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HISTORY OF
PAKISTAN ARMY AVIATION
1947 - 2007
Brigadier Jabbar in 2007 Late fifties saw the induction of L-19 aircraft while
OH-13 helicopters arrived in the early sixties. This
new equipment brought about new units and new roles. We were lucky to have such energetic
and zealous unit commanders like Babar and Mahmud at this time. Similarly, Karim was busy in
GHQ to bring about awareness with regard to the operational role of these flying machines.
1965 war was the first serious challenge for Pakistan Army and it was so satisfying to
observe excellent performance by Army Aviators. Gallantry awards won by Army pilots speak of
their commitment, devotion and bravery. Army Aviatiors once again gave an excellent account
of their mettle in 1971. In the next two decades. this dynamic Arm not only gained the status of a
“Corps” but also absorbed bigger helicopters and lethal machines to match the changing face of
the modern battle.
It is amazing to see the professional robustness and versatility of its pilots, engineers and
the Commanders in exterme demanding conditions of weather and terrain - may it be peace or
war, within the country or abroad. It is heartening for me to see such an impressive growth from
a modest beginning into a formidable Arm.
In the end. I would like to appreciate the efforts of Maj Gen Muhammad Azam, Lt Col
Mushtaq Madni and Maj Aamir Cheema on behalf of all Army Aviators for under - taking this
colossal task and turning the dream of Aviation History into reality.
Keep up this excellent performance, Fly safe and may God be with you.
iii
General Ashfaq Parvez, Kayani, NI(M), HI
I am pleased to note that the History of Army Aviation is a comprehensive account of the
development of the Army Aviation Corps since 1947 and covers all facets of its growth. The book
will not only be beneficial to all Aviators but to the entire Army.
Army Aviation has grown exponentially not only in size but also in its role as a force
multiplier of significance towards all commitments of Pakistan Army, Army Aviation in post
1971 emerged as a prominent and flexible arm, Raising of Aviation Corps in 1978 and induction
of Gunship Helicopters in 1985 validates its significance. Army Aviation played a key role in the
Siachen Conflict and later in Operation Lifeline in 2005. The present War Against Terror is an
all arms team effort but for its success: Army Aviation is the key. Aviators have a very heavy
responsibility on their shoulders as their role on the modern battle field will continue to grow and
therefore, they have to focus on achieving professional excellence with requisite flight safety.
I appreciate the team work that has gone in the compilation of this book and hope that
useful lessons will be drawn from the past to make future more secure and peaceful.
iv
Major General Waqar Ahmed Kingravi
Army Aviation has always responded to the clarion call with alacrity in the past and will Inshah
Allah continue to do so in future also. May it be the external threat, Internal Security Duties, or providing
succour during natural calamities, Aviators have always placed duty before self and played a vital role
for the succesful completion of arduous tasks. Its annals are replete with stories of courage and sacrifice
of its officers and men. We, the Aviators, are proud of our predecessors, who set such high standards of
excellence and sacrifice.
This History of Army Aviation is deeply intertwined with the saga of Pakistan and its Armed Forces.
The present book is a result of sweat and toil of numerous individuals, spread over more than ten years.
The most conspicuous thread which provided continuity and momentum to the successful fruitation of this
mammoth project remains to be Major General Muhammad Azam. He was ably assisted by Major Aamir
Cheema, whose passionate involvement provided vivid colour and details to the book. There were many,
many more, who made significant contributions, but it would not be possible to name them all over here.
I would like to convey my sincere appreciation to all serving as well as retired Aviators, who spared
their valuable time to provide precious input for an accurate compilation of the History of Army Aviation
covering its first six decades of existence
v
PREFACE
History in the Making
Work on the history project of Army
Aviation took a start in mid-nineties when the
GOC, Maj Gen Rahmat Ullah tasked Aviation
School to undertake the project. Maj Gen Arif
Nazir (then serving as Lt Col in Tac Wing of
Aviation School) produced what would be the
first draft. Maj Gen Abdul Razzaq, the third
GOC of the Corps, however, gave a boost to
the whole effort in 1996 by incorporating a vet-
eran Aviator, Lt Col (R) Mushtaq Madni to ex-
pand the work. Col Madni worked diligently for
a number of years and a much expanded draft
emerged from this effort. This second draft how-
Major General Muhammad Azam HI(M)
ever could not be printed and the whole project
stayed shelved for the next three years.
It was in early 2002, when having taken over as the GOC, I decided to pursue the project. Existing
draft was circulated among old Aviatiors and three meetings with the retired Aviatiors took place in Pindi,
Lahore and Karachi. Based on observations of the veterans, a number of boards were formed to work on
areas / aspects which needed more attention. At the same time, a dedicated History Office was formed in
Aviation Command with Major Aamir Cheema deputed as the Project Officer. This officer worked with
missionary zeal and commitment. Enormous help / participation was also visible especially form retired
Aviators. Three ardent supporters of the Project left for their celestial abode while the work was still on;
they were Brig Saleem Ullah, Brig HR Abbassy and Maj Manzoor Kamal Bajwa. I am deeply indebted
to Brig Jabbar, Brig Mahmud and Wing Commander Nazir Siddiqui for their support / contribution. Brig
Mahmud made remarkable addition to the entire work with his excellent recollection of the 65 war. I must
express my gratitude to Mrs. A B Awan for having given us access to her late husband’s pictures and
documents. Group Capt Hussaini’s credit is also acknolwedged for reproducing a number of his paintings.
Incidentally, the proverbial last push was rendered by Maj Gen Waqar Kingravi and Maj Gen Taqi Naseer
Rizvi.
In the end I would make two points - one that I wish to thank a host of other serving and retired
Aviators who contributed immensely but could not be named due to space. Second, I must admit that his-
tories are never final; some events and some narratives may not have been covered adequately in spite of
our best efforts, please do send your observations to the Editorial Team or Aviation Directorate / Command
for incorporation in the next edition.
vi
1
Morning 15th August 1947, Lahore Airport. Pakistan Army’s share of 4 Auster
Aircraft being painted with Pakistan insignias. This Flight over the decades has
groomed into present day Pakistan Army Aviation
2
1947
3
1947
4
Air OP Flight’s
Immediately after re-grouping as the First Air OP Flight, the unit was tasked to fly
missions in support of the army deployed/moving to help the refugees coming into
Pakistan. Pilots would fly between Amritsar and Lahore to monitor safe passage of
the refugee columns. Troops were despatched by the army authorities at Lahore on
receiving information from the pilots of any troubled column. These Auster were a
source of solace and assurance to the steady stream of humanity crossing over in one
of the world’s biggest population transfer.
5
Initial Flying
6
1948
7
1948
8
1949
solo stage. It was at this pre solo stage that other three Pakistani students were dropped from flying despite
best efforts of instructors. Solo flying was done in Tiger Moth from the rear seat. My self and Captain
Kirmani flew seventy hours in this phase. Our final phase of four month flying was at Middle Wallop, which
is located in Hampshire County close to Lark Hill. It was an army setup where commandant was a Group
Captain from RAF. Main emphasis here was on the strip landings. There were two phases in this part of the
course, in first phase, we converted on Auster Mark VI and in advance phase we learnt artillery shoots and
other tactical aspects of flying. Later we were awarded flying brevets in a graceful ceremony”.
9
1949
11
12
1949
Air Chief RPAF. I was awed by what seemed to be a long walk to the table where he sat at the opposite end
of the hall.”
“We have a mission for you. A pilot training programme in East Pakistan must be set up the soonest.
The Indians would not allow over flying of armed aircraft but have conceded safe passage of few light
planes. That is where we need you. Four Auster aircraft are to be ferried to Dacca. We would give you
Polish pilots (There were quite a few Polish pilots in RPAF in those days). Convert them and also tame
them to fly light planes. A Dakota would accompany you to carry maintenance crew, enough fuel, some
spares and the like. I have spoken to my counterpart Mukerji. He has agreed to your night stay at Agra.
A second stop at Gaya may be necessary. Agra is Indian Air Force transport base. There may be some
night flying in progress, in case you arrive late. Also Agra onwards, you may expect strong winds, almost
matching forward speed of your aircraft. The station commander has been instructed to supervise early
morning Meteorological briefing himself so that you set off under favourable weather conditions”. After
this narration Air Commodore Mcdonald looked at me for any query and I asked, “Amongst the pilots, may
I have one of my own, Captain Jabbar? I would feel more comfortable”. “Yes, do that … the pilots and
Dakota will report in due course, and my staff is available for any further assistance. “Good luck!”
“On 9th November 1949 Flight Lieutenants Mohawsky, Tronchinsky and Flying Officer Lanky Ahmad,
the Dakota pilot reported to me and I converted Mohawsky on Auster -V (E604) in 50 minutes”.
13
1949
14
15
16
1951
17
1951
Instructor Training
RPAF was getting their flying instructors trained from
England at Central Flying School (CFS) Little Risington located
near Oxford. These instructors in turn trained the students at
Risalpur. Pakistan Army also adopted this pattern and was allotted
one vacancy every year at CFS. Major Awan availed the vacancy in
1949, Captain Saleem Ullah in 1950 and Captain M. M. Karim was
the last one to undergo training in 1953. Captain Mahmud (brigadier
retired) became the first army flying instructor to graduate from
RPAF Flying Instructor School (FIS) Chaklala, In 1954. He stood
first in the course. The RPAF instructors at Chaklala included Flight
Lieutenants Rahat Latif, Inam and Wing Commander Siddiqui.
Escalation - 1951
Prime Minister Liaqat Ali Khan paid a visit to Quetta and Chaman. At Chaman along with Brigade
Commander Brigadier Altaf Qadir and Wing Commander Zafar Chaudhry, Officer Commanding 9 Squadron
(later C-in-C PAF). Prime Minister directed that Afghans should be taught a lesson. In the words of Brigadier
Karim who was also present there with his Auster. ‘Prime Minister made a punch and said “in logon ko
maza chakadu” (Teach these people a lesson). On 18 July 1951 Prime Minister held a cabinet meeting to
raise a tribal lashkar of 20,000 for defence against Afghanistan. While Pakistan was busy at the western
border, India amassed her forces at the eastern border. Although the build-up was going on since January
1951 but it reached the point where flight of two Austers was recalled hurriedly on 20th July 1951. On the
way back Captain Karim’s aircraft forced landed at Multan. ‘‘I failed to locate Multan due to severe dust
storm and forced landed at Shershah as I was running short of fuel”. Flight was assigned the additional task
of monitoring the blackout drills in Rawalpindi during this escalation.
18
1951
The navy decided to station the Air OP aircraft at RPAF Base, Drigh Road Karachi since it was more
convenient as compared to Mauripur.
The background of this exercise was that some time back a senior naval officer had witnessed a
firepower demonstration at Tilla Ranges (Jhelum), which included a shoot by an Air OP. When Air OP got
airborne; he established the radio contact with the firing unit on ground. He took two ranging rounds and
ordered the fire for effect. The shoot took about ten minute. The naval officer was extremely impressed by
the speed at which the target was engaged. He wanted to know if the navy can make use of the Air OP. Navy
arranged the exercise and asked for Air OP pilot and aircraft participation. Between October 17-22, 1951,
Captain Saleem Ullah carried out target engagement and flew sorties for various ships. The shoots were
generally successful but took more time as compared to the ship
Flight Exercises
The routine working in the flight was very enjoyable. Flying in the early hours of the day followed
by administrative work and games especially hockey in the afternoon. In the evening, there used to be table
tennis matches. Major Awan, the flight commander, was very keen on the professional matters. He always
maintained that a pilot must be the most wanted person in the whole formation and his usefulness depends
on the thorough professional skill and knowledge of the operational area. Exercises were therefore set, in
which each pilot in turn had to take his section out in the operational area, to establish Advance Landing
Grounds (ALG) for three to four weeks and prepare the road reconnaissance reports. His other area of
interest was the aerial photography. He thought these to be of great help to the formation commanders. In
the flight various kinds of exercises were conducted to generate healthy flying activities. On 21 November
1951 flight held its forced landing competition. Signal exercise was also carried out apart from routine
advance landing ground exercises at Fateh Jang, Basal, Pindi Gheb, Campbellpur area. Each section had
one pilot, one aircraft, one jeep, one 1.5 ton vehicle, one operator communication unit, two drivers and two
aircraft technician. There was no cook and pilots had to cook themselves. Overall there was a great sense of
unity in the section.
1 Air OP Flight had inherited the photographic equipment. In October 1948 Pilot Officer Ashraf was
the first one to undertake aerial photography mission for 10 Division. The basic role of air observation pilots
Captain Karim
Captain Ahmed
Major
Awan Captain
Jabbar
19
1951
was to take artillery shoots in the war. They could call upon the divisional or corps artillery as the case may
arise. For this they had to be excellent gunners on ground. Thus there were regular classes of gunnery in the
flight followed by aerial artillery shoots at Nowshehra Ranges.
Auster at Nowshehra
Latha Phairo
On 27 November 1951 Captain Saleem Ullah went to Bahawalpur to cooperate with 6
Bahawalpur Field Regiment. He came back with new ideas and new fire discipline orders. The few
terms he learned during his stay at Bahawalpur included “Latha Phairo” meaning Fire. “D,One, Ka
Latha Phairo” meaning one round gun fire. ‘”Chir Chir Pai Hovee” meaning scale two. All shoots
were successful and he wondered whether the fire discipline that emanates from Lark Hill is more
correct or the one from Bahawalpur.
Tiger Moth
In 1953, Air OP got one Tiger Moth aircraft from the air force. It was a biplane having an open cockpit
and a skid instead of the tail wheel. The instructor would operate from the back seat while the student
20
1951
occupied the front one. It had no radio and intercommunication system. Pilots were issued with two rubber
tubes to be connected to a pipe for intercommunication. It was more aerobatic than the Auster and proved
useful for basic training. Major Saleemullah was given instructor rating on this aircraft and he trained few
pilots. Later basic training was conducted on Auster V and Tiger Moth was returned to the RPAF. The
normal establishment of flight was four Auster- V and two Auster -VI aircraft.
21
1954
22
1955
Chief Flying Instructor at the RPAF Flying Instructor School. Another batch of artillery officers comprising
Lieutenants Mumtaz Baluch, Latif Awan and 2/ Lieutenants Qayyum, Nazar and Hameed Abbasy arrived
for flying training in mid 1955. These officers were trained by University Air Squadron on Tiger Moth (DH-
82) aircraft after which they shifted to No.1 Air OP Flight for advance training on Auster aircraft. Number
of new faces like Captain Riaz, Hashmi, Mustanir Tirmizi, Saqlain, Rabbani, Nazir, Aslam Janjua, Raja
Wali and Shafaat joined in after the aptitude test. This brought a sense of satisfaction to those who could see
a positive growth in the flying community of the Army.
23
1956
Captain Karim - Major Awan and Station Commander Razmak- 1951 Captains Jabbar and Ahmed
25
1956
family a bit later. Out of the first three ladies only Mrs. Awan is alive. Captain Karim remained bachelor for
a long time. Captain Blaker was a lively and jolly fellow especially on week end nights, He got married to
his sweetheart Irene an Anglo Indian working as secretary in the Technical Branch of RPAF Base Chaklala.
There were four dinner nights in a week and once a month there used to be a guest night in which married
officers along with their lady wives were also invited. Customarily newly married officers along with their
lady wives were dined in or dined out in the mess. The new mess building came up in 1955. Major Karim’s
wife who later designed the Army Aviation Brevet was chiefly responsible for the interior decoration of the
mess
Front Row Captain Jabbar, Major Awan, Flight Sergeant, Mrs Leworthy, Flight Sergeant, Major Leworthy,
Captain Saleem Ullah and Captain Blaker at the Annual Flight Family Day 1951.
26
1958
27
Formation of L-19 “Bird Dog”. Pakistan Army Aviation
received over 62 Bird Dogs between 1958 - 1962. Bird Dog
remained the backbone of Pakistan Army Aviation till phased
out three decades later.
28
1957
L-19 Formation of 31 Aircraft led by Lt, Col M M Karim on 23rd March Parade - 1964
Pioneers
In 1957 the first batch of pilots selected to undergo L-19 conversion left for USA. This batch had
already flown solo on Auster with the 1 Air OP Squadron at Chaklala. Solo flying was the pre-requisite
for training in USA. The pioneers who were trained in USA on L-19 included Captains Qayyum, Riaz,
Hashmi, Gilani, Nazar, Nazir, Tirmizi, Saqlain, Rabbani, Shafaat, Aslam and Raja Wali. In 1958, more
officers proceeded to USA – Captains Sultan, Fazal, Rafique (lovingly called “Rafique Bhai” for his all
time brotherly behaviour). Latif, Madni, Subhan, Sarfraz, Shams, Naeem, Younis, Sultan Mahmood, Akram
and Kallue. Two Electrical and Mechanical Engineer (EME) Captains - Maqbool and Majeed Ullah were
also sent for maintenance training as well as pilot training. Unfortunately Captain Majeed Ullah did not
qualify. Captain Maqbool thus became the first EME officer to put on the flying brevet. These two officers
later underwent Maintenance Course together. The basic idea behind was to have an engineer who could
understand the aircraft problem, rectify it and air test it.
29
1957
From Left: Captains Hashmi, Qayyum, Commandant, Major Hussain, Major Nazir, and Captain Riaz
30
Allied Officers Group Photographs
Officers from thirteen countries including Pakistan were trained together in flying
31
L-19 Training in USA
ia
School insign
Captains Qayyum and Rabbani
Chevy was bought for $80, by Captain Riaz and Hashmi Capt Aftab Iqbal is second from left and Capt Rabbani
second from right
32
1958
33
1958
ATC building. The commanding officer, second in command and adjutant offices were set up in the ground
floor of this building. The area in front of ATC was grassy and was used for aircraft parking. In May 1959
the construction of glass structure on top of ATC building was undertaken and renovated by 11 Engineers
Battalion. The domestic camp had a number of mud plastered bamboo huts. The quarter guard was located
in front of the present day canteen. A mud track opposite the quarter guard was the main entry into the
technical camp. The area around was occupied by the villages, who would cultivate their land next to the
aircraft. A major graveyard was situated at the present day site of ordnance depot. Army Dog Breeding
Centre was also located at Dhamial where the present day post office is housed.
President Ayub Khan decided to shift the capital of Pakistan from Karachi to the present location, soon
after he took over the reigns of the country in 1958. For the purpose, a “Capital Commission” was formed.
Pilots of 1 Air OP Squadron earned the historic opportunity of flying the members of this commission to
have a bird’s eye-view of the proposed area. On 7th October 1959, nine aircraft took this party for aerial
reconnaissance of the area, which now forms Islamabad.
notes, duly signed and sealed by the appropriate authority were also given to both the pilots. Each promising
a cash reward of rupees one hundred thousand if the pilot was handed over to the political authorities in
case of any mishap. From Peshawar, the pilots flew to Malakand and via Chakdara followed the only road
leading to Khar area. Couple of miles short of Khar village, the group with two donkeys was spotted. Low
passes were made and Captain Rauf was recognized by Captain Kallue without any doubt.
This was the beginning and soon after intense aerial reconnaissance of Dir-Bajaur area by 7 Infantry
Division, based at Peshawer, Kohat and Bannu got underway. Initially aviation effort was provided from
Dhamial on required basis. 2 Squadron provided the sorties between 11-14 August 1960 in general area
Kabal-Buner-Kalam. On 19th September 1960, a flight of 1 Air OP Squadron under Major Nazar with
Captains Riaz Malik, Shams Kureishy and Sultan Mahmood were placed at Peshawar to provide necessary
support to 7 Division.
L-19s Go to Gilgit
On 22nd August 1960, a formation of five L-19
aircraft ex 2 Squadron embarked on a historic flight
towards Gilgit, led by Lieutenant Colonel Blaker,
with Major Zaffar, Captains Younis, Ghalib, Mokeet
and Lieutenant Nagy. Lieutenant Colonel Blaker had
informed the Artillery Directorate of this venture and
preliminary reconnaissance was carried out on 16th
August when formation flew for an hour in the valley.
Forced landing areas were discussed, Chilas was a
natural choice and the strip there was cleared through
personal liaison and before take off it was again
confirmed through RR5 Radio Set. Meteorological brief
was taken from Chaklala. Flying time was 02.30 hours.
Flight during its stay in Gilgit ventured into Misgar,
Passu, Shimshal Valleys and turned short of Khunjerab.
Flight returned back to Chaklala on 23 August less
Captain Mokeet and L-19 No 635, who had to carry out
exercise with the Special Services Group(SSG). Captain
Nishat (later lieutenant general), Captain Yaqoob and Captain Mokeet
Captain Anwar Mustapha had brought their company of
guerrillas for snow warfare; this was first such venture. Captain Mokeet along with Lieutenant Nagy flew
a number of sorties in support of this SSG Company. At times rations were dropped from the pods of the
aircraft, it was for the very first time that Army Aviation aircraft flew over glaciers. On 24 August they flew
to Skardu and next day operated in Hunza Valley.
36
1961
Awan Masud
Major Abdul Latif Awan and Captain Masud’s one wheeler at night at Lahore
38
1962
Ordnance Support. An ordnance support section (Air) called the OSS (Air) was initially raised with CMTSD,
Chaklala (CMTSD later shifted to Golra) with Capt. Asghar as the first OC
(Capt. Asghar, a 10th PMA Engineers officer who later shifted to Ordnance.
He retired as a Major and lives in Chaklala Scheme II). This section moved
with I Air OP Squadron and in 1959 Lt. Iftikhar Hussain Shah took over as
the 2nd OC. Lt. Iftikhar later rose to the rank of Colonel and lives a retired
life in Nazir Apartments in Rawalpindi. In 1961 he brought this section to
Dhamial and started construction of first three sheds. Capt. Aman Ullah
was the next OC followed by Capt. Latif Ch, Capt. M L Niazi and Maj.
Yousaf. During the early sixties another Ordnance Section was raised with
COD Karachi to handle arriving US Aid and repair of assemblies with PIA
workshop. One of the OCs, Maj. Yousaf-A World War II Veteran is still
remembered for his interesting war stories which he so fondly narrated in Capt. Asghar
his peculiar style in the Dhamial Tea Bar.
The “SATCO” Of Dhamial. Late Flight Lieutenant Farooq was the first qualified Senior Air Traffic Control
Officer (SATCO) at Dhamial. He was a fighter pilot grounded for the sin of beating up over his native town
and pushed into this oblivion. His friendliness and charm made him a popular member of the flying family
in no time. His initial contribution laid the foundation of ATC at Dhamial on firm footing. Captain Irshad
Gull was the first Army Pilot who underwent Air Traffic Course at Karachi and performed the duties of
SATCO.
39
May 1963
Pakistan Army Aviation’s first twin engine aircraft was inducted in May 1963. Major Zaffar Khan
was the first twin engine pilot of the Army followed by Major Mohammad Khan (brigadier retired) and
Captain Shams Ul Haq Kureishy(lieutenant colonel retired). Both went to America in February 1961. Pilots
flew thirty hours on U8-D, (The training version) and later flew another thirty hours on L-23F.Training was
conducted in United States Army Aviation Centre, Fort Rucker, Alabama.
L-23F is the military version of Queen Air 65.It is also known as U8-F and Seminole. This aircraft
was shipped to Karachi. From Karachi, the American crew flew it to Dhamial. Initially it was in grey
colour and later it was painted green by the Pakistan International Airline. In the initial days there was
no formal set up and the aircraft was operated by these two pioneer pilots. Later Major Mushtaq Madni
underwent conversion along with Major Amanullah of EME in USA. Crew was designated as Commander-
in-Chief’s Pilots. This arrangement continued till 1965 War. VVIP Flight was formally raised in 1966 under
Lieutenant Colonel Zaffar. L-23F remained in use of subsequent Commander in Chiefs namely General
Musa,General Yahya and General Tikka,before it forced landed on 4th February 1983 near Okara with
Major Ayaz and Major Javeed on controls (This aircraft met with a very unfortunate ending-though having
survived the forced landing it was written off during sling lifting from the site by a helicopter having gone
into oscillation).
40
Lieutenant Colonel Ghulam Jabbar
was the First Base Commander
from 15 October 1962 - 29 July 1963
and again commanded the Base
from 16 September 1965 - 2 September 1972
Brigadier Ghulam Jabbar later became
the first Director Aviation and retired
in 1973. One senior Aviator beautifully summed
up Brig Jabbar’s role/contributions to Army Avi-
ation - “Brig Jabbar has been to Pakistan Army
Aviation what Nile has been to Egypt”.
41 Colonel Awan the second Base Commander along with Maj. Aftab Haider, Maj. Nazir and
Maj. Khalid Kamal visiting 1 Squadron
Raising Day 15 October 1962 as
Dhamial Army Air Base. On 3rd
October 1964, it was redesignated
as Army Aviation Air Base and
renamed as Qasim Army Aviation
Base on 12 December 1972.
Dhamial ATC
42
1964 - OH-13S
The First Helicopter of Pakistan Army
43
Lieutenant Colonel Naseer Ullah Khan Babar
the Pioneer Commanding Officer of First Rotary Squadron
of Pakistan Army. He was decorated with Sitara-i-Jur’at in 1965 War
and again in 1971 War. He rose to the rank of Major General and later
became Governor of NWFP. In 1990 he was also decorated with
Sitara-i-Shujaat
44
1963
Post World War II period saw the vertical lift machines making serious debut in the world conflicts. The
British used helicopters in the jungle warfare raging in Malaya and the French used these in their counter
insurgency operations in Algeria. Americans fielded the Bird Dog and along with the newly developed Bell
OH-13S (Sioux) popularly called “The Bubble” in the Korean conflict. The Bubble proved so useful in
various combat roles, especially the casualty evacuation that it was aptly called “The Flying Angel”.
Allied Rotary Pilots including Pakistani Pilots (last five on the right standing)
45
1964
3 Squadron is Raised.
3 Squadron was raised on 1 January 1964 at Dhamial and OH-13s were inducted under the command
of Lieutenant Colonel N.U.K. Babar with Major Faizuddin Brandon as second in command. The induction
of helicopters was expected to enhance the operational capabilities of the Army Aviation in peace and war.
Lieutenant Colonel Babar along with Major Tirmizi on first cross country heli navigation
46
1965
Lieutenant Colonel
Naseer Ullah Babar
47
Lieutenant Colonel MM Karim
Lieutenant Colonel
Saeed Qadir
48
1965
RANN OF KUTCH
Rann was the first armed conflict between Pakistan and India after the Kashmir campaigns of 1948.
Topography
Roughly north of parallel 24
degrees east of Karachi, a desolate
area of mud, swamp and salt
stretches eastward for almost 200
miles into India. For much of the
year the great Rann of Kutch (Rann
means battlefield in Sanskrit) remains
submerged in sea water. In summer it
becomes one of the hottest places on
earth, it is not a desert but then neither
it is a plain or sea. Bhits are few feet
of raised grounds and population is
scarce, only around brackish water
holes. Their only living is making salt
from sea water.
The Rann
Chronology
The international boundary between India and Pakistan was never really demarcated in this area.
Even during the reign of Raj the boundary between Sindh and princely state of Bhuj was undetermined
mainly due to its vastness and absolute dearth of life. The weather phenomenon receded the sea to an
extent that 3500 square kilometers area became disputed. In 1951, Sindh Police and Rangers established
a few posts along southern edge of Pakistan side of Rann. In 1953, these posts were abandoned due to
cyclone, which were later claimed by the Indians. In 1958, Prime Minister Noon and Nehru discussed
these posts and matter was put into cold till 1965.
49
Rann of Kutch
refuelled at Multan and Jacobabad en-route. Captain Saadat Ullah narrates. “In February 1962 a flight
of 2 Squadron had co-operated with 19 Baloch Regiment in Hyderabad area in which Captains Nazir,
Younas, Subhan Baig and Sarfraz took part. Back in 1961 Captain Rafiq and Captain Siraj had also flown
to Karachi for co-operation with 19 Baloch Regiment. The background of these missions was to facilitate
the 19 Baloch Regiment in preparing contingency plans involving commando raids on Indian naval
installations. 19 Baloch Regiment later evolved into present day Special Services Group, at that time was
also responsible for training of naval commandos. I had three hundred hours of flying experience. We both
were briefed by our Commanding Officer Lieutenant Colonel Zafar regarding the secrecy and sensitivity
of the mission. Our aircraft were fitted with Air Control Traffic sets for communication with PAF fighters
and ground communication. The mission was to support the Special Services Group in carrying out
the reconnaissance of Rann of Kutch. At Hyderabad we landed at Combined Military Hospital Strip(no
more existing) and were received by Captain Vardag and Captain Sadiq of Special Services Group(SSG).
Captain Vardag of Pakistan Army was commanding PNS Himalaya for over four years and was the
brain behind these plans. He had been trained in America for underwater commando operations. He had
convinced the higher authorities on the feasibility of destroying certain Indian naval installations by
using his elite naval commando force. He had also been practicing jumps from the amphibious aircraft
of PAF, Albatross SA-16. This company of SSG was stationed at Bholari Airfield for secrecy. Captain
Vardag informed us of carrying out aerial photography of the Dwarka radar station located at the edge
of Rann of Kutch. Subsequently Captain Subhan Baig planned the mission for the next morning and co-
ordinated with Mauripur and Drigh Road Airbases apart from Badin radar station. We were given the ACT
frequencies and were instructed to keep listening watch and in case of emergency to give them a SOS
call.
Preliminary Reconnaissance. On 19th April 1964 we took off
from Hyderabad with Captain Vardag and Captain Sadiq on board for
preliminary reconnaissance of the target area. We flew to within one
mile of the target area maintaining 15 feet of height. We could have
flown even more low as Rann is as flat as a billiard table with scanty
bushes here and there. After two hours and fifteen minutes of flying we
returned to Hyderabad. We found the general target area clear, without
any movement. Both guerrilla captains left for Bholari to brief their
company. SSG at that time was tasked to prepare contingency plans
for all disputed territories. With the help of Army Aviators these two
commando officers wanted to have a close look at the radar and carry out
photography. Pilots and commandos discussed all eventualities including
reaction of Indian Air Force and ground based weapons, thus an outline
plan was conceived for the reconnaissance. The general outline of the Lieutenant Colonel (R) Mir Saadat
plan revolved around SSG infiltrating on the same night (19 April 1964)
and placing themselves close to the target. They were to provide physical cover to pilots in case of any
emergency. These SSG troops also had the ACT sets”.
Overhead Dwarka
Lieutenant Colonel retired Saadat Ullah further narrates “ On 21st April 1964, Captain Baig with
Captain Vardag and myself with Captain Sadiq got airborne from Hyderabad Strip at 0600 hours. We
were in communication with SSG troops who had infiltrated close to the target area apart from Badin
and Karachi Air Bases. At 0730 hours we reached Dwarka area maintaining tree top level, we were 500
yards away from the radar station. Close to the radar Captain Baig pulled up to 300 feet above ground
level and I followed him. Simultaneously both SSG officers started taking photographs. We made West
to East runs and later North to South runs. The enemy on ground did not react although army vehicles
were visible. Probably Indians were too surprised to react. After three minutes of photography we rushed
back. Flying at ten feet, we first hit Rahim Ki Bazar and later reached Hyderabad. Squadron Leader Butt
50
1965
officer incharge at Badin Radar rang us and informed, as soon as we left the target area two Indian jets
were spotted on the radar screen for over fifteen minutes.
Mission Not Yet Over. Same day, we flew to Drigh Road where films were developed and at night Captain
Vardag and Captain Sadiq gave the bad news that western side of the target area has not been photographed
and it is vital for any successful raid on the target. Captain Baig without any hesitation agreed to undertake
the mission again on 22nd April. Captain Baig sensing that enemy is alerted wisely changed the take off
time to 0430 hours, he also altered flying routes. Now instead of coming to Hyderabad we would be
landing at Mauripur Air Base. Flying over sea for over forty minutes for a non swimmer like me was
horrible thought, SSG officers assured me, come what may they will swim me to the shore.
Final Run. On 22 April 1964, we took off from Hyderabad in dark at 0430 hours and planned to reach
target area by 0600 hours. Everything went as planned and we hit the south-eastern side of the radar
station keeping a distance of 800 yards from it. SSG officers took the requisite photographs. On the third
run we were fired upon by the ground troops, meanwhile Badin Radar also came on the air and advised us
to exit the target area as two Indian jets were approaching from a distance of 200 miles. We immediately
went down to the sea level and headed for Karachi, Captain Baig was maintaining 10 feet and I was
slightly higher than him. The total flying time from Dwarka to Somiani was about 35 minutes and after 15
minutes of flying Mauripur Base came on air to tell us that two Sabres of PAF were airborne to provide
us the cover. We landed safely at Mauripur. On 25th April, we both proceeded to Jacobabad and on 26th
April we reached back Dhamial.”
