Old/New Articles and News item about PAF
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Reichmarshal
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Rafique deserved a Nishan e haider..more then an one else.
A great injustice was done to the great sacrifice given by sqd ld. Sarfaraz Rafique one of the greatest ace n pilot produced by PAF
ghazi52
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,..,,.
DEC 1948
New Air Commander of Royal Pakistan Air Force...
The Ministry of Defense of the Government of Pakistan has announced that the current Air Commander of the Royal Pakistan Air Force Perry Kane, His contract will expire in March 1948. Therefore, after him, this position was taken by Aber Dais Marshal R. L. R. H. C. B.
Air Marshal Perry Kane Royal Pakistan served as the first air commander of the Air Force has rendered valuable services, the Government of Pakistan considers it necessary to appreciate him. Air Danish Marshal Echre is currently 44 years old. From 1910 he was a member of the British High Speed Flight for the Shedd Trophy Race and won the King's Cup Air Race in Syria with a fellow aviator.
The famous Jarda is one of these brothers. In those days, he became famous for his aerobatics demonstrations. His twin brother is Air Commodore. An Air Marshal Anjere was also an Air Commodore. Royal Air Force College, Crane from where he did his degree 23 years ago.
During the war he served as Air Officer Commanding the 211st Group of the Desert Air Force from start to finish in Taralombs, Tunisia and Sicily.
He was the Commandant of Central Fighter Establishment in 1945.
DEC 1948
New Air Commander of Royal Pakistan Air Force...
The Ministry of Defense of the Government of Pakistan has announced that the current Air Commander of the Royal Pakistan Air Force Perry Kane, His contract will expire in March 1948. Therefore, after him, this position was taken by Aber Dais Marshal R. L. R. H. C. B.
Air Marshal Perry Kane Royal Pakistan served as the first air commander of the Air Force has rendered valuable services, the Government of Pakistan considers it necessary to appreciate him. Air Danish Marshal Echre is currently 44 years old. From 1910 he was a member of the British High Speed Flight for the Shedd Trophy Race and won the King's Cup Air Race in Syria with a fellow aviator.
The famous Jarda is one of these brothers. In those days, he became famous for his aerobatics demonstrations. His twin brother is Air Commodore. An Air Marshal Anjere was also an Air Commodore. Royal Air Force College, Crane from where he did his degree 23 years ago.
During the war he served as Air Officer Commanding the 211st Group of the Desert Air Force from start to finish in Taralombs, Tunisia and Sicily.
He was the Commandant of Central Fighter Establishment in 1945.
ghazi52
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Meet the F-6, a fast and maneuverable jet fighter. Each engine let loose 7,000 kilograms of power as she took off and could climb to 30, 000 feet from where the curvature of the earth can be seen blew, all in 20 seconds. It was a hugely powerful machine, with one purpose alone, to intercept any intruder that posed a threat to the Pakistan’s air space. But trumped as a reasonable adversary before its induction into PAF, less so afterwards, the aircraft that promised much delivered little, despite its F designation. Its “striking” looks contained a litany of flaws, questionable design choices and unsatisfactory performance in its effective role, besides other inadequacies that became apparent in later years. In the event of an ejection seat failing, and it did, made the F-6 a death trap. Air Cdre Zahoor Sheikh, who has accumulated the most flying hours, some 1, 800 on the F-6, not once turned on the most sophisticated radar ranging equipment before selecting weapons. “It was so inaccurate. Plus, switching it on caused other gadgets such as the radio to malfunction. For some reason, no one ever bothered to fix it,” he said. Yet this jet soldiered on for the next 35 years after induction only to become a potent symbol of PAF air power. Its ground up 130 plus modifications to transform the F-6 into a weapon system boasted of PAF greatness and ability in teaching the world that it is best at modifying planes. So grab a cup of tea as you read about the F-6, which your father and grandfather flew to war.
