# Terrain Flight Operations Aerial operations which require terrain flight require detailed planning with most current information available. Planners must be proficient with current tactical planning software and be able to employ all of the functions of that planning system. The goal is not to supply the aircrews with too much information but to give leaders an accurate description of the flight route with obstacle, enemy, and environmental considerations. ***
Mission Planning and Preparations Using elements of METT-TC is essential to safe and successful accomplishment of missions at terrain flight altitudes. As discussed earlier, various factors dictate most decisions made in terrain flight planning and preparation. Consistent with commander’s intent, flight routes, LZs, PZs, and battle positions are determined and planned accordingly. Contingency planning is also a critical element during this stage of the operation, including alternate flight routes, alternate LZs and PZs, and suspected enemy positions. The entire planning sequence must be a methodical and thorough effort, eliminating confusion and clarifying each step in the planned execution phase. This intensive level of preparation also better prepares each aircrew to react to changes, unexpected events, and emergencies. This planning phase must include appropriate personnel from the next lower level of operation ensuring adequate dissemination of information and mission accomplishment. Historically, Army Aviation has witnessed many failures due to inappropriate exclusion of operations personnel and aircrews actually flying the mission from the planning process. Another key element is rapid dissemination of information allowing maximum planning and familiarization time by aircrews, which also permits maximum time to brief the mission and addresses the body of questions and inquiries that inevitably result. There must be a sense of urgency in expediting flow of information to aircrews as quickly as possible. History reveals too many instances in which, to the detriment of mission accomplishment, critical information has been unnecessarily delayed at a higher operational level. Terrain flight planning and preparation also includes aircraft preparation ensuring aircraft are configured, preflighted, and readied for the ensuing mission. This is most effectively accomplished with a timely and continuous information flow from higher headquarters, such as through the battalion S-3, to lower units.
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Aviation Mission Planning System The aviation mission planning system (AMPS) is an automated mission planning and battle synchronization tool designed specifically for aviation commanders. AMPS functions include tactical planning, mission management, and mission rehearsal capabilities. The tactical planning function includes all planning tasks performed, while the mission management function can be associated with actions taking place during mission execution. The system is also capable of mission briefing and rehearsal providing aircrews with the best possible preparation before mission execution The main element of the system’s hardware is a lightweight computer unit (LCU) employed at each aviation unit headquarters. Brigade and battalion headquarters have two LCU systems each. Companies may also have one or more such units, depending on mission requirements. Additional peripherals include a CD- ROM drive, magneto-optical drive, data transfer receptacle (loads data transfer cartridges), and an uninterruptible power supply. The AMPS employs a menu-driven graphical user interface, allowing the operator to enter and view critical mission planning data. The AMPS is subordinate to the maneuver control system, with which it shares mission data and gains access to the joint common data base. It also provides the means to generate mission data for use in either hard copy or electronic format. Information generated on the AMPS can be distributed in electronic format to other systems, which rapidly reduces dissemination time and leaves aviation units with more time for mission planning and preparation. It also transfers mission data directly to aircraft by means of the data transfer system
*** ## Terrain Flight Limitations Terrain flight imposes additional factors on aircrews and units not encountered on missions flown at higher altitudes. The following are considerations for missions at terrain flight altitudes: * Mountainous or uneven terrain that restricts use of LOS radios, making it difficult or sometimes impossible to conduct normal communications. * Aircrews should predict and plan limits on communications when operating near enemy forces. * In terrain flight operations, control may be delegated to a lower level due to inherent problems. Aircrews and platoon, section, or team leaders must be knowledgeable enough to execute the mission using sound tactical judgment. This is a result of training and experience. Such missions should be coordinated with higher headquarters ensuring appropriate airspace management and acquiring the latest intelligence updates. Even in a training scenario, the plan to conduct terrain flight operations must be disseminated ensuring safe use of the training area. The unit anticipates increased maintenance as a result of increased demands placed on aircraft and components. Demands on aircrews increase dramatically when terrain flight operations increase, especially NVD terrain flight. Specifically, fighter management becomes a larger issue with an increase in psychological and physiological stress. The factors increasing stress include: * Increased workloads (physical dexterity and mental processes). * Limited FOV when using NVDs. * Reduced visual acuity, viewing distances, and depth perception. * More complex aircrew coordination. Frequent training, physical fitness, thorough flight planning, and preparation can minimize these factors. *** ## Terrain Flight Modes Terrain flight includes appropriate tactical application of low-level, contour, and NOE flight techniques, as appropriate, diminishing the enemy’s capability to acquire, track, and engage aircraft. For NVD training, terrain flight is conducted at 200 feet or less above the highest obstacle. Altitude and airspeed restrictions—for NVD flight training—are listed with the description of each mode. Terrain flight requires aircrew proficiency in map reading, preparation, and terrain interpretation. It also requires constant vigilance in identifying terrain features and hazards, and understanding effects of surrounding terrain, ambient light, and seasonal changes in vegetation. Continuous NOE or contour flight is unusual as terrain and vegetation vary. Normally, there is a transition from one mode to the other as the situation dictates. Modes of terrain flight are defined below.
