Old/New Articles and News item about PAF

[Reichmarshal]

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.

During that same time period I saw mi24 for the first time in the flesh !
I still remember it was a winters day with a hazy morning. Me n my brother were taking pot shots with our air gun from our terrace n low n behold their I saw this strange hele while it was being put through it paces.
It did all kinds of stunts and it was fast. We were in complete awe of this hele n the pilot who was doing these incredible maneuvers.

Those were the days.

Ps more to come

 

[ghazi52]

PAF Flying Training

By F/L Alastair Hawes ​ When The PAF was formed in 1948 its flying training was basad on that of the RAF's. Many similarities still remain. Cadets begin training at PAF Risalpur at the Air Force Academy which was modelled on the RAF Cranwell College for cadet entrants. Elementary flying training lasts for 18 months and starts on the Saab MFI-17B Mushshak and basic flying training is completed on the T-37. Cadets are awarded their wings and commissioned at the same time. They then move to PAF Mianwali for the Fighter Conversion Unit (FCU) and Operational Conversion Unit (OCU). The FCU serves the same function as an AFTS (Advanced Flying Training School) and the OCU the same function as the RAF's Tactical Weapons Unit (TWU) at RAF Brawdy and RAF Chivenor. Student pilots spend five months/85 hours at the FCU flying the FT-5 and another five months/75 hours flying the FT-6 at the OCU. PAF training is almost solely geared to producing fighter pilots, although a few pilots may be streamed to fly transport aircraft and helicopters. On completion of the OCU, most will go on to fly the F-6 (-19) or A-5 for their first tour. After two to three years pilots may remain on the same type or go on to fly the F-1 6A, the Mirage III/V, the F-7P Skybolt, or they become instructors. The Mushshak performs the same role as the Bulldog/Chipmunk. The aircraft has the same engine as the Bulldog and similar handling qualities and performance. It is still being built at low cost at the Kamra Aeronautical Centre by a factory supplied by Saab of Sweden. The T-37 has the same role as the Jet Provost, although its performance is somewhere between the JP3 and the JP5. It is simple to operate and pleasant to fly. The FT-5 and FT-6 have the same roles as the Hawk T.1 and T.1A. The FT-5 has basic instrumentation and avionics, good turning performance and stability, but is less responsive in handling than the Hawk. It has a much shorter range and a slower climb rate. The FT-6 has a better performance, is a demanding aircraft to fly and a good test of piloting skills. The PAF train about 50 pilots a year. Many thousands of applicants are screened and graded at joint Army, Navy and Air Force selection centres all over the country. This process lasts one day. Successful applicants attend a five day course at one of three aircrew selection centres. Subsequently they have to pass a four-day medical board. After spending two years at the Academy, cadet pilots fly 10 hours on the Mushshak to test their piloting aptitude. If considered satisfactory, the cadets then have to wait another two years before they can begin their flying training. If a pilot should fail the course he will almost certainly be retained by the Air Force for employment in another flying or ground role. Compared to European air forces, the PAF recruits its pilots at a very young age (it varies from 12 to 16 years of age). Recruits come from a variety of backgrounds, some may come from distant villages and only possess a rudimentary understanding of mechanical objects. The Air Academy at PAF Risalpur aims to give all its cadets a good grounding in science, military and officer training, discipline, general education, and flying. All students have to learn English as soon as they arrive. During training, they are not allowed to speak Urdu, the national language, or any other dialects. Cadets all graduate with a degree, the Academy being affiliated to a University. Flying training does not begin until alter four years at the Academy. At BFTS the students are still treated as cadets and spend a lot of time studying for their degrees. Training in Pakistan at EFTS and BFTS follows the same lines as the RAF although there are some differences in emphasis mainly due to climate. There is not a great deal of instrument flying training, as the weather is generally clear. Some training stations do not have radar and in the north of the country there are mountains over 20,000ft high in the local area and understandably, the PAF is reticent about operating from training stations in cloudy weather. The wind is rarely as strong as in the UK so the teaching of circuits and Practice Forced Landings (PFLs) is simpler. Students are taught to achieve particular ground patterns at certain key heights in order to fly successful circuits. Circuit patterns and teaching have been influenced by the American flying training system following the purchase of the T-37 twenty years ago. There is also less low level flying training although the PAF does have an important ground attack role, their pilots will probably have to operate in a simpler low level environment, in terms of weather and threat, than in Europe. The FCU and OCU are based at PAF Mianwali which has an excellent weather factor and a large local flying training area. Courses are aimed to produce single-seat fighter pilots after 10 months of training. There is a greater amount of formation flying with considerably less low level navigation training and slightly less weapon firing at the OCU than at an RAF TWU, and no air-to-air gunnery. Students do not have to fly many sorties as leader and are not expected to plan, brief and lead composite sorties. Throughout the course students still have academic studies, English lessons, parades and PT. All Instructor Pilots have to have a minimum of 350 hours on fighters and maintain an operational role at the OCU. It takes about 6 and 1/2 years to train a PAF pilot from joining the Academy to his acceptance on a front line Squadron. Overall the failure rate is about 40%, slightly more than the RAF. The primary role of the SIF (School of Instructor Flying), based at PAF Risalpur, is to train Air Force, Army and Navy instructors. Some instructors from friendly nations are also trained including Sri Lanka, Uganda, Turkey, Malaysia and various Middle Eastern Muslim states. Considerable emphasis is given to theory, briefs and lectures. The trainee instructors fly the Mushshak or T-37, and those posted to the FCU have to complete the basic instructional course. A secondary role of SIF is pilot standardisation and recategorisation. The flying rate at SIF and BFTS is high, with instructors achieving 40 to 45 hours a month. In common with most air forces there are some problems with relatively low pay and consequent retention problems. For example, the national airline PIA will pay about ten times the salary of a PAF pilot. There is time promotion to Squadron Leader after 9-10 years but no equivalent of the RAF specialist aircrew system. In Pakistan it would not be so acceptable for an experienced pilot to be working under a more junior officer without a loss of pride. The PAF training aircraft are well suited to their tasks. The Mushshak aircraft are still being manufactured both for the PAF and in the hope of obtaining export orders. The T-37 is about 20 years old. Its life could be extended for another 20 years, however the PAF is considering replacing it with the K-8 jet trainer. The Chinese supplied the FT-5 and FT-6 at very low cost in the 1970s and whilst they are basic in design they achieve their training task quite cheaply and satisfactorily. The Hawk might be considered as a replacement for the advanced trainers but it would be expensive even though it could have a useful secondary operational role. Overall the PAF are a highly professional air force and this is reflected in their high standards of instruction and flying training. (The Author's views in no way express those of the Ministry of Defence). [Air Forces Monthly, May 1990]

 

[ghazi52]

Eid Mubarak - PAF Achieves its 'First Kill'