Soon after the start of 1965 war, USA put an embargo on sale of weapons to both Pakistan and India. India did not have any significant military hardware of US origin, hence the embargo was to effect Pakistan only. Sensing an impending crunch, the military planners of Pakistan quickly diversified their sources of military hardware. PAF was the hardest hit by this embargo. As such, the acquisition of F-6 fighter aircraft from China was a timely, logical and cost effective choice.
A contingent of around 60 personnel were sent to China in October, 1965. The members consisted of pilots, engineers and technicians. It was a clandestine operation. They travelled via Ceylon and Canton as civilians and did not wear uniforms throughout their stay at a training facility close to Beijing.
The training was challenging. All the books and technical manuals were in Chinese language and all that these people could gather were their notes in English. Everyone had his own understanding and noted as he understood. This resulted in a lack of standardization both in engineering and operational practices, which continued in the initial few years of F-6 operations in the PAF. Later, PAF personnel had to learn Chinese, which subsequently helped in understanding and developing standardized training and working manuals.
Along with this, the absence of a flight simulator was another serious impediment in standardised training, in familiarizing controls and to practice basic cockpit procedures and emergency drills. This was indeed a challenging time. The F-6 was a more challenging machine to fly compared with modern planes that have carefree handling, said
Air Cdre Amjad Bashir. “It involved intense pilot workload. Simply put, it separated men from boys. Hence for its first ten years, the F-6 was treated with caution and respect until pilots gained more operational and technical experience on it. Initially, it was an exclusive club open only to experienced fliers who were converted to this aircraft. However, with the phasing out of F-86s and having flown the F-6 for a decade, in 1976, PAF started inducting new graduates from Fighter Conversion Unit on to F-6. It was a well thought out undertaking, although strewn with anxious moments.
The F-6’s twin engines could develop more than 15, 000 lbs of thrust each, punching the F-6 higher than Mt Everest in a matter of seconds. To produce that incredible engine thrust meant massive fuel consumption. To put it in layman terms the average car fuel tank will be empty in 5 seconds in this machine. High fuel consumption and a relatively lesser fuel capacity restricted the flight time of the F-6. The sortie duration varied between 25 to 55 minutes depending upon the fuel configuration and type of mission. Pilots had to prudently plan their use of after burner (AB) in air combat missions. Just five minutes of AB use would force the pilot to start looking at the fuel gauge and begin thinking of his recovery. The concept of energy manoeuvrability had “fuel in the tanks” a much higher premium for F-6 pilots besides “height” and “speed”. The Air Traffic Controllers (ATCOs) of 70s and 80s recall that among all fighter aircraft of the PAF the F-6 had the maximum episodes of landing with minimum fuel. PAF, therefore, had attempted to increase fuel capacity of F-6. A gondola (under belly) integral fuel tank was fitted like the British Lightning aircraft. But this did not succeed. Bigger drop tanks were also introduced, which did increase the fuel capacity but at the cost of manoeuvrability of the F-6. With a higher weight and drag and lower “Gs” limit, these tanks were good only for ground attack or ferry flights.
Despite possessing a cuddly aesthetic, the F-6 was a killer. It was not an easy jet to shoot down even though in the absence of an on-board air-to-air radar, the air combat in an F-6 had to be visual. Whosoever, gained sight of the adversary first had higher chances of success as he could execute his planned tactic first and achieve surprise. The concept of HOTAS (hands on throttle and stick) had not come into vogue by that time and pilots had to lift their left hand from the throttle to manipulate vital switches and buttons. A popular piece of advice at the time from the F-6 veterans to the younger pilots was “Lose sight lose fight”. Pilots could not afford to look inside during crucial moments of air combat. Hence they had to know the F-6 cockpit like the back of their hands. All the cockpit switches, lights, indicators and gauges were marked in Chinese. While the F-6 RF (Rebuild Factory at Kamra) had broken into the writing technique of Chinese cockpit lights by placing appropriately captioned negative films under the light cover, special decals had to be made in English to read the instruments and controls correctly. PAF had several types of fighter aircraft in its inventory. Pilots in instructional, command or staff positions flying the western aircraft concurrently had to be watchful in cockpit drills while flying the F-6. There was the training regimen of blindfold cockpit checks. The experienced pilots could easily select the desired weapon, operate flaps, select and deselect the military or AB setting of the engine with their eyes glued to the adversary. This was their secret of success besides experience and confidence to maneuver the F-6 at low speeds with flaps and rudders.
