PAF folder for Independence Day.

Society Military and Strategic Issues
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This folder will include details about all the PAF Air bases in Pakistan. (src=pafmuseum.com.pk)

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 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 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.

[This message has been edited by Akif (edited July 27, 2001).]

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PAF BASE, SARGODHA

The history of PAF Base, Sargodha can be traced back to July 51, when the disused WW II airfield was first occupied by a PAF Care and Maintenance Party. With this, the first step had been taken and by 16th November 1959, all the infrastructure had been completed under the supervision of Wing Commander R D Rollo to make Sargodha ready to receive its first flying squadrons.
Group Captain Salahuddin was posted in November 59 as the first commanding officer of PAF Station Sargodha. Over the next five months, by April 60, Nos. 5, 11 and 16 Squadrons equipped with F-86F aircraft, had been positioned at this base.They comprised No. 33 Wing.
As planned by Air Marshal Asghar Khan, Sargodha developed rapidly to become the most important base in the central region of the country and was geared to undertake the whole range of operational missions. In September 1961, No. 9 Squadron was also moved to Sargodha from Kohat and reequipped with the newly inducted F-104s, the PAF's first Mach 2 fighters. In the 1965 War, Sargodha proved to be the most important PAF base and played a decisive role in the defence of Pakistan with its spectacular performance under Group Captain Zafar Masud. Soon after that war, Chinese F-6s joined the PAF inventory and again Sargodha Base was the first to receive these aircraft. This event was closely followed by yet another induction, the French Mirage-III, which replaced 5 Squadron's Sabres.
Adhering to a well conceived layout, Sargodha Air Base has, continually improved with time in both its residential and operational facilities. Sensitive installations are well dispersed and a complex network of several taxiways and runways is routinely in operation at the same time. In' 1971, the clouds of war gathered over the subcontinent once again and culminated in another conflict between Pakistan and India in December. As in 1965, Sargodha base came through this fierce duel also with flying colours. After the war, Sargodha continued to set the pace of modernization across the entire spectrum of operational, maintenance and logistic disciplines in the Air Force. One of the most important events during this period was the formation of the Combat Commander's School in 1976, the successor to PAF's Fighter Leaders' School.
Another exciting chapter was added to the history of Sargodha base when, on 29th January 83, No. 11 Squadron became the first to receive the new F-16 Fighting Falcons. In March 1984, No. 9 Squadron was also reequipped with F-16s and moved to Sargodha. These two Fighting Falcon squadrons together constituted a flying wing which was designated as No. 38 Wing on 31st October 1984. In the wake of these developments, certain other changes also took place involving the move of No. 5 Squadron, 25 OCU and 33 Wing out of Sargodha. On 17th May 1986, a 38 Wing aircraft became the first PAF F-16 to score a kill when its pilot shot down an intruding Su-7 fighter of the Afghan Air Force. The air base continues to bristle with activity in several other fields including air defence, logistics and that of the nearby Headquarters of PAF's Central Air Command.
Compared with just 1 officer and approximately 25 airmen who manned Sargodha in its embryonic stage, the present strength of the base and its peacetime lodger units is more than impressive. Sargodha also provides administrative support to the pre-Academy PAF College which started as RPAF Public School in 1952 and now performs the role of an inter-services cadet training institution which it runs a two year university course for students belonging to the army, navy and air force.
Sprawling over several hundred acres of lush green soil, Sargodha air base has excellent technical and domestic accommodation, colleges and schools, a large and well equipped hospital, sports grounds, a golf course and free hunting facilities and a reward - for killing the exceptionally tough wild boars which inhabit the area surrounding the airfield.
Inspiring episodes of sacrifice, patriotism and sense of duty displayed by the men of this base during the 1965 and 1971 Wars with India have earned the respect and admiration of the entire PAF, the people of Sargodha, those of the nearby villages and indeed the whole country. Sargodha is justifiably proud of its nationwide fame as the City of the Shaheens and is, till now, one of only 3 cities of Pakistan to be awarded the Hilal-e-Istiqlal which flutters proudly over the municipal hall. Wartime pilots of this air base have been awarded 2 Hilal-e-Juraats and several Sitara-e-Juraats for intrepidity of the highest order.
Taxiing out to their different runways each morning for take off, today's young pilots of Sargodha can strongly feel the presence of there departed warrior comrades of long ago who operated from the very same airfield: Sarfraz Rafiqui, Alauddin Ahmed, Muniruddin, Yunus Hussain and others. Then, as if to remind them of their privileged lineage, their eyes catch the simply lettered words on boards along the taxiway: RETURN WITH HONOUR.

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Excellent post bro! Salute to all the sodiers of Pak forces for safeguarding our freedom

http://www3.pak.org/gupshup/smilies/smile.gif

http://www.pakistanidefence.com

Major Bases:

These bases are fully functional and support the airforce in both peace and wartime.

  1. PAF Chaklala, Rawalpindi

  2. PAF Kamra, Kamra

  3. PAF Masroor, Karachi

  4. PAF Mianwali, Mianwali

  5. PAF Peshawar, Peshawar

  6. PAF Rafiqui, Sharkot

  7. PAF Risalpur, Risalpur

  8. PAF Samungli, Quetta

  9. PAF Sargodha, Sargodha

  10. PAF Shahra-e-Faisal, Karachi

FORWARD BASES

These bases become fully operational during wartime.

  1. PAF Lahore, Lahore

  2. PAF Mirpurkhas, Mirpurkhas

  3. PAF Multan, Multan

  4. PAF Murid, Murid

  5. PAF Nawabshah, Nawabshah

  6. PAF Pasni, Pasni

  7. PAF Risalewala, Faisalabad

  8. PAF Shahbaz, Jacobabad

  9. PAF Sukkhar, Sukkhar

  10. PAF Talhar, Talhar

  11. PAF Vehari, Vehari

Advanced Attack Bases

These bases are of minimal use. They are only used in war.

  1. PAF Bhagtanwala, Bhagtanwala

  2. PAF Chander, Chander

  3. PAF Chuk Jhumra, Chuk Jhumra

  4. PAF Gwadar, Gwadar

  5. PAF Kohat, Kohat

  6. PAF Ormara, Ormara

  7. PAF Rahim Yar Khan, Rahim Yar Khan

  8. PAF Rajanpur, Rajanpur

  9. PAF Sindhri, Sindhri

Pakistan Motor Way

Pakistan Air Force has also used Pakistan motor way M-2, as a base for surpise attack. This 340 Km long provides PAF a tactical edge.

[This message has been edited by Abdullah k (edited July 27, 2001).]

