A/Cdr Tufail's write up on Bluebird-166 is worth a read on this day.
03 October 2012
Relaxing in the squadron crew room, Minhas ordered his Mess breakfast to be heated. He could take his time to eat comfortably as he was not scheduled to fly that day, the visibility being poor for solo flying by students. Those scheduled for dual flying were busy checking their mission details, so as to prepare the briefing boards and get the pre-mission briefing from their instructors. One of them noted the scheduling officer adding Minhas’ name on the scheduling board for a ‘Solo Consolidation’ mission.[5] The change in scheduling took place as the visibility had improved and students were cleared to fly solo. This was conveyed to Minhas who was waiting for his breakfast in the Squadron tea bar. He jumped up, half-excited, half-prepared and proceeded to get the mission details. After being briefed by his instructor Flt Lt Hasan Akhtar, Minhas quickly gathered his flying gear. Breakfast had to wait, but Minhas hastily gobbled up a couple of
gulaab jamans, the pilots’ favourite high-energy snack. He also shared a few swigs of a cold drink with his course-mate Plt Off Tariq Qureshi, before he headed to the flight lines to make good his 1130 hrs take-off time. “That was the last we saw of him, munching snacks on his way out,” recalls Qureshi. Preliminaries and start-up was uneventful as the T-33, with the call sign ‘Bluebird-166,’ taxied out of the main tarmac.
In the meantime Matiur-Rehman, who had earlier checked the students' flying schedule during a brief visit to the squadron, sped off in his private Opel Kadett car to the north-eastern taxi track that led out of the main tarmac. The sides of the taxi-track had thick growth of bushes, which concealed his position both from the ATC tower as well as the tarmac. As the aircraft approached, he was able to stop it on some pretext, as expected. Seeing the instructor gesturing, Minhas must have thought that some urgent instruction was to be conveyed. After all, his mission had been scheduled as an after-thought, and something might have gone amiss in the haste. He expected Matiur-Rehman to plug in his headset and talk to him on the aircraft inter-com. Not encumbered by his flying gear (parachute, anti-G suit, life jacket and helmet), Matiur-Rehman easily stepped on to the wing and slipped into the rear cockpit through the open canopy.[6]
Squatting on a seat without a parachute (which also doubled as a seat cushion), Matiur-Rehman was in an awkward position to properly control the aircraft himself.[7] To compel the student to follow his instructions would have required the threat of use of lethal force; else, the student could have turned back, or just switched-off the aircraft.
A replica pistol recovered later from the wreckage explains Minhas’ predicament.[8]
At 1128 hrs, ATC Tower received Minhas’ call: “Bluebird-166 is hijacked!” In the rough-and-tumble that followed,
the T-33 got airborne from Runway 27 (heading 270°),
at 1130 hrs.
The aircraft turned left, (a non-standard turn out of traffic)
and started steering 120°. It was seen to be descending down to low level and, in no time, disappeared from view. Two more frantic calls, “166 is hijacked,” were the last that were heard from the T-33.
Not sure if he had heard it right, Flt Lt Asim Rasheed, the duty ATC officer understood what was going on only when the aircraft did an abnormal turn out of traffic and ducked down very low. Asim called up the Sector Operations Centre (SOC) to inform about the unusual incident; however, when the Sector Commander started asking for details, a quick-witted Asim dropped the phone to save precious time and called up the Air Defence Alert (ADA) hut. “A T-33 is being hijacked. Scramble!” he ordered. Wg Cdr Shaikh Saleem, OC of No 19 Squadron, who had just arrived in the ADA hut after inspecting the flight lines, immediately rushed to the nearby F-86s along with his wingman, Flt Lt Kamran Qureshi. Kamran, the sprightlier of the two, got airborne first, with the leader following closely; the pair was airborne within the stipulated time. The SOC had, however, no clue about the T-33’s position as it had descended to the tree tops and was not visible on radar. In any case, about eight minutes had already elapsed since the T-33’s take-off, and the scrambled pair of F-86s would not have been able to catch up before the border, even at full speed. Some more critical time was also wasted when the F-86 pair was mistakenly vectored onto a B-57 recovering from Nawabshah after a routine mission.[9]
After a while, another pair of F-86s led by Flt Lt Abdul Wahab with Flt Lt Khalid Mahmood as his wingman, was scrambled. Wahab, who had been watching the unusual departure of the T-33 from outside the pilots’ standby hut, recalled later, “We knew something was wrong, we had seen the aircraft taxiing dangerously fast. After we got airborne, there was a lot of confusion. Nonetheless, we gave fake calls on ‘Guard’ channel that the F-86s were behind the T-33, and it would be shot down if it did not turn back. However, with no real prospects of scaring Matiur-Rehman with warning bursts from the F-86’s guns, the only option that remained was to order Minhas to eject. A flurry of radio calls then started, asking Bluebird-166 to eject. There was no response, but the calls continued for several minutes, being repeatedly transmitted by the F-86s, as well as the SOC.”[10]
Crash site is roughly in centre of picture
The situation remained confused and it was apprehended that the hijack might have been successful. The prevailing uncertainty was cleared up in the afternoon, when a phone call was received from Shah Bandar that a plane had crashed nearby and the aircrew had not survived. The Base search and rescue helicopter was launched immediately, and it was able to locate the wreckage at a
distance of 64 nautical miles from Masroor, on a heading of 130°. The tail of the T-33 showing its number 56-1622 could be seen sticking out
in water-logged, soft muddy terrain at the mouth of Indus River, just 32 nautical miles short of the border. Estimated time of the crash was 1143 hrs.