10 April 59 was a red letter day in the story of the Pakistan Air Force. It was the day that the PAF achieved its first ever 'kill' in an air engagement. Strangely enough, this happened not in the middle of a war, or even a limited confrontation with an enemy. It happened as a final to a stealthy incursion into Pakistani airspace by an Indian photo reconnaissance Canberra. Such violations had occurred earlier also but the PAF's air defense system was still in a state of flux, dependent as it was on WW II vintage radar cover. Besides, the earlier incursions had been only a little way into Pakistan and the intruders invariably managed to slip quickly back into their own airspace before PAF interceptors could close in for an engagement. But today there was a difference. It was Eid-ul-Fitr in Pakistan and the whole nation would be in a mood of festive relaxation. It would be reasonable to assume that even the PAF would have lowered its guard somewhat to accommodate Eid celebration programmed of its personnel. Today the Indian snooper should be able to fly pretty deep into Pakistan and get away with it. Such thoughts must have been the prelude to that day's IAF photo recce mission. The rest of the story at first hand comes from Flight Lieutenant Yunis of 15 Squadron at Peshawar: "The air defence alert (ADA) arrangements at Peshawar were spartan - a couple of chairs in the balmy April sunshine in one corner of the alert platform where we sat and chatted and drank tea - it was still too early in the morning to expect our breakfast from the mess. I had been detailed for ADA that Eid day along with two other bachelor pilots - the married officers were 'spared' so that they could join the festivities with their families. They would be green with envy at the bachelors before that day was over! I myself nearly missed the excitement to come, when Naseer Butt, who was to be my formation leader, threatened to put me on mobile duty as punishment for being late. But perhaps our common Cranwellian connection persuaded him to relent! I had a total of 450 hours at that time, with about 100 on the Sabre. Boredom had not quite begun to set in when the alarm sounded for a scramble of two Sabres. In no time at all, Naseer and I were off the ground in a maximum rate climb, on a vector of 150 degrees.'' The vector had been given by Pilot Officer Rab Nawaz, the duty air defence controller crouched tensely in front of his radar screen in the operations cabin of 223 Squadron, commanded by Flight Lieutenant S A Rahman. The WW II Type 15 mobile radar unit was deployed at Wegowal, an abandoned airstrip near Sargodha, and was hooked up to a makeshift sector operations center located at the Tiwana House in Sargodha cantonment. It was from this SOC that the duty operations officers, Flight Lieutenant A M Shahzada, had given Peshawar the order to scramble. Rab Nawaz was a very junior officer and his job was not made any easier by the absence of a height finding facility. Moreover, the aircraft blips spread across nearly 10 to 15 miles of the range scale on his vintage radar screen. Nevertheless Rab Nawaz persevered and, with intense concentration, eventually succeeded in manoeuvring the Sabres into visual contact with the target, whose contrails no doubt played an important part in this interception. Yunis continues: ''At about 20,000 ft, we spotted a double trail way above and far ahead. Assuming two Hunters, I selected their wingspan on my gunsight. No target height was available to our controlling radar but we were vectored on a curve of pursuit. When we were at 41,000 ft, the trails could be identified as a single Canberra flying on a steady northerly heading, clearly oblivious of any threat to it. Overhead Gujrat now, it appeared to be at about 50,000 feet. We punched our tanks and, although we were still out of range, the mounting excitement threatened to get the better of sound judgement." The Sabre leader now called for clearance to shoot and, for a moment, Rab Nawaz debated whether to go through the full standard procedure for obtaining permission. But that would very likely cause enough delay to allow the positively identified Canberra to slip away - such a close encounter may not occur again in a long time. He quickly told Shahzada at SOC that he was about to clear the Sabres to shoot - and proceeded to do just that. Yunus goes on: "We were still not within optimum range but Naseer impatiently launched into a series of energy-climb/burst-of-gunfire/stallout sequences which became more desperate with each repetition. In the meantime, I kept a steady height and heading in order to give rear cover to my leader. It suddenly occurred to me that, if the Canberra spotted us, he would in all probability turn right ie towards the border., so I eased over in that direction. The leader had given me the okay to have a go if I could, but I could see I was still too far below the target. Presently the Canberra did turn right and then, as if he had spotted me, quickly reversed. On that side he must have spotted Butt, for he seemed to panic and tightened his turn, which of course caused him to lose height rapidly. I saw my chance and put a bead on his right engine - just in time I remembered my Hunter wingspan setting and quickly ranged on half the Canberra's span - immediately I could see my bullets impacting on his right engine. I traversed the bead to the left engine and back to the centre, not letting go of the trigger till the guns stopped - due to over-heating, as it turned out. But I had fired 1,200 rounds by then and the doomed Canberra whipped into a spiral. "I had not seen any ejection but, in fact, both crew were found, relatively unharmed, by a ground party and after the usual interrogation, returned to India. While I headed for base, stunned by the excitement of my experience, Butt watched the Canberra spiral down to its impact point. As I approached Peshawar I was sorely tempted to do a victory roll over the base, and barely resisted the temptation - this may have been providential because two sorties later this aircraft had an aileron-jam malfunction which the pilot overcame only in the nick of time to avoid a crash. Had this jam occurred during my contemplated victory roll, I could have easily wound up being an 'over confident' statistic in a fatal accident inquiry. Eid Mubarak to me, indeed!" And Eid Mubarak to the Pakistan Air Force, which had drawn first blood!​

 

[ghazi52]

https://twitter.com/x/status/1373352239784460294

 

[ghazi52]

BRIGHT STAR (2009):

In 2009, PAF made its debut in the Egyptian based multinational exercise, ‘Bright Star 2009’. The PAF contingent comprised of Mirage ROSE-I fighters along with C-130E aircraft. The Mirage ROSE-I proved to be an excellent platform and pose a serious threat to all fourth generation fighter aircraft.

In this exercise, PAF Mirages took part as aggressor aircraft and performed extremely well against the much formidable opponents. Besides PAF and Egyptian Air Forces, the air forces from US, UK, France, Germany, Italy, Greece, Turkey, Jordon, and Kuwait also participated in the exercise.

PAF's participation in the exercise not only helped in improving relations with friendly countries but would also enhanced PAF's operational preparedness.

 

[ghazi52]

 

[ghazi52]

In a first, Hindu recruited as pilot in Pakistan Air Force
World

Times Now Digital
May 04, 2020



Rahul Dev from Tharparkar, the largest district in Sindh province, has become the first Hindu to be recruited as a General Duty pilot officer in the country's air force.

Islamabad: A Hindu has been appointed as a pilot in Pakistan Air Force for the first time in country’s history.

Rahul Dev from Tharparkar, the largest district in Sindh province, has become the first Hindu to be recruited as a General Duty pilot officer in the country's air force, IANS reported citing Pakistani media. A large population of the Hindu community resides in Tharparkar.

Expressing happiness over Dev’s appointement, All Pakistan Hindu Panchayat Secretary Ravi Dawani said many members of the minority community are serving in the civil service as well as the army.

He said that many people like Dev will be ready to serve the country in the years to come if the Imran Khan government continues to focus on the minorities.

In a first, Hindu recruited as pilot in Pakistan Air Force

Rahul Dev from Tharparkar, the largest district in Sindh province, has become the first Hindu to be recruited as a General Duty pilot officer in the country's air force.

www.timesnownews.com

 

[GriffinsRule]

Airforces Monthly - May 2021

Pakistan’s roaring Thunder
If ever there was an aircraft that dominated the hopes of a nation, it has to be Pakistan’s JF-17 Thunder, as Alan Warnes reports


Born from sanctions in the early 1990s, the Pakistan Air Force (PAF), in a joint venture with AVIC (Aviation Industry in China), has been building its own fighter for over 12 years now. Pakistan Aeronautical Complex (PAC) Kamra builds 58% of each JF-17, with 42% made by Chengdu in China. As an outsider, with privileged access looking in, the Sino-Pak partnership appears to work well, even if at times it has been strained, like most marriages.

Dual-seater version
The latest episode in the JF-17 story was completed on December 31 last year, when the PAC chairman, Air Marshal Syed Noman Ali, handed over a batch of 14 dual-seat JF-17B Thunders to the PAF. Built by the PAC’s Aircraft Manufacturing Factory (AMF), they followed an initial 12 delivered on December 30, 2019.

The PAF will be training pilots in the JF-17B, once they are delivered to 18 ‘Sharp Shooters’ Squadron, the JF-17 operational conversion unit (OCU). Until now, pilots had gone through conversion courses with both 16 ‘Black Panthers’ Sqn and 26 ‘Black Spiders’ Sqn’.

The experienced pilots came from diverse backgrounds, either flying F-16s, F-7PGs or ROSE 1 Mirages, equipped with air-to- air radars. The downside was that the pilots were much older than those coming fresh out of the 1st Fighter Conversion Unit, flying K-8Ps.