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Thanks bro…im gonna put in one base a day. Plan on filling them all in by the 14th of Aug

http://www3.pak.org/gupshup/smilies/smile.gif

PAF BASE RAFIQUI

Soon after the 65 war against India a detailed analysis of the PAF’s deficient infrastructure led to the decision to build an alternative main base to Sargodha . Early in 1966 two sites were selected, Jhang and Shorkot, a small village 80 miles northeast of Multan. Jhang was the better site in many respects but the land was too expensive and there was pressure on the PAF not to locate an airfield so close to this historic city. The alternative site, Shorkot was then selected and the runway and essential facilities were completed by 1968.
The name PAF Base Rafiqui was bestowed on Shorkot in honour of the gallant warrior of 1965, Squadron Leader S A Rafiqui - an apt name for a fledgling airfield that would see combat so soon after reaching maturity. The airfield had been a satellite for three years. Rafiqui’s first base commander Group Captain Zaheer Hussain took over on 3 September 71; one F-86E and half an F-6 squadron were immediately moved there. At the outset of the war that came three months later, an IAF Su-7 was brought down on the runway by the ack. This was the first time Rafiqui had fired its guns in anger. The choice of building Rafiqui at the Shorkot site proved to be an excellent one; this has been borne out by subsequent events and threat developments as well.
After the war, the operational development of the airfield continued at a brisk pace: fuel storage was increased, armament depots were constructed.Hangars and other maintenance facilities were installed to support the projected combat force. In 1973, some additional operational units were added to the base complement. Rafiqui now houses the several major weapon systems in service in the PAF. A large complex of runways, taxiways and tarmacs bristling with aircraft has come into being. With the mushrooming of supporting facilities, the base population expanded from 1 officer and 26 airmen in 1968 to over 3,000 officers, airmen and civilians by 1985, and more than 5,000 people counting their family members. This gave impetus to the growth of civilian amenities in the small town. A cinema and shopping center were added and a cantonment area demarcated.
The desert around the airfield also began to recede. Thousands of trees and several fruit gardens were planted by successive base commanders, the greatest credit for this going to Group Captain Wiqar Azim. The desert of 1968 has by now been turned into a pleasant surrounding of trees and grass with plentiful recreation and sport facilities. A swimming pool, lawn tennis and badminton courts, and a 9-hole golf course have been built. Sixteen years after its inception as a base, Rafiqui in 1988 is no longer a support airfield. It stands shoulder to shoulder with the frontline bases to share the responsibility for national defence in the central sector.

[This message has been edited by Akif (edited July 28, 2001).]

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Pak Navy pictures
http://wahcantt100.users3.50megs.com/images/navy/navyIndex.html

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INDIGENIZATION OF PAKISTAN AIR FORCE'S WEAPON SYSTEMS
Compiled for PSAI Inaugural Journal June, 1992.

Pakistan's drive for indigenous defence production has seen some success lately, with the introduction of home manufactured tank, MBT (Main Battle Tank) Khalid, Hatf surface-to-surface missiles, Anza surface-to-air missiles, and laser range finders. Currently, there are two designs of laser range finders, one assembled by AQK (Abdul Qadeer Khan) Research Laboratories and the other, a completely indigenous design by Al-Technique Corporation, which is a division of PAEC (Pakistan Atomic Energy Commission).
Uptil now the main emphasis of the Armed Forces of Pakistan has been to modernize its equipment without relying on any one external source. For example, the F-6 aircraft were old but included a lot of modern avionics, ranging in origin from USA to France. Unfortunately, this precaution was dispensed with when the Pakistan Army decided to go for the production of two new indigenous tanks. The first one is MBT Khalid, produced with Chinese help. The tank is simple, but rugged and cheap, and is now rolling off the production line. The other tank is a more modern version. The project was taken up with US expertise, but the recent cut in US aid has hit this ambitious project badly. Uptil now a considerable amount of foreign exchange has been invested in completing the main infrastructure of the production facility for this tank, which, according to some sources , may be as high as $1 billion. All the technical staff of the collabora- ting US firm, General Dynamics, is in Pakistan but the pipeline for the production facility has been blocked and future of the project is is uncertain.

However, in other spheres care has been taken to diversify diversify technical equipment procurement and this policy has paid off well. We will now look briefly at the indigenous production capability of the Pakistan Air Force. It may be mentioned here that the famed Sabre-II project was cancelled long ago and the simple F-7M Airguards have been bought from China. Pakistan is now receiving the upgraded version of F-7s known as F-7P Skybolt. The main advantage of these aircrafts is that they are equipped with four, instead of two, missile stations under the wings.

The Aircraft Manufacturing Centers

The Mirage Rebuild Factory (MRF), which began operation in 1978, can accomplish complete overhaul of Mirage III/5 aircraft, Atar 9C Turbojets, and all associated aircraft components and engine accessories. Its current overhauling capacity is 8-10 aircraft and over 30 engines per year. In 1989 it was engaged in overhauling Mirage aircraft for the UAE (United Arab Emirates) Air Force. The facility is being upgraded to undertake modification and overhaul of Pratt & Whitney F100-PW-220 turbofans, and to have a limited capability to service and overhaul F-16 aircraft components . The MRF has a site area of more than 810,000 sq. meters and a workforce of nearly 2000 trained engineers and technicians.

The Aircraft Manufacturing Factory (AMF) came into operation in mid-1981, as a licensed production center for the Saab Safari/Supporter 2/3 seat light aircraft. The aircraft is known in Pakistan as Mushshak (Urdu for 'proficient'). Major facilities at the AMF include equipment to manufacture all the GFRP (Glass Fiber Rienforced Plastics) components of the Mushshak. Engines, instruments, and electrical equipment including radios are imported, but almost all other items are manufactured locally. Progre- ssive assembly of the first 90 Mushshak aircraft began in 1976 from semi- knocked down kits, and the aircraft are now being manufactured at Kamra from raw materials. By early 1989 about 175 Mushshak aircraft were in service with various units of the Pakistan Army and the Air Force, with output continuing at the rate of 16 a year. In 1988, flight testing began with a more powerful 156.6 kW Teledyne Continental TSIO-360-MB engine, leading to a considerable increase in performance. The modification was done keeping in view Pakistan's hot climate. The original engine resulted in a very long take-off run and low rate of climb in the summer months. Tooling was being done to introduce this version, the production of which was expected to begin in late 1989. At least 100 of the uprated version are said to be required. Some of the requirement may be met by retro- fitting existing aircraft.

In 1988 discussions took place with a French and two American manufactur- ers regarding the possible licence manufacture or assembly of a light armed utility helicopter. Negotiations were at hand in 1989 to co-produce an RPV (Remotely Piloted Vehicle) to satisfy the requirements of the Pakistan Armed Forces. AMF is collaborating with China to develop a new jet trainer known as Karakoram-8 which is described later.

The F-6 Rebuild Factory, or F-6RF, was established in 1980 for the primary purpose of overhauling PAF's Shengyang F-6 aircraft and their accessories It is authorized to manufacture about 4000 spare items for that aircraft, and to produce 1140 liter auxiliary fuel tanks which are fitted to the F-6 . In addition to many machine tools, the F-6RF possesses modern technical facilities for various engineering processes employed in aircraft manufacture such as surface treatment, heat treatment, forging, casting, and non-destructive testing. The F-6RF has now begun overhaul of Pakistan Air Force's FT-5s, FT-6s and A-5Cs. In due course of time it is expected to assume responsibility for the rebuild of Chinese F/FT-7 aircraft currently in PAF service.

The Aircrafts

The three main indigenous aircraft production projects ever undertaken by PAF are:

1) Mushshak (light trainer)

2) Karakoram-8 (jet trainer/fighter)

3) Sabre-II (jet fighter)

1) Mushshak: About 175 Mushshaks have been delivered to the Pakistan Army and the Air Force, in the approximate ratio of 2 to 1. The 156.6 kW uprated variant, first flown in June 1988, has completed its flight trials. All new product -ion aircraft are expected to conform to this standard. It was reported in early 1989 that about 20 Mushshaks had been ordered by the UAE Air Force, and procurements by other countries are being discussed.

