No 1 Squadron

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Masroor 1983

 

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No 8 squadron was number plated in 2023 as the PAF started to retire its ageing fleet of Mirage III and V aircraft.

 

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Pakistan Air Force to establish second squadron of latest JF-17 fighter jets​

Web Desk
02:59 PM | 23 Jan, 2024

Source: social media




ISLAMABAD – The Pakistan Air Force has decided to establish another squadron comprising latest variant of JF-17 Thunder Block III fighter aircrafts.
Reports said that the squadron will be established in Karachi and it will replace already disbanded No.8 Haiders Squadron.
“The process of delivering, fully inducting and operationalising the one-and-a-half dozen Block III units will be completed in the coming months ending in raising of the primary JF-17C Block III multirole squadron in the PAF’s Southern Air Command, stationed at PAF Base Masroor, Karachi,” reported a defence media outlet.
Earlier, the ‘Haiders’ Squadron was initially deployed for maritime strike and later used for tactical attack missions using Mirage fighter jets since 1983.
The PAF is procedurally retiring its Mirage III and V aircrafts in all squadron, replacing them with the JF-17C and J-10C fighter aircraft.
The JF-17 Thunder is jointly developed by the Pakistan Aeronautical Complex (PAC) and Chengdu Aircraft Industry Group (CAIG), while the J-10 “Mighty Dragon” is developed by CAIG.
The JF-17C Block III, which is an advanced combat iteration of the Thunder Programme, is expected to replace JF-17A and JF-17B Block II fleet by early 2030s. It will strengthen the defence of Pakistan.


‘Bright Star 2023’: Pakistan’s JF-17 Thunder jets reach Egypt for multinational air drills






https://en.dailypakistan.com.pk/author/web-desk

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Thursday, June 13, 2024 10:25

Hilal English​

The September of My Childhood​

January 2017
In September 1965, Squadron Leader Rais Ahmad Rafi commanded No. 8 Squadron and lived with his wife and two children, my brother and I, at PAF Station, Mauripur, Karachi (now PAF Base Masroor). I must have been an exceptionally bright four year-old because, defying biological impossibility, I remember!
As the bombardiers took off every night with Abbi (my father) at their helm, a gaggle of women with all sizes of children in tow would gather in one flat, I think Uncle Bey’s, to collectively pray for a successful mission and the bombers’ safe return. Uncle Bey was probably from admin branch and tasked to look after the families, a responsibility he did not take lightly. Shotgun in hand, he would patrol the family compound every hour (later, Abbi and he would laugh about this for many years), then step into the flat, take a cup of tea and exchange words of encouragement with the women before heading for his rounds again. Uncle Bey’s flat was probably unsafe. As per SOPs, he should have been directing us to the trenches recently dug by the MES “fatigue” alongside the family barracks. But every night, even before the hooter shrieked, he and Auntie would throw the doors to their modest flat open and everyone would file in.
Uncle Bey knew his wards, “Bhabhi-ji and Beta-ji” all, preferred companionship over safety and he was not about to withhold compassionate hospitality just to fulfill SOPs. There would be rounds of tea, constant prayer, and a slumber party adventure for the children... all by candle light for fear the enemy may spot a lit bulb and attack. I remember being loved by many mothers and playing with many brothers and sisters. Against the surreal harmony of soft sobs and loud Allah-o-Akbars, a vague recollection of President Ayub Khan’s resonant voice over radio rekindles in me a child’s fear that her mother may be the one crying, and that could not be good. I remember searching Ammi’s face for signs of despair but never finding any. Ammi never cried, at least not in my presence. During those seventeen most dangerous days and nights of my life, I felt as secure as ever a child could because my mother’s demeanor conveyed courage and confidence and I internalized both. Of course, all was not well, and in the wee hours of the morning, as slumber overtook exhausted children, our mothers would count the sounds of load-lightened bombers landing not far away. “Yah Allah, Aaj do kum hain” (O’God, two are less today!) one of them would say. Stoically, those brave women would step out of dear Uncle Bey’s flat and head for home to await their fate.
Come September again, I hope to be sitting with my siblings, our children and grandchildren, telling them stories of those fateful seventeen days when I was introduced to courage under fire by the most dashing and graceful of all couples, a Pakistan Air Force pilot and his wife.

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The last time my father broke the news of a slain air warrior, with Ammi by his side, was to me about my Shaheed (martyred) husband. “I had all the practice I needed”, he told me years later when we had supposedly reconciled with our loss, “But the weight that descended upon me was heavier than ever.

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Every morning, upon his return from a mission, Abbi would mumble something to Ammi and, after putting Haroon and I to bed to catch up on missed sleep, they would both leave. I didn’t know then, but they would be headed to the homes of a pilot and a navigator (they went in twos, on B-57s) to break unbearable news. Their loved ones would not be returning home. It didn’t take me long to figure out that, sometimes, dads go away forever although I did not understand how the choice was made. Surely there was some formula, otherwise why would Abbi return home and Uncle Alam Siddiqui not? In the following years, my parents would recall their difficult assignment, as Squadron Commander and wife, of being daily bearers of bad news. Ammi said it was exhausting and she felt drained. Abbi remembered that he remained high spirited through missions but the moment his aircraft touched down safely, he would feel a weight descend upon him so heavy that he could barely unharness himself and alight. Many times he wished someone was carrying his news rather than vice versa, so he said. The bomber squadrons of Mauripur suffered heavy casualties in 1965 and were awarded equally generously. Abbi wore his Sitara-e-Jurrat with pride but also with tremendous humility, in memory of his lost air comrades. My parents never forgot the heavy price their community paid for the defence of our land.

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Many of my September recollections are in fact accounts etched in my memory by my storytelling father. I don’t directly remember them, but I carry them in the tradition of tales told by one generation to another. Abbi loved to tell stories and I would rather do nothing than listen spellbound. Later, my siblings joined the audience, but I admit that I consider myself a privileged patron. I am responsible for imparting these precious jewels to our children, and I do so with utmost detail, as accurately as possible – as told to me by the air warrior himself.
While nights were devoid of normalcy, days were almost routine. Abbi slept a lot, but we would often climb into the Beatle and head out to town for a meal. South China Restaurant, Beach Luxury Hotel, Chandni Lounge at Intercontinental and Salatin’s were Abbi’s favourite eateries. Our Karachi ended at Karsaz and the best of it existed around Victoria and McLeod Roads, Elphinstone Street and Saddar (Today’s Karachiites will have difficulty wrapping their heads around this). Ammi had no preferences and other than enforcing drill sergeant like discipline 24/7, she was quite satisfied to let Abbi and I haggle over choice of venue. Abbi would let me win often but regardless of where we finally settled, I recall that the restaurant management would refuse to let Abbi pay the bill. We were regulars, they knew us well. They also knew that Abbi was flying nightly missions. It was their way of thanking him.
The last time my father broke the news of a slain air warrior, with Ammi by his side, was to me about my Shaheed (martyred) husband. “I had all the practice I needed”, he told me years later when we had supposedly reconciled with our loss, “But the weight that descended upon me was heavier than ever.
The officers of No. 8 Squadron had a favourite pastime. Every evening, I presume at the outset or conclusion of their mission briefing, they would decide what songs would be good accompaniment to take-offs. A junior officer would be charged with calling Radio Pakistan to request a particular “milli naghma”. I believe Radio Pakistan transmitted live in ‘65, so I have no idea how this was executed, but Abbi insisted that Madam Noor Jahan came to Lahore radio station and sang “Ae watan ke sajeeley jawano” when he conveyed a “farmaish”. Abbi was given to embellishment and drama no doubt, but others have confirmed that not only the great lady, but Mehdi Hassanwith “Apni jaan nazar karun” and the inimitable Alam Lohar with Abbi’s favorite “Jugni” also obliged. Indeed, Abbi had in his substantial music collection, all on looped tapes, a recording of Noor Jahan saying “Yeh merey shaheenon ke liye…” and launching into the goose-bump inducing “Ae puttar hataan te naeen vikde”. Abbi flew many a mission listening to “Jugni javari hal warey” before his bomber would cross the border and the airwaves would be silenced.
At the end of September, many of my friends left Mauripur or moved into alternate living quarters. They had lost their fathers. Their mothers either started working or they were all taken away, into the “civilian” world, to live with grand parents. The same happened in 1971 when yet more friends lost their fathers. Many years later, in 2003, it happened to us, my children and I. The last time my father broke the news of a slain air warrior, with Ammi by his side, was to me about my Shaheed (martyred) husband. “I had all the practice I needed”, he told me years later when we had supposedly reconciled with our loss, “But the weight that descended upon me was heavier than ever. I truly wished it was he carrying the news about me, rather than me telling you about him”. He could never quite recall how he did it or what he said, but I remember.
February 20th, 2003:
Abbi, on the phone with me as I am on a work assignment in Karachi, the first time I am speaking to him since the crash. “Samina, you are a Ghazi’s daughter, now a Shaheed’s wife. There are very few in this world like you. Be proud. Shahadat Mubarak.” When stressed, Abbi resorts to my full name instead of the more endearing “Seemi”. I can hear the tremor in his voice.
Ammi, as I step out of the car and walk into my unrecognizable home filled with a sea of concerned faces. “Aap meri bahadur beti hain, himmat ke saath… acha beta… Razi ko sharminda nahin karna” (You are our brave daughter, be courageous, my darling... do not let Razi be embarrassed by your loss of heart...), forever the disciplinarian, Ammi is trying desperately to hold back her tears. It is not working.
The resolute courage of my community, air warriors and their wives, has reverberated around me all of my life. I was baptized with it in September 1965, retaining memories while nearly all other, unrelated ones of that age are forgotten. Perhaps I was being prepared for my fate, as if some divine power felt compassion and decided to ease me into my tragedy so that I would be spared trauma. It almost worked.
Come September again, I hope to be sitting with my siblings, our children and grandchildren, telling them stories of those fateful seventeen days when I was introduced to courage under fire by the most dashing and graceful of all couples, a Pakistan Air Force pilot and his wife.