This is where newly-graduated PAF pilots, destined to fly fighter jets, go after leaving the PAF’s Asghar Khan Academy at Risalpur. It’s a win-win situation for the PAF because, in addition to flying training, JF-17Bs can also be used for tactical training, and once the aircraft has been upgraded with the new CETC KLJ-7A active electronically scanned array (AESA) radar, it will be a very capable tactical dual-seater.

China’s Chengdu Aerospace Corporation announced on April 27, 2016, that production of a two-seater JF-17B had officially commenced. Speaking at the occasion, Air Marshal Muhammad Iqbal, the then chief project director (CPD) for the JF-17, explained the importance of a dual-seater: “The JF-17 will not only enhance our training value, but also our operational capability. The induction of a dual seater will also improve its export prospects in future.

“Ordering 26 Block 2 JF-17Bs in 2016 was a complete turnaround for the PAF, because until then I had always been told by senior personnel, including several PAF Commanders, that there was no need. We flew the [Chinese built] A-5, F-6 and F-7s for many years without the need of a dual seater, and with a good simulation system it isn’t a priority.”

In those days, the PAF was not trying to sell the fighter. This changed, however, and now most countries want a dual-seat version for pilot training – particularly in the Middle East, Asia, and Africa, where PAC and AVIC are marketing the jet. assisting the test and development programme, including weapons integration, so the two-seater’s operational capabilities will match the single-seater’s.

The first JF-17B, 17-601, arrived at PAC Kamra in early 2019, followed later that year by 19-602. In April 2019, 17-601 was upgraded with a new air-to-air refueling (AAR) system. All the JF-17Bs have the AAR hosing, but they will only be fitted with the probe where required. Just a handful have been modified to date. According to the AMF managing director, AVM Shams Ul-Haq, they can be moved around the fleet wherever needed.

The PAF commander, Air Chief Marshal Mujahid Anwar Khan, said in January 2020: “The JF-17B will fill the LIFT (lead in fighter training) role with 18 Squadron, but the JF-17 is to fulfil both operational and training requirements. Its performance and capability, with the AESA radar, mean it can cover both. We are completely focused and taking a professional approach with the new jets.”

He continued: “All of the frontline squadrons will also have at least one [JF-17B] to help them with their operational training.”

With the PAF’s operational knowhow, combined with China’s technological wizardry, helping to shape the Thunder, the JF-17 will boast tactical capabilities that pioneers and project management teams of the jet could only dream about 10, 20 or 30 years ago.

Undoubtedly, the two-seater will fly with a laser designator pod. It will be an attractive proposition for many developing or Middle East nations, and should pick up sizeable export orders. The export market is likely to play a bigger part in the JF-17’s success, but this needs the continued drive and vision of both partner nations.

JF-17 full mission simulators supplied by Spain’s Indra have been operational with the PAF for more than six years now. The Spanish technology company has played a key role in development of the Eurofighter simulation, and was an ideal fit for the JF-17.

The 1.5m-radius minidome houses a real HOTAS and ejection seat, high-fidelity displays, control panels and instruments, is NVG compatible and can be used for both flying and mission training. There are three systems at separate bases that are all connected, although one is likely to move. They have helped massively with the training of new JF-17 pilots, who spend around 30 hours learning to fly the JF-17 before stepping into the actual aircraft.


Maiden flight
The first JF-17B took flight at Chengdu on April 27, 2017, with Tu Jianchuang in the front seat, and a pilot surnamed Zhao in the rear. The aircraft featured several modifications to the airframe not seen in the single-seater. These included a dorsal spine to allow room for more fuel, to compensate for space taken up by the additional Martin Baker Mk16 seat; plus its swept tail housed a new three-axis, fly-by-wire flight control system, while the nose was enlarged to house the new KLJ-7A AESA radar, when the time comes.

Three aircraft were initially built at Chengdu Aircraft Corporation (CAC) – two for the PAF (17-601 and 19-602) and one for AVIC. While the PLAAF has not ordered the JF-17, several countries have shown a keen interest in a two seater, as well as the single seater version. It means potential customers will have the chance to fly in the jet and get a feel for it, rather than fly a simulator. AVIC is


Earlier blocks
After delivery to Pakistan of an initial eight small-batch-production JF-17s, the 42 Block followed, with the final delivery coming in December 2014. Then came 50 Block IIs, with deliveries completed in December 2017, when the last 14 were handed over. An additional 12 Block IIs were built to bridge the gap in production caused by delays to the more sophisticated Block III.

Former PAF commander, Air Chief Marshal Sohail Aman, told AFM in May 2017: “We don’t want to make any mistakes with the development of the Block III, so we instigated a one-and-a-half year delay to the programme. But a lot of Block III improvements have already been used to upgrade Block I/IIs.”

Air Cdre Ahsan Rafiq, deputy chief project director (Ops) JF-17 at the time, and former CO of the JF-17 Test and Evaluation Unit, said in February 2017: “Block II is an upgraded Block I with an air-to-air refuelling (AAR) probe, and enhanced oxygen system [to allow the pilot to stay in the air longer] and improved electronic countermeasures system (ECS).”

PAC’s Aircraft Repair Factory started overhauling the first two JF-17s in late 2018 and, to date, four have been completed.


Operational Debut
Unlike many new fighters, the Thunder has seen combat. During Operation Swift Retort on February 27, 2019, when the PAF outsmarted the Indian Air Force over Kashmir and even shot down a MiG-21Bis Bison, the JF-17 performed well. According to the PAF CAS, Air Marshal Mujahid Anwar Khan, the JF-17’s electronic warfare systems coped with the threat of the Mirage 2000’s Mica and Su-30MKI R-73 (AA-11 Archer) air-to-air missiles.

Two JF-17s were also used as a show of strength when they attacked an area close to Indian Army barracks. The JF-17s each dropped two 1,000lb Mk 83 indigenous range extension kits (IREKs) which had become operational in 2017. Both pilots, Wg Cdr Adnan Mahmood and Sqn Ldr Sibtain Akhtar, received gallantry awards for the operation.

The PAF is operating the JF-17 with six multirole squadrons at six bases, all with varying responsibilities: 2 Sqn ‘Minhasians’, 14 Sqn ‘Tail Choppers’, 16 Sqn ‘Black Panthers’, 26 Sqn ‘Black Spiders’, 28 Sqn ‘Phoenix’ and the Combat Commanders’ Sqn (CCS) at PAF Base Mushaf. Three are operational squadrons.

In 2015, the CCS at Mushaf took delivery of their first JF-17s, to train PAF pilots as ‘Top Guns’. The first two graduated in mid-2016 and the courses are now run every year, allowing pilots to progress to command. Until 2016, JF-17 pilots would have had to complete this course on their previous mount before being posted to JF-17. The ‘Minhasians’ was stood up with JF-17 in April 2016 at Masroor (but subsequently moved to PAF Base Shahbaz), and while tasked with air defence duties, has an additional anti-shipping role, equipped with Ying C802AK missiles. This was qualified after the SD-10A beyond visual range air-to-air missile, PL-5E AAM, as well as several air-to-surface weapons, including include Mk 82 (500lb), Mk 83 (1000lb) and Mk 84 (2,000lb) unguided low-drag general-purpose bomb,s plus the laser guided 500lb GBU-12s.

There are also range extension kits for both the western and Chinese munitions, while the Ra’ad stand-off weapon is likely to be fitted.

The PAF is likely to be exploring several further options as it continuously to boost its operational readiness. China’s CM-400 stand-off supersonic missile, CM-102 light anti-radiation missile, 500lb GB-1 laser guided bomb and YINGS III targeting pod were all on display at Zhuhai Air Show in November 2019. Although this does not necessarily mean the PAF is using them – export customers might also be buying from CATIC/AVIC if the purchase was funded by China.


Block III
Having completed the production of the 26 JF-17Bs, all of PAC’s efforts are now being turned towards the newer, more capable Block III JF-17s. Air Marshal Noman, the PAC chairman, told AFM in January: “While final assembly of the dual seaters was ongoing at the Aircraft

Manufacturing Factory, the SPG (small part manufacturing) facility had commenced work on the components of the Block III.”