Meet the F-6, a fast and maneuverable jet fighter. Each engine let loose 7,000 kilograms of power as she took off and could climb to 30, 000 feet from where the curvature of the earth can be seen blew, all in 20 seconds. It was a hugely powerful machine, with one purpose alone, to intercept any intruder that posed a threat to the Pakistan’s air space. But trumped as a reasonable adversary before its induction into PAF, less so afterwards, the aircraft that promised much delivered little, despite its F designation. Its “striking” looks contained a litany of flaws, questionable design choices and unsatisfactory performance in its effective role, besides other inadequacies that became apparent in later years. In the event of an ejection seat failing, and it did, made the F-6 a death trap. Air Cdre Zahoor Sheikh, who has accumulated the most flying hours, some 1, 800 on the F-6, not once turned on the most sophisticated radar ranging equipment before selecting weapons. “It was so inaccurate. Plus, switching it on caused other gadgets such as the radio to malfunction. For some reason, no one ever bothered to fix it,” he said. Yet this jet soldiered on for the next 35 years after induction only to become a potent symbol of PAF air power. Its ground up 130 plus modifications to transform the F-6 into a weapon system boasted of PAF greatness and ability in teaching the world that it is best at modifying planes. So grab a cup of tea as you read about the F-6, which your father and grandfather flew to war.
Origin of F-6
The F-6 story began almost 55 years ago at the height of the Cold War. The F-6, or in fact Mig-19, was the first supersonic fighter aircraft of the Soviet Union. The Chinese called their licence produced Mig-19s as J-6. Its export version was named F-6. And NATO code named it, the “Farmer”. During this era of the cold war, military technology developed at a rapid pace. Mig-15, the veteran of Korean War and Mig-17 that it developed into, were two of its precursors. The Mig-19 was the first mass produced supersonic aircraft in the world. It was designed in the early fifties and went into mass production in 1955. The rushed growth and developments in the Soviet military aviation industry soon led to the emergence of another far better fighter aircraft in 1956, the Mig-21. The Soviets thus stopped the production of Mig-19 in 1960. The Chinese had begun the licensed production of their J-6/F-6 in 1959. Owing to slower development in their aviation industry, a relative resource crunch and urgent requirements, they continued its production till 1981.PAF Selects the F-6
Soon after the start of 1965 war, USA put an embargo on sale of weapons to both Pakistan and India. India did not have any significant military hardware of US origin, hence the embargo was to effect Pakistan only. Sensing an impending crunch, the military planners of Pakistan quickly diversified their sources of military hardware. PAF was the hardest hit by this embargo. As such, the acquisition of F-6 fighter aircraft from China was a timely, logical and cost effective choice.
A contingent of around 60 personnel were sent to China in October, 1965. The members consisted of pilots, engineers and technicians. It was a clandestine operation. They travelled via Ceylon and Canton as civilians and did not wear uniforms throughout their stay at a training facility close to Beijing.
The training was challenging. All the books and technical manuals were in Chinese language and all that these people could gather were their notes in English. Everyone had his own understanding and noted as he understood. This resulted in a lack of standardization both in engineering and operational practices, which continued in the initial few years of F-6 operations in the PAF. Later, PAF personnel had to learn Chinese, which subsequently helped in understanding and developing standardized training and working manuals.
