Pakistan Air Force | News & Discussions.

ISLAMABAD: Pakistan Air Force (PAF) Flying Officer Junaid Saleem has achieved the singular distinction of winning the “Best Overseas Cadet Award” at Britain's Royal Air Force (RAF) College at Cranwell.

12 major IAF bases just across the eastern border

fatman17 said:

12 major IAF bases just across the eastern border

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Bro kindly upload pics in full size.

Junaid B said:

Bro kindly upload pics in full size.

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I'm on PDF mobile

Supposedly weapons storage facility

Pakistan Air Force & F-104

When Khruschev threatened to drop a nuclear bomb on Peshawer after the U-2 incident, PAF acquired a dozen F-104s to protect the city from high flying Soviet bombers. At PAF’s request, all its F-104As were refitted with the M-61 Gatling 20 mm gun, whereas its counterparts in the USAF had been divested of their guns on the assumption that all post-Korea air combat would occur at high speeds where only the wing tip-mounted Sidewinder missiles would be effective.
The PAF’s foresight was amply rewarded in actual combat and the USAF too reverted to having machine guns as mandatory equipment on all its fighters in due course. The newer GWE- J-79-11 engine was also installed on the aircraft. This made the Pakistan F-104s somewhat unique: they had the gun and being the lightest of F-104 series with a more advanced J-79 engine enjoyed the best thrust-to-weight ratio.

The only PAF unit to be equipped with the F-104 was No 9 Air Superiority Squadron. The squadron flies the F-16 today. The in-commission rate of the F-104 during the first five years of service was over 80 % and all its systems performed with high reliability. The fighter was employed in the air-to-air role by the PAF and was used extensively for aerial gunnery against both banner targets and the Dart targets with excellent scores. In strafing attacks the M-61 gun was superbly accurate.

The F-104 Starfighters remained in service with Pakistan Air Force for twelve years and flew 11,690 hours. During the 1965 Pakistan-India War, the F-104s flew a total of 246 hours and 45 minutes while during the 1971 War, the F-104s flew a total of 103 hours and forty-five minutes.

My personal experience of watching the speed and sound of F-104 happened in the mid 60s when PAF provided an air display on Pakistan Day at Peshawar Air Base. Many of the jets were lined up on the airfield on a crisp cool morning. To demonstrate the high altitude intercept capability, an intruder B-57 was sent up first. After some other demonstrations it was announced that the intruder has been detected and two F-104 thundered near vertically off the run way. Soon after the contrails of the intruder and two much faster contrails of F-104s performing an intercept could be visibly seen by the awed spectators.

To give you a better feel for the performance of F-104s with PAF I have taken the liberty of attaching some extracts by

Wg Cdr Aftab Alam Khan, Pakistan Air Force (Retd)

Introduction

This is a personal account of the crucial role played by the dozen F-104 Starfighters of the Pakistan Air Force (PAF) in the Indo-Pakistan War of September 1965. The Indian Air Force (IAF) had then approximately 900 aircraft against PAF’s total of only 150. To win the battle for air superiority against these odds was a daunting task. Losing air superiority would have meant that Pakistan would have had to face the full might of the IAF, the consequences of which would have been disastrous. It was therefore imperative, that the PAF won and kept control of the air.

Induction of the Starfighter in the PAF

Sqn Ldr Sadruddin and Flt Lt Middlecoat landed the first Starfighters at PAF Base Sargodha in 1962. In the following months, Pakistan inducted a total of 10 F-104A and two dual seat F-104B training aircraft in No 9 Squadron. These were USAF F-104C aircraft refurbished and updated with the latest J-79-11A engine, and upward ejection seats. Equipped with the M-61 Vulcan six barrel gun, the AIM-9B Sidewinder missile and the AN/ASG-14T1 fire control system, the aircraft was designed for high altitude (above 5000 feet), day /night interception/combat. Pakistan was the first country in Asia to induct a Mach 2 aircraft into its airforce. While most countries in Europe were still flying subsonic aircraft and none in Asia had an aircraft of this class and technology, many in Pakistan and abroad were skeptical of the PAF’s ability to fly and maintain this advanced system. The PAF’s flying skills, technological prowess, and competence, were soon proven. The pilots and ground crew of No.9 Squadron, who had been handpicked from F-86 squadrons, became the envy of the PAF by gaining mastery of the aircraft. To be part of No.9 Squadron, the cream of the PAF, was a great honour and privilege. In 1964 I was lucky to be given this honor. Sqn Ldr Jamal A Khan, the Squadron Commander was a very dedicated officer who set and maintained high standards. Training and flying in this Squadron was hard work. Safety always came first.