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The writer is wife of Air Commodore (Shaheed) Raja Rizwan Ullah Khan (T.bt.)
E-mail: samina.rizwan@hotmail.com
Article was read 1071 times

Samina Rizwan​

The writer is wife of Air Commodore (Shaheed) Raja Rizwan Ullah Khan (T.bt.) E-mail: samina.rizwan@hotmail.com

 

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Home :: Military :: World :: Pakistan :: Airbases ::

Military​

Units​ No. 2 Sqn F-7P ~24 No. 4 Sqn ZDK-03 Y-8 AEW No. 7 Sqn Mirage 5PA, III 24+45 No. 8 Sqn Mirage 5PA, III 24+45 No.22 Sqn Mirage 5PA, IIIDP 14 + 2 No.84 Sqn Alouette III 2 No.453 Sqn Crotale SAM No.??? Sqn HQ-2B SAM Resources​ PAF Masroor Pakistan Re-equips Squadron With AEW&C Planes Usman Ansari February 28, 2015

PAF Masroor​

PAF Masroor, the largest and one of the premier air bases of the Pakistan Air Force derived its original name - Mauripur - from a small village near this coastal airfield. It was established during WW II in 1940-41 as a temporary staging post and air transport base for the US Air Corps;the facilities of the staging post were extensively utilized by the Allies. By 1945, the Royal Air Force had taken over the base as a strategic link for India and the Far East. After the creation of Pakistan, the RAF remained a joint user of Mauripur together with the RPAF upto 1955; a transit camp was set up to handle all movement of RAF personnel to and from Pakistan.
The RPAF Station Mauripur was established on 1st January 1948 with Wing Commander Zaheer Ahmed as the station commander. In 1948, about a year after the birth of the Royal Pakistan Air Force, Air Headquarters moved from Peshawar to Mauripur. Thus in the early days of the RPAF, Mauripur contributed significantly in giving shape to the newly born air force. Its primary role was to administer No.6 Transport Squadron. All the officers and men, were veterans of WW II and their rich experience helped to evolve sound flying practices, high standards of maintenance and good traditions with regard to customs of service and social life in the messes. For the first two decades Mauripur remained the nucleus of advance flying training as well as an operational base and an administrative cente. The station had the proud distinction of receiving Quaid-e-Azam Muhammad Ali Jinnah on 13th August 1947. On 11th September, the last journey of the father of the nation from Quetta to his eternal abode also staged through Mauripur.
In 1967, Air Commodore Masroor Hosain, a brilliant officer of the PAF who was then the base commander of Mauripur, was killed in a tragic bird strike accident during an operational exercise, in a B-57 he was flying in the vicinity of Karachi: subsequently the base was named after him. In one of its early roles, Mauripur was required to provide air support and protection to the Pakistan Navy, by undertaking coastal surveillance in SA-16 Albatross aircraft. The proximity of the base to the Karachi port and to important sea routes of the Arabian sea makes it, strategically, a very important base. It is entrusted with the air defence of the southern air space of Pakistan. The base provides air protection and support to Pakistan Army and, in conjunction with Pakistan Navy, it defends the coastal areas of Pakistan. It also has a number of satellite bases in Baluchistan and Sind. In December 1945, a Royal Indian Air Force Dakota of No 12 Squadron was positioned at Mauripur and by March 46 the entire squadron had been shifted to this base. In 1947, No 6 Squadron of the RPAF was formed at Mauripur with several additional Dakotas fresh from overhaul at the Hindustan Aeronautical Factory in Bangalore. No 6 Squadron carried out intensive missions in support of own troops in Kashmir and the northern areas in 1948 and 1949.
The modern era of PAF Base Masroor, as a multipurpose fighter base, started with the establishment of No. 32 Fighter Ground Attack Wing in August 56, equipped with F-86 jet fighters. In 1960, Nos 7 and 8 Squadrons constituting 31 Wing were formed with American B-57 light bomber aircraft. This aircraft is still being operated from PAF Base Masroor along with a number of other combat aircraft. The maintenance wing of the base had the unique privilege of servicing the Vickers Viking aircraft of the Quaid-e-Azam after independence. Since then, the base has grown steadily in man-power and size and also in its ability to absorb new systems and technology. In 1956, with the induction of American weapon systems, technical know-how started to develop for modern aircraft like F-86, T-33 and B-57. Over the years a wide range of facilities were installed including jet engine, aircraft structural and radar shops. Masroor also house's a number of important lodger units such as the Central Medical Board, Aero-Medical Institute, Institute of Flight Safety, Office of the Deputy Controller of Accounts Air Force, PAF Press and Air Tactical Support School.
During the 1965 and 1971 wars, the squadrons from this base fought with exemplary determination and the pilots displayed outstanding courage and leadership. Mauripur has also had the honor of winning the highest gallantry award, the Nishan-e-Haider, posthumously conferred on Pilot Officer Rashid Minhas in 1971. Three of Masroor’s base commanders Group Captains Nur Khan and Rahim Khan and Air Commodore Anwar Shamim rose to the command of the PAF. Two other Chiefs, Air Marshal Zafar Chaudhry and Air Chief Marshal ZuIfiqar Ali Khan were officers commanding of 32 Fighter Ground Attack Wing located at the base.
Upon the creation of Pakistan, Mauripur with its sprawling complex was a veritable thorough-fare. A refugee colony existed within the camp area. The USAF's Military Air Transport Services used to make regular stops here. A missionary school was functioning here since the early 40s; the present PAF Intermediate College now stands at the same site. There was no barbed wire along the perimeter of the base. In course of time, all these security hazards had been removed one by one and before the 65 war the premises of the base had been made fully secure.
With concerted efforts by all concerned, the social life at Masroor has been so organized over the years as to make the base a small, well equipped, and self supporting town. The Markaz-e-Mujahidda run by the Masroor branch of PAFWA renders valuable services to the families of air-men. Several sports fields, a nine-hole golf course and a gymnasium with modern facilities help to keep its men fit. A PAF Intermediate College and 5 secondary and primary schools established by the Government of Sind cater to the educational requirements of the children of PAF personnel and civilians from the adjoining areas. There are 12 mosques in various camps, out of which 2 are newly constructed and have all the modern amenities.
PAF Base Masroor, by virtue of its strategic location, will always play a vital role in the air defence of southern and coastal regions of Pakistan. The base has the necessary infrastructure for the deployment and operation of any modern weapon system and the potentialities of growth and development to meet any future requirements.
Pakistan's Air Force (PAF) on 28 February 2015 stood up its unit of Chinese Karakorum Eagle AEW&C aircraft in a ceremony attended by the head of the PAF, Air Chief Marshal Tahir Rafiq Butt, and Prime Minister Nawaz Sharif. Though the exact location of the ceremony was not given, it was believed to have been held at PAF Base Masroor in Karachi as the prime minister was known to have been in the city that day. The ZDK-03 Karakorum Eagle is a dish-based AEW&C system mounted on a Shaanxi Y-8F600 aircraft. Four were ordered in 2008 with the first delivered in 2010. The aircraft join No.4 Squadron, which was first established in 1959 with Bristol Freighter transports and Grumman HU-16 Albatross amphibians. The HU-16s were retired in 1968 and the H-19Ds in 1969. The unit was then "number-plated" until officially re-equipped with the Karakorum Eagle.

 

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https://www.dawn.com/​

Published 25 Sep, 2015 02:10am

Glory: Lost in combat​

SAAD ZUBERI

Having lost her loving husband on the very first night of the 17-day Indo-Pak war of 1965, Shahnaz Alam is a woman on a mission: she wants military recognition for the selfless valour of her husband, Sqn Ldr Shabbir Alam Siddiqui, who was then flying with Pakistan Air Force’s No. 8 Squadron of 31 Bomber Wing at Mauripur (Masroor) base.
“On the morning of Sept 6, he left for the squadron earlier than usual. After Ayub Khan’s speech, he came back to explain that he’d be away for an important night mission,” recalls Shahnaz, who has only recently returned to Karachi from Sydney, where she is based.
Shabbir advised then 21-year-old Shahnaz where to take cover with their children, one-year-old Adnan, and five-week-old Saqib, in case there was an air strike on the base. “Seeing his cheerful attitude, the thought that it could be the last time I was seeing him didn’t cross my mind even for a second.”
From dusk that day till dawn the next morning, the young pilot flew three bombing missions over the airfield at Jamnagar in India, but did not return from the third. He and his companion, Sqn Ldr Aslam Qureshi, the navigator of the B-57 bomber aircraft, were both declared missing in action.

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Two wartime widows of the 1965 war return to seek the recognition that their martyred husbands’ valour commands​

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“According to Alam’s colleagues and official records, the third flight was assigned to another senior officer, who for some reason backed out so Alam and Aslam volunteered to go on this additional mission,” recalls Shahnaz. “For many years afterwards I was haunted by the thought that what if Alam was still languishing as a POW while I was trying to lead a normal life…?”