A decision about which AESA radar was to be acquired was delayed until late 2019 to study the performances of all three prospective candidates. The CETC (China Electronics Technology Group Corporation) KLJ-7A emerged the victor. “It’s one of several improvements over the Block I/IIs,” said Air Marshal Noman, who was previously the JF-17 chief project director (CPD). Block III enhancements should include upgraded avionics, better electronic warfare systems, an increased payload and more sophisticated weapons. It is set to become the ultimate JF-17 and, being fitted with an AESA radar, will have the capability to employ longer-range weapons and track multiple aircraft.

There is speculation whether the new PL-10 within visual range and PL-15 beyond visual range air-to-air missile could be included in the aircraft’s future armoury, although no one at the PAF is prepared to confirm this one way or the other.

The first JF-17 Block III made its maiden flight at Chengdu Aerospace Corporation on December 15, 2019. A second aircraft followed it into test and evaluation during August last year according to Air Marshal Noman, who said. “We will deliver the first serial production Block III in early 2022, when most of the test and evaluation work will be complete.” He continued: “This means that the first Block III should fly with the new radar from PAC Kamra later this year. The radar is being built under license at our avionics production factory (APF). This facility has worked on the Italian FIAR (now Leonardo) Grifo radars [for both the Chengdu F-7P/PG and Dassault Mirage IIIs], as well as the original KLJ-7 in the JF-17 Block I/IIs, which makes it more than capable of working on the new one.”

Air Marshal Noman revealed that only 30 of the 50 Block IIIs have been contracted to date, but the rest may come later. With a KLJ- 7A production line being created at APF, there is every likelihood that the earlier Block I/II JF-17s could be upgraded too.

Other than the AESA radar, the main difference between the Block II and Block III JF-17s, according to the Chairman, is a helmet mounted display (HMD) that the PAF is working on with companies in China and Pakistan, a three axis fly-by-wire system, an enhanced EW management suite and a chinmounted hard point. The PAF has also acquired the Aselsan targeting pod – known simply as the Aselpod – with eight of them initially having been ordered for supporting integration and a follow-on purchase of 50 more, made up of three batches.

There is also speculation that the Klimov RD93 powerplant which has flown more than 30,000 hours with the PAF JF-17s will be replaced by a different Chinese engine. However, back in 2018, ACM Mujahid Anwar Khan – who retired in mid-March after three years as PAF commander – told AFM: “On the RD93 engine, we are satisfied after having flown 19,000 hours with no problems. We have had a smoke issue, but that has now been substantially reduced. We know how to manage the engine and have had no problems with spares. They come to us from Russia via China. And we are aiming to establish an engine maintenance plant in Pakistan, at the 102 Air Engineering Depot (AED), to overhaul critical parts of the engine too. We will be setting up a universal test bed, which will enhance our strengths on the aircraft.”

To date, 138 JF-17s have been delivered to the PAF, with the last 128 rolling off the PAC Kamra production line over the past 11 years. With all the operational F-7P squadrons now gone, the 50 or so Block IIIs could signal the beginning of the end for the F-7PGs, just 20 years after we witnessed their introduction into service in 2002.

Could we see more JF-17s? There are indications we will, but for now most senior officers are non-committal, knowing that perhaps a bigger fighter is needed to combat newer threats.

 

[HRK]

@waz , @The Eagle

I think its time to make this thread sticky in PAF section

 

[ghazi52]

In The Wake of IDEAS-2000


Columnist Col (Retd) EAS BOKHARI writes about arms exhibition in general.


Whether a Third World country should go into the so-called lucrative business of staging arms exhibitions is a moot point and can be argued on the both sides of the spectrum. I did not attend this highly publicised event in Karachi. I was neither invited nor (as usual) I had any sponsorship for going there.

Recently a number of letters have appeared in the ‘Nation’ Lahore on this issue of holding/staging the exhibition and the Seminar on strategic issues for the purpose of interaction with advanced and developed countries. By and large the writers who have had some grounding in the defence matters and arms industry have not commented favourably. One of my friends in Karachi described it a mega ‘shmozzle’.

I am not sure whether the economic targets as envisaged have been achieved or not, I have my doubts as ‘just showing interest’ and signing of the memorandum of understanding (MoU) does not mean that the deal has been clinched. Clearly no sophisticated foreign delegate will be blunt enough to tell the exhibition organisers that he openly dislikes the stuff that has been exhibited.

Some of the more thoughtful analysts have pointed out that such exhibitions and by the countries where more than half the population lives under the poverty line are a farce. It is a fact that a country where the average monthly emoluments of the population cannot buy even a single decent meal, the rationale for such a mammoth event does not really exist.

A couple of analysts have rightly argued that our line of action should be like Japan, a country which is an economic giant and a great power without arms. And surprisingly Japan neither holds any such exhibitions nor is a nuclear power.

Japan as I have often said is shy of the term ‘militarism’ notwithstanding the fact that Japan can be nuclear the moment it wishes to be so and can fabricate even the most powerful ICBM at any time. Japan has the infrastructure to do this but it is not doing this because that can harm its commercial and economic interests in a big way. Our approach is inverted.

I shall here cite two examples of such ill-advised exhibitions. Iraq went on to exhibit its arsenal (along with some allies) in 1988 in what was termed as the Baghdad Exhibition. Iraq even showed a ‘mockup’ of ‘Al-Faw’ which it was claimed would be the first anti-missile missile.

‘Al-Faw’ was never to come to its expectation, perhaps it was never built and the project was shelved. Any thoughtful reader who has read the accounts of the 1991 Gulf War would know how freely the Allied air ‘roamed’ into Iraq, and crippled Iraqi resistance before the ground attack. Yet another Iraqi secret weapon i.e. gas was also never used against the allies. I should think Iraq never ventured further in this business of arms bazars. Mind you Iraq is the biggest buyers of foreign arms including from South Africa and Russia.

India held an Air Exhibition in Bangalore some years back and it fared no better.

Our exhibition was conceived presumably to be organized by GHQ, (Combat Development Directorate) and its boss (then) Gen Amjad of the NAB fame was to run the exhibition. But then due to his impending assignment, and later appointment as Corps Commander the task was given to JS HQ, Chaklala (Maj Gen Ali Hamid). JSHQ of sure were in a better position for the coordination of this mega event and I think they did it well although they had no previous experience in this field. Gen Amjad had inducted a civilian consultancy firm ‘Pegasus’ of Karachi to make the arrangements in Karachi.

During one of the meetings in Chaklala in January this year I found that the ‘Pegasus’ had no real expertise in the matter and had hired a couple of Far Eastern firms (Singaporean) who hold such exhibitions as a routine and who had considerable experience in this regard. So the triad was JSHQ, Pegasus, Singaporeans.

I was asked by Pegasus to contribute a couple of presentations which I did as back as Jan-Feb. 2000, and these had covered all that which has appeared recently (except the latest developments). The President of ‘Pegasus’ appears to me a terribly greedy person and he offered me an assignment to write four times a month on his exhibition and he promised to pay no more than what Manto was offered years back for one of his short stories. He never paid me anything for the work that had been done before. He was just money oriented, you can just imagine the ridiculous offer and who could possibly write (while sitting here) on an event which was in a melting pot and did not crystallise till late October four times a month.

While in Chaklala I could see a couple of sycophants around the Chairman of Pegasus as the Chairman had the scantiest know-how of defence equipment and during the conference-cum-discussion he uttered not a word. Exhibition and Seminar were two distinct events and at one time it was thought that the seminar be held in Islamabad and the exhibition for obvious reasons in Karachi due to availability of sea and ranges infrastructure there.

My own feeling is that some of the most successful exhibitions are held in places like Dubai and capitals of the developed countries which manufacture heavy defence hardware and who are aggressive sellers of their equipment. As it is, we had tried to hold a world event and then it was curtailed to Asia, and part thereof.