### Nap-of-the-Earth Flight NOE flight is conducted at varying airspeeds as close to the earth’s surface as vegetation and obstacles permit. For NVG training, NOE flight is further defined as operating with the skids or wheels up to 25 feet above trees and vegetation in the flight path. (For training, a safe airspeed is used based on ambient light, flight visibility, terrain, winds, turbulence, obstacles, and crew proficiency.) Aviators should decrease airspeed if weather and/or ambient light restrict visibility. ### Contour Flight Contour flight is conducted at low altitudes conforming to the earth’s contours. It is characterized by relatively constant airspeeds and varying altitude as dictated by terrain and obstacles. For NVG training, contour flight is further defined as operating with the skids or wheels between 25 and 80 feet above highest obstacle (AHO). (For training, a safe airspeed is used based on ambient light, flight visibility, terrain, winds, turbulence, obstacles, and crew proficiency.) Aviators should decrease airspeed if weather and/or ambient light restrict visibility. ### Low-Level Flight Aviators perform low-level flight at constant altitude and airspeed, dictated by threat avoidance. For NVG training, low-level flight is further defined as operating with the skids or wheels between 80 and 200 feet AHO at an airspeed commensurate with operational requirements and aircrew limitations. Aviators should decrease airspeed if weather and/or ambient light restrict visibility. *** ## Selection of Terrain Flight Modes Aviators must determine which terrain flight mode to use in each segment of the planned route during the mission planning sequence. This determination is based on METT-TC (table 5-1).
*** ## Pickup Zone/Landing Zone Selection PZ/LZ selection is extremely important. Technical and tactical considerations must be analyzed ensuring the best choice for mission success is made. A poor LZ can jeopardize the entire mission. ### Pickup Zone Selection The first step in the loading plan is selection of a suitable PZ or PZs. Primary and alternate PZs should also be selected during this process. Multiple primary PZs may be necessary to facilitate a smooth flow of personnel and equipment. The mission may require separate PZs for troops and equipment (heavy and light PZs). The heavy PZ contains any external loads used for air assault, and the light PZ is where troops are lifted from. Selection of PZs is based on METT-TC, commander’s intent, location of assault forces in relation to the PZ, and size and capability of available PZs. PZ selection should be based on the considerations noted in table 5-2.
### Landing Zone Selection Considerations for PZs apply to LZ selection. In coordination with the air mission commander (AMC) and liaison officer, the air assault task force commander (AATFC) selects primary and alternate LZs. The number and location of selected LZs is based upon ground scheme of maneuver and LZ availability. Aviation planners advise the AATFC on LZ suitability. Table 5-3, page 5-6, provides additional considerations for selecting a suitable LZ.
*** ## Route-Planning Considerations The enemy situation, terrain, and environmental conditions are the most important considerations while planning routes at terrain flight altitudes. After all applicable considerations are accounted for, ease of navigation becomes the primary consideration. Planners should develop routes that can be navigated with degraded navigation equipment to ensure mission success. ### Criteria The route to and from the objective area must be tactically sound and conducive to successful navigation. Select routes with the final objective in mind. An aviator should base route selection, primarily, on the enemy tactical situation and, secondarily, on ease of navigation. Before route selection, an aviator should mark all known threat sites with weapons systems on the map. Criteria considerations using METT-TC are found in table 5-4.