2) Karakoram-8: This tandem two-seater jet trainer was first disclosed in the form of a model at the 1987 Paris Air Show. It was described as being able to provide all basic flight training, and parts of the primary and advanced training syllabi. In addition, there was facility for air-to-ground close support. Known initially as the L-8, the project was launched by CATIC (China National Aero-Technology Import and Export Corporation) of China with the intent of collaborating with an international partner. It is now under joint development by NAMC (Nanchang Aircraft Manufacturing Corporation) of China and PAC (Pakistan Aeronautical Complex) to fulfil the requirements of the Chinese Air Force and Naval Air Force, and the Pakistan Air Force. It is also expected to compete in the international market. In recognition of this collaboration, the aircraft was redisgnated K-8 and named after the mountain range forming part of the border between the two countries. To meet Pakistani and Chinese requirements, the program reportedly will involve about 200 aircraft. Design of this aircraft began in July 1987. Wind tunnel testing had been completed by Spring of 1988, and prototype construction started in January 1989. Five prototypes have been ordered uptil now, the first of which is expected to make its test flight soon. Its armament includes one 23 mm gun pod under center-fuselage, with self-computing optical gun-sight in the cockpit, two external stores points under each wing, capable of carrying gun pods, rocket pods, bombs, missiles, auxiliary fuel tanks (inboard pair only), or a reconnaissance pod. Its flight performance, at maximum take off weight, is as follows: Max. level speed at sea level 432 knots (800km/h; 497 mph) Max. rate of climb at sea level 1,620 m (5,315 ft)/minute Service ceiling 13,290 m (43,600 ft) Take off run 403 m (1,323 ft) Landing run 512 m (1,680 ft) Range: with max. payload 802 nm (1,487 km; 924 miles) with max. fuel 1,214 nm (2,2250 km; 1,398 miles)

3) Sabre-II: This was one of the most ambitious indigenous weapons project taken up by by the PAF. It was conceived that a completely new aircraft would be designed, based on the Chinese F-7 (and Soviet Mig-21), which would be cheap enough to form the backbone of PAF and sophisticated enough to carry a lethal punch. Hence, in short, it was meant to revive the legacy of the famed F-86 Sabre which played an unforgettable role for Pakistan in 1965 and for the Americans in the Korean war. The main philosophy of the Sabre-II project was to produce a third world fighter. It was to be designed as a co-project between Pakistan, China and Grumman of USA. Grumman was to provide all the latest technology while China was to provide an initial manufacturing base. Pakistan was to later start progressive manufacture of Sabre-II and then to start export to a number of third world countries.

Unfortunately, the cost per unit was computed to be above US $11 million a piece. And since a large market abroad and at home was not feasible with this price tag, it was decided to drop this project and go for the simple F-7s combined with the powerful American F-16s. The only advantages of the F-7 are the price and maneuverability. China is going ahead with the project, however. An agreement was signed on 21 October 1988 between CATIC and Grumman to produce a further developed export version of the F-7M known as the Super-7. This programme supersedes the Sabre-II proposal offered to Pakistan, which was rejected on grounds of cost and insufficient performance increase. The present agreement covers a preliminary design phase, after which, if a sufficient customer interest is shown, progress would take place to a second detailed design and development stage, and finally a production third stage. Like the Sabre-II, the Super-7 will have lateral air intakes for a more powerful engine (candidates are General Electric F404/RM12 and Turbo-Union RB199) and a 'solid' ogival nose cone for a Westinghouse APG-66 radar. But other changes are more extensive. The wings would be enlarged in span and area, fitted with leading-edge slats, and equipped with an additional pair of inboard hard points for Sidewinder air-to-air missiles. The fuselage will incorporate an enlarged dorsal spine to house additional fuel. It will have single-point pressure refuelling, an easier-access engine compartment,an arrester hook, and a revised ventral fin. Strengthened main landing gear, with larger tyres, will be combined with a new straight-leg steerable nosewheel unit. The F-7M's two internal 30mm canons will be replaced by a belly mounted twin-barrel 23 mm gun. A new cockpit, under a Northrop F-20 windscreen and canopy, will incorporate an F-16 type head-up display and a new ejection seat. A revised environmental control system will cool the avionics.

PAF has not yet shown interest in Sabre-II/Super-7. This project will only only move further if the Chinese receive firm customer orders from various sources so that the per unit cost comes down to serve the original philosophy. The original F-7M Airguard (now in PAF's service) has a couple of modern systems added to its predecessor (F-7B) like a GEC Avionics HUDWAC (Head-Up Display and Weapon Aiming Computer) system instead of the optical sighting system, a more effective ranging radar, new air data computer and radar altimeter, new IFF (Identification Friend or Foe), and a more secure communication radio. Other changes include a more efficient electrical power system to cater to the new avionics; two additional underwing stores points; ability to carry the newer and longer-range PL-7 air-to-air missile, which outwardly resembles the famed Matra Magic; a slightly different version of the Wopen 7B engine (Wopen is based on the original Soviet Tumansky R-11 afterburning turbojet and is being manufactured at the Chengdu plant in China as WP-7); and a relocated nose probe.

Sources:

Jane's All the World's Aircraft 1990.

Defence Journal, Karachi.

Private sources of the author in the Heavy Rebuild Factories, Taxila.

7

Thanks so much for this great Folder. Has a lot of info about PAF bases.

http://www3.pak.org/gupshup/smilies/smile.gif

waiting for more !

Regards

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PAF BASE, SAMUNGLI

From 14 May to 12 July 1954 RPAF Station Samungli was commanded by Major Sikandar Khan of Pak Army. On 13 July 1954 it was taken over by Squadron Leader K M Akbar. Soon thereafter, a G C Wing was established at the base and Major Sikandar Khan became OC G C Wing.
On I June 57 the annual Shaheen Air Training Corps camp was officially inaugurated at RPAF Samungli. Squadron Leader J Z Mikulski was appointed OC and was assisted by Flying Officer A Hanif, and Sergeants Sabir, Zahoor and Hussain. During June 1957, the SATC wings from Dacca, Sargodha, Drigh Road and Chaklala participated in the camp. They were followed in July by the wings from Lahore and Peshawar.
On 19 October 70, the Care and Maintenance (C&M) Party Samungli was redesignated as PAF Base, Samungli with a proposed location of 2 squadrons by 1974. Between 1970 and 1978 fighter squadrons from Masroor, Sargodha and Peshawar spent several weeks of summer months each year at Samungli.Summer camps for college students were also held annually at the base to make the youth air minded. Until the first fighter squadron became permanently based at Samungli, a fire power and close air support demonstration used to be held every summer for the students of the Quetta Staff College, by squadrons assigned from different air bases of the country. The biggest of these demonstrations was held in September 76 when the participants comprised Nos 5, 7, 11, 15 and 18 Squadrons. The practice continues but most of the air effort is now generated from Samungli itself. PAF Base Samungli remained a satellite base till 31 March 78; thereafter, No 23 Squadron moved there on permanent deployment. In due course, it also became the home base of No 17 Squadron and No 31 Wing was formed in May 83 with the two squadrons. The development of air defence units at the base started in 1981 when HQ No 4 Sector and its component units moved into the area as a consequence of the Afghan war.
Before 1981 the officers' mess of the base was housed in a small hut-type building. Similarly, the SNCO's and airmen's mess were located in old WW II barracks. New messes as well as domestic accommodation and a 20-bed hospital were completed by the end of 1981.
An unusual event occurred on 26 May 81 when an Mi-8 gunship helicopter of the Afghan Air Force was hijacked from Quandhar to Samungli by Captain Jamal-ud-Din of the AAF, with flight engineer Lieutenant Faisal Khan and the pilot's brother Kamal-ud-Din.
After 23 Squadron was assigned its new air superiority role its colour presentation was held at the base on 15 May 82. Lieutenant General Rahim-ud-Din Khan, Governor of Baluchistan, reviewed the parade and presented the colour.

