An older article containing some good information on the PAF.
PAF - Quality if not quantity!
Lindsay Peacock visits the Pakistan Air Force as it attempts to modernize its front-line inventory in the face of tight defence budgets.
Over the past decade, the Pakistan Air Force (PAF) has undergone a quite significant transformation with regard to the equipment that it operates. Gone are many of the Shenyang F-6s that once constituted the backbone of its air arm, their place having been taken by a mix of 'high tech' western warplanes like the General Dynamics F-16 Fighting Falcon and less sophisticated hardware such as the Nanchang A-5-III Fantan and the Chengdu F-7P ‘Skybolt’. Valuable though this infusion of new equipment is, Pakistani air power is still in the unhappy position of being quantitatively inferior to neighbouring India, which is still perceived as posing the biggest threat to the nation's well-being.
Looking at the qualitative situation, the picture is hardly any brighter, especially now that the USA has opted to suspend Foreign Military Sales (FMS) assistance as an expression of its displeasure over Pakistan's nuclear power programme. That decision probably didn't come as too great a surprise to Pakistan but it is certainly a serious blow to PAF plans, for the service had anticipated taking delivery of a further 71 F-16s with effect from 1992. Now, unless there is a major change of American policy, these will not materialise and it is hardly surprising that there are some in the PAF who perceive the USA as being purely 'fair-weather friends'.
Pakistan's difficulties are compounded by the fact that it is far from being a wealthy country and is therefore not in a position to simply throw money at a problem until it goes away. Cash that is spent on defence could be employed equally well on a score of other projects so it is clearly a case of ensuring that whatever money is available is spent as wisely as possible and in a way that offers the best 'dividend'. That naturally exerts influence on procurement policy and the PAF is now well versed in steering a careful course between the super-sophisticated and highly desirable but inordinately expensive and the considerably less costly but much more numerous 'kits'.
Another way in which the PAF satisfies this requirement is in the pursuit of excellence with regard to its combat echelons. Paradoxically, though, that pursuit is by its very nature an expensive procedure and there is a high wastage rate as pilots progress through the training system, with individuals being weeded out all the way along the line. The end result is felt to be well worth the expense involved, however, and personal observations have certainly convinced the author that the average PAF pilot is almost certainly possessed of superior skills when compared with, say, an average American pilot. As to those who are rated above average, they compare favourably to the very best in a host of western air arms.
PAF organisation has also been subject to change during the past ten years, with one of the most important occurrences relating to the move of Air Headquarters from Peshawar to Chaklala in March 1983, so that it might be closer to the seat of government in Islamabad. Today, the PAF is headed by an Air Chief Marshal who occupies the post of Chief of Air Staff. Assisting him are the Vice-Chief (an Air Marshal) and four Deputy Chiefs (all Air Vice Marshals) who specialise in the areas of operations, administration, training and engineering.
Shortly before the headquarters was relocated, three regional agencies were created in 1981-82 so as to facilitate command and control in peacetime. Specifically, these are the Northern Air Command (with headquarters at Peshawar), the Central Air Command (Sargodha), and the Southern Air Command (Faisal). Each is headed be an Air Vice Marshal and they posses a fair degree of autonomy with regard to the planning and execution of routine operations.
One other vital link exists in the higher levels of the PAF hierarchy, namely the Air Defence Command (ADC) with headquarters at Chaklala. Again headed by an Air Vice Marshal, in time of peace ADC functions mainly in an advisory capacity, monitoring activity and looking after StanEval (Standardisation and Evaluation) matters which are directly concerned with air defence. In the event of war, however, ADC would come into its own, its personnel very quickly being assigned to the Chief of the Air Staff's Battle Staff and assuming responsibility for directing the air defence of the entire country.
Operational resourcesIt is at the operational level that the last decade has perhaps been most exciting, with the new equipment alluded to earlier allowing the PAF to greatly update its combat line-up. As far as tactical resources are concerned, these are distributed amongst a total of seven major air bases, each of which is home to a 'numbered' Wing organisation.