Events of 1965
In January 1965, Indians started probing forward. They reached our posts at Mara, Rahim ki Bazaar,
Ding, Kanjarkot and Surai. Indians also reinforced the area with 2 battalions of Border Security Force. On
19th February, Indian aircraft violated our airspace. On 6th March, General Headquarters ordered Major
General Tikka Khan to allow no further violation of own territory. General Tikka had following troops
under his command:
6 Brigade Brigadier Iftikhar Janjua (6 Punjab, 15 Punjab, 2 Frontier Force).
51 Brigade Brigadier KM Azhar (18 Punjab, 6 Baluch, 8 Frontier Force).
52 Brigade Brigadier Sardar Ismail (7 Punjab, 17 Baluch).
3 Engineers Battalion, 14 Signal Battalion, 24 Cavalry (joined later from Lahore) and 12 Cavalry (one
squadron). Divisional Artillery was commanded by Brigadier Aslam, 14 Field, 25 Field, 38 Field, 12
Medium, 83 Mortar Battery and 88 Mortar Battery.
Indian Troops
31 Brigade Area Sardar Post - Ggid Kot - Karim Shah.
50 Para Brigade Area Dharm Sala - Biar Bhit.
AMX Tank Regiment Karma- Biar Bhit - Dharm Sala.
Artillery 11 & 167 Field Regiments and 71 Medium Battery.
51 Brigade
51 Brigade launched attack at 0200 hours on 9th April, with an objective to capture following:-
51
April 1965
Phase I – Capture of Sardar Post (18 Punjab & 8 FF). At 0330 hours, 8 FF was halted 500 yards short
of post and by 0530 hours assaulting companies were pulled back from the objective.
Phase II – Capture of Jungle Post (6 Baluch). At 0445 hours, battalion had captured an out post and
at 1130 hours, they were 2000 yards short of the enemy post, having difficulty in getting fire support from
14 Field Regiment.
At 1400 hours, Brigadier Azhar was informed by the Air Observation Post (OP) regarding Indian
reinforcement of 70-80 vehicles on their way to Sardar Post. Therefore at 1530 hours, attack was called
off.
52
April 1965
Capture of Point 84
On 23 April 1965 at 1700 hours, Brigadier Janjua gave the orders to capture Point 84 on 24 April
mainly due to the aerial reconnaissance. On 24 April, from 1100 hours to 1430 hours the area was kept under
observation by pilots in L-19 and gave vital information regarding the enemy dispositions. 3 Squadron War
Diary records the fact, “The helicopter took part in the attack and capture of Point 84 position. One Indian
Canberra bomber dived and made feint attack on our helicopter.”
53
September 1965
At 1000 hours, aviators who were in the air from dawn to monitor the area, saw cloud of dust and
reported movement of 40 tanks towards Biar Bhit area from south west. General Tikka immediately moved
24 Cavalry located at Rahim Ki Bazaar to concentrate in area Jatrai. However, no enemy tanks appeared
on the scene. Later while walking through the over run Indian position, Captain Bajwa picked up about a
dozen of brass ‘Gadwis’ an integral part of an Indian soldier, like mugs are to our soldiers. The officers at
Badin loved these rare war trophies and each one of them wanted one. So the entire collection disappeared
the same evening.
54
May 1965
OPERATION ABLAZE
L-19 OH-13
1 Squadron
In support of 7 Division Balloki 9 3
8 Division Badin 2
2 Squadron
In support of 1 Corps Kharian 3
Lahore 4
Sialkot 2 2
Rahwali 4 3
3 Squadron
In support of 18 Division Badin 10 5
55
September 1965
OPERATION GIBRALTAR
56
September 1965
57
September 1965
Operational Concept
Operation Gibraltar fell short of its objectives. In order to relieve the pressure on 12 Division, Pakistan
Army launched pre-planned contingency ‘Operation Grand Slam.’ The operation envisaged crossing the
cease fire line, capturing Akhnur via Jaurian, with the additional employment of 7 Strike Division. This
would cut the Indian Main Supply Route(MSR) to Jammu, thus paving the way for liberation of Indian Held
Kashmir(IHK). Grand Slam was so well conceived, directed and executed that it almost delivered the knock
out punch.
Lt Col Babar with Gen Musa, Commander In-Chief, Pakistan Army. Lt Gen Bakhtiar Rana is on the right
58
1st September 1965
Gujrat, two L-19s were also placed at Kharian. The officers at Kharian included:- Lieutenant Colonel M M
Mahmud, Major Nazir Ahmed, Lieutenant Muhammad Qasim, Captain M Saeed (EME) and Captain Khalid
Saeed Khan. In addition, three OH-13(S) helicopters from 3 Squadron were also placed under command
1 Squadron. Two helicopters were placed at Kharian( Major Bokhari with helicopter No.148 along with
Captain Askree in helicopter No.140). Captain Aftab with his helicopter No.136 was to remain at Gujrat.
The designated elements of 1 Squadron arrived at Gujrat on 31st August at 1000 hours, where a detailed
briefing was given by Major Rabbani in the evening, with the flair of a war veteran.
2 Army Aviation Squadron, commanded by Lieutenant Colonel Muhammad Khan already had its
one flight (No.6) operating from Bhimber in support of 12 Division. This Flight No. 6 consisting of Major
Sarfraz Rabbani (flight commander), Captain Pervaiz Zaka, Captain Anis Akram Beg and Captain Anwar
Hussain, were now placed under command 1 Squadron, and rest of the 2 Squadron was placed at 6 hours
notice. Some pilots were exchanged between 1 and 2 Squadrons to utilize the benefit of the acquired battle
experience and the knowledge of the terrain gained.
3 Army Aviation Squadron, commanded by Lieutenant Colonel Naseer Ullah Babar was placed at
Dhamial with few of its helicopters placed in support of field formations. Squadron’s primary task was to
look after the Kashmir Sector.
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1st September 1965
Major Rabbani was later decorated with Sitara-i-Jur’at for this action. He rose to Lieutenant Colonel’s
rank and commanded 2 and 3 Army Aviation Squadrons.
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1st September 1965
Akram. Both the Indian aircraft were shot, the debris fell near the post. That sealed the fate of the Sikhs, had
the result been other way around, I am sure they would have shot us then and there.
Keeping my nerves, I walked towards the Main Post led by the Sikhs through the minefield. Once
inside the post I was informed that they had received some shelling in the morning and two jawans have
been wounded (then dead) and their company commander, Major Nagi had left them in the morning on
pretext of getting supplies. I then realized that it was a Company Post of 5 Sikh Light Infantry with heavy
weapons like 106 millimeters recoilless rifle, a mortar and medium machine gun detachment from a support
battalion (pattern in Indian Army). I asked them to place their weapons on the parapet and move out and
kept pushing them, Captain Akram was of a great help in all this happening.”
“Once they were out I asked the Junior Commissioned Officer(JCO) to “fall them in,” he did so. I then
asked two jawans to carry a rifle each. I told Captain Akram to take the wounded soldiers towards own area
and also to inform and seek help from own formation, he was reluctant to leave me alone, but did as told.”
Rest of the Sikh Company was made to march under their own escorts with Lieutenant Colonel
Babar in the rear pushing them. Meanwhile Captain Akram marched and after few miles came across own
advancing troops, to whom he told all that had happened and got a jeep for the wounded prisoners. In the
jeep still worried about his commanding officer, he inquired from the Sikhs, “Would your comrades dare to
shoot my commanding officer?” The answer was a cheerful ‘No’.
By now it was near nightfall, Lieutenant Colonel Babar further narrates, “Enroute, I met Major (major
general retired) Abdullah Saeed and asked him to relieve me of the burden, he refused. Moving on I met
Major (lieutenant general retired) Faiz Ali Chishti, 2nd in Command of an artillery unit, I asked him for
transport, he refused as they were re-deploying. We moved on and at nightfall reached Moel Post, there I
informed them of the event and also asked them for some tea for the Prisoners of War and also informed
Kharian (where Major Latif Awan had proceeded) that I was safe.
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2nd September 1965
After tea and in the dark (blessed it was the full moon) we
moved towards Padhar. On arrival at Padhar (Corps Artillery Mess)
at 2000 hours, I asked the POWs to sit in the volleyball ground and
informed them that I was proceeding for dinner and that they would
get their meal at Bhimber. When I entered the mess and informed
Brigadier Amjad Chaudhry, (Commander Corps Artillery) and his
staff, they did not believe me and came out to see for themselves.
After a quick dinner, I requested for transport as by now I was fairly
tired having walked for 7-8 miles or more. I was once again refused
and was informed that the vehicles would be free once the bridging
equipment had been delivered at Tawi. At about 0230 hours, I was
provided the transport and some munching for POWs, after which I
asked them (POWs) to demonstrate their battalion embussing drill.
They did so in exemplary fashion and we left for Bhimber.
At about 0500 hours, we arrived at Bhimber and the panic
Major Latif Awan
started about escorts/guard for the Sikhs prisoners. However, I
handed them over to the brigade headquarters, after assuring them that I would look after their interest. I
was picked up at 1000 hours, along with the souvenirs (two G-3 rifles) and returned to Dhamial to receive
a dressing down from Colonel A.B Awan for having involved myself in the venture.”
When the POWs were interrogated, they narrated the incident. Late General Riaz Hussain (the then
Director General ISI) informed President Ayub Khan at a briefing
in the evening on 2nd September 1965 and sought his permission
to publish the item in the newspapers as it would raise morale of
our troops. Resultantly, it was published in all newspapers on 4th
September 1965. On same very day Lieutenant Colonel Babar was
at Kharian Strip to take General Musa, who had arrived in the L-23
from Rawalpindi, onward to forward area. General Musa asked him
if he had seen the day’s newspapers.
Colonel Babar further narrates: I said, “No” and he asked me
to get the newspapers from his L-23 aircraft. The newspapers carried
the story. General Bakhtiar Rana gave me a dressing down that the
army has spent so much money on my training and I was involving
myself in such frivolous activity. I was awarded Sitara-e-Jur’at for
this action.”
Major Akram
First Air Battle
Air Marshal Nur Khan,C-in-C PAF, arrived at Gujrat Airfield in a PAF aircraft. He was flown in an
L-19 to the forward line of troops near Chamb. As soon as he landed back at Gujrat, the first ever dogfight
between the IAF and the PAF aircraft started.(The one described by Lieutenant Colonel Babar). At about
1600 hours on 1st September 1965, four enemy aircraft appeared and started attacking our ground troops.
As these aircraft were in their attack runs, our fighters picked them up. Within a very short span of time all
the four Indian aircraft were shot down. The thrilling encounter of the First Air Battle, was witnessed from
an L-19 by Air Marshal Nur Khan, the C-in-C of PAF and Lieutenant Colonel MM Mahmud. Later Captain
Askree, the pilot of OH-13 helicopter landed at one of the sites of the crash and picked up a piece of the
wreckage. It was the insignia of the IAF. This was kept as a War Trophy.
2nd September 1965- Major General Yahya Takes Over the Command
The operations in Chamb Sector were launched on 1st September 1965. By the afternoon the leading
elements had reached Chamb. By the morning of 2nd September 1965, Chamb was captured, River Tawi was
crossed and the enemy positions at Troti Feature and other resistant pockets were under attack.
General Musa, along with Major General A.A. Bilgrami arrived at Kharian. They were picked up
63
3rd September 1965
by helicopters and brought to the tactical command post of 102 Brigade. Major General Yahya, General
Officer Commanding 7 Division, was also there. As per original planning but much against his wishes
Major General Akhtar Malik, was to hand over the command of the operation to Major General Yahya and
re-assume command of his own 12 Division. Initially efforts failed to locate Major General Akhtar Malik
and it was not feasible to pass him the orders on telephone. Captain Mir Saadat Ullah was personally briefed
by General Musa and was given a sealed envelope to be handed over to Major General Malik personally.
Captain Saadat’s only query from the C-in-C was regarding the disposal of the envelope in case of being
shot down by the enemy. Captain Saadat landed the envelope at the designated area in L-19 amidst enemy
fire. Later Major General Yahya, hurriedly held his ‘O’(Orders) Group and gave orders to attack Troti
Feature on first light of 4th September 1965.
By last light 2nd September 1 Army Aviation Squadron Headquarters, No. 2 and No.6 Flights were
concentrated at Gujrat Airfield. A strip was marked on the taxi track with night landing facilities. These
two flights were to operate during daylight from field strips in support of 7 Division and 4 Corps Artillery
respectively and to fall back at Gujrat. Next day a strip was prepared after quite an effort in the north west
of Jalalpur, to support 7 Division, Captain Mir Saadat Ullah and Captain Zafar Aqeel manned it, skeleton
squadron headquarters was also shifted there.
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3rd September 1965
65
5th September 1965
66
September 1965
Aviation Redeployment
With the Indian invasion of Pakistan on night 5/6 September 1965, the entire complexion changed
resulting in fresh deployment of army aviation aircraft, in conjunction with the move of certain field
formations.
67
September 1965
199 Electrical & Mechanical Engineering Battalion, Lieutenant Colonel Saeed Qadir
One company was located at Sambrial, other at Gujranwala, few elements were also present at Gujrat,
and Multan. A Forward Base was also established at Baghtanwala with Major Aftab and Major Burki.
Note: Indians did not have independent Air Arm for army, they had few Auster aircraft and helicopters for Artillery Fire Observation
but they were all manned and controlled by IAF.
68
September 1965
Kashmir Sector
69
September 1965
143, they evacuated 8 casualties. To ensure maximum utilization they also carried 400 pounds of rations
for the posts. Similar missions were also flown on 8th and 9th September. On 9th, Captain Akram evacuated
6 casualties from Palangi, in order to reach the area from Bagh pilot had to cross Toli Pir Feature 8,000 feet
high and then descend down in full view of the enemy position, but Captain Akram evacuated the casualties
right through the fire.
On 16th September Colonel A B
Awan was posted to command Artillery
12 Division for likely offensive, he
was dropped at Murree in a helicopter,
his subsequent reconnaissance of the
area along with other commanders
was facilitated by the 3 Army Aviation
Squadron pilots.
On 22nd September major
casualty evacuation missions were
carried out involving three OH 13(S),
crew included Captain Akram, Major
Awan and Captain Sagheer. Aviators
evacuated 12 casualties from Badhal, in
view of the conditions of patients they
were brought to Rawalpindi Combined
Military Hospital despite having low
Casualty Evacuation in an OH-13S Helicopter (Capt Aftab) fuel warning.
On 23rd September, the last day of the war, Captain Sagheer and Major Awan were involved in the operation
in area Badhal and Palanghi in 2 Sector (AK). This last mission was carried out in the face of enemy’s small
arms fire.
Lahore-Kasur Sector
Captain Sirajuddin of 3 Army Aviation Squadron flew General Rana, the Corps Commander from
Gujranwala to Lahore and then to Kasur on the evening(1600 hours) of 6th September, in OH-13(S) helicopter.
This allowed the commander to have first hand knowledge of the situation. Pilot flew low from Lahore to
Kasur, the General wanted to fly as close to the forward lines as possible. Visibility was not that clear, however
they could see the smoke and fire enroute. Pilot recalls, “My main concern was own artillery fire. We were
not in communication with the ground troops, further more in case of crash it would have been a great loss
to lose the commander so early. He was
carrying important documents including
the Corps Operational Instructions.”
They landed safely at Kasur.
2 Army Aviation Squadron’s flight
under Major Taleh Mian was at Walton
Airfield. Divisional Headquarters were
in the out skirts of Lahore. On the very
first day, Air OPs were to concentrate
observation in area Rampur for which
they were also provided with quarter inch
scale map sheets. Flying was conducted
at low level. On 7th September, Major
Taleh Mian and Captain Jawahar were
chased by the Indian aircraft. Next day
Captain Ishaq faced the same scenario. Aeronautical Map of Lahore
70
September 1965
For coming days pattern remained the same. For Artillery shoots pilots had to carry extra radio set for
communicating with the guns. Aviators daily had to go to respective HQs for briefing and debriefing, it was
a time consuming exercise. Aviation efforts were tasked by the respective Colonel Staffs.
Mailed Fist
One flight of 2 Army Aviation
Squadron was in support of 1st Armoured
Division. One of the best kept secrets of
the war, was the location of this Mailed
Fist. Captain Zafar( later brigadier
retired) writes, “On the evening of 6th
September, Major Hissam, and my
self were ordered to move to Chander
Airfield, in support of 1st Armoured
Division. When we arrived there from
Kharian in our L-19s, there was no
one there except few scattered logistic
elements. We again flew in search of
division, to the place we were told by
the staff officers. We could not locate
it and came back to Chander; here we
spent the night in open with our aircraft.
Mailed Fist Next morning we were given the wake
up call by the four low level Indian jets heading for Sargodha.
We hurriedly put our L-19s under trees, soon the Indians came back, I counted and they were two
aircraft short,it raised our morale.We were stranded here at Chander with no communication and decided
at our own to fly towards Changa Manga Forest, to locate the Armoured Division, it was not there, we
remained in air for over three hours and finally landed back at Chander where we received a message to
proceed to Walton.”
On 7th September 1965 own 11 Infantry Division launched attack for the capture of Khem Kharan
and Valtoha. 1st FF and 6 Lancers reached Khem Karan by last light. On 8th September, 6 Lancers captured
Valtoha Railway Station and 24 Cavalry reached village Asal Uttar, later to fall back on orders to Leaguer
at Khem Karan. In the afternoon of 8th September, Chief of the General Staff(CGS) Major General Sher
Bahadur was flown from Kharian to Kasur by Captain Siraj in an OH-13. Captain Siraj had to make few
landings to facilitate the CGS for update from ground commanders. There were Indian jets in the air also.
The ground formations were constantly moving and changing their positions thus it was an effort to locate
the desired commanders, so fluid was the battle. At 2300 hours CGS and Major General Hameed flew back
from Khem Karan to Luliani. It was Captain Siraj’s first nocturnal cross-country mission. He writes, “Noise
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September 1965
of the helicopter created a lot of fire works and illuminated the battle field area. The helicopter lights were
switched off completely and the tracers fired eased navigation to the destination.” The helicopter later went
back to Lahore.
72
September 1965
73
September 1965
SIALKOT SECTOR
Jassar Bridge
Lieutenant Colonel M M Mahmud along with his second-in-command, Major Nazir and adjutant,
Captain Khalid Kamal immediately took off to confirm news about Jassar Bridge. Short of Jassar, adjutant
was told to land at Sialkot for latest update from Headquarters 15 Division. Commanding officer and
second-in-command flew over the Jassar Bridge, they flew low to clearly see the fighting taking place across
the bridge, beyond our enclave on the Indian side of the bridge. They flew over the positions of own 115
Brigade. The close aerial view gave a very re-assuring picture. The bridge was intact and in firm control of
74
September 1965
own brigade. Later this news was conveyed to General Officer Commanding 15 Division, Brigadier Ismail
and Colonel Staff 15 Division, Colonel Mehdi after landing at Sialkot.
Inside Tactical Headquarters 7 Division at Chak Pandit, Major General Yahya was waiting very
anxiously for the news. When informed that his appreciation of own strength at Jassar was correct and that
the bridge was intact, he very excitedly exclaimed, “ Did not I tell you that?” He further informed that he
as General Officer Commanding 15 Division had walked the entire area on foot and conceived and planned
the defensive plan of the area to the minutest details. Emphatically he explained that the logical line of the
enemy attack would be on Charwa-Chobara-Phillorah-Chawinda Axis.
It was further revealed that on 5th September a Despatch Rider(DR) of the enemy was captured by 15
Division. In the mail being carried by the DR, there were some letters addressed to the Indian 1st Armoured
Division. Colonel Staff gave some important letters and documents in support of it to the Commanding
Officer 1 Army Aviation Squadron and asked him to fly these to General Headquarters. It was done promptly.
General Headquarters now had the information on 6th September that Indian 1st Armoured Division was in
the area Samba. But there were some apprehensions, lest it was a ploy.
24 Brigade along with 25 Cavalry had been positioned in area Charwa as part of the defensive plan of
15 Division. They were the committed reserves of the division. But because of the conflicting and confusing
picture emerging at Jassar, by the evening of 6th September, 24 Brigade minus 3 Frontier Force Regiment(FF)
and 25 Cavalry had been ordered to move to the area Jassar for any possible counter attack. The sensitive
corridor of Maharajke-Charwa- Chobara had been denuded of troops.
On the night of 6-7 September 1965, enemy moved in this sector, the entire area which was the
defensive position of 24 Brigade Group, was held by 3 FF Regiment. 1 Army Aviation Squadron’s War
Diary records, “ 7 September 1965. No. 2 Flight was reporting increasing enemy activity in area Charwa-
Chobara. Indians having captured a firm base in area Charwa, had now broken through, with armoured
formations.” “24 Brigade Group had been moved towards Jassar the previous evening. The whole sector
right from Phillaura-Chawinda-Pasrur had practically no troops, situation most confusing, enemy out of
reach of our guns.”
There was not much of activity in the way of adjustment of artillery fire. This was essentially because
the units of 4 Corps Artillery kept shuttling between Pasrur and Narowal in response to the confusing
picture at Jassar.
“Har Dam Tayyar ” The officer’s field mess was in a temple about two km west of Gujranwala city.
Over 500 wild pigeons messed up the place but were effective for keeping the hostile aircraft at bay. It
required a spirit of being ever ready. After a few days experience, Captain Sajjad and Captain Bajwa
got their heads shaved off on the plea that it would reduce the time on personal grooming and main-
tenance. The fad caught up like wild fire. Major Shafaat and Major Subhan Baig followed suit . So
‘Tinds’ were the fashion, with “ Har Dam Tayyar ” as the motto. It was quite amusing when one of the
skin headed pilot rescued one downed Indian pilot from Sialkot Sector, the pilot seeing the skin head
remarked, “ We know that you all are Chinese trained.” So the effect was desireable after all.
Major Sajjad Nazim and Captain Manzoor Bajwa Pilots getting headshave
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September 1965
Maharajke-Sialkot Axis
On the evening of 7th September, 15 Division asked for
a sortie of the L-19 aircraft along the International Border.
Orders were given that without crossing the boundary the
area across the Indian side should be observed. The Army
Aviator was to specifically look for any major concentration
and movement of the enemy in the area. Captain Niazi was
detailed on this mission. He flew all along the boundary from
Sialkot all the way to River Chenab. He noticed no movement
or concentration of the enemy. He went to Headquarters
15 Division and briefed Colonel Staff, Colonel Mehdi. At
mid night 7th September a call came from Headquarters 15
H.U.K. Niazi’s L-19 with Bullet Holes
Division, Colonel Mehdi told commanding officer 1 Army
Aviation Squadron that enemy had launched its attack. The main axis was Gadgor-Charwa-Chobara-
Phillarauh.
Commanding Officer detailed Captain Niazi to fly on first light 8th September to confirm this news.
He was also told to observe the strength and the direction of the enemy attack. Captain Niazi again flew
along the boundary from Sialkot to River Chenab. He noticed no movement or concentration of the enemy.
Pilot recalls“I crossed the border about 10 miles deep into the Indian territory but still could not locate any
enemy armour. Must say they were well camouflaged.” On his way back, ground controller warned him
that Indian fighter aircraft were crossing back into India from the same direction. He was flying at 100
feet above ground level. Pilot narrates “The next moment these were over me. To escape, I pushed my
aircraft towards the ground. As I had gone into nose dive my controls became ineffective. The earth was
fast coming towards me and I prayed, “Oh God! Don’t let me die a useless death, I have yet not seen any
action?” Sure! Allah heard it and responded; the nose of the aircraft picked up a little and he made a smooth
half loop at tree top level. That was his first brush with death and both made friends. Captain Niazi did
not abandon the task given to him.He again flew to area Maharajke where he noticed an enemy column of
tanks moving towards Sialkot, on the track Maharajke - Sialkot. He saw the leading tank reach the vicinity
of Aik Nadi near Faizabad. Major General (retired)Niazi SJ writes; “I was on the reconnaissance mission
and I saw 15-16 tanks moving from Charwa towards Sialkot. For positive identification I flew low over
these tanks. These tanks opened up with their 50
mm machine guns. I could feel that bullets were
hitting the aircraft around the wings and fuselage
and the fuel also started to leak. I continued to fly
and communicated enemy location to the base. I
landed back. The aircraft had received 32 bullets,
how did these missed me is again a miracle?”.
Captain Niazi returned to Sialkot Strip and gave the
news to Colonel Staff 15 Division personally. 15
Division immediately sent some anti tank weapons
to Aik Nadi. As the enemy tanks arrived near Aik
Nadi, these weapons(RR) fired upon them. Under
the fire they turned back. Bullet riddled aircraft was
later flown by Major Burki for repairs at Dhamial.
Chawinda-Maharajke area
Chawinda-Phillaura Axis
Indian move on Maharajke-Sialkot axis turned out to be a diversionary move. But where was the
main attack coming from? On 8th September 1965, commanding officer and second-in-command of 1
Army Aviation Squadron flew out in a L-19. They first reached Chawinda and then started flying towards
Phillaurah. There were no signs of any of our troops on the ground,. It was clear that 24 Brigade Group
had not yet arrived back in that area. At a distance they saw a cloud of dust on the track Charwa-Chobara-
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9th September 1965
Phillaurah. charging along that track towards Phillaurah at a high speed. Suddenly the second-in- command
gave a shout of bandits to the commanding officer on the wireless. The L-19 was already flying low and the
pilot braced himself for any evasive action that might be required. Suddenly he saw those aircraft diving
towards the enemy column. The rockets fired were very accurate and a number of enemy vehicles were
seen on fire. There were puffs of fire and smoke coming out every time these aircraft were diving in their
attack runs and firing their rockets. There was a great excitement and the sight was very re-assuring. The
pounding of our Air Force on the attacking columns of enemy armour had its telling effect. Between 10-15
of the enemy armoured vehicles were on fire. The attack had halted and the enemy tanks and other vehicles
were hurriedly dispersing. Enemy again started its dash soon after the air attack was over.About twenty
AMX tanks in line astern were charging towards Phillaura, they by passed it and headed for Chawinda. The
L-19 kept flying alongside the Indian advancing armoured vehicles and tanks. The need for integral fire
support capability with the Army Aviation was never so acutely felt before. So far there was no resistance
or opposition to the Indian advance on the ground. Suddenly from the direction of Chawinda signs of
movement on the ground appeared, they were our own Patton tanks of 25 Cavalry. It was reminiscent of
charge of Light Brigade at Balaclava. After a short but fierce fight the advancing Indian columns turned
around on the same track that they came on.
Lieutenant Colonel Mahmud flew back to Sialkot and went straight to Headquarters 15 Division. His
arrival was most anxiously awaited. The first accurate news and account of the arrival of 24 Brigade Group
in the area of Chawinda, brought a sigh of relief. The account of rapid thrust of the Indian columns, the
action of own Air Force, the enemy re-grouping and resumption of advance to Chawinda and the climax
of sudden appearance of own Patton tanks, was both chilling and exhilarating. Later captured Operational
Orders of Indian 17 Cavalry revealed that 17 and 16 Cavalry were part of Indian Armoured Division. Whole
operation had been stalled within 3-4 miles of launching by 24 Infantry Brigade and notably by 25 Cavalry
Regiment. Commanding Officer 25 Cavalry, Lieutenant Colonel Nisar was awarded Sitara-i-Jur’at. Later
these papers were were handed over to Captain Askree for onward deliverance to General Headquarters.
Command of 15 Division was also handed over to Major General Tikka. For the second time in two days,
the accurate and authentic information provided by Army Aviation proved salutary. The first regarding
Jassar Bridge the second one about 24 Brigade
9th September was relatively quiet. The enemy was licking his wounds inflicted by PAF and 25 Cavalry.
The 4 Corps Artillery covered the entire front, stretching from Badiana to Deg Nadi (Zafarwal) and beyond.
Any enemy attack or manoeuvre would
immediately attract the fire of nearly
ninety guns, field, medium and heavy
calibre. 2 Army Aviation Squadron’s
War Diary records: “Lieutenant Colonel
Muhammad Khan took off at 0500 hours
with Captain Muazzam to cooperate
with Headquarters 15 Division for
Artillery shoots. Enemy air force was
active against them and they were also
fired upon by the ground enemy guns.
“On the evening of 9th September, 24
Brigade Group positions were attacked
by the enemy tanks and infantry, it was
repulsed by the 25 Cavalry supported
by Artillery, Air OP also conducted
shoots during its defensive action”.
Captain Zafar Askree, later GOC Army Aviation extreme left during 1965 War
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12th September 1965
Armoured Division had only six sets out of which, two were out of action from the start, two were with
Army Aviation, one was unserviceable and one was with the Divisional Headquarters. On 8th September
Division Headquarters handed over two VRC-24 radio sets to 2 Army Aviation Squadron. Captain Jamil
and Major Akhtar flew from Gujranwala and brought them back. They were fitted in aircraft and later one
was handed over to No. 6 Flight at Sialkot.
The sets did not respond as desired, therefore on 9th September, Captain Muazzam flew with a signal
technician from Gujranwala to Sialkot and landed back at 0100 hours with news of good communication
established. Next day at 0445 hours Captain Jamil and Captain Sajjad took off for Sialkot from Gujranwala
to hand over the sets fitted in L-19 to the flight. It was still dark at the strip, when pilots came for landing
they hit the embankment and crashed. Set VRC 24 was brought back to Gujranwala and fitted in other
aircraft and flown back to Sialkot. At 1000 hours same day another aircraft stalled and crashed at Adamke
Strip with Major Rabbani and Captain Nagy on board.
OH-13s was the only aircraft of Pakistan Army to be shot down by enemy ground fire.
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13th September 1965
Ahmed towards Chawinda where own cavalry regiments were engaged with the enemy and some important
orders had to be conveyed in person. The fluid battle situation had no clear cut demarcation of the troops.
As the helicopter was crossing Phillaurah it was fired upon by the Indian tanks. Pilot landed the
helicopter safely just a few hundred meters away from the tanks. Immediately on landing Captain Bajwa
switched off the helicopter and before dashing to safety burnt the operational map. As a precaution both the
officers ran in different direction with bullets from tanks chasing them. Captain Bajwa reached own troops
after hours of crawling and walking through sugarcane fields. Lieutenant Colonel Nazir also made it to the
safety in the midnight hours.
1 Army Aviation Squadron had to change it’s location as strip was becoming nuisance. It was
hemmed in by a Medium Regiment on one side and a Heavy Battery on the other. Enemy air and counter
bombardment was equally shared by all three. Only once an L-19 got the splinters. After the intense fire of
10/11 September, squadron reshuffled it’s deployment at the landing ground. Pasrur Airfield was also scene
of intense aerial and ground activities. Own 1st Armoured Division also joined there. A good number of
Army aircraft operated around and an Officer’s Mess was established in the vicinity of the World War- II
vintage airfield at Pasrur. Although strip was established on 16th September but airfield was under use from
the beginning. On 12th September at 0630 hours when pilots after landing were in the process of covering
their aircraft they were attacked by the IAF, heavy bombs were dropped apart from strafing.
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14th September 1965
14th September, Captain Niazi and “The Destruction of Indian 14 Mountain Division”
On 14th September 1965 Captain HUK Niazi was sent for a surveillance
mission around Zafarwal. He did not return for another four hours which was
causing commotion at Adamke Strip. As soon as Captain Niazi landed. He
explained his prolonged absence. “After take off I gained height and started
flying towards Zafarwal, I saw no enemy activity in the area so I decided to
fly north of our positions at Deg Nadi. It was 0815 hours, the sun was in the
east. Looking at some distance, I noticed very flashy reflections of the rays
of the sun. This was over a fairly large area. This greatly intrigued me and I
kept flying in that direction. I crossed the International Boundary, west of Deg
Nadi. Getting nearer to these reflections, I saw a huge concentration of enemy
vehicles some 4 miles west of Samba. I had a very careful look, that was why
I took so long in coming back, my estimates are 2000-3000 vehicles.” He
further informed his commanding officer that he had passed that information to divisional headquarters on
the artillery net, requesting for Air Force strike.
Lieutenant Colonel Mahmud immediately flew to Headquarters 1 Corps. He conveyed the information
personally to Lieutenant General Rana, the corps commander. Lieutenant Colonel Mahmud further very
strongly suggested to him that he should himself request the Air Headquarters for an air strike. He did
that very promptly. The Air Headquarters was very reluctant to accept the authenticity of the news. Under
insistence from the Corps Commander initially only two fighter reconnaissance aircraft were sent. Arriving
overhead, they confirmed that news. On the air they requested for all available aircraft to be sent for strike
in that area. Soon four F-86 of 18 Squadron, led by Squadron Leader Alau Din ‘Butch’ arrived. They kept
pounding them with all the weapons available, including the napalm bombs, used for the first time in war.
Squadron Leader ‘Butch’ on the same noon, destroyed ammunition train at Gurdaspur. Lion hearted ‘Butch’
never returned from that sortie.
The prisoners belonging to this formation captured later disclosed that Indian reinforcement (14
Infantry Division) had arrived in Samba area on 14th September. While still in their concentration area,
they were spotted and very badly mauled by Pakistan Air Force. They ceased to exist as a proper fighting
formation after that. From the captured enemy 1 Armoured Brigade “OO No. 3”, which was signed on 13th
September at 1315 hours, it was clear that the main Indian Armoured Division’s attack was planned to be
launched sometimes on or after 14th September 1965.
