Last Hope
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What exact reason do they quote?
Pakistan Air Force Transport
- Thread starter EagleEyes
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What exact reason do they quote?
Argus Panoptes
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Canada banned military supplies to Pakistan in 1998 after we carried out the nuclear tests.
fatman17
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how about they dont like us...!
Luftwaffe
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As fatman stated ban on any military goods to Pakistan.
Other than that those C-130s are old enough, no point in acquiring aircraft with high rate of operations over a long time the airframe are stressed out.
Replacing Canada’s Failing CC-130s: 17 C-130Js
zilahumafazal
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pakistan's energy crisis causes failures solutions
Super Falcon
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well i think transport is backbone of all military they supple equipment medical facillites where no one can get to i think pakistan should have different type of aircraft solution now dont depend on one system
Imran Khan
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Imran Khan
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what abut future sir ??????/
fatman17
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Y-8 has to be evaluated but it is not a mature platform as yet.
further C-130's can be purchased if the govt. has the finances.
IL-78's are another option but with updated engines and a glass cockpit.
Y-20 is a long way off.
Imran Khan
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i would like to wait and got Y-20 sir even with any other engines then chines . we have long way to go and we have to got out of US umbrella in this type of birds too as we have 80% of our transport fleet US origin .
i would like to wait and got Y-20 sir even with any other engines then chines . we have long way to go and we have to got out of US umbrella in this type of birds too as we have 80% of our transport fleet US origin .
fatman17
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IL-78 Midas Air-to-Air Refuelling / Transport Aircraft,
Russian Federation
Key Data
Crew Six
Capacity 138,000kg
Maiden Flight 26 June 1983
Introduced 1984
Number Built 53
Manufacturer Ilyushin Aviation Complex
Operators Russian Air Force, Ukrainian Air Force, Indian Air Force, Poeple's Liberation Army Air Force and Pakistani Air Force
The Ilyushin IL-78 air-to-air refuelling tanker aircraft is a four-engine tanker principally used for in-flight refuelling. It was designed and developed on the basis of a similar predecessor, the IL-76, and has the Nato reporting name Midas. The maiden flight of IL-78 took place on 26 June 1983 and the aircraft entered into service in 1984. About 53 aircraft are currently operational worldwide.
The IL-78 aircraft can refuel a maximum of four planes simultaneously on the ground. It can also be used as a military transport aircraft for air drop and air landing of cargo and crew.
IL-78 aerial refuelling tanker variants
The IL-78 has five variants, namely IL-78T, IL-78M, IL-78ME, IL-78MKI, and IL-78MP.
IL-78T is an alternative version of the IL-78 primarily used for holding all cargo handling equipment and convertible freight.
Another variant, the IL-78M, is a consecrate tanker aircraft designed to perform only refuelling operations without being able to be converted into transport aircraft. It is equipped with three permanent fuselage tanks. The IL-78M took its maiden flight on 7 March 1987.
"The IL-78 aircraft can be used as a military transport aircraft for air drop and air landing of cargo and crew."The IL-78ME is an export version of IL-78M.
The IL-78MKI is a tailor-made variant of IL-78M and is equipped with Israeli fuel-transferring systems. These aircraft were deployed by the Indian Air Force (IAF) and can refuel six to eight Sukhoi Su-30MKIs in a single operation. The variant took its maiden flight on 11 January 2003.
The IL-78MP is a multipurpose aerial-refuelling tanker or transport aircraft. It is fitted with removable fuel tanks in the cargo hold and UPAZ refuelling pods.
These aircraft are deployed by the Pakistani Air Force (PAF) and can be easily converted to transport aircraft by removing the fuel tanks.
Midas orders and deliveries
In December 2008, the PAF signed an agreement with Ukraine to procure four IL-78 refuelling aircraft equipped with Russian-designed UPAZ refuelling pods.
The first IL-78 aircraft was delivered in December 2009. The second was delivered in 2010 and the third tanker in February 2011The fourth is yet to be delivered.
The Indian Air Force (IAF) placed an order for six IL-78s in 2003. The first refuelling aircraft equipped with Israeli-made aerial refuelling pods was delivered to IAF in March 2003. The IL-78 has a total fuel carrying capacity of 110,000kg.
