Old/New Articles and News item about PAF

[ghazi52]

Sewerage Water Tastes Saltish

By: Brig (R) Hashim Khan

Pakistan Army Aviation got the Cobra helicopters in Feb 1985, and a formal induction ceremony was planned on 20 Mar 1985, to be held at Qasim Avn Base, Dhamial. Brig Nauman (Late) was the Base Commander at that time, so the planning of the ceremony rested on his shoulders.

Besides display of various maneuvers of Cobra helicopters, he also planned to show the spectators, Nap of Earth (NOE) flying, which was basically very low flying. Brig Nauman had selected a route which came along a “naala” in the South of Qasim Base, and went past 503 Workshop, the one we crossed over a bridge if we entered the Base from Tulsa Road side. It’s the same “Naala” which carries all the human waste from half of Pindi.

On 8th Mar 1985, Brig Nauman took Col Riffat Beg Humayun, the Commander of Combat Group, and me in an Alouette III helicopter for the route recce. Why me? Because I was the one to fly the NOE part of the demonstration, and I had objected that the route was not suitable for a Cobra helicopter. We entered the “Naala” from Adiala Road side, and half way down the route, I once again objected that Cobra is more in height and length and wouldn’t be able to negotiate the bends in the “Naala” at such a low level.

Col Riffat gave me that “You chicken shit” look, and Brig Nauman said, “Keyun, dar gaye ho?”He may have said some more things but at that very moment the main rotors of our Alouette hit a small outcrop of a rock on the “Naala” bank and in we went into the muck.

Things could have turned very ugly for Col Riffat. Brig Nauman was sitting in the right seat, Col Riffat on the left, and I was in the middle seat. Since the helicopter settled with its left side down on the “Naala” bed, so Brig Nauman was the first one out, followed by me. We waited a while for Col Riffat to come out, and when he didn’t, I dived back in that water, got him free and we both came out. That’s when I had my first taste of sewerage water. It was saltish.

The helicopter was fully submerged, and there was no way to communicate with Control Tower, and a lot of people started to gather, we decided to walk back towards the Base.

We reached the barbed wire at the undershoot side of dumble 32 and as we were helping each other to climb it, an MODC sepoy turned up from nowhere and with a rifle pointing said “Tham, Haath Ooper”.

He refused to believe that this gentleman with us, stinking to high heavens, was the Base Commander, and we too were officers. After a lot of cajoling he allowed us to climb over the fence, but all this time he kept pointing his rifle at us, coupled with very aggressive expressions on his face.

We were walking past panel 4 when the search and rescue helicopter arrived and gave us lift till the Base Headquarters. Brig Nauman quickly washed himself and changed into a clean coverall, but Col Riffat and me stayed in our scented coveralls. At one point I got a whiff of fresh sewerage water, I guess Col Riffat may have burped.

The funniest part came when the court of inquiry started. The president asked me, ” What were your reactions as an IP on the machine, when the rotors hit the ground”.

I told him , “It is an irrelevant question. Nobody can fly a helicopter without it’s main rotors. What could I do?”

But the president stayed adamant and insisted on an answer. So I told him ” When the rotors hit the ground, I said ‘Oh, Shit! and the next second we were in it.”

Yep friends, we had landed in shit.

On a closing note, let me say that it’s good to walk out of an aircraft crash, and live to tell the story, even if one walks out of shit.

Lessons Learnt:

a. Never be too over confident during NOE flying.
b. Never take your eyes off the ground ahead and on the sides.
c. Always listen to your co-pilot.
d. Sewerage water is salty in taste.

 

[ghazi52]

 

[ghazi52]

 

[ghazi52]

Pakistan's 'Top Gun' Base

Mike Downing, Air Forces Monthly, April, 1992 SARGHODA, situated 50 miles north of the famous textile city of Faisalabad in north central Pakistan, and within 150 miles of the Indian border, is the home of the Combat Commanders School which has earned it the reputation of the 'Top Gun' base of the Pakistan Air Force. It first came to prominence during the Indo-Pakistan Wars of 1965 and 1971 during which it provided a pivotal role in the air war with India. During the 1965 War S/L MM Alam became Pakistan's air ace. Flying the F-86, he shot down five Indian aircraft in one mission. Sargodha was also a key target for the Indian Air Force during that time. In recognition of its efforts during these conflicts, Sargodha has had the privilege of initially hosting all the new types of aircraft purchased by the air force, including the F-86, F-104, F-6, Mirage and F-16. The only exception being the F-7P. The base, under the command of its popular commander, Air Commodore Majeeb, is now the home of the No 38 Tactical Fighter Wing which comprises two squadrons 9 Griffins Squadron and 11 Arrows Squadron flying the F-16A and B, and the Combat Commanders School with two Squadrons, the Skybolts with the Mirage 5PA, and the Dashings with F-6s. The school is under the command of G/C Riat, a veteran of the '71 Indian conflict during which he flew the F-86. The school and its instructors (which would also have a role to play in the event of a war) is run on a very similar infrastructure to the USAF DACT Training Bases, even including the school buildings themselves. The aims of the school are as follows:- 1 . Application of flying tactics. 2. Utilisation of weapon systems. 3. Standardisation and evaluation of various units. 4. Research and development in the field of tactics. Pilots are selected by Air HQ in Rawalpindi normally after nine to twelve years of service. The successful graduates would hope to command a squadron in the rank of wing commander. The courses are tough and some selectees inevitably fail to make the grade. There are three courses, the combat commanders course lasting for 4/5 months, a 3 month weapons course, and a 4/5 week fighter integration course. The CCS DACT course is unique throughout the world in its freedom as all combat missions are flown at tree top levels. All course pilots are fully responsible for the entirely independent formulation and execution of their mission plans and then drawing their own conclusions after the flight. The importance of CCS at Sargodha is highlighted by the fact that all foreign chiefs of air staff visiting Pakistan on exchange visits always include Sargodha in their itinerary. This was the case recently when the RAP Chief of Air Staff Sir Peter Harding visited the school with his wife during a seven day exchange visit to Pakistan from October 11-18, 1991 {see AFM March News). He was most impressed with what he saw, and showed surprise at the freedom allotted to the student DACT pilots. An F-7P was flown in to Sargodha from Rafiqui Air Base during his visit in which he was given a 30 minute flight.​

 

[ghazi52]

Father of the Nation, Quaid-e-Azam Mohammad Ali Jinnah taking RPAF contingent's salute on December 25, 1947 at Race Course Karachi. The RPAF contingent was led by Squadron Leader Umar (from Lahore) followed by two Flying Officers, Malik Mohammad Khan who was the parade marker and the other: Abu Qasim Shahabudin. Unfortunately, both officers (respectively, navigator and pilot of the aircraft) died in an aircrash near Khewra (Dist. Jhelum) few years later.

