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(a) Airspace management. Flight routes are designed to ensure that aviation task force maneuver
space is free from friendly fire. Flight routes must be planned that do not conflict with artillery or
ground maneuver forces that may be operating. They should not overfly friendly artillery locations.
Flight routes must be coordinated with all forces to ensure prevention from fratricide.
(b) Support of the landing plan. Flight routes should provide for approach to and departure from the
LZ so as to minimize the ability of the enemy to see the LZ. It must support the landing plan.
(c) Enemy capabilities. To minimize enemy observation and acquisition, flight routes should make
maximum use of terrain, cover, and concealment and avoid known or suspected enemy positions.
(d) Fire support. Flight routes should be selected that are within the range of friendly fire support
assets.
(e) Distance. To reduce aircraft exposure time and the ability of the enemy to observe the air assault,
FM 1-113 Chapter 3
3-10
flight routes should be as short as possible.
(5) Air cavalry/attack helicopters can be used in support of the air movement plan. During the air movement
phase the air assault security forces provide reconnaissance and security for the assault helicopters. This may
be accomplished in a number of ways. For example, prior to the assault helicopters departing the PZ, the
attack/cavalry aircraft can conduct a reconnaissance of the ingress route and set up overwatch positions
along the route to provide security, or the attack/cavalry aircraft can fly ahead of and/or behind the assault
helicopters to provide security.
d. Loading Plan. The AATFC bases the loading plan on the air movement plan and the ground tactical plan. The
loading plan ensures that troops, equipment, and supplies are loaded on the correct aircraft. It establishes the
priority of loads, the bump plan, and the cross loading of equipment and personnel. Detailed load planning will
ensure that the aatf arrives at the LZ configured to support the ground tactical plan. A bump plan ensures that
essential troops and equipment are loaded ahead of less critical loads in case aircraft are lost during the air assault.
Planning for the loading plan must include the organization and operation of the PZ, the loading of aircraft, and the
bump plan.
(1) Pickup zone selection. The first step in the loading plan is selection of a suitable PZ or PZs. Primary and
alternate PZs should be selected during this process. Multiple primary PZs may be necessary to facilitate a
smooth flow of personnel and equipment. The AATFC may elect to have separate LZs for troops and
equipment (heavy and light PZs). The heavy PZ contains any external loads that will be used for the air
assault, and the light PZ is where the troops will be lifted from. Selection of PZs is based on METT-T, the
intent of the AATFC, the location of the assault forces in relation to the PZ, and the size and capability of
available PZs. The AATF staff, AMC, and LNO select suitable PZs that support the intent of the AATFC.
PZ selection should be based on the following considerations:
(a) Number. The AATFC specifies the number of PZs based on the factors discussed above. Multiple
PZs may have an advantage over single PZs in that they avoid concentrating the force in one location.
However, multiple PZ operations require detailed and precise planning.
(b) Size. Each PZ should accommodate all supporting aircraft at one time.
(c) Proximity to troops. PZs should be selected that are close to the troops being lifted, so they are not
required to travel a long distance.
(d) Accessibility. PZs should be accessible to vehicles that move support assets and infantry. However,
PZs should be located in an area that limits traffic from vehicles or personnel that are not directly
involved in PZ operations.
(e) Vulnerability to attack. PZs should be masked by terrain from enemy observation.
(f) Conditions. PZ selection needs to take into account the surface conditions of the area. Excessive
slope, blowing dust or sand, blowing snow, and natural and man-made obstacles all create potential
hazards to PZ operations.
(2) Pickup zone control. Once the AATFC selects the PZ, the PZCO organizes, controls, and coordinates the
PZ operation. To establish control over the PZ, the PZCO forms a control group consisting of PZ control
teams, support personnel, air traffic services personnel (if available), and security personnel.
(3) Aviation involvement. The assault helicopter unit must ensure that aviation expertise is present on the
PZ. The LNO, or another designated representative, should locate with the PZCO during the PZ selection,
set-up, and execution phase. The aviation representative provides guidance on the PZ setup, taking into
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