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PAF BASE, PESHAWAR

From 1922 to 1940 Royal Air Force Station Peshawar housed 4 RAF squadrons: Nos 5, 20, 28 and 31. The station provided close support to army units which included the Nowshera Brigade and other field regiments in the North West Frontier. In March 37, A Flight of No 1 IAF Squadron also moved to Peshawar, for active duties in the frontier area. No 27 IAF Squadron moved to Peshawar for conversion on to Vultee Vengeance dive-bombers.
In October 47 RPAF Station Peshawar, with Wing Commander E Nazirullah as its first station commander, had under its command Nos 5 and 9 RPAF Squadrons, and No 1 AOP Flight. Besides conversion training, the squadrons conducted extensive armament training, including rocket firing and air to ground gunnery. Major Morris was in command of 1 AOP Flight which was being used for intercommunication and reccee duties in connection with the movement of refugees and also in its basic Air OP role. The station meteorological section provided forecasting service for the operations staff at Chaklala and Risalpur as well.
In December 48, a fighter-bomber wing was formed at Peshawar and a year later Fury aircraft replaced the Tempests in the squadrons. In February 1958, Nos 11 and 15 Squadrons, equipped with F-86F aircraft, moved to Peshawar from Masroor and were joined soon by No 20 Squadron flying RT-33As. On 10 April 59, an Indian Air Force Canberra entered Pakistani air space, and 2 F-86s of 15 Squadron were scrambled from Peshawar; their successful 'first' is described in the chapter 'Eid Mubarak'.
A very important step towards safety was taken at Peshawar on 15 May 58 when an arrester barrier was installed on runway 35. A massive air display was held on 27 October 64, in which 44 F-86s, 16 B-57s and 10 F-104s from Mauripur and Sargodha took part. It was a demonstration of the air force's new aircraft inventory and attracted large crowds at the Jamrud range. Wing Commander Amanullah Khan and Group Captain Mian Sadruddin were the officers commanding Peshawar during the 65 and 71 wars respectively. The base performed commendably through both operations. It was from Peshawar that 19 Squadron mounted their spectacular strike on Pathankot.
No 26 Squadron, one of the units earlier based at Peshawar, was reequipped with A-5 III aircraft on 20 June 84. Air Chief Marshal M Anwar Shamim, Chief of the Air Staff, presided over the reequipment ceremony.
PAF Base Peshawar's significance as a strategically vital airfield has not diminished. It continues to undertake important border air defence operations necessitated since the 1979 Soviet of Afghanistan. The officers' mess has lost none of its nostalgic charm for PAF veterans and its tennis courts continue to host the premier national class championships each year. The Peshawar Golf Course, PAF's prized possession and boasting some of the country's best fairways, is proudly managed by the Peshawer base.

10

PAF BASE, MIANWALI

During the 1965 war it was realized that Sargodha needed an alternate recovery airfield deeper inside Pakistani territory, and Mianwali was selected as the site for this new air base, partly because a WW II airstrip already existed there already. In addition to serving as a deeper airfield looking east, it would act as a front line base against a threat from the west. Initially it was conceived as a satellite airfield only.
During the 71 war, Mianwali played a very active role and contributed substantially to the war effort of the PAF. It was activated in October 71 with Group Captain S M Dutta as its commander. Detachments of several types of aircraft operated from this' airfield during the war. The Indians found this airfield an attractive target and made regular raids on it for the first three days of war. However, after suffering heavy losses without causing any damage, the IAF discontinued its raids on Mianwali.
Mianwali's battle initiation occurred on the second day of the war. As a pair of F-6s was lining up for take off, 2 enemy Hunters pulled up for attack, having sneaked in undetected. The Hunters aimed at the lined up fighters but poor shooting left both F-6s untouched. As the Hunters pulled out of their attack and started exiting east at low level, one of the F-6 pilots Flight Lieutenant Javed Qazi took off in hot pursuit. Making up for lost time in full afterburner, Qazi never took his eyes off his targets and shot one of them down near Sakesar, about 40 miles from his home base. For his cool courage in precarious circumstances, he was awarded the Sitara-e-Juraat. During that war, another 4 Indian aircraft were destroyed and one damaged by the pilots and gunners, of this base.
In August 74, Mianwali was upgraded from a satellite to a full-fledged operational base. Wing Commander Sultan Muhammad took over as the first base commander. It took about three more years to complete the remaining framework of a permanent operational base with facilities such as residential camps, messes, and technical complexes.
In November 75, No.1 Fighter Conversion Unit was shifted from PAF Base Masroor to Mianwali on a permanent basis and equipped with the Chinese FT-5 (Mig-17T) aircraft. The FCU was to undertake fighter conversion training of the PAF Academy graduates. Since then this unit has successfully carried out this task, and has trained over 500 fighter, pilots who form the backbone of the PAF combat force today.
The next unit to arrive at Mianwali was No.14 Squadron in November 76. The squadron was assigned the task of carrying out operational conversion of the graduates from No I FCU on their first single-seat fighter. No.14 Squadron continued to perform this task till August 86 when it was selected for reequipment with F-16s and moved out of Mianwali. The F-6 OCU task is now in the hands of No 25 Squadron. Several additional operational units and facilities have been added to the base during the 1980's.

[This message has been edited by Akif (edited July 31, 2001).]