[Picture Courtesy: Tanweer Abbas]

 

[Reichmarshal]

Sewerage Water Tastes Saltish

By: Brig (R) Hashim Khan

Pakistan Army Aviation got the Cobra helicopters in Feb 1985, and a formal induction ceremony was planned on 20 Mar 1985, to be held at Qasim Avn Base, Dhamial. Brig Nauman (Late) was the Base Commander at that time, so the planning of the ceremony rested on his shoulders.

Besides display of various maneuvers of Cobra helicopters, he also planned to show the spectators, Nap of Earth (NOE) flying, which was basically very low flying. Brig Nauman had selected a route which came along a “naala” in the South of Qasim Base, and went past 503 Workshop, the one we crossed over a bridge if we entered the Base from Tulsa Road side. It’s the same “Naala” which carries all the human waste from half of Pindi.

On 8th Mar 1985, Brig Nauman took Col Riffat Beg Humayun, the Commander of Combat Group, and me in an Alouette III helicopter for the route recce. Why me? Because I was the one to fly the NOE part of the demonstration, and I had objected that the route was not suitable for a Cobra helicopter. We entered the “Naala” from Adiala Road side, and half way down the route, I once again objected that Cobra is more in height and length and wouldn’t be able to negotiate the bends in the “Naala” at such a low level.

Col Riffat gave me that “You chicken shit” look, and Brig Nauman said, “Keyun, dar gaye ho?”He may have said some more things but at that very moment the main rotors of our Alouette hit a small outcrop of a rock on the “Naala” bank and in we went into the muck.

Things could have turned very ugly for Col Riffat. Brig Nauman was sitting in the right seat, Col Riffat on the left, and I was in the middle seat. Since the helicopter settled with its left side down on the “Naala” bed, so Brig Nauman was the first one out, followed by me. We waited a while for Col Riffat to come out, and when he didn’t, I dived back in that water, got him free and we both came out. That’s when I had my first taste of sewerage water. It was saltish.

The helicopter was fully submerged, and there was no way to communicate with Control Tower, and a lot of people started to gather, we decided to walk back towards the Base.

We reached the barbed wire at the undershoot side of dumble 32 and as we were helping each other to climb it, an MODC sepoy turned up from nowhere and with a rifle pointing said “Tham, Haath Ooper”.

He refused to believe that this gentleman with us, stinking to high heavens, was the Base Commander, and we too were officers. After a lot of cajoling he allowed us to climb over the fence, but all this time he kept pointing his rifle at us, coupled with very aggressive expressions on his face.

We were walking past panel 4 when the search and rescue helicopter arrived and gave us lift till the Base Headquarters. Brig Nauman quickly washed himself and changed into a clean coverall, but Col Riffat and me stayed in our scented coveralls. At one point I got a whiff of fresh sewerage water, I guess Col Riffat may have burped.

The funniest part came when the court of inquiry started. The president asked me, ” What were your reactions as an IP on the machine, when the rotors hit the ground”.

I told him , “It is an irrelevant question. Nobody can fly a helicopter without it’s main rotors. What could I do?”

But the president stayed adamant and insisted on an answer. So I told him ” When the rotors hit the ground, I said ‘Oh, Shit! and the next second we were in it.”

Yep friends, we had landed in shit.

On a closing note, let me say that it’s good to walk out of an aircraft crash, and live to tell the story, even if one walks out of shit.

Lessons Learnt:

a. Never be too over confident during NOE flying.
b. Never take your eyes off the ground ahead and on the sides.
c. Always listen to your co-pilot.
d. Sewerage water is salty in taste.


View attachment 723005

we use to live at tulsa rd very close to the base and our neighbor was OC of one of the sqd at dhamyal base, so use to go to the base quite a lot with his son who was a friend.
As i remember when the cobras first arrived at dhamyal base they instead of landing in the base, landed on the green fields outside of the base perimeter/fence due to some issue with the clearance to land and told to circle n wait in a holding pattern. So the commander of the contingent took this as an offense and landed the cobras outside and walked in.
That was the first time I saw a cobra gunship up close n personal.
Imagine the excitement of a grade 4 kid.

 

[ghazi52]

 

[ghazi52]