Ferry Flights
The delivery of the initial batch of 75 F-6s from China began in Dec 1965. Ferrying from Hotian, China, Wg Cdr Sadruddin and Flt Lt Khalid Iqbal landed the first two F-6s at PAF Base Sargodha (now Mushaf Air Base) on the afternoon of 20th December. They were the lead element of 12 F-6 aircraft that had taken off from Hotian that day in a discreet operation. No one knew at Sargodha that an F-6 ferry was to happen that day but when the formation arrived there was a huge gathering at the base, ready for the reception. A large number of F-6s were also shipped from China in crates. They were assembled at PAF Base Faisal and flown up country to Sargodha. The ferry operations from the neighbouring country were conducted over the next 15 years. The last ferry operation was undertaken in 1980. All ferry operations were undertaken from Hotian, a small town in western China on the edge of Taklamakan desert. The ferry itself was an exciting flight that included the challenge of crossing the Himalayas. Weather was the most serious consideration in these operations besides terrain. Sandstorm and thunder clouds were a frequent phenomenon. The weather forecasting services were not quite developed at that time. As such PAF’s C-130 transport aircraft was used for weather reporting and radio relay. Pilots had to be appropriately dressed for crossing over the snow covered mountains and briefed for all untoward situations. The excitement of crossing over the Himalayas, seeing the K-2 and the relief of seeing the river Indus still lives in their memories.F-6 in PAF Service
How an aircraft that did a 90 degrees turn in a second, compared with an F-16 that does a 360 in same time, could survive, let alone fight, was one of the enduring mysteries. In all, a terrifying 260 were inducted from 1966 to 1980 to equip ten of its fighter squadrons. No 23 Squadron was the first PAF fighter squadron to be equipped with F-6 aircraft on 8th Feb 1966, an interestingly was also the last to bid farewell to this faithful warrior. The F-6 was not built for the faint hearted. It was a real stick and rudder type flying, often unresponsive at low speeds. No matter how many hours pilots had in it, this jet kept finding ways to challenge them. “Still, the F-6 was a pilot’s airplane. You could feel the aircraft talking to you through all those manual controls. We used to feel part of this jet. It pushed us to become better,” said Air Cdre Amjad Bashir, veteran pilot of F-6. The air force operated the F-6 without a dual seat trainer until 1980. It relied on UMig-15 for initial conversion and instrument training.
Along with this, the absence of a flight simulator was another serious impediment in standardised training, in familiarizing controls and to practice basic cockpit procedures and emergency drills. This was indeed a challenging time. The F-6 was a more challenging machine to fly compared with modern planes that have carefree handling, said
Air Cdre Amjad Bashir. “It involved intense pilot workload. Simply put, it separated men from boys. Hence for its first ten years, the F-6 was treated with caution and respect until pilots gained more operational and technical experience on it. Initially, it was an exclusive club open only to experienced fliers who were converted to this aircraft. However, with the phasing out of F-86s and having flown the F-6 for a decade, in 1976, PAF started inducting new graduates from Fighter Conversion Unit on to F-6. It was a well thought out undertaking, although strewn with anxious moments.
The F-6’s twin engines could develop more than 15, 000 lbs of thrust each, punching the F-6 higher than Mt Everest in a matter of seconds. To produce that incredible engine thrust meant massive fuel consumption. To put it in layman terms the average car fuel tank will be empty in 5 seconds in this machine. High fuel consumption and a relatively lesser fuel capacity restricted the flight time of the F-6. The sortie duration varied between 25 to 55 minutes depending upon the fuel configuration and type of mission. Pilots had to prudently plan their use of after burner (AB) in air combat missions. Just five minutes of AB use would force the pilot to start looking at the fuel gauge and begin thinking of his recovery. The concept of energy manoeuvrability had “fuel in the tanks” a much higher premium for F-6 pilots besides “height” and “speed”. The Air Traffic Controllers (ATCOs) of 70s and 80s recall that among all fighter aircraft of the PAF the F-6 had the maximum episodes of landing with minimum fuel. PAF, therefore, had attempted to increase fuel capacity of F-6. A gondola (under belly) integral fuel tank was fitted like the British Lightning aircraft. But this did not succeed. Bigger drop tanks were also introduced, which did increase the fuel capacity but at the cost of manoeuvrability of the F-6. With a higher weight and drag and lower “Gs” limit, these tanks were good only for ground attack or ferry flights.
