Rotary Pilot (General) Handbook

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The FM outlines our core skills, policies and guides to ensure every member stands ready for the mission ahead.

Your role access is determined by your skills, experience with those skills, and the specific roles that utilize them. With over 100 roles in UNITAF, creating detailed skill breakdowns for every role is a substantial undertaking that cannot be completed overnight. 

Estimated Role Cards

To ensure the entire unit can transition to the new system immediately, some roles are tagged as **"Estimated"**. These roles use a transitional approach:

• Temporary skill blocks simulate role-specific experience
• Estimated access levels are calculated based on these placeholder blocks
• Similar to LTS functionality but with improved accuracy and fewer limitations

Current State: Estimated roles provide functional access levels that closely mirror the previous LTS system while addressing many of its shortcomings. As development progresses, estimated role cards will be upgraded to the full FTS3 standard with detailed, role-specific skill requirements.

Important Note: When roles transition from "Estimated" to "Verified" status, your access level may change (either increase or decrease) as the requirements become more precise and role-specific.

This approach allows UNITAF to:

• Maintain operations during the transition period
• Provide immediate access to the improved FTS3 system
• Ensure continuity while detailed role cards are developed
• Gradually improve role accuracy over time

The estimated system serves as a bridge, ensuring no disruption to unit operations while we build toward the comprehensive FTS3 vision.

This is a temporary skill block, the skill block is being used to accumulate SP for time spent as Rotary Aircrew until it's role card is completed.

Small arms can penetrate unarmoured cockpits at close range but are less effective beyond 500 meters. Indicators include muzzle flashes, tracers, and sounds of hits. React by performing break turns, jinking, and changing altitude to use terrain for cover.

These weapons have high accuracy and heavy rounds that cause significant damage. Look for large tracers, muzzle flashes, and stable fire from vehicles or emplacements. Use break turns, jinking, and altitude changes to evade.

Effective at short range against slow, low helicopters. Watch for back blast and smoke trails. Immediately deploy flares and break turn perpendicular to the launch site. Stop flaring once confirmed as an unguided rocket.

Long-range, guided missiles are deadly and hard to evade. Look for smoke trails and launch warnings. Deploy flares and chaff, fly perpendicular to the missile, and use terrain to mask until out of danger.

Effective aircrew limit risk by applying tactical movement and minimizing exposure. Terrain masking, speed, and irregular flight paths reduce vulnerability. Avoid flying directly toward or away from enemy infantry to complicate their aim.

Altitude is key when facing gun-based anti-air. Flying higher makes it harder for gunners to lead shots, especially when combined with speed and unpredictable flight paths.

Against infrared-guided threats, flare/chaff deployment before and after an attack run disrupts missile lock. Expect rear-aspect engagements post-run, and dispense flares to confuse in-flight missiles. For radar-guided threats, deploy chaff when locked up or upon missile launch.

Flares target infrared-guided missiles by presenting false heat sources, either preventing lock-on or diverting launched missiles. Chaff confuses radar-guided threats by reflecting radar signals and creating false targets. In Arma 3, flares and chaff may deploy together unless modified systems allow separate use.

• Jinking: The act of making sharp, sudden, and unpredictable evasive manoeuvres. Jinking makes it difficult to track and lead an aerial target. It is most effective against unguided weapons such as machineguns, cannons, rockets, etc.   
• Break Turn: 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: The aircraft gains or loses altitude rapidly in an attempt to evade a threat.  
• Defensive Roll: The aircraft rolls so that the bottom of it is between the threat weapon (typically machineguns) and the crew. A roll is usually accompanied by pulling the aircraft in the rolled direction, resulting in the aircraft pulling away from the threat.

All crew members must continuously share threat intelligence, friendly positions, and ammunition status. Critical threats such as missile launches or tracers must be reported immediately to prevent loss of aircraft or crew.

Pilots must communicate planned or ongoing maneuvers, especially when turreted systems are in use, allowing gunners to compensate for movement. They must also monitor and share updates on fuel levels and the aircraft’s airworthiness following any damage to ensure coordinated decisions on engagement and return-to-base timing.