I remember the Indians had once tried to ship their (still not handed over to the Indian Armoured Corps after good 20 years of its inception) to a Canadian Exhibition for export purpose. It was good that the Canadians did not agree to the extravagant proposal.

It is interesting and confidence giving that POF exports more than the Indian arms exports, but that is in the light categories of weapons and equipment. What we in fact need is the Private Sector to come up too in this export exercise. The only exception I can think of in this regard is ‘Alsons’ of Karachi who produce really international standard equipment, especially fuses and Mortar bombs of sort. These are really good.

It looks strange (as was the case of Indian export of ‘Arjun’) to export Al-Khalid and Al-Zarrar while in the same breath we are importing 300 x T-80s from Ukraine. The evolution of Al-Khalid to its present integration is story in itself which needs a column.

I am told of the many power plants fitted on to this MBT, the Ukrainian power plant has worked the best. And some of the Ukrainian experts advised us to rather buy the entire tank than continue integration experiments like India where Arjun is anything but indigenous Indian tank, more than 50 per cent of this is foreign/heterogeneous integration. And then can we meet a big demand of tanks even if there is demand for these. I think our industry is not yet ready for this.

I have seen that most of the exhibition organisers publicly declare the accounts and the volume of ‘sale’, but this has not yet been done in the case of IDEAS-2000.

 

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Pakistan Display

King, President and 20,000 People Watch Air Force Demonstration by Humphrey WYNN After being reviewed by King Mohammad Zahir, Shah of Afghanistan, accompanied by the President of Pakistan, Maj-Gen. Iskander Mirza, the Pakistan Air Force put on its first all-turbojet flying display at Mauripur P.A.F. station on February 2 before an audience of 20,000 people, including guests from the Turkish, Iranian and Iraqi Air Forces. The display began just after 9 o’clock in the morning with the arrival of the King and President in the P.A.F. Viscount which had flown them from Karachi Airport so that they could avoid the inevitable congestion of Mauripur Road. This early start, with flying due to begin at 9.25, was decided upon for two reasons: at that time of day, when the air is relatively cool, formation flying is less affected by bumpiness; and there are then fewer birds on the wing, and consequently less risk of hitting them, for they rise higher as the day gets hotter. After being welcomed by the C-in-C. of the Pakistan Air Force, A.V-M. Asghar Khan, the King and President inspected a guard of honor and reviewed a long line of P.A.F. Sabres wearing checkerboard squadron markings. This long line of Sabres, stretching almost uncountably to a horizon which was already shimmering with haze (subsequently 36 of them taxied out, leaving about the same number behind) formed a most impressive sight with the different colours of their squadron markings; but as soon as the royal review was over, engines were started for the high business of the day. Already, soon after 9.20, four Sabres had taken off – flown by F/L.s A. K. Ayaz and S. A. Changezi and F/O.s M. A. Iqbal and A. K. Yousuf – to produce a double sonic boom each; and at 9.40 they appeared at about 20,000ft overhead, separating in a bomb-burst of bangs which would have warmed the cockles of even the most inhibited M.o.S. man. (At Karachi, of course, there is no cloud problem; so supersonic flying can be done at a safe altitude and still be visible to spectators on the ground.) Shortly after the sonic booms, the sixteen Sabres which were to do formation aerobatics took off in groups of four, followed by a single Sabre, which was to perform solo. The P.A.F. formation aerobatic team, brilliantly led by W/C. M. Z. Masud, is known as “The Falcons” – and thereby, so to speak, hangs a tale. For the falcon is not only represented on the badge of the P.A.F., but is that member of the hawk family which inhabits the northern mountains of Pakistan, flying higher than any other of its kind. While the Falcons were positioning for their loop, two Sabres – trailing a banner each with the Pakistan insignia and a greeting – made a low pass across the airfield in front of the Royal and Presidential enclosure; then, at approximately 9.55, the sixteen Sabres went proudly up into their loop, keeping immaculate station and forming a precise diamond pattern against the sky like that made by the nine hunters of the R.A.F.’s “Treble-One” Squadron – to whom reference was made by the commentator, whose remarks throughout were in English. As this is believed to be the first time sixteen aircraft have ever been publicly looped in formation, February 2, 1958, will count as a memorable day in the annals of the P.A.F. Certainly the efficiency of this demonstration – and of the mock attack made later in the program – gave tangible proof of the high standards and discipline of its training. This was also emphasized in unusual fashion in the next item, when seven Sabres out of the 16 (still led by W/C. Masud) did formation aerobatics. They started with a low pass across the airfield, a climb and a wing–over; next they did a loop during which they changed stations, then formed a letter “F” and subsequently a diamond. In their penultimate maneuver, a roll to the left, one of the outside men broke away. Presuming he temporarily got the sun in his eyes, this was perfectly correct procedure; he quickly rejoined and the final roll was a disciplined sevenfold maneuver. The only criticism which might be made of the seven-Sabre aerobatic team was that some of its maneuvers ranged too far and – against a brilliant blue sky, with no cloud background to help – were sometimes almost out of sight of the spectators. There is less chance of this happening with a single aircraft, of course, and S/L. Khan’s demonstration of a Sabre’s rollability was energetic and thoroughly visible despite the lack of natural background. He began with a very fast low run preceding five quick upward rolls, which were succeeded by four downward ones. Then he executed a four-point roll and followed it with an eight-pointer, reminiscent of Geoff Worrall’s famous evolution at Farnborough (though the Sabre is not perhaps quite so mathematically precise a vehicle for this maneuver as the Javelin in the hands of the Gloster virtuoso). S/L. Khan rounded off his demonstration with an inverted run followed by nine rolls for good measure; then four of the Falcons re-appeared to do more formation aerobatics – the last on the programme. They executed a loop, during which they formed line astern, then another when they changed to a box. Finally they did a roll, moving from echelon right to left, and a wingover to the right, finally going to line astern for landing. After them, a dozen Sabres made a stream landing, and meanwhile an Auster had towed off an Olympia glider, with red fuselage and cream upper wing surface, flown by F/L. S. U. Khan. When the sailplane was eventually released, at about 2,500ft, the pilot gave an engaging five-minute display of aerobatics. He started with one turn of a spin, then did five quick loops in succession with hardly any loss of height. He followed these with two stall turns and two steep turns, and finally made a low run past the royal enclosure before pulling up to make a landing circuit. This demonstration was particularly interesting because gliding is one of the means the P.A.F. uses to attract young lads into its rank. The Pakistan equivalent of our A.T.C is the Shahir Air Training Corps, and one of its main activities is to provide gliding facilities for air-minded boys at various P.A.F stations. It also runs technical groups and such sports activities as boxing. As they had begun it, so the Sabres rounded off the Karachi display – this time with an armament demonstration. Three separate targets had been set up on the airfield, and they were in turn subjected to gun, rocket and napalm attacks. Four Sabres (led by S/L. H. K. Inam) carried out the air-to-ground firing; six (led by S/L. G. Haider) made rocket attacks; and the napalm tanks were dropped by two Sabres led by S/L. M. Z. Butt. All these Attacks appeared to be remarkably accurate, the target subjected to rocket fire disappearing in sensational fashion under a huge cloud of dust, which unfortunately drifted across the spectators and caused a slight delay in the napalm attacks until it had disappeared. The fiery and almost nuclear mushroom of smoke which billowed up from the latter made a dramatic ending to the display, which gave convincing evidence of the enthusiasm and operational efficiency of the comparatively small but obviously well-muscled Pakistan Air Force. At the conclusion of the event thousands of spectators swarmed across to the parked line of Sabres, which had not been flown and climbed enthusiastically over them, pressing and pulling everything movable and even getting into the cockpits. This, while alarming and annoying to the few P.A.F. members trying vainly to keep them off, at least indicated the fascination and enthusiasm which had been aroused in the public by the display. Meanwhile, the King of Afghanistan, the President, and the visiting Air Force representatives had been taken to the officers’ mess for lunch; and during it the King was presented by the President with a replica of the P.A.F. badge as a tangible reminder of his attendance at a most successful and instructive display.

