77th JSOC / Public Servers / Guides / Pilot / Pilot Handbook
Pilot Handbook
This is a handbook for public players on the 77th JSOC servers; it will cover the function of the pilot slots. It will cover pilot behavior, responsibilities, and privileges, but also includes some tips and tricks to get the most out of your pilot role.
The pilots have a key function on our servers. In addition to providing transport for men/materiel and flying CAP/CAS missions, they are expected to have a good grasp of server standards and are required to assist the acting HQ with maintaining order on the server.
Hierarchy, Criterias, Abilities and Quick Guide:
Hierarchy on the 77th servers:
- Admins and Ambassadors
- HQ
- Pilots
- Squad leads
- Foot soldiers/squad members
Criterias needed to be fulfilled by pilots:
- Pilots must be on TeamSpeak. They must be in the correct TeamSpeak channel for the server they are playing on.
- Pilots should have the same name on TeamSpeak and in-game.
- Pilots must be able to communicate proficiently with other players- especially with HQ and other pilots (Microphones are not required, but they must be able to communicate effectively and in a timely manner via typed messages).
- Pilots must possess the basic skills to take off, fly, and land different types of aircraft.
- Pilots must have read and understood the rules of our servers and enforce them to the best of their abilities.
- If a player wants to be a Pilot they need to be in one of the designated Pilot slots.
- It's important to know that none of the DLCs is required to be a pilot. The aircraft available within the base ARMA game are sufficient to be a pilot on our servers.
Pilots special abilities:
- The ability to operate rotary and fixed-wing aircraft.
- The ability to use the artillery at the base to help support the squads when requested to do so by a squad leader.
- The ability to use the Bobcat to tow aircraft and repair runways/remove debris.
Pilots quick guide:
- A Pilot that's comfortable flying different types of aircraft will be a great asset to the server.
- The pilot is the highest ranking player in an aircraft.
- Pilots must at all times follow the correct ROE when flying CAP/CAS.
- A good Pilot will support and help his HQ to keep the servers organized and running smoothly.
- Pilots are to step up and organize ungrouped players in the absence of an HQ.
The function of a pilot:
On the 77th JSOC servers, a pilot's main function is to operate different types of air assets to support friendly ground combat operations. This includes flying rotary-wing transport and fixed/rotary-wing CAP and CAS.
Pilots may not be sent out as an infantry/armor squad, even by HQ.
Primary function - Transport:
The primary task of all pilots is to transport troops and materiel (such as ammo and equipment). An air transport mission is initiated either by HQs or at an SL’s request. The objective is to deliver men and/or materiel to a designated LZ. When performing air transport missions, the pilots are expected to judge the situation and always take proper precautions to safeguard the aircraft and its cargo. This means that a pilot has to determine the safest route to an objective and judge a suitable LZ before landing. It's up to the pilot to determine the safest flight route and LZ.
Secondary function - CAP:
The secondary task of the pilots is CAP (Combat Air Patrol). In this role, the CAP pilot's main function is to protect friendly air and ground assets from enemy air assets.
- CAP can freely engage enemy air assets that are directly locking on and/or firing on friendly rotary-wing assets or the base
- CAP can freely engage enemy air assets that are directly firing on friendly CAS assets
- CAP can freely engage an enemy fixed-wing JET when being directly locked on and/or after being fired upon by said aircraft
- All other threats are easily avoided by keeping the distance
In all other cases, only squad leaders can request CAP support, following the handbook about Calling in support. Only specific targets are to be engaged, an SL must specify an exact target for a CAP request to be valid.
Armour/mortar squads are allowed to call in CAP support for self-protection in these situations:
- When being fired upon by enemy rotary wing CAS assets.
- When an enemy CAS JET and/or enemy UAV is close enough to engage the armor squad(within visual range).