80
81
Captain Hidayat Ullah Khan Niazi
and the Destruction of Indian 14 Mountain
Infantry Division, 14 September 1965.
82
18th September 1965
83
September 1965
L-19 getting Airborne from Dhamial Army Aviation Base during 1965 War
84
September 1965
We had just crossed Salt Range and started descending when we got a short call from Sargodha. “L-19
approaching Sargodha stay to the North, Sargodha under air raid.” The next thing we saw was an umbrella
barrage being fired by own Anti Aircraft Regiments. I am myself an Anti Aircraft Gunner and had read
about “Umbrella Barrage” but seeing one was really believing it. We started circling over Jhelum River
and after ten minutes were cleared to approach Sargodha Airfield for landing. We headed towards the
airfield and according to time flown should have been overhead the field but not a single thing was visible
on ground due to complete black out. Sargodha runway had a black surface, which added to our difficulty
of recognition. Sargodha controller was hesitant to talk to us and not prepared to give us runway lights for
landing. In the meantime to our good luck we saw two jets taking off from the runway. We were at such a
position that we could see the flames coming out of their tail pipes. We immediately headed for the runway,
informed the ATC and made a safe landing.
We were still rolling on the runway and happily discussing our safe landing that we got another short
call from the air traffic controller “L-19 get off the runway, switch off and take cover.” We immediately
pulled off towards the fair weather strip and went close to the tree line. Within seconds we saw the Anti
Aircraft Regiment firing another Umbrella Barrage. At the same time we heard a formation of Indian Jets
drop two heavy bombs at the airfield at low level. The only damage caused was to a taxi track and luckily
there was no loss of life or aircraft. Witnessing an umbrella barrage is one thing but penetrating it requires
a lion’s heart, the devil must be given his due, they were brave pilots. Later we learnt that they were four
aircraft and one was hit.
Once that raid was over, we started the aircraft and taxied to the parking area. We called for the
required documents from PAF Operations Room and headed back for Dhamial. We reached Dhamial past
the mid night where representatives from General Headquarters were eagerly waiting.” This was the first
operational night mission of 1965 war by an Air OP.
L-23 Missions
During the daylight hours,
some missions were undertaken
by the solitary L-23, piloted by
Major Shams Kureishy and Major
Mushtaq Madni, to take General
Musa to Lahore, Hafizabad and
Pasrur during the war.
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September 1965
Enemy Paratroopers
On 7th September Lieutenant Colonel Saleem Ullah was in the General Headquarters to attend the
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23rd September 1965
daily briefing. Army Chief General Musa was also present. Colonel Saleem narrates: “I was standing in
one corner when telephone rang, since General Musa was close by he picked up the telephone and talked.
Later he told us that Indian paratroopers had landed in Sargodha area and inquired about own troops in the
vicinity, there were none, so he ordered the Station Commander Jhelum to stand on the road and divert
Commando Company who were to pass through and then he looked at me and ordered to have aircraft
sweep the area.” The base was put on red alert that night, to search the area around the airfield especially
the likely places considered as the suitable sites for rallying of enemy’s paratroopers.
A fighting patrol was pushed out under the command of Captain Irshad Gul ( brigadier retired). He
combed the suspected corners successfully but on return the patrol was fired upon by a jittery defender
who had not become really proficient in the art of challenging and differentiation between friend and foe.
Luckily the trigger-happy soldier was not a marksman and no one was hurt.
Subsequently Captain Shafaat and Captain Sheraz went in the L-19 to Chiniot area for the search of
enemy paratroopers; they did not find any thing. Again on 9th September Major Sultan and Captain Sagheer
flew in OH-13(S) No. 143 and 139 to search enemy paratroopers but returned in vain.
2 Army Aviation Squadron’s War Diary also records that “At 2230 hours on 8th September, an alarm
was raised in the camp that some enemy paratroopers had been dropped near by. Captain Jamil, Muazam
and Salim took few soldiers to find them out. The search was of no avail.”
At Sialkot 1 Army Aviation Squadron was also not immune from rumours, on the evening of 10th
September, few civilians informed Headquarters 15 Division of seeing enemy tanks all around them,
Squadron was put on general alert, second-in-command Major Nazir alerted the Squadron for possible
move to Gujrat Strip, less one aircraft. Later, Major Nazir and Captain Askree flew around to find the truth,
it was a false alarm. On 13th September driver Dost Mohammad of 1 Squadron was shot fatally by the own
guard commander, it was dark and with rumours of enemy paratroopers still in the air, guard commander
challenged him and on not receiving the proper pass word, fired. Dost Mohammad was buried with full
military honours. He was the only war casualty of Army Aviation.
87
September 1965
1965 War
Lieutenant Colonel
Naseer Ullah Babar
88
October 1965
89
November 1965
beleaguered troops. They were assured of their logistical sustenance during the next six winter months when
road / porter operation would come to a halt due to snow. These two MI-4 helicopters provided the necessary
logistic support admirably in four out of six AK Sectors. Bhimber and Kotli Sectors were relatively more
accessible by existing road network. In addition, parachutes used to air drop supplies by the transport planes
of the PAF and collected by the recipients, were also brought back for reuse from inaccessible areas.”
“Throughout the winter of 1965-66 we were busy like bees in logistic flight operations. Kel was to be
supplied from Muzaffarabad, Leepa from Garhi Dopatta and Bagh, Rawalakot Sectors from Moong Bajri.
As per the schedule worked out with Headquarters 12 Division, we would operate from Muzaffarabad,
Garhi Dopatta and Moong Bajri, for ten to twelve days in rotation. By that time we had become fully
operational on MI-4 helicopter. Hence after a farewell dinner in the Army Aviation Officer’s Mess, we
relieved Basher and Bukhari and started independent operations with a skeleton Oil & Gas Development
Corporation (OGDC) maintenance crew.” Full credit goes to Lieutenant Colonel Babar who in his own
style caught the bull by the horn and his officers who zealously and devotedly tamed it and undertook many
missions without any hesitation. Dumping operation was carried out from 30th October 1965 to February
1966 and following tonnage of ration and ammunition was lifted:-
Leepa 99 tons in 15 days
Kharsan Dhara 32 tons in 10 days
Dhok Panjal 25 tons in 15 days
Sheru ka Dhera 24 tons in 30 days
Kel 6 tons in 10 days
Kahuta Hajipir 8 tons in 4 days
Hajipir 2 tons in 2 days
Serai Hyderabad 6 tons in 6 days
Total 202 tons
MI-4
90
1st December 1965
MI-4 with Russian and Pakistani Crew (Maj Naeem 2nd from left and Maj A L Awan Last from left)
91
2nd December 1965
Epilogue
. The War of 1965 with India was the first challenge faced by the Pakistan Army, so was the case with
air arm of the army. L-19 were already here for last over six years and pilots were pretty confident about
their operational use. OH-13 helicopters, however, were a recent acquisition and their appearance on the
battlefield was to a large extent a surprise for even own soldiers. The pilots were not very experienced but
the whole force entered the war with excellent frame of mind. No body could have prepared the aviators
better than it was done by the senior aviators of that time. A lot of credit goes to Colonel Awan, Lieutenat
Colonels Jabbar, Salimullah, Karim, Mahmud, Babar, Mohammad Khan and Saeed Qadir.
Five Sitara-i- Jur’at conferred upon the new force is a convincing credential of their contribution, in
the final outcome of the battle field.
L-19 at Sadhewala
92
Glimpses of
Capt Ikram Ullah first on the left and Capt Rasheed Beg fourth from right
94
1966
The Northern
Areas
95
96
1966
I mmediately after the 1965 War, GHQ started contemplating use of OH-13 helicopters in Northern
Areas. On 17 September 1966 the proving sorties in OH-13 were flown by Lieutenant Colonel Babar and
Major A.L. Awan in Gilgit and surrounding areas. Further proving flights were made by the helicopters in
Khunjerab, Hunza, Passu and Skardu area between 17-20 September 1966. Resultantly flight of two OH-13
helicopters was positioned at Gilgit during early May 1967. OH-13s went by C-130. Major M.K. Bajwa
took over the flight during late May and stayed on till the flight was closed down in September 1967. This
flight was pioneer in crossing Burzil for Gultri on 16th August 1967, when it took Colonel R.B. Baluch
of Northern Scouts. He was back in Gilgit after his inspection of troops at Gultri in six hours instead of
usual nine days, much to the astonishment of locals. Earlier flight commander had wisely checked the high
altitude performance of OH-13 on 1st August 1967, when he took off from Shimshal Post(10,000 feet) with
Major Riaz Ahmed of Army Medical Corps a bulky surgeon at General Hospital Gilgit and in the process
set a new altitude record of 17,200 feet.
In August 1967, eight officers each of 1 and 2 Squadrons under Lieutenant Colonel Mohammad Khan
went in with eight aircraft on familiarization and reconnaissance of Gilgit, Passu, Hunza, Khunjerab area in
L-19s, they flew over 14,000 feet and also landed at Passu.
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1967
98
1967
KKH built through the towering heights of Karakorum Mountains was opened for traffic in
1977 is a feat of engineering skills backed up by superb determination and persistent efforts of ten
years. Thousands of brave men of Engineer Corps of Pakistan Army and Chinese worked day and
night on precipitous rocky cornices to translate this dream into reality. Hanging onto fragile ledges
with mighty River Indus snaking its way through narrow gorges, thousands of feet below. These
dedicated men defied all fears and went about dauntlessly completing their work inch by inch. The
only link these fearless workers deployed in such inhospitable and remote terrain with civilization
were the Allouette–III Helicopters of Pakistan Army Aviation. The distinct whine of Allouette- III
turbine was such a welcome sound to these men on KKH, since it would bring their mail, carry sick
and wounded to hospitals and at times fly in the ration and supplies, if other means were blocked,
which was quite common. At every new cut which these men made in the rock a new helipad would
also be made to allow Allouette-III operations.
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1967
updrafts and physical disillusion. Pinnacle landing was practised near Hunza and we would daily fly from
Gilgit for training and would make the pinnacle approaches from different angles due to constant veering
of wind. Flying techniques were adopted out of experience like it is always safe to fly in the center of the
valley; lot of emphasis was laid on weight and balance. Daily briefing and debriefing would be carried out.
As there was not much to do so most of the time would be spent on the helicopter. After refresher training
I would send the pilots for solo flying in Chilas Valley etc.
Gilgit was a small place; there was one cinema which would play three hours movie in seven hours.
Electricity was there till 2200 hours. Agency Hospital looked after all medical problems. It was in a small
shed with different wards. Brigadier Habibullah was the resident and pilots were known as the ‘Flying
Residents’.
Engineer battalions on wireless would send the message to the headquarters giving location, and
number of casualties. There were helipads marked at company, battalion and group headquarters location.
The reaction time would be ten minutes during working hours and add another ten for off working hours.
We had a telephone at our residence. The two Allouettes were always ready with the stretcher and were
parked in the open.”.
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1968
Army Aviators in Russia - Brigadier Awan, Lt Col Aman Ullah, Majors Awan, Barki & Naeem
103
1969
MI-8, The First Twin Engine Helicopter
of Pakistan Army - 21st January 1969
104
1968
Manzoor Kemal Bajwa were also trained as the instructors. From 1968 till January 1970, three batches went
to Russia, the last batch had Majors Patrick, Ali Jawahar, Daud, Ali Kuli Khan, Riaz and Zahoor in the list.
This batch did not undergo flying training, but only ground schooling, they did their flying in Pakistan.
The ground subjects training was at the Aeroflot School of Civil Aviation at Globino. Each class
had English speaking, friendly female interpreters, who would translate sentence by sentence, the lectures
delivered in Russian. When stuck up with the technical vocabulary the pilots would come to their assistance.
The short breaks in between the periods were used for learning useful phrases, to be used in the evening.
Flying Training was carried out at MI-8 factory in Kermenchingchock a small town which is also the
rail head of Trans Siberian Railway. Training was conducted through the interpreters. There were certain
areas which were out of bound for army aviators but overall people were hospitable and warm. Flying was
taught in a professional manner. The Russian instructors had vast experience of flying and were happy to
transfer their skills which were aptly picked up by own pilots. There was a difference in teaching styles of
Americans and Russians whereas American would go by the book the Russian would go by the instincts.
This is what aviators felt, especially as they were the same batch who had done training in America also.
Pakistani officers were being paid around $ 13.00 per day whereas this was the monthly wage of
average white collar Russian worker. In the evening when Pakistani crew would come out of the hotel there
would be always few people standing just to admire their dress even the JCOs / NCOs used to put on the tie
and suit. Crew room was a portable cabin which also housed the tea bar, specializing in “Krolley,” roasted
pieces of rabbit meat. Before their departure, officers as a mark of respect presented small items like ties,
socks, old radio sets to their trainers and all these were very rare things as they were all made in America
but it was the gesture of respect that brought tears in one of the instructor’s eyes and he invited his students
to his house.
4 Squadron was raised for MI-8s with Lieutenant Colonel AL Awan as the Commanding
Officer. Subsequently the first consignment of three helicopters out of six MI-8s landed at
Dhamial on 21st January 1969. They were flown by the Russian crew and own liaison
pilots sat with them from Zahidan[Iran] onwards for security and airport assistance. The
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1969
last of the six helicopters came on 18th March 1969. All these choppers were, fitted with transponders. Four
Russian specialists, (flight engineer, airframe, engine mechanic and special equipment) and two test pilots
Mr. Morozov and Mr. Kokerov stayed for three months, one was with his family, he was blessed with a son
at Holy Family Hospital. Technicians stayed for 12 months. The training flights started by end of January
and the advanced training continued till late May 1969, when the Russian instructors departed.
Kel-Leepa - 1969
Within two months of the
induction of the MI-8 helicopters,
the training for mountain
operations started. The Russian
instructors supervised flights to
Abbottabad, Muzafarabad, Kel,
Leepa, Gilgit and Skardu. The
first ever dumping mission was
carried out from Abbottabad to
Kel from 27 March to 2 April
1969. This later became a regular
seasonal logistic commitment.
Army Aviation started regular
heavy dumping missions of
supplies in Leepa Valley from
5th to 13th April 1969.
MI-8 at Astor - Maj Riaz Ul Haq and Maj Tasnim Hyat Malik
Heavy Sling Load KKH
Heavy machinery was required for KKH construction. Heavy bulldozers were airlifted to Gilgit in
C-130 by the PAF, less the D shaped yokes weighing three tons each. These would not fit inside the C-130
transport plane. The same were positioned at Abbottabad through tank transporters from where, Lieutenant
Colonel Awan and Major Bajwa heli-slung these six loads from Abbottabad to Sazin, Chillas and Gilgit
areas between 3 to 9 December 1969.
Missing C-130
On an early March morning in 1970, FWO Allouette took-off from Gilgit for Rawalpindi with
‘Engineers in Chief’ (E in C), Maj Gen Iftikhar Ahmed Kingravi (father of Maj Gen Waqar Kingravi)
on board. At Pattan Major Zia Ud Din after switching off the helicopter, was having a cup of tea when he
noticed kids playing with strange things which were not toys, he saw one kid rolling an aircraft wheel as
well. He inquired and was told that these and many other similar things had come down from the top of
mountain and were found in the riverside.
Few months back one C-130 aircraft of the PAF while coming back from China had gone missing.
A frantic search was conducted for many weeks in which KKH Flight also participated but to no avail.
Lieutenant Colonel Zia narrates;
“I got the permission from the ‘E in C’ and flew with children for almost thirty minutes before we
found the village. From there I inquired the villagers and they confirmed that since the onset of spring they
had seen strange items coming down with glaciated water. I got an old man onboard and went to another
village following the path of the glaciated river; there they not only confirmed that but one old man also
talked of a blast few months back. I got him on board and climbed to almost 17, 000 feet and there I saw
the debris of crashed C-130. The nose of C-130 had smashed into the top, few feet high and it would have
cleared the top. I made one circle and saw the wings as well. Then I descended and landed at Pattan, duly
informing the E in C.
We landed at Dhamial and I rang Brigadier Jabbar, he was not at his residence so after some time I left
for my place. After two hours his official transport came to pick me up. He was waiting for me in his office,
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1969
presumably E in C had rang him and put him in picture. I explained to him and soon he informed PAF. Next
day I again took off with PAF team which included Group Captain Callaghan and Wing Commander Shah
Khan with me and rest of the PAF team in their helicopter. We first landed at Pattan from there I took them
to the crash site which was at 14,000 feet. At site I hovered and put my right wheel on the space available
and then repelled Wing Commander Shah Khan. Later four locals were also repelled.Thereafter own MI-8s
were also used. There was no survivor.
Re-organisation
1 Squadron Mangla
2 Squadron Lahore
3 Squadron Multan
New Raisings
107
Into East Pakistan
1970
Ikram Sehgal
Bajwa 108
1970
109
1970
1970, rotors were fitted to the fuselage at the jetty, air tested and we flew them to their new base in Dacca
and were operational by end of February 1970.”
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1970
for logistic support to the army, also supported the air force, navy, civil government and other agencies.
Flight was a great morale-boosting factor, as the flight assured easier and faster evacuation in case
of serious casualties or to meet other emergencies. From certain garrisons without airfields, it would take
better part of two days to travel to Dacca, whereas no location was beyond ninty minutes with the MI-8s.
Cyclone
On the morning of 14th November 1970, Major Tirmizi and Major Bajwa conducted the first sortie to
survey the affected coastal areas of East Pakistan hit by the big cyclone during night 12/13 November 1970,
in Hatiya-Chittagong area, with the press reporters from several countries, who had landed in Dhaka the
previous night. Brigadier Tirmizi narrates:-
“After the first reconnaissance flight, which was a frightening nightmare, one could hardly see any
human or animal life in a ten miles wide coastal strip and three islands of Bhola, Hattiya and Sandip. One
could only see thousands and thousands of bloated human and animal corpses floating in the sea and streams
with some cement buildings still standing partially damaged. The remaining 90% of bamboo and thatched
huts had been swept down to the sea. The civic facilities and communication network had been completely
destroyed. The administration had been caught completely unprepared. The only means of communication
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1970
available were the two MI-8 helicopters, few Plant Protection fixed wing Beaver aircraft, naval and civilian
boats. Speed of succour was the key to the survival of millions of people who somehow had escaped from
this awesome tidal wave. Boats were too slow; Plant Protection aircraft had very little lift capacity and
could land only at Chittagong Airport. Hence the main burden fell on the aerial workhorse i.e. the MI-8s.”
Aftermath of The Cyclone
Unprecedented calamity claimed
two hundred thousand human lives and
a greater number of animals, leaving
rest of the population of the coastal
areas with little food, shelter and potable
water. The seawater and sewerage
contaminated all the wells and ponds.
There was grave danger of an epidemic.
The relief work was a big challenge for
the administration. The early morning
flight revealed bloated human bodies
and animal carcasses strewn all over.
These were particularly concentrated on
the coastline after having been washed
ashore. The press and the TV crew also
got equally sick of the gory sight. The
relief work started immediately.
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1970
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1970
Logistic Area to the beach, for refuelling my MI-8 Helicopter. With the arrival of helicopters from USA,
UK, France and USSR, I requested Colonel Babar to slow down the tempo of MI-8 helicopter flying, in the
interest of flight safety but to no avail. Over a month of non-stop dawn to dusk flying was manifest in the
dark shadows under the crew eyes and inelasticity creeping into our muscles.”
It was interesting to note that during the relief work; the goods donated included ladies stockings,
Italian fashion shoes, non-residue astronaut space food and toilet papers. The city market of Calcutta got
flooded with most of the fancy stuff like tents, blankets and the shoes. Most of the medical aid was for
upset stomachs, for incorrect use of donated foods, like making ‘chappatis’ out of powdered milk. The
locals would not bother to bury the dead. When the corpses started rotting the Army was deputed to start
burying the bodies wherever found. Major Ali Ahmad from Army Aviation, who belonged to the area and
had arrived from the West Pakistan on compassionate grounds, was dropped in his village a week after the
disaster. When asked why his folks would not bury their dead he was shocked at the question and explained
“we never bury our dead with our own hands”.
With the only limited hours for maintenance during the night time only. It was a big challenge for the
maintenance personnel who did the most commendable job of maintaining these heavy workhorses after
extensive flight operations under most difficult conditions in marshy areas. The choppers usually returned
to base badly messed up with mud and slush from inside out.
A week after the cyclone the situation became less critical as the land and water routes were established
and most of the channels of supply and distribution were well organised. Yet all the choppers that came for
assistance were utilised round the clock.
Epilogue
The Army Aviation contingent operated as a well-knit force with the rest of the
aviation efforts, provided by the international community, for the cyclone relief operation.
It was also utilized extensively during the December 1970’ general elections. In March
1971, before the Army clamp-down began, the two pilots returned but the two Allouette
were kept there and ultimately became part of 4 Squadron for the subsequent employment.
Army Aviation pilots flew relentlessly stretching own and helicopters limitations to the
maximum.
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March 1971
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April 1971
Forty Special Service Group (SSG) troops were heli-lifted from Comilla to Chittagong to regain
speedy and successful control of the civil airport. This was vital for the quick build-up of troops by the
PAF C-130s and PIA Fokker aircraft. En-route, helicopters flew along the main road Comilla-Chittagong,
looking for the missing brigade, but there was no sign of it. The whole town except cantonment, naval
headquarters and part of airport was under control of the miscreants and fighting was going on in the city.
Brigadier Bokhari recalls, “I was flying the leading MI-8 at 100 feet above ground level, prior to our landing
at Nautonpara Cantonment, Chittagong. I made a circling approach in order to land into the wind. As I was
parallel to adjoining hills, small arms fire came onto us, but we safely landed between two barracks.”. On
their way back to Dacca both the helicopters evacuated about eight casualties, some families, and other
West Pakistan officers who had been evacuated from EBR Center. The first helicopter was piloted by Major
Liaqat and Major Patrick Tierney the second helicopter was flown by Major Ali Jawahar Khan and Major
Riaz Ul Haq. The helicopters again flew along the road detected 53 Brigade near Fenni, and landed. Brigade
Commander informed General Mitha, who was on board, that they had to resort to minor roads as bridges
were blown on the main road. He also informed that commanding officer of 24 FF, Lieutenant Colonel
Shahpur had been shot dead by snipers. He also apprised General Mitha about the resistance from East
Bengal Regiments. Helicopters finally landed in darkness at Dacca. Meanwhile 2 Commando Battalion
which had just arrived from West Pakistan on 26th March was ordered to link up with 53 Brigade, still
held up on the road. At 1100 hours on 27th March, 2 Commando Battalion was ambushed one mile outside
Comilla, 23 commandoes died including commanding officer and 19 were seriously wounded.
Brigadier Bokhari further narrates, “On 28th March 1971, myself and Major Riaz went to Chittagong
with some ammunition for 20 Baloch Regiment. As we were descending and trying to locate own troops,
we were fired at from the hills down below. One bullet hit the tail and other bullet went through the floor in
front of Major Riaz.”
The flight flew 51 missions to relieve 20 Baloch Regiment, which was cut off by the rebels and were
surrounded by the enemy. Tanks/small arms ammunition, reinforcement and rations were flown in for 20
Baloch which was isolated in north east of the town and other friendly forces in port area and Naval Base.
Each time helicopter flew over the town between the cantonment and Naval Base, the miscreants opened
up with all their weapons. The helicopters carried out their missions without any mishap. 20 Baloch finally
linked up with relief forces and on 30th March 1971 last aviation mission was flown by Major Jawahar and
Major Riaz. By then the civil airport had been cleared from the miscreants. PAF C-130s and PIA Fokkers
had started bringing the reinforcements and supplies from Dacca. Thereafter the helicopters were pulled out
of Chittagong Sector and diverted to Rajshahi Sector.
extent that the local commander requested pilots not to risk the MI-8 any more as the enemy had closed
on to within 800 meters of the landing spot in the centre of the own position. However, the daily missions
continued with the regular F-86 fighters cover. The fighters overhead would help keep the enemy heads
down, while the MI-8 would drop and pick up the back load. On return from every sortie from Rajshahi
the pilots would be required to rush to the headquarters to brief General Tikka Khan and the senior staff
regarding the latest position on the garrison. After the last sortie on 6th April, the helicopter flights had to
be discontinued, on insistence of the commander at Rajshahi, in view of the increased risk in spite of the
regular fighter cover provided to the helicopter.
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14th April 1971
MI-8 Helicopter
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a vital railway bridge on River Meghna which linked Chittagong Port with Dacca and controlled the main
line of communication of entire East Pakistan. This bridge fell in to the hands of rebels supported by Indian
regular troops on the breakout of the hostilities in East Pakistan. It was prepared for demolition in case
Pakistan Army tried to capture it. 14 Division was given the mission to capture this bridge intact. There
were approximately 1000 renegade troops of EBR it was also reported that the area around the bridge
had been mined and high bamboo stakes were also planted to avoid landing of helicopters in the area. 14
Infantry Division had 34 Brigade, Army Aviation Logistics Flight Eastern Command and one company of
SSG for this mission. The far bank was under the control of 4 East Bengal Regiment, parental regiment of
Captain Ikram Sehgal, an Allouette pilot of Pakistan Army Aviation.
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122
Bhairab Bazar - The first heliborne operation of Pakistan Army 15th April 1971
This operation was conducted by 4 Army Aviation Squadron to clear the Bhairab Bazar Railway
Bridge of the miscreants in East Pakistan
The deserters and miscreants after having been ousted from the important areas of Dacca, Jessore,
Comilla and Chandpur found a sanctuary in far fledged area of District Barisal-Patuakhali. Barisal in 1969
had population of 69,936. It was a key town on the river–sea route to the port of Chittagong. Most of the
jute and rice from the east of Brahamputra River was shipped to sea going vessels for Chittagong. It was
also a great market for betel nuts and exported large quantities of fish. It was connected by river and sea to
Khulna. There were no loyal troops in this area. The area was in the shape of small islands inaccessible from
ground.
On 23rd April 1971, Commanding Officer 4 Army Aviation Squadron was called to Headquarters
Eastern Command and was briefed about the plan to deal with Mukti Bahini in this area. Lieutenant Colonel
Awan had flown in the area and he recommended landing of force simultaneously on two major islands,
he further promised to locate the positions of rebels through aerial reconnaissance. Major Tauheed and
Captain Nauman along with Lieutenant Colonel Awan and representatives of ground forces carried out the
reconnaissance on the same day. Allouette flew low over the sea and zoomed up close to the islands. They
found the proposed islands deserted, however, after 10 minutes of flying they located the exact locations of
the rebels.
Heliborne Force
Troops earmarked for the Barisal Operation were:- 6 Punjab Regiment, one company of SSG, two
gun boats, four MI-8 and two Allouette helicopters.
On 23 April 1971, three companies of 6 Punjab Regiment were to move by river towards troubled
MI-8 and Allouette helicopters played a pivotal role in Operation Search Light
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area in boats, with gun boats ‘Rajshahi’ and ‘Comilla’, providing them protection from Chandpur onwards.
They were to land in Barisal island complex on the morning of 24th April 1971.
On the morning of 24th April 1971 one company of 6 Punjab and one company of SSG were to be
lifted by MI-8s from Dacca to reinforce the river borne force. The force was to be lifted in two phases; one
Allouette was detailed for search and rescue.
Patuakhali
Patuakhali was part of Barisal District; however it was in the process of being declared an independent
district. It was reported that the enemy in Barisal area after having been defeated would try to make for
Patuakhali, Bagherhat area. The Barisal force was ordered to pursue them. 4 Army Aviation Squadron with
four MI-8 helicopters was to transport one SSG Company and some troops of 6 Punjab in Patuakhali area.
This force was to act as an anvil for the force approaching from Barisal area. The PAF Squadron at Dacca
was to provide fighter cover to the MI-8 helicopters at the time of their landing. It was reported that enemy
had been reinforced with heavy machine guns to counter heliborne force.
Conduct Of Operation
On 26 April 1971 at 0730 hours, four MI-8 helicopters took off under the command of Major Liaqat
Asrar Bokhari for Patuakhali where the helipads had been selected a day earlier. On reaching the target area
they found that the PAF had done the damage. Helicopters landed at the Patuakhali helipad. They were later
informed by the SSG troops that the heliborne operation had achieved complete surprise and the rebels ran
out of the battle area after suffering heavy casualties. There were no casualties of own troops.
Belonia Operation (also known as Feni Operation) has a very special place in the history of Pakistan
Army and 4 Army Aviation Squadron, because it was for the first time, that helicopters were used to drop
troops behind the enemy at night. It was an operation that was novel in its concept and highly successful in
its outcome. It shows very vividly how the wits and imagination of a commander with a bold plan, when
well executed can change the whole complexion of a battle.
Near Feni, there is a salient about eight hundred yards wide and about two miles long protruding into
Indian territory of Tripura called Belonia Salient, it is at this point that Pak-India border was thinnest; the
major rail-road between Dacca-Chittagong is only few miles away from border. Thick jungles and hillocks
were all under rebels control and within range of Indian artillery, supporting them. 24 Frontier Force and 20
Baloch Regiments were tasked to clear the area.
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Belonia Operation
Situation
On 18 June at 1000 hours MI-8 piloted by Major Bokhari and Major Ali Jawahar, with General Rahim,
General Officer Commanding 14 Division on board, were flying to Cox’s Bazaar on a routine inspection.
En-route, he decided to stop at Feni the tactical headquarters of 53 Brigade, to get the latest briefing on the
brigade advance in Belonia Bulge. General was informed that two pronged advance of two battalions (24
FF and 20 Baloch) started on the morning of 18th June 1971. The advance was restricted to the road due to
water and mines laid all over the area. As soon as they started their advance, both the battalions faced stiff
opposition by the well-sited enemy positions. The leading company of 24 FF was caught in the middle of a
minefield and very accurate artillery fire had been brought on them. They suffered twenty eight casualties
and the advance was halted by 1000 hours. The general after some thought told Major Bokhari to proceed
to Chittagong hill tracts and collect all available SSG troops located there; and get the other helicopter from
Dacca to evacuate the casualties.
Major Syed Liaqat Asrar Bokhari and Major Ali Jawahar Khan flew to the Chittagong hill- tracts,
Mahal Chiri, Rangamati, from where they collected twenty two SSG personnel and brought them to Feni.
It was a frantic mission, as commandoes were spread in varying places and manning important posts, they
were to be replaced with the loyal Chakma tribals, and it took almost the whole day. They also registered
a bridge en-route as checkpoint, little knowing, that it would play such an important role later on in the
day. One major reason for this delay in collecting commandoes was the lack of communication between 14
Division and Headquarters Eastern Command. According to the then SSG commanding officer Brigadier
Z.A.Khan, “Major Nadir sent me a signal message, about the use of commandoes, I rang up the Chief of
Staff Eastern Command who informed that permission had not yet been granted for their employment. I sent
a signal message to Nadir to refuse their use. They were later flown to Feni after dark.” This delay almost
proved fatal as helicopter had to make two sorties to fetch the force and landed back at Feni at 1700 hours.
The other MI-8 helicopter, piloted by Major Ali Kuli Khan and Major Patrick Tierney was summoned from
Dacca to evacuate the casualties and then be available at Feni for further commitments.
At 1630 hours only Major Ali Kuli and Major Patrick went for brigade commander’s orders as
other helicopter had not yet landed back. After a drive of about twenty minutes the pilots arrived at the
headquarters. The commander, after seeing them inquired about the other helicopter which had not yet
arrived from its collection mission. Since the time was running short, General Rahim said, “Well they can
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be briefed later. They will be arriving shortly; I told them to collect as many commandoes as possible.”
Brigade Commander started giving his orders off a quarter inch map. he pointed to a place on the map
apparently at rear of enemy positions and said, “Here helicopter force will land.” After the orders, pilots met
a lieutenant of the Baloch Regiment, looking bewildered and learnt that he was the commander of the troops
they were to carry. He was a liaison officer in the brigade and the troops that he was to command belonged
to the Frontier Force Regiment and the wireless set that they were going to carry was operated by crew of
the brigade signal company. In short every one in the force was unknown to each other. The entire group
was bundled into vehicles once again and brought to the helipad at Feni. At this time it was approximately
half an hour to last light and while the pilots hurriedly took some bearings and distance from borrowed
maps, the helicopter from the Chittagong hill-tracts arrived with its assortment of SSG troops.
Brigadier Bokhari, SJ recalls, “After I landed I saw General Rahim at the helipad. General in his
peculiar style, explained the latest situation, then he looked at the captain of the MI-8, and said, “I have
devised heliborne operation, Major are you ready?’ and I said, “Yes Sir, after all we are prepared for such
eventualities.” General explained the operation; aviators suggested that the force should be split in a way
that helicopters should land between the forward and rear of enemy. “Okay” General said,, we all have great
expectations from you all.”
A brief conference took place among the pilots, Major Bokhari got the briefing and devised the plan.
He decided to adopt the dead reckoning method for aerial navigation, he also devised signals and various
procedures for en-route and landing. The experience of Bhairab Bazaar came handy. PAF support was out
of question due to close proximity of border, any violation would give the Indians excuse which they were
looking for. As the darkness approached both helicopters took off. Major Bokhari and Major Jawahar were
in the first helicopter along with Malang Shah(flight engineer). Second helicopter was piloted by Major P. C.