The J-79-11A engine was sophisticated and complicated. It had inlet guide vanes in front of the engine, and a variable nozzle system in the rear. These were liable to fail, but the PAF maintenance crew had mastered the equipment. We only had one engine flame out, and the pilot Flt Lt Khalid managed to make a ‘dead stick’ landing. This was a difficult maneuver requiring precise judgement. The pattern was flown at 240kts and the landing flare started 300 ft above ground level, to make a touch down at 190 kt, on a 9000 feet long runway. Only one F-104 was lost during training -- a training air combat sortie -- in which Flt Lt Asghar ‘pitched up’, and went into a spin. He ejected safely at high speed, and received major bruises. The aircraft was replaced under the MAP program. Operational training was fun. Flying at Mach 2 was an incomparable experience. The thrill of coming under radar control, attacking F-86 formations, that were denied radar help, was a fighter pilot’s dream come true. The F-104 zoomed out of nowhere, and before the F-86 pilots could start their defensive maneuvers, the F-104 had completed its simulated missile launch and was breaking off.

Early in 1965, warlike activity started in the disputed territory of Indian held Kashmir. Air Vice Marshal (AVM) Nur Khan had taken command of the PAF, just before the war. These were the days when we would be briefed daily, ‘under no account should any IAF aircraft be pursued across the border, if an aircraft is shot down, the wreckage must fall within Pakistani territory’. This was done to ensure that India would not be provoked into escalating to an all out war. All the concentration was along the disputed territory of Kashmir. On 3rd September 1965 an IAF Gnat was flying over Pakistan, on its way to its home base. A lone F- 104 was vectored to intercept the aircraft. Closing in at supersonic speed, the F-104 crossed the Gnat. There was no chance of making a successful intercept. But the Gnat pilot, probably thinking that there were more aircraft in the area, promptly lowered his gears and landed at a disused Pakistani airfield below, and surrendered himself. At that time, few thought that there was any chance of a real war breaking out. Life went on as usual. The routine was that a daily morning Combat Air patrol (CAP) would be airborne well before dawn. The F-104 formation would climb to 30, 000 feet, patrol the area near Kashmir and land back one hour after sunrise.

The War

The balloon went up on the morning of 6th September 1965. I got airborne with my wingman on a CAP mission. We climbed out under radar control, and were directed to the border near Kashmir. I was informed that the IAF had crossed the Pakistani border and were attacking ground positions approximately 80nm south of us. This meant that India had actually decided to start an all out war. We were immediately vectored to the area, and were soon over the site where the Indian aircraft were attacking. While dawn was breaking at 15,000 feet, it was still dark down below. I asked for permission to descend to ground level, but was denied. The reason given was that radio contact would be lost. I, however, decided to descend and leaving my wingman at 15,000 feet, to act as radio relay, I dove down and headed towards some flashes. As I reached the area, I was surprised to see that I was flying head-on into a formation of four IAF Mystere IV aircraft that were attacking ground targets. I was shocked more than I was surprised, as I felt a wave of anger leap through me. I had to shoot down these aircraft. I jettisoned my external fuel tanks and started to engage the Mysteres, as they turned into me. Maneuvering started at tree top level. I kept my eyes ‘glued’ on the target. I could feel the strain, under high ‘G’s’, looking over the tail of the aircraft, keeping the enemy in sight, and skimming the trees at high speed. One mistake, and I would have hit the ground. If I had lost sight of the Mysteres, the fight would have been over. The F-104, with the afterburner blazing, at low altitude, was responding very well. I used the high speed take -off Flaps to improve the turning capability as required. The ‘Stick Shaker’ was a big help, in flying the aircraft to its limit. The Mysteres would have no problem keeping the F-104 in sight because of its afterburner. After some hectic maneuvering, I was positioned behind two aircraft, but the other two were still not visible. I then spotted them, further ahead. Joy leapt through me; I armed my weapons, and decided to shoot the first two with missiles and the next two with guns. I fully realized that a confidential order prohibited me from using the missiles below 10, 000 ft. However, I was sure the missiles could be used effectively at any height, provided the targets could be discriminated from background heat sources. A distinct increase in missile tone ensured this. I set the wingspan of the Mystere IV, and started to recall the missile-firing checklist. ‘Check Range’, ‘Check Tone’, ‘Check G’s’, ‘Squeeze the trigger and hold’. I aimed the missile at the nearest aircraft, and heard the loud pitched missile tone. The sight indicated that I was in range. With all other requisite firing conditions met, I squeezed the trigger, and kept it pressed. I waited, only to note that the missile had not fired. As I looked towards the left missile, I saw a big flash, and the missile leaving the aircraft. The missile had taken, as stipulated in the manual, approx. 8/10ths of a second to fire after the trigger had been pressed but in combat, this seemed like an eternity. The flash of the missile blinded me for a few seconds. The radar controller who was also monitoring the radio of the Mystere’s, immediately informed me that one Mystere had been shot down and that another had been damaged. I was then at once instructed to turn right and pick up visual contact with the other Mysteres, which were exiting. I turned as directed but could not see them.

