not disembark from the helicopter except in the event of an emergency (such as being shot down). The crew chief is responsible for communicating the proximity of obstacles to the pilot when in close terrain and attempting to land. This is done with simple concise verbal commands to the pilot to tell him which way to move the helo to avoid obstacles, such as "Tree on left, move right 10 meters". The door gunner, if embarked, assists with this process, as described in "Combined Arms". Crew chief waiting for takeoff, M134 in the forward-facing position Crew Chief Responsibilities Scan for threats & communicate them to the pilot. The crew chief must be constantly scanning for hostile threats. He watches for: Enemy personnel and vehicles Muzzle smoke Tracers Smoke trails from missiles or rockets Trees, large rocks, and other obstacles when descending into an LZ Upon spotting any of these, he immediately informs the pilot, either through "Vehicle" VON or Teamspeak. The crew chief can use either clock directions or relative directions (ie: front, left, right, etc) when calling these targets or objects out. Be proficient with helo door gunnery. This includes knowing how to correctly lead targets when the helicopter is moving at a variety of airspeeds. As a general guideline, one must lead in the direction that the target is moving relative to the gunner's perspective. If a target is crossing from right to left, he must lead the target by aiming to the left side of the target. Stay alert and aware of where friendly forces are, to avoid engaging them by mistake. Communicate with ground forces as required, particularly when the pilot must concentrate on flying Copilot The copilot's responsibilities in A2 are different from those of a real one, since they cannot assume control of the helicopter as a real one could. Because of this, their primary tasks are observation, navigation, and communication. In the event that the pilot is shot and killed in flight, they are tasked with leading the passengers and door gunners in a rousing game of 'scream for your life until the aircraft has successfully impacted with the ground'. Copilot Responsibilities Navigation. The copilot is in a perfect position to navigate for the pilot. Observation & observation pod. Whether equipped specifically with an observation pod or not, the copilot - being in the front of the aircraft - is in a good position to assist with observation. The observation pod obviously amplifies this. Communication. Due to not being tied up with actually flying the aircraft, the copilot is able to spend time communicating with other aircraft, ground forces, etc. Helo Flight Principles The art of flying a helicopter is one that takes time to master, typically accomplished with a great deal of offline practice. The following sections will help to familiarize you with the basic helo flight principles, as they apply to ArmA2, so that you know what you should be practicing towards. Taking Off Getting a helicopter into the air is a pretty simple process. There are a few things to keep in mind, as described below. Considerations Before Lifting Off Ensure that everyone who should be on the helo is loaded up and ready to go. This applies mainly to transport aircraft, of course. Look around and above the aircraft to familiarize yourself with what obstacles are nearby. Trees, power lines, light posts - anything that can cause a rotor strike must be noted and avoided. Consider other aircraft. If a multiple helo package is taking off, the aircraft must lift off in a predefined order to avoid colliding on takeoff. If working out of an active area where aircraft are coming and going at regular or random intervals, you must be careful to ensure that your takeoff does not run you into another aircraft working in the area at the same time. Know where you're going, and have a plan on how to get there. Trying to plot a course while already in the air is not ideal - whenever possible, as time allows, ensure that you've sketched out your route to the LZ and know what terrain to expect along the way. Once all of these are considered and checked for, simply apply power to the engines to lift off the deck. You only need to bring the helo a few meters off the deck to "take off" - there is no reason to go higher immediately unless terrain or obstacles force it. As you move away from the staging area, evaluate the terrain and choose your flight profile accordingly. Landing There are two primary aspects involved with landing - the basic procedures of the act itself, and the considerations that must be made when making a combat landing. Both are described below. Basic Landing Principles Be careful with your vertical speed. Having a low vertical speed upon landing is very important - the most common way to wreck a helo is to slam it down too hard. You can land safely with 30km/h of forward speed, as long as your descent rate is very low. You can get up to 40-45km/h or so if you are careful. Bear in mind that the higher your speed, the easier it is to wreck the engine with too fast of a descent rate. Pick LZs that have fairly level ground and are free of any major obstacles whenever possible, as this simplifies things. If landing on a slope, land facing up the slope and be careful that you don't slide. Oftentimes you will be forced to do a hover insertion when