 

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PAF Flying Training

By F/L Alastair Hawes


Chinese PAF trainers in formation, top to bottom; an FCU FT-5, OCU FT-6 and F-6 and another FT-5.When The PAF was formed in 1948 its flying training was basad on that of the RAF's. Many similarities still remain. Cadets begin training at PAF Risalpur at the Air Force Academy which was modelled on the RAF Cranwell College for cadet entrants.

Elementary flying training lasts for 18 months and starts on the Saab MFI-17B Mushshak and basic flying training is completed on the T-37. Cadets are awarded their wings and commissioned at the same time. They then move to PAF Mianwali for the Fighter Conversion Unit (FCU) and Operational Conversion Unit (OCU).

The FCU serves the same function as an AFTS (Advanced Flying Training School) and the OCU the same function as the RAF's Tactical Weapons Unit (TWU) at RAF Brawdy and RAF Chivenor. Student pilots spend five months/85 hours at the FCU flying the FT-5 and another five months/75 hours flying the FT-6 at the OCU.

PAF training is almost solely geared to producing fighter pilots, although a few pilots may be streamed to fly transport aircraft and helicopters. On completion of the OCU, most will go on to fly the F-6 (-19) or A-5 for their first tour. After two to three years pilots may remain on the same type or go on to fly the F-1 6A, the Mirage III/V, the F-7P Skybolt, or they become instructors.

The Mushshak performs the same role as the Bulldog/Chipmunk. The aircraft has the same engine as the Bulldog and similar handling qualities and performance. It is still being built at low cost at the Kamra Aeronautical Centre by a factory supplied by Saab of Sweden. The T-37 has the same role as the Jet Provost, although its performance is somewhere between the JP3 and the JP5. It is simple to operate and pleasant to fly.

The FT-5 and FT-6 have the same roles as the Hawk T.1 and T.1A. The FT-5 has basic instrumentation and avionics, good turning performance and stability, but is less responsive in handling than the Hawk. It has a much shorter range and a slower climb rate. The FT-6 has a better performance, is a demanding aircraft to fly and a good test of piloting skills.

The PAF train about 50 pilots a year. Many thousands of applicants are screened and graded at joint Army, Navy and Air Force selection centres all over the country. This process lasts one day. Successful applicants attend a five day course at one of three aircrew selection centres. Subsequently they have to pass a four-day medical board.

After spending two years at the Academy, cadet pilots fly 10 hours on the Mushshak to test their piloting aptitude. If considered satisfactory, the cadets then have to wait another two years before they can begin their flying training. If a pilot should fail the course he will almost certainly be retained by the Air Force for employment in another flying or ground role.

Compared to European air forces, the PAF recruits its pilots at a very young age (it varies from 12 to 16 years of age). Recruits come from a variety of backgrounds, some may come from distant villages and only possess a rudimentary understanding of mechanical objects.

The Air Academy at PAF Risalpur aims to give all its cadets a good grounding in science, military and officer training, discipline, general education, and flying. All students have to learn English as soon as they arrive. During training, they are not allowed to speak Urdu, the national language, or any other dialects. Cadets all graduate with a degree, the Academy being affiliated to a University. Flying training does not begin until alter four years at the Academy. At BFTS the students are still treated as cadets and spend a lot of time studying for their degrees.

Training in Pakistan at EFTS and BFTS follows the same lines as the RAF although there are some differences in emphasis mainly due to climate. There is not a great deal of instrument flying training, as the weather is generally clear. Some training stations do not have radar and in the north of the country there are mountains over 20,000ft high in the local area and understandably, the PAF is reticent about operating from training stations in cloudy weather.

The wind is rarely as strong as in the UK so the teaching of circuits and Practice Forced Landings (PFLs) is simpler. Students are taught to achieve particular ground patterns at certain key heights in order to fly successful circuits. Circuit patterns and teaching have been influenced by the American flying training system following the purchase of the T-37 twenty years ago. There is also less low level flying training although the PAF does have an important ground attack role, their pilots will probably have to operate in a simpler low level environment, in terms of weather and threat, than in Europe.

The FCU and OCU are based at PAF Mianwali which has an excellent weather factor and a large local flying training area. Courses are aimed to produce single-seat fighter pilots after 10 months of training. There is a greater amount of formation flying with considerably less low level navigation training and slightly less weapon firing at the OCU than at an RAF TWU, and no air-to-air gunnery. Students do not have to fly many sorties as leader and are not expected to plan, brief and lead composite sorties. Throughout the course students still have academic studies, English lessons, parades and PT. All Instructor Pilots have to have a minimum of 350 hours on fighters and maintain an operational role at the OCU.

It takes about 6 and 1/2 years to train a PAF pilot from joining the Academy to his acceptance on a front line Squadron. Overall the failure rate is about 40%, slightly more than the RAF.

The primary role of the SIF (School of Instructor Flying), based at PAF Risalpur, is to train Air Force, Army and Navy instructors. Some instructors from friendly nations are also trained including Sri Lanka, Uganda, Turkey, Malaysia and various Middle Eastern Muslim states. Considerable emphasis is given to theory, briefs and lectures. The trainee instructors fly the Mushshak or T-37, and those posted to the FCU have to complete the basic instructional course. A secondary role of SIF is pilot standardisation and recategorisation. The flying rate at SIF and BFTS is high, with instructors achieving 40 to 45 hours a month.

In common with most air forces there are some problems with relatively low pay and consequent retention problems. For example, the national airline PIA will pay about ten times the salary of a PAF pilot. There is time promotion to Squadron Leader after 9-10 years but no equivalent of the RAF specialist aircrew system. In Pakistan it would not be so acceptable for an experienced pilot to be working under a more junior officer without a loss of pride.

The PAF training aircraft are well suited to their tasks. The Mushshak aircraft are still being manufactured both for the PAF and in the hope of obtaining export orders. The T-37 is about 20 years old. Its life could be extended for another 20 years, however the PAF is considering replacing it with the K-8 jet trainer.

The Chinese supplied the FT-5 and FT-6 at very low cost in the 1970s and whilst they are basic in design they achieve their training task quite cheaply and satisfactorily. The Hawk might be considered as a replacement for the advanced trainers but it would be expensive even though it could have a useful secondary operational role.

Overall the PAF are a highly professional air force and this is reflected in their high standards of instruction and flying training.

 

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Deep Strike Needs”? Or if Pakistan is acquiring “100 Xian JH-7”

By
Admin PSF
June 10, 2020





Clarification on "The Diplomat" Magazine's Article "Is the Chinese JH-7 an Answer to Pakistan Air Force Deep Strike Needs"? Or if Pakistan is acquiring "100 Xian JH-7"

Team PSF after Research & Analysis can confirm it’s Respected Members that “NO!!! JH-7 is not what PAF needs for Deep Strike (Land & Sea).
Moreover “Contract for 100 JH-7s for PAF or PN” is completely “Fake/Bogus”.

PSF will Provide Various Reasons why PAF doesn’t needs JH-7 for Deep Strike

1. In today’s World Deep Penetration (Deep Stirke) (Land & Sea) can be achieved through various types of Stand Off Munitions. (H-4 or Takbeer bombs used by PAF to Stirke Indian Military Targets during Operation Swift Retort 2019).

2. A strike aircraft operating in contested airspace (In Pakistan’s Case “India”) has to be recovered. (which means it needs cover or back up from Multirole Aircrafts)

3. A Stand Off Weapon (SOW) can be released from safe distance & does not need to be recovered. (Strike Aircraft needs recovery).

4. SOW is a small target(Hard to detect or Intercept by Air Defense), thus making their Mid-Course Interception next to impossible. (PAF’s Operation Swift Retort proves this Point).