On landing back, I was informed that the dog fight had taken place overhead the Rahwali Airfield where a low powered radar was located. The Mystere’s wreckage had fallen close by; the other three had gotten away. It gave me great satisfaction and amusement to think the effect that would be created on the IAF when the tale of the encounter with, ‘the F-104′ was narrated by the pilots who got away. To quote Hussaini, the PAF’s official aviation painter, ‘Apart from being the first encounter to start the war in earnest, the engagement was also significant in other respects. It marked a new era in dogfighting at very low altitude. It was also the first combat kill by any Mach 2 aircraft and the first missile kill for the Pakistan Air Force’. Moreover, it was also proven that the F-104 and the Sidewinder missile were an effective weapon system at low altitude.

India had launched a full-scale attack, and we were now at war. India had the advantage of the aggressor, but had failed to take advantage of the ‘first strike’. The PAF now had to counter attack. The Air Chief arrived on the base. As I saw him he looked confident, and very aggressive. He was a genius; his planning was only surpassed by his boldness in execution. He had to fight 900 Indian aircraft with his 150. What could he do? The odds were impossible. He immediately gave instructions to reconnoiter (recce) the forward IAF air bases of Halwara and Adampur with the F-104. The pilots returned to report that the airfields had a full compliment of aircraft. He then enquired how many aircraft were available for a ‘dusk attack’. He was told that only seven F-86’s were serviceable. He ordered four to attack the IAF Base of Adampur, and three to attack Halwara Air Base. The plan appeared absurd. Attacking an airfield with only four aircraft and three aircraft respectively, after a recce .The enemy would be waiting. The attack was sure to fail. Subordinate commanders tried to convince the Chief to withdraw the order. None of us could appreciate the reason behind his logic. Command is lonely, and it takes courage to stand by one’s convictions. The Chief stood firm. The ‘dusk attack’ was launched.

Of the seven PAF F-86 aircraft that took part in the ‘Dusk Strike’ two were shot down. The PAF kept attacking the IAF bases all night with B-57 bombers. The Air Chief hoped that the IAF would retaliate next morning, and attack the main PAF fighter base Sargodha that was 90 nm from the border. Radar was not effective at low altitude; therefore, the PAF had a string of Mobile Observer Units (MOU’s), that could plot and report low flying aircraft in Pakistani territory. Since the IAF attack was expected at low level, it would not be a surprise for the PAF. The only question now was, whether the IAF would take the bait, and attack Sargodha. Early next morning, on 7th September 1965, a large number of PAF F-104 and F-86 aircraft set up a Combat Air Patrol (CAP), over /near Sargodha, waiting for the enemy to attack. The F-104s were assigned the outer perimeter, while the F-86s were kept closer to the airfield. The Mobile Observer Units started to report the incoming intruders as they crossed the border and headed for Sargodha. The anti-aircraft guns opened fire as the first group of attacking aircraft came in. Surprisingly, these planes got through, without being intercepted. The next attack was picked up by Flt Lt Arif Iqbal in a F-104, and as he was about to fire, he suddenly saw an F- 86 flight appear between him and the enemy, and shoot down the Mystere. The attacks then came wave after wave, each one being intercepted, mostly by F-86’s, because they were positioned closer to the airfield. Flt Lt Amjad, in a F-104, shot down a Mystere, only to fly into the debris of the exploding aircraft. He ejected safely. By noon all attacks had ceased. The ‘Battle for Sargodha’ had been won. Never again in this war did the IAF venture to attack Sargodha in daytime. AVM Nur Khan had scored; the genius and courage of his plan had worked, his main air defence assets were safe.