slopes are involved. Approach the LZ in a fashion that allows you to see all of the obstacles in the LZ area. Coming in via a shallow curving flight path can help facilitate this. If landing in a particularly tight LZ, use your door gunner and crew chief to warn you of any obstacles as well as provide guidance on how you should maneuver. If troops are already on the ground, they can act as guides as well. Combat Landing Procedures Decide on what kind of landing it will be. Full touchdown, hover, moving, etc. Minimize enemy threats via the approach route used. Choose high alt or low alt as necessary, based on expected enemy threats. Suppress with door gunners if possible. If the LZ is hot, the door gunner fire can be an effective means of suppressing it long enough to set down and get the troops debarked. Come in fast and touch down lightly. A proper combat landing requires a good grasp how to flare a helicopter to rapidly bleed of speed without gaining altitude. Coming in fast is the best counter to enemy small arms fire - it's not easy to lead a moving helo, after all. Tell your passengers to debark via "GO GO GO". Once you've touched down safely, or have entered a hover or slow & low state (in the case of a 'hover' or 'moving' insertion), give the "Go, go, go!" command so that the embarked infantry can hear you. They will then begin exiting the aircraft and conduct their mission. Listen for confirmation from the senior embarked player that all troops have dismounted. In some aircraft you will be able to look into the passenger compartment to watch the unloading process yourself. Once given the all-clear, take off and assume your next assigned task. If feasible, your crew chief can continue suppressing the LZ as you depart. Altitude Tradeoffs Flying a helicopter forces the pilot to take calculated risks in order to best accomplish his mission. One of these involves altitude - there is no one-altitude-fits-all solution; depending on the mission, terrain, enemy, et cetera, the risks/rewards of each altitude will vary. It is up to the pilot to be familiar with the tradeoffs involved and be able to make the right decisions when the time comes. The pros and cons of high and low altitude flight follow. High Altitude ? Pros: Reduces vulnerability to unguided weapons such as SAF, CSW, HMG, AT, etc Increased observation capability Eliminates dangers of collisions with terrain, trees, power lines, and other obstacles Higher chance of autorotating successfully due to altitude available Enemy has a harder time keeping track of you when they're also engaged with ground forces, as it forces them to look up a lot. Allows you to drop in and surprise them more easily. Facilitates steep diving attacks and strafing runs ? Cons: Easier for the enemy to hear the direction you are coming from More visible to the enemy Can be engaged by more enemy weapon systems at the same time than otherwise Easier to be engaged by guided missile systems Low Altitude ? Pros: Reduced visibility to the enemy Can mask with terrain, trees, and buildings, which further reduces visibility and muffles sound signature, increasing stealth and surprise Reduced vulnerability to some types of anti-air missile systems ? Cons: Much more vulnerable to SAF, CSW, HMG, AT, etc. Reduces visibility of the battlespace Introduces the danger of collisions with terrain, trees, power lines, and other obstacles Less likely to survive an engine failure due to lack of space to properly autorotate Reduces effectiveness of some attack profiles such as diving attacks and strafing runs Masking with Terrain & Tactical Helicopter Movement One important aspect of helicopter survivability lies in using the terrain to maximum advantage. Hills, valleys, forests, buildings - there are countless terrain features that can be used to mask a helicopter from enemy fire and observation. Attack helicopter crews will often stay low and fast, moving from one covered position to another to avoid enemy anti-aircraft artillery and MANPAD or SAM units. When it comes time to engage the enemy or scout out areas, the helicopter can pop up briefly, scan the area or employ weapons against the enemy, and then drop back down behind a terrain feature so that enemy gunners have little time to acquire, lock, and fire upon them. Bear in mind that when masking with terrain, the helo crew must be aware of what's on the 'near' side of the terrain being used for cover. Taking cover behind a ridge that has an enemy platoon sitting on your side doesn't do you a great deal of good. Also keep in mind that helicopters are highly susceptible to enemy air defense assets, and are by no means to be thought of as invincible flying machines of death and destruction. Keeping a helicopter alive in a hot environment, particularly a player-vs-player one, requires a great deal of skill, patience, and coordination between the crew members. Rambo helicopters will find themselves shot down in short order almost every single time. People who fly helicopters like they're jets will likewise find themselves being quickly shot down. Helo tactics and jet tactics are two entirely different beasts and must be treated as such. Nap-Of-Earth Flight The altitude a helo can safely fly at will vary depending upon the terrain. Heavily wooded, rolling terrain allows for helos to fly higher due to the amount