Tertiary function - CAS:
The third task of the pilots is CAS missions. These missions are flown with either fixed-wing or rotary-wing CAS aircraft. Pilots are advised to follow the standard ROE for CAS missions. The ROE for CAS missions is found in the Rules section in this wiki. HQ is the only player able to approve the use of manned CAS aircraft. The CAS missions are requested by squad leaders in the field when they need the support from a CAS aircraft, it is then up to HQ to assign a pilot to the proper aircraft. While operating in a CAS role, pilots are expected to take care to follow the exact directions of the SL requesting the CAS mission. Because the SL usually is the closest observer to the strike area, they will direct the CAS mission and judge the effectiveness of the attack. Only specific targets are to be engaged, an SL must specify an exact target for a CAS request to be valid. A wide-spanning request for multiple targets/large area targets will not be regarded as a valid CAS mission and should be disregarded by CAS pilots.
Pilot additional duties:
A pilot's additional duties are to assist and aid HQ in keeping the server in order.
To help new players ease into our server standards, pilots are expected to help players understand and conform to server standards. If a player seems new they need to help inform the players of the correct procedures.
If no HQ is online, the duties of organizing players into squads and trying to keep the server in order fall directly on the pilots. They need to assign players in the same way any active HQ is expected to do so. For clarification on server standards when assigning players pilots are referred to the HQ handbook section on the primary function for HQ.
Pilots will also have the ability to use the fixed artillery in the base. This is to be utilized when a fire mission is requested by an SL. If HQ is online, he may prioritize and decide if he or a pilot should perform the fire mission requested. If no HQ is online, the pilots will have to decide within the pilot group who will perform the fire mission.
Pilots are one of the handful of players on the servers able to utilize the Bobcat engineer vehicle; this is used to clear wreckage and holes on the runway and tow damaged aircraft to the service area.
Pilot behavior:
Similar to the HQ, pilots are held to high standards. They are expected to behave appropriately and help uphold the servers' standards to the best of their abilities.
Pilots are expected to help new players understand and follow the server procedures.
Pilots are expected to possess the basic skills to take off, fly, and land different types of aircraft. A player unable to handle the basic tasks of pilots will be removed from the pilot slot by administrative personnel.
When a pilot operates an aircraft, they are solely responsible for their actions and the well-being of the airframe and its cargo. This means that it's up to the pilot to judge their skill level and fly accordingly. The fact that the pilot is solely responsible for what happens to his aircraft makes them the highest-ranking officer in it. This means that a pilot has the right to refuse or move an LZ marked by any SL if they do not feel it's safe to land. In the aircraft, a pilot's word is final.
Improper behavior:
Pilots should know that some behaviors is considered improper when playing on the 77th servers. These behaviors are all subject to reprimands from administrative personnel.
Examples of poor behavior:
- “Buzzing the tower”: Low and fast flying over the airfield, primarily in a fixed-wing aircraft.
- Any kind of barrel roll/loop with a rotary-wing aircraft.
- Flying/hovering an aircraft over the infantry spawn/assembly area. (The area immediately in front of the hanger within the concrete barriers is a no-fly zone).
- Sling loading over the infantry spawn/assembly area.
- Reckless flying close to/over base causing danger to personnel/equipment.
- Intentionally crashing/suiciding any kind of aircraft into ground, objects, or enemies.
- To turn off your engines mid-flight on a fully functioning aircraft.
- Due to the noise produced, it is frowned upon to leave aircraft engines running at the base for no apparent reason.
- Parking the fixed-wing aircraft in front of the assembly area. When not in use, they should stay close to the hangar and Jet service pad.
Crash landing and respawn:
Pilots will sometimes find themselves stranded with a damaged or destroyed helicopter. In these situations, there are specific procedures to regard. The following section will cover different ways pilots are expected to behave when they are stranded outside of the base.
Damaged helicopter:
From time to time, pilots will find themselves out of the base, on the ground with a damaged helicopter, unable to take off. In these situations, pilots need to remember to keep to the tactical gameplay.