The pilots of No.9 Squadron competed fiercely, to undertake as many combat missions as they could. Never missing a chance to close with the enemy, hungry for combat. In the days that followed, the F-104 pilots noted that whenever they got airborne, the IAF grounded all its aircraft. This made it very difficult for the F-104 pilots to engage the enemy during daytime hours. Flt Lt Mushtaq, my brother, flying a F-104 in the same Squadron, made contact with the enemy, only to note that as he approached the target, the IAF Hunters disengaged well in time. Flt Lt ‘Micky’ Abbas in an F-104 had a similar episode. This experience would be repeated for the F-104 pilots for all daytime interceptions. I personally patrolled in a lone F-104, at 30,000ft, deep inside Indian territory, over the two Indian fighter airfields of Adampur and Halwara for one hour, and there was no response from the Indian side, no IAF fighter aircraft were scrambled to engage the intruder leisurely loitering over Indian airbases. This was total air superiority, and it displayed the complete and utter supremacy the Starfighter enjoyed over the IAF.

At medium and high altitudes the F-104 ruled the sky. The IAF refused to challenge the Starfighter, keeping at a safe arm’s length distance from challenging it. But below 5000ft, a fierce battle raged between the F-86 and the IAF fighters, mainly the Hunters and Gnats. The F-86 was the workhorse of the PAF, it was under-powered, outnumbered, and out-gunned. Nevertheless, the F-86 pilots showed great courage as they fearlessly engaged their opponents, and displayed an unusual skill for air combat, achieving an excellent kill ratio. The F-104 by controlling the sky at medium and high altitude, had reduced the workload for the F-86 ‘s to the extent that the disparity in numbers was manageable. The F-86’s could now hold their own against the enemy at low altitude. The F-104/F-86 team had won the battle for the air. The PAF had fully established air superiority. The job had been done; numbers did not matter now. The will of the enemy to fight the F-104 had been broken. It was a tremendous contribution by the F-104 in the war effort. The Starfighter reigned supreme. It had played a pivotal role in the defense of Pakistan, and the battle for air supremacy by the PAF.

Tribute to the Starfighter

Pakistan got the better of the IAF, with odds of 1:6 or 150:900, and the PAF maintained Air Superiority, day and night. The genius and courage of Air Marshal Nur Khan and the F-104/F-86 team had made this possible. Undoubtedly, the F-86 was the workhorse, but the F-104 had a very special task. The PAFpilot/F-104 team had created a situation where the IAF pilots did not have the will to fight the F-104. When the F-104 was ‘UP’, the Indian Air Force was ‘Down on the Ground’. This removed a major portion of the threat. The Starfighter and its pilots had contributed immensely to achieve this victory. The pilots by flying and engaging enemy aircraft very aggressively, never losing any opportunity to engage the enemy, by day or by night. Working long hours, and flying under difficult flight conditions. The maintenance crew and the F-104 deserve a special accolade, ‘not one technical abort, or snag affected a mission’. The F-104 was flown by determined pilots, maintained by efficient crew and supported by dedicated radar controllers. This made a tremendous team, that helped win the battle for air superiority for the PAF. The F-104 Starfighter was in a class of its own-‘Superlative’, to say the least. Without the dozen Starfighters the outcome of the war might not have been so good. ‘It definitely was a pleasure, a great thrill, and the ultimate experience to fly the F-104 in Combat’.

The indomitable AM M Nur Khan HJ.

fatman17 said:

The indomitable AM M Nur Khan HJ.

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Are their any books written by Nur Khan ?
Would love to read about the man in detail
Asghar Khan as written many books ,mostly political except for The First Round

fatman17 said:

The indomitable AM M Nur Khan HJ.

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Rarely has our nation or any nation for that matter produce jewels like these. Watch this

Remembering Gary Powers' U2 flight from Peshawar in 1960

George Singleton

May 08, 20100

UNITED STATES: I recently became acquainted with Gary Powers, Jr – son of the world famous American U2 pilot – who took off from a Pakistan Air Force base in Peshawar on May 1, 1960 and was, later that day, shot down over the former USSR. Pilot Gary Powers' destination was a landing field in coastal Norway.