11

PAF BASE, CHAKLALA

Chaklala was already functioning as an RIAF station well before independence and a Para Training School (PTS) was located there. On 12 January 47, a medical training centre under the command of Squadron Leader Haque was also established at Chaklala. On 14 August 47, the PTS had the honour of presenting the guard at the lowering of the RIAF ensign for the last time when RPAF Station Chaklala was born. The base soon became the scene of intense air activity; in August alone, there were as many as three hundred and nine arrivals and departures in addition to frequent VIP movements. The station provided all ground handling facilities to Nos 10 and 31 RAF Squadrons which conducted many Dakota flights for the evacuation of non-Muslims from various frontier regions and for air lifting migrants from India to Pakistan. Being located in a most attractive provincial On 20 September 47, the Central Medical Board (CMB) was established at Chaklala under the command of Squadron Leader Mahmood . Like other RPAF stations, Chaklala was short of manpower and the departure of Indian and RAF units had given it a desolate appearance. Both runways had begun to sink and break up due to soil erosion and excessive traffic, and repairs could not be carried out for want of funds. Meteorological and fire services were almost non-existent and daily requirements were being met on, an adhoc basis.
On 22 June 48, a Bristol Freighter gave a demonstration of loading and unloading of equipment, which was perhaps the first indication of the station becoming a transport base. By October 49, a detachment of 6 Squadron had been established at Chaklala, but the station's main role still related to the function of a forward repair and maintenance unit. No 1 Air 0 P Flight and an air selection centre had also been established here.
On 1 January 50, No 3 University Air Squadron of the Punjab was formed at Chaklala which, alongwith No 1 AOP flight and the 6 Squadron detachment remained the three regular flying elements of the station till June 1954, when the Flying Instructors School (FIS) was established. At about this time No 3 Air Scouts Troop and No 76 MODC Platoon were also raised at Chaklala. By January 56, 4 additional units had come up at the base: No 103 Air Logistic Depot, No 2 Wireless Observer Squadron and No 10 MODC Platoon were established here, while the Central Gliding School (CGS) was, moved up from Drigh Road to Chaklala.
The northern area air transport commitment had meanwhile grown from a single aircraft operation in 1949 to almost the full strength of a squadron, and from the mid-50s onwards,transport squadron personnel were being continuously rotated at Chaklala from their parent station, Lahore. Finally in 1960 the entire air transport element of the PAF, i.e. Nos. 3, 6 and 12 Squadrons were moved to Chaklala, and since then the base has remained the hub of all peace time military air transport activity in Pakistan. In March 1963, the first four C-130s were received by No. 6 Squadron and on 29 June the C-in-C PAF flew in one of them for the first time. Next day, the Bristol freighters were struck off from the squadron establishment. Over two years later, in September 65, the technicians and engineers of PAF Chaklala accomplished the unusual feat of making 4 phased out Freighters serviceable for war operations within just two days. During the war the base carried out 297 sorties against the enemy and 5 officers were awarded Sitara-e-Juraat. On 17 April 67 a formation of 5 C-130s flew for the first time in an air display held at Chaklala. In 1971, the base had again become a centre of hectic air transport activity much before the war itself, because of the floods and civil disturbances in East Pakistan.
The base continues its function as a military air transport and VIP movement centre. It has had the privilege of accommodating the main component of Air Headquarters in its modern Transport Conversion School building since the early-80s and boasts of providing functional or administrative support to more than 50 units today.

12

Wow, keep em coming bro, thanks again for sharing

http://www3.pak.org/gupshup/smilies/ok.gif

13

PAF BASE, FAISAL

The history of PAF Base Faisal, perhaps the oldest air base in Pakistan, is a rich one since the RAF used it as their primary maintenance base to serve units throughout British India.

Soon after the India Command of the Royal Air Force was formed in 1918, with a projected deployment of 8 squadrons on the subcontinent, an aircraft repair depot was established at Lahore with a detachment at Karachi and a port depot at Bombay. In 1922 the main unit was shifted from Lahore to Drigh Road, where the first commanding officer of what was called 'Aircraft Depot, India', was Wing Commander Charles D Breese, RAF. The change to Karachi was logical because knocked down aircraft could be off loaded from British ships at this closest subcontinental depot, assembled, test flown and ferried away to the squadrons based inland. This was to remain the station's chief function until RAF Drigh Road was handed over to the Royal Pakistan Air Force in 1947.

Early in 1927, among a draft of RAF airmen who arrived from the UK was an AC2 T E Shaw. In 1914, when he was 26 years old, he had been commissioned as an officer in the British Army, and after earning Worldwide fame as 'Lawrence of Arabia' for his expeditions against the Turks, had retired as a lieutenant colonel. Now he was embarking upon a second career, as an ordinary airman recruit in the RAF. From his letters can be gained an authentic description of what Drigh Road was like at that time. He was assigned to the ERS (Engine Repair Shop) and wrote that although there was no hot water, the food was excellent and Karachi City was only 7 miles away. In the evenings he would go out to listen to the music of the camel bells along Drigh Road. He wrote to his mother on 24 February 27 that the camp was "new, stone-built and spacious", and that his job was "to follow the various engines as they pass through the shops, and record what changes and repairs and adjustments each requires". On 24 February 42 the Aircraft Depot was redesigned No 1 (India) Maintenance Unit and on 20 February Group Captain J McFarlane assumed command of the unit. With the entry of the Japanese into WW II, the role of Drigh Road had expanded; it was now the main supply base not only for the RAF in India but also for all the squadrons and units engaged in the Burma and Malaya campaigns. Records show that in the early months of 1942 the greater number of aircraft dispatched by the Maintenance Unit were Hurricane and Mohawk fighters. On 29 June 43, work was started by the North Western Railway Company on a new rail siding in the dispersal area to expedite deliveries of aircraft which arrived by sea in crates, as well as to replenish the bulk fuel tanks. The new sidings were completed on 22 August and a test train was successfully operated. The first Spitfires reached Drigh Road during August 43 and on 4 September, the operations record book (ORB) notes, "Wing Commander R L F Boyd, Air Headquarters Bengal, reported to the unit with 9 other pilots to collect the first consignment of Spitfires. The arrival of these aircraft in India was to prove a decisive factor in the air campaign against the Japanese. On 21 November 43, repaving of the runways with concrete blocks was begun; these were laid at night to avoid any interruption of flying. Among the aircraft types flown by the T&D (Test and Dispatch) flight in December 44 were: Hurricane, Spitfire, Vengeance, Defiant, Harvard, Fairchild, Blenheim, Liberator, Wellington, Moth and Dakota. This reflects the magnitude and variety of work undertaken by the station at that time. In January 44, no fewer than 260 crated aircraft arrived at the Karachi docks to be assembled, test flown and dispatched; and on 2 February the first of the most significant type after the Spitfire, arrived - 2 Republic P-47 Thunderbolts which had been transported from the United States by sea as deck cargo. On 27 April, another 35 P-47s arrived in the same manner; most of the aircraft were towed to the unit along a desert track. During June 44, RAF Drigh Road accepted 111 aircraft after tests, and 109 of these were dispatched; there were 426 test flights. The ORB for December recorded that "the year 1944 finished up with 1,660 aircraft having been dispatched from this unit". On 10 March 45 Group Captain N C S Rutter left Drigh Road for Bombay prior to embarkation for the UK on repatriation: he had commanded the station since December 42. The previous day Wing Commander A Hauglin had assumed temporary command pending the arrival of the new station commander, Group Captain C E Williamson Jones, DFC. In that month, 2 new types of aircraft were flown from the T&D Flight - 4 experimental P-51 Mustangs and a complement of Spitfire XIVs. The assembly of Spitfire XIVs was begun and the first Mustang passed to the servicing flight. At 1500 hours on 8 May 45 the station commander announced the news that the war in Europe was over. On 18 June 45 the new east-west runway 26 was opened. The airfield was now taking all reinforcement aircraft flown into India. No 202 Staging Post moved in from Mauripur. At the end of that month some Tempest mainplanes were received and on 10 August the assembly of the first Tempest II was completed. On 15 August the station commander announced the cessation of hostilities in the Far East. To celebrate the end of the war against the Japanese the station remained closed from 16 August until 0830 hours on the 18th. In its entry for 19 January 46, the Drigh Road Operations Record Book said: "A small number of airmen expressed their dissatisfaction with service conditions and the slow pace of demobilization by means of a small demonstration. Not more than 250 men were involved who, after being addressed by the CO, returned to their normal duties. On the 21st, Air Commodore A L Freebody, AOC 226 Group paid a flying visit from Delhi and addressed the men. Conditions had now returned to normal and continued so until the end of the month. On 21 February, however, a mutiny in the Royal Indian Navy which had broken out in Bombay spread to Karachi; on the following day the majority of Indian airmen on the station refused to go on parade in the morning as a gesture of sympathy with the RIN mutineers". With the termination of British rule on 14 August 47, and the creation of India and Pakistan with their separate armed services, Drigh Road was handed over to the Royal Pakistan Air Force with effect from 30 October 47 - after having been a Royal Air Force station for twenty five years, having supported RAF operations on the northwest frontier in the 1920s and 30s and the Allied air offensive against the Japanese in World War If. In October 47, Group Captain S C Elworthy, RAF, took over as the first commanding officer of RPAF Drigh Road. After his return to the RAF in the years to come he would rise first to become Chief of the Air Staff of the RAF and later Chairman of Britain's joint Chiefs of Staff Committee and the Chief of Defence Staff. Also in October 47, a colour hoisting parade was held in front of the station headquarters and the Pakistan flag was hoisted at the air base for the first time. Technical Training School (TTS) and Recruits Training School (RTS) were the first RPAF units to be established at the stations: these subsequently moved to Lahore and Kohat respectively. In December 47, a contingent of 100 selected trainees, commanded by Squadron Leader Omar, took part in a combined services parade held at the Karachi polo ground; the Quaid-e-Azam took the salute. Present behind him on the dais were Admiral Jefford of the navy, Major General Akbar Khan of the army and Group Captain S.C.Elworthy of the air force. On 15th August 1950, an air display was held in aid of the RPAF benevolent fund. Prime Minister Liaquat Ali Khan, after reviewing the squadrons, addressed the officers and men of the RPAF, telling them that he was glad to record that not only expansion of the forces but a very great advance in technical efficiency had also been made. About 150,000 people witnessed the air display (the first of its kind in the capital) described by experts as a demonstration of the highest order; precision bombing, rocketry and supply dropping were highly appreciated. The spectators were amazed to see Bristol Freighters disgorging their 28,000 lbs. of supplies, including 3 jeeps and 30 soldiers each, in less than three minutes. The best item on the programme was an aerobatics display in a Fury fighter Piloted by Flight Lieutenant F S Hussain. An unfortunate incident during the same display was a crash in which Pilot Officer Akther Hussain lost his life. At about this time, the foundations were laid for the growth of major units of the future like 101 Maintenance Unit (101 M U) and 102 Maintenance Unit (102 M U ). Simultaneously efforts were being made to make the people, especially the youth of Karachi air minded. A University Air Squadron was formed and air displays were held regularly. The first Pakistani jet fighter squadron (No 11) equipped with Attackers was established at this station in 1951 and continued to be based here till 1956. Jet aircraft from America started arriving in early 1955, T-33s being the first. The defence minister, General Muhammad Ayub Khan and the C-in-C RPAF visited the station on 6 May 55 and inspected the T-33 trainers as well as No 11 Squadron which was commanded by Squadron Leader F S Hussain. The first PAF investiture ceremony after the introduction of Pakistani awards was held at Drigh Road on 13 November 59. Ten days later, another historic event took place: a B-57 aircraft piloted by the C-in-C PAF, Air Marshall Asghar Khan landed at Drigh Road for the first time.