In practice, the number of squadrons assigned to a particular Wing may vary considerably, but this is probably driven as much by geographical constraints as by meeting anticipated threats. By way of illustration, No. 33 Wing at Kamra has only two squadrons while No. 32 at Masroor has five. Some attempt at consolidation of particular aircraft types at particular bases does seem to have occurred but this is far from universal, with, for example, the four tactical units at Masroor flying a mix of hardware that includes the A-5-III, F-7P and Mirage.
At the sharp end, some 20 squadrons presently exist, but only 12 of these are fully-fledged combat-ready units. Of those 12, two have F-16s (Nos 9 and 14 Sqn), three have F-6s (Nos 15, 17 and 23), three have F-7Ps (Nos 2, 18 and 19), two have A-5-IIIs (Nos 16 and 26), one has Mirage IIIEPs and IIIRPs (No 5) and one has Mirage 5PA2s and 5PA3s (No 8). The remaining eight squadrons are all concerned with training but that commitment varies according to the demand for pilots and almost all of them do also have operational roles to fulfil. As a consequence, staff continuation training is usually a feature of the routine flying programme.
Five of these squadrons are commonly referred to as Operational Conversion Units and a good proportion of their effort is directed towards providing a steady stream of qualified aircrew to front-line outfits. Each of the five major types in the PAF inventory is supported be an 'OCU squadron' and these units comprise No 7 (A-5-III), 11 (F-16), 20 (F-7P), 22 (Mirage) and No 25 (F-6).
Harking back to the varying amounts of energy directed towards training, with only some three dozen F-16s on charge, the need for new pilots in any given year is modest and No 11 Squadron is unlikely to find this task too taxing. As a result, it is therefore able to devote time to operational duties, such as annual gunnery qualification at Masroor and, on occasions, air defence alert. Conversely, the No 25 Squadron's brief is almost entirely concerned with training, for virtually all PAF pilots will begin their operational flying careers on the F-6 although a change may well come about in the next year or two as this veteran continues to decline in importance.
The remaining training establishments are aimed at pilots of markedly differing levels of skill. At the top end of the scale, there is the Combat Commanders' School which is responsible for disseminating advanced fighter tactics and doctrine. This has two subordinate units, specifically the 'Mirage Squadron' (with Mirage 5PAs) and the 'F-6 Squadron' (with F-6s). Instructor staff with the CCS are generally acknowledged to be the 'best of the best' and would also have a war role to fulfil in the event of conflict.
Finally, there is No 1 Fighter Conversion Unit at Mianwali. This is the first stop for students fresh from the PAF Academy at Risalpur and it is here, on the Shenyang FT-5, that they begin the process of learning how to become a fighter pilot. In theory, the FT-5 could be called upon to participate in combat - it has a 23mm gun plus a simple radar-ranging gunsight and can carry two AIM-9 Sidewinder infra-red homing air-to-air missiles - but one is inclined to think that there wouldn't be too much enthusiasm about the prospect of going to war in it.
Support elementsSupport elements in the PAF fulfil a variety of roles. Some make a definite contribution to tactical readiness while others are engaged on tasks of a secondary nature.
Quite clearly falling into the first category are the brace of Falcon 20Fs that are flown by No 24 Sqn at Sargodha, for these have been heavily modified in order to provide electronic warfare training support. Also in this category are a small number of Lockheed T-33As which undertake target-towing for units detached to Masroor for gunnery training as well as for the Pakistan Army and Navy. Unusually, though, these are actually assigned to No 2 Sqn which also operates the F-7P, necessitating the creation of separate Flights for each type. As a result, 'A' Flight has the F-7Ps while 'B' Flight looks after the 'T-Birds', its modest complement including a couple of RT-33As which are mostly employed on civil-orientated duties such as mapping and aerial survey.
Airlift resources are consolidated within No 35 (Composite Air Transport) Wing at Chaklala, conveniently close to the Air Headquarters where the Director Air Transport looks after tasking matters. As it has done for many years, the Lockheed Hercules serves as the PAF's work-horse, No 6 (Air Transport Support) Sqn operating a mixed fleet of C-130Bs, C-130Es and former PIA L-382B-4Cs, some of which have been in service for the best part of three decades.