The deliveries to IAF were completed in 2004. The aircraft have been deployed at the Agra Air Force Base in India.
The People's Liberation Army Air Force procured four IL-78s in 2005. The Russian and Ukrainian Air Forces operate 19 and eight IL-78 aircraft respectively.
IL-78 development
The IL-78 is derived from the IL-76. It was designed and developed by Ilyushin Aviation Complex, Russia to meet the requirements of Russian Air Force.
The aircraft was developed as part of the tanker project in 1982 to enhance the transferable fuel load of the earlier version IL-76. The IL-78 was developed as a three point air-to-air probe and drogue tanker aircraft and can deliver fuel at the rate of 900l to 2,200l a minute.
The new-generation aircraft (IL-78) is equipped with two removable 18,230l fuel tanks installed in the freight hold affording a transferable load of 85,720kg (188,584lb) with hold tanks and 57,720kg (126,984lb) without hold tanks as compared with the IL-76's transferable fuel load of 10,000kg. It is also fitted with a fuel jettison system at the wing tips.
The IL-78M variant is fitted with an additional freight hold tank on the fuselage section. It has increased the transferable fuel to 105,720kg (233,070lb) and the maximum take-off weight (MTOW) to 210,000kg to strengthen the wing torsion box. All cargo doors and cargo handling equipment were removed from the aircraft, reducing the structural weight by 5,000kg. Out of the total 138,000kg cargo, only 105,720kg is transferable.
A convertible refuelling tanker aircraft, the IL-78MK is developed based on the IL-78M. The IL-78MK can refuel three types of aircraft simultaneously in air or four aircraft on the ground using traditional refuelling tubes extending from the cargo hold.
The IL-78MK-90 is derived from IL-78MK. It is powered by PS-90A-76 turbofan engine, which has increased the cruise speed to 850km/h. The take-off and landing distances of the IL-78MK-90 are 1,550m and 40m respectively.
Refuelling
The primary air fuel transfer method is done through the UPAZ-1A (Il-78) or UPAZ-1M (Il-78M) refuelling units equipped to the outer wings and rear fuselage controlled by an operator located at the flight engineer's station in the cockpit. The receiver's aircraft is equipped with homing radar behind a broad flat aft-facing radome, which facilitates the efficient refuelling process.
"The IL-78 aircraft can refuel a maximum of four planes simultaneously on the ground."The IL-78 is fitted with wing-tip hose and drogue air refuelling pods. The receiving aircraft approaches the tanker and its probe makes contact with a hose reeled out and trailed from the tanker.
Inside the refuelling pods, a collapsible funnel-shaped drogue is attached to a hose, which is reeled out to trail behind the wing of the aircraft. The hose is fitted with a constant tension spring to give stability while it is extended.
IL-78 cockpit
The IL-78 has a glass cockpit that features five seats for two pilots, a communication officer, a navigator and a flight engineer. The two pilots sit at the front of the cockpit and just behind it is a seat reserved for the flight engineer. The outer corner of the flight engineer's seat is meant for the communication officer. One deck below the glass nose is the navigator's chair.
Avionics
The avionics of the IL-78 include an integrated (automated) flight control and navigation system with a compass system, ground surveillance radar, a central digital computer, an automatic monitoring (AMS) and automatic flight control system (AFCS), a short-haul radio navigation and landing system, an identification friend or foe transponder (IFF), an optical / infrared aiming sight and a ground collision warning system (GCWS).
Other avionics installed in the aircraft include distance measuring equipment (DME), dual very-high-frequency (VHF) navigation / communication and X-band colour weather radar in the nose.
It is also fitted with a traffic collision avoidance system (TCAS), a global positioning system (GPS), a cockpit voice recorder / flight data recorder (CVR/FDR), an instrument landing system (ILS) and a tactical aid for navigation (TACAN) system.
Cargo
Six crew and up to 138,000kg cargo can be carried on the cargo deck above the refuelling systems.
Aviadvigatel D-30 KP turbofan engines
The IL-78 is powered by four Aviadvigatel D-30 KP turbofan engines. Each engine can produce a maximum take-off thrust of 118kN. It is a two-shaft, low-bypass turbofan engine equipped with two spool compressor and mixed flow.