Tierney and Major Ali Kuli. After take off the helicopters followed the road going from Feni to Chittagong
till they hit the bridge in darkness. The bridge was important because it was from here that the two helicopters
were to navigate to reach their objectives. Both helicopters climbed to about 3000 feet above ground level
and after making a wide circle over the bridge they started their journey into the unknown. From the bridge,
they were to fly for about three minutes on a bearing and than hoping that they were over the target they
were to descend and land. The three minutes flight from the bridge proved uneventful, but once the descend
started the nightmare began. The experience of descending down into the dark night, where pilot does not
know what to expect coupled with the fact that the helicopters lost sight of each other, as there were no
navigational lights on, added hazard of air collision.
Major Syed Liaqat Asrar Bokhari and Major Ali Jawahar Khan were the first to land and disembark
the SSG troops. Brigadier Bokhari still remembers, “In East Pakistan, area was full of tall trees, landing in
darkness was like getting down in a well at night. I mostly relied on the altimeter and set the voice warning
at five meters, also the crew chief had the doors open and was reporting the tail clearance, suddenly there
was machine gun fire with tracers going all round, altimeter was at four meters. ”SSG troops off-loaded in a
minute under command of Major Nadir, it took 97 seconds to get airborne again. The second helicopter was
not as lucky with its assorted troops, because it took them exactly twenty minutes of “convincing” before
the troops got off the helicopter. This helicopter kept hovering for twenty minutes and went to about six
places within a radius of a thousand yards but every time they selected a place they got the same answer
from troops, “There is water here.” Eventually the pilot convinced them that the entire area is waterlogged.
During this process when the helicopter was hovering in that area, they saw and heard quite a lot of gunfire
and vary lights being fired. As luck would have it, this landing was made right in the centre of the Indian
position. Forward company thought that their rear had been over-run by Pakistani heliborne force and the
rear company assumed that both their forward companies were captured. In the panic they started firing at
each other and suffered heavy self-inflicted casualties. The prolonged hovering of helicopter also caused
confusion in the enemy’s rank and file; they thought that quite a force had landed. The enemy, which had
thwarted the advance of a complete brigade, got so frightened and jittery by this helicopter landing that they
vacated the entire Belonia Enclave and withdrew to the Indian territory. Next morning, 24 FF and 20 Baloch
resumed the advance without any resistance and captured the Belonia Bulge without any further loss.
This heliborne operation had been an unprecedented success. There was no casualty on own side.
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EASTERN FRONT
Low intensity conflict was going on in East Pakistan since March 1971. From 21st November 1971
onwards it became a Limited War along the border belt involving air forces of Pakistan and India. Indians
were looking for an excuse for their expansion, whereas Eastern Command was stern in its objective of not
giving up an inch of territory. There was apprehension that if Mukhti Bahini got enough of territory it might
establish free Bangladesh.
Military Geography
East Pakistan had 4000 kilometers long border with India in the east, west and in the north. Only in
the south, apart from Bay of Bengal, a narrow strip joins it with Burma. The tract along Pakistan-Burma
is hilly and thickly forested. Airfields in East Pakistan were of World War-II era and situated at Dacca,
Chittagong, Comilla, Shamshernagar, Sylhet, Jessore, Ishurdi and Lal Munir Hat. Lack of communication
in the province were blessing in disguise for the defender. Grain of the soil is from north to south. Terrain is
plain except hilly area in the east. Vehicular movement was restricted to the roads even in dry season. Dacca
was the capital and strategic target for any invader. It was connected with the rest of province through roads,
rail and ferries. The three major rivers namely Ganga, Madhumati and Meghna divide the province into
four distinct military sectors. There was no rail or road bridge connecting any of the sectors, except Harding
Bridge over Ganga and the bridge over Meghna at Ashugang.
North Western Sector. Major Indian communication life line runs precariously narrow.
Eastern Sector. The shortest approach to Dacca from India.
South Western Sector. Indian state capital of Bengal, Calcutta is just 90 miles from border.
Central Sector. A combination of Northern and Western Sector.
Eastern Command
Armour
No.3 Independent Squadron (8 tanks)
29 Cavalry (Bengal Tigers)
Total: 64 tanks (including 12 x PT-76)
Air Force
No.14 Squadron PAF (16xSabres F-86E). They lasted till last light of 6 December 1971. (On 8 & 9
December pilots left for Pakistan via Burma).
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MI-8 Pilots
Lieutenant Colonel Liaqat Bokhari, SJ, Commanding Officer
Major Akram, Second in Command
Major Manzoor Kamal Bajwa
Major Ali Jawahar, Adjutant
Major Zahur Ahmed
Major Riaz ul Haque, SJ
Major Ali Kuli Khan Khattak
Allouette Pilots
Major Zareef Bangash, T.Bt
Major Khalid Sagheer
Major Patrick Tierney
Major Nauman Mahmood
Major Tauheed ul Haq
Major Masood Anwar Brigadier Bokhari SJ
Company ex 299 EME Battalion with Major Yusaf Anwar, Major Wali and Major Ijaz Minhas.
Yusaf Anwar
131 Wali Ur Rehman Ijaz Minhas Malang Bukhari Zulfiqar Waris Munshi Khan
1971
Conduct of Operations
General Arora’s opening move of 21 November 1971, was in the North Western Sector, there by he
secured his fragile logistic tail apart from a check on the Chinese in Tibet. The pitched battle in the Hilly
Sector where 4 FF put up brave resistance forced Arora to change his game plan, instead of clearing every
pocket, he resorted to, by passing the strong points. When all out war erupted on 3 December, Arora had
his forces 10-15 miles inside East Pakistan in almost all the sectors. From western approach he reached up
till Jessore within three days. Arora initially had no plan to capture Dacca; they had plans to capture the
territory up till the river banks. General Niazi also had fragile forces to defend Dacca, because for him it
was not plausible that Indians could cross over three major rivers. Towards the end Indian paratroopers and
heli borne landings made a significant difference.
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On 4/5th December at 2300 hours one MI-8, Major Jawahar & Major Riaz with Subedar Malang as the
flight engineer proceeded to Maulvi Bazaar with some troops and ammunition as reinforcement. The MI-8
was fired upon from the ground once it was short of landing area. A post flight amidst enemy fire revealed
a bullet hole in the hydraulic tank. Flight engineer rectified the fault with the help of a wooden stick. After
successful completion of the task, the helicopter returned to Dacca at 0300 hours. Similarly on the very next
night one MI-8 (Major Jawahar & Major Zahur) was sent to Bogra with Major General Jamshed on board.
Close to Bogra it faced very heavy ground fire and had to turn back to Dacca.
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Indian Paratroopers
During night 10/11 December 1971 the Indian 2nd Para Battalion troops were dropped at Tangail, 40
miles from Dacca. Brigadier Qadir’s 93 Brigade of 36 Division was fighting a rear guard action involving
33 Punjab and 31 Baloch Regiments. At night when Brigadier Qadir and his staff were in the rest house
they got the news that Chinese paratroopers have landed in aid, in fact they were the Indians who were
dropped from Fairchild Aircraft. The Indian forces just got the tail of the force, but psychological impact
was gained. The Indians later captured Brigadier Qadir and his staff. Same night one Allouette (Major
Sagheer &Major Tauheed) at 0300 hours proceeded to Bogra and Rangpur to evacuate Major General
Nazar. On 11th December, Major Jawahar and Major Ali Kuli proceeded to Khulna on a MI-8 with mortars
and ammunition. At 0245 hours when they were short of Dacca intense enemy aerial bombing took place,
a one thousand pounds bomb fell on the helipad; luckily the MI-8 diverted and landed after the raid was
over.
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On the night of 13/14 December Major Bajwa and Major Zahur took off from Dacca after midnight
with a load of ammunition. Flying time was about 30 minutes, there was no question of having any sort of
navigation light on board or on ground. The procedure was to follow dead reckoning and then look down
and find suitable place for landing. The peace time drills of having communication with the formation on
ground was almost non existent in the last days of the war. Pilots were not even sure whether they would
find own troops or enemy on landing. At a distance they could see the tracers and muzzle blasts in and
around Comilla but where to land? As the pilots descended down they got the first burst of machine gun, the
stadium in the middle of garrison was lighted to indicate the landing ground, MI-8 dashed to it before it is
extinguished for the fear of air raid. There was constant shelling going on. Ammunition was off loaded and
twenty eight causalities were hastily loaded in the MI-8. There was no time to check the helicopter for any
damage during the shelling. They took off after a hasty start. Short of Dacca at 200 meters above ground
suddenly a salvo of what seemed an Ack Ack fire passed close to the helicopter. Both pilots even to this
day remember every second of that eventful flight. From about 15 miles Dacca was seen clearly under air
attack. When only ten miles out the radar controller repeated the pre-designated danger warning code word.
MI-8 was over the vast spread of the river bed and resorted to flying a figure 8 at barely 50 meters height,
yet the controller Flight Lieutenant Ishtiaq would not stop repeating the warning. After holding for about
30 minutes, the pilot proceeded towards Dacca despite refusal of permission by the controller, as the fuel
was running low. The landing was made while the Ack Ack guns were still active during another air strike.
Major Bajwa recalls “After landing I phoned the controller as he had requested. He conveyed that we were
lucky to leave the holding area, contrary to his directions. He stated that Agartala Radar Controller had
directed one MIG-21 from the strike over Dacca to engage us. We could not be located due to our very low
level. Later one transport plane, which used to do blind bombing for nuisance over Dacca, was guided to
our holding position. Fortunately we pulled out before its arrival at the site. The Indian reportedly dropped
several flares trying to locate us. The 28 critical casualties ostensibly Saved Our Souls.”
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soldier as given by Geneva Convention, so why to destroy or hand over our helicopters to Indians. Why not
to take them back to Pakistan and use them to fight for another day, after all the war in West Pakistan was
still going on. However as luck would have it, the formalities for cease-fire could not be completed and the
process was delayed by one day.
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Havildar Malang Bokhari was one of the flight engineers in this formation. He narrates, “At around
evening we got the rumour of escape, later we were told to hide the helicopters marking, which we did by
applying what so ever we could find to do so. There were families of squadron troops still residing at Dacca,
naturally parents were quite worried, especially about their young girls. Many had already briefed them
what to do in case of being captured, which was suicide.”
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little strength the battery had was totally drained out. The show was over. We abandoned our efforts of
attempting any further restarts. We stepped out of the helicopter, took a deep breath and drove back to the
living quarters.”
Flight to Freedom
To pilots great disadvantage the sky was covered with 8 octa clouds, completely overcast. Major
Bajwa further recalls, ‘Being the last one to take off at 0335 hours I briefly used the landing light, to enable
me to take off most gingerly over the trees. I realised I had no margin for error, for lifting off from the fairly
confined location and grossly overloaded. The night was fairly cool and the take off over the tall trees was
a great problem. Leaving Dacca after spending the last two years of extensive flying was a strange
experience loaded with the feelings - that of sadness, helplessness and dejection. Once established at
500 feet I handed over the controls to my co-pilot Major Zahoor, in order to relax my nerves and be readily
available for an emergency. Major Zahoor had been my most frequent co-pilot over the last one year, enough
to develop a strong mutual bond. With complete overcast sky and consequent pitch darkness, nothing was
visible through the windscreen. We partly slid opened both side cockpit windows, hoping to be able to get
some visibility through the corner of the eyes. Our instruments panel was very dimly lit to give us better
vision outside. We had expected to be engaged by the small arms ground fire, from the enemy as well as
our own troops, particularly during the first ninety minutes of the flying up to Chittagong. All along the way
the crew kept exchanging notes by guessing the type of small arms fire we were occasionally drawing due
to flight at low level. The passage of every minute was bringing greater hope, as the chopper was guzzling
fuel and getting lighter and more easily manageable.
In pitch darkness due to overcast sky, we missed the bridge over Karnafhuli River, passing barely at
800 yards distance and had to make a 360 degrees turn to locate and set for final course.
Between the bridge and the border there were two small detached hills, which had to be circum-
navigated without any chance of being able to see the features. During the first one hour of our flying we
were to fly below 500 feet above ground level to avoid Indian interception as we were in the close range of
Agartala Radar on our left flank. Cox’s Bazaar Radar was under enemy occupation with the aircraft carrier
Vikrant positioned in the vicinity. We were not certain about the night interception capability of the enemy’s
carrier borne fighter aircraft. Nevertheless we could not avoid Cox’s Bazaar due to higher hill features
towards the East and had to pass within 10 miles of the radar, relying on our low level flight and hoping for
the best.
Beyond Cox’s Bazaar we were to pass through low hill features running parallel to our flight path.
At 0515 hours we crossed the border into Burma. As the passengers were conveyed the good news they all
heaved a sigh of relief. At around 0545 hours, gradually there was beginning to be some light on the horizon.
I pondered for a few minutes in disbelief. We seemed to have drifted well into the sea. Where did we went
wrong? How come the sea has a few pointed pinnacles jutting out? If we were not on the correct route
despite our best navigation, where the hell were we? We did not have more than 45 minutes of remaining
fuel, with so many lives at stake. I carried on in good faith assuming the sea had flooded the shore in unusual
high tide. A few minutes later I saw a sizable hole through it. Soon I realised the surface was rather whiter
than water. Soon it came to light that we were flying over a neatly compressed and continuously spread out
layer of fog on the coastal areas. After a while, it started thinning and breaking up in patches, to disclose
the isolated habitation, with early morning smoke emerging from most farmhouses. It turned into a most
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soothing sight for the remaining 15 minutes of flying before landing at Akyab, which is a manned airport
with regular commercial flights and a small naval base. Before landing we veered off into the sea to dump
all our weapons, cameras and everything that could identify us”.
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Later we learnt that surrender was planned to take place at Dacca Stadium at about 1300 hours. The Indian
General in Command, General Arora was due to fly into Dacca and supervise this ceremony. The time was
1230 hours. In the midst of this confusion, we decided to drive back to the mess and wait.”
“Enroute our jeep crossed a flagged jeep. We recognized the occupant to be Air Officer Commanding
PAF. He too, noticed and waved at us to stop. We stopped. The Air Vice Marshall said, ‘What are you
doing here?’ Sir, we are at the disposal of the Eastern Command and so far there are no orders for us, Major
Sagheer replied. ‘Look surrender is going to take place within an hour from now. Nobody is going to
give any orders to you. Get out as quickly as you possibly can’. Before he drove away he asked us to
carry along Squadron Leader Masood of the PAF Helicopter Squadron. The squadron leader joined us at
that moment. We looked at each other and in a split second reaction we decided to leave. There was rush
of energy and we felt re-energized with the thought that there was a escape chance we could avail with the
will of ALLAH. The drive through the streets of Dacca Cantonment was in a noticeable hurry. Suddenly
to our surprise, we sighted an open jeep with an Indian flag. There were 4-5 Indian soldiers dressed up in
commando uniforms seated with an air of arrogance visible. They were surely the advance party who had
arrived to secure Dacca Airport.
We arrived at the location of the first helicopter. Major Tauheed, Major Zareef and Major Ejaz Minhas
were there and we conveyed them the message too. Major Zareef Bangash had already gone in the morning
to the Eastern Command, where initially he was told to wait, as he would be flying the both generals, one
conqueror and other conquered, later no more was told thus they were waiting at the helipad.
Major Sagheer and I proceeded ahead towards Kurmitola where our helicopter was parked. On
arriving there, we were lucky to have found it intact. While I prepared for take off, I silently admired the
thoughtfulness of Major Sagheer, who had remembered to procure a serviceable battery from the squadron
technical store. With battery replaced, the engine responded at the very first attempt and with in minutes
we were airborne. More than flying, I was keeping a hard look outside, watching out for enemy jet aircraft.
Since Major Sagheer flew quite low, might be 40-50 feet above the ground, my eyes began to strain from
watching the flow of objects passing by in quick succession. Those fleeting scenes were the last glimpses
of Combined Pakistan which I knew would stay in my memory for a very very long time.
After take off, we followed a southerly bearing. Within 30 minutes of flying we were clear of inhabited
area and flew over marshy terrain, which lay on the fringes of the Bay of Bengal. All effort was afoot to
avoid as much of built-up area as possible against the instinct of most helicopter pilots of flying close to
built-up area, but here we were trying desperately to avoid habitation. With no untoward incident between
then and the time we left Dacca, some of the tension eased out and we felt relatively relaxed. Major Sagheer
handed over the controls to me and stretched himself to squeeze some of the stiffness out from his body.
I must admit, he had a sharp sense of judgment for navigation, because even at that low level we made
random turns to the left and right to avoid habitation and after 30/40 minutes flying due South, we made
a 90 degrees turn to the left and headed due East. Between here and up to about 45 minutes of flying was
the most difficult phase of our mission. The main reason was the area underneath was relatively clear and
afforded less cover and secondly, we were to pass quite close to the site of Indian radar installed on a high
ground towards the left of our flight path.
Over three decades have passed but whenever I think of time I always imagine, the finiteness and the
insignificance of human beings in relation to time and space. It makes me wonder how fear of death acts as
a purifier and makes one noble. By then, we had flown almost 2 hours and 15 minutes. About that time we
must have entered the Burmese Territory.
We felt relieved. There was sense of achievement. While I enjoyed and wondered at the denseness of
the forest, I observed low fuel warning light flickered on the instrument panel. No sooner did the light turn
steady then we started manoeuvring in search of a suitable space to land the helicopter. Believe it or not,
it took us nearly ten minutes to locate a suitable site. Helicopter was not switched off. Two persons were
posted as guards around the helicopter with their loaded weapons, while we did refuelling from jerry-cans
placed earlier in the helicopter. Within minutes helicopter was ready to fly off and once again we set course
for our destination Akyab. We must have arrived fairly close to Akyab when radio contact was established
with the control tower. For the first time, after Dacca, we heard radio transmission of the second Allouette
helicopter. It was really heartening to hear them. Evening was approaching and we were hurrying to get to
Akyab before sunset. About 10 minutes short of the town, we decided to abandon our weapons since these
would have created serious complications had the Burmese authorities received us with weapons. Therefore
in a nearby lake, helicopter was brought to hover over water and everyone threw his weapon, ammunition
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The Escape Routes
141
1971
and any other military equipment including flying coveralls etc, so that upon arrival at the airport we could
declare ourselves as civilians. This was part of the instructions received during briefing for this mission.
At last the moment had come, the control tower cleared us for landing. We had the second chopper in
sight. Both landed one after the other and were directed into the parking area where helicopters which flew
in the previous night, had been parked. At Akyab, since morning the already landed crew of Army Aviators
had a depressing day, the uncertainty about the missing Allouette (Major Sagheer and Major Masood)
caused panic which over took every one at Akyab. In the evening when the typical Allouette turbine
whine was heard, it turned into a pleasant surprise.
Land of Buddha
Within hours of
landing, the Pakistan
Embassy staff arrived
from Rangoon for
supervision. All Pakistanis
were fairly well looked
after. After four days the
families were separated
and taken to another
house. On the same day
the pilots were taken to
the airport to have a look
at their helicopters parked
on the apron. To their
dismay they discovered
that three days of parking
in the sun had partly
melted the camouflage
Pakistani pilots in Burma, December 1971
on the markings on the
helicopters. Disguise of civilians was no longer valid. All the defence personnel were taken to the naval
base where they were asked to disclose personal identifications. When pilots returned after interrogation
there was a lot more barbed wire and the guards around their rest house however living conditions and food
got better after identification.
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1971
medicines, cosmetics and food colours from Pakistan. Local consumer goods were of poor quality and
foreign goods were highly valued and sought after. Though free to move around, we were getting anxious
with the passage of time. New passports were prepared for all of us. We obtained books on the international
law. The law gives the neutral country the option to maintain us till the cession of hostilities or repatriate
us to the country of departure. Burma being a neutral country and now neighbour of new Bangladesh came
under a lot of pressure. After evacuation of families to Karachi, the PIA crew which had entered Burma at
the beginning of the war was also evacuated to Pakistan by early January 1972. Army Aviators status as
armed forces personnel was in doldrums and new fears were added with the passage of every day’.
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1971
144
WAR IN THE WEST
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1971
146
1971
No.1 and No.2 Flights with three L-19s each were located near
Qila Soba Singh to support 8 Division and 6 Armoured Division.
Major Anwar Mohiuddin – Flight Commander
Major Shah Alam
Captain Abid Hussain
No.3 Flight with two L-19s was located at Ugoke Village to support 15 Division.
Major Zafar Hussain Siddiqui -Flight Commander
Captain Imtiaz Alam
Captain Aftab Ahmed Khan
No.4 Flight with two L-19s and one OH-13 (S) was located near Kotla to support 23 Division. It later
moved to Padhar.
Major Saeed Ismat Chaudhry – Flight Commander
Major Muhammad Shahbaz Khan
Major Sajid Islam
No. 5 Flight This flight before the war had moved to Bahawalpur and supported the operations of 25
Brigade and on 18th November 1971 it moved to Wasalewala.
Major Jamshed Niazi-Flight Commander
Major Muhammad Umar
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1971
Northern Sector
The first sortie took
place on 4th December 1971
at 0655 hours in Allouette-
III No. 1456 piloted by
Major Badr; it was a casualty
evacuation mission. On
the same very day 4 more
sorties were flown from
Gilgit to Astor, Humzigund
and Dhamial, mainly for
casualty evacuations. From
4th December till the last day
of war, pattern remained
same, although General
Officer Commanding 12
Division was also flown in
Hajira area. MI-8s did not
fly a single sortie except on
14th December when they
flew from dispersal area
back to Dhamial.
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1971
At 1315 hours, Captain Abid Hussain went on a mission to go over the Forward Defensive Localities
to locate enemy tanks. When he had gone 3 miles inside Indian territory, he was located by enemy fighter
aircraft. Captain Abid was without an observer and he was attacked three times by a jet and it chased him
up to 10 miles inside our territory, he remained safe mainly because of calm and skilled handling.
Kasur
At 0730 hours on 6th December 1971, Major Saleem and Captain Humayun took off from Kasur,
after getting briefing from divisional headquarters and coordination of frequency with divisional artillery.
Their task was to locate the enemy armour. They flew along the Forward Defended Localities at tree top
level. Abeam Mehdipur pilots detected tanks through kicking of dust. Major Saleem called medium artillery
fire.
Ugoke
At 0700 hours on 6th December 1971 at Ugoke, Major Siddiqui and Captain Imtiaz Alam got airborne
for a mission of dropping message to our unlucky infantry company in Phuklian area surrounded by enemy.
The message was to indicate the escape route to them. The pilots wanted to give cover to the company by
artillery fire but could not establish communication with guns. They flew along the river through shelling
and reached Khoje Chak. There the message was dropped successfully to our troops, majority of them
managed to extricate themselves.
At 1100 hours on 6th December 1971 at Ugoke, Captain Imtiaz and Captain Aftab were tasked to
locate enemy armour. The pilots flew over Chaprar and climbed high to observe as the visibility was bad,
but it did not help. Captain. Imtiaz keeping in view formation headquarters concern for the enemy tanks,
decided to fly overhead area Chanor. He twice flew over this village remaining 20 minutes in enemy area
but did not see any tanks instead he was fired upon by small arms..
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1971
On my very first mission, I ventured in the enemy area. Observation was seriously hampered by
haze and smoke generated by very heavy artillery fire on both sides. The visibility was restricted to 1000
meters. I located an Indian heavy artillery regiment across Tawi and suggested to the division to call for an
air strike. Initially they were skeptical of my adventure and doubted the veracity of the information and my
report of flying so deep inside enemy territory. When I volunteered to act as a forward air controller (FAC)
to lead, guide and direct PAF aircraft inside the enemy territory, the credibility was restored. As an airborne
forward air controller I effectively engaged two Mike Targets well inside enemy area. Next day was also
very eventful when I engaged enemy positions and tanks concentration by artillery shoot, my first Uniform
Target.
On 5th December 1971, the leader of six PAF aircraft established communication with me to take on
the Indian artillery regiment located by me a day earlier. The first run did not yield results as they failed to
recognize the target. I decided to improvise and told the leader that he should keep me in sight and I shall
approach the target and when I say “Target-Target” the guns would be up 12 O’clock 500 meters straight
ahead. We managed to coordinate our respective positions but in the process we attracted a lot of flak to the
extent that some enemy tanks seeing me so close to ground even fired at me with main gun. When I called
out “Target-Target’ the leader said negative, target not identified, I decided to continue getting closer to the
enemy gun position. When my aircraft was as close as 100 meters, he recognized the target and asked me
to get out of their flight path. So I did and witnessed a most spectacular aerial attack. All the guns were
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1971
virtually destroyed and some blown out of their pits. This was all over in minutes and the leader asked me
if I had any other target for them. I had identified an ammunition dump in area north east of Palanwala the
day before on my return trip from Jaurian. This was indicated and recognized with ease and destroyed.
At this time I observed four Indian MIG-21 Aircraft on the horizon. PAF jets left the area as they had
successfully accomplished their mission and were at the edge of their fuel endurance limits. The Indian
fighter aircraft pounced at me. No one had ever taught me the evasive actions under such a situation. I was
like a mouse being hunted by wild and hungry cats, I luckily escaped unscathed but when I was entering
back in own territory, our own troops fired at me indiscriminately. I landed back at my ALG with six
bullet holes on the aircraft including the fuel tank and fuselage. Having replaced my aircraft I got airborne
again. I noticed that the enemy had abandoned their positions in general area south of line Moel-Chamb
and practically there was no enemy to be seen there. I now carried out an in-depth study to reconfirm the
findings of my surveillance. Equipped with that very vital information I went to the tactical headquarters.
As the enemy had identified the direction of our main effort, he had pulled out the troops from the southern
sub sector to reinforce the defence. Our division was way behind in the implementation of its operational
plan and was not getting the breakthrough. The situation at the headquarters was very grim and tense. After
a lot of assurances and persuasion, I managed to convince the divisional commander to accept my report as
authentic. Quickly the brave, determined and sharp General Iftikhar devised a new manoeuvre plan basing
on the information provided by me. Next day 2 Armoured Brigade commenced its advance towards Chamb
from the right in a southerly envelopment movement.”
1 Squadron War Diary records, “At 1300 hours on 5th December 1971, Major Saeed got airborne to
direct PAF jets. Enemy artillery regiment located earlier by the pilot was indicated to strike leader. 11 guns
were destroyed. While directing the jets Major Saeed got hit at three different places on his L-19 aircraft No
013. It was for the first time that divisional headquarters realized the importance and usefulness of Army
Aviation aircraft not only to augment their efforts but as versatile part of war machinery. Information was
passed to divisional headquarters that area south east of Chamb was not held strongly by enemy and attack
from that direction would enhance our chance to reach Tawi.”
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1971
two miles south-east of Chamb. The small town of Chamb was deserted and 2 Armoured Brigade was
nowhere near it. Communication let me down once again. I landed the aircraft in a dusty field and told the
Commanding Officer 10 Baloch Regiment to occupy Chamb as the enemy had vacated it. We took off and
the young Captain Tariq was really excited and asked me if I could land somewhere in Chamb. I landed the
aircraft in a grassy field in Chamb, switched off the engines and started a long wait for own troop to arrive.
We entered the Indian brigade command post and when we came back to the aircraft, four Indian SU-7s
were on us throwing all sorts of munitions. It was a miracle that my little L-19 standing proud in the middle
of the ground remained intact. I took off to urge 10 Baloch and 2 Armored Brigade who had stopped in their
tracks after the air attack to resume their advance. I landed back at Chamb. It was in the late afternoon that
10 Baloch entered Chamb.”
Night Rescue by Major Saeed Ismat and Superb Gallantry of Sajid Islam
At 1635hours 9th December 1971 at Padhar, Flight Commander
Major Saeed learnt about the accident and he rushed to the scene and
landed there. He learnt that both - General and Major Sajid had been
evacuated by road to Padhar, at 1725hours. General was in precarious
condition and Major Saeed volunteered flying him to Rawalpindi, a
stretcher was improvised and fitted in L-19. At 2000hour from Padhar,
Major Saeed got airborne with injured Major General Janjua on a
pitch-dark night. Pilot had an awful journey and after 50 minutes of
flying he landed in Kharian. Major General Iftikhar Janjua was rushed
to Combined Military Hospital(CMH) Kharian. Major Sajid was
evacuated to CMH Kharian by road. The General later expired in CMH
Kharian on 10th December 1971. Major Sajid Islam recovered, rose
to the rank of lieutenant colonel and unfortunately died in another air Lt.Col. Sajid Islam
crash of Puma helicopter near Skardu. Ironically the second helicopter
accident also ended in fire and brave Sajid Islam could not survive this one. Lt. Col. Sajid Islam was an
icon of professionalism, bravery and sacrifice - he refused to leave the burning helicopter till all his
passengers and crew were out before him. He kept guiding and helping others but gave his life in the
best tradition of leadership. Acts like these make Pakistan Army Aviation a proud Corps.
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1971
On 4th December 1971, the day had started at Rahim Yar Khan with an enemy air raid. At this time
3 Army Aviation Squadron Headquarters was located at Sahiwal Race Course Ground. One flight was
at Rahim Yar Khan and six pilots with L-19s attached from Dhamial, were located at Multan, awaiting
attachment to their affiliated formations.
Major Moaziz Hussain undertook the first operational sortie in an OH-13 helicopter to Dipalpur
where he had gone to bring Major General Akram, General Officer Commanding 7 Division to Sahiwal.
Major Javaid Hameed under took second operational sortie of the day in an Allouette-III. He took the Corps
Commander Lieutenant General Tikka Khan to Pakpattan.
with the general for Gabbar, which was the launching pad. On the way back we saw echelons of vehicles
stranded on the track and troops standing by, trying to pull out the vehicles. General was annoyed and
directed me to get closer, general then waved his Peak-Cap in a circular motion (indicating troops to move
forward)and troops responded.
On the morning of 5th December I took the general from Goth Machi to Gabbar. General revealed
that there was no communication link between the division and the advancing brigades, he asked me, “How
far can you fly?” then said, “Can you go to Jaiselmair? I said, “It is out of endurance now, Sir. “He said,
“Okay take me to Ramgarh, on our right side on the track near Masitwali Bhit and Longanewala, the speed
of troops was very slow. There were tractors pulling the vehicles, we got closer to the track. I saw smoke in
the distance and general asked me which was that place and I replied it is Jaiselmair, but general corrected
me that it was Ramgarh. But it turned out to be Longanewala. These were own tanks on fire, we landed there
(Longanewala), General had a hasty and hot discussion with the brigade commanders. There was a casualty
lying, an officer from Baloch Regiment. I put the casualty on the litter and then along with the general set
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1971
course for Sadiqabad. General while in the helicopter asked for paper which I did not have, so I gave him
the wrapper of the cigarette packet, he wrote something and handed me over, with words to pass this back to
the commanders at Longanewala. First we landed at the Main Dressing Station (MDS) at Dharki, dropped
the casualty, got fuel and then dropped the general at Sadiqabad. I then flew back to the Longanewala, gave
the message and further picked two more casualties on my OH-13 and landed back at Advance Dressing
Station (ADS).My flying for the day was 7 hours. Next day I again flew another five hours.
Missions were not specific in nature, I flew ammunition, water, medicines, operational orders and
evacuated casualties on OH-13 as well. Few days later the command of the division was changed and
Major General Hameed took over; I flew him around for reconnaissance as well”. Major Maqbool was later
awarded with Sitara-i- Basalat for his boldness and contributions to 18 Division’s operations. He rose to
the rank of Lieutenant General and commanded a strike corps apart from being the Commandant National
Defence College before his retirement in 1998. Presently he is running a charity school in Lahore.
Rahim Yar Khan On 5th December 1971, Headquarters 2 Corps informed 3 Army Aviation Squadron that
two L-19s were required to undertake a surveillance mission to Islamgarh, in the Rahim Yar Khan- Khanpur
area to assess the strength and deployment of enemy forces which were operating in that area. Major Zafar
Ullah Khan and Major Fahim Shah were detailed to fly the mission from Rahim Yar Khan. Major Zafar
(Colonel Retired) narrates, “At around 1430hours I got the orders for surveillance across the border to asses
the enemy dispositions. I as a flight commander decided to undertake this mission my-self and told Major
Fahim Shah to be stand-by for any other task from the formation. I flew at low level, following the lone
track towards the border and soon had own troops in sight, they were bogged in sand. I flew looking for the
enemy and after some time I could see them in the distance. I flew in a pattern where I was able to monitor
the enemy in relative safety but soon I discarded that and dashed over the Indians hoping to get away before
they could react. I was successful in my intelligence gathering but I had my share of the war when a burst of
ground fire from the hostile troops ruptured the aircraft. It was getting late and slowly I realized that I would
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1971
not be able to make it to the strip at Rahim Yar Khan, by the time I reached overhead Rahim Yar Khan it
was dark and I was unable to find the strip. I searched in near panic for any place to land but my instincts
were the hindrance in taking such a suicidal step, later when my fuel was almost consumed, I was left with
no other option but to land and I vainly followed a light and landed safely. It was the main road and to my
good luck there was no traffic at that time.”