Pilots need to start by assessing the situation. In most cases a damaged helicopter is recoverable, the exception is a helicopter that is too close to an object to give enough clearance for the main rotor and/or anti-torque rotor.
If the pilot cannot safely take off due to obstacles too close to the helicopter he may proceed with destroying the helicopter and move to a safe LZ for an extraction.
If the helicopter is damaged and in such a position as to allow for a safe takeoff, the pilot should request support over the correct communication channels.(Support can be in the form of an engineer, repair container, and/or fuel container.)
To destroy a helicopter should only be considered as a last resort. Effort should always be taken to salvage any down helicopter.
A pilot that time after time destroys a damaged helicopter without attempting to get it repaired will be removed from the pilot slot by administrative personnel.
Stranded pilot:
If a pilot finds himself stranded outside of base he should not respawn, he should call for an evac and move to a safe LZ for extraction.
Respawn:
To increase the immersive and tactical gameplay a player should let his spawn timer run out when he gets shot. This applies to pilots as well. Pilots may respawn if they crash far from any friendly forces or in a place where it is impractical/impossible to get medical assistance within a reasonable time.
Exeptions:
Since the pilots have a key role on our servers and are highly utilized during certain periods in the server cycle there will not always be time for realism.
If there is a high workload and all pilots and aircraft are needed to keep the server going there is a degree of lenience toward how pilots are to behave in situations involving: downed pilots, stranded pilots, and damaged helicopters. In situations where the pilots and helicopters are highly sought after HQ or pilots can decide to destroy a repairable helicopter and respawn back to base or respawn if they are stranded or down. Keep in mind, this is the last resort action, only to be taken under high workload situations.
77th JSOC server helpful info:
This section covers some general information relevant to pilots that will hopefully help with day-to-day operations on our servers.
- There is a set selection of aircraft in base always available for the pilots (listed in the section below).
- You may get additional aircraft by purchasing them with points earned by the team. (if lost, they will not respawn).
- Most rotary-wing aircraft will respawn within 1 to 2 minutes after being destroyed.
- The base fixed-wing aircraft will respawn 10 minutes after being destroyed.
- Aircraft left in the field will stay where they were left until retrieved or destroyed.
- The liftable equipment such as Medical/Repair/Refuel containers and ammo boxes, needs to be airlifted to an LZ and then airlifted back to base after being used. They will not respawn if players move away from them. Hence, it is important to mark their location on the map if they are left out of the base.
- You can repair/refuel/rearm an aircraft at an appropriate service pad, or with the fuel/ammo/repair containers. It is possible to tow a disabled aircraft to a service pad with use of the bobcat.
- The Huron and Taru are the only two helicopters able to lift the Medical/Repair/Refuel containers.
- The Pilots are able to lock/unlock the turrets on helicopters. They are locked by default when the helicopter spawns (yet it is encouraged to double check).
- If a fixed-wing aircraft or the Greyhawk UAV gets stuck/runs off the runway, pilots are able to sling load them to reposition them on the runway.
Blackfish drop operations:
The internal carrying capacity will allow the Blackfish to carry many different cargo combinations. See V-44 X Blackfish for vehicle cargo options.
To load a vehicle in the Blackfish it needs to be parked behind the aircraft. The driver of the vehicle will have to use the scroll-wheel option "Load Vehicle" to load into the Blackfish.
To drop the vehicle, pilots use the scroll-wheel option "Unload all vehicles" to deploy vehicles/vehicles when over the designated drop zone. Due to the instant deployment of the parachute, it's recommended to drop vehicles at an altitude of 150 meters or less.
Rotary-wing aircraft types:
All aircraft have different characteristics and carrying capacity. The following is a short description of the different types of rotary-wing aircraft that are supplied as standard equipment at the base.
MH-9 Hummingbird:
The Hummingbird is a small transport helicopter. It is lightly armored but makes up for it by being fast and agile. It has a basic main rotor and boom/tail rotor configuration. This helicopter is good when a small and nimble helicopter is required for a mission. The hummingbird will carry four of its passenger on external benches and two in the back. The lack of protection means both pilots and passengers are at considerable risk when engaged by enemy fire; extra care is to be taken to stay away from small arms fire when flying close to enemy ground forces. The Hummingbird does not carry any flares.