The D-30 KP turbofan engine is primarily used for short-haul airplanes for passenger transportation. The length and fan tip diameter of the engine are 3.98m and 1.05m respectively.
IL-78 performance
The IL-78 can fly at a maximum speed of 850km/h. The range and service ceiling of the aircraft are 7,300km and 12,000m respectively. The aircraft weighs around 72,000kg and the maximum take-off weight is 210,000kg.
The Ilyushin IL-78 air-to-air refuelling tanker aircraft is a four-engine tanker principally used for in-flight refuelling.
The IL-78MKI is a tailor-made variant of IL-78M and is equipped with Israeli fuel transferring systems.
The IL-78 was designed and developed on the basis of a similar predecessor, the IL-76 (pictured), and has the Nato reporting name Midas.
The IL-78 Midas aircraft was developed as part of the tanker project in 1982 to enhance the transferable fuel load of the earlier version IL-76. .
Russian Federation
Key Data
Crew Six
Capacity 138,000kg
Maiden Flight 26 June 1983
Introduced 1984
Number Built 53
Manufacturer Ilyushin Aviation Complex
Operators Russian Air Force, Ukrainian Air Force, Indian Air Force, Poeple's Liberation Army Air Force and Pakistani Air Force
The Ilyushin IL-78 air-to-air refuelling tanker aircraft is a four-engine tanker principally used for in-flight refuelling. It was designed and developed on the basis of a similar predecessor, the IL-76, and has the Nato reporting name Midas. The maiden flight of IL-78 took place on 26 June 1983 and the aircraft entered into service in 1984. About 53 aircraft are currently operational worldwide.
The IL-78 aircraft can refuel a maximum of four planes simultaneously on the ground. It can also be used as a military transport aircraft for air drop and air landing of cargo and crew.
IL-78 aerial refuelling tanker variants
The IL-78 has five variants, namely IL-78T, IL-78M, IL-78ME, IL-78MKI, and IL-78MP.
IL-78T is an alternative version of the IL-78 primarily used for holding all cargo handling equipment and convertible freight.
Another variant, the IL-78M, is a consecrate tanker aircraft designed to perform only refuelling operations without being able to be converted into transport aircraft. It is equipped with three permanent fuselage tanks. The IL-78M took its maiden flight on 7 March 1987.
"The IL-78 aircraft can be used as a military transport aircraft for air drop and air landing of cargo and crew."The IL-78ME is an export version of IL-78M.
The IL-78MKI is a tailor-made variant of IL-78M and is equipped with Israeli fuel-transferring systems. These aircraft were deployed by the Indian Air Force (IAF) and can refuel six to eight Sukhoi Su-30MKIs in a single operation. The variant took its maiden flight on 11 January 2003.
The IL-78MP is a multipurpose aerial-refuelling tanker or transport aircraft. It is fitted with removable fuel tanks in the cargo hold and UPAZ refuelling pods.
These aircraft are deployed by the Pakistani Air Force (PAF) and can be easily converted to transport aircraft by removing the fuel tanks.
Midas orders and deliveries
In December 2008, the PAF signed an agreement with Ukraine to procure four IL-78 refuelling aircraft equipped with Russian-designed UPAZ refuelling pods.
The first IL-78 aircraft was delivered in December 2009. The second was delivered in 2010 and the third tanker in February 2011The fourth is yet to be delivered.
The Indian Air Force (IAF) placed an order for six IL-78s in 2003. The first refuelling aircraft equipped with Israeli-made aerial refuelling pods was delivered to IAF in March 2003. The IL-78 has a total fuel carrying capacity of 110,000kg.
The deliveries to IAF were completed in 2004. The aircraft have been deployed at the Agra Air Force Base in India.
The People's Liberation Army Air Force procured four IL-78s in 2005. The Russian and Ukrainian Air Forces operate 19 and eight IL-78 aircraft respectively.
IL-78 development
The IL-78 is derived from the IL-76. It was designed and developed by Ilyushin Aviation Complex, Russia to meet the requirements of Russian Air Force.
The aircraft was developed as part of the tanker project in 1982 to enhance the transferable fuel load of the earlier version IL-76. The IL-78 was developed as a three point air-to-air probe and drogue tanker aircraft and can deliver fuel at the rate of 900l to 2,200l a minute.
