Pakistan Air Force Bases - Earlier images

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Earlier images of Pakistan Air Force Bases......

An Aerial View Of Kohat Air Station, 1932 (c).
Kohat Fort is also visible...Constructed - 1853, Used by - Great Britain, Now Pakistan, Also known As: Fort Mackeson, Kohat Fort. Conflict In Which It Participated Various Colonial Miniscuffles.

Royal Air Force Aerial Reconnaissance On The North West Frontier Of India, 1919 - 1939 (c)..

Pilot Officer Idris Hasan Latif In Flight - Audax Aircraft Of No # 3 Squadron Royal Indian Air Force Over Kohat Airfield, 1942 (c).

Air Chief Marshal Idris Hasan Latif (9 June 1923–30 April 2018) was the Chief of Air Staff (CAS) of the Indian Air Force, having served as such from 1978 to 1981.

After retirement, he has also served as the governor of the Indian state of Maharashtra (1982–85) and later as the Indian ambassador to France (until 1988). He was the first and only Indian Muslim to become the head of the Indian Air Force, or of any Indian armed forces branch.

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Spitfire Mark VIIIe Aircraft At Royal Air Force Aerodrome Kohat, Circa 1946.

Spitfire Mk VIIIe , Most probably this aircraft is MT841. This Spitfire was with No.2 Sqn from 20 Jan 46, and was written off on 29th Jan 1947, when Pilot Officer Pat Callaghan belly landed the aircraft in Kohat airfield. The aircraft engine had caught fire after an oil leak in circuit.

 

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Aerodrome in 1921 - Drigh Road Air Station ( PAF Faisal Base ), Karachi.

 

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Dakota MK IV of KN 394 of 187 Squadron of RAF at Mauripur Air Terminal, Karachi, during WWII.
Date: 1940s.

 

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Royal Air Force Fighters At Peshawar, Circa 1925.
The nearer one is an Avro 504 trainer and the one behind it is a DH9A light bomber.

 

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Gilgit Airfield Hawker Harts Being Inspected, C.1932.

 

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Air Force Day celebrations at PAF Drigh Road, Karachi in 1966:

 

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Karachi Airport....

 

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Karachi Air Port A site was agreed at Karachi (now part of Pakistan since the partition of the country in 1947) in . This was agreed to be the one of the main "terminals" or junctions as part of the Imperial Airship Communications scheme in 1926. A site was located outside Karachi in 19525, as a preference to Mumbai (Bombay) due to the advantageous weather and thunderstorms were less frequent in the area. The Karachi site was situated some 13 miles east outside of the town, and was almost at sea level. This would have given the airships an advantage with being able to maximise their lifting capacity, despite the heat differential. The land was purchased and surveying commenced on the land as to where best to place the buildings. Construction began in 1926 and an airship mast, hydrogen plant and hanger. The Mast followed the same basic designs as the Cardington mast, with the same height and construction method. The only exception was that the base of the mast contained buildings followed along the baseline in an octagonal shape. The airship base also contained a hydrogen plant in order that the ships can be repassed at the mast. The gasometers contained enough gas to refill the R101, at a capacity of 5.5 million cft of gas. The Karachi airship shed was erected which was larger than the original Cardington sheds and of a simpler design. This was decreed that the slanting side areas were not needed as it was not to be a constructional shed, and the sides of the hangers at Cardington contained a lot of the offices and storage space during construction of a ship. The shed also differed from other previous designs of sheds, in that the shed only had doors at one end, with a differing door frame design. Once completed, the Karachi shed was the largest building in the British Empire at that time. The shed was also designed with the future in mind as it was 850ft long , 170ft high and 180ft wide. This would have fitted the new R102 class ship which was designed to be some 822ft long. Construction of the facility cost some � 93,000 in 1928 ( �5,500,000 - 2017 value). As there were no major iron or steel works in India at the time, the materials and components were fabricated at the Geriston Steel Works, Glasgow, with the Armstrong Construction Company being awarded the contract for the Shed's construction. The first piece of structural steelwork being lifted in to place on 9th October 1926. Despite the shed being erected along the lines of previous sheds, the Karachi Shed was the largest. Despite the size, and some 4,000 tons of steel used in the construction, one of the conditions of the assembly and design, was that the shed could be dismantled and moved to another location. The precedent of this had already been made with the moving of the constructional shed in Pulham in Norfolk, to be re-erected and suitably enlarged as Shed 2, at the Royal Airship Works, Cardington. The mooring mast was constructed along the same design lines as the Cardington and Ismailia mast, and work began in 1929, with the completion of the construction in August 1930. The mast itself was the standard design, however the buildings around the base were added in an octagonal design. As with the Montreal Mast, it was see that administration and other logistical space was needed. Space would have also been needed for customs and official passenger formalities. At Cardington, these were not to be processed at the mast but in what was know as the Administration Building or Short's Building as it's known today. To transport passengers, a 8 mile railway spur was built to connect the base with the city. The Shed and mast, although never used by an airship remained, and according to records, some eighteen men were employed up until 1939, to maintain the facility which shows the decision on "cancelling the programme" was not as immediate as people believe after the R01 tragedy. With the decisions over the future of the Imperial Airship programme being discussed in London over the next few years, the locals managers allowed the Karachi shed to be used by local soldiers as a sports arena, out of the sun. It was reported that two games of football could be played inside the shed at once. It was also rumoured that the building was large enough to host local polo games, although there is no current evidence to substantiate this, however again the shed was certainly large enough for shelter play. The shed became involved in aeronautical activities finally in the late 1930's when Imperial Airways took over responsibility of the building as an aero plane hangar and workshops. It was during the Second World War that the shed was used by both the RAF and the US Army. They utilised the shed for repairing aircraft which were being used in Burma and Indochina. The British Government were always looking for other uses for the shed, as well as offering the facilities to other interested Governments. The US Navy did investigate the possibility of using the base for it's own airship programme as the shed was large enough, however this did not progress any further. The sheds and mast remained erected until well after India's independence from Britain, and later territory tansferred to Pakistan. In 1952, Pakistan Aviation issued a tender to dismantle the shed, and it was not until 1961 that it was finally agreed to dismantle it. Not that the building would be seen as going to waste, as the resources could be put to other uses. The steel was used for bridges and other smaller buildings along the vast Pakistan Railways. As with some of the other proposed sites, the Karachi site is the location of the International Airport today. Mast and buildings under construction. Seen here, the mast head is still awaiting to be completed, along with the roof's of the administration and winch buildings. Karachi shed under construction 1928