Some old timers – like me – may recall that in the early 1960s the PAF and the US also flew some intelligence missions in RB-57s from Lahore, in addition to those flown from Peshawar.

The May issue of The Cold War Times magazine's online version features the first of my 12 articles about my 18-month tour of duty between 1963-65 as commander, Detachment 2, 6,937th Communications Group, the subordinate Karachi unit at our US embassy, then in Karachi, for my higher headquarters – the 6937th Communications Group (sometimes referred to as the Peshawar air station) – at Badabur, near Peshawar. Due at least in part to Gary Powers' shoot down in the U2 on May 1, 1960, all US military personnel associated with the US base at Badabur were required to only wear civilian clothing off-base in Karachi, Lahore and across the country.

After the Soviet shoot-down, then US president Eisenhower suspended U2 flights from and through Pakistan. However, the Cold War was still in full force and a replacement intelligence gathering reconnaissance aircraft was needed. For a time, RB-57D models were flown along the air borders of both the USSR and Communist China by the PAF. But these aircraft lacked the wing size to attain really high altitude. So, redesigning some RB-57Ds, which included a much-larger wing structure, produced the RB-57F, two of which were loaned to the PAF for free by the US in June 1964.

After the U2 programme in Pakistan was suspended by president Eisenhower, the USAF adopted the RB-57 Canberra and, over time through US private contractors, improved and amended it's designed purposes to include aerial intelligence gathering. The PAF had aircrews, well trained by both the UK and US in both British and US versions of the RB-57. Two RB-57Fs, loaned to the PAF, had a published upper altitude capability of 82,000 feet. Along with training a few PAF pilots to fly the aircraft, the US plane contractor brought to Texas two RAF pilots trained to fly this aircraft wearing pressure suits, to augment the PAF pilots. All this happened during increasing tension when then foreign minister Mr Bhutto was beating the drum with the Pakistani army chief towards the eventual 1965 Indo-Pak war.

Mr Bhutto tried hard to get the RB-57Fs flown over Kashmir and India to gather intelligence. But the professional and honourable air chief marshal Ashgar Khan refused Bhutto's bullying and did his job with the US to stay focused on our joint mission of intelligence gathering of and from the USSR and China. One thing I knew of first hand was that foreign minister Bhutto also tried, again unsuccessfully, to pressure the UK air adviser to the British High Commissioner in Pakistan, the US air attaché, and my boss to fly intelligence gathering missions, which Bhutto wanted over Kashmir and India. Again, Mr Bhutto met absolute rebuffs and turndowns. Kashmir and India were not the mission of our Cold War-focused intelligence programme.

This history recitation is in honour and recognition of the 50th anniversary of pilot Gary Powers' (Sr) U2 flight from the Pakistan air field at Peshawar. George L Singleton is a retired colonel of the United States Armed Forces

A visit to PAC Kamra

Author with Air Marshal Sohail Gul

The Home of JF 17

By Raja G Mujtaba

My visit to PAC Kamra is split into two parts. First when I visited the place, Air Marshal Sohail Gul, the Chairman of Pakistan Aeronautical Complex (PAC) had to leave at a very short notice for an emergent meeting at the ministry thus no meeting with him could take place. Without meeting the Chairman the visit was inconclusive, many questions remained unanswered. It was nice of him to have me invited again and we had some open heart discussions on PAC and its future plans and capabilities.

The complex houses multi-faceted facilities manufacturing which enable it to undertake complete manufacture of new aircraft, aircraft structure overhaul, Aircraft component overhaul, Aircraft Engine overhaul, Radar & Avionics manufacture, maintenance and overhaul etc. To cater for the needs of all the tasks, PAC has laid down stringent standards to meet the international requirements of the aviation industry.

It is also manufacturing fuel tanks for external stowage. The glass canopies that are not only required for the new aircraft but also need to be replaced often as a routine maintenance are a frequent need of the Air Force. To meet this demand, a unit has been installed to produce single piece glass canopies for various aircrafts in PAF inventory. It is also being envisioned that after acquisition of this technology PAC Kamra would also be able to meet export orders from other countries around the world. The theme of the PAC Chairman is to make PAC an earning organization for Pakistan by exporting its products and services to other countries.