Aslam Qureshi with Parveen and sister — Photos provided by the writer
It wasn’t until decades later that research revealed various facts and the true significance of this fateful mission. When this B-57 bomber showed up above the airfield, fiercely descending to attack, eight Seahawk aircraft of Indian Navy Air Squadron were preparing for a strike on PAF’s main radar at Badin.
The accounts of Rear Admiral (Retd) Satyindra Singh of Indian Navy in his book Blueprint to Bluewater state: ‘Had the eight Seahawk aircraft at Jamnagar been allowed to bomb the ‘seeing eye’ of PAF and its air defence establishment at Badin (…) on the morning of Sept 7 as had been scheduled, the war would have been over much earlier and (Indian) aircraft losses would have been minimised.’
Aslam Qureshi’s wife, Parveen Qureshi, only has pride in her tone. Parveen now lives in London but like Shahnaz, she too is seeking for her martyred husband.
“We are extremely proud that Aslam and Alam were lost while carrying out their duty and prevented the Indian strike planned against Badin at dawn on Sept 7, 1965.” In doing so however, the crew came under fierce anti-aircraft fire which hit their bomber and they crashed in flames near the airfield.

Alam with Shahnaz — Photos provided by the writer
The crew laid down their lives on a “volunteered mission,” going “above and beyond the call of duty”, “displaying utter disregard for personal safety”, “In an act of selfless devotion to duty”, and “living up to the highest traditions of their service” — fulfilling all criteria for gallantry award citations recurrent across nations and services, including the Nishan-i-Haider, Victoria Cross and Medal of Honour.
Their example on the very first night of the war set the bar high. Yet, despite their ultimate sacrifice and an impressive combination of selfless devotion and valour, they remain undecorated and their feats unrecognised while many of their colleagues went on to receive Sitara-i-Jurat, Pakistan’s third highest gallantry award.
For 50 years, Shahnaz and Parveen have hoped and prayed that their husbands’ sacrifice will be recognised at par with other decorated war heroes of Pakistan. “All we seek is the traditional military decoration, and no monetary reward of any sort,” Shahnaz reiterates.

L-R: Alam Siddiqui and Aslam Qureshi — Photos provided by the writer
“The enemy rarely acknowledges the mission and valour of their opponent’s officers and men,” says Aslam Qureshi’s son Barrister Adnan Qureshi. “Since the Indian Air Force has recognised the facts and significance of my father and his colleague’s mission in 2006, our nation must proudly decorate these unsung heroes of the ’65 war.”
Adding to the argument, his namesake Adnan Siddiqui, son of Alam Siddiqui, himself a commercial pilot, says “There is no time limit on recognising valour in battle. This year US President Obama awarded Medal of Honour to two soldiers for their heroism during WWI — almost 100 years later!”
Indeed, a hero must always be honoured. We were fortunate to have had two such heroes that fateful night.
Published in Dawn, Sunday Magazine, September 25th, 2015
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No. 9 Squadron

No. 9 Multi Role Squadron is the senior-most squadron of the PAF and has always been considered its most elite unit. The F-86, F-104, Mirage, and the F-16 aircraft have been on the inventory of this squadron. Since Air Marshal Asghar Khan, seven Chiefs of the Air Staff have been members of this squadron. Undoubtedly no other PAF Squadron pilots can be as proud of his history as a Griffin. This squadron celebrated its fifty year anniversary on 14 October 1993. The Griffins, in their unique style, made the occasion a memorable one.

The squadron was awarded 'Best Combat Ready Squadron', 'Combat Flying Training' and 'Maintenance Efficiency' trophies for the year 1991, and earned the title of 'Top Gun-1991'. The squadron again won the 'Inter-Squadron Maintenance Efficiency Trophy' for the year 1993. The Griffins led the Pakistan Day fly-past contigent and won the 'Best Formation Trophy' for the year 1996. It also earned the coveted title of 'Sher Afgan' by securing the first position in the ISAC-96. Squadron Leader Aasim Zaheer was declared 'Sher Afgan' of the competition. The Griffins had the distinction of being the 'Best Multi-Role Squadron' of the PAF in 1996. It also won the 'Maintenance Efficieny Trophy' for the year 1996-97. In 1997, it earned the 'War Preparedness' and 'Best Cambat Ready Squadron' trophies for the year, and yet again was declared 'Top Gun'. The squadron was deployed at PAF Base Samungli on 27 May 1998 to provide air defence cover in connection with the nuclear tests. It successfully accomplished the deployment at very short notice.

Wing Commander Azher Hasan, Officer Commanding, 9 Squadron, PAf, appeared in a live TV interview on PTV World in connection with the Defence Day Celebrations in 1998. It was acknowledgement of the squadron's performance and the meritorious services rendered to the PAF and to the nation. Wing Commander Azher Hasan, in his interview, talked about the history and contributions made by the squadron in times of peace and war.

The squadron took part in all the operational exercises that the PAF normally cinducts. These included DACT Camps, Saffron Bandit, High Mark exercises, mulit-national exercises and numerous air defence exercises. Five pilots of this squadron moved to Masroor with their aircraft on 7 October 1996 to participate in the ISAC-96. The team won the 'Sher Afgan Trophy'. The sqadron came out as the best amongst the finest in the Air Force. It participated in the Pakistan Independence Day Golden Jubilee fly-past in 7 September 1997, along with the Turkish Air Force team of four F-16 aircraft, that had flown to Pakistan especially for the purpose. The squadron also participated in the air show at the Capital Park Islamabad, arranged by the PAF on 24 November 1997 to mark the Golden Jubilee Independence celebrations. Wing Commander Azher Hasan performed solo aerobatics.

The No. 9 Squadron was regularly visited by VIPs, and foreign dignitaries including the President and Prime Minister of Paksitan, Chairman JCSC, C-in-C US Central Command, and several other foreign Chiefs of Air Staff.

 

[Fatman17]

9th squadron ( PAF)​ " Griffins"​

F-16 Units main menu | Pakistan Air Force units overview

	9 sqn " Griffins" ( PAF)
Status:	Active
Version:	F-16A/B block 20 MLU
Role:	Multirole, Training
Tailband:	N/A
Motto:	How high you fly depends on how brave you are.
Badge:	A standing Red Griffin.

Sideways profile for 9 sqn in 2007.

F-16 History​

The 9th squadron was the second within the PAF to be equipped with the F-16. The first aircraft arrived in the course of 1984. With the introduction of the F-16, the squadron was moved from Masroor AB to Sarghoda AB to form the 38th Wing there. This move was meant to reinforce the units at Sarghoda AB which is situated closer to the Afghan border then Masroor AB, which lays on the southern coastline.
Immediately with its introduction, the F-16 was the premier front-line fighter of the Pakistani Air Force. This meant that the F-16 was sent out to patrol Pakistans borders. With the Soviet invasion in Afghanistan in 1979, a lot of turmoil existed in the Pakistani-Afghan border region. Russian and Afghan aircraft regularly crossed the border with Pakistan. F-16s were sent to counter these intrusions.

PAF F-16A #85726 and F-16B #84608 over the Choolistan desert, armed with AIM-9 Sidewinders - the PAF's main air-to-air weapons [PAF photo]
This tense situation existed until the Soviet withdrawal in 1989. In that period, 9th squadron was credited with three air kills against Soviet and Afghan aircraft. The first interception occurred on May 17th, 1986 when Squadron Leader Mohammed Yousaf shot down two Su-22 fighters near Parachinar. The second interception occurred on March 30th, 1987 when an An-26 fell victim to Squadron Leader Sikander Hayat near Miranshah.
Already worked up as an air defence asset, the Pakistani Air Force wanted to expand the possibilities of the F-16 and also use it in the ground attack role. Therefore it installed the Thompson-CSF ALTIS II laser designation pod on its F-16s from 1987 onwards. Pakistan was the first country to introduce this pod on its F-16 which makes it possible to accurately deliver laser guided bombs as the GBU-10/12.
With the decision to upgrade the existing F-16s to MLU standards in the near future, the possibilities of the PAF to put the F-16 into operation will expand drastically.

PAF F-16A block 15 #84715 from the 9th sqn is coming in for landing at Konya AB during exercise Anatolian Eagle held there in June of 2006. [Photo by Emin Fýndýklý]

Aircraft Markings History​

 

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1984 - 2005
The PAF F-16s were pooled at this time and no unit marking were present on the tail. Only a Pakistani flag adorned it in the center with the serial number on the tail base. The flag also existed in a full color format.

2005 - present
The Pakistani flag and serial number remained. A squadron logo was added below the flag with the squadrons name added on top of the tail.