5. SOW matches the Operational Range of Strike Aircraft – i.e. 500-600 Km for Raad-II. (A newer Version of RA’AD is also under development Ranges 900 Km).

6. SOWs are autonomous thus they do not require man in the loop, thus no casualties & no political fallout like India had to faced when PAF Shot Down IAF’s Mig-21 Bison & Captured Wing Commander Abhinandan.

7. SOW is much cheaper (Cost) than the Air Defense System) (Like S-400)required to intercept it, thus making it economically viable. Moreover Strike Aircraft are expensive. ( Procurement & Operational Cost). In JH-7 case its dual engine.

8. PAF Mirages are in excellent condition thanks to PAC Kamra & don’t require any sort of immediate replacement. Moreover sources suggest that Egyptian Horus (Mirage-Vs) are also coming to complement PAF’s current Mirage Fleet.

9. PAF’s JF-17 Thunders will be integrated with RA’AD in near future thus increasing PAF’s Deep Stirke Capability. For Sea Thunder uses C-802A & CM-400AKG which is Nightmare for Indian Navy.

10. PAF & PN have excellent synergy & conduct exercises frequently.

Important Note: “PAF is looking for Proper 4.5 or 4.5+ Generation Aircraft but it has to be single engine & cost effective“.

 

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Can Pakistan Afford To Let Its Air Power Guard Down After Achieving Nuclear Weapon State Status​

Air Commodore (Retd) SYED SAJAD HAIDER, discusses whether Pakistan can afford to be complacent about air power after achieving nuclear status​

One of the greatest leaders in contemporary human history created a nation and a nation state, Pakistan. Quaid-e-Azam said and did many profound things. Pakistan would have been a highly advanced modern nation-state had the successive leaders and rulers followed in spirit and action even a fraction of what the great Quaid left as his heritage. But alas, his name is used in vain by all and sundry who never cease to ask the people of this troubled state to eulogise the Quaid's example while they have, since his death continued to set the most degrading example of governance themselves. Ostensibly, there has been some silver lining towards the fulfilment of Quaid's hopes and aspirations. On 13th April, 1948 while addressing a fledgling bunch comprising the RPAF at Risalpur, the Quaid's very profound vision resounded the desolate air, as he said 'A country without a strong Air Force is at the mercy of any aggressor. Pakistan must build up her air force as quickly as possible. It must be an efficient air force second to none.' Half a century later, a very cautious and candid review of Pakistan's history would read unambiguously that the Pakistan Air Force is one establishment which came close to meeting the task assigned by the Quaid on that auspicious day. What the Pakistan Air Force could not achieve has been only because of resource and equipment deficiency. The moral fabric and professional integrity moulded by leaders like Air Marshals Asghar Khan, Nur Khan, and Rahim Khan has more than made up for the equipment deficiency in numbers and advanced technology. But in more recent years the intangibles like morale, leadership and professionalism have been found inadequate to meet the increasingly formidable challenges facing the Pakistan Air Force. More serious and reprehensible is the false propaganda started by a strong lobby consisting of pseudo strategists and other vested elements, who claim to be warfare specialists. They propound a theory of nuclear strategic balance with our adversary India and are misguiding the leadership as well as the public by expounding the invincibility of nuclear deterrence as a panacea for Pakistan's post-nuclear defence strategy, suggesting that the Armed Forces have a very diminished and marginalized role in Pakistan's defence. The generally ill-informed political elite has little knowledge or quest for learning where the modern trends of battle are heading to. The famous Marshal of the Royal Air Force, Lord Teddler said about half a century ago:

...Air power is the dominant factor in the modern warfare, and though the methods of exercising it will change; it will remain the dominant factor as long as power determines the fate of nations.

Until the eighties the air power seemed to assume a secondary role in the military sphere. However, in the last couple of decades its potentials in what is progressively a global scenario, combined with astonishing developments in weapons and technology of other nature, air power today is considered the 'Key to National Survival' by sane elements.

The breath-takingly-rapid developments in the field of air power have indeed completely revolutionized the art of warfare. Vital objectives can be reached by going over the heads of armies and navies. Air power, because of its high mobility, flexibility and adaptability and ubiquity makes it possible to bring concentrated force to bear quickly wherever it is needed. The distinguishing feature of air power is that as platform or vehicle it actually exploits the dimension it operates in. Air power has come to be recognized as the final arbiter of success in a military campaign. Sir Winston Churchill minced no words in acknowledging candidly the role of air power during his famous address at the Massachusetts Institute of Technology (1949):

For good or ill, air mastery is today the supreme expression of military power.

And fleets and armies, however necessary and important, must accept subordinate rank. This is a memorable milestone in the march of man.

From World War II onwards in Korea, colonial conflicts, Southeast Asia sub-continent, Middle East, Falkland, the Gulf, and now Kosovo, one can see air power actively involved in creating air superiority over the battle zones and conduct aerospace surveillance and strategic air bombardment. In each one of these theatres, air power has played a convincingly decisive role.

Pakistan Air Force, has historically been numerically at a disadvantage as compared to its adversary, the Indian Air Force. But in each confrontation from skirmishes in Kashmir and Kutch to the 1965 and '71 Indo-Pak Wars, the Pakistan Air Force has lived upto the Quaid's expectations and at times even beyond. May 1998 saw India going overtly nuclear. This shattered the strategic balance. After weighing its options, Pakistan gained the nuclear equilibrium. The euphoria of the newly acquired nuclear status, however, appears to cloud the vision of some of our opinion makers. They appear to be under the misconception that our recently attained nuclear status precludes the need for conventional weapons. They have perhaps forgotten that all conflicts invariably begin as conventional. Nuclear weapons, though ultimate in their destructive power, have never been employed in any theatre since World War II, even in the long drawn wars of Korea, Vietnam and Afghanistan. If this were not true, both USA and erstwhile USSR would have relied totally on their nuclear capability rather than spend billions of dollars and rubles in the development and maintenance of huge arsenals of conventional weapons. Nuclear weapons are not merely decisive but final as they mean the total annihilation of enemy population and cannot be used except as a final desperate measure. Thus we continue to live in an era of limited conventional wars, and of restraint in the use of force. This attitude towards conflicts shall consolidate further as the world is beginning to fully grasp the colossal horror of nuclear weapons.

Despite the fact that we have carried out nuclear tests, most of us are ignorant of the connotations of 'What is it to be a Nuclear Power?' Liddellhart, that master strategist has explained in very simple and precise terms the difference between being 'Nuclear Weapons Capable' and possessing 'Nuclear Deterrence'. Being 'Nuclear Weapons Capable' implies that a state has the capability to deliver a nuclear weapon to a designated target. On the other hand, to achieve the status of possessing 'Nuclear Deterrence', one must have the ability to absorb a pre-emptive nuclear first strike by the enemy and be able to retaliate effectively and destroy enemy's nuclear arsenals. This entails ensuring the survival of part of its population and nuclear weapons to continue the war. It has taken a world power like USA, nearly fifty years to achieve this capability by spending billions of dollars in constructing underground silos, Nuclear shelters and the wherewithal that goes with them.

We must be very clear in our minds that all we have achieved so far is a 'Nuclear Weapons Capability' and flaunting that so brazenly is not in the best interest of Deterrence. Islam teaches us to be modest about our strengths. The government must take extremely serious cognizance of irresponsible and vulgarity aggressive statements by self-preserving persons for personal aggrandizement. Only, the Prime Minister, the Foreign Minister and the Armed Forces Chiefs should make carefully weighted expressions, as they are working towards a d'tente with our adversary.

India will continue to play a cat and mouse game with us. It is congenitally used to that. We must outmanoeuvre them through diplomacy, high morale and national unity. A point to ponder here is that why the Indian Armed Forces have ordered 700 T-90 Tanks, 50 SU-30s and numerous surface and sub-surface naval vessels. These weapons certainly fall in the category of 'Conventional Weapons' and are surely directed against Pakistan. Tanks, warships, aircraft carriers and submarines can hardly cross the mighty Himalayas or go around the Pacific to create a bulwark against China.