The PAF and the Royal Saudi Air Force

By Group Captain (Retd.) Athar Hasan Ansari (PAF) The decade of sixties will be remembered, as for military history is concerned, for three regional armed conflicts. China and India clashed on their borders in 1962. It was a rout for the Indian armed forces. The second conflict was between India and Pakistan in 1965 which assumed the shape of a fully fledged war with both sides claiming victory. The third was Arab-Israeli war of 1967 which ended on the tragic note of the defeat of a number of Arab countries and occupation of large Arab Muslim areas by Israel. Without going into the arguments as to who were the victors or who were the losers, in 1965 war, Pakistan Air Force emerged as a role model for the developing air forces of the third world. It came into prominence as a small, well-knit, highly trained, motivated and professional to the core tactical air arm of Pakistan's defence forces. Operating mainly from PAF Base, Sargodha, the PAF moved with speed providing close air support to the army, attacking and destroying the Indian marshalling yards, ammunition trains and trucks, depots, convoys and other hostile war targets. It also effectively bombed and strafed a number of Indian advance air bases and was able to achieve air superiority of its own air space to a very large degree. The small but cohesive and well-maintained machine successfully blunted the Indian air advances in spite of being three or four times smaller in number than its adversary. A number of PAF pilots embraced Shahadat in offensive action and are now a part of our history. They will always remain shining stars in the skies of Pakistan. Others are still alive and are a source of inspiration for the younger generation of the PAF. Some of the pilots created world records in aerial combats. And at the end of hostilities, independent foreign observers and military aviation experts did not mince words in pronouncing that the PAF was far superior to the adversary it was facing. The present Chief of Air Staff, uses the terminology of "cutting edge". PAF had this "cutting edge" in 1965 and hopefully has it even today. Whereas the 1967 Arab-Israeli war changed the very geographical frontiers of some of the Arab states and caused deep scars of humiliation and a sense of defeat, it also resulted in some positive outcome. The rich-oil producing Muslim Arab worlds woke up from deep slumber and inaction. The six-day long war had proved the point. The credit for the success would go to the excellent performance of the Israeli Air Force which totally paralised the military machines of the Arab Muslim states within twenty-four hours of the start of hostilities. President Nasir of Egypt had burnt the flame of Arab nationalism without making thorough preparations to meet the challenges of its fall-out. The aftermath of this tragedy ultimately resulted in death of Nasir who could not survive the emotional shock of this defeat. But the same time, there appeared on the horizon, a leader of great intellect and wisdom, in the person of late King Faisal of Saudi Arabia. His feelings and thoughts were also shared by the rulers of Kuwait and UAE. The Muslim world, for the first time, realised the importance of oil and started using it as a political weapon. The post 1967-era witnessed a five fold increase in the price of oil, swelling the financial coffers of these states. Saudi Arabia, under the leadership of King Faisal, took the lead and a crash programme of modernisation of its defence forces started. This programme involved Saudi Arabia's close cooperation with United States Armed Forces and the British contractors. Training facilities started coming up and the Pakistan Air Force, with the reputation it had gained internationally, was selected to train a large number of Royal Saudi Air Force technicians. This was a unique distinction not only for the PAF but for Pakistan and reflected the confidence, trust and feelings which the Saudi rulers and planners demonstrated. And this was not without valid reasons. One of the observation of an Israeli Air Force Chief was enough. He and Air Marshal Nur Khan attended the same course in a staff college in England as Wing Commander/Lt. Col. The Israeli Air Force Chief was later to write in his biography and thank God that Nur Khan was not commanding the opposite forces. PAF had its own typical problems, given the geo-strategic environment of that time. With limited training and manpower resources, and a hostile Indian posture, it was faced with a dilemma. Could it spare a large number of officers and men to proceed to Saudi Arabia and at the same time accommodate a large number of trainees of the Royal Saudi Air Force in its own training institutions? However, the honour which was being bestowed upon it was unique. PAF was being requested to train the defenders of our most holy places, Khana-e-Kaaba and Masjid Nabvi. What could be a bigger satisfaction and duty then this. And the PAF did it by putting its heart and soul into the programme. With training documents signed and exchanged at government level, a directorate of mutual cooperation was set-up at Air Headquarters. If I correctly recall the figures and dates, the programme started in early days of the 1968 and continued for ten years. The last batch of Saudi technicians left Pakistan in 1986. PAF started sending its officers and men to Saudi Arabia, UAE, and Kuwait for training personnel there. It also started receiving trainees from these countries. Given the time constraints, it was a two pronged strategy, training at both the places, if the Air Forces of these brotherly Muslim countries were to take a shape and start. PAF Airmen technical training is conducted at Kohat and Korangi Creek. The same two places were selected to the receive and train recruits from Saudi Arabia. Kuwait and UAE. However given the environment and background of the new arrivals, special arrangements were made. A Foreign Training Squadron was established as a part of the Recruits Training School of the PAF at Kohat. With the scant manpower resources, it must have been a very dedicated and motivated effort on the part of Saudi leaders to have convinced their own population. Every year, two hundred plus Arab boys between the age of 14 and 18 years started arriving at Kohat in batches of 50 every three months. These boys had very little schooling in Saudi Arabia having studied only upto class IV or V in local schools. English language, the medium of technical training, was absolutely unknown to them. Also totally new and strange, were the military environment and requirements of military discipline and hardships. Simple separate barracks at Kohat were arranged for them. A separate mess was established. Their ten month training at Kohat comprised of two things only i.e. learning of English language to the standard of the vocabulary of our secondary school certificate and the general service training which comprised drill, PT and parade. A specially selected English language course was introduced for them. Language laboratories were extensively used. The transformation, in a matter of weeks, was amazing. Starting literally from English alphabets, at the end of ten months course, they were able to converse in simple English and started looking like soldiers. This first part of their training was followed by 45 days leave to them in their country for which an RSAF C-130 would be eagerly awaited. The C-130 would arrive and pick-up the recruit trainees. It would be landing at different cities in Saudi Arabia, where these trainees in uniform would be received by their families and members of tribes with great fanfare and joy. These recruits, one day, would become warrant officers in RSAF on completion of their next phase of training. A passing out parade at Kohat, on completion of the 10 months course, was a great event. Late Sheikh Riazul Khateeb, the Kingdom's ambassador to Pakistan, who also came into limelight during the fateful years of 1977 for his role to mediate between Bhutto and the PNA, was very fond of Kohat. He had great love and affection for the PAF and for Pakistan. On a number of occasions, he was the reviewing officer and his face would reflect joy, pride and emotions as flights and squadrons of Saudi trainees marched in front of him and presented salute to him. It would also be appropriate to mention here that in achieving the desired objectives, a liaison staff consisting of one RSAF officer and a JCO played very important part. Captain Saleh Al Ghamdi and Warrant Officer Nasir Musa left deep impact on training. The devotion and dedication were exemplary. Also a frequent visitor to Kohat was Commander Sharaf-Aun-al-Barkati, the Saudi Defence Attache in Pakistan. He was later to rise to the position of Commander of Royal Saudi Navy. The next phase of their training commenced at PAF Base Korangi Creek. A training unit known as School of Academic Training was exclusively established for them. The duration of the course was six months and subjects taught to them were English, Physics, Aerodynamics and maths. It was a gradual move towards acquisition of the knowledge of basic sciences needed for technical training. The general service training continued but the emphasis, unlike Kohat, was on the academic side for preparing them for their third and final phase of training. On their return from Saudi Arabia after 45 days leave, they would going for this course. The second phase over, trades were allocated to them depending on their aptitude, performance at RTS and SAT and psychological testing to determine their suitability. This was done by a team of specialist from Air Headquarters. With trade allocation done, now they would move to the third and final phase of nine months training in the two major technical training schools i.e. School of Electronics, and School of Aero engines both located at Korangi Creek. On completion of this phase, they would return to Saudi Arabia to join the rank and file of Royal Saudi Air Force as its proud Warrant Officers (technicians). Life at both Kohat and Korangi Creek was not without humour and fun. On their passing out at Kohat, they would stage variety shows after passing out dinners. These shows reflected their sense of humour and fun. I remember the recruit trainee, Ballama, a Saudi National of Nigerian origin, who had 25 brothers and was the youngest. I would, in light moments, ask him to tell me the names of his brothers. All the brothers were named after prophets. He would start telling the names but then would forget after a giving up a figure of seven or eight and then would say, "Sir wait. I write the names and then bring to you". Then there was Bakar, six feet and six inches tall and an expert in cooking the Saudi traditional food. During their ten months stay in Kohat, they were also taken to Rawalpindi, Murree and Lahore for educational and recreational visit. I remember recruit trainee Khatani alias "Rangeela" asking the waiter of Silver Grill Hotel at Rawalpindi "Bring hen", and the waiter was totally confused Abdullah, nick named two heads, Abdur Rehman Zehrani, the parrot, Hamid Usman, the commander, are all fresh in my mind. In military training institutions nick names are inevitable. They are bestowed generously and become a part of the personality and the Saudi trainees were no exception. I am sure that even after twenty years, wherever they are, they will be calling each other by their nick names.​

 

[ghazi52]

Rude, but Proper!