Major Zafar was awarded Tamgha-i-Jur’at for his part in 1971 War. On promotion he
commanded an Azad Kashmir Regiment. He later returned to aviation, started the Tactical Courses
in Aviation School. Presently he is settled in England, his two sons are flying in Army Aviation.
The Two Aviation Heroes of Chhor Sector (An Eye Witness Account)
Captain Iftikhar had only 50 odd hours on L-19 when in the last week of November 1971 he landed
at Chhor Strip along with Major Fayyaz Ibrahim of 3 Squadron. He narrates, “Period prior to out break
of war was utilized for area familiarization. On the eve of war we had shifted our location from Chhor to
Dhoro Naro approximately 15 miles short of Chhor. Colonel Bashir was manning the skeleton divisional
headquarters and on first day of war we were not given any mission. On the second day of war, I was to fly
inside the Indian territory and to locate the Indian Armour. At dawn I took off and after 2 hours when I was
coming back, I spotted Indian tanks on the move. I was flying low at Dhar level( Dhar is flat hard ground in
between sand dunes) and it was easy to pick up armour in desert due to immense dust raised by them.
As I was heading back with that information so vital for the defence of Chhor, I spotted hostile
aircraft at one’o clock position to me, this was my first encounter with Indians. I froze on the controls and
kept staring at the aircraft which was heading towards me. At mid range, he opened fire and I saw tracers
whizzing past me, on getting closer, I had an eye contact with the pilot who would be my killer, his visor
was up. All this took few seconds but I was perspiring. I thought this is how it goes, and decided to look
back at my stalker; he was turning, so I also decided to turn in the same direction. Now we both were
circling and I discovered that he cannot get me if I remained in this pattern, soon he left me and I landed
back.
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1971
It was our drill that after landing we would park the aircraft under the trees and placed sugar cane
stack on the strip to hide it. Indians did bomb Chhor Strip and attacked railway station which was nearby
but they never found our location”.
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1971
Aviation Missions
During the period of open hostilities, quite a number of missions were executed proficiently in
the West by the Army pilots. A total of 118 Battle Field Surveillance and Reconnaissance missions
were conducted with positive results. Thirty two Artillery Shoots were taken and over a dozen times
own jet fighters were guided on to the ground targets. Twenty six sorties were generated for Command
and Liaison purpose. In addition six Search and Rescue and thirteen Casualty Evacuation missions
were undertaken. Also twice Column-Control duties were performed and thrice Aerial Photography was
done. This might not look an overbearing performance but remember no major offensive was launched
except in Chamb, in other areas only small-scale efforts were undertaken for some minor gains.
6th December C-130# 143 Group Captain Choonara landed at 0851hours and took off at 1120 hours.
9th December C-130 Group Captain Choonara landed at 1642hours and took off at 2159hours.
10th December C-130# 140 Squadron Leader Sohail landed at 0915 and took off at 1441hours.
10th December C-130 # 143 Squadron Leader Sohail landed at 1558 hours and had a night stay.
11th December C-130 # 143 Squadron Leader Sohail took off at 0548hours.
11th December C-130# 491 Squadron Leader Sohail landed at 0930 and took off at 1157hours.
11thDecember Call Sign Khalid 34 landed at 1822hours and took off at 1845hours.
12th December Call Sign Khalid 16 landed at 0013hours and took off at 0602hours the same day.
13th December Call Sign Bais 19 landed at 0848hours and took off at 1016hours the same day as
Call Sign Khalid 48.
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1972
Major Qasim
Major Muhammad Qasim was born on 1st October 1939 in Village Adina, District Mardan. He was
commissioned in the Corps of Signals in October 1960. He attended Basic Flying Course P-6 in 1964 and
was posted to 1 Army Aviation Squadron. He took active part in 1965 War and flew many operational
sorties. In 1969 he qualified as Flying Instructor on L-19 from Flying Instructor School, PAF Academy.
Major Qasim served as instructor in Army Aviation
School from 1969 to 1971, in the last week of November
he was attached with 2 Army Aviation Squadron.
It was early morning of 4th January 1972 when
Major Muhammad Qasim took off from Gujranwala
Strip (a flight of 2 Army Aviation Squadron had been
moved to Gujranwala to support the operations of field
formation). It was late in the afternoon when flight
headquarters at Gujranwala received a telephone call
from GSO-2, the caller wanted to talk to Major Qasim
and apologized for not sending the vehicle at Satrah
Strip where Major Qasim was to land. He was surprised
when informed that Major Qasim had not returned, as
according to him Major Qasim had left an hour ago.
It was then that the search for the missing aircraft
started. All the inquiries revealed that Major Qasim last
took off from Satrah for Gujranwala at 1200 hours on
4th January 1972, in L-19 (No-003) with 2nd Lieutenant
Major Qasim Muhammad Humayun Raza, a Bengali officer of 24
Signal Battalion, on board. The air force agencies and
the troops on the Forward Defended Localities were contacted but nothing was known except Major Qasim
had taken off from Satrah. Soon after, the British Broad Casting (BBC) and the All India Radio broke the
news of the hijacking and that Major Qasim has been shot dead.
It was revealed later, that when Major Qasim landed at Satrah, 2nd Lieutenant Humayum Raza contacted
him and requested for a lift to Gujranwala. This Bengali officer had appeared for the aviation aptitude test
before the war. Major Qasim in his usual helpful attitude and politeness promised to pick him up after he
completes his mission. He however also advised him to get permission from the divisional headquarters for
the airlift. After dropping the brigade commander in Pasrur, Major Qasim, on his way back landed at Satrah
to pick up this officer, not knowing that the passenger had different plans and was going to be his assassin.
According to the team responsible for maintaining the strip, Major Qasim took off and then made a
circuit as if to land back but went around on finals. This information and the position of the wounds after
post mortem revealed that one bullet was fired at the right cheek which went through the left cheek and
the second bullet was fired from the right ear which penetrated the brain.It indicates that 2nd Lieutenant
Muhammad Humayum Raza probably had threatened Major Qasim to turn towards India soon after take
off, but on refusal and seeing him attempting to land back, fired the first round.This first round was not
fatal and Major Qasim still attempted to land back. This is also validated by the accounts of eye witnesses
on ground, who described the aircraft banking and then straightening up. It is at this stage that Humayun
fired the second fatal round. After shooting Major Qasim this officer knowing a bit of flying, flew towards
India. A few words about the assassin. More than the so-called patriotism, assassin Raza wanted to avoid the
punishment he was to receive from the divisional commander the following day for driving without license
and over running an old woman.
Major Qasim’s body was received from India on 7th January 1972 i.e. after four days of his shahadat.
Major Qasim was awarded Sitara-i-Jur’at for the act of bravery and supreme sacrifice in an effort to uphold
the honour of his motherland. Later, Army Aviation Base Dhamial was named after Major Muhammad
Qasim. It is to be known as Qasim Army Aviation Base.
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1972
General Tikka Khan and Brigadier Mehmud, Commander Dhamial Base on the
Dedication Ceremony of Qasim Army Aviation Base, 12th December, 1972.
Riaz Ul Haq
Fayaz Ibrahim
160
161
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1972
SEVENTIES
The morale of the Pakistan Army was down due to fall of Dhaka, which was recorded by then Army
Chief General Gul Hassan as “There were troubles at Gujranwala and Kharian, even in GHQ auditorium the
officers were rowdy and later few were court martialed”. Army Aviation was no exception. Due to unrest
in 199 EME Battalion a court of inquiry was held under Lieutenant Colonel Sher Khan and few individuals
were court martialed. In 1 Army Aviation Squadron one of the officer removed all the photographs from the
crew room citing them as the major cause of defeat. Most of the pilots in the crew rooms or in the field were
in a state of shock. The result of this war was depressing especially when every one felt that Indians are no
match to us on the basis of one to one or unit to unit. However, Indians proved exceptionally cunning and
manipulated the political situation in East Pakistan to their advantage.
From left Major Naseem, Lieutenant General Gul Hassan Commander-in-Chief, Lieutenant Commander Shafi, Captin Anwar Shah,
Major General Zia Ul Haq who later became Army Chief is standing behind General Gul Hassan.
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1972
From left. Lt Col Saqlain, Mr. Khar, Major J. Humayun, President Zulfiqar Ali Bhutto, Major K Mirza,
Lt Cdr Shafi, Major Jawed and Major Raza - 1972
Special Services Group Training
On 24 March 1972, three MI-8 moved to Mianwali for eight days of exhaustive training in the
Mianwali and Kundian desert areas. Besides day time missions, each night commando raids were also
practiced. The three choppers would pick up thirty fully equipped commandoes and drop them in the desert
in close formation, without using lights. These nocturnal formation landings were stressful as the dust
kicked by the heavily loaded MI-8 blinds the pilot, leaving no margin for errors. Pilots discovered that under
the circumstances the best thing was not to plan any hovering at all. Each night an average of five hours
were logged by each helicopter.
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1973
White Puma
In 1971 prior to the war, efforts were
made to procure a Puma for the movement of
VVIP and flying trials were carried out by the
PAF. Since PAF was responsible for the air
movement of Head of the State therefore it was
taken as granted that they will operate the rotary
machine as well.
Major General Imtiaz Ali, a graduate of
P-6 course was the Military Secretary to the
President Bhutto. He suggested that newly
inducted Puma should be operated by the Army The White Puma
Aviation. Thus the induction of Puma was transferred from PAF to Army Aviation.
In November 1972 Lieutenant Colonel Tirmizi was tasked to ferry the aircraft from France to Pakistan.
He along with Major Naseem Khan and Major Jalil ur Rehman under went training at Aerospatiale training
centre at Marignane in February 1973. Ferry of Puma to Pakistan was finally undertaken in March 1973.
During their stopover at Amman, King Hussain of Jordan also flew the helicopter for thirty minutes.
Chief of Army Staff General Tikka Khan with Lieutenant General Zia on his right
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1973
166
1973
novel idea of dropping these items through parachute. L-19 had very little capacity for extra luggage but
these food supplies from the air was the only chance of FC platoons survival. 2 Squadron flight remained at
Sibi till May 1965 while pilots kept rotating on regular basis.
Raising of 5 Corps
New corps was raised in Karachi having responsibility for internal security in Balochistan as well.
Its first commander was none other than Lieutenant General Azmat Baksh Awan. He rightly increased
the aviation resources for the operation and got additional four L-19s for his corps. Qasim Base made 3
Squadron still having its headquarters at Multan responsible for coordinating all flying in Balochistan.
3 Army Aviation Squadron apart from having No 10 Flight at Quetta also moved another flight on 17th
February 1973 to Khuzdar under Major Rahmat Ullah.
Operation Maiwand
The first phase of army operation lasted from May 1973-July
1974. Army Aviation supported field formations mainly in logistic
support, casualty evacuation, command and liaison. The major
heliborne operations in Maiwand area and operation Brown River,
both failed to apprehend any worth while rebel but the psychological
impact was created. Aviation assets were distributed at Quetta,
Sibi and Khuzdar. Articulation of command was a tricky affair. On
adhoc basis helicopters were attached from 4 Squadron (M1-8) and
Allouette from 5 Squadron. These varying flying machines had their
own maintenance procedures to be followed along with variety of
spares. MI-8 were due for the overhaul as well and were flying on
extensions of hours.
On 10th May 1973 troops marching in Marri area for the
protection of railway line were ambushed at Tandoori, eight soldiers
were killed. Now there was no going back and 33 Division less two brigades was committed for counter
insurgency. 70 Brigade was tasked to look after Khuzdar and 313 Brigade in Kohlu area. The first push on
the miscreants, code-named “Operation Maiwand” in the heart of Marri Tribe East of Sibi was launched on
22nd May 1973.
In support of Army deployment against Marri, Bizenjo, and Mengal Tribes, 4 Army Aviation Squadron
was ordered to move to Sibi immediately and provide aviation support to 30 Infantry Brigade commanded
by Brigadier Abdul Rehman Choudhry. The initial message received on 18 May 1973 from GHQ, estimated
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1973
the duration of this duty for about five days, but as it turned out subsequently, it lasted for almost five years.
The first batch of four MI-8 along with two Allouette helicopters under the command of Lieutenant Colonel
SLA Bokhari SJ left Dhamial on 20 May 1973 and got into position at Sibi on 21st May. Majors Naeem,
Aftab Ahmed, Muhammad Daud, Abdul Razzaq, Muhammad Tariq, Khalid Masud, Ali Jawahar, Riaz ul
Haque SJ and Tasnim Hayat Malik were other member of the team. Brigadier M M Mahmud then Base
Commander Qasim Base also accompanied them. Lieutenant Colonel Masoom of Army Aviation who was
commanding the 40 Field Regiment at Sibi provided the administrative support to the aviation elements for
their operations in the area.
Lieutenant Colonel S.L.A Bokhari SJ who led the helicopter formation narrates. “According to the
intelligence reports, a large number of Balochi tribesmen had gathered at Maiwand and surrounding peaks
and were planning to lay ambushes on the Pakistani troops. Lieutenant General A.B. Awan commander
5 Corps and the senior most aviator of Pakistan Army wanted to commit troops once he was sure of the
exact location of tribals. Entire aviation effort was located at Sibi apart from two L-19s ear-marked for
Kalat area and stationed at Khuzdar. Troops committed were the 4 Army Aviation Squadron and company
SSG(Special Services Group). Lieutenant Shaffi and Lieutenant Rehman of Pakistan Navy also flew a
Chief of Army Staff General Tikka Khan with Lieutenant General A.B. Awan. U8-F is in the background
number of reconnaissance sorties in Allouette helicopter prior to launching of this operation to gather
information and monitor rebel activities. PAF was also put on 72 hours alert at Jacobabad.
Operation was launched at first light on 22nd May 1973 to make the best use of the low temperature
of the morning which enhanced the carrying capacity of MI-8 helicopters to the maximum. SSG Company
was heli-lifted from Sibi Airfield for the objective in four MI-8 helicopters led by myself in MI-8 No. 0624
with Major Abdul Razzaq as the co-pilot. Commander 5 Corps General Awan and Base Commander Qasim
Aviation Base Brigadier Mahmud were also in air and monitored the progress of operation from Allouette
helicopter. To the delight and surprise of everyone they were greeted by a crowd of civilians with a cheering
warm welcome majority had seen the helicopters for the first time in life. It transpired later that the hard-
core rebels, having got the inkling of the operation, had melted into the surrounding hills couple of days
back.
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1973
30 Infantry Brigade was to follow up and join the SSG troops. 44 Punjab while advancing from Sibi
suffered heavy causalities, all related to weather. The approach road was littered with them and between 22-
24th May over fifteen sorties were flown for casualty evacuation by 4 Squadron. Later 45 Punjab Regiment
commanded by Lieutenant Colonel Muhammad Younis was ordered to advance from Kohlu to Maiwand
in a very difficult track to marry-up with the SSG troops, which they accomplished very skillfully. The
corps commander was so happy with the successful conduct of the heliborne operation that he installed
a permanent stone at the site of first MI-8 helicopter landing at Maiwand with the inscription “The site
where first MI-8 helicopter No. 0624 landed on 22nd May 1973”. The troops in Maiwand were supported
through helicopters stationed at Sibi for another few days with water, critical supplies of food, arms and
ammunition.
Meanwhile on 4th July 1973, 10 Flight moved to Khuzdar to supplement 11 Flight in support of 70
Brigade which was also engaged in the counter insurgency operations.
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1973
day I was sitting in the mess when Colonel Bokhari told me to go and act as a safety pilot with the Iranians,
at that time there was no specific chain of command thus I in my heart cursed the mission but went to the
Samungli Base where I had to guide the CH-47 to the proposed target area for reconnaissance. During the
sortie there was not much of talking and quietly we went to the area and came back, contrary to the common
belief the Iranians were not that good in English and I gave all the calls”. These helicopters also took part in
humanitarian relief work. Brigadier Qurban who was then major recalls ‘I was part of 3 Squadron and we
were living in the Mental Ward of Combined Military Hospital Quetta where we had a long barrack at our
disposal. I Once flew as a liaison officer with these Iranians to drop relief goods at Gwadar, my role was to
coordinate the air traffic communication.”
These helicopters were also employed at Khuzdar, where the Brigade Commander was Brigadier
Fazle Haq(later lieutenant general &Governor Frontier Province). Major Zareef has something to add in
this regard “One CH-47 attached with Khuzdar Brigade one day took off and went missing, it was real crisis
to locate it, after some time it was reported that it had landed at Karachi International. Next morning they
flew back to Quetta later it was revealed that they got the permission from the local battalion commander
for weekend and proceeded to Karachi.”
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1973
again heli lifted back to the base. Colonel Zareef Bangash was around and remembers; “All the aircraft
including the Iranians were parked at Sibi. Less the CH-47, all the other Iranian choppers were armed with
the cannons and rockets. At 0500hours I tookoff from Sibi having Chief of Army Staff(COAS) General
Tikka on board with me. It was quite demanding to control all these helicopters. We had the briefing a night
ago on the flying sequence, thus we had red, green, and blue formation of aircraft and we were heading
for a mission which was not pleasant from any aspect. After the ordeal of East Pakistan it was not only my
endeavour but of all the aviators who had served there to make sure that there was no innocent casualty. I
had given the firm orders on behalf of field commander that Iranians will not open fire without our orders
but in a fluid situation any thing could happen and that was precisely my worst fear. It was a sight to see
almost a dozen aircraft flying in formation towards the target, we had the Pakistani pilots sitting in all the
Iranian helicopters. The plan was that the gunship would encircle the habitat and if they found the rebels,
would open fire and then the assaulting troops would land there. As we crept close to the target the first burst
was fired by the Jet Ranger on a mud plastered house and I think this came as a shock to the locals as never
before they had been fired upon from helicopters. Soon I could see the dust rising and then few more rounds
were fired, after the main troops landed we found the area totally destroyed but surprisingly there were very
few casualties”.
3 Squadron Deployed. 3 Squadron was called in support of 18 Division for internal security at
Hyderabad due to linguistic riots in the province. Two flights of 3 Squadron, No. 12 and No. 9 remained
there till 24th September 1973. Eventually No. 9 Flight flew to Peshwar to support 7 Division in
internal security.
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1974
Operational Strategy
To counter hostilities 5 Corps strategy was to eliminate / disorganise the fighting elements and isolate
them from their support. With this in view small scale search and domination operations, ambushes utilizing
helicopters were to be conducted. Through sustained pressure and presence, the insurgents were to be kept
on run so as to tire them out. Troops were deployed as under:-
16 Division, Bugti area
33 Division, Marri area
37 Division, Sarawan / Jhalwan area
operations enabling own ground troops to wipeout insurgent elements. Among the numerous insurgency
operations in which the squadron pilots and aircraft participated, following are worth mentioning:-
a. Operation-Harook Thal (Khuzdar)
b. Operation -Bhambore Search (Bhambore)
c. Operation -Hot Chase (Sibi)
d. Operation- Zarger (East of Quetta)
e. Operation -Khoar Sibi (Sibi)
f. Operation-Treasure Hunt (Diao Thin Nallah)
g. Operation -Gypsy Trail (Shahrig Area)
h. Operation- Zattar (31 Brigade)
j. Operation -Spring Board (33 Division)
Induction of UH-1H
Americans were the first one to send their
relief team during 1973 floods which consisted
of 6 x UH-1H helicopters, their crew carried
out the relief work mainly in the southern
part of Pakistan in an extremely professional
manner. At the end of their work they left their
machines at Dhamial for future relief work.
These machines remained idle for another
couple of months before they were gifted by the
American government to Pakistan. Brigadier
Jabbar who was then Director Aviation recalls
“Prime Minister Bhutto was leaving for state
visit to America, the Prime Minister secretariat
asked for agenda points and we proposed that
UH-1H
these machines should be gifted to Pakistan’’.
In 1974, American mobile training team came to Pakistan for training purposes under Captain Whitley
and CW3 William More.
Army Aviators who were trained on these machines included, Major Hamid Choudhry who was
the senior most aviator among them, he was also given the instructor rating. Following officers were
trained as captain on the aircraft:-
Major Tariq Akbar
Major Sajid Islam
Major Riaz
Major Hameedullah
Co pilots were Captain Ashraf, Captain Kashmiri, Captain Afzal Tufail and Captain Iqbal Hussain.
All the co-pilots were students of basic rotary conversion and after their basic flying on OH-13S they
were converted to the UH-1H. During the training which started from April and lasted till May 1974,
highest ever landing of UH-1H was carried out at Khunjerab Pass.
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1974
previously performing the duties in 45 Baloch and hence was familiar with the operations. Now my brigade
was to keep an eye on the passes leading to the grazing plateau. Our battalion 45 Baloch was equipped with
recoilless rifles but still we were unable to penetrate their safety cordon. I must confess that Baloch tribes
were brave and master of the fieldcraft, there was a broken ground leading to the grazing field which our
jeeps could not cross and rebels held the far bank”. One flight consisting of one MI-8, three Allouette, and
two L-19 were placed at Kohlu for this operation. Allouette did the reconnaissance of the area and located
the main rebel hideouts, as a deceptive measures landings were made in the opposite directions, MI-8 then
helilifted the Special Services Group troops and landed them at important dominating grounds whereas
Allouette carried the assault teams and rebels were fired from the helicopter. One chopper pilot narrates “I
felt bad in shooting on the human running around from the air, but it was either them or end of us. By this
time it was common knowledge that any captive in the hand of tribal especially uniform personnel had little
chance of survival”. As the operation progressed the flying activity increased, there was shifting of troops,
evacuation of casualties, replenishing the rations and ammunition, apart from transporting the captured
hostiles. This was the most successful operation of the whole campaign with over 125 hostiles dead, 900
captured with own casualties of 3 dead including one officer from Special Services Group.
175
on his thigh. On 16th January 1976 Major Muhammad Farooq and Major Nawazish Ali Khan flew a mission
to drop the Special Services Group in area Bhambore Range. Prior to landing, helicopter was subjected to
fire by miscreants. Pilot using his wits changed the landing site and managed to drop the troops nearby, thus
ensuring the success of operations. Helicopter was also damaged due to fire. The pilots flew the damaged
helicopter to Quetta. Major Muhammad Farooq was recommended for award of Tamgha-i-Basalat”.
Sui
On 13th May 1976 law and order situation at Sui turned ugly when locals fired upon law enforcing
agencies. Troops of 19 Punjab, 6 Frontier Force and 2 Baloch Regiments were supported by one MI-8, one
UH-1H and one Allouette helicopter. These aviation elements also supported another search operation in
area Charin Mir Ghat on 16th May 1976. Three officers with thirty soldiers were dropped by helicopters to
block hostiles escape route. Later 33 Division requested two more sorties for further reinforcement of the
force.
176
heavy cloud covering the hill tops and the UH-1H leading us decided to make a U-turn. We also followed
suit but in the process we inadvertently went into the clouds which in fact was a billowing thunderstorm.
To stay safe from the mountain tops we initiated a climb hoping for the best. Praying silently, we managed
to reach 3200 meters, which was a little higher than the heights around but we were still engulfed in clouds
lashing a heavy downpour. Then came another terrible twist. One of the engine packed up because of icing
and we started looking for some opening in the cloud. We spotted a small hole in the cloud base and dashed
for it. After breaking the clouds, we realized the only spot available to put the chopper down was in the bed
of gushing nullah called ‘Sun’ by the locals. With no other choice available we forced-landed in about three
feet deep water with rain still pouring heavily. Luckily no one was hurt and the helicopter also did not suffer
any major damage despite boulders all around us.”
Epilogue
The insurgency operation came to an end in July 1977 when General Zia Ul Haq took over the reins
of the country and declared general amnesty to all the hostile elements. Army Aviation elements returned to
their parent bases less No. 9 Flight of 3 Aviation Squadron which later became the nucleus for raising of 10
Aviation Squadron at Quetta.
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1975
Jet Ranger
On 7 May 1975 contract was signed between director of procurement Brigadier Muhammad Yousaf
representing the Ministry of Defence and Azhar Wali Muhammad on behalf of Messer Mohammad Baksh
and Sons Limited 23 Wharf Road Karachi, the sale agents of Bell Textron of America for the purchase of
six Bell helicopter model 206 B Jet Ranger. The price of one helicopter with accessories installed was $
201,080.00, the total cost of the contract was $ 14,23,607. The first batch of officers went to America in
February 1975 even before the contract was signed, including Major Kashmiri, Captain Ashraf from 6
Squadron and Majors Riaz ul Haque SJ, Zafar Iqbal, Khalid Masud from 4 Squadron. Six technicians and
two maintenance officers were also trained there. Captain Ashraf narrates of his training in America “The
Bell factory was located on one side of the Dallas city and in between factory and airport was our hotel.
My self and Major Kashmiri were room-mates. Our instructor was a veteran of Vietnam War, a professional
man who would pick and drop us from the hotel to the training facility. We did 5 hours of flying and apart
from the first half an hour of conversion and feeling of controls the rest of time was utilized in autorotation
practice, including night practice as well”.
Helicopters arrived at Dhamial in December 1975. One helicopter was earmarked for the Coast
Guards, one for the Frontier Corp and one for the Rangers, the balance of three helicopters were utilized for
training in the Army Aviation School.
Jet Ranger
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1976
Puma
In 1975 sale of Puma helicopter in the world was not very encouraging. Only a few helicopters
were either used in France (Army and Air Force) or a limited number in executive class. In 1975 Pakistan
government showed its interest in purchase of 900 MW nuclear processing plant. The French government
connected the deal with purchase of Puma helicopters. In early 1976 deal was signed for purchase of 30
x Puma, which was considered a “Lucky Deal” for the manufacturer since “Aerospatiale” propagated this
deal so much, that in a very short time a large number of combat version puma helicopters were sold to other
countries. The rapid sale can be judged from the fact that Ist Puma given to Pakistan was tail No. 1398 in
1977 and the last was No. 1580 in 1979. Within two years approximately 200 helicopters were manufactured
and handed over to other countries. Aerospatiale of France contract with the Pakistan Army stated that it
would deliver two helicopters per month. In addition pilots would be converted on the machines in the
factory at Marignane, a facility located a few miles north of the city of Marseille.
First batch of pilots selected for training in France were Lieutenant Colonel Zia ud din Javed, Major
Qurban Hussain, Major Sajid Islam and Captain Shafiq. After ground and flying training, the first flight took
off from France on 13 July 1977 in helicopter tail No 1398 and 1401. The crew in helicopter tail No 1398
was Lieutenant Colonel Zia Ud Din Javed with a French pilot and French flight engineer where-as in the
other helicopter was Lieutenant Colonel Mohammad Akram as captain of the aircraft and Major Qurban as
co pilot with Major Hisam ullah Baig as flight engineer. Helicopter 1401 was leading, it met an emergency
over the Mediterranean sea after 30 minutes of take off from Crete island, further three hours of flying over
sea and two hours of flying over Egyptian desert was required, so the pilots decided to return to Iraklian.
During post flight it was revealed that hydraulic pump had failed, new pump was flown from France. This
was the longest ferry stretched over thirteen days, since hydraulic pump was changed after seven days
because the custom staff at Iraklian were on strike. The first combat Puma arrived in Pakistan on 23rd July
1977. In subsequent ferry flights the route adopted remained the same. All helicopters were installed with
ferry tanks thereby increasing endurance to five hours and thirty minutes.
Selection of Pilots - Keeping in mind the expected shortage of cargo pilots, students of P-20 were
given an option to convert on to Puma. The course was split into two halves (P-20 and SE 2A). The
SE students were flown 80 hours on MFI-17, 40 hours on OH-13 and rest of flying training on Puma at
France. The training of each batch of pilots lasted for a period of four - six weeks, at the end of which two
helicopters were flight tested, and ferried to Pakistan.
FERR
Y RO
UTE
179
Induction of Combat Puma, 23rd July 1977
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1976
Instructor Pilots
Pilots of ‘White Puma’ VIP Flight were declared as Instructor Pilots and they trained students pilots
in Pakistan, pilots were:-
Lieutenant Colonel Tirmizi (Brigadier Retired)
Lieutenant Colonel Akram (Brigadier Retired)
Lieutenant Colonel Naseem Khan (Brigadier Retired)
Major Pervaiz Iqbal (Lieutenant Colonel Retired)
Major Khalid Masood (Late Lieutenant Colonel)
Major Moeen
Major Shafiq and Major Arif Rasool (both brigadier retired) were the first pilots from the Puma
Group to attain Instructor Pilots rating. IP course started in October 1978.
Maintenance Set Up
Puma Company. On the induction of VVIP Puma no 1194, a Puma company was raised under Major
Mumtaz Siddique at Rawalpindi to look after the maintenance of Puma Helicopter. With the arrival of almost
30 Puma helicopters the EME underwent major organizational changes to cater for the new machine.
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1976
Puma Wing
By the end of 1978 all the
helicopters had arrived. There were 30
helicopters and about 40-45 captains
and majors who had been trained as
either pilots or co-pilots. Since this
conglomerate had no official designation,
for want of a better name, it was labelled
as the Puma Wing. The overall incharge
was Colonel Muhammad Akram with
Major Riffat Beg Humayun as the second
in command and operations officer.
Flying Training
Initially permanent crews
Brigadier Qurban were formed for better understanding Brigadier Naseem
and integration. Flying training was
conducted in tactical formations using only the formation lights for maintaining position at night. The
other important feature was that all the missions were conducted at tactical heights. The radio transmission
procedures were shortened to the bare essential. Night training was conducted on the first three nights of
every week irrespective of the moon phase. Another important aspect of this training was mountain flying.
From Monday through Saturday one helicopter was scheduled, on alternate days to cover the Kel Sector
while another Puma, again on alternate days covered the the Lipa Valley. This arrangement ensured that the
troops were kept supplied and had a link with the outside especially in the winter months. It also provided
the pilots with sustained high altitude flying training.
First Monetory Prize. In 1978, President General Zia was flown by Colonel Akram and Captain
Bukhari at “Khunjrab Pass”. On return at Gilgit during dinner, the president praised the pilot ability. He
was informed that aviators are getting less flying pay (Rs. 400 pm) as compared to PAF pilots (Rs. 600
pm). The president during the dinner ordered and the flying pay was brought at par with PAF.
182
Induction of SAAB - 1978
Mushak ‘MFI-17’
183
1978
184
1979
Mineral Research
6 Squadron in 1979 was tasked to operate with Oil and Gas Development Corporation(OGDC)
missions were to be flown in the hilly terrain of Dhodak and Karak (Kohat) where temperatures are very
high during summer. These missions required extensive sling load operations. All pilots were given practice
with sling load and the squadron started undertaking the sorties at Dhodak in January 1979. In the beginning
the weather was very bad and very little flying was possible due to winter rains. But when the operation
got in full swing, flying missions were carried out in the mountainous area of Dhodak. In May 1979, the
temperatures rose so high that the OGDC seismic party had to close up their work at Dhodak and they
proceeded to Sohawa. In October 1979, when weather became tolerable, the squadron again started flying
with OGDC. This time the work was carried out in mountainous area of Karak. In November 1979, after
completing the Karak task the squadron again under took the sorties at Dhodak. This work continued till
the end of the year. This seismic survey was carried out for finding the exact location of oil fields and their
subsequent drilling. In such difficult terrain OGDC seismic party would have taken years to complete the
survey without the help of helicopters. 6 Squadron finished their task in a very short time. During the entire
year squadron pilots flew 266hours with OGDC.
185
Formation of Army Aviation Corps
In the initial days of the Air Observation Post, officers were selected from the Artillery Regiments.
From 1959 onwards officers from all arms and services were inducted in the basic flying course, under
overall control of the Artillery Directorate. Flyers serving in the Aviation units had two channels available
for promotion to the next rank. First, within the aviation, if a vacancy is created and second in parent arm on
the overall seniority basis. The policy in those days used to be, to rotate Air OP pilots between Air OP and
the parent units. With the passage of time aviation became a highly specialized field where the experience
counted a great deal. The rotation created a break in the flying experience and the pilots had to refresh basics
of flying techniques.
186
Lieutenant General A.B. Awan, President General Zia Ul Haq, extreme right Brigadier H.R.H. Abbassy
Major Javed Aslam Tahir (later Major General and General Officer
187 Commanding Army Aviation) leading the parade
2nd March 1978 at Qasim Base
188
189
190
1981
EIGHTIES
New Raising
The induction of thirty Puma helicopters coupled with an acquisition of a dozen MI-8 helicopters
from Russia enabled Pakistan Army Aviation to take a quantum leap towards expansion and modernization,
much before other arms and services. On 17th May 1981, informal orders for raising of Multan Army
Aviation Base and various other cargo and composite squadrons were issued by General Headquarters.
These orders solemnized the raising of four cargo squadrons (three Puma, one MI-8) and four caderized
composite squadrons. This was after a lapse of almost a quarter of century that new Fixed Wing Squadrons
were being raised, 3 Squadron gave birth to 7,9 and 10 Squadron. 1 and 2 Squadron also parted with a flight
each in these raising.
