PAF Flying Training
By F/L Alastair Hawes
Article written in 1990
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.