As its title implies, No 12 (VVIP Communications) Sqn is concerned mostly with moving high-ranking officials and dignitaries and its assets include the Presidential F27 Friendship and Falcon 20 as well as a solitary King Air 200 and a pair of Boeing 707s. The latter were also obtained from the national airline, one having a VIP interior while the other is mainly used on long-haul cargo trips.
Transport elements are completed by No 41 (Light Communications) Sqn which operates single examples of the Beech Baron and Piper Seneca as well as a trio of Cessna 172s, but mention should also be made of the Transport Conversion School which provides qualified aircrew for the Hercules as and which required using aircraft 'borrowed' from No 6 Sqn.
Finally half-a-dozen squadrons (No 81 to 86) provide local search and rescue cover at the air bases at Peshawar, Sargodha, Rafiqui-Shorkot, Masroor, Samungli-Quetta and Mianwali. In each case, two Alouette IIIs are operated, these being the only helicopters flown by the PAF.
Pilot TrainingIn much the same way as Cranwell occupies a prominent position in RAF history, so does Risalpur with the PAF, for it is here that students take the first tentative steps towards mastery of the air, courtesy of the PAF Academy. Responsibility for transforming raw cadets into potential officer material and imparting basic flying skills is entrusted to the College of Flying Training (CFT). A long-time resident of Risalpur, the CFT controls two separate and distinct training organisations, namely the Primary Flying Training Wing (PFTW) and the Basic Flying Training Wing (BFTW). Respectively operating the Mushshak and the T-37, each has two subordinate squadrons.
Candidates for pilot training with the CFT (which typically has two 80-student intakes per annum) actually spend well over three years at the Academy, beginning with a two-year BSc (Bachelor of Science) degree course. During that time, they will study a number of aviation-related disciplines such as aerodynamics, engines and navigation but the course also includes general subjects like English language, physics and mathematics as well as specialised interests which embrace topics like Islam's philosophy, Pakistan's history and international affairs. After attending no fewer than 2,640 academic classes, cadets sit the final examination which is set and conducted by Peshawar University.
Only on successfully negotiating that hurdle are they permitted to move on to flying training, beginning with a one-month grading course which will entail some 7-10 hours of flying. Accomplished on Mushshaks of the PFTW, this is designed to establish whether they have the aptitude (and even the stomach) for a flying career and somewhere in the region of 20-25 per cent are 'scratched' at this point.
For those who remain, the next four to five months will prove highly testing, for the rest of the PFTW course requires them to log about 50 hours on the Mushshak. Perhaps the most notable highlight is going 'solo', which should ideally be accomplished in 12-13 hours although it can be extended to 14 hours if the cadet is particularly keen and shows considerable promise in other areas such as academic studies. Failure to 'solo' in this time inevitably results in suspension and wastage is still quite high, generally being of the order of 20 per cent during the PFTW phase, which also includes some simple navigation exercises, simulated 'engine out' recovery procedures and, as a preliminary to the next stage of training, a few hours of basic instrument flying.
By the time they reach the BFTW, it is not unknown for half of the initial intake of 80 to have fallen by the wayside. Those who remain are now introduced to the Cessna T-37 and in the next year those who stay the course will accumulate some 130-135 hours on this long-serving trainer. Again, 'solo' flight should be accomplished in 13 hours, after which the syllabus includes instrument, night and formation flying as well as some aerobatics, medium and low level navigation and a considerable amount of 'circuit bashing'. Wastage in this period is lower but typical attrition rates are around 15-17 per cent and may go higher - as an illustration, of 17 students who began a recent course with No 1 Basic Flying Training Squadron, only ten eventually qualified.
One other important agency come under CFT control, this being the Flying Instructor’s School (FIS). As its title implies, it is responsible for 'teaching the teachers' and is mainly concerned with turning out Qualified Flying Instructors (QFIs) for service with the PAF as well as the Pakistan Army and Navy and some friendly countries.
FIS graduates are usually posted first to either the PFTW or BFTW so as to build up instructional experience. Later, many move on to No 1 FCU, to one of the OCUs or even to the FIS itself. In addition to its teaching task, the FIS ensures that standards are maintained and it achieves this by periodic StanEval checks of instructional staff at Risalpur and Mianwali which are the PAF's two principle flying training establishments.
