Fixed-wing aircrew support ground forces and are often a small part of the ORBAT. Missions are built around infantry, not aircraft. Seeing enemy units early (such as game master-spawned threats) doesn’t mean they should be engaged. Only act if the threat is imminent to ground forces or on instruction. Early action can disrupt mission pacing.
Game masters may divert aircraft to other areas to maintain mission flow or populate areas without interference. This is due to Arma’s performance limits. Pilots should avoid unprompted engagement and work with mission staff to simulate realistic behaviour instead of acting on everything they see.
If an AO isn’t populated, simulate using radio communications with mission support. Ask what would realistically be seen, then report accordingly. This preserves immersion and supports the scenario. Good pilots enhance the mission by staying in sync with the bigger picture, not exposing technical boundaries.
NOE flight involves maintaining low altitude and contour-following the terrain rather than flying a direct line through open airspace. This reduces exposure to observation and enemy fire. Effective NOE flying demands careful planning, route adaptation, and disciplined control to maximize terrain masking while preserving aircraft safety.
The optimal altitude for helicopter flight varies with terrain. In wooded or rolling terrain, helicopters can safely fly higher due to natural interference with MANPAD systems—vegetation and elevation reduce clean firing opportunities. In contrast, flat terrain such as deserts often requires lower altitudes to maintain concealment. Regardless of location, terrain-following flight is essential to avoid enemy detection or engagement.
NOE flying does not require flying dangerously close to the ground at all times. Pilots should only fly as low as necessary to achieve concealment or terrain masking. Flying excessively low may look impressive but can place unnecessary risk on crew and passengers. Discipline in altitude selection is key to effective and safe NOE operations.
Pilots must scan continuously for obstacles such as trees, poles, and powerlines. These hazards are especially dangerous at night when night vision reduces clarity and depth perception. Powerlines in particular are difficult to spot and must be anticipated in low terrain areas or near infrastructure.
Understanding the rotor diameter is critical when manoeuvring through tight terrain. When flying between trees or near narrow gaps, the pilot must accurately judge whether the rotor system can safely pass without contact. Visual estimation and crew communication are vital to avoid rotor strikes.
Used when enemy anti-air threats are minimal or absent. The aircraft flies directly at the target, fires forward-facing weapons like rockets or cannons, and exits by flying over or near the target. Other ordnance such as bombs may be dropped using this method.
Used when anti-air threats are possible. The aircraft approaches, fires ordnance (typically rockets), then immediately turns away before crossing over the target. The distance of the break depends on enemy threat range, reducing exposure to return fire.
Used when there is little to no anti-air threat. The helicopter hovers or slows outside effective enemy range, while the gunner uses ATGMs or cannons. Pilots must scan for nearby threats and keep altitude (500m or more) to minimize small-arms exposure.
Used against known or suspected air defences. The helicopter approaches masked by terrain, then quickly rises just enough to expose weapons. The gunner fires, then the aircraft drops back into cover.
The tail rotor counters main rotor torque. If destroyed, the aircraft will spin uncontrollably, especially at low speed or high collective. At speed, tail rotor loss may go unnoticed until slowing. Use the HUD to check for damage if available, or ask nearby aircraft for a visual inspection.
If spinning starts, immediately reduce collective to lower torque and slow the spin. Look for a landing site. Analog rudder can help counter spin. Touch down with full down-collective to minimize rotation. The higher the collective, the worse the spin.
If your tail rotor is damaged at low speeds, increase forward airspeed to stabilize the aircraft via the weathervane effect. increase altitude to 150m, lower collective fully to reduce spin, then pitch forward to gain speed. Controlled flight is possible once spinning stops. Landing will still require caution, as spin returns on slowdown.
When the engine fails, an alarm sounds and rotors begin to spin down. Instantly hold "Thrust Down" to preserve rotor RPM and descend. Keep the nose level and identify a safe landing site.
Maintain controlled descent with rotor RPM by keeping thrust down. As you near 30–50m AGL, level the aircraft and apply "Thrust Up" to use remaining rotor energy to cushion the landing. Poor timing leads to a crash; correct timing can save the aircraft and crew.