of terrain and vegetation that interferes with MANPAD systems (ie very low exposure times, lots of obstacles for firing a clean shot), whereas desert terrain or other fairly flat terrain can force lower flight altitudes. Regardless of terrain type, nap-of-earth flight is an important technique to use to avoid enemy observation or engagement. NOE simply means that the helicopter is staying low and following the contours of the ground as it flies, as opposed to simply beelining across the sky without consideration for the terrain below. A few guidelines for NOE flight follow. Guidelines for NOE Flight Be vigilant in scanning for obstacles. The most common obstacles are poles, trees, and powerlines. At night, powerlines in particular become a greater threat due to the 'grain' and reduced clarity of vision brought on by nightvision. Know and consider the diameter of your rotor mast. If you need to go between two trees, for example, you must be able to visually determine if your rotors can fit through. Only fly as low as you need to. While flying a few meters off the ground is a good display of skill, oftentimes it puts your passengers at an unnecessary risk. Fly at the altitude that is necessary to accomplish the goal that NOE flight facilitates. NOE flight does not have to be "Hey guys, I just picked a flower off the ground!" altitude at all times. Attack Helo Attack Types There are several distinct attack types that can be utilized by rotary-wing aircraft. Each has a time and place where it can be used successfully, and being familiar with the different attack types allows for an aircrew to maximize survivability while fighting according to the enemy threat level. Slashing A slashing attack is used when the pilot determines that he can fly over enemy territory without putting himself at unnecessary risk. This is typically when the enemy is known to have no serious anti-air equipment. A slashing attack is simply a run where the helo flys in, fires ordnance, and then continues in the same direction and passes over or near the target before leaving the area. Slashing attacks are typically done with FFARs or fixed-forward-firing cannons or guns. A Viper flys past after knocking out an enemy APC Break-Off Break-off attacks are used when there is a threat of enemy air defenses beyond or at target. A break-off attack consists of the pilot lining up for an attack run, firing his ordnance, and then immediately breaking off so that he does not fly over or past the target. The distance at which the helo should break depends on the anticipated threat - bear in mind that the further away you break, the less likely enemy small-arms fire will be able to get you. Break-off attacks are typically done with FFARs. Breaking to the right after firing a salvo of FFARs at an enemy position Stand-Off Stand-off attacks are used when there is no significant threat of enemy return fire or anti-air defense and cannons or anti-tank guided missiles (ATGMs) need to be employed. For a stand-off attack, the pilot brings the aircraft to a hover (or slow flight) out of effective small-arms range of the enemy. The gunner then proceeds to employ the aircraft cannon or guided missiles to strike enemy targets. During this, the pilot scans the area around the aircraft for any enemy infantry that may be on the ground. If the threat of enemy anti-air is completely non-existent, the aircraft should hover at least 500 or more meters above the ground to reduce risk of enemy small-arms fire. The aircraft should remain in a hover only as long as is necessary to employ ordnance. Once complete, the pilot should resume normal flight. A Viper pummels a target area with FFARs from a stand-off position Pop-Up A pop-up attack is a variation of the stand-off attack that is used when enemy anti-air threats are expected. To employ a pop-up attack, the pilot must first move via a concealed or obscured approach to within effective weapon range of the target. He will then instruct the gunner that they are going to pop-up, and that the gunner needs to stand by with a specific weapon system (typically an ATGM). The helo then rises up just enough to clear the terrain feature, at which point the gunner acquires the target, fires his ordnance, and the pilot rapidly drops the helicopter back behind the cover afforded by the terrain. When done correctly, pop-up attacks are extremely difficult to defend against. Popping up from behind a treeline, this Viper has just launched a Hellfire at an enemy Tunguska Cobra Fire Control Systems The following section about the Cobras in is from Headspace, ShackTac member and creator of both the ArmA2 Artillery System and the Cobra Fire Control Systems. Cobra Employment in ACE2 Written by ShackTac NCO Headspace Pilot/Gunner dialogue is critical to smooth combat operations in the AH-1Z. The Cobra has two crew so that the tasks of flying, target acquisition, engagement, and evading can be done simultaneously. However, this requires effective coordination between the gunner and pilot to work effectively. Ensure that pilot/gunner communications are read back after receiving and that brevity is observed, particularly during combat. The pilot is responsible for ensuring that the top mission priority is fulfilled, that being to prevent the aircraft from hitting anything on the ground (or in the air) and to