Unit History​

• 1943: Activation of the squadron in Risalpur (Indian squadron)
• 1943: ‘Hurricane’ IIC
• 1944: ‘Spitfire’ VIII
• 1947: Re-activation of the squadron in Peshawar (as Pakistani squadron)
• 1947: ‘Tempest’ Mk. II
• 1950: 'Fury' FB60
• 1956: 'Fury' FB60 (Kohat AB)
• 1961: F-104A ‘Starfighter’
• 1973: Mirage VPA (Rafiqui AB)
• 1981: Mirage VPA (Masroor AB)
• 1984: F-16A/B ‘Fighting Falcon’ (Sarghoda AB)
• 2007: F-16AM/BM ‘Fighting Falcon’

F-16 Airframe Inventory​

• All 9 sqn F-16s in our F-16 Aircraft Database (past and current aircraft)
• Current 9 sqn F-16s in our F-16 Aircraft Database

Photos​

Sources​

http://paffalcons.com/squadrons/index.php

 

[Fatman17]

Friday, June 14, 2024 09:15

Hilal English​

PAF’s Elite No 9 Squadron Declared the Twin of Illustrious No 9 Squadron of Royal Air Force​

May 2017
It was yet another historic day in the remarkable history of Pakistan Air Force No 9 Multirole Squadron, when it was declared the twin of the renowned No 9 Squadron of Royal Air Force in a grand ceremony held at PAF Base Mushaf. Air Chief Marshal Sir Stephen John Hillier, Chief of the Air Staff, Royal Air Force was the guest of honour at the ceremony. Air Chief Marshal Sohail Aman, Chief of the Air Staff, Pakistan Air Force was also present at the occasion.

Speaking on the occasion, Air Chief Marshal Sohail Aman highlighted the contributions of four British Commander-in-Chiefs of Royal Pakistan Air Force, who laid the foundation of a nascent Pakistan Air Force. He added that keeping the traditions of these inspiring leaders in high esteem, the succeeding commanders of Pakistan Air Force made earnest efforts to transform it into a potent air-arm of Pakistan. He further said that No 9 Squadrons of both the Air Forces have a rich legacy and have been frontline squadrons since their raising. He reiterated that the twinning of these squadrons would help us in learning from each other and strengthening our cordial relations.

While addressing on the occasion Air Chief Marshal Sir Stephen John Hillier, Chief of the Air Staff, Royal Air Force said that 'Pakistan Air Force is respected world over due to its sound professionalism and it has brought many laurels to the country'. He further said that ‘the twinning of these renowned squadrons would further develop their capabilities and lay a foundation to build on the legacy of our predecessors.’

Earlier in the day, the Chief of Royal Air Force witnessed the fly past of four-ship formation of F-16 aircraft. It was followed by a thrilling solo aerobatic display of F-16 aircraft. To mark this momentous occasion, both the Air Chiefs also flew a mission in separate aircraft of No 9 Multirole Squadron. It was the first time that a foreign Air Chief participated in a joint mission with the Chief of Pakistan Air Force.

A large number of former squadron commanders, and high-ranking PAF officers also attended the ceremony.

No 9 Bomber Squadron of Royal Air Force was raised in 1914 and it has actively participated in many wars ever since. Presently, stationed at RAF Marham, Pathfinders (call sign) are currently operating Tornado aircraft.

No 9 Multirole Squadron of Pakistan Air Force was raised in 1943 at Risalpur, and it made its operational debut in Burma during World War II under the command of legendary Air Marshal Asghar Khan (then Squadron Leader). The squadron has a glorious history and has been in the frontline of Indo-Pak wars and WoT. Commonly known as Griffins, the squadron is currently flying F-16 Fighting Falcon.
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9 Squadron​

The story of No 9 Squadron dates back to May 1944 when it made its operational debut in Burma during WW II. Equipped with Hurricane II C aircraft, it engaged in extensive operations in that theatre and was awarded a souvenir Japanese general's sword in recognition of its meritorious services. In the years that followed, the squadron maintained itself in a high state of combat preparedness on a succession of the latest fighter aircraft of their time: Spitfire VIII, Tempest 11, Fury, Starfighter, Mirage, and most recently, the Fighting Falcon. Five of its squadron commanders - M Asghar Khan, A Rahim Khan, Zafar A Chaudhry, Zulfiqar Ali Khan and Jamal A Khan - rose to lead the Pakistan Air Force. Originally raised at Risalpur on 13 November 43, the squadron was allotted to the RPAF upon partition at the instance of Squadron Leader Asghar Khan, who had commanded it in 1945 and was a member of the Air Force Reconstitution Committee in July 1947.
In its new capacity as the first fighter squadron of the RPAF, it was formed at Peshawar on 15th August 1947 with 8 Tempest aircraft under the command of Squadron Leader M Ibrahim Khan. After flying Tempests for almost three years, the squadron converted onto the Hawker Fury fighters in July 1950. In November 1956, the unit moved to Kohat which was to become its home for the next five years. In 1961, the squadron's decade-long association with Furies as well as its piston-engined chapter came to an end.
In March 1961 came the F-104 Starfighters - the ultimate in aircraft technology at that time. In the PAF, 9 Squadron was the only recipient of this awe inspiring Mach 2 fighter which, through its sheer power and speed, struck terror in enemy ranks in both the India-Pakistan Wars. Sqn Ldr Sadruddin and Flt Lt Middlecoat landed the first Starfighters at PAF Base Sargodha in 1962. In the following months, Pakistan inducted a total of 10 F-104A and two dual seat F-104B training aircraft in No 9 Squadron. These were USAF F-104C aircraft refurbished and updated with the latest J-79-11A engine, and upward ejection seats. Equipped with the M-61 Vulcan six barrel gun, the AIM-9B Sidewinder missile and the AN/ASG-14T1 fire control system, the aircraft was designed for high altitude (above 5000 feet), day /night interception/combat. Pakistan was the first country in Asia to induct a Mach 2 aircraft into its airforce. While most countries in Europe were still flying subsonic aircraft and none in Asia had an aircraft of this class and technology, many in Pakistan and abroad were skeptical of the PAF's ability to fly and maintain this advanced system. The PAF's flying skills, technological prowess, and competence, were soon proven. The pilots and ground crew of No.9 Squadron, who had been handpicked from F-86 squadrons, became the envy of the PAF by gaining mastery of the aircraft. To be part of No.9 Squadron, the cream of the PAF, was a great honour and privilege.
During the course of the Kashmir War, No. 9 Squadron flew a total of 246 sorties, of which 42 were at night. The F-104As gave a good account of themselves on the whole, but criticism was raised over their insufficient maneuverability, lack of ground-attack capability and the inefficiency of their radars at low altitudes. The Pakistanis had actually gotten a lot more value out of their older Sabres, which could be used for both air combat and ground attack.
Pakistan had managed to acquire enough F-104As from the Royal Jordanian Air Force to keep No. 9 Squadron operational, but the Starfighter was no longer Pakistan's only supersonic fighter. By 1971, the PAF had three squadrons of French-built Mirage IIIEJs and three squadrons of unique Shenyang F-6s. Hostilities again broke out between India and Pakistan on December 3, 1971, this time over the secession of East Pakistan, now Bangladesh. The Starfighter was clearly unable to outaccelerate or out-turn the MiG-21 at low altitude. It was equally clear that Indian pilots were no longer intimidated by the F-104. while no MiGs were downed by Starfighters during the war, one was reportedly shot down by an F-6 on December 14, and another MiG-21 lost a dogfight with a Sabre flown by Flight Lt. Maqsood Amir of No. 16 Squadron, PAF, on December 17.
The IAF "claimed" that all 10 PAF F-104s were destroyed/shot down during the 65 air-war. however the PAF lined-up all 10 surviving F-104s after the cessation of hostilities at Mauripur AB or Sargodha AB. PAF lost two Starfighters during the 1965 war and these two losses were not replaced by the US given the arms embargo imposed on Pakistan. Therefore No. 9 Squadron was left with only 8 F-104s and 2 F-104Bs after the hostilities. In addition PAF faced the problem of spare parts stocks for the aircraft which were also embargoed and had to be sourced from third party sources or black market. During the period between the two wars, one F-104A aircraft was written-off in 1967 in a ground accident while it caught fire during start up. Another F-104A was lost in 1968 when Flt Lt GU Abbasi had a fatal crash while practicing low level aerobatics.
The Starfighters, after rendering valuable service for more than a decade, faded out of Pakistani skies in the early 1970s. After eleven years of eventful service, a pair of No.9 Squadron's F-104As lifts off the Masroor runway to mark the Lockhead Starfighter's last mission in the PAF. The F-104's life in the PAF was cut short by the United States Government's "even-handed" arms embargo on both Pakistan and India after the 1965 and 1971 wars. Washington chose to ignore the fact that India, a long-time ally of the Soviet Union throughout the Cold War, did not possess any American military equipment and the sanctions thus exclusively penalized the armed force of Pakistan. In the face of increasing difficulty in obtaining spares, the PAF finally decided in mid-1972 to phase out the starfighters. The PAF's F-104s were somewhat unique. While being the lightest among the starfighters in combat configuration, the more powerful J-79-IIA engines gave them additional maneuver energy. The 20mm Galling gun, retrofitted to the PAF's F-104s by specific request, also added to the fighter's combat effectiveness. Many heavyhearted airmen and officers of No 9 Squadron witnessed the farewell flight, some of them served in the Squadron for two wars. From among the Squadron's veteran pilots, the two took up the Starfighters for the last time.
No 9 Squadron reemerged at Rafiqui in January 1973 as a tactical attack unit, equipped with brand new Mirage-V aircraft. On 15 June 77, it became an OCU with the task of converting pilots onto Mirage fighters. On 31st August 1981, it moved to PAF Masroor and remained there till the middle of 1984. As an OCU, the squadron graduated 15 conversion courses on Mirages and in June 84, the squadron changed its location once again and moved to Sargodha, where it was reequipped with F-16 Fighting Falcons and was redesignated as No 9 Multi-Role Squadron. It was on this aircraft that Squadron Leader Hameed Qadri shot down an Afghan Air Force Su-22 and damaged another while flying an air defence mission over Parachinar on 17 July 1986.