Candidates for the FIS course are drawn from across the PAF, since it is usual for a pilot to complete one three-year tour of duty as an instructor during his flying career. Course duration is 22 weeks and features three distinct phases. Academics almost inevitably play a part, as does flying, with about 80 hours being logged. Perhaps most important, though, is the matter of instructional technique and much attention is devoted to the honing of teaching skill. Nevertheless, there are failures, for good pilots do not necessarily make good instructors. Intakes vary from 18 to 25 students and these are usually split fairly evenly between the Mushshak and T-37 although a particular course may be 'weighted' towards a particular type, depending on the need for qualified instructional personnel at the time.
Flying instruction is by no means the only training activity that is undertaken at Risalpur, for the College of Aeronautical Engineering (CAE) is also here. A long-time resident of Korangi Creek on the outskirts of Karachi, the CAE actually moved north in May 1986 and is now an important part of the overall PAF Academy organisation.
Basically, it has responsibility for the training of officers who will specialise in the fields of engineering and avionics and it normally offers two courses per annum with a typical intake numbering some 60-65 students. After some three-and-a-half years of study, the successful students leave with a BSc degree in their chosen field.
In addition, the CAE also provides an extensive selection of specialist short courses for PAF officers and individuals from friendly nations. Lasting from one to seven weeks in duration, these cover a variety of technical subjects and disciplines, with aerospace engineering and avionics engineering being prominent among the list.
Advanced trainingAt Risalpur, students learn to fly, with those who are successful earning their cherished 'wings' as well as the lowly rank of Flying Officer and orders to move on to Mianwali. There, they will begin learning how to fly and fight, under the tutelage of the instructors of No 37 (Combat Training) Wing.
The process of transforming the still basically raw Flying Officers into fighter pilots occupies just under a year and this period of advanced training starts with No 1 Fighter Conversion Unit (FCU). This usually runs two courses of about 20 students per course during a typical year but there is sufficient flexibility in the system to permit that level of activity to be increased. However, since the FCU is dependent upon the PAF Academy for its 'raw material', the likelihood of that additional capacity being taken up seems slight, unless there is a drastic revision of the PAF's entire training system.
On arrival at Mianwali, students must first complete two weeks of ground school before they are introduced to the two-seat Shenyang FT-5. A somewhat unattractive but very durable machine, the FT-5 has been in use since 1975 and the PAF is generally quite content with it. Perhaps the greatest reservation voiced by some personnel of No 1 FCU related to the fact that it is 'short-legged', with the result that training sorties seldom exceed 40 minutes. In the early stages of the course, when the learning curve is at its steepest, that is probably more than enough but as the students progress and gain confidence in the FT-5 and their own ability, longer sorties would almost certainly be beneficial.
Over a period of about five months, the log approximately 85 sorties on the FT-5, the course being broken down into a number of distinct phases. These consist of transition (24 sorties), instrument flying (16), close formation (14), battle formation (6), high level navigation (3), low level navigation (2) and advanced handling including aerobatics (20). Finally, it is common to fly five or six 'flex' sorties as a lead-in to the next phase of training.
Inevitably, there is wastage, the level presently running at a rate of around 15-20 per cent - understandably, FCU instructors are far from happy with this situation and efforts are being made to cut the failure rate and obtain greater return on investment. One thing the PAF will not do, however, is lower its standards.
The final stage of advanced training is the prerogative of No 25 (OCU) Sqn, which, at the time of my visit, was flying a mixture of Shenyang F-6s and FT-6s, it being PAF policy to assign all first-tour pilots to a Chinese system (ideally the F-6 but also including the A-5-III). In the past, when the F-6 constituted the backbone of the PAF, that wasn't too difficult but this type is now very much on the way out and is unlikely to remain in front-line service much beyond 1994. In view of that, a policy change seems certain to occur in the near future.