prevent anything launched from the ground (or the air) from hitting the aircraft. If necessary, the pilot will need to maneuver away even while the gunner is making a shot, if it is necessary to preserve the aircraft. Most, if not all of the weapon systems in the AH-1Z are designed to be used so that the helicopter can engage enemy forces with minimal exposure to threats. Take advantage of this. For instance, if friendly infantry is equipped with a laser designator, make sure to utilize the LOAL (Lock-On After Launch) modes of the Hellfire system so that you don't have to expose your ship to enemy AAA. Know the Hellfire weapon system and which mode is appropriate for the current engagement. If you are behind a tall obstacle, such as a mountain, the LOAL-HI mode is appropriate. If the target is only a few KM away and there are minimal obstacles, the LOAL-DIR (for Direct) mode is probably the better choice. The AH-1Z in ACE2 has the ability to elevate its cannon to match the range to target read from the laser, just like the real AH-1Z. Make sure that when you engage a target with the cannon, that you have the appropriate range locked in. Otherwise, you will waste ammunition. In cases where you must acquire the target yourself, ensure that you do so in the smallest time window possible so as to limit your exposure. When engaging targets with the AH-1Z's cannon, one helpful trick is to pop up over the obstacle, range the target location, then lower behind cover. When it's time to engage you will already know your range and thus be able to put fire on the target immediately. Transport Helo Insertion Types Flying troops to a landing zone is only part of the problem. Once there, getting them safely on the ground can be a challenge all by itself. It is important that every helo pilot is familiar with the landing options available to him, and is able to pick the right one to suit the situation at hand. Touchdown A touchdown insertion is the most common type, used whenever possible. All that is required is a helicopter-sized patch of relatively level open ground to set down on. This type of landing is also used when extracting troops, for obvious reasons. Touchdowns ensure that infantry are able to safely dismount without the injury that is possible when conducting hovering insertions. Hover Hover insertions have two primary uses. The first is when dropping troops on sloped terrain. In most cases, trying to land on sloped terrain is a recipe for disaster, so dropping your troops off from a hover is a great alternative to crashing and killing everyone. The other use is any time that enemy return fire is a significant threat. In such a situation you want to minimize the amount of time that you're low, slow, and vulnerable to the enemy. Keeping your skids or wheels off the ground is one great way to accomplish this, as it allows you to more quickly get back into the air if things turn hot. A safe altitude for dropping troops in a hover is below five meters. Anything more runs the risk of injuring the troops from the fall. A Venom inserting troops into a hot LZ comes to a hover moments before troops hop out. Moving A moving insertion is a variation of the hover insertion that is done while the helo does not come to a complete standstill. This method is even more secure than the hover insertion, as the pilot is at less risk of being hit in the cockpit by enemy ground fire due to his constantly shifting position. When doing a moving insertion, ensure that the aircraft stays under 30kph and is less than five meters off the deck. These are the thresholds for safe troop drops from a moving helo. Rooftop Rooftop insertions can be done either at a hover or by landing on the roof. It is recommended that they be done at a hover, as that tends to be the safer method. When doing a rooftop insertion, pay special attention to the rooftops of other nearby structures. If they are occupied, the insertion will likely need to be aborted due to the danger of being shot out of the sky. Bear in mind that the security of a rooftop insertion depends largely upon the surrounding terrain, the surrounding buildings, and the height of the building that is being inserted on relative to both the surround building heights and the surrounding terrain. For instance, trying to drop troops on a low house in hilly terrain that has enemy infantry likely positioned in the hills, or other locations that are higher in elevation than the roof, is a recipe for disaster. On the other hand, dropping a sniper team on a very tall building in relatively flat terrain is much more likely to be successful. Fastrope Anyone who has seen Blackhawk Down should be familiar with the concept of fastroping. While this capability does not exist currently with any of the default ArmA2 vehicles, it will no doubt be present in the future via community addons. Fastroping can be useful for inserting troops into an area where the helo cannot easily land. While the altitude of the helo makes it more vulnerable to enemy fire, it also allows for the doorgunners to fire without risk of hitting the disembarking troops. Helicopter Damage Model Due to the altitude they operate at, helicopters are apt to get shot up. Being familiar with the types of damage that can be sustained can help to prepare a helo crew for what to do when they take heavy fire, allowing