The new-generation aircraft (IL-78) is equipped with two removable 18,230l fuel tanks installed in the freight hold affording a transferable load of 85,720kg (188,584lb) with hold tanks and 57,720kg (126,984lb) without hold tanks as compared with the IL-76's transferable fuel load of 10,000kg. It is also fitted with a fuel jettison system at the wing tips.
The IL-78M variant is fitted with an additional freight hold tank on the fuselage section. It has increased the transferable fuel to 105,720kg (233,070lb) and the maximum take-off weight (MTOW) to 210,000kg to strengthen the wing torsion box. All cargo doors and cargo handling equipment were removed from the aircraft, reducing the structural weight by 5,000kg. Out of the total 138,000kg cargo, only 105,720kg is transferable.
A convertible refuelling tanker aircraft, the IL-78MK is developed based on the IL-78M. The IL-78MK can refuel three types of aircraft simultaneously in air or four aircraft on the ground using traditional refuelling tubes extending from the cargo hold.
The IL-78MK-90 is derived from IL-78MK. It is powered by PS-90A-76 turbofan engine, which has increased the cruise speed to 850km/h. The take-off and landing distances of the IL-78MK-90 are 1,550m and 40m respectively.
Refuelling
The primary air fuel transfer method is done through the UPAZ-1A (Il-78) or UPAZ-1M (Il-78M) refuelling units equipped to the outer wings and rear fuselage controlled by an operator located at the flight engineer's station in the cockpit. The receiver's aircraft is equipped with homing radar behind a broad flat aft-facing radome, which facilitates the efficient refuelling process.
"The IL-78 aircraft can refuel a maximum of four planes simultaneously on the ground."The IL-78 is fitted with wing-tip hose and drogue air refuelling pods. The receiving aircraft approaches the tanker and its probe makes contact with a hose reeled out and trailed from the tanker.
Inside the refuelling pods, a collapsible funnel-shaped drogue is attached to a hose, which is reeled out to trail behind the wing of the aircraft. The hose is fitted with a constant tension spring to give stability while it is extended.
IL-78 cockpit
The IL-78 has a glass cockpit that features five seats for two pilots, a communication officer, a navigator and a flight engineer. The two pilots sit at the front of the cockpit and just behind it is a seat reserved for the flight engineer. The outer corner of the flight engineer's seat is meant for the communication officer. One deck below the glass nose is the navigator's chair.
Avionics
The avionics of the IL-78 include an integrated (automated) flight control and navigation system with a compass system, ground surveillance radar, a central digital computer, an automatic monitoring (AMS) and automatic flight control system (AFCS), a short-haul radio navigation and landing system, an identification friend or foe transponder (IFF), an optical / infrared aiming sight and a ground collision warning system (GCWS).
Other avionics installed in the aircraft include distance measuring equipment (DME), dual very-high-frequency (VHF) navigation / communication and X-band colour weather radar in the nose.
It is also fitted with a traffic collision avoidance system (TCAS), a global positioning system (GPS), a cockpit voice recorder / flight data recorder (CVR/FDR), an instrument landing system (ILS) and a tactical aid for navigation (TACAN) system.
Cargo
Six crew and up to 138,000kg cargo can be carried on the cargo deck above the refuelling systems.
Aviadvigatel D-30 KP turbofan engines
The IL-78 is powered by four Aviadvigatel D-30 KP turbofan engines. Each engine can produce a maximum take-off thrust of 118kN. It is a two-shaft, low-bypass turbofan engine equipped with two spool compressor and mixed flow.
The D-30 KP turbofan engine is primarily used for short-haul airplanes for passenger transportation. The length and fan tip diameter of the engine are 3.98m and 1.05m respectively.
IL-78 performance
The IL-78 can fly at a maximum speed of 850km/h. The range and service ceiling of the aircraft are 7,300km and 12,000m respectively. The aircraft weighs around 72,000kg and the maximum take-off weight is 210,000kg.
The Ilyushin IL-78 air-to-air refuelling tanker aircraft is a four-engine tanker principally used for in-flight refuelling.