Minhas’ body was found still strapped in the seat, 100 yards ahead of the wreckage, while Matiur-Rehman’s body was found clear of the seat, lying further ahead. Both ejection seats had been thrown clear of the aircraft on impact, and there seemed no sign of ejection. The location of Matiur-Rehman’s body away from the ejection seat indicates that he was not strapped up, having being unable to free the stowed harnesses after he had hurriedly stormed into the cockpit.[11]
Investigators were baffled when
the canopy was found to have a prominent scrape mark of the tailplane, while the tailplane was correspondingly dented by the canopy. Normally, during ejection sequence or jettison of canopy alone, the canopy would have been rocketed up, and would have cleared the tail by a wide margin (this being the very purpose of the rocket thruster). Now it seemed that the canopy had merely inched up into the airflow and had been blown into the tailplane. Could Minhas have actuated the canopy opening lever to throw the unstrapped rear seat occupant overboard, and then safely recover the aircraft?[12] A proper procedure, though, would have been to use the canopy jettison lever which would have rocketed the canopy well clear of the tailplane. In the heat of the moment, it seems that Minhas did what came naturally to him.[13]
The massive canopy hitting the elevator would have deflected it downwards, causing a sudden nose-down attitude at a precariously low height. Minhas would have then yanked back on the controls to prevent the aircraft from going into the ground. The sudden and violent pitch-up – which was confirmed by eyewitnesses – resulted in the aircraft stalling out. This is partially corroborated by the wreckage report of
aircraft flaps found in the down position, implying a desperate need for vital lift to prevent stalling. The rather flat attitude in which the aircraft fell, as well as the compact spread of the wreckage, also confirms the stalled condition of the aircraft.
Confronted with a very complex situation requiring quick thinking and steel nerves, Minhas was eventually able to counter Matiur-Rehman’s cunning design. Despite having the option of ejecting safely, and in the course of action also tossing out the hijacker who did not have a parachute, Minhas ostensibly tried to save the aircraft. Sadly, the unusual attempt at opening the canopy had resulted in a chain of uncontrollable events that eventually caused the crash. Nonetheless, Minhas did manage to prevent the aircraft from being hijacked to an enemy country, laying down his life in the process. He was destined to become the youngest star on Pakistan’s firmament of valiant heroes. May Allah bless his soul and may his Nishan-i-Haider be an inspiration for the future defenders of Pakistan.
[1] Quoted by Brig A R Siddiqui in his book,
East Pakistan – The End Game, Oxford, 2005, page 162. Siddiqui was present at the lunch in his capacity as Press Advisor to the President and Director, Inter-Services Public Relations.
[2] Nishan-i-Haider (Emblem of Haider) tops the four classes of military gallantry awards in the Order of Jur’at (Valour). ‘Haider’ is an epithet of the gallant Muslim Caliph Ali. The next three classes of the Order are: Hilal-i-Jur'at (Crescent of Valour), Sitara-i-Jur'at (Star of Valour) and Tamgha-i-Jur'at (Medal of Valour).
[3] These details, along with some other pertaining to Bengalis, were revealed by one of the Bengali pilots to this author, during his visit to Pakistan in 2003. The Bengali pilot prefers to remain unidentified.
[4] Flt Lt Matiur-Rehman’s wife and children were clandestinely moved to the Indian Consulate on the night of 19 August. After the crash next day, her location was discovered and she was retrieved by security personnel, to attend to her husband’s last rites at Masroor Base, where he was buried.
[5] This was Minhas’ second solo mission on the T-33.
[6] In the T-33, taxiing was done with the canopy open.
[7] During solo missions, a parachute was not installed in the empty rear seat. Without the parachute, the seat pan was too low for a sitting pilot to have all-around visibility. According to Tariq Qureshi, the mobile officer supervising take-offs and landings on the fateful day could not see the rear seat occupant at all, and thought that the aircraft was being flown solo.
[8] The possibility of the use of chloroform or some other chemical to immobilise Minhas is based on circumstantial evidence, as a few cotton swabs and a bottle of methylated spirit were said to have been recovered from Matiur-Rehman’s jeep (according to Minhas’ course-mate Tariq Qureshi). It is, however, somewhat far-fetched to imagine Matiur-Rehman overpowering Minhas, removing his mask and choking him with the spirit-soaked swabs during precious moments when he had to rapidly slip into the cockpit. In any case, since Matiur-Rehman knew that he was going to be improperly seated, he would have ensured a fully functional front seat pilot to fly the aircraft rather than an incapacitated one.
[9] Information in this paragraph has been obtained from the late Air Cdre Shaikh Saleem’s unpublished notes.[10] Information in this paragraph is based on narration by Flt Lt Abdul Wahab (Retd).
[11] During solo flight, the rear seat harnesses are locked and tightly stowed so that these do not flail and entangle with the control stick.
[12] There is no evidence of an ejection attempt by Minhas.
[13] There exists the possibility that the pilots forgot to lock the canopy at the take-off point and, it got dislodged later in flight. It may be pointed out, however, that as the speed built up, increasing negative pressure on top of the canopy would have caused it to dislodge just after take-off, rather than 12-13 minutes later. This has generally been the pattern in cases of canopy loss in the PAF, where the pilots forgot to lock the canopies.
http://kaiser-aeronaut.blogspot.com/2012/10/bluebird-166-is-hijacked_8656.html
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