them to react appropriately even when the situation is tense and every second counts. Tail Rotor Failure Heavy damage to a helicopter has a good chance of inducing tail rotor failure. Since the tail rotor is what stabilizes the helicopter at low speeds, this can be very bad news for the pilot and any embarked passengers. If at high speed, the helicopter will not visible react. You will probably not notice that your tail rotor has stopped spinning until the next time you slow down. At low speed, the helicopter will begin to yaw to one side as the tail rotor blades spin down. There are a few critical moments at the beginning of the process that should be used to get the helo down on the deck as quickly as possible, before the full spin begins. Once the full spin begins, having something like a TrackIR is of great use due to the fact that you'll want to be spending a great amount of concentration on both controlling your flight and scanning the terrain (while spinning heavily) for any safe area that you can set the helo down on. Alternatively, a helo at low-speed can try to gain speed until the effects of the tail rotor (or lack thereof) are nullified by the higher speed. This will temporarily remove the issue; however, you will still need to set down eventually, and at that point you'll have to fight with the spinning at low speeds. Also bear in mind that a hit that is powerful enough to cause tail rotor failure will also likely cause a fuel leak. Reacting to tail rotor failure is something that needs to be practiced in a non-combat situation (ie, set up in the editor) many times before it becomes second-nature. Engine failure & Autorotation The worst thing that can happen to a helo, aside from outright being destroyed, is for it to have an engine failure. In mods like , which (realistically) do not allow for the pilot/crew to bail out with a parachute, the only way to survive an engine failure is to get on the ground as quickly as possible without killing yourself and everyone else in the process. To accomplish a safe landing in a helo that has lost it's engine requires that you be familiar with the concept of Auto-Rotation, and are able to carry out the required actions with split-second notice and timing. Surviving an Engine Failure via Auto-Rotation When the engine fails, an alarm will sound and the rotors will begin to spin down. You cannot let them spin down, else you'll crash and burn hard. IMMEDIATELY press and hold your "Thrust Down" key to keep the blades spinning and begin a descent, while attempting to limit your forward speed as much as possible. If you are too slow, the blades will rapidly come to a halt and you'll be headed for a nasty crash. Scan your immediate area for a safe place to land - due to the lack of warning beforehand, you may be faced with some pretty tough landing spots. Identify the best landing spot and head for it while keeping your "Thrust Down" key depressed. You will want to try to minimize forward movement as much as possible due to how A2 models autorotation. At the last moment, flare your helo (bring the nose up) and press the "Thrust Up" key. If done right, the last bits of energy stored in the spinning rotors will reduce your downward velocity to something survivable. If timed wrong, you'll stall out too high off the ground and then crash and burn. Like everything else concerning helos, auto-rotation is a skill that must be practiced extensively in advance. Note that due to current FM limitations, you will be unable to attempt an auto-rotation if the helicopter is moving at a very high forward speed at the time of engine failure. In such a case, the helo will nose down, become unresponsive, and spread bits and pieces of your body all over the terrain at the site of the crash. Types of Fixed-Wing Aircraft Fixed-wing aircraft can be broken into several main groups for the purposes of ArmA, though some of them have little relevance to the game and will not be seen with any frequency. The main groups are CAS, Air Superiority, Bomber, and Transport. Close Air Support These are the most relevant to the ArmA experience. CAS aircraft are specialized at ground attack and are designed to provide excellent close air support to infantry. The A-10 "Warthog", loaded with bombs, Maverick ATGMs, FFARs, and AA missiles AV8 Harrier, loaded with bombs, FFARs, and AA missiles Air Superiority You will see these less frequently than straight CAS aircraft. Air Superiority Fighters can be multi-role, able to hit either ground targets or air targets with effectiveness. They tend to be faster than other aircraft. The VTOL (Vertical Take-Off/Landing) F-35 Lightning II. This configuration has all weapons stowed in internal bays. Bomber Very rare in ArmA2, though they may show up at some point. Bombers can obliterate large swaths of ground with massive payloads. They fly in, drop their bombs, potentially kill a huge number of the enemy, and are gone. These will rarely be able to provide effective CAS in the way that a dedicated attack aircraft can. However, if you'd like to flatten a small village, they will come in handy. Transport Transport aircraft like the C-130 will most likely be seen only in missions where we act as paratroops. They are unarmed and vulnerable but can deliver a large number of airborne soldiers into the action in short order. A C-130 