The IL-78MKI is a tailor-made variant of IL-78M and is equipped with Israeli fuel transferring systems.
The IL-78 was designed and developed on the basis of a similar predecessor, the IL-76 (pictured), and has the Nato reporting name Midas.
The IL-78 Midas aircraft was developed as part of the tanker project in 1982 to enhance the transferable fuel load of the earlier version IL-76. .
fatman17
PDF THINK TANK: CONSULTANT
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"THERE IS NO DESTINATION BEYOND MY REACH"
THE STORY OF PAF’s AIR TRANSPORT COMMAND
Genesis
PAF’s Air Transport Command made a humble beginning on 14th August, 1947 with one serviceable Dakota aircraft, two pilots, three navigators and three signallers stationed at Drigh Road (now Faisal Air Base). The diminutive strength was passed off as RPAF’s No. 6 Squadron. The Squadron had already existed for several years before independence as an RIAF unit. After Independence this tiny squadron was moved to Peshawar. To remedy the paucity of material and men, the RPAF drew up a three-phase programme.
In the first phase ending 31st March, 1948, No 6 Squadron received 7 more Dakotas. During the next twelve months its strength reached up to 20.
The Intrepid Valley Operations
The Squadron had gone into action almost immediately upon its inception. Its Dakotas were called upon for supply dropping in Azad Kashmir. Their missions entailed keeping the troops and villages that were cut off by snowbound roads supplied with the essentials of life. Flying fully loaded worn out Dakotas with an effective ceiling of not more than 3,000 metres, almost rubbing shoulders with the peaks ranging from 5,000 to 7,000 metres, the lone Air Transport Squadron with its solitary serviceable aircraft could accomplish these missions only by following the serpentine snow-white choreographic curves of the Upper Indus Valley. During November 1948, the Squadron operating from Risalpur and Peshawar, air dropped some 88,000 lbs of supplies. The hazards of these operations can be gauged from the fact that the Upper Indus Valley (the operational mountainous zone) is so narrow that a large aircraft like the Dakota could hardly turn around in it nor was there a patch of ground fit for an emergency landing. The weather in the valley has always been prone to rapid changes and in 1947-48, there was no forecasting facility to cover the area.
Baptism Under Fire
These Valley operations, besides natural hazards were imperiled by the presence of enemy fighter aircraft. The defenceless Dakota was at the mercy of the enemy air patrol.
Stung by the reverses suffered by its land forces, Indian Air Force increased its air patrols over the area. On 4th November, 1948 a Dakota piloted by Flying Officer Mukhtar Dogar was attacked by 2 IAF Tempests, when it was returning from a paradrop mission near Skardu. Indian fighters wanted to air arrest the Dakota and force it to land at Srinagar. Such an ignominious fate was not acceptable to the completely unarmed Dakota and its totally committed aircrew. Ignoring the warning shots, Flying Officer Dogar skilfully evaded the attackers, diving to the level of the valley and virtually scraping along the river’s surface, he steered the Dakota well out of the fighter’s reach. In their frustration, the Indian Tempests tried to shoot down the PAF Dakota and fatally wounded the air supply ejection crew Naik Mohammad Din of the army and knocked the co-pilot Flying Officer Alfred Jagjivan unconscious. For this act of gallantry, Flying Officer Dogar was awarded PAF’s first Sitara-e-Jurat, and the martyr Naik was posthumously decorated by the Army.
Life Goes On
The above incident resulted in the suspension of daylight air transport operations in the Northern Areas but the life line to our troops had to be maintained. Wing Commander (later Air Marshal) Asghar Khan and the Officer Commanding of No 6 Squadron immediately decided to explore the extremely hazardous prospects of night navigation and supply drops in that narrowing and winding valley. On the night of 17/18 November, 1948, the Commanding Officer himself piloted a proving flight with Asghar Khan also on board. Its success encouraged the continuation of such missions. The low intensity of night operations, however, could not hope to keep pace with the ever-increasing demand and a quick solution was sought. About that time, RPAF acquired a couple of Halifax Bombers. These were quickly pressed into service after being locally modified for supply drop operations.