Maintenance Set Up
On induction of VVIP Puma No 1194 in 1973, a Puma Company was raised under Major Mumtaz
Siddique at Rawalpindi to look after the maintenance of Puma Helicopter. In order to give dedicated
maintenance support to Puma Squadrons at Rawalpindi and Multan, the Puma Company was split into
Puma Groups as under:-
Group-III 21 & 24 Army Aviation Squadron Multan
Group-II One Wing of Group III was attached with Group II to give maintenance support to
25 Army Aviation Squadron
7 Squadron
It became the first squadron to be raised with MFI-17 aircraft. This squadron was
raised at Logistic Area Headquarters Karachi. On raising the pilots were accommodated
in the Baloch Mess on the Elphinstone Street. Squadron offices were pitched in the
Logistic Area compound. The soldiers were residing at the Transit Camp and the
aircraft were at PAF Base Shahra-I-Faisal(old Drigh Road). First Commanding Officer
Lieutenant Colonel Humayun, made efforts and finally got the present accommodation
from the corps headquarters. Brigadier Humayun in his own words narrates;
“Commander gave an open cheque for the selection of site for officers and troops accommodation. I visited
the Central Ordnance Depot Drigh Road which was one of the preferred choices because of its proximity to
the PAF Base. The COD staff, however, did not give any positive response but this was expected as no unit
7 Squadron Officers past and present at Qasim Aviation Mess April 2007
191
1981
wants to give away any area willingly. There were complete empty barracks in
COD Estate which I mentioned to the COD staff but they were not convinced.
Corps staff when told of this, arranged the visit of corps commander. Smartly,
when the corps commander visited the area all the empty barracks appeared
genuinely occupied. 7 Squadron was thus told to look for some other area.
Corps staff, thereafter, asked us to consider the area next to the cement factory.
After couple of weeks Major Baqui, the second in command of the squadron,
found out that the COD barracks were back to the normal emptiness. Next time
when I returned from a sortie with the corps commander, I asked him to have
a relook at the COD area. This move completely surprised the COD staff and
Lt. Col Humayun Malik
the matter was decided in favour of 7 Squadron. Overnight we shifted and that
is the background of 7 Squadron having excellent location right on the main
Shahra-I-Faisal”.
8 Squadron
It was raised by Lieutenant Colonel Tariq Shah
Khan with one L-19 and two MFI-17 aircraft. It
was initially set up in the side rooms of Murad Ali
Hangar but subsequently shifted to a hired house on
Tulsa Road in December 1982. Later special grant was
sanctioned by Ministry of Defence for the construction
of accommodation and the squadron occupied present
area on 31st October 1984. In June 1981, strips at Kotli,
Bhimber and Jhelum were proved fit for MFI-17 operations. In December
1981, maiden squadron exercise ‘Rising Star’ was conducted at Bhimber Strip,
Lt. Col Tariq Shah Khan
Involving 1xL-19, 3xMFI-17 and 1xAllouette-III helicopter of Qasim Base.
The first accident unfortunately occurred on 1st January 1982. MFI-17 piloted
by Captain Fazal-Ur-Rehman forced landed at Kotli Strip due to shearing off of half length of propeller in
flight over Nikial. Pilot made safe landing. Squadron first time participated in Joint Services Parade fly past
with 3xMFI-17 on 23 March 1983. The first long navigation was conducted by the squadron in April 1984
in which 4xMFI-17, seven pilots and one crew chief took part. In October 1984 squadron was upgraded to
100% strength. In April 1986 Lama helicopters were inducted and from then onwards squadron remained
in support of Northern Areas. 8 Squadron is the only outfit of Army Aviation to be given a Battle Honour.
Lieutenant General Imran Ullah shaking hands with Major Tariq Saleem on his visit to 8 Squadron
192
1981
9 Squadron
Since raising of 11 Corps and up to late seventies, aviation support was provided to
this corps by a composite flight of Qasim Army Aviation Base comprising of two MFI-17
aircraft and one Allouette-III helicopter. On 15 May 1981, 9 Army Aviation Squadron
was raised. The existing fight at Peshawar was supplemented by pooling up four MFI-
17 and one Bird Dog from various squadrons to raise this squadron. The advance party,
came from 1 Army Aviation Squadron Mangla consisting of a few men, four officers
and some essential equipment. Major Sibbit Rasul, assumed the officiating command.
In August 1981 Lieutenant Colonel Masood Anwar was posted from 5 Army Aviation Squadron as the 1st
Commanding Officer of the
squadron. At the start, on the
arrival of the advance party,
the men and equipment were
accommodated in MODC,
SSG Para School lines and
in a local signal unit of the
corps. Initially, Headquarters
11 Corps provided two rooms
for the office purpose in its
premises. Out of these two
rooms, one was converted
and utilized as CO’s office/
crew room/staff officers office
whereas the second room was
given to unit’s clerks. The
squadron operated in these
peculiar conditions for about
8 months and finally 89 LAA
Regiment gave half barrack 9 Squadron ‘Flying Sentinels of Khyber’ in the early years
for temporary arrangement.
The first batch of officers from
Aviation School ex Pilot Course-23 joined the squadron on 15th December 1981. It was during this year that
the squadron made its maiden flight to Chitral with three MFI-17 aircraft. On 29th May 1982 Lieutenant
Colonel Imtiaz Alam was posted as 2nd CO of the squadron. He was tasked to select a site for construction
of the squadron complex within specified limits. After a lot of deliberation present site on Khyber Road was
selected. The squadron shifted to present location on 1st March 1984.
10 Squadron
3 Squadron left Balochistan in May 1979 leaving
behind one of its flight at Quetta. The same flight was
organized into a Caderised Squadron on 1st July 1984
and raised to full strength on 16th September 1984 under
Lieutenant Colonel Khurshid Iqbal. Squadron received
its first MFI-17 in 1989 and another batch was inducted
in 1991 and 1993. Squadron building and crew room
was constructed in 1984. Prior to that on raising the
squadron was housed in a hutted barrack of an infantry Lt.Col Khurshid Iqbal
battalion close to present day location. The present mess accommodation was
also allotted in 1981 which in years to come became an apple of discord with
subsequent Cargo Squadrons.
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1981
Major Sikander, Major Iqbal, Major Arif Aziz, Major Zaeem and Captain Qadir of 21 Squadron early Eighties
21 Squadron
This squadron was raised around the nucleus of No. 1 Puma Wing Pilots.
The first Puma Squadron to arrive at Multan. Its digest of service records, “14th
August 1981, Multan Cantt, Squadron was raised and stationed at Multan”.
Squadron conducted its first exercise ‘Trial Run’ in June 1982. This squadron
played a pivotal role in the development and establishment of Multan Aviation
Base. Pilots from this squadron also flew in Northern Areas for short durations. It
moved to Qasim Base in 1990. It flew over two hundred hours during operation
‘Koh Paima’. Squadron was honoured with an Imtiazi Sanad during this operation.
In 2004 it became a ‘Quick Reaction Force’, and in 2006 was bestowed with nine gallantry award.
24 Squadron
Raised in Dhamial, from the Puma Group although squadron was supposed
to be raised at Multan, but due to lack of accommodation the move was delayed
for three months. Even at Dhamial, the squadron had only one room as office. All
the squadron officers including the commanding officer used it for multi purposes,
including as crew room. Squadron moved to Multan on 24 August 1981, it has the
longest stay at this station and has contributed a lot for the up keep and expansion
of base.
Squadron from its inception had taken part in all major exercises. They
had also flown extensively in Siachen glacier on short tenures. In late 80s, when the MI-8s were down, the
squadron carried out intensive flying. 24 Squadron remained an icon of Puma, in later years when all other
Puma Squadrons were re-organized with other machines only this squadron remained loyal to Puma.
194
1981
25 Squadron
It was raised at Dhamial. Squadron had its first feather in the cap on 11th June 1981
when Major Shoukat Ibrahim executed a safe Puma landing near Abbottabad and was
decorated with Tamgha-I-Imtiaz for professional handling of the emergency. Major
Shoukat Ibrahim is also credited for designing the insignia of the squadron. Squadron
also participated in the earthquake relief operation of Darel Valley in September
1981, flying over 90 hours and delivering 90,000 kilogram of relief goods. The rescue
operation of hijacked Indian aircraft at Lahore was also facilitated by the pilots of
this squadron in September 1981, when they landed with commandos in darkness at
Lahore Airport. Initially due to non availability of accommodation, manpower was not called in, however
on allotment of one barrack the first batch of manpower arrived on 25th December 1981. Whereas the first
vehicle had arrived on 1st November 1981. On 20th April 1982 earth-breaking ceremony for construction
of offices and store on self help basis took place, which were completed on 1st June 1982. The installation
ceremony of the Colonel Commandant of Army Aviation was held on 16 October 1982. Despite being a
year old only, squadron was given the responsibility of presenting salute at the quarter guard to Lieutenant
General F. S.K. Lodhi. The drill and turn out of the quarter guard made a very pleasant impact on the
General, who later in his demi official letter to Commander Qasim Aviation Base described it as “Excellent
turn out and drill”.
The officers who had the honour to be the first flight commanders are as under :-
Major Abdul Jamil Headquarters Flight.
Major Ejaz Sadiq No 1 Flight.
Major Shaukat Ibrahim No 2 Flight.
Captain Azkar Ahmed Lodhi No 3 Flight.
Officers of 25 Squadron
195
1981
27 Squadron
It was the second squadron in Pakistan Army Aviation, which was equipped with
MI-8 helicopters. The first flying mission assigned to the squadron was on 21st August
1981 when MI-8 took off from Gorkha Airfield for Sheila Bagh. The entire MI-8
fleet was grounded in 1984, and squadron remained at idle. Later with the help of
Chinese efforts MI-8 fleet was put back on flying status, in 1989-90. This squadron
later became the flag bearer of MI-17 helicopter and first one to fly them in Northern
Areas. Squadron took active part in ‘Operation Koh Paima’ and was honoured with
a Sitara-I-Jurat. Gorkha Airfield is named after Lieutenant Colonel Khalid Masood the first Commanding
Officer, who died in a road accident in Punjab while on leave.
27 Squadron at Quetta
196
1981
Headquarter Qasim Army Aviation Base 1982. Qasim Base acted as the motherboard for the new base.
197
1981
Corps Commander himself utilized the aircraft for reconnaissance of the border areas in Multan-Sulemanki-
Kasur-Lahore Sector and the Muzaffagarh Ranges. Major Ayub recommended a permanent squadron at
Multan. Thus 3 Squadron (No. 9 Flight ) arrived by train from Dhamial on 16th December 1970 along with 3
Light Workshop Company ex 199 Electrical and Mechanical Engineers Battalion. Other two flights (No.10
and No.11) followed shortly. 3 Squadron thus became a kind of Southern Aviation Base, looking after all
flying down to Karachi, Quetta and Gwadar.
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1981
space earmarked is insufficient. Quarter Master General (QMG) at that time was Lieutenant General Saeed
Qadir who himself had raised 199 EME Battalion and 503 Aviation Workshop. He is widely respected in the
aviation circles for his contributions apart from his all loving personality, but I had my difference of opinion
on this affair. After 2-3 days CGS, QMG, myself and few other officers went to Multan on a Puma. I still
remember seating arrangements for 20-30 officers were made under a shamiana and apart from Logistic
Area Commander, there was Brigadier Shamim Alam(Chief of Staff 2 Corps), later Chairman Joint Chief
of Staff Committee (CJCSC), Multan Airport manager and few other concerned officials were present. We
highlighted the rotary wing operation effects on the civil flying operations through Puma landing and take
off. Any body who has been near a Puma can visualize the dust raised on the tarmac which was otherwise
quite sandy. The airport manager had no other option but to admit that such kind of affairs would definitely
hamper the civil flying and can create flight safety hazards. It became clear to all, that aviation needs more
space. Resultantly another board was sited with Brigadier Mokeet and other officers forming part of it and
present location was approved”.
It was in 1980 that contract for the construction of one hangar and tarmac was awarded and funds
were released.
199
1981
and rest of the Base was near its completion. Therefore, the move of the squadrons kept lingering. Another
major factor was the lack of hangers for the Pumas. Therefore for the time being, the Puma was moored
in the open. Brigadier Mokeet admits that “It finally got on to my nerves that the squadrons were not
moving out due to obvious reasons, so finally on 12th August 1981, I decided to move 21 Squadron so the
progress should start at Multan”. On 13th August 1981 one Puma took off for the official raising of new base,
on board were Lieutenant Colonel Zafar Iqbal the GSO-1, Lieutenant Colonel Sajid Ali of 21 Squadron,
Lieutenant Colonel Kamal Khan the AQ, Major Akram, Captain Sarfraz, Major Sajid Islam, and Major Wali
Ur Rehman of EME, apart from the crew members. After landing at Multan these officers reported to station
headquarters and over a cup of tea the modalities of raising were discussed. The major problem area still was
the accommodation of the advance party and safe parking environment for the helicopters. The discussion
also enveloped the siting board directives and rulings which encompassed the future base. As these issues
became outside the domain of station headquarters thus it was decided to pay the visit to the Multan Logistic
Area. In the words of AQ Multan Base Lieutenant Colonel Kamal Khan; “As we drove into the logistic
area headquarters and marched towards the AQ office. The AQ then was Lieutenant Colonel Raza who
informed the Multan Logistic Area Commander Brigadier Ali of artillery on intercom, “Sir Woh Aa Gaye
Hain (Aviators Have Arrived). Multan Logistic Area was helpful but showed its inability in accommodating
large number of aviators. Relevant letters of GHQ were shown, in the end it was promised that ten houses
and ten bachelor officers quarters would be given with office accommodation when available. At Dhamial
the matter was discussed and next day a conference was held in Aviation Directorate in which future course
was charted apart from updating the CGS on the issue, who ordered one artillery regiment to move from
Multan to Okara thus creating accommodation for the base. It was also decided to station the designate AQ
at Multan for speeding up the affairs”.
200
Army Aviation Launches a
Professional Magazine-1980
It was middle of 1980 that Muhammad Azam a young Flying Instructor in Army Aviation School fresh from
FIS, Risalpur approached the Chief Flying Instructor, Lt. Col Riffat Beg Humayun and spoke to him about
the need for starting an Aviation Magazine on the lines of US Army Aviation Journal. The idea was later
broached with the Base Commander Brig Abdul Mokeet Khan who gave a very positive response and asked
formation of a board to immediately pursue the matter. Interestingly, that very year, Aviation Engineering
School which was being commanded by Lt. Col Jamil Ahmed had already published their maiden issue of
Engineering School Magazine.
Brig Mokeet wanted to combine both the efforts and thus a board was formed under Lt. Col Jamil with two
Editors–one from flying side, Maj Azam from Army Aviation School and the other from the Engineering
School, Maj Ijaz Ashraf Toor.
This duo immediately joined forces and initiated the task. Maj Azam’s room in the Aviation Mess became
the hub of this project and the inmates of Aviation Mess still remember the late night marathon sessions
of those days which continued with endless cups of coffee and tea. Maj Azam and Maj Ijaz Toor’s effort
resulted in the publication of the first issue of Army Aviation Journal in 1980. The first issue was very well
received by the Army and earned a special commendation from COAS/President Gen Zia-Ul-Haq. This
Issue literally changed the looks/professional substance of all Army Magazines.
Major Azam later rose to be the General Officer Commanding of Army Aviation and Major Toor retied as
Colonel after having Commanded the Aviation Engineering School.
201
Raising of Multan Aviation Base
14th August 1981
202
1981
Tent City
In the words of Lieutenant Colonel Kamal Khan the AQ of the base, the situation on 27th August 1981
was as follow “ One hangar and two side office block were in final phase but there was no accommodation
for the officers and same was the case for soldiers barracks. It should be kept in mind that almost 250
soldiers had already reported and were attached with the 33 Heavy Regiment. Brigadier Farrukh (ex pilot
course-9) gave the vehicle on personal net but told me to arrange the fuel on Ukhpal Bando Bast. For the
time being, area next to divisional artillery was ear marked for our future needs where we put up the tents
and started collecting the troops. Okara bound Heavy Regiment Artillery was in no mood to leave the
Multan station due to the same reasons for which aviators were not moving out of the Dhamial. After hectic
efforts rolling stock was arranged for the regiment and things started looking bright. In those days there was
no direct dialling army communication system and one had to pass all the information through booking of
call which was very time consuming. First few days were spend at the Heavy Regiment Artillery area where
tents were placed to act as the officers mess and accommodation, troops remained in one barrack. Office
which consisted of one clerk was also there. It was decided that all movements of troops should be stopped
forthwith from Artillery Centre till the arrangements of accommodation is solved.
Captain Rizvi(Later Director General Army Aviation) was in 21 Squadron, when the squadron moved
to Multan. After spending two nights at Multan in the artillery mess he was detailed on an Infantry Company
Commander Course, thus becoming the first officer from the new base to attend any course. After attending
the course he reported back to the squadron and assumed the duties of Quartermaster. He narrates the early
days. “We were living in the barrack next to the Artillery Mess. In the morning there would be physical
training period which was carried out religiously in the training area next to the library. After the PT period
we would come back to our rooms and half an hour later would reach our offices in uniform. Our offices were
in the model room adjacent to divisional artillery. One barrack was partitioned in a way that two squadrons
could operate from there. We had one changing room kind of thing. In the morning there would be ritual
of Meteorological/Air Traffic Control brief. Flying would be conducted from the main airport where we
would go in squadron transport. Our helicopters were parked in the PAF area. Flying was a serious business
although the hours were bit restricted. Lunch would be consumed in the squadron premises and in afternoon
we would have the compulsory games four times a week. Later in the evening almost everybody would be
203
1981
3 Squadron provided the initial support including moral in the establishing of the Multan Base.
seen strolling in the Sadder area including the Base Commander Colonel KK and Lieutenant Colonel Abid
of OAD. The area around our mess and barrack was void of any electricity thus any late comer had to tackle
the stray dogs roaming around and it was not a pleasant sight”.
First Visitors
On 30th September 1981, Director Army Aviation Brigadier S.M.A Tirmizi, along with Brigadier
Abdul Mokeet Khan Base Commander Qasim Army Aviation Base visited the base.
Flight Safety
On 5th October 1981, first Flight Safety Meeting was held in 3 Army Aviation Squadron, which
was attended by all COs/OCs and flight safety officers.
204
1981
Colonel Khalid Kamal - Colonel Hamid Choudhry - Lieutenant Colonel Aijaz Akram & Major Tasneem Hayat Malik
205
1982
206
1982
207
1984
MI-8 Grounded
All MI-8 helicopters of 4 & 27 Squadron were grounded on 6 September 1984 due to expiry of
airframe life and non availability of spares from Russia. As there was no prospect of making these helicopters
serviceable due to ongoing conflict in Afghanistan therefore almost all the pilots were dished out to various
other squadrons and few MFI-17 were made available to the squadron for flying.
208
209
PUMA’S EARLY YEARS
210
1987
211
1989
A Great Loss
Army Aviators received the shocking
news in the early morning hours of 7
November 1989, when the death of the
Base Commander, Multan was known.
Brigadier Nauman Mahmood, SI (M) ex
Guides Cavalry, veteran flyer of both Wars,
died after a sudden cardiac arrest. He was
a kind human being, gentleman and a
true professional who was deeply loved,
respected and admired by all.
Nostalgic Visit
Major (Retired)
Gerald ‘Jerry’ Leworthy the
very first Army Flying Instructor
of No. 1 Air OP Flight visited
Dhamial in 1989 after a lapse
of 39 years.
212
Raising Of The Headquarters Army Aviation Command
In 1982, Army Aviation had over 285 aircraft of 13 different origin, apart from a manpower of
8,000, all ranks. Brigadier Abdul Mokeet Khan (Director Aviation) made a presentation to the President
of Pakistan. General Muhammad Zia Ul Haq. Requirement of raising a separate Army Aviation Command
Headquarters was highlighted to overcome the current problems faced by the Army Aviation Corps namely
lack of operational coordination/integration with the field formations, monitoring, training, managing flight
safety and ensuring better maintenance and logistics.
A Board is Formed
The COAS and the President General Zia Ul Haq, gave principle approval for the Command
Headquarters. It was, followed by forming of a board by the Chief of General Staff, Major General Mirza
Aslam Baig on 29th November 1982. The board was tasked to validate a complete re-appraisal of the
command structure of the Aviation Corps. The composition of the board was as under: -
Chairman DCGS
Members Director Aviation
Commander Qasim Army Aviation Base
Director O&M
Representative of EME Directorate
Secretary GSO-1 (b) Army Aviation Directorate
Brigadier Abdul Mokeet Khan as Director Army Aviation floated a statement of the case on 25th June
1984.
Final Site
After lot of deliberations, discussions and visits to the sites by staff officers, the area near Westridge
Market was selected as the site for the construction of building where HQ Army Aviation Command was
to be housed. Quartering Directorate earmarked a sum of Rupees two Million on 13th July 1986 for the
construction of Headquarters Army Aviation Command.
213
1989
Dhamial Days
After formal raising
the Command was initially
established at Dhamial
in the present day 399
Aviation Engineering
hangar and later shifted
to the present day COAS
Flight offices. It was here
that the first commanding
officers conference was
held on 29-30 October,
1989. Meanwhile search
for appropriate place
continued.
214
RAISING OF
Foundation Stone. On 4th April 1989, the Construction. The construction work started during April
GOC Major General Syed Zafar Mehdi 1989 and the Building was completed in May 1991 and this HQ
Askree laid the foundation stone. started functioning from its present location. Major General
Rahmat was the first occupant of the new setup.
215
All serving and retired General Officers of Army Aviation with Staff Officers at
Headquarters Army Aviation Command Westridge, 20th April 2007
From Left Seated Major Generals
Ashraf, Razzaq, Rahmat, Askree, Javed, Kingrivi, Taqi, Arif, Nasir, (Azam not present).
216
Combat
Group
Colonel Riffat Beg Humayun
commanders
217
Pioneers
218
1983
Genesis
In the wake of 1979 Russian invasion of Afghanistan, Pakistan emerged as a front line state against
the communist expansion. Europeans and the Americans were now trying to win over Pakistan to their side
in this Great Game. American President Jimmy Carter (former peanut farmer) first offered $ 40 million of
military and economic aid which was refused by President Zia-Ul-Haq terming this as ‘Peanuts’. President
Reagan however improved the offer by raising it to $3.2 billion. As Pakistan joined the US camp against
Communist Block, it started drawing up a list of equipment to prepare itself.
The Contract
In the last week of 1981 a high ranking military team including technical and ordnance officers
apart from army flyers arrived in America. They went around different training facilities and finalized the
modalities of training. It was on the last day of 1981 when Major General Aslam Beg signed the contract on
behalf of Pakistan Army. The deal was worth $300 million.
Pioneers
In the Year 1983, after the deal was finalized, paper work on organizing the Cobra Combat Group
started. In later part of the year, pilots and maintenance crew started departing for USA for training. The
first four batches consisting of two pilots each, were earmarked for instructor rating as well. These pilots did
thirty additional hours on Cobra apart from the basic thirty hours. Major Ashraf Chaudhry and Major Issar
Hussain Jafery were the first pair who besides doing Cobra conversion also got instructor rating and qualified
as instrument rating examiner(IRE) as well. They were followed by Colonel Riffat Baig Humayun, Major
Salim Akhund SJ, Major Hashim Khan, Major Asad Kamal, Major Wahid Khan and Major Shahid Kureshy.
The first pair of test pilots were Major Shahid Jameel and Major Shaukat Ibrahim. Along with the pilots, the
maintenance personnel comprising of officers, junior commissioned officers and non commissioned officers
were also trained in USA. From this group, Lieutenant Colonel Nafees Ul Haq and Major Asif Javed Ghori
led the way in the maintenance field of the armed helicopters.
but we wanted to have an integrated training with the Americans as there was much more to learn from
old hands. At Fort Rucker initially myself and Major Akhund were the only two students in the American
Regular Army Course. The next phase was actual conversion or basic course on Cobra. Fort Rucker Aviation
School is a huge air base. Helicopters were parked in rows after rows. At school, our class was in a two
storied building. The first two periods would be about morning brief, emergencies, technical or any other
subject pertaining to the day. The major worry was the “Dog Tag” which was compulsory to be worn around
the neck, any body failing to do so had to go back to his living area and get it back. Americans were very
particular about this tag and no flying was allowed without this. In the classroom all instructors would also
be present and one of the instructor would carry out the meteorological (Met) brief and Notams ( Notice For
Airmen). We both had one CW3 as our instructor and Captain Panny was incharge of the course.
On the very first day, we had the familiarization of helicopter and very next day the flying commenced.
American’s did not believe in mugging of checklist rather they performed the actions strictly according to
the checklist. The training area was quite big and green, we had to do about 30 hours which included firing
of rockets and cannon as well. We also practiced auto-rotations both by day and by night.
My check out was conducted by the standardization team instructor. This team basically keeps an eye
on the flying training in American Army. The checkrider was a CW3 who walked in for the pre flight brief
and opened the checklist. “First thing written is that I should introduce myself, okay my name is Brown,
sir”.
There was a break of 2-3 weeks after this phase and before the start of instructor rating course. By
this time other Pakistani officers had also arrived in batches. We did not have any tandem seat helicopter in
Pakistan, it was a new experience but the training pattern was similar to ours. I would fly mutual with my
stick buddy and later with the instructor, who would at times simulate follies expected from a student. After
the termination of the course there was a big ceremony where everybody wore their ceremonial dresses and
we were handed over quite a few certificates. It seems American are quite fond of certificates and medals.
In the last stage of our course we were attached with an American Aviation Battalion. We went out for
an out door exercise. As we approached the area we saw a tent and company commander told us that this
was our living, where apart from us three, company sergeant was also sharing the tent. The reason given by
the American was, “If I need him in the middle of the night for operational reasons, then it is handy to have
him here, few minutes can make hell of difference in victory or defeat”. There were no thunder boxes and
open community area were used for this purposes. One day myself and Akhund decided to take a bath, we
walked with our soap and towels toward the designated area, as we took the turn we were frozen because
there was a “common shower” and two Americans were taking bath, both stark naked. We quietly walked
back to our tent”.
220
1984
On Job Training
As per the training schedule Pakistani aviators were supposed to remain attached with the American
Army Aviation Squadrons for six weeks, Major Kaukab Aziz Bhatti (brigadier retired) was one such
officer to undergo attachment. He narrates “The Air Cavalry Squadron, I was attached with, had recently
undergone some organizational changes and thus had to be deployed in the field for evaluation process.
The second in command of American squadron is called executive officer (XO). In the camp myself, XO,
CO and one more officer shared the office area which consisted of a circular tent. I did not see the loading
drills however the routine was quite tough. Mission planning was carried out a day earlier and next day the
debriefing would be discussed. For food there was a central mess and everybody had to line up including
the commanding officer. We would get the food in our mess tins and then consume it on wooden benches.
In short there was very less class difference. The American officers and particularly the aviators are mixed
breed of people. Some were very knowledgeable regarding the international affairs and some were totally
blank in this field. Most of them had a tenure of duty abroad thus they were financially well off, however
most were just meeting the ends. All in all it was a good experience”.
Cobra Pilots with American Instructor after Eid Prayer at Fort Rucker - 1985
221
1985
chartered flight in a semi-knocked down (CKD) state. A team of four officers, headed by Lieutenant
Colonel Nafees Ul Haq, four junior commissioned officers (JCO) and twenty non commissioned officers
with assistance of a group of US experts, carried out the re-assembly. The task was accomplished in a PIA
hangar at Karachi and flight testing was completed by the first week of February 1985. American team
was led by Mr Sidney Lyons and other members included CW 4 Montelongo, Ryan and Harford. The first
helicopter to be flight tested was No.786-007 on 31st January 1985. Combat Group Digest of Service records
its appreciation to agencies for their help and assistance which includes PAF, Civil Aviation Authority,
Pakistan International Airline, Central Ordnance Depot, 2 Armoured Brigade and 7 Aviation Squadron. On
15th February helicopters were shifted to the Faisal Base from where on 16th February 1985 all the choppers
in two batches of five each were airborne at 0705hours proudly led by Colonel Riffat Beg Humayun, after
refuelling at Sukkur, Cobras landed at Multan at 1300hours. A warm welcome headed by the Chief of
General Staff Major General Aslam Beg, awaited them. Cobras initially flew a march past and then Colonel
Beg was the first one to land, followed by Majors Hashim, George, Zulfiqar, Shahid Qureshy, and Shafique.
Later General Beg sat in the cockpit and was briefed on the machine.
Raising of Squadrons
31 and 33 Squadrons were
raised on 12th March 1985.
Both squadrons remained under
officiating command, 31 under
Major Saleem Akhund and 33
under Major Asad Kamal. 33
Squadron Digest of Service
records “On 25th April 1985
Sepoy Mohammad Shafiq and Clerk Mohabat Khan were the first soldiers to
report to this new outfit. It was on 9th May 1985 that squadron moved to their
present office accommodation next to the hangar which was previously with
the ordnance branch”. 31 Squadron by virtue of its numerical seniority got
the ground floor and in Multan ground floor occupation is something worth
cherishing. Soldiers living accommodation were in the U shape barrack next
to the road.
222
Dawn Of a New Era
Lieutenant General Mirza Aslam Beg shaking hands with Pilots (Saleem Akhund, Shahid Kureshi & Hashim) 224
Induction Ceremony
225
17th March 1985
On 17th March 1985, a formal induction ceremony for the Cobra helicopters was arranged at
Qasim Base where the Vice Chief of Army Staff General Khalid Mahmood Arif was the chief
guest. During the rehearsal phase, one of the Allouette crashed. Luckily both pilots (Major Hashim
and Colonel Nauman) survived. During the same month the Cobra helicopters participated in the
fly past of the Joint Services Pakistan Day’s Parade for the first time.
226
1985
Simulator Training
In July 1985, simulator training started for the Cobra pilots at Hanau Germany. For next five years,
this small town became a second home for aviators, till simulation was closed due to American embargo.
Hanau is a small town about 30 minutes drive from Frankfurt. Germans by nature are friendly and helpful
people in all aspects of life. Their precision and adherence to timings is legendary. Aviators had to make
their own accommodation arrangements, one German hotel owned by a middle aged lady Ingrid Anna Mort
was quite favourite. Lady was quite strict in discipline and offered only bed and breakfast but all in all she
was well liked for her manners. There are unconfirmed reports of her not even charging the room rent from
one particular aviator.
First Exercise
Between 21-23 April 1986, 33 Squadron moved out to Mailsi along with elements of 31 Squadron
for the first ever exercise of Combat Group. “Squadron moved out to its first tactical exercise, and had to
establish a camp twice in those two days. Every one put up a very good show, troops enjoyed sandstorm for
about five hours. All their tents were affected except ‘Langar’. The field- mess was also put to test as it was
catering for well over thirty officers”. Records 33 Squadron Digest of Service.
A US contingent known as the Technical Assistance Field Team(TAFT), under Major Panky of US
Army Aviation, arrived to stay for about a year to provide the required assistance in the field of flying and
maintenance. This team was accommodated in five bungalows at Multan Cantonment. Brigadier Sirhindi
then major was the liaison officer with them. According to him “In America we had very good relationship
with these instructors, they would invite us at their homes and picnics etc. Now we wanted to reciprocate
their hospitality but were under the vigil of intelligence setup which was there for their protection. During
working hours it was comfortable as they would remain with us in the squadron but to visit them afterwards
was cumbersome. Cobra was a big sensation and intelligence reports indicated that Indians were eager to
know more about this machine. They had launched female agents for this purpose, thus intelligence and
security was high”.
From Left Colonel Rahmat, Major General Askari, Colonel Riffat and Lieutenant Colonel Ashraf
227
1985
The TAFT training schedule was on the similar lines as in USA. The flying crew would come early
in the morning at 0600hours and after a thorough morning brief of one hour, start flying at 0700hours. The
training crew was kept free from administrative duties and would pack up by 1200hours. This one year
training was extremely beneficial in evolving combat drills and procedures.
These helicopters arrived in Pakistan (Karachi) between 30th June and 1st July 1985 and were flown
to Multan on 3rd July 1985. Later on Gazelle helicopter also joined in. Lieutenant Colonel Shah Alam, the
team leader who had witnessed Gazelle trials and had flown this machine in Saudi Arabia in July 1984,
utilized his previous knowledge of the machine to test and complete the comparative assessment. It was
unfortunate that during the course of these trials one of the helicopters namely BO-105, crashed and burnt
out at Gilgit.
First Firing
First aerial firing of AH-IF in Pakistan
was carried at Muzzaffargarh Ranges
between 13th November – 6th December
1985. Exclusive firing range was selected
for this purpose. There were four Cobras
who took part in this firing, two each from Major Wahid Khan Capt Zafar Saleem
each squadron. The first tube launched
optically tracked wire guided(TOW) missile
was launched by the following crew of 33
Squadron:-
Major Wahid Khan Pilot
Captain Zafar Ahmed Saleem Gunner
Every body held up their breath till the
missile blew up the target, it hit the bull.
228
1986
Brass Tacks
The year 1987 also saw the largest
Indian exercise ‘Brass Tacks’near Pakistan
borders. It was conceived by General
Sunder Jee, the Indian Army Chief. Quick
mobilization by Pakistan Army followed
by the famous “Cricket diplomacy”
offset the danger temporarily. Aviation
Combat Group readily adjusted to the
new concept of Air-Land Operations, The
role of Combat Group stood prominent as
firepower and manoeuvre was the primary
means to challenge and fight the enemy.