​

By Air Cdre M Kaiser Tufail


The year was 1978. It was a clear spring morning on the picturesque Potohar plateau. Rohtas fort provided the perfect backdrop for a breathtaking view. An old bed of river Jhelum meandered nearby, with a trickle of troops and vehicles roughing up its dry surface. I enjoyed a spectacular vantage point from the air – from an F-6 cockpit, to be precise – while trying to size up the situation. As a young Flying Officer, I had been privileged to be, so I believe, the first one to fly the newly introduced 1140 litres drop tanks. It was the extended range imparted by these tanks that had brought me this far. The smaller 760s had kept us ‘Cobras’ almost confined to the environs of Peshawar. So the change in scenery was most welcome.

‘Tango’ was visible from a couple of miles, hence alignment was easy. A brisk spacer run got the ball rolling. If the calls of the Forward Air Controller were anything to go by, the troops hadn’t seen a fighter in years. They must get a good demonstration of a ‘shoot’, I thought, and set about serious business. Prompt ‘visuals’ with the target, careful pipping and smart exits were the order of the day. But with so much fuel, it had started to become a little monotonous – these repetitious runs. The radio had also been handed over to a Havaldar it seemed, since my calls were being met by an unenthusiastic, confused voice at the FAC end. Just when I had completed my nth run, a very eager call crackled in my headphones: “Cobra-89, confirm Abdalian?” There was a rush of adrenaline, a gasp of amazement at how small the world can be. So who could it be? Qasim? Ehtisham? Rana? The bloke had recognised me in the cockpit so the least I could do to reciprocate his fraternal feelings was to offer a salute the fighter pilot way!

Sleeves were rolled back, the small of the back was engaged in the kidney pad and the throttles pushed up for good measure. I hadn’t quite decided what to do but by the time I had rolled in for the level run, an aileron roll spurred my imagination. Yes, it would suitably impress the troops since the manoeuvre had that frolicky ‘something’ about it. As I sped up and descended to the treetops, my peripheral vision confirmed a flurry of activity on the ground, which I interpreted as the troops’ rush for the grandstands. I reckoned that my class fellow out there would look bigger amongst his men if I could round off the shoot with a well-executed ‘gulaati’. The next thing that happened remains spine chilling to this day. As the nose was picked up and roll applied, the aircraft waggled like a fat duck and barrelled; the ground whizzed past in a terrifying blur of stone and scrub. The aircraft miraculously righted itself and I shakily regained level flight.

There was something being uttered on the radio, which my senses were too numb to register. I changed the radio channel, saving myself the embarrassment of being praised for what was actually an awful violation of SOPs. As if to atone for the transgression, I followed a very proper joining procedure and made a rather tame recovery at Base. A DCO was signed off in the Flight Authorisation Book and the Flight Commander was even debriefed about the sluggish roll performance with the big tanks! Lucky that the FAC did not ring back in the Squadron to share his enthralment with my Squadron Commander, another Abdalian. (Hope he isn’t reading.)

Well, the mission evokes strange feelings to this day and I have a lesson or two for those who care to listen to an old hand. Many a fighter pilot has literally bitten the dust because he succumbed to an impulse generated by a sudden turn of events around him, without analysing the consequences – and remember, it is usually difficult to carry out a rational analysis at 780 kph over the tree tops. The response in most cases is a reactive one and the pilot is unable to think beyond the next 15-20 seconds, as all his senses are focused on responding to the stimulus provided by, say, a silly radio call, a riot of colour next to the village pond, etc.

While I am at it, let me tell you how I dealt with the issue of solo low-level missions when I was the Squadron Commander. I almost always sent up a pair, just to be sure – and I am aware of at least one instance where the FAC requested a low pass at the end of the mission and the leader told him to go to hell. Rude, but I think proper!

 

[ghazi52]

Institute Of Air Safety

Located at Maripur, Karachi, at a five minutes distance from the beach, the institute maintains conducive environment for training. History and Role: Institute of Air Safety was established in 1984 to conduct formal training of Pakistan Armed Forces personnel and members of friendly countries, in all aspects of aviation safety. Till to date the institute has graduated over 1600 representatives from various national and international agencies. Over the years, the Institute has rightfully acquired the status of regional centre of excellence for flight safety related training. Courses Offered: Title of course Duration (Weeks) Pre-Requisite / Experience Frequency per course Major Subject Covered Flight Safety Officers’ Course 11 Flt Lt/Sqn Ldr with 6-14 years of service 02 Per year Safety Programme Management, Aircraft Accident Investigation, Aviation Psychology, Wreckage Diagramming, Flight Safety Campaign, Field Survey Exercise, Group Research Exercise and Educational visits etc. Aircraft Accident Investigation Course 05 Wg Cdr/Sqn Ldr with 12-18 years of service 01 per year Ops System Investigations, Tech System Investigations, Material Factors, Aviation Psychology, Wreckage Diagramming, Case Studies, visit etc. Ground Safety Officers’ Course 02 Flt Lt/Sqn Ldr with 6-14 years of service 01 Per year Safety Programme Management, Ground Safety, Psychology Communication Skills and Physiology etc Technical Investigation Course 02 Officers of Engineering Specialty 02 Per Year Technical Investigation, Material Factors, Systems Investigation, visits etc. Quality Assurance Course 02 Flt Lt/Sqn Ldr with 8-14 years of service 02 Per Year Quality Assurance Problems, QA management etc. Safety Management Course 01 Gp Capt/Wg Cdr with 14-18 years of service 01 Per year Safety Programme Management, Engg Aspects in Flight Safety, Aviation Psychology, Communication Skills, Aviation Physiology. Training at IAS: Training of safety and investigation related courses is a comprehensive blend of academics, field survey exercises, wreckage diagramming exercises, safety campaign exercises, group research exercises, educational visits and debriefs etc. Instruction Methodology: The training objectives at IAS are achieved through class room lectures, practical exercises, group research exercise and educational visits. Faculty: Institutional staff at IAS comprises of highly experienced and well trained officers who themselves have undergone extensive training in safety related fields. Educational Facilities: Library:The students of IAS have ready access to the Base Library besides number of periodicals, which are regularly subscribed. Computers: Students at IAS are provided with internet access and can use the latest computers provided in the computer room. Sports: All the students can use the indoor and outdoor sports facilities which includes tennis courts, squash courts, swimming Pool, hockey, football, cricket fields etc. They can also participate in Inter Base competitions with are regularly held. Medical Facilities: Proper medical cover is provided to the trainees at the Medical Inspection Room of the Base. However, when required students are referred to upgraded hospitals also. Accommodation and Messing: IAS accommodates its students in PAF Officers Mess Masroor in case of officers and PAF airmen Mess in case of airmen/SNCOs. These messes are one of the old and traditional messes and are known for their hospitality and excellent construction. Special menus are made for foreigners. Transportation: IAS is 45 minutes drive from city centre and 70 minutes drive from airport. Plenty of public transport runs between the Institution and city major attractions. Railway station is at a distance of only 20 minutes drive. Selection Procedure for Foreign Trainees: Friendly countries can contact Air Headquarters Training Branch, Pakistan Air Force for queries about induction of their trainees.​