9 Squadron's record in war has been as striking as its achievements in peacetime. In the 1965 war it flew air defence, fighter escort and recce missions from the city of Shaheens on its fabled Starfighters. On 6th September Flight Lieutenant Aftab shot down an IAF Mystere which was attacking Rahwali. On the 7th Flight Lieutenant Amjad H Khan accounted for another Mystere. Squadron Leader Jamal A Khan intercepted and shot down 1 IAF Canberra at night. For their acts of valour Squadron Leaders Jamal A Khan and M. L.Middlecoat and Flight Lieutenant Amjad H Khan were decorated with Sitara-i-Juraat.
Soon after the start of the 1971 war the Squadron flew its Starfighters to PAF Masroor. There, while performing air defence day/night strikes, recce and escort duties, its pilots shot down an Indian Gnat, a Su-7 and an Alize. Squadron Leader Amjad H Khan ejected in Indian territory while attacking a radar and was taken prisoner of war. Wing Commander M L Middlecoat and Flight Lieutenant Samad Changezi made the supreme sacrifice by laying down their lives in defence of the fatherland; both Shaheeds were posthumously awarded the Sitara-i-Juraat.
For its meritorious services in war and peace, the squadron was awarded the squadron colour on 25th January 1979. The scrolls around the squadron crest in the middle of the banner carry the battle honours: 'Sargodha 65' and 'Karachi 71'. The squadron crest itself is a griffin; a mythical creature with an eagle's head and wings and a lion's body signifying immeasurable strength, aggressiveness and vigilance.
The PAF operations for the defense of Pakistan's strategic nuclear installations during the May 1998 nuclear tests were codenamed "Operation Bedaar '98" by the PAF. The PAF's elite No. 9 Multi-Role (MR) Squadron "Griffins" (falling under No. 34 Wing led by Grp. Capt. Shahid Shigri), equipped with F-16As, commanded by Wg. Cdr. Azher Hasan, was deployed at PAF Samungli (Quetta, Balochistan) on 27 May 1998 to provide night-time air defence cover to the nuclear test sites at Ras Koh and Kharan.

 

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F-16 Fighting Falcon News​

F-16 sqn wins PAF Inter-Squadron Armament competition yet again​

November 8, 2007 (by Asif Shamim) - Pakistan Air Force (PAF) No. 9 Multi-Role Squadron has won the coveted Inter-Squadron Armament Competition (ISAC) Trophy contested by all the Fighter Squadrons of the PAF.

Pakistan Air Force 9 Sqn badge

The squadron achieved the feat of becoming the winners in the ISAC for the second consecutive time.

The oldest squadron of the Post Independence Pakistan, "the Griffins" fly the F-16 Fighting Falcon. The Squadron had the double distinction of winning the team as well as Individual trophies in the competition.

Wing Commander Tariq Zia, Officer Commanding of the Squadron, won the Sher Afgan Trophy for best Individual score throughout the competition.

The team that won the competition comprised WC Tariq Zia, SL Ghazanfar Latif, SL Zulfiqar Ayub, SL Azman Khalil and SL Ghazi Salahuddin.

 

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F-104 Starfighter in Combat by Wg Cdr Aftab Alam​