Gunners must communicate weapon employment activities and targeting status so the pilot can adjust aircraft behaviour. If specific attack vectors or flight stability are required for effective weapon use, the gunner must clearly communicate these to the pilot.

Brevity words are essential for clear, fast, and unambiguous communication between aircrew during dynamic combat situations.

• Steady: Request to hold current heading to provide a stable firing platform.
• Rotate (left/right): Instruction to turn aircraft for optimal weapon employment.
• Popping up / Pop up: Aircraft is rising to clear an obstruction or take a shot.
• Dropping down / Drop down: Aircraft is descending behind cover, typically after engagement.
• Firing / Engaging: Gunner is actively firing weapons.
• Launched / Missile away: Gunner has launched a missile; aircraft may manoeuvre freely.
• Running in: Aircraft is beginning an attack run on a known target.
• Breaking (left/right/etc.): Aircraft is making a sharp turn in the indicated direction.

Quick threat callouts enable timely countermeasures and coordinated evasive action. 

• Missile, missile: Suspected or confirmed missile launch; triggers missile evasion protocol.
• Taking SAF: Aircraft is under small arms fire; evasive manoeuvres may be needed. Often shortened to “SAF, SAF.”
• Taking heavy: Aircraft is under heavy weapon fire such as vehicle-mounted guns. Often shortened to "Heavy, heavy."

Effective target and friendly identification depends on consistent use of contact brevity terms.

• Visual: Friendly forces have been sighted.
• Blind: Friendly forces cannot be seen.
• Tally: Hostile forces have been spotted.
• No joy: Hostile forces not seen.
• Tracers (direction): Enemy tracer fire seen, direction specified.
• Flashes (direction): Muzzle flashes spotted, direction specified.

Status terms inform the crew and controllers of critical conditions requiring resupply or immediate action.

• Winchester: Out of ammunition; unable to continue attack.
• Bingo: Low fuel; must return to base to avoid forced landing.

If you identify a target outside of your controller’s sight, inform them immediately. Do not engage any targets without explicit clearance, regardless of perceived threat level or risk to friendly forces.

Pilots must maintain continuous communication with their assigned controller, providing regular updates on status and capabilities. Controllers will relay updates on ground and air situations and coordinate target assignments.

Key communication practices include:

• Checking in with your controller upon handoff and reporting any status changes.
• Receiving situation updates after check-in and when conditions evolve.
• Accepting target designations and guidance during attack phases.
• Obtaining clearance before engaging targets.
• Receiving Battle Damage Assessment (BDA) feedback and mission clearance when tasks are complete.

Aircrew operate under ground control restrictions at all times. Outside the area of operations (AO), pilots report to an Air Traffic Controller (ATC). Inside the AO, control is passed to a Forward Air Controller (FAC). An exception is when performing Combat Air Patrol (CAP) duties, where control is maintained by an ATC or Air Battle Manager (ABM).

LZ choice is shaped by METT-TC and OCOKA, but most importantly by terrain, approach masking, cover, and threat proximity. Rugged or forested terrain allows for closer LZs with more concealment, while flat terrain often demands longer foot inserts. LZs should avoid direct enemy observation and fire, especially from anti-air threats such as MANPADS. Alternate LZs must be planned at least 500m from primary zones for fall back options.

Key coordination elements include assigning squads to specific helos, establishing flight order, route planning, LZ order of entry, and post-landing actions. Route planning should use masked terrain or low altitudes to reduce exposure

• Simultaneous landings overwhelm defenders with mass insertion but require wide LZs. 
• Staggered landings let squads secure the LZ progressively and suit tighter terrain. 
• Waves split forces across multiple lifts and demand tight route discipline to avoid predictability and ambush.

Immediate security is vital after touchdown. Squads must clear the LZ and establish perimeter coverage. Fireteams should be briefed on their sectors and act rapidly to secure the zone for follow-on forces.

Brevity Word: "Mayday" — Aircraft is in critical condition and must land.