transport Fixed-Wing Aircraft Crew Roles Pilot The fixed-wing pilot is the standard in most of the jet aircraft we will see in ArmA. He does everything in his aircraft - navigates, communicates and coordinates with ground forces, employs his weapons in support of ground forces, and so on and so forth An F-35 pilot prepares to take off Copilot The copilot/gunner of a fixed-wing aircraft deals primarily with weapons employment, navigation, and communication with ground elements. These are fairly rare - only the Su-34 in ArmA2 even has one by default. Basically, he allows the pilot to concentrate fully on flying the craft without interruption. Attack Aircraft Attack Types Fixed-Wing attack types share some similarities with their rotary-wing counterparts, but due to the speed at which the aircraft moves and the differences of FW flight compared to RW flight, they are distinctly different attack types that must be mastered separately. Break-Off A fixed-wing break-off attack is used to avoid flying over a danger area. Because of the speed at which a plane moves, break-off attacks typically are used when firing air-to-ground (AGM) missiles. The aircraft can fire the missile from extended ranges and break well before coming into effective range of the enemy air defenses. A-10 breaking off after firing a Maverick AGM Dive A diving attack is the preferred method for delivering rockets, laser-guided bombs, cannon fire, and 'dumb' bombs/munitions. This is because the "long axis" of the ordnance delivery becomes shortened when coming in in a dive, and thus ordnance tends to land closer together and human error (ie: timing of a bomb drop) is minimized. When conducting a dive attack, two methods can be used during the approach. The first is a high-altitude run-in, followed by a dive onto the target and ordnance delivery. The second method is a low-altitude approach, using terrain to mask the aircraft, before pulling up into a steep climb followed by a dive and ordnance delivery on target. This is known as a "Pop-Up" attack. Note that when it comes to dive attacks, the steeper the dive is, the more accurate the ordnance delivery will be - to an extent. The reverse of that is that the steeper the dive is, the faster you are likely to close on the target, and the harder it will be to acquire/align/fire/pull out. Finding a good balance between dive angle, aircraft speed, and other delivery considerations is key to mastering the dive attack. Note also that the higher that laser-guided bombs can be dropped, the more time they will have to adjust their flight and zero in on the laser designation. With cannon fire, the further away it is initiated, the more 'spread' there will be to the impact area, and the more damaging it will likely become. Slashing/Strafing The most basic fixed-wing attack run is a slashing attack or strafing run. In this attack, the aircraft flies in, fires cannons, FFARs, or other munitions and then flies over and past the target. Slashing attacks typically are done at a shallow dive or during level flight (depending on the target being attacked, the terrain it is on, etc). The pilot should maneuver his aircraft in an evasive fashion up until the last possible moment, as this gives the enemy less time to settle their sights on his aircraft. Direct attacks against anti-aircraft artillery such as Shilkas are done in an undulating pattern where the attacking aircraft pitches up and down, firing each time his weapons are aligned with the target, with the rest of the time acting to throw the Shilka's aim off. A-10 making a cannon run on enemy tanks Fixed Wing Aircraft Damage Model Exploding into flames There really isn't much to say about the damage model for fixed-wing aircraft. Aside from fuel leaks, there's not much that happens - typically you're either ok, or you're dead. You may have a small window in which to eject from the aircraft in some situations, though. We wanted to take a moment and say an additional Thank You and give 100% of the Credit to Dslyecxi for his time, efforts and his wonderful TTP2 Guide. As I'm sure everyone learned something, if not many important things from the Air Vehicle Section above; so please stop in at his website and take the time to read the whole guide. It contains a vast knowledge base that you simply cannot learn, just by playing the game. As such, the BEST Source of additional squad based tactics and information for ARMA 2 is Shack Tactical, as far as I know, HERE which is operated by a former US Marine and dam nice guy "Dslyecxi". He has put together what is the most all inclusive guide covering virtually every aspect of ARMA2 as a Tactile Strategy & Land Based Guide. You can find others but not a better guide that I'm aware of, anywhere on planet earth. Find it HERE This should be considered mandatory reading and studied thoroughly by anyone who is serious about playing ARMA2 or any squad based game. Thanks again to Dslyecxi for allowing us to use and benefit from his TTP2 Guide and his in-depth information on Air Vehicles in ARMA2. If you enjoyed reading the TTP2 and or the Air Vehicle Section above, please stop by Shack Tactical and drop him a note to say thanks for his great work, help and allowing us to use it in our Aviation Standard Guide. more to follow...Stay Tuned!

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