F-104 STARFIGHTER IN COMBAT
By: Wg Cdr Aftab Alam Khan, Pakistan Air Force (Retd)
Introduction
This is a personal account of the crucial role played by the dozen F-104 Starfighters of the Pakistan Air Force (PAF) in the Indo-Pakistan War of September 1965. The Indian Air Force (IAF) had then approximately 900 aircraft against PAF’s total of only 150. To win the battle for air superiority against these odds was a daunting task. Losing air superiority would have meant that Pakistan would have had to face the full might of the IAF, the consequences of which would have been disastrous. It was therefore imperative, that the PAF won and kept control of the air.
Induction of the Starfighter in the PAF
Sqn Ldr Sadruddin and Flt Lt Middlecoat landed the first Starfighters at PAF Base Sargodha in 1962. In the following months, Pakistan inducted a total of 10 F-104A and two dual seat F-104B training aircraft in No 9 Squadron. These were USAF F-104C aircraft refurbished and updated with the latest J-79-11A engine, and upward ejection seats. Equipped with the M-61 Vulcan six barrel gun, the AIM-9B Sidewinder missile and the AN/ASG-14T1 fire control system, the aircraft was designed for high altitude (above 5000 feet), day /night interception/combat. Pakistan was the first country in Asia to induct a Mach 2 aircraft into its airforce. While most countries in Europe were still flying subsonic aircraft and none in Asia had an aircraft of this class and technology, many in Pakistan and abroad were skeptical of the PAF’s ability to fly and maintain this advanced system. The PAF’s flying skills, technological prowess, and competence, were soon proven. The pilots and ground crew of No.9 Squadron, who had been handpicked from F-86 squadrons, became the envy of the PAF by gaining mastery of the aircraft. To be part of No.9 Squadron, the cream of the PAF, was a great honour and privilege. In 1964 I was lucky to be given this honor. Sqn Ldr Jamal A Khan, the Squadron Commander was a very dedicated officer who set and maintained high standards. Training and flying in this Squadron was hard work. Safety always came first.
The J-79-11A engine was sophisticated and complicated. It had inlet guide vanes in front of the engine, and a variable nozzle system in the rear. These were liable to fail, but the PAF maintenance crew had mastered the equipment. We only had one engine flame out, and the pilot Flt Lt Khalid managed to make a ‘dead stick’ landing. This was a difficult maneuver requiring precise judgement. The pattern was flown at 240kts and the landing flare started 300 ft above ground level, to make a touch down at 190 kt, on a 9000 feet long runway. Only one F-104 was lost during training – a training air combat sortie – in which Flt Lt Asghar ‘pitched up’, and went into a spin. He ejected safely at high speed, and received major bruises. The aircraft was replaced under the MAP program. Operational training was fun. Flying at Mach 2 was an incomparable experience. The thrill of coming under radar control, attacking F-86 formations, that were denied radar help, was a fighter pilot’s dream come true. The F-104 zoomed out of nowhere, and before the F-86 pilots could start their defensive maneuvers, the F-104 had completed its simulated missile launch and was breaking off.
Conditions Prevailing Before the War
Sqn Ldr Jamal handed over the squadron to Sqn Ldr Middlecoat who commanded it during the 1965 War. Sqn Ldr Middlecoat was a thorough professional, who remained cool in the most trying circumstances. It was a pleasure serving under this wonderful and humane person. It wasn’t long before war clouds started to appear on the horizon. The fun days were coming to an end. The real stuff was starting. Everybody started looking into the operational aspects of the aircraft. How could the F-104 be used in Combat against India? The F-104 was capable of very high-speed, and a terrific rate of climb, but its turning capability was severely limited. It had to achieve complete surprise to accomplish a successful attack. The enemy had radar cover above 5000 ft. Even if the target maneuvered slightly, the F-104 had to break off. Several exercises were conducted under these conditions, and the subsonic aircraft operating under radar cover were found able to easily defend themselves. The combat potential of the Starfighter, under these conditions was therefore questionable.
Besides the F-104, the PAF had about 102 F-86F aircraft of 1952 vintage. Compared with the relatively modern Hawker Hunter Mk VI with an engine of 10,000lb, the F-86 with only 6000lb thrust was grossly under-powered. Some Pakistani pilots in the UK had flown the Hunter and the Gnat and they reckoned that the F-86F did not stand a chance against the either the Hunter or the Gnat in air combat. The IAF also had excellent ground attack aircraft, Mystere IV and Vampires; these would become effective after air superiority was achieved. Therefore, the PAF could not afford to lose the battle for air superiority. If they did, the Pakistani ground forces would have come under severe pressure. Pakistan had only one main fighter base at Sargodha, and two smaller bases at Karachi and Peshawar. There were only two high powered radars, one in the north, and one in the south. The lines of communication ran north-south, close to the border and were very vulnerable. The PAF had a huge responsibility.
Early in 1965, warlike activity started in the disputed territory of Indian held Kashmir. Air Vice Marshal (AVM) Nur Khan had taken command of the PAF, just before the war. These were the days when we would be briefed daily, ‘under no account should any IAF aircraft be pursued across the border, if an aircraft is shot down, the wreckage must fall within Pakistani territory’. This was done to ensure that India would not be provoked into escalating to an all out war. All the concentration was along the disputed territory of Kashmir. On 3rd September 1965 an IAF Gnat was flying over Pakistan, on its way to its home base. A lone F- 104 was vectored to intercept the aircraft. Closing in at supersonic speed, the F-104 crossed the Gnat. There was no chance of making a successful intercept. But the Gnat pilot, probably thinking that there were more aircraft in the area, promptly lowered his gears and landed at a disused Pakistani airfield below, and surrendered himself. At that time, few thought that there was any chance of a real war breaking out. Life went on as usual. The routine was that a daily morning Combat Air patrol (CAP) would be airborne well before dawn. The F-104 formation would climb to 30, 000 feet, patrol the area near Kashmir and land back one hour after sunrise.
The War
The balloon went up on the morning of 6th September 1965. I got airborne with my wingman on a CAP mission. We climbed out under radar control, and were directed to the border near Kashmir. I was informed that the IAF had crossed the Pakistani border and were attacking ground positions approximately 80nm south of us. This meant that India had actually decided to start an all out war. We were immediately vectored to the area, and were soon over the site where the Indian aircraft were attacking. While dawn was breaking at 15,000 feet, it was still dark down below. I asked for permission to descend to ground level, but was denied. The reason given was that radio contact would be lost. I, however, decided to descend and leaving my wingman at 15,000 feet, to act as radio relay, I dove down and headed towards some flashes. As I reached the area, I was surprised to see that I was flying head-on into a formation of four IAF Mystere IV aircraft that were attacking ground targets. I was shocked more than I was surprised, as I felt a wave of anger leap through me. I had to shoot down these aircraft. I jettisoned my external fuel tanks and started to engage the Mysteres, as they turned into me. Maneuvering started at tree top level. I kept my eyes ‘glued’ on the target. I could feel the strain, under high ‘G’s’, looking over the tail of the aircraft, keeping the enemy in sight, and skimming the trees at high speed. One mistake, and I would have hit the ground. If I had lost sight of the Mysteres, the fight would have been over. The F-104, with the afterburner blazing, at low altitude, was responding very well. I used the high speed take -off Flaps to improve the turning capability as required. The ‘Stick Shaker’ was a big help, in flying the aircraft to its limit. The Mysteres would have no problem keeping the F-104 in sight because of its afterburner. After some hectic maneuvering, I was positioned behind two aircraft, but the other two were still not visible. I then spotted them, further ahead. Joy leapt through me; I armed my weapons, and decided to shoot the first two with missiles and the next two with guns. I fully realized that a confidential order prohibited me from using the missiles below 10, 000 ft. However, I was sure the missiles could be used effectively at any height, provided the targets could be discriminated from background heat sources. A distinct increase in missile tone ensured this. I set the wingspan of the Mystere IV, and started to recall the missile-firing checklist. ‘Check Range’, ‘Check Tone’, ‘Check G’s’, ‘Squeeze the trigger and hold’. I aimed the missile at the nearest aircraft, and heard the loud pitched missile tone. The sight indicated that I was in range. With all other requisite firing conditions met, I squeezed the trigger, and kept it pressed. I waited, only to note that the missile had not fired. As I looked towards the left missile, I saw a big flash, and the missile leaving the aircraft. The missile had taken, as stipulated in the manual, approx. 8/10ths of a second to fire after the trigger had been pressed but in combat, this seemed like an eternity. The flash of the missile blinded me for a few seconds. The radar controller who was also monitoring the radio of the Mystere’s, immediately informed me that one Mystere had been shot down and that another had been damaged. I was then at once instructed to turn right and pick up visual contact with the other Mysteres, which were exiting. I turned as directed but could not see them.
On landing back, I was informed that the dog fight had taken place overhead the Rahwali Airfield where a low powered radar was located. The Mystere’s wreckage had fallen close by; the other three had gotten away. It gave me great satisfaction and amusement to think the effect that would be created on the IAF when the tale of the encounter with, ‘the F-104’ was narrated by the pilots who got away. To quote Hussaini, the PAF’s official aviation painter, ‘Apart from being the first encounter to start the war in earnest, the engagement was also significant in other respects. It marked a new era in dogfighting at very low altitude. It was also the first combat kill by any Mach 2 aircraft and the first missile kill for the Pakistan Air Force’. Moreover, it was also proven that the F-104 and the Sidewinder missile were an effective weapon system at low altitude.
India had launched a full-scale attack, and we were now at war. India had the advantage of the aggressor, but had failed to take advantage of the ‘first strike’. The PAF now had to counter attack. The Air Chief arrived on the base. As I saw him he looked confident, and very aggressive. He was a genius; his planning was only surpassed by his boldness in execution. He had to fight 900 Indian aircraft with his 150. What could he do? The odds were impossible. He immediately gave instructions to reconnoiter (recce) the forward IAF air bases of Halwara and Adampur with the F-104. The pilots returned to report that the airfields had a full compliment of aircraft. He then enquired how many aircraft were available for a ‘dusk attack’. He was told that only seven F-86’s were serviceable. He ordered four to attack the IAF Base of Adampur, and three to attack Halwara Air Base. The plan appeared absurd. Attacking an airfield with only four aircraft and three aircraft respectively, after a recce .The enemy would be waiting. The attack was sure to fail. Subordinate commanders tried to convince the Chief to withdraw the order. None of us could appreciate the reason behind his logic. Command is lonely, and it takes courage to stand by one’s convictions. The Chief stood firm. The ‘dusk attack’ was launched.