It was my first meeting ever with the Air Marshal who left a strong impression about the potential and future of PAC. I found Sohail Gul to be a go getter and man whose drives are charged to expand the activities of PAC beyond horizons.

Going back over history of PAC, In 1971 which is 5 years after the induction of F-6 in PAF, it was realized that these Aircraft have started falling due for overhaul and in the absence of a pertinent facility in country they are to be sent to China for overhaul which is resulting in huge amounts of spending in terms of foreign exchange and is generating undesirable down time for every Aircraft. With this background the commanders of Pakistan Air Force at that time decided to embark on the colossal task of creating an indigenous overhauling facility for the F6 fleet. After successful negotiations with the OEM at China and Chinese government establishment of this facility was started at Kamra under the supervision of Chinese experts. This facility was completed and first Aircraft was rolled out in 1974.Having gained the experience of overhauling of a Chinese origin Aircraft it was decided that a similar facility for the next biggest fleet of Pakistan Air Force i-e; French origin Mirages be established. After necessary homework in this direction the project for establishing Mirage Rebuild Factory (MRF) was started in 1974 and it successfully rolled out the first Mirage in 1980.Having gained the experience of overhauling both Chinese and Western origin Aircraft natural course of action was to enter the arena of Aircraft Manufacturing. As a humble beginning a light trainer Aircraft MFI-17 was selected for indigenous Manufacturing. As the Manufacturing facility demanded higher degree of core capability yet another factory had to be initiated for accommodating this area. After successful negotiation with the Swedish OEM Aircraft Manufacturing Factory was started in 1975 which produced the first indigenous MFI-17 (Mushak) in 1983.

This rebuild experience of F 6 later became very helpful in rebuilding of other aircraft like Mirages, A5, and F7s etc. This also paved way for Engine Rebuild Factory where all the engines on PAF inventory are being rebuilt with some locally manufactured parts. This effort has not only saved valuable foreign exchange but also provided the experience and the skills to start building complete aircraft.

Also due to the safety factor for the pilots, all the F6s and the subsequent Chinese aircraft were given Martin Baker (MB) ejection system.

After the rebuild factories, when sufficient skills were acquired, the next logical step was to start manufacturing small aircraft; this opportunity was provided by the Americans when they cancelled the lease of their T 37s basic jet trainers at the PAF Academy Risalpur. Looking for a more affordable, dependable and with no strings the Pakistan Air Force looked towards Sweden and selected MFI -17

Mushshak, originally known as Safari was acquired from SAAB of Sweden that took to the air for a maiden flight in 1971. It was powered by a single 200 hp Avco Lycoming IO-360-A1B6 air-cooled 4-cylinder engine having a one twin-blade propeller. This was also used for reconnaissance, observation and transportation purposes; there are attachment points (hard points) under the wings for extra fuel tanks and weapons, allowing the aircraft to perform ground attack sorties.

Mushshak is based on Swedish technology that Pakistan acquired in the 80s. Initially, it was powered by a single 200 hp Avco Lycoming IO-360-A1B6 air-cooled 4-cylinder engine having a one twin-blade propeller. After having acquired it, PAC embarked on its development of the MFI-395 in 1995 by upgrading the MFI-17 with an advanced 260 hp engine, electrical instruments, dual flight control systems and a Bendix RSA fuel injection system. Now it is upgraded and designated as Super Mushshak.

Initially, Pakistan took delivery of 18 Supporters, while 92 were assembled locally and thereafter rest were built locally by PAC. It was renamed as Mushshak (Proficient) when came into Pakistan’s service. In 1981, Pakistan acquired sole manufacturing rights of the Supporter.

After successful negotiation with the Swedish OEM Aircraft Manufacturing Factory was started in 1975 which produced the first indigenous MFI-17 (Mushak) in 1983.

It has a forward swept shoulder wing that improves all-round visibility for the pilots. The wings were forward-swept only to maintain correct center of gravity. The military version was called MFI-17 and later, the Saab Supporterwhen the project was taken over by Saab.

Fitted with an American 260 hp engine, cockpit air-conditioning, electrical instruments, and electric/manual elevator and rudder trim, the aircraft has been developed to meet FAR part 23 certification in categories normal, utility and aerobatics.