 

[ghazi52]

Two Grunts in a Cockpit

​

By Air Cdre M Kaiser Tufail


Take two pilots, both course-mates – Flying Officers – each with an awful lot of nearly 300 F-6 hours to boast about. One an Abdalian, the other an Alamgirian. One a Cobra, the other an Arrow. Not quite sure who is the harder one to crack. Put the two in a cockpit and, yes, believe this one – ask them to fly a ‘mutual’ low-level sortie. Only a Flight Commander of yester years could get away with this kind of scheduling!

I and my course-mate AR ended up in the Flying Instructors’ School, both not quite 24 years old. (Instructors don’t come any cuter these days.) We were both protégés of the hottest and fiercest Squadron Commanders the decade had seen. Chaudhry’s boys thought they were the only ones who could dip a wing in a well and do a steep turn. Khattak’s chaps thought that boundary layer fences were sissy add-ons to an otherwise perfectly designed wing. The former shot 26 out of 25 bullets. The latter declared they must be tipsy for such a score. The only thing they agreed about was that the “bottle and throttle” ditty was just a nursery rhyme.

With that sort of fighter background, we were rearing to show off our skills to each other. I patted the left side of the dainty little T-37; AR kicked the right one. He did one better when he hoisted his hulk onto the seat without using the foot notch. As a cadet, he used to mount horses without stirrups, I recollected.

With rapid-fire checks for take-off, we barely contained our eagerness to teach the other what low flying was all about. I took controls, did the “falling leaf” over Jehangira and got down to the reeds. A nerve wrecking run till Tarbela had taught him the lesson, I thought. At Tarbela AR grabbed the stick, scratched his head (helmet) and pumped the throttles past the pitot tube. Intense and silent, except for much needed gasps of oxygen, he started descending – from where I had left – slowly and gradually. I was starting to tense up but wasn’t allowing the slightest hint. A boatman ducked down in his vessel as we whizzed past. To psyche out AR, I swore loudly that I’d drown the boatman on the way back.

Lap Two ended at Jehangira from where it was my turn again. Obviously, this run had to be lower than the previous two, if ever I considered my self to be a honourable pilot. A successful turn-about in a courtyard full of school children did the trick. Back over the Indus, it was the same thing again – only lower. If the height didn’t unnerve AR, the staccato tap of my fingers on the glare shield sure did, because I had begun to pick up a puzzling groan in the intercom. I was trying to act cool but God knows there were shivers down the spine as changeover for the fourth lap took place. AR too did his bit to psyche me out. Coolly, he rolled the sleeves over his well-built arms, let out a rare prayer and recklessly plunged the poor bird further down. Fifty feet it was, but he promised to show me the flare-out height. “Follow me on the controls”, he charged. Only too eager to stop this Russian roulette, I took controls. The sooner we both had our hands on the sticks, the aircraft viciously yanked upwards. To this day we are embarrassed to admit who really pulled up! But we both agree that it was the most spine-chilling ride of our flying careers.

Boys, here is a lesson form an old hand. When young blood and inexperience come together, it is a potentially dangerous situation. Throw in a two-man cockpit with two grunts and it can well be catastrophic. Risalpur has been a macabre proving ground for many a kid instructor. My word, it’s not worth it. Take care.

 

[ghazi52]