Despite possessing a cuddly aesthetic, the F-6 was a killer. It was not an easy jet to shoot down even though in the absence of an on-board air-to-air radar, the air combat in an F-6 had to be visual. Whosoever, gained sight of the adversary first had higher chances of success as he could execute his planned tactic first and achieve surprise. The concept of HOTAS (hands on throttle and stick) had not come into vogue by that time and pilots had to lift their left hand from the throttle to manipulate vital switches and buttons. A popular piece of advice at the time from the F-6 veterans to the younger pilots was “Lose sight lose fight”. Pilots could not afford to look inside during crucial moments of air combat. Hence they had to know the F-6 cockpit like the back of their hands. All the cockpit switches, lights, indicators and gauges were marked in Chinese. While the F-6 RF (Rebuild Factory at Kamra) had broken into the writing technique of Chinese cockpit lights by placing appropriately captioned negative films under the light cover, special decals had to be made in English to read the instruments and controls correctly. PAF had several types of fighter aircraft in its inventory. Pilots in instructional, command or staff positions flying the western aircraft concurrently had to be watchful in cockpit drills while flying the F-6. There was the training regimen of blindfold cockpit checks. The experienced pilots could easily select the desired weapon, operate flaps, select and deselect the military or AB setting of the engine with their eyes glued to the adversary. This was their secret of success besides experience and confidence to maneuver the F-6 at low speeds with flaps and rudders.
MastanKhan
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Hi,
Rafiqui deserved a court martial if he had come back alive---. So totally un-disciplined officer---.
Reichmarshal
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Sir jee how so....he went beyond the call of duty to stay with the flight after his guns jammed.
Thats bravery.... when u have nothing n still stay in the fight.
MastanKhan
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Hi,
He flew a defective aircraft that was in the shop for repairs---. Supposedly he was told not to fly it because of the problems---.
At the end---neither could he protect his team nor could he protect the aircraft and his life or fight the enemy---a waste of a fighter aircraft---but on top of that---waste of a capable fighter pilot---.
For a fighter pilot---it is not bravery to stay when you have nothing to fight with---. You come back and go back again and again and again---. Otherwise we lose all our pilots within a day or two---.
Reichmarshal
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Sir jee his guns jammed after he had shot down an ac.....so im other words he was already in the mix
So he had no other option but to be the wing man n cover the 6 of his wing man.
N then theirs the factor of time n when ur times up then u cant do nothing about it.....he was fated to go that way on that particular place n time....had that not been the case n his guns wouldn't have jammed he would ave ended the war as our top scoring ace....but it was not ment to be.
I have friends from our special opps community who served 8 years straight in our wot n fought in all the battles n in that time winning tbt sbt n numerous commendations.....without a scratch ......n then their was a relative of mine who was serving as dq in one our FC wings.....one fine days decides to tag along in one of the clearance opps teams n after the ts were killed n the area sanitized n the all clear given, he just went in to see the building himself n their in a small corner was hidden a single ts n he hit him with a full mag n he died on the spot.
Thats fate
MastanKhan
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Hi,
Sir---he forceably under the pre-text of threat took out a defective aircraft that was in the shop for repair---.
So---once his guns jammed---then why did he not bug out---.
He was shot down by another pilot during the dog fight after his guns 'jammed---if they were not already jammed---'---. If he was that great of a pilot---how did he allow the enemy pilot to get behind him and shoot him---.
He was behind enemy pilot---his guns jammed---ok understood---but then how do you allow the enemy to get behind you and shoot you---. The aircraft was flying fine---the issue was with the guns not the flight of the aircraft.
Means the enemy was a much superior pilot---he got behind our pilot and took him out---.
This part of Raffiqui has been discussed here years ago---with the knowledge that he forcably took out a defective aircraft in the shop.
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