The mast nearing completion with the uniquely designed administration buildings around the base of the mast.

 

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.https://www.airshipsonline.com/sheds/India.htm

The airfield, showing the shed, and the distance from the mast to the shed. The fuel holders can be seen in the foreground.

Inside the vast shed. You can see the design differed from the Cardington constructional sheds, by not having and side annex's for construction or storage.

Karachi Shed showing the door frames and gantry to hold the massive doors. Again, doors were only placed at one side of the shed, unlike the Cardington sheds.

1930 A rare aerial view of the Imperial Airship Base at Karachi. The shed can be seen with the shadow to the right of the building. The mast can be seen further to the right of the shed.

The Karachi Mast from above showing the buildings surrounding the base of the mast. This would have included the seam winch engine room, plus officer and passenger accommodation and waiting room.

 

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Drigh Road Airfield

In Biggles in the Orient, Biggles and his squadron made a transit stop at Drigh Road Airfield, Karachi, on their way to their destination Calcutta. At Drigh Road, they changed from a Wellington to a Liberator for their onward journey.

Drigh Road Airfield, Karachi, is the oldest air base in Pakistan and one of the most famous. Founded soon after RAF India Command was formed in 1918 as an aircraft depot, its main mission at the time was to receive aircraft in knocked down condition off ships, assemble, test fly and then ferry them to squadrons all over India. Here, in 1927, among a group of airmen arriving from Britain was AC2 T. E. Shaw (formerly T. E. Lawrence), who worked in the Engine Repair Shop for over a year. Lawrence's letters to his mother contain interesting details of life at Drigh Road at the time. Drigh Road was also the birth place of the Indian Air Force, as No.1 Squadron IAF was raised there on 1st April 1933 at Drigh Road, Karachi.

In 1942, the Aircraft Depot was redesignated No 1 (India) Maintenance Unit and served as the main supply base not only for the RAF in India but for all of the Burmese and Malayan campaigns. Practically every new aircraft destined for these fronts would have passed through Drigh Road.

In 1947, Drigh Road was handed over to the Pakistan Air Force with two major components No 101 Maintenance Unit looking after main Supplies of newly born aviation units and No 102 Maintenance Unit looking after maintenance of aircraft. It continues to this day as PAF Faisal Airbase.
Also in Karachi was RAF Mauripur (now Masroor Airbase) which was founded in 1942 to serve as a transit airfield to relieve Drigh Road of transit traffic and allow it to focus on its role as a maintenance base. So Mauripur would have been a more appropriate transit stop for Biggles and his squadron, although Drigh Road was probably more well-known to Johns. Still, there could be plausible reasons why Biggles was taken to Drigh Road. The Wing Commander who greeted Biggles there said his "best Liberator" was waiting for him. This Liberator could have just been shipped in and gone through maintenance and test flights and was ready to be ferried to Dum Dum, Calcutta, and it was convenient for Biggles and his squadron to go along in it.

Good photo of Drigh Road Airfield showing Hurricanes, Vultee Vengeances and Harvards lined up awaiting delivery to various units in India. Image is courtesy of the Imperial War Museums

 

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PAF Base 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 center. 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 45, 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 49.

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 65 and 71 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.

 

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Royal Air Force Station, Mauripur In Karachi.
A local staff member of RAF Transport Command stands below the wing of a Consolidated B-24 Liberator bomber on an apron beside the control tower.
Year: 1940.

 

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Tribal Area Air field...

 

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Masroor early 1990s
F-7P from 2 Squadron (retired, replaced by JF-17), Mirage IIIEA from 7 Squadron, Mirage VPA2 from 8 Squadron (retired, squadron number plated) ...

Ali Mazhar

 

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A view of Mauripur Air Base, Karachi during WWII.




Two local staff members from RAF Transport Command carry flasks and containers of water to re-supply departing aircraft on the apron at RAF Mauripur Station In Karachi, British India (Pakistan).
Year: 1945.