14

PAF BASE, MALIR

Soon after independence, a signals and radar school was established in 1948 on the premises of an abandoned WW II airfield on the outskirts of Karachi, called Malir after a neighboring village. The school was to train all future radio and radar technicians of the PAF. The instructional staff was provided by a British company, International Air Radio Ltd (IAL). In 1949 PAF Malir was raised to station status, Squadron Leader A Salaam Butt being the first station commander. Offices of the station headquarters were housed in the building now occupied by PAF Model School.
The initial role of the station was to exercise administrative and supervisory control over the training activities of the Signals and Radar School, which was later to be called School of Electronics (SOE). The following year, a maintenance depot was also raised at the base with its administrative control vested in the station commander. A facility to train signals officers at Malir was added in 1957, and Pakistani officers and SNCOs took over the entire training task of the school from the IAL staff in 1959. In 1963 the SOE moved out to nearby Korangi Creek air base to join its sister institution the School of Aeronautics.
Immediately after 1965, a ground combateer wing was established and placed under the administrative control of PAF Station Malir; in subsequent years 8 new units were located there. The present role of the base is to keep all its lodger units in a high state of preparedness for their wartime roles. During both the 65 and 71 wars, the air base fully met or exceeded its assigned commitments, and supported its field units by efficiently organizing several logistic points throughout the country.
The first Aero-modeling club in the PAF was established by Flight Lieutenant S R H Naqvi at the Signals and Radar School in 1953. The club was inaugurated by Air Vice Marshal L W Cannon, the C-in-C PAF.
From the early-70s to date, the base has assumed additional responsibilities for training and maintaining the PAF's mobile elements in a high state of readiness. The base has grown substantially during recent years and the small village of Malir is now a fast expanding township.

15

PAF BASE, KORANGI CREEK

The Royal Air Force established RAF Station Korangi Creek in 1923. The primary role of this beach station on the outskirts of Karachi was to provide embarkation and disembarkation facilities to RAF and other British personnel arriving by civil or military amphibious aircraft, and also to handle receipt and dispatch of cargo on these aircraft. For this purpose, a jetty was built with complete refueling facilities; the aircraft used to alight on the shallow The water in the creek and taxi up to the jetty. Large mooring blocks and picketing points were built for anchorage of the aircraft. Six Nissen huts were erected for storage of cargo and one block known as the Halton Block was built to serve as customs office and passenger lounge. Twelve bungalows were built for married officers and 3 blocks for bachelors. Lord Mountbatten while commanding South East Asia Command during WW II visited this station and stayed in the VIP suite of the present base commander's house.
SNCOs and airmen's messes were also constructed together with 20 living-in barracks for airmen and 120 one-room houses for the followers. An aboveground sewerage system was installed and the entire sewerage was ejected into the sea through large cement pipes. Electrical power was provided by 3 engine driven generators located in the station power house; two of these generators are still working (1988) as standby power supply to the base! In 1942, the RAF leased an area of 1,007 acres from the provincial government and the station premises were then properly secured with a perimeter fence. Korangi Creek also served as a logistic base for the aircraft repair depot at Drigh Road through the supply depot there. Aircraft engines and spare parts that were brought to Korangi Creek by amphibious aircraft were eventually transferred to Drigh Road to be made use of. Much of the equipment serviced by the repair depot was channeled through Korangi to Bombay to support RAF units all over India. After independence, the station continued to be commanded and manned by RAF personnel till 1949. In December 49, the first RPAF station commander was Wing Commander A K Malik. At this stage it was decided to make Korangi a technical training base for officers and airmen of the RPAF. In April 51, the first technical school was established at this station and was named the School of Aeronautics (SOA). The school was inaugurated by the prime minister of Pakistan, Mr. Liaquat Ali Khan. The SOA soon established its reputation in the PAF and abroad and a large number of foreign countries started sending their air technicians for basic training. In 1963, the School of Electronics (SOE) was moved from PAF Station Malir to Korangi Creek to become the sister institution of the SOA.
The need for training PAF engineering officers within the country had been felt immediately after the establishment of the SOA in 1951. However, it was not until the mid-60s that it became feasible to budget for a PAF college of aeronautical engineering. Consequently the CAE was established at PAF Korangi Creek on 1 March 65. The college remained at Korangi Creek for over 21 years till it was shifted to PAF Academy Risalpur. in May 86.
Subsequent to CAE's departure three major units of the PAF have been located at Korangi which have enhanced the training role of the base. A premier institution for training selected SNCOs, the JCOs' Academy was established in 1986, and the College of Education, dedicated to instructors' training was set up in the same year. Also the Central Trade Testing Board (CTTB), for many years a Faisal-based unit, was moved to Korangi Creek.
To equip this base more comprehensively with the training aids, methods and environment necessary for the PAF's aerospace technicians of the year 2000, Air Headquarters drew up a multistaged modernization plan for Korangi Creek in 1986, which is gradually taking shape. New equipment to introduce state-of-the-art technologies to young trainees has been ordered and the old, makeshift class rooms and labs are being torn down to make place for a completely transformed training base.