Currently, there is (or, at least, there appears to be) some uncertainty as to the best course of action to pursue but it is likely that the Chengdu F-7P will take over from the F-6 as the principle type flown by 'first-tourists'. Evidence to support that contention is provided by the fact that No 25 Sqn is due to convert to the F-7P (and its two-seat version, the FT-7P).
If present plans are adhered to, this transition will involve nothing more than a simple renumbering exercise. To expand on that, Mianwali's other fighter unit (No 19 Sqn) was in the process of receiving the F-7P during February 1991 and had a total of eight aircraft on hand, with more in prospect. As to those additional machines, nine are expected to be FT-7Ps and it seems that on completion of the transition process, No 19 Sqn will metamorphose into No 25 (OCU) Sqn.
Simultaneously, the present No 25 (OCU) Sqn will adopt the identity of No 19 Sqn, but it is not clear whether the 'new' No 19 will continue to function as an OCU or whether it will dispose of most of the FT-6s and become a purely operational outfit. However, in view of the plans to dispose of the F-6 and the diminishing need for first-tour aircrew, the latter seems most likely, especially as there are plenty of experienced F-6 pilots about who could fill executive positions until such time as the type is finally retired.
In its present guise, No 25 has the F-6 and it is this unit which is responsible for the final phase of advanced training, taking students from No 1 FCU and putting them through about five weeks of ground school followed by five to six months of flying in which some 70-80 sorties are logged. Just over 30 are on the two-seat FT-6 and aspects of the syllabus include basic skills like instrument work, formation flying and navigation.
Operational-type flying also figures prominently, with students being coached in air-to-ground weapons delivery techniques (including live firing of guns and rockets), 1-v-1 and 2-v-2 air combat manoeuvring (with cine film assessment) and low level and tactical strike. At the end, those who remain - normally around 75 per cent - will receive a posting to an operational squadron, but they still have plenty to learn before they can be declared truly combat-ready.
The path of promotionWith very few exceptions, PAF fighter pilots obtain their first taste of squadron life flying a Chinese system. Relatively unsophisticated it may be, but the F-6 (and, to a lesser extent, the A-5-III) has the advantage of being familiar and the three-year duration of this all-important first tour allows an individual to be brought on steadily and build a solid foundation of experience that will stand him in good stead later in his PAF career.
At some stage, that career will usually include a tour of duty as an instructor pilot and a spell with a squadron flying a western type like the Mirage or the F-16 Fighting Falcon. After that, the path to command begins to open up and it is usual at this point to return to a Chinese system in a middle management capacity. This is usually accompanied by promotion to the rank of Squadron Leader and it allows promising individuals to obtain some first-hand knowledge of the demands of leadership.
When it comes to moving further up the ladder, PAF policy seems to be rather ruthless and it is very much a case of 'up or out'. Those who are adjudged worthy to occupy more senior positions must first negotiate the hurdle of the Combat Commanders' School (CCS). In a perfect world, career officers would ideally attend the CCS after completing 12 years of service - in reality, though, they can go there at any time between nine and 12 years. If they graduate, they can expect to lead a squadron in the rank of Wing Commander. If they fail - and some inevitably do, for the CCS course is exacting - they will make no further progress.
Subsequent promotion becomes ever more difficult to achieve, for the number of billets are fewer and the competition is ever more intense, since the PAF believes firmly in the pursuit of excellence. As a consequence of that belief, it is only the best and the brightest who can look forward to going right to the very top. Flying posts along the way include command of a Wing in the rank of Group Captain, and command of a Base in the rank of Air Commodore, interspersed with staff appointments.
For the elite few, a limited number of Air Vice Marshal slots exist, typically as a Deputy Chief of Air Staff or as an Air Officer Commanding of ADC or one of the regional air commands. Above that, it gets very lonely indeed, with the most exalted ranks of the PAF being confined to one Air Marshal (the Vice Chief of the Air Staff) and one Air Chief Marshal (the Chief of the Air Staff).
PAF operating philosophyWith only a somewhat limited quantity of combat aircraft at its disposal, the PAF is very much orientated towards multi-mission capability although the geographical area of operation and the equipment that is assigned do exert influence on the nature of those missions and to some extent the amount of time that is dedicated to training for them.