By the end of 1948, air drops alone had involved four hundred and thirty-seven sorties to deliver 1,036,470 lbs of critical supplies at Bunji, Astor, Burzi, Gilgit, Chilas and Skardu. With their pioneering exploits, the transport crew set very exacting standards of daring and enterprise in the very first year of the fledgling Air Force’s life. In the decades to come, their example would inspire their successors to even greater heights of courage and initiative.
Northern Area supply runs continues till today as the Air Transports wing of PAF forms the vital link with this precipitous but vitally precious terrain and with its valiantly defending Armed Forces. The improved road conditions have, however, reduced the frequency of the sorties. It was not till 22nd February, 1949 that the first landing by a PAF Dakota took place at Gilgit. The newly appointed C-in-C of RPAF, Air Vice Marshal RLR Atcherley inaugurated the airfield.
A Second Squadron is Formed
In March, 1950, No 12, the second transport squadron, was formed at Mauripur. Initially, it was equipped with 8 Halifax’s and was at first a Heavy Bomber Squadron. In September, 1953 the unit was converted into a Composite Squadron and assigned a variety of tasks including VIP and Air Headquarters Communication flight comprising Viking and Dakota aircraft. In 1954 the squadron received 2 new Bristol Freighters while in 1957 SA-16 Albatross maritime aircraft were acquired. In July, 1960, the Squadron was moved to Chaklala, where it was equipped with a Fokker F-27. In February, 1977, it received a DA-20 Falcon while in 1986 a Boeing 707 was added to its inventory for VIP flights.
Bristol Freighters
Bristol Freighters joined the PAF Air Transport fleet in October, 1948. While the Dakotas were retired from PAF in 1955 the robust and sturdy Bristol Freighters saw fifties, and their extensive service in multiple roles over this vastly extended period was a memorable experience for the PAF transport command. Besides their primary role, Freighters were also used, along the years, to perform dramatically different types of tasks. In 1955, while the RPAF was still vainly casting about for a suitable light bomber, a few Freighters were modified at Drigh Road to carry a 4,000 lb. ‘Block Buster’ bomb under each wing. In 1950, 1954 and 1955 the Freighters used to air drop food supplies to victims of flood disasters.
In May, 1961, swarms after swarms of locusts migrated to Balochistan. The Plant Protection Department and the Army were unable to fight the menace with ground transport-mounted spray equipment. When the locust invasion reached crisis proportions the PAF was asked to step in. Some Freighters were locally modified to carry an indigenously designed aerial spray system. This comprised an old fuel tank from a MK-21 Freighter installed inside the cargo compartment, an electrically driven fluid pump, a few metres of plumbing and some spray nozzles. Over the next several months, the modified Freighters conducted extensive aerial spray operations over vast areas of Balochistan, Sindh and Punjab, operating from many disused airfield such as Jiwani, Nawabshah, Sukkur, Jacobabad and Multan.
Transport Conversion Squadron
Transport Conversion Squadron was designated as No 3 Squadron on 1st July, 1957 and established at Lahore to train transport aircrew. It was equipped with Bristol Freighters. On 20th October, 1959 this Squadron was shifted to Chaklala. Four years later it was number plated. The unit was revived in 1974, equipped with C-130 aircraft and was designated as Transport Conversion School. It was charged with the conversion and training of transport pilots, navigators, flight engineers and load masters, as well as with the evaluation and standardization of all categories of PAF aircrew. The school is functioning till todate and takes pride in training the entire transport aircrew element of the PAF, and a number of crew from friendly countries as well as the Pakistan Navy.
The Advent of C-130 Hercules Aircraft
In March 1963, the PAF received the first 4 C-130B Hercules aircraft from USA under the mutual aid programme, which enabled the PAF to start phasing out the Freighters. The C-130s were far superior to the older aircraft in their performance; their higher speed, all weather avionics and greater load carrying capacity far outstripped the Freighter’s WW II specifications. These greater capabilities were soon exploited to their limits by putting C-130s into the Valley operations on an extensive scale. Air drops by these large aircraft in narrow and difficult drop zones like Minimarg, Gultari, Kel and Passu became a regular feature of the Northern Area Operations.