Talking to Col Tariq Shah Khan, a retired army aviator is all praise for this aircraft. According to him, it is one of the safest and best in its class that can take over 5 Gs when going into aerobatics. Incidentally he was the first from the army to fly it and ferry it to an army base at Dhamial, Rawalpindi. He further elaborated that it has a spacious side by side cockpit giving good contact between the pilot and the co-pilot/observer or between the student and the instructor. The Super Mushshak meets the requirements of a modern primary training syllabus and is an ideal basic trainer for basic flight training and instrument flying.

Over 300 Mushahak have been produced both for Pakistan Air Force and Pakistan Army. A sizeable number have been exported also to countries like Saudi Arabia, Syria, Oman, and South Africa have acquired it from Pakistan to meet their training requirements. Now serious negotiations are on with a number of countries that Air Marshal Sohail Gul hopes to seal the deal soon.

Another encouraging feature is that Flying clubs within Pakistan that were previously flying American trainers are switching to Mashshak for its performance and cost effectiveness. This has further improved the chances of marketing Mushshak in the private sector.

Talking to Air Marshal Sohail Gul, who said it can be stretched to carry 2 or more passengers but only if there are substantial orders to recover the development cost; also it would need FAA approvals to sell them to international buyers. But it is feasible provided some extensive marketing is done with prototypes or computer designed replicas and graphics to show to the potential buyers. Even within Pakistan, there can be substantial demand in the private sector for charter duties. But it sure warrants a full-fledged study.If a couple of seats could be added by stretching it, small operators like oil and gas companies could charter it for their off route duties. Perhaps with proper marketing maybe foreign markets can also be acquired.

Today PAC in collaboration with China has jointly produced 2 jet aircraft namely K 8 and JF 17. Former is an advanced trainer that has replaced ageing T 33s but can also be employed as a basic trainer. If needed, K 8 can also perform military missions of a limited nature. JF 17 is a high tech modern jet fighter that can be compared with any 4th generation fighters of today. Mushshak is a light basic trained that is being manufactured with complete PAC efforts again to international standards and serving many air forces of the world. This too has hard points to carry arms and ammunition and extra fuel with extra tanks.

During the talk with Air Marshal Gul, my special interest was in S/VTOL aircraft as they are going to replace the conventional fighter jets. The US along with the NATO allies, has made heavy investments in developing F 35. Presently though it is going through some design and manufacturing defect phase but it has come to stay. It has become the front line multi role aircraft with its various versions to suit and meet different operational needs. The US is not the only country to be making it; the UK was the first to introduce this technology with the launch of Sea Harriers. These aircraft played a significant role in Falkland war.

Today more countries have embarked upon this technology in producing state of the art aircraft. Russia was the first to produce supersonic VTOL with exceptional performance envelop. YAK 41 was fully tested and ready for mass production had to be shelved for after the demise of Soviet Union, Russia did not have sufficient funds to go into production.

Today China, Brazil and some more countries are investing in A/VTOL technology. Today it’s about time that in order to stay abreast with latest trends, PAC will also need to venture into S/VTOL technology; of course the first demand has to come from home in that if future war doctrines are evaluated, maybe besides the PAF, Pakistan Navy may also have a need for such aircraft.

When asked if PAC after the JF 17 experience was in a position to undertake S/VTOL venture. Air Marshal Gul was very confident and realistic that yes, with the involvement of another country in the project it could be undertaken and hopefully PAC would live up to its milestone of designing and flying within 30 months.

The most significant being the C130 Allison T 56-A-15 engines and Mirage III Attar engines. On these engines, PAC has acquired the required level of quality assurance that even other countries are sending their equipment for overhauls and rebuilding. Now this has become a source of earning for Pakistan.

These days the most talked about aircraft is no other than JF-17, a joint production with the Chinese CATIC. Here PAC stunned the world when it designed the aircraft that took to the air within 30 months, it’s an amazing feat. Normal standards are that it takes at least 10 years to design and fly an aircraft. This is a minimum time for any aircraft anywhere in the world. Having achieved this, PAC has set tough standards for itself. Now the nation and the world at large expect similar feats in future also. Chairman was quite positive that given the task, similar feats would be performed again.

Now JF 17 is fully operational, the weapon system integration including the air to air weaponry has been completed. With that, Block 1 of JF 17 is also being completed. There has been some delay for reasons undisclosed but now Block 2 is ready to be launched sometimes this year.