### Aerial Checkpoint Selection The two main types of aerial checkpoints are— * Air Control Point (ACP): an air reference measure which is an easily identifiable point on the terrain or an electronic NAVAID used for navigation, command and control, and communication. ACPs are generally designated at each point where the flight route or air corridor makes a definite change in any direction and at any other point deemed necessary for timing or control of the operation. * Contact Point: in air operations, the position at which a mission leader makes radio contact with an air control agency. After selecting flight routes, an aviator selects ACPs using the following considerations: * Select points controlling movement along the route, after determining general routing. * Be detectable at a distance and not only visible when flying directly overhead. * Contrast with surrounding terrain; for example, paved roads are poor choices in heavily vegetated terrain but are excellent in desert terrain. Another example is a small body of water, which provides little contrast in vegetated terrain but contrasts well in desert terrain. * Avoid selecting points near towns that may have grown in size and can make detection difficult. * Avoid points near bright lights. * Avoid using manmade objects as primary points. * Confirm selections with prominent adjacent features. * Consider moon angle and effective illumination. Avoid selecting points within shadows cast by other features. * ACPs should be 5 to 20 kilometers or nautical miles (NMs) apart. As a general rule, select ACPs 5 to 20 kilometers apart when utilizing map scales of 1:100,000 and below, and use NM when utilizing map scales of 1:250,000 and above. ACPs should be progressively closer as an aircraft nears the objective, facilitating timing and navigation. Type of terrain, illumination, total route distance, and accuracy of onboard navigation systems may allow selection of ACPs much further apart. * Select prominent barriers near ACPs, particularly when planning significant turns. Use barriers to alert navigators an ACP has been overflown or bypassed and to cue for planned turns. As an ACP is passed, note actual time of arrival and make necessary adjustment to the time and/or speed. A more difficult ACP with an excellent barrier is a better choice than a good ACP without a barrier. * The start point and RP are important ACPs. Aviators use easily identifiable terrain features even if they must alter their route slightly. These points should be 3 to 8 kilometers or NM from the PZ/LZ to aid timing and navigation and should not involve significant turning. Avoid final legs between ACPs not having significant terrain features. The lack of significant terrain features precludes correct positioning and time management. * Make note of MSL altitude of ground track and ACPs to aid in selecting an appropriate en route altitude. * Select reference points between ACPs to ensure on-course navigation and time management. Use more reference points in low ambient light. * The flight lead crew selects the final route and ACPs *** ## Map Selection and Preparation While most of the following are techniques and suggestions for preparing maps used with NVDs, these same techniques apply to daytime operations. ### Selection Aviators assemble as many different types of maps as possible of the AO. Imagery is recommended, if available. Joint operations graphic (JOG) 1:250,000, tactical 1:100,000, 1:50,000 (or 25,000), and a 1:500,000 scale (tactical pilotage chart \[TPC] or VFR sectional) are the primary maps used. When using a larger scale map, it generally requires an aircrew to fly at a higher altitude. For example, altitudes from surface to 200 feet AHO are easily navigated with a 1:50,000 map, while a 1:100,000 map works best from 200 feet AHO to 1,000 feet AHO. The JOG should be the primary map for planning and flying the en route portion of a mission. The map scale covers a large area which permits a relatively small map uncluttered with extraneous information. It has latitude/longitude and Universal Transverse Mercator (UTM) features and is NVD compatible when properly prepared. The VFR sectional/TPC may be more appropriate for long-range navigation to the target area. The tactical map should be used to accurately locate and confirm unique map features for transfer to the JOG. It displays more detail in areas absent or difficult to interpret on the JOG. Because en route landing and holding areas can be accurately plotted and studied on this map, aviators should use it during objective phases of operations. An aviator uses the tactical map for all flights flown at tactical altitudes and operations not less than 5 NM from the objective. Use caution when making the transition to different scale maps in flight as aircraft movement relative to the map scale may change radically. Aviators update tactical maps by using the chart update manual (CHUM) and current VFR sectional. Aviators should consult the United States VFR sectional map which provides accurate information on major towers, airports, beacons, power lines, and magnetic variation. It is updated frequently and includes military training routes allowing aviators to bypass them. ### Preparation The following techniques prepare aviators to read a map in a near-dark cockpit with minimal lighting and simplify the task of map reading.