Of the seven PAF F-86 aircraft that took part in the ‘Dusk Strike’ two were shot down. The PAF kept attacking the IAF bases all night with B-57 bombers. The Air Chief hoped that the IAF would retaliate next morning, and attack the main PAF fighter base Sargodha that was 90 nm from the border. Radar was not effective at low altitude; therefore, the PAF had a string of Mobile Observer Units (MOU’s), that could plot and report low flying aircraft in Pakistani territory. Since the IAF attack was expected at low level, it would not be a surprise for the PAF. The only question now was, whether the IAF would take the bait, and attack Sargodha. Early next morning, on 7th September 1965, a large number of PAF F-104 and F-86 aircraft set up a Combat Air Patrol (CAP), over /near Sargodha, waiting for the enemy to attack. The F-104s were assigned the outer perimeter, while the F-86s were kept closer to the airfield. The Mobile Observer Units started to report the incoming intruders as they crossed the border and headed for Sargodha. The anti-aircraft guns opened fire as the first group of attacking aircraft came in. Surprisingly, these planes got through, without being intercepted. The next attack was picked up by Flt Lt Arif Iqbal in a F-104, and as he was about to fire, he suddenly saw an F- 86 flight appear between him and the enemy, and shoot down the Mystere. The attacks then came wave after wave, each one being intercepted, mostly by F-86’s, because they were positioned closer to the airfield. Flt Lt Amjad, in a F-104, shot down a Mystere, only to fly into the debris of the exploding aircraft. He ejected safely. By noon all attacks had ceased. The ‘Battle for Sargodha’ had been won. Never again in this war did the IAF venture to attack Sargodha in daytime. AVM Nur Khan had scored; the genius and courage of his plan had worked, his main air defence assets were safe.
The pilots of No.9 Squadron competed fiercely, to undertake as many combat missions as they could. Never missing a chance to close with the enemy, hungry for combat. In the days that followed, the F-104 pilots noted that whenever they got airborne, the IAF grounded all its aircraft. This made it very difficult for the F-104 pilots to engage the enemy during daytime hours. Flt Lt Mushtaq, my brother, flying a F-104 in the same Squadron, made contact with the enemy, only to note that as he approached the target, the IAF Hunters disengaged well in time. Flt Lt ‘Micky’ Abbas in an F-104 had a similar episode. This experience would be repeated for the F-104 pilots for all daytime interceptions. I personally patrolled in a lone F-104, at 30,000ft, deep inside Indian territory, over the two Indian fighter airfields of Adampur and Halwara for one hour, and there was no response from the Indian side, no IAF fighter aircraft were scrambled to engage the intruder leisurely loitering over Indian airbases. This was total air superiority, and it displayed the complete and utter supremacy the Starfighter enjoyed over the IAF.
At medium and high altitudes the F-104 ruled the sky. The IAF refused to challenge the Starfighter, keeping at a safe arm’s length distance from challenging it. But below 5000ft, a fierce battle raged between the F-86 and the IAF fighters, mainly the Hunters and Gnats. The F-86 was the workhorse of the PAF, it was under-powered, outnumbered, and out-gunned. Nevertheless, the F-86 pilots showed great courage as they fearlessly engaged their opponents, and displayed an unusual skill for air combat, achieving an excellent kill ratio. The F-104 by controlling the sky at medium and high altitude, had reduced the workload for the F-86 ‘s to the extent that the disparity in numbers was manageable. The F-86’s could now hold their own against the enemy at low altitude. The F-104/F-86 team had won the battle for the air. The PAF had fully established air superiority. The job had been done; numbers did not matter now. The will of the enemy to fight the F-104 had been broken. It was a tremendous contribution by the F-104 in the war effort. The Starfighter reigned supreme. It had played a pivotal role in the defense of Pakistan, and the battle for air supremacy by the PAF.
Reconnaissance
Immediately after the start of the war there was an urgent need for a high speed reconnaissance aircraft. The PAF RT-33 was rendered obsolete, with a speed of less than 400kts; it was liable to be shot down as it crossed the border. At night we were on constant operational standby duty, one hour in the cockpit and one hour off. In the off time, I would go and receive the B-57 pilots returning from their bombing missions over Indian airfields. The battle damage from these missions needed to be assessed. I suggested to the Base Commander, that if he authorized a recce mission by the F-104, I would have a photograph on his table, by noon next day. He ordered the mission. Low flying was not a part of the F-104 war plan, no training had been conducted, but while demonstrating the aircraft’s capabilities, I noticed that the Starfighter flew very well at low level. I planned the mission at 600kts, (10 miles a minute). Low flying was normally done at 420kts in the F-86 Squadrons. For the photograph, I went to town early morning, and bought a roll of film for my personal Yashika 120 camera. I then requested the Squadron Commander to allow me to fly while he took the photographs. He consented. The mission was flown in a F-104B dual-seater. Ten miles a minute made the DR navigation very easy. Over flat terrain, the altitude of the aircraft was lowered until the Squadron Commander, acting as the rear pilot for this mission said that the downwash was hitting the ground. This height was then maintained – a thrilling experience. We pulled up, slightly off-set from the airfield. Pictures were taken and a visual recce made. The photographs were placed on the Base Commander’s table, as promised. The missions that followed were with bigger and better cameras, but I was always told to fly. The F-104 had a new role.
Missed Opportunity
The reconnaissance flights revealed that the forward IAF bases had only approximately forty aircraft each at Adampur and Halwara, and even fewer than that at Pathankot. Where were the rest of the IAF aircraft? This got me thinking, and I went on to study the map. Moving further east from the Indian Airfields of Adampur and Halwara were Agra and Delhi. These airfields were 350nm from Sargodha. There was no attack aircraft in the PAF inventory that could reach these airfields flying at low level. If an aircraft approached at a high altitude level, it could easily be intercepted. I, therefore presumed that the Indians would have the bulk of their aircraft at these bases, and because they were sure they could not be attacked, the aircraft would be in the open. Pakistan had the F-104A with the J-79-11A engine, which was very fuel-efficient. This gave the PAF F-104’s an extended range capability. I marked the route and was surprised to note that if we took off with four tanks and jettisoned them as they went empty, we could reach these bases while maintaining a speed of 540 knots at low level. It would also allow us to make two gun attacks, exit at 600 knots to the border, climb to attain height and land back with 1000 lbs of fuel remaining.
The plan looked like a very exciting possibility to me. I thought of ‘Pearl Harbor’; complete surprise could be achieved. I stayed up all night, made the Flight plan, and next morning made the proposal to my Squadron Commander. He told me that he was against submitting the proposal, as it was too risky. I then took the plan to the Wing Leader who had been my instructor on the Harvard T-6G. He said that it was a good plan but refused to take it any higher. I then went to the Base Commander. He said he liked it, but he would not make the proposal to the high command. There was nobody else to go to. Immediately after the war, The Air Chief ordered a high altitude recce mission of the airfields at Agra and Delhi. This was to be flown by the B-57F (Droopy), a four engine Fanjet modified B-57 that had replaced the U 2, and was flown by Pakistani pilots. The recce Flight revealed that Agra and Delhi were sprawling with aircraft. If the F-104 had attacked Delhi and Agra, it could have been a historic day for the PAF, as well as for the IAF to remember. This was the greatest chance missed by the PAF and the F-104. After the war I had a chance to discuss the plan with the Air Chief, he said that he would have definitely ordered the attack if it had been brought to his notice.
F-104 as a Night Interceptor
The F-104 was the only night fighter with the PAF. Its radar was good for high altitude, line astern missile attack, but was unusable below 5000 ft, because of ground clutter. Also, if the target started to turn, it was not possible to deliver a missile attack. These were the limitations of the system. The IAF Canberra bombers would operate at night, usually below 500 feet. One aircraft would drop flares while others bombed the targets. After delivering their ordinance they would exit at low altitude, but as they approached the border, the Canberra’s would start climbing. At this time the F-104’s would be vectored for the intercept. The IAF had also installed tail warning radars on their Canberras. As the F-104 started to get into a firing position, the bombers would start a defensive turn and radar contact would be lost. Twice, I had made radar contact but as I closed into missile range, the aircraft executed a defensive maneuver. Only Sqn Ldr Jamal A Khan was lucky enough to shoot down a Canberra. He executed a perfect ‘text book ‘ attack, with a missile launch. The Canberra Pilot was captured. He stated that the tail warning radar made very annoying beeping sounds at low level, therefore, he had switched it off, and he had forgotten to switch it on again as he had climbed out. Although the F-104 made only one night kill, it did achieve an ancillary objective, i.e. it did prevent the enemy from doing damage. The threat or fear of the F-104, forced the Canberras to operate at low altitude levels, once over Pakistani airspace. This prevented the attacking pilots from making determined attacks. They did not, or could not properly identify their targets, and thus dropped their bombs at random, doing little or no damage.
As the war progressed, a radar controller assigned to the army gun radar unit told me that the army radar could spot the IAF Canberras very clearly at night, but the track length was limited to approximately 20 NM. I realized that this was good enough for the F- 104 to make an interception. With its high speed it could position itself behind the target very quickly, and once this was done, the F-104 could be aligned with the help of its InfraRed (IR) gunsight for a missile or a gun attack. The Canberra tail warning radar was ineffective at low altitude. To get the system functioning, only a radio had to be installed in the army radar unit. The war ended before the system was made effective and put into practice.
Flying the high speed F-104 at night in war time conditions was hazardous. The environment was as hostile and dangerous as the enemy. When there was no moon visible, the nights were pitch dark, as the blackout was complete. Haze and poor visibility was common. The runway lights were switched on once the aircraft was about to pitch out for a landing, we were lucky if we could see the airfield lights on downwind, and turning base. The landing conditions were severe. The TACANs were not aligned with the runways, there were no approach lights, ILS or VASI. It was under these conditions that Flt Lt Abbasi, while making an approach, crashed short of the runway. The F-104 was completely destroyed but he miraculously escaped and survived to fly again.
The Last Flight
A cease-fire had been agreed to, and the fighting was to stop at 3 am on 23rd September, 1965. I was told to confirm the same from the air. The visibility was excellent, but it was a dark night. From 30,000ft, I could see the firing along the bombline. It looked like a ping pong match. Exactly at 3 a.m. the firing started to slow down and then it stopped completely. I made the report and was ordered to land back at the home base. As I came on for final approach, I noticed the runway was tilted to the left, I turned left, and discovered that I was no longer aligned with the runway. I approached the runway in a zig- zag manner and decided to go around and try again. I guess the stress, fatigue and landing conditions were creating illusions. I asked for my Squadron Commander, who came immediately, I explained the problem, and he gave me the necessary instructions. The next approach was worse, after which I had fuel left for two further attempts. I tried again, and was told to overshoot. My Squadron Commander then told me to eject on the down wind; he was getting the Helicopter airborne. Now I only had 200lbs of fuel left, just enough for one last approach. At this time the air traffic controller requested permission to switch on the entire airfield’s lights, as the war was over. As soon as this was done, my senses returned to normal, and a safe landing was carried out. Thus ended the 1965 Indo-Pak war. The F-104 and myself had seen it start, and we saw it finish, a lucky and historic coincidence.
Tribute to the Starfighter