Regardless of the type that they fly, all PAF aircrew are expected to be proficient in air-to-air combat and all types do, as a matter of routine, pull their fair share of air defence alert (ADA) duty, although obviously, the F-16 is rather more potent than, say, the A-5-III. For a start, it has its own radar, which allows the pilot to assume responsibility for an intercept at a much earlier stage than an A-5 pilot who will be dependent upon GCI (Ground Control Intercept) support until such time as he is able to obtain a visual contact.
The F-16's superior capability as an interceptor is one reason why some of these machines are maintained on alert on a year-round basis and it also helps to explain why they were able to account for several Afghan and one Soviet aircraft in the mid-to-late 1980s when airspace violations were an irritatingly frequent occurrence. As far as the F-16 is concerned, ADA duty is mostly undertaken by Nos 9 and 14 Sqns, aided occasionally by No 11 Sqn when it can be spared from OCU tasks.
Armament carried by the F-16 comprises a mix of AIM-9L and AIM-9P Sidewinder missiles and the integral Vulcan M61 20mm gun. The trusty Sidewinder also features prominently in the air-to-air armoury of most other PAF types but the number of missiles carried is limited to two AIM-9Ps in the cases of the A-5-III and F-6. Two missiles - either the AIM-9P or the somewhat similar Matra Magic - can also be carried by the F-7 while the Mirage's air-to-air weapon load is dependent upon variant, with the dwindling number of IIIEPs being compatible with either the radar-guided or the IR-homing Matra R.530 and the Magic, unlike the 5Ps which can only use the latter. ADA duty periods usually involve three aircraft, with squadrons at a particular base taking turns when it comes to responsibility for this task.
In addition to air defence, all units train in air-to-surface missions as a matter of course, although the types of target that they might be called upon to engage vary. For the most part, PAF squadrons operating the F-6 and A-5-III are tasked to operate in support of the Army with close air support (CAS) and battlefield air interdiction (BAI) missions absorbing much of their energies. Neither machine is able to deliver 'smart' ordinance but the arsenal of the A-5 includes conventional bombs as well as cluster bomb units, unguided air-to-surface rockets and the Durandal runway cratering bomb, which, while it may not be 'smart', is at least 'reasonably intelligent'.
In addition, both types have gun armament for strafe attacks on 'soft' targets, the A-5 relying on a pair of Type-23-2 23mm cannon while the F-6 has three Nudelmann-Richter 30 mm guns, the heavier calibre of this weapon to some extent compensating for a slower firing rate. Annual training places considerable emphasis on air-to-air and air-to-ground gunnery and each squadron undergoes two weeks of live aerial firing over the sea near Masroor every year. Standards of accuracy appear comparable to those of the west and may surpass them, one F-6 pilot of No 15 Sqn having recently put 20 out of 25 shells through a banner in four successive passes. The author can vouch for this, having inspected the banner at Kamra and even more remarkably, the pilot responsible for this impressive shooting was a 'first-tourist'.
Deep penetration attacks would mainly be the preserve of the Mirage and the F-16 and, yet again, it is fair to say that the latter is the most potent type in the PAF inventory, since it is compatible with both 'dumb' and 'smart' weapons and has the ability to operate effectively by both day or night. Ordnance which may be delivered by the Fighting Falcon includes the AGM-65 Maverick TV-guided air-to-surface missile, 'slick' and 'retard' bombs (mainly Mk 82s and Mk 84s) and the Mk 20 cluster bomb unit. For precision attacks against 'hard' targets, it may also use laser-guided munitions like the Mk 84 2,000 lb bomb.
PAF capability also extends to maritime operations in support of the Navy but the amount of resources committed are far fewer, being limited to a single Mirage unit. This is No 8 Sqn at Masroor and its complement includes about a dozen Mirage 5PA3s with Agave radar, these being configured to carry and launch the AM.39 Exocet anti-ship attack missile. No 8 also uses some examples of the non-Exocet capable Mirage 5PA2.
Other missions undertaken by the PAF include tactical reconnaissance, about a dozen long-serving Mirage IIIRPs being the sole assets assigned to this role but even these are likely to have a secondary attack capability.