16

PAF BASE, LAHORE

Lahore is one of the oldest bases of the PAF. During pre-independence days it functioned as a maintenance depot for the RIAF, but it had no flying units. After Pakistan came into being and upto 1948, Lahore remained a small base while continuing its maintenance role. A big change came when, in 1949-50, No 6 Transport Squadron equipped with Dakotas and Bristol Freighters moved from Peshawar to Lahore. Later, in 1960 the squadron moved on to its permanent home Chaklala.
Within a month of independence, an air force central medical board had been established at Chaklala, which was responsible for the medical certification of all aircrews of the PAF, civil aviation and plant protection department. Soon thereafter, the C M B was relocated at Lahore where it remained for about ten years; in 1959 it moved again, this time more permanently, to Mauripur.
In the early-50s, a University Air Squadron (UAS) and a Shaheen Air Training Corps (SATC) troop were established at Lahore with a view to making the students air minded, and for attracting talented youngsters to join the RPAF. The USA was equipped with Austers and Tiger Moths comprised gliding, aero-modelling and camping etc. Both these units were disbanded sometime in 1956-57 but not before they had made a substantial contribution to the all-important pilot recruitment programme of the RPAF.
In 1960, the station organization was reorientated to make Lahore an air defence base. Many existing observer units were shifted to it from other bases, and by 1965-66 additional units had been raised. Today, the operations wing of Lahore has the vital responsibility of providing year-round air defence cover by both human and technical means over vast areas of the country.
In the late-50s, the civil aviation department was placed under Air Headquarters. Consequently, the PAF station commander at Lahore was also made the regional controller of civil aviation for Lahore region, which encompassed areas upto Rahim Yar Khan. At the same time, the regional control centre was moved from Chakala to Lahore while the civil air traffic shifted from Walton to Lahore airfield. In 1961, a PIA Super Constellation made its first landing at the improved Lahore airport. The northern hangar of the PAF was loaned to PIA and converted into the civil terminal building. In 1966, the main runway was extended to facilitate operation of Trident and Boeing aircraft.
In 1978, the PAF's new low looking as well as high powered radars and associated facilities started to arrive in the country, and Lahore base was given the responsibility of setting up an institution for the purpose of training large numbers of officers and men on the new equipment. Accordingly, in 1978-79 an air defence modernization school, now renamed as Air Defence Systems School, was established to qualify all technicians, operators, engineers and controllers before assignment. Today the ADSS continues to fulfil this role on a permanent basis.
Being located in a most attractive provincial capital and historically rich city, the Lahore air base also plays host to many air force dignitaries from foreign lands. In addition, during the annual Air Force Day celebrations on 7 September, the base attracts one of the largest crowds in the country, and many retired PAF personnel settled in the city are welcomed to join the festivities.

17

PAF BASE, KOHAT

PAF Base Kohat has had a long and active history which can be divided into two periods according to the role of the base i.e. pre and post independence periods.
The RAF commissioned this base for operational purposes in 1922 to meet the threat posed by tribesmen of the northern and western areas of the Frontier Province. Kohat was one of the three stations in the region, the other two being Peshawar and Risalpur. In the 20s, Kohat was The administrative wing, maintenance wing fighter-bomber base with two squadrons of Westland Wapitis - Nos. 27 and 60 RAF Squadrons. The Wapiti was a single-engine general purpose aircraft, powered by a Bristol Jupiter engine. It was rather small and carried a pilot and an air gunner. No 60 Squadron had a fine record in WW 1 Albert Ball, VC, was among its distinguished first combined graduation parade of members.
According to records available at the base, the headquarters building, aircraft and supply hangars, Ml room, armory, swimming pool and many other buildings were erected in 1925. Double storey barracks Nos 90 and 95, and living out JCOs' accommodation were built in 1940.
In 1938 there were two different squadrons at the station, Nos 16 and 17 with three flights each and with each flight comprising 8 aircraft. The aircraft were mainly Wapitis and Audaxes, with a few Blenheims. All pilots and airmen were British. The runway was a rectangular grass field divided into four equal parts, each of which was irrigated in turn. The present ATC building was called 'watch office' and lamps like the ones carried by railway guards used to be placed along the runway for night flying. The electric power supply was DC and used to be drawn from the MES power house situated behind the CMH. No 16 Gorkha Regiment used to guard the base at night .
The runway was extended in 1939 for which the main hangar (No 28) had to be dismantled and rebuilt at the present SEM classes site. In the early-70s, the same hangar was moved to PAF Base Mianwali. The present supply squadron hangar was used as an aircraft workshop. The present catering flight used to be the airmen's mess while the small room in front of the present MI room was the catering flight. The station commander, Wing Commander Bray, lived in a bungalow on the premises of the officers' mess, now occupied by the SMO, and used to go to office in a horse drawn coach. Several officers had their own horses and played polo at the army brigade ground. Stables for the horses were built in the officers' mess compound. The officers used to wear trousers while the men wore shorts with stockings. The food was cooked separately for personnel of different religions but most of the cooks were Christians. During WW 11, several RAF and IAF squadrons staged through Kohat as part of their cycle of rest periods between deployments on the Burma front. Among those who commanded the station between 1939 and 1947 were IAF Wing Commanders Mukerjee, Mehr Singh, A M Engineer and Arjun Singh. On 19 December 43, General Sir C J E Auchinleck visited the station and inspected a guard of honour formed by IAF airmen. The General arrived from Thal in a Lodestar aircraft and was received at the aerodrome by the Commander Kohat District Major General C A Osborn, AOC No 223 RAF Group Air Commodore H J F Hunter and the Station Commander Wing Commander S Mukerjee.
In the post-independence period, Kohat was commanded only by Pakistani officers. The primary role of the station as a flying base was extended with the addition of a training function and this dual function lasted till the end of 1963. The last flying unit to operate regularly from Kohat, No 9 (Fury) Squadron ceased operations from this airfield in 1961. Thereafter, Kohat has remained primarily a training base.