Rann of Kutch
The real value of the C-130s was proved in 1965, when in the month of April Indian forces tried to occupy Rann of Kutch. C-130s were called to provide logistic support to the ground troops. Aerial reconnaissance was carried out to execute landings on the sunbaked clay surface near Biar Bet but before the mission could be carried out, the Indian ground troops had withdrawn
Author:
Columnist Group Capt SULTAN M HALI
Source: Defence Journal
THE STORY OF PAF’s AIR TRANSPORT COMMAND
Genesis
PAF’s Air Transport Command made a humble beginning on 14th August, 1947 with one serviceable Dakota aircraft, two pilots, three navigators and three signallers stationed at Drigh Road (now Faisal Air Base). The diminutive strength was passed off as RPAF’s No. 6 Squadron. The Squadron had already existed for several years before independence as an RIAF unit. After Independence this tiny squadron was moved to Peshawar. To remedy the paucity of material and men, the RPAF drew up a three-phase programme.
In the first phase ending 31st March, 1948, No 6 Squadron received 7 more Dakotas. During the next twelve months its strength reached up to 20.
The Intrepid Valley Operations
The Squadron had gone into action almost immediately upon its inception. Its Dakotas were called upon for supply dropping in Azad Kashmir. Their missions entailed keeping the troops and villages that were cut off by snowbound roads supplied with the essentials of life. Flying fully loaded worn out Dakotas with an effective ceiling of not more than 3,000 metres, almost rubbing shoulders with the peaks ranging from 5,000 to 7,000 metres, the lone Air Transport Squadron with its solitary serviceable aircraft could accomplish these missions only by following the serpentine snow-white choreographic curves of the Upper Indus Valley. During November 1948, the Squadron operating from Risalpur and Peshawar, air dropped some 88,000 lbs of supplies. The hazards of these operations can be gauged from the fact that the Upper Indus Valley (the operational mountainous zone) is so narrow that a large aircraft like the Dakota could hardly turn around in it nor was there a patch of ground fit for an emergency landing. The weather in the valley has always been prone to rapid changes and in 1947-48, there was no forecasting facility to cover the area.
Baptism Under Fire
These Valley operations, besides natural hazards were imperiled by the presence of enemy fighter aircraft. The defenceless Dakota was at the mercy of the enemy air patrol.
Stung by the reverses suffered by its land forces, Indian Air Force increased its air patrols over the area. On 4th November, 1948 a Dakota piloted by Flying Officer Mukhtar Dogar was attacked by 2 IAF Tempests, when it was returning from a paradrop mission near Skardu. Indian fighters wanted to air arrest the Dakota and force it to land at Srinagar. Such an ignominious fate was not acceptable to the completely unarmed Dakota and its totally committed aircrew. Ignoring the warning shots, Flying Officer Dogar skilfully evaded the attackers, diving to the level of the valley and virtually scraping along the river’s surface, he steered the Dakota well out of the fighter’s reach. In their frustration, the Indian Tempests tried to shoot down the PAF Dakota and fatally wounded the air supply ejection crew Naik Mohammad Din of the army and knocked the co-pilot Flying Officer Alfred Jagjivan unconscious. For this act of gallantry, Flying Officer Dogar was awarded PAF’s first Sitara-e-Jurat, and the martyr Naik was posthumously decorated by the Army.
Life Goes On
The above incident resulted in the suspension of daylight air transport operations in the Northern Areas but the life line to our troops had to be maintained. Wing Commander (later Air Marshal) Asghar Khan and the Officer Commanding of No 6 Squadron immediately decided to explore the extremely hazardous prospects of night navigation and supply drops in that narrowing and winding valley. On the night of 17/18 November, 1948, the Commanding Officer himself piloted a proving flight with Asghar Khan also on board. Its success encouraged the continuation of such missions. The low intensity of night operations, however, could not hope to keep pace with the ever-increasing demand and a quick solution was sought. About that time, RPAF acquired a couple of Halifax Bombers. These were quickly pressed into service after being locally modified for supply drop operations.
By the end of 1948, air drops alone had involved four hundred and thirty-seven sorties to deliver 1,036,470 lbs of critical supplies at Bunji, Astor, Burzi, Gilgit, Chilas and Skardu. With their pioneering exploits, the transport crew set very exacting standards of daring and enterprise in the very first year of the fledgling Air Force’s life. In the decades to come, their example would inspire their successors to even greater heights of courage and initiative.