The Armed Forces of Pakistan have so far displayed a high standard of discipline and character by accepting the dictates of the national constitution. It is imperative for the Government to take cognizance of the genuine needs of the Armed Forces and continue to build our conventional capabilities. PAF, which will be the arbiter of success in any military conflict must be made as formidable as possible to deliver a decisive punch to its implacable adversary. It deserves special attention because its inventories are dwindling and unlike its sister services, no fresh induction has taken place since 1992. We must be clear in our minds that the enemy has long been deterred from putting its heinous plans against us into practice because of our highly trained and motivated Air Force, regardless of the age of its equipment. Let us not chance our luck for too long as the disparity in numbers and more dangerously a clear technological edge over the PAF is rapidly increasing. Let us bridge the gap before it becomes insurmountable. Although the PAF is well aware of its shortcomings in terms of numerical strength, it has always given a creditable account of itself; be it the 1965 and 1971 wars or the Afghan War. The psyche of the PAF is that it goes down fighting it would have taken such a heavy toll on the IAF that it will have sapped its entire moral and physical strength down to the bones and if it can hold its own against the IAF it will have come out equally triumphant. The morale of PAF is very essential and high morale comes from operating sophisticated weaponry. Technology today has come to represent the power base of nations. In air combat it is symbolized by the quality of aircraft, weapons and other support assets like AWACS and Air Defence Ground Environment (ADGE). Excellent training and motivation of combatants without the vital component of technology will only increase the pain and prolong their agony as the better armed side with lesser motivation will continue to inflict losses on them in 'a war of attrition'. No matter how much we detest the reality, there is no match between a swordwielding warrior and a gun-toting bandit. Thus the nation has no option but to improve upon its technological base or else to buy the finished products like advance weapon systems by making sacrifices. We should not wait for miracles to occur every time and expect David to slay Goliath in every encounter without even loading his sling shots.

ABOUT THE AUTHOR ​

AIR COMMODORE (Retd) SYED SAJAD HAIDER, S.J.​

Air Commodore (Retd) Syed Sajad Haider was born on 26 December, 1932. Commissioned in the General Duty (Pilot) Branch of the PAF on 11 June, 1953. During his service, he served on various command and staff appointments. He served as Flight Commander of a Fighter Squadron and as Officer Commanding of No 19 and No 14 Squadrons. He has served as Senior Air Staff Officer at the PAF's Air Defence Command, Director Flight Safety at Air Headquarters and Director Joint Warfare at General Headquarters. He has also remained as Air Attache with the Pakistan Embassy at Washington D.C. He is a graduate of the Pakistan National Defence College and PAF Staff College. Also attended Joint Service Staff College at U.K. During the Indo-Pak War of 1965, as Officer Commanding No 19 Squadron he led his team to conduct the famous raid on PAF Base Pathankot, which resulted in the destruction of 13 enemy aircraft including nine MiG-21s. He was awarded Sitara-e-Jurat. During the 1971 Indo-Pak War, under his command, the Flying Wing at PAF Base Sargodha flew numerous missions against the enemy.

 

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Aircraft Vs Missile Debate ​

Air Marshal (Retd) Muhammad Arshad Chaudhry makes an interesting comparison about these two potent air weapons

It was the winters of 1990, that a large paper exercise, probably the only one of its kind, was conducted at Gujranwala. A Field Army HQ was set up to handle five corps. Men like Kakar, Hameed Gul, Mahsud and Farrukh were seen performing. During the final debriefing President GIK was in the chair. The COAS in his final remarks unloaded on the audience that if GOP were to give him the funds equivalent to the price of one F-16, he would raise a division to boost Pak Army's strength. In the same sentence, he announced the famous 'tea break'. The idea was to discourage a debate on his statement. The wily GIK would not have this way. He took the mike and elucidated the place of each service in the defence of our country and advised the military brass that instead of pulling each other down, they must look at the deterrence in its totality. Essentially, they must formulate a plan at the JSHQ level, before approaching him for the exchange of one F-16 with a division. Obviously the 'samosas' and cup of tea got cold. In a similar incident, in 1985 NDC the debate on the place of Air Power in military strategy was raging wild. The airmen, smaller in number were having difficulty to contain the voluminous Khakis. A bright Brigadier who later rose to three star, declared that he did not need the airforce. After all, what had they done for him in the past? He preferred a ground based air defence to a large investment in fighters. It was a shock to hear him present his thesis that was based on ignorance of history, as well as the modern concepts. Thanks to the intervention of faculty that the place of the airforce in modern warfare was saved in Pakistan. Basic contest in such discussions is not a true presentation of military concepts but an honest to goodness tussle for resources. The debate at the service level stage is unashamedly parochial, without a consideration of 'total deterrence'. A new factor of missile force has been thrown in the traditional three-way contest for budget. It is new for us but not so new elsewhere. The German scientists of VI and V2 era must have taken chunks off the Luftwaffe budget. In the last half a century, we have seen the development of SRMs, IRBMs, ICBMs, SLBMs and CMs. It can safely be said that the money invested in such systems was the largest ever in any one concept in the military history. Yet they failed to replace the manned aircraft. Who would have more missiles than USA and USSR? Yet they continue to churn out F-22s and Su-37s and numerous other fighters. Obviously, the concept of doing the job through missiles only falls short of the achievement of its objectives. Despite the loud lobby nowadays in Pakistan, their inherent inaccuracy (Osama and Saddam still live!) and inflexibility to adjust quickly to changing scenario leaves a large gap to be attended to only by a manned fighter aircraft. Just as a soldier is needed to hold ground at Siachen to prove our ownership and just as a tank is needed to violate the enemy territory, aircraft simply holds space in defence and violates the sanctity of enemy's airspace. If we lag behind in it's possession and acquisition, we would not be able to defend and the airspace of our motherland shall be violated. It seems like going to basic military school again! Our political leadership is well meaning and patriotic. They do wish to keep their armed forces well trained and equipped. After all, armed forces are their instrument of conducting external politics with other countries. How can they ignore this factor? But at the same time, they are novices in the field of military strategy. Exploiting their simplicity, the contestants for the budget expose them piece-meal, to high technology, super duper labs and gadgetry which has been sitting on the test-benches for years. Holding men of military power and scientist in awe, they commit to their projected needs without a professional scrutiny. Thus money is fretted away in small projects, each promising a panacea to our problem of defence. What we do need is a patient deliberation of military situation at one forum where all components are present. Out of this discussion, our 'total deterrence' should emerge. In such a scheme of total deterrence, it will be seen that the manned fighter aircraft looms the largest as an achiever of our designs. For such an important element that performs tactical and strategic roles independently and lends a helping hand to Navy and Army, immediate provision of resources is an inescapable necessity. ABOUT THE AUTHOR ​ AIR MARSHAL MUHAMMAD ARSHAD CHAUDHRY, HI (M), SBT​ Air Marshal Muhammad Arshad Chaudhry was commissioned in the General Duty (Pilot) Branch of Pakistan Air Force on 23 June, 1963. Graduate of Air Command and Staff College USA, Diploma in War Studies from United Kingdom and National Defence Course from the National Defence College, Rawalpindi. He has held a number of command and staff appointments including those of Officer Commanding of a Flying Wing, the Officer Commanding of Combat Commanders School, the Base Commander of PAF Base, Rafiqui, Senior Air Staff Officer at Northern Air Command, Director General Joint Operations at General Headquarters and Air Officer Commanding, Central Air Command and Deputy Chief of the Air Staff (Personnel). He was appointed as Vice Chief of the Air Staff on 13 December, 1996. He Retired on 16 January, 1997 after more than 33 years of meritorious service in PAF. Receipent of Hilal-e-Imtiaz (Military) and Sitara-e-Basalt. He has flown all types of frontline aircraft in the PAF inventory and participated in both the 1965 and 1971 Indo-Pak Wars.