Use permanent ink pens or markers only. When preparing maps by hand, use fine or medium black markers for routes, ACPs, and time distance heading data. If printing maps, utilize a line color that contrasts with the background. Use red markers for hazards. Iridescent fine red/orange hue markers may be substituted to highlight wires and towers. An iridescent yellow marker may be used to highlight hydrographic features. Do not use blue markers as they cannot be seen under the blue filters used in the cockpit. Recommended map preparation are: * Routes are marked on the map with a solid line. * Corridor boundaries of a route are marked on the map with alternating dashes and periods (- .-.- .-). * Alternate routes are marked with dashed lines (-------). * NOE routes are marked on the maps with periods (. . . . . .). The map symbols used should include those indicated within this text, FM 1-02.2, Department of Defense (DOD) Dictionary, and designated by unit SOP. The symbology for common features—such as railroads and power lines—should replicate the legend information available on the map sheet or exaggerate existing information printed on the map itself such as bodies of water. The concern is clarity, simplicity, and immediate comprehension by any crewmember. Figure 5-2 depicts some typical route planning map symbols. Do not over exaggerate map features.
* Orient notes and writing to direction of flight. * Do not over prepare maps. Aviators highlight those features they expect to see and ensure they do not miss something important. Heavy vegetation or snow may prevent dirt roads, trails, and creeks from being seen. Highlighting these clutters the map. In a desert environment, however, if something shows on the map, it must be marked due to the lack of other cues in the desert. * Place airspace control orders (ACOs), threat sites, and weapon system overlays on the map first. Then select route and ACPs. * Place a large north (N) symbol on each fold of the map for rapid orientation in flight. * Post all hazards not less than 10 NM on either side of the course line for safety during intentional or unintentional deviation. * Highlight significant light sources, such as beacons and cities, out to a distance of at least 15 NM. Map sheets should not be trimmed until information, such as hazards and light sources, is posted. * Transfer key features and hazards from VFR sectionals, tactical maps, and CHUMs to the maps, as necessary. * Identify ACPs with a circle centered on a dot placed on the feature. Name/number the point and post planned arrival time to the side of the circle oriented in the direction of arrival. * Identify start point/departure point/RP/initial points with graphics found in FM 1-02.2, DOD Dictionary, or unit SOP. * Mark course lines with tick marks on either side to indicate elapsed time and distance. The information presented should always be in the same scale of measurement—for example, NM or kilometers—to prevent confusion. Time and distances should have a set side of the course line for standardization in a unit (for example, time marks on the right side of course with distance marked on the left). * Navigation information blocks (doghouses) provide crews with required navigational data from present waypoint to the next. When they are used, the following order of information within the block is suggested: * Designator of next waypoint. * Magnetic heading to next waypoint. * The distance to next waypoint identified with NM or kilometers. * Estimated time en route to next waypoint. * PZ and LZ are identified with a triangle centered over the objective area. * Individual aircraft/serial touchdown point are identified by a “+” symbol. * Hard times are indicated by “00:00:00.” Used for time driven missions (H-hour). * Soft time are indicated by “0000.” Use for missions that are not time sensitive. * Elapsed times are indicated by “00+00+00.” Used for event driven missions. * Intermediate times may be used at ACPs as a tool to ensure the aircraft arrive on time, are indicated by “00:00:00”
*** ## Charts, Photographs, and Objective Cards: * Post charts, photographs, and objective cards (not kneeboard) in the sequence of discussion during the operations order brief. Accurately construct charts and objective cards. Label charts and objective cards not reproduced to scale as “not to scale.” Place required items on charts, and refer to them, as necessary, during the mission brief. * Prepare and orient charts and objective cards in the direction of approach, relating to magnetic north or in the direction of landing/takeoff. Photos and overhead imagery should be oriented as if viewed from the direction from which they were obtained. * Include the following information on the objective card diagram: * Name of objective area. * Grid: military grid reference system or latitude/longitude. * Landing direction. * Landing formation. * Frequency and call sign. * Passenger entry/exit. * Go around direction. * Weapons control status/measures. * Fields of fire. * Hazards and markings. * Key terrain. * Alternate (if required). *** ## Route Planning Card Preparation: * Route planning (kneeboard) cards consist of navigation, en route, and objective cards. While used mostly in an NVD cockpit, route planning cards are also useful during daylight. They are intended to be easily viewed and lend organization to navigating and executing a mission. * Aviators should write data in black ink contrasting with the card background. They should use letters and numerals at least ¼ inch in size and headings in degrees and nautical mile or kilometer abbreviations to preclude confusion. * Time, distance, heading, and coordinates (UTM or latitude/longitude) are triple-checked by members of the planning cell/aircrews before posting cards for briefings. Aviators should accomplish this check procedure using computers and manual measurements. Lead aircraft/AMC/lead navigators should resolve discrepancies. * A completed card set is generated for each aviator and placed in plastic, transparent checklist pages. The card set is then fixed to the kneeboard, preventing loss during flight. ### Navigation Cards: * Navigation cards come in a variety of styles with different configurations tailored to suit a unit’s needs. This format can be modified for specific needs.