First Accident
On 31st December 1988, AH-1F #
020 of 33 Aviation Combat Squadron,
Cobras - 1987
piloted by Captain Nayyer Iqbal and
229
1987
Major Mahmood Ul Hassan crashed in the training area, while carrying out autorotation. Miraculously both
the pilots suffered no major injuries but the helicopter was damaged extensively. Well-earned credit must be
given to the Engineering Group for rebuilding the smashed attack helicopter with intensive care and single-
minded effort. It took some time but the mission was accomplished with ease and efficiency. To show the
immense confidence in his engineering team, the rebuilt Cobra was test flown in 1991 by none other than
the incumbent commander of the Combat Group, Colonel Ashraf Chaudhry. The first ground accident also
occurred in the same period when towing tractor driver accidentally put the reverse gear instead of forward
gear.
Aero Scouts
In February 1989, an American Mobile Training Team headed by Major Chappel alongwith CW4
Terry Marc and CW4 Anderson, arrived at Multan. The purpose was to train Aero-Scout pilots for the
Combat Group. These pilots were selected for scout training in early 1987 and 1988 and were given initial
training on Jet Ranger helicopters at Qasim Base and later on were posted back to the fixed wing squadrons.
They finally got the chance to complete the training in 1989, after which they were posted to the combat
squadrons. These specially trained aviators go a long way in helping and guiding the employment of Cobra
in battle for optimum results. Two batches were trained, out of the sixteen officers earmarked for this
training, only one did not make it i.e. Major Khalid Bin Fareed, however his namesake Major Khalid stood
first in the course. To impart this skill in future, without outside help, three instructors namely Major Niaz,
Major Zafar Iqbal Niazi and Major Wahid Khan were given the instructor rating.
Jordan
In October 1988, Colonel Syed Sajid Ali, alongwith Lieutenant Colonel
Ashraf Chaudhry and Lieutenant Colonel Asif Javed Ghori visited Jordan with an
aim to see the Jordanian way of handling their Cobra helicopters and to learn from
their experience. This was in response to an earlier visit of a Jordanian delegation
to Pakistan in March 1987, for the same purpose. The visit further improved the
existing cordial ties and it was decided to establish a formal affiliation between the
units of attack helicopters of the two countries. 31 Army Aviation Combat Squadron
of Pakistan Army Aviation and No.10 Squadron Royal Jordanian Air Force were
selected for tying this knot. Col. Sajid Ali
Native Cobras
When the First Cobra pilots came back from USA, they had done only 30 hours flying and remained
de-current for over a year before the first of Cobras arrived along with American instructors pilots (IP).
These IPs gave currency to the own instructors who in turn made other pilots current. The first Cobra
Conversion Course (CQC) within Pakistan was run in 1990 converting four aviators, namely Major Tahir
Akram, Major Kayani, Major Kundi and Major Imtiaz Anjum. These officers were later tagged as “Native
Cobras”.
Pressler Amendment
At the close of decade the World in general and Pakistan in particular underwent dramatic changes
whose vibrations are still being felt. In 1988 President General Zia was killed in an air crash at Bahawalpur,
resulting in political changes which brought Mrs Benazir Bhutto as the first ever female Prime Minister of
not only Pakistan but of Muslim World. When she went on her first visit to America, she signed what was at
that time considered to be the biggest arms deal in the history of Pakistan. It included another 20 Cobras for
Army Aviation, unfortunately Americans later on imposed sanctions in the form of Presseler Amendment
which not only put this newly agreed arms deal into forlorn but also put an end to Cobra conversion and
simulator training abroad.
Years later, on a holiday, Major Mirza Aslam landed near Samundri, to drop Major Hameed. Unluckily
he transmitted on Guard Frequency which was monitored by the American satellite and through American
Military Attaché, Pentagon informed out of goodwill, to General Headquarters about this emergency. When
Major Aslam landed back at Multan, almost whole base was there to receive him. This affair is known as
‘Clinton-Pressler’ saga.
230
From the Album
Prime Minister Junejo with the Cobra of 31 Squadron, 2nd December 1986
231
Cobra Pilots at Muzaffargarh Ranges, 1987
232
1989
EXERCISE Zarb-e-Momin
Headquarters Army Aviation Base Multan was designated as 66 Aviation Brigade and grouped with 11
Corps for this exercise. The Base Headquarters along with 21 Army Aviation Squadron, 31 Army Aviation
Combat Squadron, 3 Army Aviation FAAR Company, 352 Aviation Field Supply Platoon and Maintenance
wings ex Aviation Engineering Group-III and Group-IV were concentrated in area Pir Mahal (West of
Kamalia) in November 1989. 66 Aviation Brigade was tasked to support operations of 18 Blue land Corps. A
flight ex 31 Army Aviation Squadron along with 1 Army Aviation FAAR Company was detached to support
4 Corps (Foxland) at Bhakkar. Night operations were also conducted by 21 Army Aviation Squadron to drop
SSG elements behind enemy lines. Brigadier Rahmat who was performing the duties of Director Aviation
met a ground accident when the stove in his tent burst while he was adjusting its filament. He was engulfed
in flames and remained hospitalized for over six weeks. Aviation Engineering Group-III made eighteen
Puma helicopters along with all Cobras and several Jet Ranger helicopters serviceable for this exercise.
233
1989
Headquarters Army Aviation Combat Group was designated as 88 Aviation Combat Brigade,
comprising 33 Army Aviation Squadron, Headquarters Aviation Engineering Group-IV, No 2 Combat
Maintenance Wing, 2 Army Aviation FAAR Company and 351 Aviation Field Supply Platoon. The Group
was tasked to support operations of the main effort of Blue Land. The Group was detached from Multan
Army Aviation Base and thus located in enemy area Bandial/Adhi Sargal for subject exercise.
From Right in the front. Lieutenant Colonels Azam and Javed, both later commanded Army Aviation.
234
‘Zarb-e-Momin’ 1989
235
236
1994
Somalia - 1994
Somalia, the horn of Africa, became the focal point of the UN operations from September 1992, due
to an ongoing civil war resulting in indiscriminate killing of thousands of Somalis. Responding to the UN
call, Pakistan sent a brigade size force of ground troops to Somalia. In an encounter, on 5th June 1993 twenty
three Pakistani peacekeepers were killed in an ambush followed by shooting down of two American Black-
Hawk gunships. Therefore it was decided to have a combat squadron from Pakistan Army Aviation.
After completing formalities within the country, the advance party consisting of eleven officers and
146 other ranks left Rawalpindi on 4th March 1994 for Mogadishu via Dijibouti on a special UN flight. They
were seen off by Major General Rahmat Ullah (General Officer Commanding Army Aviation) and other
senior officers. On the same day a US Mobile Training Team (MTT) also went into position for necessary
training even before the arrival of Pakistani Advance Party. The flying training commenced on 7th March
1994 and six pilots of Advance Party were trained by the US MTT and remaining pilots were trained by
Pakistani instructors. The maintenance training was also imparted by the US experts on the aircraft and
armament systems to the technicians of the advance party.
237
1994
First Mission
On 8th March 1994, own pilots undergoing conversion training were being flown on an area-
familiarization sortie in a UH-60 (Black Hawk) helicopter around Mogadishu city. This by chance provided
the first feel of impending tasks when the mission was abruptly converted into an aerial support sortie to
rescue a truck being hijacked by Somali gunmen. Subsequently the pilots of the advance party flew the first
mission on 9th March with the MTT instructors and first night mission was undertaken on 10th March. On
14th March, under-training pilots came under indiscriminate Somali fire while returning to the home base.
Only one engine was damaged with no other casualty. On 18th March, the graduation ceremony of flying and
technical trainees was held in the US camp and on 25th March, first operational mission was undertaken by
Pakistani pilots after the withdrawal of US troops.
The main body of Combat Group with 17 officers and 244 other ranks left Rawalpindi for Mogadishu
on 26th March. The transition training of pilots and maintenance technicians commenced on 27th March.
Sufficient practice was given in aerial firing. In this regard a special mention must be made about the
dedicated efforts made be Lieutenant Colonels Arshad Farooq and Dawood Ahmed, the two instructor pilots
converted by the American MTT, had to fly almost non-stop to accomplish the assigned task of making all
other pilots operational within ten days of their arrival.
Kiowa
In April, five OH-58C Kiowa scout helicopters were acquired on lease by the UN from USA for
increasing the daylight scout and reconnaissance capability of the UN troops. The helicopters were to
be airlifted from Ramstien Air Base in Germany to Mogadishu after initial training of instructor pilots
and maintenance team in Germany. To undertake this additional responsibility, ten scout pilots with the
required team of technicians joined the combat group on 2nd and 3rd May by special UN flight. Scout pilots
included Majors Razaq Chaudhry, Muhammad Tahir Raja, Tariq Saleem Khan, Syed Tassalimoon Tauqir,
Muzzamil Tajmmul, Mirza Muhammad Aslam, Basharat Aman and Captain Anjum Hussain. Originally
the training was scheduled from 14th June to 7th July in Germany. But due to certain sensitive issues, it
could not be under taken and the UN decided to organize it at Mogadishu under a civilian contractor. On
30th August, three Pakistani pilots started their training and also qualified as instructor pilots, They later
converted seven other pilots and within ten days all pilots became proficient to carry out mission on this
new type of helicopter. Their task was clearance of main supply routes, keeping an eye on suspected hostile
groups and acting as eyes and ears of the gunship in addition to liaison functions.
First Blood
On 21st September, two Cobras and two Scouts of the Combat Group were given the task to locate
and destroy the militia jeeps mounted with anti-tank and anti-aircraft weapons which had earlier fired at a
Pakistani convoy in Mogadishu City. The mission was successfully completed and one jeep was destroyed
and other damaged. This was the first engagement carried out by Cobras.
238
239
240
1994
Last Mission
On 26th February 1995, last mission was flown over Mogadishu by Colonel Akhund and Lieutenant
Colonel Hashim Khan on a OH-58 along with Major Mahmood Ahmed, Captain Anjum, Major Tehseen
and Major Raza.
The entire Combat Group operated for over a year under extremely hostile conditions and returned to
Pakistan in March 1995. During this period some pilots were rotated after completing six months of tenure
but Colonel Salim Akhund stayed there for the entire duration. In the first six months more than 1300 hours
were flown which included 400 hours of training as well. Subsequently in the remaining period over 1250
hours were flown mostly operational. Neighbouring Kenyan city of Nairobi was earmarked as the rest and
recreation centre. UN flights used to take the troops for such purpose. To sum up the contribution of this
group, it would suffice to quote a recorded remark of General Aboo Samah, the commander of UN force,
“The task given is immense but the Combat Group has done a wonderful job to support the UN mission”.
241
1997
Major General Rahmat with Jordanian Crown Prince (Now King) Abdullah. Major Nabeel
is also standing behind the General - 1994
242
243
Colour Presentation
24th February 1997 was a momentous day in the history of Army Aviation Combat
Group. An impressive ceremony was arranged for the Regimental Colour presentation by
10 RJAF Squadron to 31 Army Aviation Squadron. It was also a unique honour for 31 Army
Aviation Squadron to become the only unit of Army Aviation which was granted permission
to carry the National Standard and Regimental Colours. Lieutenant General Iftikhar Ali
Khan, the CGS was the chief guest on this historic event. The parade was led by Major
Javed Iqbal, while the colour party was led by Captain Rana Ghulam Abbas. During the
parade, Major Zaid. S. Ayad presented the Regimental Colour of his squadron to Lieutenant
Colonel Sayed Ali, who graciously accepted the same. The ceremony was crowned by the
fly past of a combat flight composed of two scout and three Cobra helicopters. This was led
by Major Mehmood of 33 Army Aviation Squadron.
244
2002
Vice Chief of the Army Staff General Yousaf being briefed by GOC Maj. Gen. Azam during the historic first ever Night Firing of
Cobra Halicopters. Lt. Gen. Amjad, Brig. Taqi Naseer Rizvi, Comd. Cbt-Gp, Lt, Gen Mushtaq and Lt, Gen Shahid Aziz, CGS can
also be seen
245
This was achieved through the hard work put in by joint collaboration of AWC, 509 Electrical &
Mechanical Workshop and 499 Electrical and Mechanical Engineering Battalion. Night Vision Goggle
specially designed for the aviators along with compatible helmets were procured for combat pilots. The Night
Vision Goggle (A) are portable self contained electro optical device that provides night vision capability to
aircrew. Despite known constraint, effective training was imparted to achieve the desired results.
The crew combination on this historic demonstration was
Lieutenant Colonel Waseem Akhtar Malik, Lieutenant Colonel Anjum Irshad Khan, Major Mohsan
Khan Major Nabeel Khan, Major Naeem Khattak, Major Tehseen Khan, Major Raza Farooq and Captain
Hamid Ali
Fighting Tenacity
Combat Group has fighting tenacity in all spheres of military life. Both combat squadrons from
day one made each other their nemesis. Any thing which 31 or 33 does the other follows with a spirit to
do it better. One of the historical football match was played between two squadrons in 1991 which even
surpassed the FA Cup in the spirit displayed, however the enthusiasm was a bit too much for the military
norms and as a result both squadrons were put on the route march for a week. Again in 1999 another historic
basket ball match took place between Combat Group and Qasim Base. Words cannot express the fervour
and charged atmosphere that persisted that evening. Combat Group had to win to stay in line for the trophy
but were loosing despite having employed a civilian coach and such were their tactics that match had to
be postponed till next day due to bad light. It was one of the longest basketball match ever played not only
in the history of Army Aviation but also in army as a whole. Eventually Combat Group lost. In 2002 the
football finale involving combat elements against EME (which brings the best out of Cobras) resulted with
a warning for the commanding officer. Whether it is sports, firing or quality of life the competition goes on
between these two fine out fits. Interestingly the pilots revolved around both squadrons as cobra pilots are
seldom posted out of the Combat Group. Once Major Tughril Bashir was posted from 31 Squadron to 33
Squadron he protested to the highest pedestal for this posting although it just involved moving from ground
floor to the first floor, this event is commonly referred as ‘Battle of Grass’. 31 Squadron at one time had
the largest Cobra poster in Pakistan. This poster was presented by many aviators as it consisted of different
parts which were transported from abroad in pieces by the officers. The rivalry is so intense that during
one of the aerial firing which was being conducted by 31 Squadron, it was noticed that whenever they (31
Squadron) helicopters used to come for firing their religious teacher was seen praying for accurate hit, but
he was seen relaxing on the 33 Squadron turn. Combat Group has produced two fine artists - Major Naeem
Khattak and Lieutenant Colonel Amar Raza. The latter specialized in calligraphy and has painted whole of
Koran in colours, where as the former paints aviation aspects. Combat Group is a trendsetter in many
ways for instance commanding officer of 31 Squadron Lieutenant Colonel Muhammad Tahir handed
over the command at midnight after performing the cockpit checks of Cobra and Jet- Ranger.
Enhanced Status
In June 1996 the command of
Combat Group was upgraded to the
rank of Brigadier and Colonel Tipu
Sultan, already in the chair as the
fifth commander, became Brigadier
Tipu Sultan Commander Combat
Group. Simultaneously the group
became independent and placed
directly under Aviation Command.
Site for new office complex was
selected and on 26th May 2003, the
Combat Group shifted to its present
office complex.
246
G R A N G E
A F I R I N
COBR
247
248
COBRAS FLIGHT LINE
249
250
Millennium Cobras
251
252
SIACHEN
253
254
1982
E arly Eighties confronted Army Aviation with a daunting flying challenge of operating at dizzying
altitudes where men and machines would be stretched to their maximum endurance and limits capability.
This is Siachen, the ice bound wilderness of the Northern Karakorum Mountain Range where the two
armies of Pakistan and India got locked in a fierce conflict. The highest and most inhospitable battlefield
in military history, where soldiers from both side choke to death from blood and fluid in their lungs, get
buried alive beneath tons of snow during frequent avalanches or disappear forever into hidden bottomless
crevasses. Eight out of ten casualties are caused by the unforgiving terrain and climate. Soldiers must brave
myriad dangers including lack of oxygen, temperatures which fall below minus 30 degrees Centigrade,
crevasses riddled icy slopes, frequent avalanches and rock slides.
Siachen Glacier
Lies between the great Karakorum and Saltoro Ranges. It separates both like a long white snake
descending from north-west to south-east with its head resting at the bottom of Conway Saddle and rest of
the body entwined with tail resting in the Nubra River. Siachen Glacier contains important passes which
links Sub Continent to Central Asia. To the west lies Siala Pass, to the north-west lies Indra Kuli Pass(19,360
feet) and in north-east Turkistan La Pass(18,520 feet), both leading to the Chinese territory. On the eastern
side of the Siachen Glacier lies Teram Kangri, Teram Sher and Terang mountain groups. Total length of
the glacier is 72 kilometers with a maximum width of 3-4 kilometres. It is completely covered by the
snow except in summer when along its western edges from the point where Lolofond Glacier joins it till
it terminates in Nubra River, there are 2-3 lanes of black stone which makes foot movement possible. It is
along these tracks that ancient people used to traverse the area.
255
1982
high mark of aviation support to field formations in which Army Aviation proved not only their flying skills
but above all displayed an extraordinary attitude of commitment and dedication to help their brethren in
arms deployed in an inhospitable terrain. Major General Azam further narrates.
“When we reached Goma we again refuelled the helicopter and took off for the historic sortie about
which none of us could have predicted at that time. We flew in two sectors on that day totalling over three
hours of flying, we flew towards the passes and adjoining heights looking for Indian troops which were not
there. It was windy and helicopter was difficult to control at such heights, we did not venture over the passes
although we tried to fly over them but controls became sluggish. It was my first sortie in this particular area,
the excitement of flying over a new territory has its own charm and challenge. I had just finished reading
‘The Great Game’ and while flying I could not resist paying homage to the pioneer travellers who ventured
through these uncharted passes a century ago in search of adventure fuelled with nothing but the pioneering
spirit.
Next day we undertook mission in Khaplu Sector and flew towards Baltoro Glacier, looking for the
intruders, meanwhile Major Hamid Nawaz kept making his own notes about the area. I still remember that
people on ground would run and take cover on hearing the helicopter noise. At refuelling site many of locals
admitted coming from far distance to see the helicopter, it was the first time that local inhabitants had ever
seen a helicopter”. The major findings of the sortie were:-
Routes- There are two major routes available from Khaplu to Siachen Glacier, The important features
on the first route are Khaplu – Dansum – Kurma Ding – Kondus – Kondus Glacier – Siala (17,100 feet) –
Siachen Glacier. The flying distance on this route is about 145 Kilometres and 2/3rd is covered by Kondus
and Siachen Glaciers. The last place of habitation on this route is Kurma Ding and no vegetation is available
beyond this place. Second route is from Khaplu –Dansum – Goma –Gyari – Bilafond Glacier – Ali Brangsa
– Bilafond La (17,000 feet) – Lolofond Glacier – Siachen Glacier. The flying distance on this route is
about 110 Kilometres and 3/5th is covered by Bilafond, Lolofond and Siachen Glaciers. The last place of
habitation on this route is Goma.
Weather- In this area weather is quite unpredictable, but the valleys normally remain open as the
clouds usually cling to the mountains on either sides.
257
16th August-1983
258
23rd August 1983
259
May 1984
would ensure their control over the glacier Brigadier Ghulam Mohammad Director Military Operations and
Brigadier Ajmal Commander 62 Brigade, planned an aerial reconnaissance to iron out last minute details.
On 17th April 1984, two Allouette helicopters flown by Lieutenant Colonel Kamal Khan the Commanding
Officer 5 Squadron along with Captain Shabab as co-pilot and second helicopter had Major Farooq Altaf
and Captain Jamshed Bajwa. These two helicopters made a plan, to enter Siachen from Sia La after flying
over the glacier; planned to return via Bilafond La-Gyari-Goma and Khaplu. On reaching Sia La, Major
Farooq noticed some troops on the pass and he talked to the lead helicopter, which also noticed the troops
at another camp. They decided to return back after making low passes over the camps. The lead helicopter
of Lieutenant Colonel Kamal Khan returned back to Dansum whereas the wing-man followed the original
itinerary and found more Indian troops at Bilafond La as well. It was thus clear that Indians had reacted more
quickly and were able to reach the passes before Pakistani troops. Furthermore Major Farooq’s helicopter
on landing was inspected as per procedures, few bullet holes were observed at the tail. These were the first
shots fired by the enemy in Siachen Glacier. DGMO rushed back to the GHQ and informed the higher
ups about this new development. It was decided to push ahead own troops as far forward as possible and
occupy the heights opposite the Indians. FCNA acted on its contingency No. 2 which was hatched for
such a catastrophe, which envisaged occupation and defending the next line of defences. Composite SSG
Platoon was sent to occupy defensive position in general area Kundus Bend in Sia La sector. One Composite
Company of SSG in Ali Brangsa was deployed to check enemy in Bila Fond sector. One Composite Platoon
at Gyong and one Platoon of NLI was to defend area in Chulung, Gyong La was occupied by the SSG on
15th May 1984 and first ever exchange of fire in same sector took place on 25th May 1984.
The Line Of Contact. By end May 1984, Indians had occupied all the possible passes leading to Siachen
Glacier from Pakistan or China.
Indian Dispositions
Sia La. Kilo Company of Laddakh Scouts at pass(post), company minus in depth(camp) and a
platoon at Indira Koli (post)
Bila Fond La. Two companies of 4th Kumaon Regiment were at the pass.
Gyong La. Two companies of 9th Kumaon located at Dzingrulma.
Pakistani Deployment
Ali Brangsa. SSG Company ex 1st Commando supported by Section 120 mm Mortars, 105mm
Howitzer and Section 81 mm Mortars (later 21st Azad Kashmir Regiment came in winter)
Gyong La. Company SSG supported by Section 120 mm Mortars, 105 mm Howitzer and section
81 mm Mortars
Yarma La (Layogma). Platoon SSG which was supplemented by another platoon supported by
one 105 mm Howitzer and 81 mm Mortars
Chulung La. One company of 1st NLI supported by Section 3 inch Mortars
Kundus Bend. Platoon 1 NLI supported by two - 81 mm Mortars.
Goma. Battalion HQ of 1st Commando and 1st NLI Battalion
Dansum. Tactical Head Quarters of 62 Brigade. On 16th November 1984, 323rd Brigade took
over the responsibility.
E xercise Yarmuk
The other traditional approach towards Skardu from Siachen Glacier, emanate through Shigar
Valley, thus 62 Brigade was ordered to send troops to occupy Conway Saddle, this exercise was code
named “Yarmuk”. 323 Brigade was totally committed in “Exercise Ababeel” which was looking after
the passes.
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1985
261
1985
25 Aviation Squadron
Digest of Service records, “Squadron took part in Exercise Ababeel which started in April 1984.
Beside operational environment, the area was most hazardous and full of all types of weather phenomenons.
The pilots met the challenges with complete devotion and dedication to accomplish their assigned tasks.
A total of 640.05hours were generated with 39,125 kilogram of cargo consisting of weapons, ammunition,
guns, mortars and special equipment for snow bound area carried without any minor occurrence”. Digest
of Service further records; “Between January-March 1985, dumping of equipment and stores to a tune of
84,000 kilogram was done by Captain Ehsan Qadir Khan and Captain Sayed Ali during their tenure. Running
drops of ammunition and critical supplies were provided at an altitude of 4800 meters. The co-operation to
own troops was extended for the first time in Baltoro Glacier area (Exercise Yarmuk)”. All the operations in
this area were based upon Aviation effort. Initially dumping was carried at Paiju. Aerial reconnaissance was
also done up till 5000 meters which is the maximum service ceiling of Puma helicopters.
262
1986
Enters Lama
Allouettes were inducted
primarily to support the Karakorum
Highway construction and was the only
helicopter of Pakistan Army which was
capable of operating and supporting
troops at such altitudes. Puma & MI-
8 helicopters were not suitable for any
operation above 4,000meters. Taking
lead from the Indians who had a big fleet
of Lamas( It was this very helicopter
which had facilitated the Indians in
reaching the passes earlier). Pakistan
Army also decided to induct these
helicopters for exclusive employment
in the Siachen Glacier. Lieutenant
General Zahid Ali Akbar Commander
10 Corps supported Army Aviation to
obtain GHQ’s approval for induction of
Lama helicopters.
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1986
politely refused to rent it again to MI-17 Flight because of his attachment with the Lama Flight. The Lama
Flight comprised of 6-8 pilots at all times under a flight commander. Officers strength would be increased
as and when operational situation warranted. The pilots had to stay for 30-45 days of tenure at Skardu in
rotation and average flying per day used to be 4-6hours. At time the pilots had to fly 8-10 hours per day due
to operational requirement.
Puma Flight
Apart from the Lama Flight
at Skardu the FCNA had one
Puma Flight at Gilgit as well. The
Puma pilots also came on rotation
from 21,24 and 25 Squadrons
stationed at Qasim and Multan
Bases. Puma would operate from
Gilgit to Skardu and then onwards
carry out the dumping in forward
areas, falling back to Gilgit in the
evening. In extreme weather and
other unforeseen hazards they
would stay at Skardu. This flight
had accommodation at Gilgit.
Air Operations in Northern Areas (Extract from No. 6 PAF Squadron History)
“During this time, since Pakistan Army’s Artillery had difficulty in communication with each other
and with various command posts due to the terrain effect, C-130s were used as relay stations. At sunrise the
first C-130 would be in position near K-2 for a six hour sortie where it would fly a racetrack pattern, provide
communication link, apart from detecting visual and electronic threat to own forces. Jamal and Mustansar
carried out most of these missions with Moazzam and Ejaz Minhas as Navigators. The last aircraft were
used to leave station at sunset. At least once the C-130 crew sighted a pair of Indian MIG-21s.
There were no roads beyond Dassu and carriage of supplies on mules or porters was very slow.
Therefore, the squadron was tasked to conduct aerial delivery missions at Paiju. Many evaluation flights
were flown to assess the correct speed, height and route for the drop. Crew used to go to Paiju on helicopters
to physically see the drop execution and the results. Gradually the heights were reduced, keeping in mind
the safety of the aircraft and the success of the mission. Flying through the most difficult valleys in the world
and carrying out operations in such a terrain speaks of very high professional standard of our transport crew.
Najmi, Zubair and Gultasab were involved in the selection of Drop Zone (DZ)”.
No.6 Squadron developed a procedure where the C-130 used to fly a high out bound pattern, turn
from Concordia, maintain a steep descend, configure for the drop and then drop at 14,000 feet. It was very
tricky and only experienced and seasoned pilots could do the drop, it was really a difficult DZ.
l On 11 December 1988, the first para drop mission (dummy drop) sortie was carried out as a trial in
the general area Paiju.
l On 18 January 1989, a trial drop was carried out in the general area Paiju. All the parachutes were
opened with no loss to the stores, however one parachute was slightly damaged and all the skid boards
were cracked.
l On 06 March 1989, a para drop was carried out at Sakrdu DZ. All the parachutes opened and there
was no loss of stores.
l On 13 April 1989, a trial para drop was carried out in the general area of Paiju; all parachutes
opened.
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1987
fire of Indians”. On 22nd June 1987 Indian 4th Jammu & Kashmir Battalion supported by artillery opened
fire on the post, Indians had made full use of their MI-17 transporter helicopters who would stack the heavy
load near front line from where Cheetah(Lama) helicopters would transport them to the edge of glacier.
On the night 23/24 June 1986, Indians led by Captain Partap Singh attempted to come on the top but
failed, however on 26th June after a fierce battle which had already wounded Subedar Atta and killed all
his companions less Sepoy Arshad and Zulfiqar who jumped from 300 feet and miraculously survived the
ordeal. Indians under Subedar Bana Singh crept to the top where Naib Subedar Atta of Special Services
Group resident of Chak No.125 Sargodha was alone and wounded, waiting for the enemy to come on the
top with probably last round in his chamber. Subedar Atta, continued to fight till overwhelmed by the Indian
assault. Loss of Quaid OP was a major blow suffered by Pakistan Army.
Subedar Atta later, was awarded Sitara-i-Jur’at
OPERATION QIADAT
27 September 1987
An assault on Akbar and Rana posts in the Bilafond La Sector on 22nd September 1987 was planned as
a retaliation. These two posts located at a height of 19000 feet are not straight in line with each other rather
a Saddle joins them. Both had sharp gradients towards own side but gradual slope on the enemy side. This
operation was code named ‘Operation Qiadat’.
Aviators did all that could
possibly be accomplished by
helicopters. All available and
additional resources in the form
of Puma, Allouette-III and Lama
helicopters were mustered, under
command Lieutenant Colonel Bashir
Baz. From 1st July 1987 onwards
Army Aviation started logistic
buildup which included shifting of
guns, ammunition, fuel, mortars,
anti tank rockets and heavy machine
guns. Like wise additional Allouette-
III pilots were pooled in. Helicopters
were tasked exclusively to transport
Lama during Operation Qiadat
and airlift artillery guns and artillery
ammunition to the forward locations. Allouette-III and Lama helicopters were the main flying assets to shift
stores, artillery pieces, ammunition and other equipment ahead of main bases. Although Puma helicopter
could not land beyond 4,000meters altitude but still they helilifted two 5.5 inch medium guns at Naram
gun position. A 120 mm mortar was slung and transported by Lama to Camp-II area ahead of Ali Brangsa
along with its ammunition. This mortar and medium guns at Naram gun position played havoc with the
Indian positions at Akbar-Rana, La Bunker and Bana positions. Similarly two, 105 mm pack howitzers
along with their ammunition were air lifted in pieces to Gyong Camp-1 position. Simultaneous dumping of
ammunition was undertaken in the three sectors i.e Bilafond, Gyong and Chullung La Sectors. Even TOW
were helilifted to Rahbar Post at 16,000 feet.
The most vital role which Lama pilots played was the conduct of aerial recce of the area for all the
concerned officers. Sitting at Ali Brangsa one could only plan what was visible but in glacier where weather
remains unpredictable and terrain so treacherous that nothing can be planned off the map; aviators flew like
eagle and became the eyes of the force. Routes were selected basing upon these aerial reconnaissance and
all these helicopter borne operations had to be coordinated in the over all deception plan which envisaged
extensive flying in all the sectors.
266
June – July 1987
267
April 1989
Chumik Glacier lies within Bila Fond Sector and bifurcates from it at a distance of approximately
4 kms ahead of Gyari. It lies in easterly direction surrounded by two unassailable features. The glacier is
terminated by series of heights that lie oblique and are named as Tiger and Panther Series joining a high
feature to the south at Point 22,158. Any body holding this point dominates the glacier by observation and
through artillery fire. Therefore this feature later became the focal point in the battle.
Own Plans
Chumik Operation was our reaction to the enemy buildup to capture highest
feature which would have jeopardized our forces in Sher Complex, neutralizing our
vantage observation post named Victor which was established in 1985 to monitor
the Indian approach to Siachen Glacier. These posts were abandoned in 1986 due to
extreme weather but again were reactivated by Commander FCNA Major General
Ayaz (Lieutenant General retired). In early April 1989 enemy started extensive aerial
recce coupled with heavy artillery shelling to establish post overlooking the Chumik
so that they could deny Pakistani forces concentration and lodgement. They also had
Lt. Col. Hasnain Mehdi
a desire to compel own troops to withdraw from Victor and Sher complex which
virtually now remained under their observation. Foot movement was possible only
during poor observation days. On 12th April 1989 Brigade Commander Brigadier Asif Riaz Bukhari was
taken on an aerial recce aboard a Lama helicopter piloted by Major Mehdi the flight commander. They were
airborne because one of the Lama pilot had earlier in the day spotted Indian helicopters making extensive
dumping in the area. Since pilots were flying extensively in the area thus they were in a better state to notice
any abnormality in the enemy camp and layout. This observation was supplemented by the Shikari Signal
Detachment and artillery observers who noticed marked accuracy in the Indian shelling thus they reached
the conclusion that some observer is sitting on the top of the Chumik Feature.
Commander was able to make his plan due to the courageous aerial recce afforded by the Army
Aviation, who went overhead the enemy camp despite threat of anti air craft weapons. Brigade Commander
wasted no time and in consultation with the commanding officer of 9 Azad Kashmir Regiment Lieutenant
Colonel Naqvi conceived the plan of action. Meanwhile own Shikari detachment intercepted Indian signal
which confirmed that “2 Dogra Battalion was on their way to the top with an aim to ‘detect enemy’ (Pakistan)
observation in Chumik and other details about the area”. Own plan contemplated simultaneous advance
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April 1989
along two different routes namely Kilo and Tango. After establishment
of intermediate administrative camp they were to reach and occupy the
Saddle of Chumik located in the south western fringes of the point 22,158
and then they were to evict the enemy through physical attack from the
Saddle and from T-route.
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April 1989
Captain Sehgal would be the captain in command of the operation, Captain Sehgal had already volunteered
for this operation. The reason being that he was more familiar with the lay out of the Chumik Feature, he
was light weight and this tipped the scale in his favour. He also had the maximum flying hours in the area.