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UH-80 Ghost Hawk:
The Ghost Hawk is a medium utility/transport helicopter. It combines some basic defensive armament with good maneuverability to create a well-rounded helicopter able to fulfill most transport needs. It has a basic main rotor and boom/tail rotor configuration. This helicopter will carry most normal sizes squads (8-10) into battle and will be able to fend off infantry with its two passenger-operated miniguns. The crew and passengers are more protected in comparison to the Hummingbird and all are seated internally in the helicopter. The Ghost Hawk is equipped with flares for added protection.
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CH-49 Mohawk:
The Mohawk is a large Utility/Transport helicopter with a main rotor/tail rotor configuration. It is equipped with an aft ramp which will increase the load/unload capacity and enable the two rear passengers to shoot out of the helicopter when open. The addition of a ramp means a higher positioned tail rotor, making the helicopter less prone to tail rotor strikes during landings. On the other hand, the tail rotor will ride higher at a high-speed flight. The Mohawk is equipped with flares for added protection.
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CH-67 Huron:
The Huron is a large cargo/heavy-lifting helicopter equipped with a tandem rotor design. It is one of two helicopters able to lift heavy equipment/vehicles on our servers. The Huron has a large carrying capacity and is well-suited for large extractions from safe LZs. Due to its size and cumbersome nature, the Huron is not suitable for stealth missions and flights into cramped LZs. The Huron is a big target, but it is able to sustain heavy fire and keep on flying. With this said, a pilot still needs to be mindful of enemy forces. To help the Huron survive in a hostile environment, it's equipped with flares.
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MI-290 Taru:
The Taru is a heavy lift helicopter with a coaxial rotor system design. It is specifically designed for sling load operations and it is one of two helicopters on the server able to lift any of the repair/refuel/medic containers available. The coaxial rotor design removes the possibility of a tail rotor strike during landing and reduces the danger of an anti-torque failure. The Taru is a fast and agile helicopter for its size, as long as it's not slinging any cargo. To improve the helicopter's survivability in combat situations, it is equipped with flares.
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Fixed-wing aircraft types:
The following is a short description of the different types of fixed-wing aircraft that are supplied as standard equipment at the base.
Y-32 Xi’an:
The Xi’an is a fixed-wing VTOL aircraft fitted with two lifter fans embedded in the wings and two rear-mounted engines for stability and forward propulsion. The Xi’an is a medium infantry transport aircraft capable of high-speed level flight. The design does not lend itself to the same amount of precision maneuvering as a traditional rotary-wing aircraft. This, in combination with its high speed, gives the Xi’an a primary role in long-distance transport. The limited maneuverability during the approach and landing phases prevents the Xi’an from being utilized in the same manner as a rotary-wing aircraft. Any pilot flying the Xi’an should take these limitations into consideration when planning his flight route and LZ selection. The Xi’an is a well-armored aircraft with all passengers being carried internally. For quick and easy deployment, it's equipped with a rear-mounted loading ramp. For additional survivability in hostile environments, the Xi’an is equipped with flares.
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V-44 X Blackfish:
The Blackfish is a large vehicle transport aircraft with VTOL capabilities. It is equipped with two large turboprop engines mounted in pivoting nacelles on each wingtip. It has a large cargo door on the aft end that makes it possible to load vehicles into the fuselage. The size of the Blackfish makes it a big and easy target for enemies. During take-off and landing, it is slow, sluggish in maneuvers and cumbersome. To increase its survivability, the Blackfish is equipped with flares.