​

Pakistan Reorientates its Air Power

​

By John Fricker Since partition in 1947, Pakistan had traditionally looked towards India as its principle military threat, and has fought two wars in 1965 and 1971 with its considerably larger neighbor over territorial disputes which resulted in the loss of its eastern wind, now Bangladesh. For the past six years, however, Pakistan has had to face military and political pressure on an entirely different direction, since the Soviet invasion of Afghanistan on Christmas Eve in December 1979, and subsequent anti-guerilla operations by some 115,000 Russian troops, in conjunction with the Afghan army. In the course of these, Pakistan has experienced innumerable violations and air attacks across its mountainous northern and western borders by Soviet and Afghan aircraft. Attempting to interdict the supply routes of the rebel mujahideen based in the tribal territories of the North-West Frontier Province, these aircraft have in the process from time to time bombed and destroyed villages within Pakistani territory. Repeated protests over these attacks by the Islamabad government have been ignored in Kabul, but a more effective response has since been achieved by Pakistan through the strengthening and reorientation of its north-western defenses. On 17th May last year, their effectiveness, together with that of the PAF’s recently-received General dynamics F-16, was decisively proved when two Pakistani Fighting Falcons intercepted four Afghan jet fighters (believed to be Sukhoi Su-22s although some reports claim that they were Soviet-flown Su-24s) when they crossed the border into Kurram Province, and shot down at least one of the intruders near Parachinar, about nine mile (14 km) inside Pakistani territory. A second Afghan aircraft was also claimed to have been hit during this encounter, in which the F-16s used their “all-aspect” AIM-9L Advanced Sidewinder AAMs, but this was the first time that PAF fighters had been successful in destroying an intruding aircraft from Afghanistan, despite countless border violations in the past six years. As a Pakistan government spokesman said at the time, air violations from Afghanistan “were running at about two and a half times what they were in 1985, exceeding 500 in the first six months of 1986, but we only protest when there are casualties”. Since then, reports of similar violation have been somewhat fewer, but the threat from Afghanistan remains, and would be intensified by an eventual Soviet victory in that country. American fears of further Soviet expansion in that region, however, resulted in the resumption in 1981 of large-scale US military aid to Pakistan-previously limited by the Symington Amendment to the Foreign Assistance Act which vetoed help to countries believed to be developing nuclear weapons. Pakistan has long been accused by India-itself rated as a nuclear power since its test explosion in 1974-of “being in the process of producing atomic weapons”, and to be “very close to the completion of at least five such weapons” from its “excessive” facilities for uranium enrichment. This has been consistently denied in Islamabad, and these reports did not prevent the US from approving in late-1980, a six-year $3.2bn aid package, of which almost exactly half comprised military equipment credits. These were intended to help with the modernization of Pakistan’s armed forces to counter Soviet military aid to both Afghanistan and India, and included the provision of 40 GD F-16s and associated weapons for the PAF, naval MDC Harpoon anti-ship missiles, as well as 100 M-60A3 tanks, GD Stinger infantry SAMs, 20 Bell AH-1S anti-tank helicopter and supporting TOW ATMs for the Pakistan army. Most of this equipment has now been delivered and is operational in Pakistan, but agreement was reached with Washington in early-1986 for a new six-year $4.02bn aid program to run between October 1987 and September 1993, subject to Congressional approval. Included in this total was $1.74bn in military sales credits, at 5% annual interest, for further purchases of American arms and equipment, which are expected to include additional F-16s, AH-1s and various defensive missiles. Following receipt of its first 40 F-16s, the PAF had expressed a requirement for a similar second batch, to equip a further two tactical fighter squadrons, but Pentagon sources are dubious that sufficient funding could be allocated for more than 12-24 of these aircraft. The PAF also has a long-standing requirement for four Grumman E-2C Hawkeye airborne early-warning aircraft to improve radar coverage of its mountainous northern borders, but this request was originally rejected by the US on the grounds that they could be used to detect and designate Indian naval targets. Various alternatives, including the Lockheed P-3 AEW & C version of Orion, the installation of suitable mission avionics in its Lockheed C-130s, Westinghouse balloon-mounted radar systems, and the provision of a USAF- crewed Boeing E-3A AWACS have since been studied by the PAF. By late last year, the AWACS has emerged as the PAF favorite and in October, Pentagon sources indicated that the Reagan Administration was now disposed to allow the sale of one or more E-3s to Pakistan, with a USAF-crewed aircraft possibly but this situation has been eased by the grant since 1981, prompted by the US government, of a $500m loan, at low interest rates and repayable over 50 years, from Saudi Arabia to Pakistan for military equipment procurement. Chinese military aid Further military assistance has been received for many years from the People’s Republic of China, starting with the supply from 1966 of Shenyang-built MiG-19SFs, as the F-6, of which the first 60 or more were reportedly donated to the PAF, with a further 120 or so following from 1978 at (very low) cost. China also donated an F-6 Rebuild Factory, plus all its equipment, for the complete overhaul of the PAF’s aircraft at Kamra, where Pakistan has established an embryo aircraft industry centre. In PAF service, the F-6 has been developed into an effective Mach=1.4 superiority and ground attack aircraft, with the provision of some Western avionics, equipment and systems, plus the ingenious integration of AIM-9B Sidewinder AAM (of which at least 450 have been converted to AIM-9J standard by the Radar and Missile Rebuild Factory, Kamra). As a result, the F-6 has been effectively the mainstay of Pakistan’s air power in equipping four or five first-line squadrons. Further reinforcement of the PAF, from early 1983, resulted from the initial deliveries from China of a first batch of 42 Nanchang A-5 III (A-SC) dedicated ground-attack aircraft-a development of the F-6-to re-equip three tactical squadrons (Nos 7, 16 and 26) of the PAF. Although restricted to strictly visual roles, the A-5s equipped mostly with Western avionics, Martin-Bakers ejection-seats and new systems, provided Pakistan with the numerical tactical jet strength it needed at minimum cost, since, with a reported fly-away unit price of mere $1m, the A-F was sufficiently affordable for the PAF to order a further 100 or so examples to equip a further three squadrons by early 1987. Continuing its close defense liaison with Pakistan, China is now widely, although unofficially, reported to be in the process of supplying a further batch of low-cost fighters in the form of 60 Xian F-7M Airguard versions of the Chinese-built MiG-21, following evaluation of the basic F-7 by the PAF in mid-1984. Compared with the original F-7, the F-7M is powered by the 13,448 lb st (6100 kgp) Wopen WP-7BM twin-spool six-stage turbojet, has a second 23-mm cannon on the port side and additional outer wind weapons pylons, but its main differences concern the installation of Western systems in a program managed by GEC Avionics from the UK. These include a type 956 HUDWAC, Type 7M (Skyranger) ranging radar, AD3400 UHF/VHF multi-function communications radio, XS-6A beacon receiver, WL-7 radio compass, Type 602 IFF, a new air data computer and solid-state inverters. Most of this is of GEC Avionics manufacture, although the Chinese have included the 0101 HR A/2 radar altimeter from Smiths Industries, also in the UK. Once again, the export price of the F-7M is being quoted at the extraordinarily low figure for a Mach=2 fighter, of “less than $4m”, and with its PL-5B AAMs (derived from the AIM-9L Sidewinder) also supplied from China, the Airguard would prove a potent addition to the PAF’s combat inventory. Further unofficial reports indicate that the Chinese government has agreed help with the establishment of full-scale manufacturing facilities for the F-7M at the F-6 Rebuild Factory at Kamra, licensed production being the scheduled from 1989 onwards to follow initial deliveries of Chinese-built Airguards to the PAF from early 1987. Contracts are also reported to be pending from Pakistan to Boeing and Grumman to study the feasibility of replacing the WP-7BM turbojet the FE F404 or PW1120, for additional performance improvements. Consideration is further reportedly being given to avionics, to Northrop F-20 standards, for the PAF’s F-7S. In the meantime, the F-6 Rebuild Factory at Kamra is being expanded to undertake the airframe and systems overhaul of all the PAF’s Chinese-built aircraft, including the FT-5 and FT-6 jet trainers, as well as the more recently-purchased Nanchang A-5S, although zero-timing of their WP-5 and WP-6 series power plants will continue to be done at the PAF’s Faisal Shaheed maintenance base near Karachi. F-6 overhauls at Kamra did not start until 1980, because of delays resulting from an earthquake near the parent Shenyang factory in the PRC, but current output is meeting the PAF’s requirement for 24 rebuilt aircraft per year. This represents a major advance, since the F-6 airframe has a TBO only 600 hours, and the lead time for each aircraft returning to PRC for this operation averaged 18 months. The Kamra factory also manufactures about 4,000 F-6 line item spares, including cockpit canopies and 250-Imp gal (1 140-1) alloy drop tanks, and has supervised the design by the PAF of a 165-Imp gal (750-1) aerodynamic belly tank for the F-6.

 

[ghazi52]

By John Fricker

Enter the F-16

As the PAF’s principal operational element, Air Defense Command was formed in 1975 with HQ at Chaklala, Rawalpindi, to maintain 24-hour surveillance of national airspace, and to control and co-ordinate, through regional sector HQs, all early-warning, interceptor, SAM and AAA components. Mobile observer units supplement the radar warning and control system, which is now linked with four PAF missile squadrons, each pf two flights, equipped with Thomson-SCF/MATRA Crotale low-level all-weather SAMs ordered in 1975 for air base defense. Apart from the defense of Pak Army armored units, the PAF is responsible for the operation of all defensive missile systems in Pakistan, reportedly including Chinese CSA-1 (SA-2 Guideline) SAMs and 40-mm anti-aircraft artillery.