Northern Area supply runs continues till today as the Air Transports wing of PAF forms the vital link with this precipitous but vitally precious terrain and with its valiantly defending Armed Forces. The improved road conditions have, however, reduced the frequency of the sorties. It was not till 22nd February, 1949 that the first landing by a PAF Dakota took place at Gilgit. The newly appointed C-in-C of RPAF, Air Vice Marshal RLR Atcherley inaugurated the airfield.
A Second Squadron is Formed
In March, 1950, No 12, the second transport squadron, was formed at Mauripur. Initially, it was equipped with 8 Halifax’s and was at first a Heavy Bomber Squadron. In September, 1953 the unit was converted into a Composite Squadron and assigned a variety of tasks including VIP and Air Headquarters Communication flight comprising Viking and Dakota aircraft. In 1954 the squadron received 2 new Bristol Freighters while in 1957 SA-16 Albatross maritime aircraft were acquired. In July, 1960, the Squadron was moved to Chaklala, where it was equipped with a Fokker F-27. In February, 1977, it received a DA-20 Falcon while in 1986 a Boeing 707 was added to its inventory for VIP flights.
Bristol Freighters
Bristol Freighters joined the PAF Air Transport fleet in October, 1948. While the Dakotas were retired from PAF in 1955 the robust and sturdy Bristol Freighters saw fifties, and their extensive service in multiple roles over this vastly extended period was a memorable experience for the PAF transport command. Besides their primary role, Freighters were also used, along the years, to perform dramatically different types of tasks. In 1955, while the RPAF was still vainly casting about for a suitable light bomber, a few Freighters were modified at Drigh Road to carry a 4,000 lb. ‘Block Buster’ bomb under each wing. In 1950, 1954 and 1955 the Freighters used to air drop food supplies to victims of flood disasters.
In May, 1961, swarms after swarms of locusts migrated to Balochistan. The Plant Protection Department and the Army were unable to fight the menace with ground transport-mounted spray equipment. When the locust invasion reached crisis proportions the PAF was asked to step in. Some Freighters were locally modified to carry an indigenously designed aerial spray system. This comprised an old fuel tank from a MK-21 Freighter installed inside the cargo compartment, an electrically driven fluid pump, a few metres of plumbing and some spray nozzles. Over the next several months, the modified Freighters conducted extensive aerial spray operations over vast areas of Balochistan, Sindh and Punjab, operating from many disused airfield such as Jiwani, Nawabshah, Sukkur, Jacobabad and Multan.
Transport Conversion Squadron
Transport Conversion Squadron was designated as No 3 Squadron on 1st July, 1957 and established at Lahore to train transport aircrew. It was equipped with Bristol Freighters. On 20th October, 1959 this Squadron was shifted to Chaklala. Four years later it was number plated. The unit was revived in 1974, equipped with C-130 aircraft and was designated as Transport Conversion School. It was charged with the conversion and training of transport pilots, navigators, flight engineers and load masters, as well as with the evaluation and standardization of all categories of PAF aircrew. The school is functioning till todate and takes pride in training the entire transport aircrew element of the PAF, and a number of crew from friendly countries as well as the Pakistan Navy.
The Advent of C-130 Hercules Aircraft
In March 1963, the PAF received the first 4 C-130B Hercules aircraft from USA under the mutual aid programme, which enabled the PAF to start phasing out the Freighters. The C-130s were far superior to the older aircraft in their performance; their higher speed, all weather avionics and greater load carrying capacity far outstripped the Freighter’s WW II specifications. These greater capabilities were soon exploited to their limits by putting C-130s into the Valley operations on an extensive scale. Air drops by these large aircraft in narrow and difficult drop zones like Minimarg, Gultari, Kel and Passu became a regular feature of the Northern Area Operations.
Rann of Kutch
The real value of the C-130s was proved in 1965, when in the month of April Indian forces tried to occupy Rann of Kutch. C-130s were called to provide logistic support to the ground troops. Aerial reconnaissance was carried out to execute landings on the sunbaked clay surface near Biar Bet but before the mission could be carried out, the Indian ground troops had withdrawn
Author:
Columnist Group Capt SULTAN M HALI
Source: Defence Journal
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