The Blackfish's main purpose is high-speed vehicle transportation and airdrop. It has the capability of airlifting vehicles internally and even para-dropping vehicles over the desired location. It is recommended to drop vehicles low (lower than 150m), for the parachute opens immediately and can stray off course. The internal carrying capacity will allow the Blackfish to carry either: one Marshall IFV, one Hunter MRAP, one Prowler LSV, one UGV Stomper, two Prowler LSVs or one Prowler LSV and one UGV Stomper.
All of the aforementioned vehicles are able to be loaded and airdropped with a full compliment of the crew.
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A-143 Buzzard (AA):
The Buzzard is a fixed-wing air-to-air combat aircraft. Its main purpose is to engage and destroy enemy air assets. The Buzzard is small and agile but is slower and less powerful than many other aircraft. Because of its characteristics, the pilot will have to rely on the Buzzard's maneuverability before speed or engine power. The Buzzard is equipped with a 20mm cannon armed with high explosive rounds, two short-range air-to-air missiles and four long-range air-to-air missiles. To increase the survival rate in air combat situations, the Buzzard is equipped with a countermeasure system.
If a pilot loses the Buzzard it will take 15 min for it to respawn at base.
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Tips: flight planning and evasive maneuvers:
A good pilot does not overestimate their skill; they should know their limit and stay within them. Pilots failing to recognize their limits and constantly crashing or misbehaving on our servers are running the risk of being removed temporarily or permanently from the pilot slots or the servers.
To start with, a good pilot knows when to adopt a specific flight profile. Especially helicopter pilots need to know when and where to fly with a specific flight profile. What most pilots must remember is that a helicopter is highly maneuverable at slow to moderate speeds. High-speed flight in a helicopter is mostly used to cover ground when no threats are present. If engaged by enemies, a helicopter pilot will have to rely on the helicopter's maneuverability, not its speed. This is especially true if engaged by enemy fixed-wing aircraft.
Flight phases:
In an ordinary rotary-wing transport flight, there will be a couple of different stages in the mission.
The basic ones are:
- Take-off phase.
- Transport phase.
- Combat phase.
- Approach phase.
- Landing phase.
Take-off phase:
The first part of a flight will be the take-off. During this phase, the pilot will either be in a busy base or maybe in a cramped LZ, squeezed in between trees/buildings. It is important for the pilot to have situational awareness and keep track of the helicopter's extremities to minimize the risk of hitting obstacles. If the pilot is at an LZ and finds themselves coming under small arms fire, it's recommended to turn the helicopter so that the cockpit will not be hit. This is to minimize the risk of a bullet killing the pilot.
Transport phase:
The majority of the flight is going to be in the transportation phase. During this phase, a pilot will have to adjust their altitude and flight profile to the threats presented to them. This is usually when the pilot will fly their helicopter at max speeds because there is usually no need for high maneuverability and a high speed is desirable to cover as much ground as possible. If there are no threats present, there is no need for extreme maneuvers or extreme low flying. This will only put the aircraft and its cargo in unnecessary danger. Flight in a safe area without any threats should be conducted at such an altitude as to guarantee no risk of colliding with any objects or the ground. Be specifically vigilant towards power lines and similarly hard-to-see objects.
Combat phase:
This phase will be more prominent the closer to the AO a pilot gets, or when engaged by an enemy anti-air asset. When entering into a hostile AO or close to it, it should be expected to see an increase in hostile forces. It's advised to start scanning the area ahead and have a rough idea of what to do when engaged by enemy forces. Being aware of any hills that might provide cover and start slowing down for increased maneuverability is highly recommended. In the combat phase, there will be an emphasis on maneuverability. High speed is, therefore, counterproductive in most rotary-wing cases.
Approach phase:
When flying a rotary-wing mission into an LZ, especially, into an unknown area, the key to success lies in situational awareness. If the pilot has done the planning correctly, they will be landing into a good LZ and the only concern would be enemy troops engaging the aircraft during the last sections of the flight. During the approach, the pilot should take the time to evaluate the LZ when it enters into the field of view and make final adjustments in preparation for landing. A good practice is to fly perpendicular to any hostile threats reported or detected since this will make the aircraft a lot harder to hit by enemy forces.