### En-Route Cards En-route cards reinforce map reconnaissance and display essential information for each phase/leg of flight (figure 5-4).
En-route cards should be prepared with the following considerations: * An aircrew may prepare en-route cards for each leg and area of intended landing (objective, holding, or forward arming and refueling point). An en-route card may also highlight or detail an ACP position or turning point. En-route cards are made with various elements close to scale giving attention to accuracy and detail. An aviator may refer to these cards instead of the map for quick orientation and reference. * Xerographic copies of the JOG map cut to appropriate size, with route posted, serve as excellent en route cards once details have been highlighted according to map preparation guidelines for NVD use. This provides an en-route card with an obvious accuracy advantage but must be studied in detail ensuring familiarity with the information. ### Objective Cards * Objective cards reinforce map reconnaissance and provide a graphic picture of the LZ, PZ, and/or objective. This card must be as accurate in detail as possible. It is important all crewmembers have the same understanding of where hazards, landing points, and loading points are located. Supported units may also receive a copy of the objective card so there is no doubt in positioning equipment and troops. When preparing an objective card, an aircrew depicts map elements to scale, as much as possible, reflecting relative sizes of each element.
*** ## Hazards to Terrain Flight ### Physical Hazards Physical hazards Objects that the aircraft can actually contact during flight and are divided into two categories: manmade and natural. #### Manmade Hazards * Manmade hazards include things such as buildings, bridges, towers, other aircraft, and wires. * Manmade hazards are sometimes identified on maps but should be searched for continuously. * During terrain flight, aircrews continuously search for and expect wires, which are common at all altitudes and found in unlikely places. Wire hazards consist of power lines, guy wires, communications wire, fences, missile-guidance wire, and wire barriers erected by the enemy. * To minimize danger of wire strikes, aviators thoroughly review the AO before flight and update the operations map with any new information as part of a flight debriefing. * Two specific cues for locating wires include a swath cut through vegetation and the presence of supporting poles. Aviators may also detect these cues on aerial photos or a map—an essential reason for updating maps from the CHUM. * If an aviator encounters wires, the safest way to cross them is overflying them at or near a pole. The pole provides a visual cue for estimating height above the wires. If forced to cross wires between poles, the aviator judges the necessary height by observing poles on either side of the aircraft and ensuring the aircraft is flown at an altitude at least as high as the poles.
#### Natural Hazards * Natural hazards include trees, birds, and ambient light. Helicopters are particularly vulnerable to blade strikes during terrain flight, especially when flying contour or NOE, or during masking/unmasking maneuvers. * Trees pose a problem during months when deciduous trees lose leaves or a tree is dead and branches are difficult to see. Caution should be exercised when transitioning from high ambient light conditions to low ambient light conditions when flying NVDs. * Bird strikes are common and can cause significant damage, including penetrating the cockpit through the windscreen. Aviators should maintain a straight-ahead climb to clear birds. Vigilance and continuous visual scanning are essential to avoid these hazards, and flying terrain flight with the helmet visor lowered reduces potential eye damage resulting from tree or bird strikes. ### Weather Hazards * Conducting terrain flight operations can limit the ability to identify deteriorating weather conditions during the mission. An alternate inclement weather route might be established if forecasted conditions show signs of possible hazards to the flight. * Restricted visibility due to weather conditions may necessitate reducing airspeed or increasing altitude to provide additional reaction time. Flying into a rising or setting sun can make it very difficult to detect obstacles ahead of the aircraft. * Strong wind conditions may create unsafe operating conditions for terrain flight, causing handling difficulties and turbulence, especially when using NVDs and with fewer visual cues present. Terrain flight with external loads is particularly dangerous under strong wind conditions. ## Human Factors * Human factors include effects of fatigue and lack of ability to detect obstacles, which can impact aircrew effectiveness and safety during terrain flight. * Fatigue can impair performance and judgment, slowing reaction time and causing poor coordination and object fixation. Establishing and adhering to a fighter management program can help combat fatigue. * Obstacle detection ability is crucial for aircrew members and is developed through experience and training. Aviators use scanning techniques for accurate navigation and object recognition during terrain flight. *** ## Terrain Flight Performance he following considerations are important during any flight, especially during night flight–even with advances in NVDs ### Aircrew Coordination ircrew teamwork is an essential element for