• Identify the emergency:
  • Fuel leak – Plan a diversion to safer ground.
  • Tail rotor loss – Maintain high speed, land in a clear area outside hostile range.
  • Engine failure – Execute autorotation immediately.
• Announce the emergency over command net.
• Communicate intended landing location to assist recovery efforts.
• Upon landing:
  • Dismount troops and establish security immediately.
  • Use crew-served weapons if defensible.
  • Relay current position and status to command.
  • Set up a treatment zone if wounded are present.
  • Decide to hold the crash site or move to a better position, depending on threat and terrain.
• Resume the mission if feasible, or await orders.

Brevity Word: "Wave Off" — Abort current landing attempt due to threat. 

• Evaluate the intensity and accuracy of enemy fire as helos approach.
• Continue the landing if:
  • Helos can safely land.
  • Infantry can dismount and effectively engage the enemy.
• If not, call for a shift or abort of the LZ immediately.
• Consider already-dismounted forces:
• Attempt to land nearby for support if another helo was shot down.
• Use flanking landings to avoid reinforcing into a kill zone.
• Ensure clear, fast communication of the change in plan to all aircraft.

Brevity word: "Downed Bird" — A helicopter has crashed but may have survivors.

Actions on:

• Assume survivability unless visual evidence confirms otherwise.
• Assess the crash visually—speed, terrain, fireball size, etc.
• Identify cause (e.g. MANPAD, HMG, RPG) to inform immediate threat response.
• Transmit crash location, helo ID, and threat type to command and other pilots.
• If the threat is near the LZ, announce an LZ shift (e.g., “LZ shift 500m west”).
• Prioritize getting remaining troops on the ground—do not delay.
• Once troops are down, a helo may be tasked with visual recon of the crash site, only if the threat allows.
• Rescue of survivors is at the discretion of the Platoon Commander based on the tactical situation.

Touchdown landings are the default insertion method, used whenever space and conditions permit. The helicopter fully lands on level ground, allowing troops to dismount safely. Touchdowns are also standard for extractions.

Hover insertions are used on uneven terrain or under threat. Instead of landing, the aircraft holds a low hover, allowing troops to jump out. Altitude should remain below three meters to avoid injuring dismounting troops.

Moving insertions are an advanced variant of hover insertions, where the helicopter remains under 30kph and below three meters while troops dismount. This constant motion reduces vulnerability to enemy fire. Precision and timing are essential to prevent injury or mis drops during the dismount.

Fastrope insertions allow troops to descend from a hovering helicopter without it landing. Typically used in dense forests, steep terrain, or rooftops, fastropes enable access to otherwise unreachable areas.

Rooftop insertions involve placing troops on top of buildings by either landing or hovering. Pilots must assess nearby structures for threats and land centered or on the protected side of the roof. The success of a rooftop insertion depends on surrounding terrain, building height, and line-of-sight exposure to enemies.

Pinnacle landings are used when terrain prevents a full touchdown. The pilot positions part of the helicopter (such as the ramp) against a slope, allowing troops to enter or exit without full contact.

• Confirm all personnel are boarded and ready. 
• Survey the immediate area for hazards such as trees, poles, and wires that may cause rotor strikes.
• If operating in a flight group, establish the take-off sequence to avoid mid-air collisions. 
• Check airspace for other aircraft and ensure your departure won’t intersect their approach.
• Plan your route.

• Avoid landing on slopes unless necessary—face upslope if you must, and be prepared to hover instead of touching down. 
• Choose level terrain with minimal obstructions. 
• Approach using a wide, shallow path to maximize obstacle visibility. 
• In tight LZs, rely on door gunners or troops on the ground for guidance.
• Maintain low vertical speed when touching down. 

• Determine and communicate in advance whether the insertion will be full-touchdown, hover, or moving. 
• Select an approach altitude that minimizes exposure to enemy threats (high or low) depending on terrain and enemy presence. 
• Suppress the LZ using door gunners if enemy is expected to be present.
• Execute a fast approach and flare effectively to reduce speed without gaining altitude.
• Upon arrival, command the debarkation with “Go, go, go!” Wait for confirmation from the senior passenger that all troops are clear before departing. 
• If possible, maintain suppression during the exit phase.

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.

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.

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.

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.

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.

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.