Landing phase:
During the landing it's important to keep vigilant and mind the surroundings. At the base, there will be a lot of activity going on and it's important to be aware of other aircraft and obstacles close to the airframe. In a rotary-wing aircraft, pilots must keep in mind that the rotor is a lot larger than the fuselage, and the blades may hit objects causing damage to men and materiel.
When landing at an LZ, it's important to take obstacles like power lines, wall sections, ditches, and slopes/uneven terrain into consideration. If a pilot is performing a landing on a steep hillside with a single rotor helicopter, the best way to do this is to land with the nose of the helicopter uphill. This is to prevent the tail rotor from hitting the hillside. With a tandem or a coaxial rotor helicopter, this practice is not necessary. Keep in mind that the practice of landing on a steep hillside is extremely dangerous if the hillside is too steep. It may cause the airframe to uncontrollably slip downhill. If there is no other option than to do a drop/pickup at an LZ with extreme gradients, the pilot is recommended to do a low hover close to the hillside and keep his eyes on the rotor disk checking so it won't hit the hillside.
Flight planning:
Pilots should never underestimate the importance of planning their flight. A properly planned flight will have a greater chance of success. The following are basic guidelines to consider when planning a flight:
LZ Selection:
The pilot is expected to know how to select a safe LZ. To determine a good location for an LZ, the pilots are advised to review their maps before a mission and pay special attention to terrain features and elevation. What pilots are looking for in a good LZ is a sufficient distance to any eventual enemies and cover from the direct line of sight of any expected enemies. Also, they should check for flat ground and areas clear of trees.
As a rule of thumb: If the enemies can't see the aircraft, they can't kill the aircraft. This is applied to both visual and radar signatures. Hence, a pilot's best friend is hills and ridgelines. Putting a hardcover between the airframe and a suspected enemy area is always the best approach to selecting an LZ.
Flight route planning:
As mentioned before, a flight should always be performed in the safest way possible. Hence the importance of flight planning cannot be underestimated. Once again the threat level in the area of operation will determine the safest way to conduct aerial operations. Additionally, pilots need to watch out for any side objectives that may be along the way. The most important thing to remember when flying close to a hostile area is to stay in cover. When planning the flight route pilots should pay extra attention to ridgelines and hills to use as cover to place between their aircraft and any enemies. A flight path running perpendicular to any enemies will make the helicopter harder to hit and increase survivability.
Evasive maneuvers:
Depending on what the pilot is flying and what it is that's engaging them, the procedures will vary slightly. Some basic procedures can be applied when a pilot finds themselves in a situation in which they are being engaged. The following is a basic explanation of the different types of threats and how to try and counter them.
Rotary-wing engaged by ground forces:
When flying rotary-wing aircraft, a pilot need to know its weaknesses and strengths. Helicopters are highly maneuverable at slow to medium speeds and a good pilot can utilize the terrain and fixed objects to shield his aircraft from incoming fire.
As mentioned previously, the most efficient way to stay safe when being engaged by ground AA is to fly with a speed that gives the pilot the most maneuverability out of his aircraft. The pilot should find hills, ridgelines, buildings, and other obstacles to break the line of fire between the enemies and the aircraft. This is one of the few efficient ways of defending the helicopter from radar-assisted gunnery, heavy vehicle-mounted guns, and SAM systems.
If the cover is scarce, flying perpendicular to enemies, in an unstraight line, weaving and dodging, will increase the difficulty of hitting the aircraft.
To most efficiently safeguard from small arms fire, pilots are advised to never fly directly towards enemies firing upon the airframe. A helicopter canopy is seldom bulletproof and one stray bullet can be enough to kill the pilot flying.