Re-equipment of the F-6 squadrons that have comprised the spearhead of ADC started in January 1983, with delivery of the first two GD-16As and four F-16B two-seat trainers, diverted from USAF production allocations in Europe, to No. 11 Squadron at Sargodha, which now compromises the Operational Conversion Unit for six PAF pilots and 87 technicians, the PAF now handles its own F-16 conversions, for which it has received a total of 12 F-16B trainers (instead of the six originally planned) and only 28 single-seat F-16As.

These were all delivered by mid-1986, and also equip No.9 Squadron, which converted from the Mirage 5PA and 5DP in July 1984, and also operates from Sargodha. PAF F-16 equipment includes ALQ-131 ECM pods and the ALR-69 radar-warning receiver, and in addition to ALM-9L Sidewinder AAMs (of which 1,500 were included in the PAF package), armament provisions includes Thomson-CSF ATLIS laser designator pods containing a TV-type tracking system linked with a laser illuminator. Two ATLIS pods were supplied by Thomson-CSF to General Dynamics for six month qualification trials on the F-16, one being mounted on the lateral fuselage stores pylon of two-seat F-16B for use with laser-guided bomb and missiles.

The PAF’s F-16s were the first non-French aircraft to be equipped with ATLIS, which entered service with French air force Jaguars, in conjunctions with Aerospatiale AS-30L air-to-surface missiles and MATRA laser-guided bombs, and has also been ordered by Egypt for its Mirage 2000s.


PAF Mirage strength

Before the resumption of US military aid, Pakistan turned to France for the procurement of new high-performance fighters, in the form of Mach=2 Dassault Mirage IIIs and 5s for multi-role strike, interception and reconnaissance. These now equip five or six PAF squadrons, using aircraft from a total of 96 delivered in four batches, starting with a 1967 order for 18 Mirage IIIEP strike-interceptors, three IIIRP tactical-recce aircraft and tree IIIDP two-seat trainers.

These initially equipped No. 5 Squadron at Sargodha, armed with MATRA R 530 and 550 Magic AAMs and were followed in 1970 by 28 non-radar-equipped Mirage 5PA ground-attack aircraft and two more IIIDP two-seat trainers. In 1975, orders were placed by the PAF for a further 10 Doppler-equipped Mirage IIIRDP reconnaissance fighters, increasing overall procurement of this variant to 13, while 1979 saw the final and largest single Pakistani Mirage order in the form of 30 SPA2/3s and two two-seat 5DPA2 trainers.

As indicated by their designations, these last Mirages were more advanced versions of the M5 series, the 5PA2s incorporating Thomson-CSF Cyrano IV fire-control radar, with a range of 26 nautical miles (48km), for air-to-air and air-to-ground roles, and the FPA3s having the Thomson-CSF Agave attack radar for use in conjunction with the Aerospatiale AM-39 Exocet anti-ship missile for maritime strike missions. Mirage deliveries were completed to Pakistan at the end of 1982, and PAF units currently operating this type include Nos 5, 8, 20, 22 (OCU) and 33 Squadrons, plus the Combat Commander’s School at Sargodha, alongside the F-6.

In the early 1980s, the first batch of Mirage IIIs underwent an update program with the installation of new systems, including the Litton LW-33 INS. Since May 1978, the PAF has also undertaken its own major overhauls of the Mirage, its Atar 09C-3 turbojet and over 400 other mechanical and electronic system components, at the Mirage Rebuild Factory in the Kamra Aeronautical Centre.

Overhaul life of the Mirage airframe is currently quoted as 11 years or 1,000 flying hours, while the Atar has a 600-hour TBO (compared with only 100 for the F-6s Wopen WP-6), and the Kamra Rebuild Factory is currently zero-timing about eight PAF Mirage per year.

A small batch of airframe forgings has recently been supplied to Dassault-Breguet for evaluation with a view to Kamra’s qualification as a sub-contractor, and the Mirage Factory’s Atar engine rebuild plant is earmarked for future expansion following a decision to overhaul the Pratt & Whitney F100 power plants of the PAF’s F-16s there. F-16 airframe and systems support and overhaul will, however. Be undertaken at the PAF’s main operational base of Sargodha, near Lahore.

 

[ghazi52]

By John Fricker

Other PAF combat types

Unique in the PAF is No 2 (Composite) Squadron, based at Masroor-formerly knows as Maripur, near Karachi, which operates a miscellany of now-ageing US aircraft on mostly second-line, target-facilities and support duties, although it is part of No 32 Fighter Ground-Attack Wing.

These types include the last half-dozen of the 26 Martin B-57B/RB-57B and B-57C Canberra's supplied to Nos 7 and 8 squadrons of the PAF from 1955 onwards, which played an active part in the 1965 and 1971 wars with India; and a few Lockheed T-33 jet trainers, plus the sole surviving Lockheed RT-33 equipped for non-combat tactical reconnaissance.

Nos 7 and 8 Squadrons remain, as they have done for many years, at Masroor, although now equipped as tactical attack units with Nanchang A-5s (plus two FT-6s) and Mirage 5PA3s, respectively, and operate alongside No 19 Air Superiority Squadron with F-6s and No 22 Squadron, which is the Mirage OCU, with 5Pas, 5DPs and IIIDP trainers.

Like most PAF bases, Masroor also has its own SAR unit, which is No 84 Squadron, with locally-assembled Alouette III helicopters, and this composition is typical of Pakistan’s half-dozen or so combat wings, with a total of about 16 first-line squadrons, under the overall command of Air Chief Marshal Jamal Ahmed Khan as Commander-in-Chief.

These units include No 29 Squadron, operating since the mid-1970s from Sharah-e-Faisal (formerly Drigh Road) along-side naval Sea King units. Although wearing “Pakistan Navy” markings and including naval personnel among its aircrews, this squadrons flies its ex-Aeronavale Breguet Atlantics on maritime surveillance as part of the PAF, with which it is the sole flying component of No 31 Wing. With No 8 Squadron’s Mirage 5PA3s from Masroor, it also shares anti-shipping strike roles, being similarly armed with Aerospatiale AM-39 Exocet air-launched sea-skimming missiles. In recent years, replacement maritime patrol aircraft have been considered by the PAF, including surplus USN P-3A/B Orions and Fokker F.27MPAs, but this requirement appears to have been deferred by the recent refurbishment and overhaul of the Atlantics in France.

Transport and trainers

Transport support for the PAF is provided by a force of Lockheed C-130s, of which Pakistan has received 20 since the early 1960s, comprising seven C-130Bs through MAP funding, interspersed with four C-130Bs and five C-130Es from Iran, two former PIA-operated civil L-100-20s and two ex-USAF C-130Bs, although at least seven of these have since been lost in accidents.