Pakistan got the better of the IAF, with odds of 1:6 or 150:900, and the PAF maintained Air Superiority, day and night. The genius and courage of Air Marshal Nur Khan and the F-104/F-86 team had made this possible. Undoubtedly, the F-86 was the workhorse, but the F-104 had a very special task. The PAFpilot/F-104 team had created a situation where the IAF pilots did not have the will to fight the F-104. When the F-104 was ‘UP’, the Indian Air Force was ‘Down on the Ground’. This removed a major portion of the threat. The Starfighter and its pilots had contributed immensely to achieve this victory. The pilots by flying and engaging enemy aircraft very aggressively, never losing any opportunity to engage the enemy, by day or by night. Working long hours, and flying under difficult flight conditions. The maintenance crew and the F-104 deserve a special accolade, ‘not one technical abort, or snag affected a mission’. The F-104 was flown by determined pilots, maintained by efficient crew and supported by dedicated radar controllers. This made a tremendous team, that helped win the battle for air superiority for the PAF. The F-104 Starfighter was in a class of its own-‘Superlative’, to say the least. Without the dozen Starfighters the outcome of the war might not have been so good. ‘It definitely was a pleasure, a great thrill, and the ultimate experience to fly the F-104 in Combat’.
THE FIRST ENCOUNTER
0525 Hours, 6 September, 1965
Dawn 6th September, 1965, Flight Lieutenant Aftab Alam Khan in F-104 A Starfighter destroys a Mystere IV and damages another, to mark the start of theIndo-Pak War over West Pakistan. Apart from being the first encounter to start the war in earnest, the engagement was significant in many respects. It marked a new era in dogfighting at very low altitude. It was also the first combat kill by any Mach 2 aircraft, and the first missile kill for the Pakistan Air Force. The Air Defence Controller for this interception was Flight Lieutenant Farooq Haider from Sakesar radar.
Air War College PAF Faisal. Painted by Group Captain Hussaini, 1987.
LETTERS TO THE EDITOR
June 22, 1999
The Editor
Defence Journal
Pakistan
Dear Sir,
I read with great interest an article in your current issue titled ‘F-104 Starfighter in Combat’. Very interesting indeed! Since I happen to have spent time at PAF Base Sargodha in the early sixties and also fought the 1965 war from that base, I have had the opportunity to have observed the performance of the F-104 and the pilots flying them very closely.
The aircraft was, in my opinion most ill-suited for kind of combat the PAF was expected to get involved in with a war with India. Though the 104 was very fast (Mach 2), had an excellent rate of climb and acceleration its performance in close combat was extremely poor with a wing span of just 22 feet. What is most creditable, however, is that despite all these limitations the overall performance of No 9 Squadron, the only one equipped with the 104s, was exceptional to say the least.
The credit for its outstanding performance must be given to the supreme dedication and the fighting spirit of the No. 9 Squadron pilots, the ‘Griffins’ as they were then called. They were most outstandingly led by their Commander, Squadron Leader M.I. Middlecoat, pilots of the likes of Aftab Alam, his brother Mushtaq, Saleem Sundal, etc would have excelled on any type of aircraft because of his leadership and their collective dedication.
Through the columns of your esteemed journal I would like to illustrate the dedication and the fighting spirit of the pilots of No.9 Squadron during the war. One day I found Middlecoat very disturbed, which was not in his nature, and being very close to him I asked him as what was troubling him. His reply to me was that an ‘outstanding pilot of his Squadron, Flt. Lt. Aftab Alam, had been awarded the Sitara-e-Jurat and he has refused to accept it saying that he was only doing his duty to the best of his ability.’
It was this spirit that made the pilots of No. 9 Squadron do the impossible, this was their ‘ULTIMATE WEAPON’.
Yours sincerely.
CECIL CHAUDHRY, SJ, SBt
Group Captain (Retd)
In addition to those built by NATO and Japan, surplus American F-104As found their way into the air forces of Jordan, Pakistan and Taiwan. F-104As and F-104Gs of Taiwan’s Republic of China Air Force claimed several victories in occasional clashes with reconnaissance and fighter planes from the People’s Republic of China. Apart from Vietnam, however, Starfighters saw their principal combat use with the Pakistan Air Force (PAF), which used them in two wars against India, in 1965 and 1971. The PAF’s experience over Kashmir was more significant than the U.S. Air Force’s over Vietnam because its F-104s were the first ones to engage in the type of air combat for which they had been designed.
Pakistan acquired its Starfighters as a direct result of the Soviet downing of an American Lockheed U-2 spy plane that had been based in Peshawar in 1960. Understandably annoyed at the Pakistanis for allowing the Americans to use their country as a base for espionage missions, the Soviets threatened to target Pakistan for nuclear attack if such activities continued. Taking the threat seriously, the United States agreed to provide Pakistan with enough surplus F-104A interceptors to equip one squadron.
Although the F-104As were intended to defend Pakistan against high-flying Soviet bombers coming over the Hindu Kush Mountains, their actual combat use would be under quite different circumstances. In the summer of 1965, a dispute involving sovereignty over the Vale of Kashmir–smoldering between India and Pakistan for many years–erupted into war. At that time the PAF had about 140 combat aircraft, mostly American-built, including the F-104As of No. 9 Squadron. Facing them was the Indian Air Force (IAF), with about 500 aircraft of mostly British and French manufacture. The IAF had also begun to acquire MiG-21Fs, new Soviet interceptors capable of Mach 2, but only nine of them were operational with No. 28 Squadron in September 1965, and they saw little use.
The war, which lasted from August 15 to September 22, 1965, did little for either side except waste lives and materiel. Pakistan used the F-104As primarily for combat air patrols, usually consisting of two Sidewinder-equipped F-86F Sabres, with a Starfighter to provide top cover. The F-104s occasionally provided escort to PAF Martin B-57B Canberra bombers or reconnaissance aircraft and sometimes flew high-speed photoreconnaissance missions themselves.
Indian pilots were initially intimidated by the formidable reputation of Pakistan’s Mach-2 interceptors. In their first aerial encounter on September 3, two PAF F-86s battled six IAF Hawker Siddeley Gnats while an F-104A, flown by Flying Officer Abbas Mirza, darted around above, vainly trying to get a shot at one of the elusive Gnats. When a second F-104A arrived, however, one of the Gnats, flown by Squadron Leader Brij Pal Singh Sikand, suddenly descended and landed on the airfield at Pasrur.
The first air-to-air victory by an F-104–or by any Mach-2 airplane–came on September 6, when Flight Lt. Aftab Alam Khan, disobeying orders by descending below 10,000 feet, downed one Dassault Mystère IVA fighter-bomber with a Sidewinder at an altitude of 5,000 feet and damaged a second. During attacks on Rawalpindi and Peshawar by IAF English Electric Canberras that night, three F-104s tried to intercept them but failed to get a target acquisition because the bombers were too low. During an Indian attack on Sargodha air base, however, Flight Lt. Amjad Hussein Khan used his cannon to destroy a Mystère IVA, killing Squadron Leader A.B. Devayya of No. 1 Squadron, IAF. Debris from the exploding Mystère struck the Starfighter, however, and Amjad was forced to eject at low altitude. He had reason to be grateful that his F-104 did not have the original downward-firing ejection seat–otherwise, his subsequent award of the Sitara-i-Jurat would probably have been posthumous.
On the night of September 13-14, Squadron Leader Mervyn Leslie Middlecoat achieved the first blind night interception in an F-104, firing a Sidewinder at a Canberra from a distance of 4,000 feet and reporting an explosion, but failing to obtain a confirmation. Another Starfighter was lost on September 17, when Flying Officer G.O. Abassi tried to land in a sudden dust storm, undershot the runway and crashed in a ball of fire. Miraculously, he was thrown clear, still strapped in his ejection seat, and survived with only minor injuries.
On September 21, in the last days of the war, Flying Officer Jamal A. Khan finally got to use the Starfighter in the manner for which it had originally been designed, scoring a solid Sidewinder hit on a Canberra at 33,000 feet over Fazilka. The Indian navigator was killed, but the pilot, Flight Lt. M.M. Lowe, bailed out and was taken prisoner.
During the course of the Kashmir War, No. 9 Squadron flew a total of 246 sorties, of which 42 were at night. The F-104As gave a good account of themselves on the whole, but criticism was raised over their insufficient maneuverability, lack of ground-attack capability and the inefficiency of their radars at low altitudes. The Pakistanis had actually gotten a lot more value out of their older Sabres, which could be used for both air combat and ground attack.
Hostilities again broke out between India and Pakistan on December 3, 1971, this time over the secession of East Pakistan, now Bangladesh. Once again, the IAF outnumbered the PAF by nearly 5 to 1. More significant, however, the qualitative advantage enjoyed by the PAF in 1965 had been considerably reduced. For all intents and purposes, the F-104A had been the only supersonic fighter in service over the subcontinent in 1965. Since then, India’s Hindustan Aeronautics, Ltd., had been producing improved model MiG-21FLs under license. By 1971, the MiG-21 had become numerically the most important fighter in the IAF, with 232 in service, enough to equip nine squadrons. In addition, the IAF had six squadrons of Soviet-built Sukhoi Su-7BM supersonic fighter-bombers.
Pakistan had managed to acquire enough F-104As from the Royal Jordanian Air Force to keep No. 9 Squadron operational, but the Starfighter was no longer Pakistan’s only supersonic fighter. By 1971, the PAF had three squadrons of French-built Mirage IIIEJs and three squadrons of unique Shenyang F-6s–illegal Chinese copies of Russia’s supersonic MiG-19F, which the Pakistanis had improved with British Martin-Baker ejection seats and American Sidewinder missiles. In addition, the Pakistanis had replaced their older model F-86Fs with five squadrons of a far more potent version, the Canadair Sabre Mark 6, acquired via West Germany and Iran.
The air war began in earnest on December 3, when the PAF launched strikes against 10 Indian air bases but failed to eliminate the IAF with that one blow. When the IAF struck back the next day, No. 9 Squadron’s F-104As downed a Gnat and an Su-7 over Sargodha. During an attack on the radar installation at Amritsar on December 5, No. 9 Squadron suffered its first loss of the war to anti-aircraft fire. Flight Lt. Amjad Hussein Khan ejected from his F-104 and was taken prisoner. Wing Commander Arif Iqbal scored an unusual Starfighter victory during a raid on Okha Harbor on December 10, when he downed a land-based Bréguet Alizé turboprop anti-submarine patrol plane of the Indian navy over the Gulf of Kutch.
A particularly significant air battle took place on the afternoon of December 12, when a pair of F-104As tried to strafe the Indian airfield at Jamnagar and were themselves attacked by two MiG-21FLs of No. 47 Squadron, IAF. One F-104 fled northward, and the other sped southwest over the Gulf of Kutch with Flight Lt. Bharat Bhushan Soni in pursuit. Applying full afterburner to his MiG, Soni fired a K-13 missile, but the F-104 evaded it and then turned sharply to the right. Cutting inside the Starfighter’s turn and closing to 300 meters, Soni fired three bursts from his GSh-23 cannon, then watched the stricken plane pull up. The pilot ejected and parachuted into the shark-infested Gulf of Kutch. Soni called for a rescue launch, but no trace of his opponent, Wing Cmdr. Middlecoat, a decorated veteran of the 1965 war, was ever found. The Starfighter had clearly been unable to outaccelerate or outturn the MiG-21 at low altitude. It was equally clear that Indian pilots were no longer intimidated by the F-104.
That fact was demonstrated again on the last day of the war, December 17, when No. 9 Squadron’s Starfighters clashed with MiG-21s of No. 29 Squadron, IAF. Squadron Leader I.S. Bindra claimed an F-104, though in fact it escaped with damage. In a later fight over Umarkot, Flight Lt. N. Kukresa made a similar premature claim on an F-104, but when he was attacked in turn by another Starfighter, Flight Lt. A. Datta blew it off his tail, killing Flight Lt. Samad Ali Changezi. Interestingly, while no MiGs were downed by Starfighters during the war, one was reportedly shot down by an F-6 on December 14, and another MiG-21 lost a dogfight with a Sabre flown by Flight Lt. Maqsood Amir of No. 16 Squadron, PAF, on December 17–the Indian pilot, Flight Lt. Harish Singjhi, bailed out and was taken
Source: http://defence.pk/threads/paf-vs-ia...-the-subcontinent.19484/page-16#ixzz4GyBcrgjc

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