Rotary-wing engaged by aviation:
When a helicopter pilot is being engaged by another aircraft, his best defense is maneuvering. When engaged by an enemy fixed-wing aircraft there is no point in trying to outrun the enemy. A jet will always outfly the helicopter in a straight line. A helicopter pilot's best defense is to start extensive maneuvering, making it difficult for the enemy pilot to engage with canons and to get a lock on with his lock-on systems.
In the case of an enemy aircraft attack, height will have little effect on the outcome of the engagement. In some cases, the aircraft chasing will have the advantage of higher altitude and flying low will only increase the danger of hitting an obstacle or ground.
In other cases, low flying will put a ridgeline or mountain in-between the helicopter and enemy aircraft. This is more likely the case if the enemy is engaging with rotary-wing aircraft. The emphasis should be put on evasive maneuvers and maneuverability.
Situational awareness needs to be high and identifying if a low flight profile will help or hinder the selection of the flight path and evasive maneuvers.
Fixed-wing engaged by ground forces:
In a fixed-wing aircraft the key to success is speed and altitude. The best way of staying safe is, as always, to stay outside of the effective range of any enemy AA units. If an engagement is needed inside of the effective range of enemy AA, the best approach is from high altitude with high speed, as to decrease exposure time over enemy forces, then quickly egressing the AA area is key to survival.
Fixed-wing engaged by air assets:
When faced with an enemy aircraft engaging, the best method of defense is speed or altitude. If a pilot has the altitude advantage, they possess the ability to convert their altitude to speed, if they have the speed, they possess the ability to convert it to altitude. Staying one step ahead of any enemy aircraft is important. If it comes down to an air-to-air engagement, the best way to survive is to know your aircraft and its limitations. To increase the odds of success it's key to quickly identify the enemy aircraft so you are able to determine its flight characteristics. When a pilot knows both his and the enemy aircraft's limitations, he can plan his flight accordingly and should have a good chance of success.
Tips: helicopter damage:
All vehicles in ARMA can take some damage and still function. In the case of rotary-wing aircraft, they have a lot of parts that are able to take damage, and still allow the aircraft to fly. This section will cover the different damage indications, what they represent, and how damaged parts will affect the performance and handling of the aircraft. The indicators will alter between three different colors depending on the amount of damage a specific section of the aircraft has taken.
Normally the indication is white. This means the component is undamaged, fully functional, and the helicopter is in good condition. When a component has taken damage it will first turn orange. This indicates that the component is damaged and may cause problems for the helicopter. Lastly, a component can be red, this indicates a completely broken component and warrants immediate action. It is wise to repair the aircraft as soon as any component indicates red.
Damage indication:
To start with. There are six different damage indications for helicopters in ARMA. On the standard ARMA HUD layout, you will find them in the top lefthand corner of your screen, with the fuel quantity, speed, and altitude indication. The fuel is shown as a long, horizontal white line that decreases slowly while the engine is on. The indications are as follows: HULL, ENG, INST, ATRQ, and SLG.
A damaged aircraft may be repaired by landing on the helicopter service pad. If an aircraft is disabled and unable to fly, it may be towed to the pad by the bobcat. An aircraft disabled outside of the base may be repaired by the use of the purchasable repair container, which can be sling loaded to the aircraft location. Alternatively, a friendly engineer may perform a field repair with a toolkit, however, this will only restore the aircraft to a minimum damage level of orange. An engineer may also perform a minor refuel on an aircraft, however, this will consume a toolkit.
HULL:
The HULL indicator shows the integrity of the airframe/fuselage.
If the HULL indicator is orange or red, pilots are advised to keep a close eye on the fuel indicator to see if there is a fuel leak. Pilots are advised to plan their flight according to the leak rate, they may have to quickly decide if they can make it back to base or if they should attempt an emergency landing.
When the HULL indicator turns orange, the hull is slightly damaged and the helicopter is still usable, however, the pilot should exercise some caution when flying close to enemies and during landings, since the hull will not sustain a great deal of enemy fire or too hard of a landing in this state.