The surviving C-130Bs and C-130Es have been modified by Lockheed-Georgia Co at Marietta to extend their fatigue lives and to have Allison T56-A-15 turboprops, bringing them approximately up to C-130H standard. They are mostly operated with in No 35 Air Wing at Chaklala, near Rawalpindi, by No 6 Tactical Transport Squadron on re-supply flights to the mountainous northern regions, and on tactical support roles.

A few C-130s are also operated on training duties from Chaklala by the Transport Conversion School, formerly designated No 3 Squadron, while the base is further shared with No12 Squadron, equipped with Fokker F.27 and a Dassault Falcon 20 for government and VIP personnel transport. Although not yet formally designated, No 12 Squadron will probably supplement its strength with the three Boeing 707-320 jet transports in the process of being transferred from Pakistan International Airlines to the PAF, of which the first example was handed over last July, and the second was due to follow in September. Both these aircraft were in the cargo configuration and may eventually be adapted as aerial tankers for flight-refueling roles, but the third 707, due for transfer in mid-1987, will be delivered for VIP transport.

While these ex-civil aircraft will provide a small boost to Pakistan’s long-range military airlift capabilities, replacements for the PAF’s ageing Hercules are required over the longer term, Licensed production of a medium tactical transport is one of the projects under consideration for the Aeronautical Centre at Kamra, but funding allocations are again likely to be problematical. Decisions on any new manufacturing program for Kamra will be mainly dependent on Pakistan’s troubled economy, and since the number of aircraft needed by the PAF will inevitably be small, joint ventures, coupled with industrial offsets and technology transfers, will almost certainly be the most ambitious targets sought by the Aeronautical Complex.

For its personnel training, the PAF has its own School, College Academy and now University and its primary and basic flying courses for many years have been undertaken at Risalpur. This now houses the PAF University, as well *** the Primary and Basic Flying Training Wings, each with two squadrons. In the primary stage, 44 hours are flown on the Kamra-built MFI-17B Mushak, with an average dual-to-solo time of 15-17 hours, while a further 120 hours are flown in the basic syllabus on Cessna T-37B/C jet trainers to wings standard.

All Pakistani pilots are then required to undertake fighter training at No.1 Fighter Conversation Unit, where 102 sorties are flown in 75 hours on the Shenyang FT-5 two-seat development of the MiG-17, which replaced the Lockheed T-33 as the PAF’s advanced trainer from early 1975.

Lower-graded trainers are then transferred to transport or helicopter courses, while the remainder proceed to an operational conversion unit for a 60-hour course on the two-seat FT-6 version of the MiG-19, and the single-seat F-6 itself, with either No.14 Squadron at Mianwali or No25 Squadron at Sargodha. First-tour jet pilots are then posted to F-6 or A-5 squadrons, the latter also having a couple of FT-6s on strength for instrument and continuation training.

Training facilities are offered by the PAF for Arab students from many Middle Eastern countries, and Pakistan also maintains training missions with the air forces of Abu Dhabi, Saudi Arabia and elsewhere. Training procedures are currently being reviewed, mainly because of the growing requirement for replacement of the Cessna T-37s in the early 1990s, and most of the leading international basic trainers, including the Aerospatiale Epsilon, EBRAER Tucano, Fairchild T-46, Pilatus PC-7 and PC-9, RFB Fantrainer and SIAI-Marchetti S.211 have been evaluated by the PAF, although no decision is expected for a couple of years.

Apart from performance and cost considerations, the PAF is particularly interested in ensuring that the selected type should be built under license at the Kamra Aeronautical Centre, where the Aircraft Manufacturing Factory has now completed more than 140 MFI-17 Mushak piston-engine trainers and liaison aircraft for the PAF and the Pakistan Army. Construction of Kamra’s aircraft production facility began in 1979, and, by September 1983, it had flight-tested the first of an initial batch of 92 MFI-17s assembled from kits supplied by SAAB-MFI in Sweden.

Since then, the Manufacturing Factory has progressively taken over component production, as well as the MFI-17 project itself, and the entire airframe is now locally-built, Kamra is currently producing about 15 Mushaks per year, and although no export sales have yet been secured, Pakistan’s national requirements are estimated to sustain this output for at least another year, with a minimum of a further 40 expected off the line.

Plans are also in hand to develop the MFI-17 and improve its short-field performance, for which trials are being conducted with detachable main plane extensions and the installation of turbo-supercharged 210 hp Continental TSIO-360 engine. Evaluations of this version are being undertaken by the Pakistan Army to assess the improvement in hot-and-high field performance.

Further work is being generated at Kamra by Mushak major airframe repairs, and export customers in the Middle and Far East are being sought at a fly-away unit cost of about $150,000. Other production at the plant includes GRP and transparent panels for PAF and Pakistan Army Alouette IIIs, and the Army’s UH-1H helicopters, and the machine-tools and presses selected to equip the factory are capable of forming much larger and more complex airframe parts than those for Mushak.

 

[Ahmet Pasha]

I was

we use to live at tulsa rd very close to the base and our neighbor was OC of one of the sqd at dhamyal base, so use to go to the base quite a lot with his son who was a friend.
As i remember when the cobras first arrived at dhamyal base they instead of landing in the base, landed on the green fields outside of the base perimeter/fence due to some issue with the clearance to land and told to circle n wait in a holding pattern. So the commander of the contingent took this as an offense and landed the cobras outside and walked in.
That was the first time I saw a cobra gunship up close n personal.
Imagine the excitement of a grade 4 kid.

I was pretty young too when I saw the Cobra landing at the tennis courts in Laal kurti near Blue Lagoon. Also my taxi driver used to pick up kids by Dhamial so used to see a lot of birds with droopy rotors(Mi17) we had a lot of helicopters fly over our house. Blackhawks and Chinooks during 2005 earthquake missions. I think they kept flying around for quite a long time after that.

We saw formations of hueys, mi17s, pumas and cobras heading over to the FATA areas when operations were starting in Kiyani era.

Lastly I saw UH1 huey over my house in 2013 elections season. They must have been doing recce patrols for security. I think I had a binocular, I was watching the bird. They might have become suspicious. They came in for a closer look. They got very very close. Eyeballs to eyeballs with me on rooftop maybe 4-8 ft of distance. Then they realized I was just a kid. I remember I stomped my foot and saluted them. I saw them smile and return my salute. Boy did that make me jump for joy. I felt so proud. I still remember in vivid detail.

It seems you get to see a lot of PAA when you live in Pindi

P.S another time was when I was about 11 we were going to mangla dam and a 1 star was passing by and I was at roadside. I saluted him and returned my salute that was another memorable moment I felt awesome .