Talking on its exports, presently PAC is meeting the demand of PAF, after that they have all the plans to export it to the world. Some hot queries are coming in but the production capacity remains the hindrance. To that it was suggested, PAC should expand the building capacity and double it. The additional capacity can be dedicated for foreign orders only.

JF 17 has participated in several airshows in different countries where it was highly praised for its agility, maneuverability and its looks. In every show it came out to be a jewel in the sky.

JF 17 is powered by Russian RD 93 engine that’s one of the most efficient engines. It has a thrust of 18,000 lbs and very fuel efficient. RD 93 is also powering the latest Russian aircraft like MIG 35. Therefore this engine has a future based on which, PAC can also develop more aircraft.

Pakistan through a contract has the right to manufacture 58% of the aircraft, so far it has achieved about 35%, and remaining 23% is also expected to be achieved by mid-2014. If achieved, it would be a major accomplishment not only for PAC but for Pakistan also.

Co-production and joint marketing with China is the true spirit behind the JF-17.but in a way both Pakistan and China are in competition also to sell and market it. On this Air Marshal Gul said that even if CATIC sells it, PAC would get its 58% component share irrespective therefore it’s a win win situation either way.

The pace of development of complex definitely provides a silver lining on the horizon for the people of Pakistan that In the near future Pakistan would stand out as a country which can produce future generation Fighter Aircraft indigenously. Like Mirage stood to build the economy of France, JF 17 has the same potential for Pakistan but no time must be lost.

I went around various factories and shops of PAC, the equipment that was deployed to manufacture the aircraft and its spares not only for PAF but even for companies like Boeing of Seattle was very encouraging. I was specially shown the shop where parts for Boeing 777 and 787, the Dreamliner were being manufactured. To be able to supply parts for such state of the art technology aircraft, speaks for itself. The Chairman said that they are also in negotiations with Airbus for supply of similar parts for their aircraft. If it gets through, the technological base, more so in metallurgy would attain some level that would be useful in so many other ways both for PAC and other industries in the country.

The pace of development of complex definitely provides a silver lining on the horizon for the people of Pakistan that In the near future Pakistan would stand out as a country which can produce future generation Fighter Aircraft indigenously.

Pakistan lacks in metallurgy, it needs to invest heavily in its development. It would not be possible without private sector participation. The Research and Development (R & D), PAC is no exception to that. The overall shortfall also affects PAC adversely. The government needs to encourage R&D through private sector. For that it must provide incentive to the private sector in the shape of tax relief. The industrial and business community must invest 5% of its revenue in R&D through respective Chambers of Commerce and Industries. These funds must be passed on to the universities for carrying out R&D that can be later handed over to the private sector for manufacturing as mass production.

PAC is encouraging the private sector to participate in its efforts but quality control remains the basic hurdle. However if proper guidance and incentives are provided to the private entrepreneurs, this would not only reduce the capital costs of PAC in building the facilities but would gear up the private sector for participation into projects of national importance. One institution that could be engaged by PAC and other defence industries of Pakistan is the University of Gujrat. It has the latest equipped Industrial Designing School within its campus already meeting the demands of industry in Sialkot, Gujranwala and Lahore etc.

Air Chief Marshal Tahir Rafique Butt has given instructions to expedite the deletion program and expedite the export of both JF 17 and Mashshak Trainer aircraft. Chairman PAC is busy finding markets where these aircraft can be exported. It is also known that he is actively considering some new projects for PAC Kamra.

At the moment, PAC has some surplus capacity to manufacture high precision parts and electronics/avionics. This capacity must be fully utilized to the maximum potential. Some machines if do no produce a minimum quantity; they remain very expensive to produce the components. As a word of appreciation, PAC is producing note pads, ‘Takhti’ that have become quite popular in the market. These are affordable and cater for all the needs of a student or as a standby arrangement for any executive.

Today PAC stands at a threshold to take on more challenges and emerge in the world as a designer and builder of efficient and cost effective aircraft. It must develop small passenger aircraft both single and twin engine. Hopefully Pakistan itself is an emerging market but the vision must go beyond. In this field, maybe Pakistan also learn from Brazil that is the fourth largest manufacturer of aircraft in the world.

Afghan aircraft which defected to pakistan during the 80s

Second to none

PAF museum a lovely place to visit