mission accomplishment especially at terrain flight altitudes. One of the most important factors is crew station organization by each aircrew member. All necessary equipment must be readily available—including maps, DOD Flight Information Publications, and flashlights (including NVD supplementary lighting). Aviators should secure this equipment preventing it from sliding down to the pedal area or blowing out of a window. There is little margin for carelessness or complacency. In this demanding environment, each aircrew member must be continuously vigilant in searching for potential obstacles and dangers threatening the safety of the aircraft. Regardless of duty position and rank, all aircrew members must contribute to safe flight and be heard and responded to. Each crewmember has a variety of duties. The demands of terrain flight complicate the normal performance of each crewmember’s responsibilities. Every crew briefing must include assignment of duties, including scanning sectors. All crewmembers must completely understand the extent of their duties and mission intent. Whenever performance of such duties is impaired, aircrew members are obligated to inform other members. This allows adjustments to be made or changes implemented to compensate for shortcomings. Failure to work together as a team is a major contributor to aircraft mishaps and catastrophes Terrain flight navigation is difficult as the near-flat visual angle (low aircraft altitude) distorts shapes compared to those depicted on a map. Vertical relief (such as mountains or tall structures) is used as the primary means of identifying CPs. Accurate navigation requires proficiency in map interpretation and terrain analysis. Aviators must visualize how terrain appears from information provided on a map. This ability to visualize three dimensionally, what appears two dimensionally on a map, and accurately identify the position of the aircraft is an acquired skill requiring continuous practice. This is more difficult at night as nearly all visual cues are less prominent making potential dangers harder to detect. Navigation, conducted by an aviator, is augmented through information exchanged between aviators and often assisted by nonrated crewmembers (NCMs). Rally terms, such as “turn left, stop turn, increase airspeed,” and the use of clock positions to identify directions, are typical terms used to guide an aviator on the controls and aid in keeping their vision out of the cockpit. Aircrew members should agree on standardized terms identifying terrain features and eliminating regional language variations. This helps eliminate confusion and reduces unnecessary cockpit conversation. The navigating aviator must be able to project far enough ahead of the aircraft to facilitate timely information flow to the flying aviator, specifically, upcoming turns, airspeed and altitude changes, or expected terrain features aviators can assist in identifying. When an aviator becomes disoriented, it should be immediately acknowledged, and the aviator should start the reorientation process. The first step is to locate and identify a prominent feature in the immediate area. If this is not possible or practical, the aviator should attempt to return to the last known position. In a formation flight, if the lead aircraft becomes disoriented, the remaining aircraft should provide assistance. This assistance may be in the form of code words to guide the aircraft back onto course or, if necessary, by assuming the position and duties of lead aircraft. Aircrew members can use an established set of code words to guide the lead aircraft before it becomes disoriented or appears to be deviating off course. Chapter 4, section III contains additional information regarding navigation cues in terrain flight. ### Detecting and Avoiding Threat Rules for detection avoidance and the use of operations security measures are crucial for aircrew to navigate the battlefield undetected, particularly when searching for the enemy or when threat locations are unknown. Here are guidelines for detection avoidance: * Keep low and vary airspeed, altitude, and course to remain masked. * When crossing an unavoidable ridgeline exposing the aircraft, choose the lowest crossing point and swiftly descend down the forward slope to reach the nearest available concealment area. * When crossing open or flat areas, traverse at the narrowest point and swiftly move across, utilizing any available vegetation to conceal the aircraft while adhering to the lowest terrain. * When flying parallel to a vegetated area, maintain a low altitude and fly below or near the vegetation for added cover. * Fly as close to the ground as possible, considering vegetation and manmade features, to minimize visibility. * When flying over dense vegetation, follow the lowest contours of the vegetation rather than the lowest contours of the earth for enhanced concealment. * Avoid flying into situations with limited maneuver room, especially in the event of an attack. * Always have an evasive maneuver planned in case of an attack to swiftly respond to threats. * Use communications equipment sparingly and only when necessary, limiting transmission time to reduce the risk of detection. *** --- # Agent Instructions: Querying This Documentation If you need additional information that is not directly available in this page, you can query the documentation dynamically by asking a question. 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