18

PAF BASE, LOWER TOPA

Since the early 1930s, the British air force had maintained a small summer training establishment for its officers and men at Lower Topa in the scenic Murree hills. Three years after independence the RPAF decided to continue a similar use of the base by establishing the School of Administration there for airmen trainees. On 1 May 50 Lower Topa became a regular RPAF station whose function was to provide administrative services to the school which was tasked with the training of airmen of non-technical trades. In October 50, the role of the station was enhanced to include the conduct of advanced administrative courses for officers and SNCOs. In August 51, the School of Administration moved to Kohat and, in its place, pre-entry apprentices training was transferred from Kohat. During this period, the station produced 2 cadres of pre-apprentices, one for training at Halton, England, and the other for training at Korangi Creek.
The station was reduced to a care and maintenance status in May 53, when Air Services Training Ltd, UK, with their British staff, took over the training of pre-entry apprentices on the lines of English public schools. When the ongoing pre-apprentice courses were completed by January 54, the only unit that remained at Lower Topa was the PAF Public School.
This institution took shape under the dedicated efforts of its first Principal Mr. F H Shaw and his team, who rendered outstanding service to make the school a top class, pre-cadet institution. In 1959, after the departure of the British staff the school was manned entirely by Pakistani instructors including the Principal, Wing Commander M Daud. Initially the School prepared its students for the matriculation examination of the Punjab University. In 1956, this system was replaced by an internal school leaving examination, but the school reverted to matriculation in 1959. Thenceforth the school flourished and earned an enviable reputation amongst the public schools of the country for its high standards. Presidents Iskander Mirza and Ayub Khan visited the institution in April 56 and July 62 respectively.
In July 67 the school was redesignated as PAF College Lower Topa with the role of educating its students to the mental, physical and moral standards required for entry into the PAF as officers in the GD (P) branch. In July 68, the college was merged with PAF College Sargodha, and in its place, the Initial Training Wing (ITW) of PAF Academy, Risalpur., was established at Lower Topa.
The role of the ITW was to impart initial training to freshly inducted cadets which involved grooming the young men in the initial disciplines of military life. The pilots courses did two terms and the engineering cadets one term at Lower Topa before they joined PAF Academy, Risalpur and the College of Aeronautical Engineering at Korangi Creek. The cadets of the air defence, logistics and accounts branches, after their first term at Lower Topa, were sent to Sakesar and Kohat respectively for their professional training. The training of administrative, education, legal and branch list officers was also conducted at Lower Topa. In December 69 the ITW was redesignated as PAF Station Lower Topa and finally became an air base in October 70. In December 79 the training activities at PAF Lower Topa were terminated and relocated at the PAF Academy.
The base assumed its new operational role in January 85, and has settled down to its new responsibilities with additional facilities that were developed in the mid-80s.

19

PAF BASE, KALABAGH

It was decided by Air Headquarters in 1958 to make use of a vacant military camp at Kalabagh, situated on the Murree Hills range, to set up a winter and summer survival training school for PAF aircrew. As a first step a ski and mountaineering school was established at Kalabagh on 9 July 58 under the command of Captain M Shah Khan whose services were initially loaned by the Pak Army. The role of the school was to teach aircrew how to survive at high altitudes after a forced landing or ejection. The school was placed under the administrative control of PAF Base Chaklala . In 1967 Shah Khan, a dedicated and expert mountaineer, was permanently transferred to the air force and promoted to the rank of wing commander.
By 1968 the task of the Survival School had been expanded to include skiing courses at Naltar, located farther north near Gilgit, desert survival courses in the plains, jungle survival courses in East Pakistan and sea survival courses at Karachi. Special syllabi and exercises were accordingly designed to train the aircrew in techniques of survival in different types of environments. Specific subjects covered were navigation, signaling, finding and preparation of edible sources of nourishment, finding and purification of water, preparation of shelters, improvisation of survival equipment, and the techniques of escape and evasion from hostile areas.
Over the years the Survival School continued to expand and in 1975 its home, Kalabagh, became a fully fledged base. Shah Khan, who became the first base commander, was later promoted to the rank of group captain and retired in 1979 after twenty one years of meritorious service in this unique institution of the PAF. The base will always carry the stamp of his selfless devotion for he not only tended to the institution at birth but also nurtured it through its youth like a godfather.
The schedules and syllabi of the courses were last revised in 1984, and the current annual training programme includes 5 courses for snow survival, 5 for general survival, 2 for desert survival and 3 adventure courses. The general survival and adventure training is conducted in the Kalabagh area itself while desert survival courses are conducted in the Rann of Kutch or in the Cholistan desert.
The valley of Naltar, from where the fully equipped Ski and Snow Survival School operates each winter, is one of the most beautiful in the country and is ideal for survival training. Here the students can be exposed to an arctic like terrain and to all the problems pertaining to living and surviving in snow. The ski slopes available at the Naltar school are: 'Nursery' for beginners, 'Kindergarten' for intermediate students, 'Wild Boar' for advanced skiers and 'Shaggy Dog' for the experts or the fearless. Most of the ski instructors are nationally trained PAF officers and SNCOs; from time to time a few instructors are also sent abroad for learning about the latest developments in the sport.
Kalabagh continues to grow and to augment its facilities for survival and adventure training. Archery has been added to the syllabi of survival courses. This will provide aircrew an opportunity to improve their neuromuscular coordination, and enable them to stalk and hunt animals should the need arise. As in the case of skiing, it has been the PAF's privilege to be the first to introduce archery in the country.
The ski lift, installed 25 years ago, has been completely refurbished in 1987 and its capacity has been doubled. PAF Base Kalabagh had acquired the prestigious membership of the World Wildlife Association (WWA) during the command of Group Captain Shah Khan. Since then, several types of bird species have been obtained from WWA and, after careful breeding in the base sanctuaries, released in the area to promote their survival as well as the natural beauty of the air base environment.

20

PAF BASE, BADIN

In 1962 it was felt necessary by the PAF to establish a radar installation at Badin due to the strategic importance of the area. It was located close to the Indian border, and enemy aircraft taking off from forward Indian airfields in Rajasthan would have to pass through its cover to attack civil and military targets in the lower Sind region between Sukkur and Karachi. For a number of years the base remained an important sector operations centre contributing to the air defence of a large area in the southern region of Pakistan.
The base is located in the typically sandy and flat terrain of the southern Sind where the post-independence availability of water has transformed the countryside into highly productive farm lands. Due to its remote location, friends did sympathize in the early days if one was posted to Badin. But with the efforts and initiatives of each successive base commander, the technical and domestic facilities at Badin continued to improve and today the base is fully self sufficient in all operational, administrative and recreational respects.
Throughout the 65 war Badin's men bravely warded off air attacks and kept its operational facilities fully intact. On 21 September, When an enemy rocket set ablaze an equipment building, Leading Aircraftman Muhammad Anwar Hussain Khan, a radar mechanic of the maintenance wing, died a hero's death while trying to extinguish this fire. For his courageous conduct Anwar Hussain was posthumously awarded the Tamgha-e-Juraat. He lies buried near the main guard room where floral wreaths are laid on his grave on 7 September every year to renew the memory of his valour.
Some time before the 71 war began, the sector operations centre at Badin was moved to a new location to enable it better to cover a larger area of responsibility. During that war, the observer squadrons of the base were deployed at their assigned surveillance posts and provided excellent and timely warnings to the air defence network. In one particular air raid against Badin itself the determined gunners of the ack unit shot down an attacking Mig-21 with their intensive and accurate fire. Much has been done in recent years too by way of further development and modernization of the base. Its responsibilities have been enhanced both in magnitude and in character to enable it to continue its solid contribution to the PAF's operational efficiency.