If the HULL indicator turns red, the pilot should exercise extreme caution when operating the helicopter. Any enemy fire or even a slightly hard landing will most likely result in the helicopter being destroyed. When the hull is indicating red it's always advised to land and repair as soon as possible. If the hull is damaged there is an even greater risk that the fuel tanks are punctured.
ENG:
The ENG indicator shows the condition of the aircraft's engine.
If the engine suffers from light damage, as shown by the ENG indicator turning orange, the performance of the engine will be reduced, meaning it will have less power and react slower to commands. Heavy lifting or high-power maneuvers with a damaged engine are not recommended. The pilot has to take this into consideration when planning his flight.
If the ENG indicator is red, there is a critical problem with the engine. This will most likely result in the engine losing all of its power, and shutting down. If in the air, a pilot should immediately begin scanning the terrain for a suitable landing zone, and prepare for an emergency landing/engine off landing(autorotation). If on the ground, the engine will most likely shut down/not start and repairs needs to be performed before the next engine start.
INST:
The INST indicator shows the condition of the aircraft's instruments.
If the INST indicator is orange, pilots will experience flickering instruments in the cockpit.
If the INST indicator is indicating red, the cockpit displays will turn black.
ATRQ:
The ATRQ indicator shows the condition of the helicopter's anti-torque system.
Depending on the helicopter design, this will refer to, either an anti-torque rotor mounted on the tail boom, one of two rotors on a tandem rotor helicopter, or one of the two rotors on a coaxial rotor helicopter. Regardless of the type, if the anti-torque system gets damaged, the helicopter's handling characteristics will dramatically change, especially at low-speed flight. This is most noticeable through a rotational motion in the yaw axis of the aircraft.
When a helicopter takes damage to its anti-torque system and the ATRQ indication turn orange, there will be a slight alteration to the stability and maneuverability in the yaw axis. This means that the response to rudder input will be sluggish, and unresponsive. Pilots should plan their maneuvers with this in mind. Since the anti-torque system is critical during low-speed maneuvers, especially during takeoff and landings, they need to select their LZs and plan for the reduced amount of control they will have over the helicopter.
When the ATQR indicator is red, the anti-torque system is disabled. This means that the pilot will not have any control of the movements in the yaw axis at medium to slow speeds with the engine powering the main rotor. At a high-speed flight, the helicopter will fly and behave as it should but decreases in speed will cause the helicopter to gradually start spinning around its main rotor axis. When the anti-torque system is completely disabled, the easiest way of landing the helicopter is through a powerless landing (autorotation). If the helicopter is on the ground, it is advised to repair the anti-torque system before taking off.
The most common cause of an anti-torque system failure is pilot error, resulting in the anti-torque rotor hitting an object or the ground. Pilots are therefore urged to always stay vigilant to obstacles whenever they fly close to them. This is especially important during takeoff and landings.
MROT:
The MROT is the damage indicator for the helicopter's main rotor.
The main rotor is the primary airfoil providing the helicopter with the lift needed to stay airborne. If a helicopter loses its main rotor, it will lose its ability to fly.
When the MROT indicator turns orange, the helicopter will no longer have a fully functioning main rotor, although the aircraft still can fly, performance is greatly reduced. Pilots are advised to take this into consideration and try to avoid high-stress or high-power flying with a damaged main rotor.
If the MROT indicator turns red, the rotor is usually completely severed from the airframe. If the helicopter isn't already on the ground when this happens, it will be in a matter of seconds.
The most common cause of a complete main rotor failure is pilot error, resulting in the main rotor hitting an object or the ground. Pilots are therefore urged to always stay vigilant to obstacles whenever they fly close to them.
SLG:
The SLG indicator refers to the sling hook mounted under the helicopter.
This system is used to lift cargo/equipment externally under the helicopter.
If the SLG indicator turns orange, the system is damaged and the ability to sling load cargo might be hampered.
If the SLG indicator turns red, the system is disabled and the helicopter will have to be repaired before the pilot will be able to perform any sling loading operations with the damaged helicopter.