Captain Sehgal declared that I will have the copilot of my own choice and he selected me. I had flown
numerous sorties with him and we both had reached a stage of understanding where without saying a word
we knew what other wants. I had full trust in his capability in carrying out such suicidal mission. We got
down to our planning of fuel, weight calculation, consultations of flying performance charts but we also
realized that never before in the history of helicopters had ever been an operation of such magnitude carried
out. We had to under sling an officer, Captain Naveed to the top of this feature. All details had to be sorted
out leaving nothing to the chance. We did not have any proper sling for this purpose so we made one of
rope. Next was the safety of the officer while hanging with the rope under the Lama. The chilling winds
with freezing temperature can make ones body numb within minutes, the flying aspect of controlling the
helicopter in such configuration demands extreme pilot-ability. Already it was known that Indians are also
on the move for the top, their team was led by a Captain Vijay Kumar.
Colonel Sehgal further narrates “I had selected Captain Zia Ud Din because he used to be very gentle
on the controls. I was sitting in the helicopter when I saw Captain Naveed who was a lean and thin officer.
I could see the anxiety on his face I called him and said “Brother do not worry, I am not going to dump
you, either we all are going to live or we
will die together”. The length of rope
was measured, all doors were removed
along with the seats and other equipment.
Captain Zia Ud Din grew as a professional
aviator and later commanded 21 Army
Aviation Squadron at Dhamial. After
his command tenure, he led the Pakistan
Aviation Contingent in Sierra Leone. He
was to return to Pakistan in August 2004
but unfortunately he embraced shahdat in
July 2004 while travelling in UN MI-8
helicopter in Sierra Leone. He stood
approved for colonel rank and would
have been promoted on his return. It was
a great loss for army and Army Aviation
Colonel (Late) Zia Ud Din
270
Colonel Sehgal SJ
271
Colonel Zia Ud Din Tbt
Major Naveed SJ
272
1989
273
1989
Night 21/22nd April 1989 was very tense and tough for all the inmates at three bunkers at Dansum, the
brigade headquarters. There was no communication with Captain Naveed and Naik Yaqub dropped at
Chumik Peak, they were at their own. Reports of enemy climbing to dislodge them were pouring in. No
body slept that night. The air inside the bunkers was filled with cigarettes smoke, even non smokers were
puffing. The discussions in these three bunkers revolved around what next to do and praying for weather to
give a break.
Interestingly in year 2003 Major Naveed SJ, served as an Adjutant in 503 Aviation Base Workshop.
When asked about the feelings on that day when he was at the peak with bad weather and no hope of
supplies. His immediate response was a gaze in the sky as if thanking the Almighty and after a pause of
trance replied ‘There were three ‘A’ which gave me strength-ALLAH, Army Aviators about whom I was
confident will come the moment there is tinniest of break in weather and third A was the ‘Aan’, the pride of
being a Pakistani soldier. This pride was built on my ‘Qasam’ which I took years ago in Pakistan Military
Academy’s black top parade ground and the respect given to us by our country-men and the prestige of my
regiment”.
Keeping Alive
On 22nd April 1989 Major Safdar, took off to ascertain the situation at Naveed Top and relayed the
good news regarding their being alive. Captain Kamran was the next one to be slung by helicopter to the
top. As the helicopter got airborne his harness gave way resulting in his being somersaulted. From a distance
it looked as if he is doing aerobatics, all his big pack contents flew away, in the end he was safely dropped
at the post. By the end of the day a total of eight persons along with supplies were dropped at the top and
situation was under control now. Major Nihal Jaffery made valiant attempts and finally dropped igloo hut
parts. Troops had to be supported at the top for whom after God their only hope lay in Army Aviation. As
narrated by Major Safdar.
“The method of dropping supplies was interesting. The packets
of rations, tent, kerosene oil, stove and ammunition would all be
bundled. The helicopter would take off and unload in the air at a
certain height, Since these drops were carried out in motion, most
of the time the bundles would roll down the precipitous slopes and
would be irretrievable. Some method had to be devised to prevent
this wastage and to ensure that the supplies were delivered intact.
One ingenious method adopted was the insertion of a bamboo pole
inside the bundle. This ingenuity worked, whenever a bundle would
start rolling down; the jutting end of the extended bamboo pole would
get stuck in the fresh snow. It would take a couple of rolls but by then
the momentum of the fall would peter out and it would stop. At such
an altitude of over 22,000 feet, with cliffs going vertically upwards,
the risk of bringing the helicopter to a complete halt was a dangerous
feat. I tried it tentatively, the engine sputtered but responded, it had
sustained the pause and could manage the final ascent. I then put this
Lieutenant Colonel Safdar Hussain.
thought into practice. I had a rope hanging from the load, through
the mirror, when I saw the warrior at top tugging at the rope, I unhooked the load. It fell like a ripe plum at
Captain Naveed’s feet”. Colonel Sehgal adds following on supplies; “Extreme low temperatures at altitudes
above 6,000 meters rendered the troops incapable of opening of loads(bundles), thus large knives would
accompany each luggage consignment to enable cutting of ropes by the recipient. At such altitude it was not
possible to cook food therefore cooked food had to be helilifted and dropped at the top”.
Naveed Top was about 150 meters short of Kamran Top and from Kamran Top the distance to the
summit was another about 150 meters. The commander wanted to know about the enemy dispositions on
the reverse slope so that troops, who were being slung and lifted to the Naveed Top were made well aware
of what lay in store for them. Major Safdar was told to fly a mission over enemy lines and to reconnoiter
the area. The suggested route was to take off from the base and then a straight eastwardly flight to Point.
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17-19 August 1989
22,158, up and across it. As he soared high up, he decided to follow another route; he could count on his
luck and fly over the enemy from their rear. The first approach was more perilous because the enemy gun
positions at Agra I and Agra II would straight away spot him, and the chance of completing his mission
looked highly impossible. He flew towards the south and going deep down Gyong, he swerved to the
east and took the northerly heading over enemy deployment at Sadhu. Straightaway he spotted an enemy
helicopter pad, made of wooden planks that could be assembled, put together and installed at any place of
choice. In close proximity of the helicopter pad he noticed five tents of the enemy and he could count eight
enemy soldiers who had become dumb-founded on seeing him. His copilot Major Jaffri spotted a well dug
bunkered machine gun position in the eastern margins of Point. 22,158. Before the enemy could collect their
wits about, he had whirred up the chopper over the peak, taking a sharp but measured dive into the depth of
the clearance, he made it home accomplishing his mission most fruitfully.
Casualty Evacuation
At Chumik when the feature 22,158 was occupied there were casualties to be evacuated. For this an
innovative plan was hatched. The helicopter would take a load of 25 kilogram in a basket, this basket would
be attached at one end of the rope, suspended from the belly of the helicopter. Load would be unhooked,
while the helicopter hovered above Naveed Top and in place of load, the casualty would be duly harnessed,
hitched, and flown back to the base camp. Major Safdar on one such mission had a close call. Casualty was
hitched to the helicopter, he(Safdar) could see the heavy back pack bulging on the back of the casualty, on
the signal to move, Major Safdar pulled the collective but Lama remained unmoved and drifted to the left
and started sinking, from his vast experience of flying in the Siachen Glacier, Major Safdar realized that end
is near and only way to survive is to unhook the casualty, co- pilot shouted and informed him of impediment
but Major Safdar was adamant and replied “either we are going to make it together or die with him”. Using
all his experience Major Safdar was able to inject the life into the Lama just a few feet short of the sheer
fall.The casualty had already collapsed as reported by the second helicopter following, and was limping
on one side. Major Safdar headed for Skardu where medical facilities were located, when he landed there,
already the Low Fuel warning light was on, casualty survived. Later it was revealed that he had more than
60 kilogram of load in his back pack.
Epilogue
Chumik operation was the first major triumph of Pakistan Army in the glaciated conflict, it also
marked the end of Siachen conflict for some time as both countries announced cessations of hostilities
during a meeting which took place between 17-19 August 1989 at Rawalpindi.
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July 1992
Chullung
A track connects Goma with Chullung from Chullung the route leads to Adil Post which is the sector
headquarters. Between Chullung and Adil Post, the helicopters had to operate for 70 seconds in enemy
line of sight and within the effective range of shoulder fire, surface to air missile(SAM). The highest own
landing point in this area was Chullung at a height of 4,000 meters.
Headquarters Force Command Northern Areas(FCNA) planned an offensive operation in ‘No Man’s
Land’ in the Chullung Sector of 323 Brigade. The operation was aimed at establishing a new post, called
“Panther Post” at an altitude of 5,300 meters. The operation was kept under secrecy and aviation was not
incorprated in the planning phase. On night 30/31 July, 1992 Lama Flight received a reconnaissance mission
in the area of operations. Resultantly, next day Lama helicopter No 2686 piloted by Major Khalid Sohail
Sultan and Lama helicopter No 2689 piloted by Major Muhammad Mujahid Asad reached the brigade area
of operations. Initially both helicopters were utilized for routine sortie. It was during the later part of the day,
that Lama Flight Commander was instructed to drop 6-8 soldiers in the vicinity of Commando Ridge located
in the ‘No Man’s Land’. Major Khalid debated with the commander that it would be more appropriate if a
reconnaissance sortie is flown over the intended landing spot. Brigade commander after weighing up the
pilot’s logic versus the secrecy and surprise, rejected pilot’s idea. Both Lama helicopters took off with one
soldier on board each. First Major Khalid went for the landing and establishing of Panther Post at 5,300
meters, when Major Asad came for landing, enemy fire came in, Major Asad dropped the soldier safely and
put the helicopter into a dive and escaped. Both helicopters were refuelled at Chullung, where post flight
inspection revealed that helicopter No 2689 had been hit by a bullet which had passed through the main
rotor blade. As it was getting dark so no more sorties were conducted for the day. Both Lamas returned back
to Skardu after 2000hours.
Next day (1st August 1992) two Lamas, helicopters No 2692 piloted by Major Khalid Sohail Sultan
with Major Babar Ramzan as copilot. Lama helicopter No 2694 piloted by Major Safdar Jananzeb and co-
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July 1992
pilot Maj Asad reached Chullung at 0810hours. At 1030 hours Commander 323 Brigade contacted the flight
commander and briefed him about the tactical situation, which was well under control, however, it seems
that an unseen enemy observer post, is bringing fire. Situation warrants that this enemy post must be located
immediately. Moreover own troops are in the process of completing Panther Post despite suffering heavy
casualties mainly due to this enemy post.
At 1105hours the brigade intelligence officer received the information from Baqir Post that enemy
helicopters are flying behind La Bunker area. At 1125hours, own helicopters took off for Panther Post, with
lion heart brigade commander Brigadier Masood Anwari on board as well, knowing fully well that enemy is
waiting for them. The observation was so vital for the forthcoming operation that this threat was put aside.
When approximately ½ km short of Panther Post, Lama helicopter No 2692 was hit by a missile fired from
enemy post. The missile hit the tail rotor of the helicopter and Major Khalid Sohail Sultan, the pilot gave a
call on radio; “I have been hit and going down”. The helicopter crash landed in area Chullung La. 1/3 of the
tail boom had flown away after impact of the missile and was found lying 1.5 kms from the main wreckage.
The impact of the helicopter with the ground resulted in the shahdat of all the occupants: -
Brigadier Masood Naveed Anwari
Major Khalid Sohail Sultan
Major Babar Ramzan
In recognition of their dedication, courage and bravery. All three officers were conferred with Sitara-
i-Jur’at. In ensuing operation 50 of our valiant soldiers embraced shahadat.
Aviation effort provided to support Chullung operation in two days time were:-
Hour Flown 50:00
Casualty Evacuation 30 troops
Heli Transported 48 troops
Dead Bodies evacuated 40
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IN THE LINE OF DUTY
Siachen was a new frontier and a new challenge for Army Aviators, which is still going on. This forays
into the demanding altitude of Siachen has its own share of cost; the flying accidents. Almost all accidents
took place due to bad weather and operating beyond safe limits for operational necessity.
Lazawal - Allouette
Commanding Officer 5 Army
Aviation Squadron, Lieutenant Colonel
Kamal Khan had gone to see the site of
Captain Nasir Zaidi’s crashed helicopter
to inquire into the circumstances that
caused it and to make sure that it is
not repeated again. After having done
so, he took off from crash site with
three passengers on board. One minute
after takeoff a loud thud was heard,
which jolted the helicopter, and then it
progressively started loosing height and
Mountains in Summer
could not sustain a level flight. There
was a big boulder about 50 feet high in
278
tihe flight path. In order to avoid this he pulled the cyclic back, though the helicopter cleared the boulder but
could not sustain the flight any more and after skidding through some distance it finally toppled over to the
left and came to a halt. The helicopter was completely wrecked, miraculously with no major injuries to the
crew or passengers on board.
279
attitude exceeded beyond permissible limits and the bank to the left further aggravated, finally resulting into
a crash on the glacier resulting in the destruction of helicopter and loss of two lives ( individuals hanging
out side). Pilots remained scratchless.
280
very gentle headwind and gained a height of 200-300 feet. Suddenly the pilot noticed RPM fluctuation but
there was no change in engine noise. On seeing this the pilot increased the collective pitch from 0.85 to 1.0,
moments after which the needles split and loss of power was experienced. The pilot immediately executed
an autorotation, which was not successful due to high attitude 9,140 feet. and type of terrain at the accident
site. All occupants of the helicopter died instantly except the Crew Chief Havildar Riasat who jumped out
during the autorotation and sustained minor injuries.
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bounced 20-25 feet off the ground, this opened the passengers door and two passengers namely Arshad
and Zahoor were thrown out of the helicopter further more the impact broke the neck of a full oxygen
cylinder(large size) and caught fire. Puma Captain Lieutenant Colonel Sajid Islam true to old tradition
remained seated on his seat and ordered the rest of crew to jump out. Copilot Major Akhtar and crew
chief Havildar Khaliq jumped out from Puma engulfed in flames while Colonel Sajid died on his seat with
his hands gripping the cyclic control along with flight engineer Subedar Muhammad Rafique. Havildar
Muhammad Yousaf and Havildar Liaqat Ali died on the spot. Copilot Major Khalid Akhtar and crew chief
Havildar Abdul Haq were seriously burnt as a result of post crash fire. They were evacuated to Combined
Military Hospital, Rawalpindi on the following day but they also succumbed to burn injuries and died
a fortnight after the crash. Persons who were thrown out of the helicopter received minor injuries and
survived.
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E ggs For Saddle. Lama No.2678
On 14th May 1993 two Lama helicopters were on a routine dumping mission to Baltoro Sector.
Helicopter No 2678 which was piloted by Major Nadeem Khattak and Captain Khusro, picked up a
sling load of 60 kilograms from IHEC well within its permissible weight limits.
The helicopter initiated the approach in 6-8 Knots of tail wind with no turbulence or drafts. The
pilots did not observe any abnormality or change in engine noise till helicopter reached short finals.
When the Lama was only 20 meters high and about 50 meters short of helipad, suddenly the pilots
experienced an unusual feeling of sink. Although at an altitude of 6,000 meters there was not much of
collective pitch margin available to the pilot but still he tried his best to control the last sink by using
maximum permissible collective pitch. The helicopter did not respond to any of the actions done by the
pilot and hit the ground cutting its tail pylon. The helicopter sustained substantial damage whereas the
pilots escaped unhurt. Later the helicopter sank and got buried under the snow.
Lieutenant Colonel Khusro Habib narrates the accident; “It was my first mission in the area, we
had to pick up the sling load of igloos for the Conway Saddle from the IHEC. The problem was that
pieces of load were not in conformity to our load table. We wanted to take the maximum load allowed
to the peak thus we attached the 60 kg piece with us, we also had boiled eggs for the post as a gift from
the Lama Flight. In addition there was a casualty waiting for the evacuation. After the crash in which
helicopter got toppled and I was on the upper side, it was with great difficulty that we came out of the
helicopter and felt the lack of oxygen. By this time soldiers also joined us from the post and took us
inside and offered us tea and cigarettes, the most worried person was the casualty who thought that now
he would be left at the post but I assured him that he would be the first one to go down which he did.
Last but not the least the eggs were handed over to the post, unbroken”.
284
the type of load we were carrying under our helicopter. After the drop once I turned back for IHEC and
was about 200-250 feet above ground, we heard a loud bang along with flashing light and the helicopter
gave severe jerk. I immediately realized that we have been hit and gave a call “I’m hit, I’m hit’ I am hit’.
Major Shahid, co pilot of the other helicopter, advised me to turn for the helicopter pad at Conway Saddle.
Meanwhile I had lowered the collective to full down position and established auto-rotative flight and head
towards the helicopter pad. Major Sagheer gave a pat on my left knee and calmly said, “You are handling
it, Sir’ He started to monitor the Instruments and apprised me of the damage caused by the blast. The rear
portion of the cockpit plexi had been shattered. There was a hole in both the doors just behind our heads.
Only Allah Almighty knew what all damage had been caused outside.
As I had initiated a turn towards the helicopter pad but soon it was clear that the helicopter shall hit
ground much before that. The vertical velocity indicator indicated maximum rate of descend and the ground
seemed to be coming upwards at a tremendous rate. Another worry, which came to our mind was the chance
landing on top of the previously crashed helicopter that was lying there with it skids towards the sky. There
I flared the helicopter at about 50 feet above ground and tried to cushion the landing as always taught. But
no sooner did I apply the collective that the helicopter gave a very vicious yaw to the left and turned 360
degrees. This was indication enough that the tail rotor was not working. I again dumped the collective while
maintaining a level platform. The helicopter hit the ground with quite a force and the skids sank in the loose
snow. I asked Major Sagheer if he was all right and I gave a call to the other helicopter that we were safe.
To my amazement, I saw my co-pilot carrying out the normal shut down procedure. And to this day, it if is
possible people can see that he stopped one blade in front just according to the check list. I pulled back the
fuel shut off lever and told him to exit the helicopter.
As we came out of the helicopter we saw officers and jawans of Saddle Post rushing towards us.
They took us to the igloo and gave us oxygen. After about 25-30 minutes, Major Babar Farooqui and Major
Shahid Baloch evacuated us”.
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REMEMBERING SIACHEN
It is almost two decades when the first sortie for Siachen was flown. Out of the pioneer Aloutte pilots
presently only Major General Azam and Brigadiers Rashid, Tahir, Inam Karim, and Ifzaal, are still flying.
Most of the original breed of Lama pilots have retired and the young ones have now risen to the ranks of
lieutenant colonel and above. Name of every pilot who has ever flown in Siachen and every technician who
has made it possible needs to be written in gold.
287
Allouette
288
Commander, Brigadier Nauman. During the presentation
VCOAS asked the base commander: “What can you do
for the sustenance of the posts”?. Brigadier Nauman
replied: “We can do all that army requires us to do but
it would take time in dumping”. I was asked to produce
exact weight calculation and present it next day.Next
day VCOAS went to Saddle with me and landed at
International Himalayan Expedition Camp(IHEC), where
after getting down he felt the strain of lack of oxygen
due to non acclimatization. Later VCOAS complained
of head ache for two days but he was more wise on the
area. The requirement was to dump 450 tons of logistics
till 30th September 1985 at forward posts. I calculated
the loads in terms of trips and made the presentation to
the VCOAS, later all Allouettes were attached from all
over the country including Corps Composite Squadrons
for this purpose. There were 8 Allouettes operating at
one time with four on flying service and other four on
rotational maintenance. At Conway Saddle Captain
The Pioneers ‘Major Sami and Major Azam’
Yaseen an infantarian was dropped in a fast taxi for the
first time, in second sortie fuel was dropped and in the
third his tent-age was dropped. With me on the controls
was Major Khalid (later Brigadier)”.
Colonel Mazhar admits that while flying towards
Skardu from Qasim on his first tenure he kept on asking
his captain about the K-2 peak as that was the only name
which he knew. Once he became captain of the Lama
he got a chance to fly around K-2 not as an operational
necessity but out of inquisitiveness. “I was part of a
two Lama formation and somehow the other I ventured
around K-2 and went towards the Chinese side so far
Soldiers living is an Igloo so good but when I tried to turn around towards own
side the helicopter refused to climb the reason was the
cloud cover which had obscure the sun light. After few
minutes the real panic sets in as fuel was running short
and in case if I force land then there was no chance of my
rescue as nobody would look around for me in this area.
After some time I got a lucky break as there was a gap in
the clouds which allowed the sun light to pass through.
I made use of that and came back safely”. He further
narrates, “in the beginning local population used to duck
and run for cover when ever there was noise of helicopter
but later they got used to it. As a policy of squadron we
would carry sweets and edibles and would throw them
towards the children. Later the local population would
put up a white cloth which indicated that some one needs
medical evacuation and majority of time we would pick
them up while going back towards Skardu. It should be
kept in mind that where Lama would take only 10-15
minutes to reach Skardu, the road transport would take
Colonel Mazhar 8-10 hours. Initially one house was requisitioned from
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Northern Area Works Organisation(NAWO). At the end
of 1988 we had an eye on a house near mosque road and
it was christened as the new Lama House. Its rent was
Rupees 7000. Squadron used to pay the 2000 and corps
used to pay the balance amount. Electricity was very low
thus squadron bought a generator and a 26 inch television
along with Video Cassette Recorder. Another house was
also requisitioned for married officers”.
A six hours conversion on Lama helicopter was
conducted either at Qasim Base or at Skardu. Lieutenant
Colonel Talat Sheikh did his conversion on Lama while
flying from Qasim to Skardu with Major Javaid “after
landing at Skardu, Major Javaid told me to go solo and I
did so” narrates Lieutenant Colonel Talat and he further
highlights that this was the confidence which instructor
pilot had in himself and his student. In 1995 autorotation
Valley leading to Siachen
on Allouettes were taught to youngsters at Skardu by
Lieutenant Colonel Bhangoo. There was limit of 60 hours
of flying or 21 days whichever comes first. Copilots and
captains would remain together 24 hours; they would
dine and walk together thus understanding each other in
totality. Major Khalid Rana commented that even dances
on television would be discussed in terms of ‘Flare’.
Lieutenant Colonel Zia Ur Rehman narrates that
the only painting which he has ever made in his life was at
the Lama House when the bad weather suspended flying
for over a week, his colleague Lieutenant Colonel Anees
Troops at Siachen learnt cooking at Lama House and became so good that in
the end he had to cook in all squadron parties which were
quite frequent. He also planted lot of roses as a hobby.
Lieutenant Colonel Zia Uddin was addicted to Tolkiens
and finished many of his books at Lama house. Most
common feature was the regular walk in the evening and
weekly fishing trips towards the Satpara Lake.
There was an invisible relationship between pilots
and the troops at the posts. It was the policy of Lama Flight
to take the freshly cooked flying meal for the posts apart
from cigarettes and magazines which are most wanted
items in Siachen. Most of the officers at the posts were
Shigar Valley in Autumn volunteer from varying arms and luckily if they had their
unit officer in aviation then he would be looked after. Like
Lieutenant Colonel Hidayat would take fresh cake from
Rawalpindi for his Piffer officer at the post and when he
completed his tenure even then “Hiddy” would take the
cake for the post. Lieutenant Colonel Alamgir remembers
one Captain Jawad Aslam who was in Piun Sector and had
come as a volunteer. His mother from Lahore sent a parcel
for him care of 8 Squadron and that was duly delivered
to the officer at the far flung post. Alas the officer died in
an avalanche few days later and when his dead body was
Conway Saddle recovered a diary was found in his parka in which he had
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vowed to join aviation after his tenure of duty.
In mid eighties as a policy young officers after
passing out from PMA went to Siachen and many of them
remember the days when after GOD they had faith in the
Army Aviation only. In 1988 one engineer officer while
descending down from Yousaf Post lost his crampons and
shoes and had to walk for hours on snow in socks. His
only hope of survival according to him was “to reach the
Ambush Post because from there I knew I would be heli
lifted” and he was.
Point NJ-9842 in the far distance In the beginning the troops were not educated about
the helicopters resultantly many accidents took place like
Captain Farooq who after getting down at Dansum raised
his hand to thanks the pilot but instantly got his fingers
chopped off by the rotors, same holds true for aviators like
Major Danyal of Puma who after getting on board threw
the walking stick back to the soldier and the stick got into
whirlwind of the rotors, the helicopter resultantly had to
be stranded at the post for a day before repairs could be
under taken. Brigadier Kaukab joined aviation in 1978 and
Trango Towers later served in northern areas as part of 5 Squadron before
proceeding to America for cobra conversion. He later
served again in Siachen as part of 8 Squadron in 1988 and
1989 when he was the flight commander of Lama Flight.
His reminiscences of those days are; “While undergoing
cobra conversion and later as part of on job training with
Americans I noticed that they would daily have the mission
debrief in the evening, same I applied at Lama Flight. In
those days we were getting the missions at odd hours
regarding dumping etc. These missions when performed
in hurry would always leave room for improvements so
Lama engine in winters, early morning we started with daily brief and debrief in the evening. I
met Commander FCNA and apprised him of the situation.
My stance was that we can give better out put provided
his staff gives the mission in advance. They should only
tell us the task and leave rest to us. Moreover FCNA staff
should co ordinate with subordinate formations for fuel
and other details. Once these things were ironed out then
pilots were able to concentrate more on flying aspects. In
the briefing session we tried to keep it as informal and
informative as possible. As a flight commander it was my
responsibility to ensure that pilots are not over fatigued
and are getting proper rest. As a policy at times pilots were
given forced rest and days off. Equal flying distribution
was also my domain. It was in this time (1989) that we
shifted our accommodation in the famous Lama House
from commissioners residence. The major flying hazard
was the ego and enthusiasm of the pilots. Senior pilots
may be able to undertake a certain mission and earn laurel
but then it becomes precedence for the field formation to
Colonel Sehgal (Sitara-i-Jur’at) quote this thus putting extra pressure on the junior and
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inexperienced pilot. The scarlet thread was to accept own
and aircraft limitation. It was not easy to establish the
authority of flight commander in accepting or rejecting a
mission on the basis of technical viability”.
Brigadier Tahir had his taste of Siachen flying as
a young captain in 1985 and in 1987 both in his words
were taken as enjoyable activity. He further narrates;
“The culture prevailing was of flying oriented, there
was a sense of pride in what we were doing. Even off
time the aircraft limitations used to be discussed. Then
there were constant mutual exchanges of views about
approaches which at that time revolved around climbing
or normal. Aircraft technical book dash 10 was part of bed
side library and religiously consulted by all pilots before
sleeping and in any case it was a good remedy for any
new comer complaining of amnesia. Regarding Fog of
Brigadier Tahir War which persisted between 323 and 62 Brigade he adds
323 Brigade was commanded by Brigadier Mushtaq and
Major Munir Akbar was the brigade major. On other other
hand 62 Brigade was commanded by Brigadier Rehman
with Major Javaid of artillery as the brigade major.
Lieutenant Colonel Jamil was the Commanding Officer of
5 NL I and Lieutenant Colonel Julian Peter was the grade
one staff officer for operations at FCNA. The locations
of posts of both brigades in Chullung Sector were such
that their artillery firing over each other was taken as the
Indian shelling so much so that when Pakistan Ordnance
Factory shells were shown to the concerned officers it
Gashabrum series, the right track leads to Siachen
was passed off as Patiala Ordnance Factory. Aviators were
the only one who were operating in both brigades and for
some time we were not in picture of what all is going
around however when this issue reached to a point where
a force under Major Lone known as Lone Force was
made ready by one of the brigade for an attack. Aviation
was incorporated in the operation. With the progress of
time it was noted that whenever own helicopters went for
dumping in the area the other post would pass off them
as the Indian and vice versa. At times we were fired upon
as well but slowly when we discussed the matter among
ourselves it was revealed that own helicopters operating
Post height is very important in medical treatment
between two posts had been reported as the enemy. The
final countdown in this saga reached when Major General
Safdar, Commander FCNA reached on spot for giving
final touches for the attack. At that time our Commanding
Officer Lieutenant Colonel Kamal Khan took him to one
side and explained the phenomena and as a final proof
Captain Mahmod and Captain Azhar Akbar flew with
the commander towards the Adil Post and landed there.
Meanwhile one artillery officer Major Rehman of Survey
Group also detected anomaly in the reports and wisely
From left K-2 and Broad Peak no fire orders were given although shells were coming in
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from Adil Post on Sind Langar Post which were taken as
the enemy post.Thus this fog of war was removed mainly
due to the aviation efforts”. He further elaborates the
living conditions; “There was no recreation, flying itself
was recreation, in the initial days there was no restriction
on the flying and 6-8 hours daily was normal. Captain
Inam Karim once flew 11 hours out of 12 light hours later
it was regulated to maximum of 60 hours in a month, good
meal was the only recreation. I still remembers that on Eid
ul Azha day we had some problem with our kitchen and
went to K-2 Motel for breakfast and on next Eid when
we went for collective outing with the families, we took
our coveralls with us and it proved handy because we got
an emergency request for a casualty evacuation. Flying
was challenging from technical aspect. Once myself and
Puma Pilots - 1985 Captain Mahmood had Brigadier Tariq Mahmood with us
on board, it was a good day for flying we got into strong
tail wind but suddenly helicopter had a severe yaw and
turned into wind and got static. To me if I have to give
words of advice to newcomer in the arena then it would
be, to check his rate of descend at all times. It should be
so controlled that needle should remain static especially
4,000 meters and up, secondly one must make use of
sunny side in mountain flying. It is better and safe to fly
at one side of mountain rather than flying in the centre
and last but not the least is the crew co ordination among
captain and co pilot”.
Hidden Peak Lieutenant Colonel Shoaib Awan, remained in
5 Squadron from 1978-1982, he went to France for
first Lama conversion and later flew in Siachen and
commanded 8 Squadron as well. He recalls ”In September
–October 1984, I was the flight commander and Major
Khaliq Anjum was the second in command of 5 Squadron
and Majors Irfan Bhatty, Khalid, Rashid,Shaukat, Nofal,
Nayyar, Alamzeb, Inam Karim, Mahmood and Tahir were
the pilots. There were four Allouettes out of which two
would operate in Gyong Sector and two in Ali Brangsa
Sector. Main dumping was in Bila Fond La and Gyong
Sector involving gun parts where as in Ali Brangsa –
Gyari Sector it was K-2 oil, gun ammunition, casualty
evacuation, command / liaison and reconnaissance. We
were living scattered in Northern Light Infantry Mess and
62 Brigade Mess. There were 2-3 jeeps at our disposal
on loan from formation. After Maghrib prayers we would
gather in the anteroom of NLI Mess and planned the
next day mission, which would reach us quite late. Our
discussions covered all aspects of flying including types
of approaches to be made, procedures for sling drop and
routes leading to peculiar posts. After induction of Lama
helicopter I was again posted as the flight commander
Conway Saddle as seen from east and had Majors Azhar Akbar, Naqvi, Rashid, Mahmood
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Lt Col Israr, Brig Munir, Lt Col Asif, Lt Col Daud, Brig Inam, Col Alamgir. veterans of Northern Areas
and Safdar as the pilots. We used to take extra care in landing with skis, as imperfect landing would lead to
ground resonance, at Conway Saddle. As a precaution we would operate without doors and copilot would
drop the load”.
One of the difficult duty which aviators had to perform was to say no to the leave party. For troops
going on leave from Gore especially during Eid, helilift means saving almost two days of walk up till
Skardu. Aviators had their own labyrinth of weight calculations to look after. Experienced pilot may over
ride few kilograms of weight but same cannot be expected from all.
In the beginning there were no high altitude kits for the pilots and they would fly in normal cover
all. The bulky North Face parka was an hindrance in flying thus pilots would only wear the woollen
under garments and self procured gloves. Lieutenant Colonel Irfan, narrates an interesting event in this
regard; “On one of my first winter tenure I was flying as a copilot, we were heading towards the Saddle the
helicopter was warm with its own heater and suddenly the captain in command opened the window to get
the fresh air and within minutes I was freezing and told him so. Later I came to know that one of the un-
written convention was to follow what captain wears, who in this case was putting on local Peshmina and
Hunza socks”. This problem used to be aggravated in winter especially when pilots coming from Skardu
had to land at Gore for refuelling, the sudden and prolonged exposure to minus temperature from hot cabin
was too much and resulted in headaches.
Lieutenant Colonel Rashid Baig has one casualty evacuation mission as his most memorable part of
memory; “In 1996 at the end of our day long dumping mission I alongwith Captain Niazi had to evacuate
a 18 years old Sepoy of Chitral Scouts who was hit by an enemy bullet and was bleeding to death at the
Post. I had not even seen this post located at 15,000 feet but we were briefed at Piun about the general
direction. We reached the post and it took fifteen minutes for the casualty to reach the helipad. He was
literally red with blood. We were running short of time and on assessing the conditions of the casualty, I
decided to proceed direct to Skardu. Abeam Khaplu it was dark and I could only see the reflection of river
at Karpok Bend. Soon the river also disappeared and we were flying now on heading at 4,000 meters. I was
now maintaining direction with occasional vehicles light moving on track below, finally this ordeal finished
when I saw the lights of Skardu and landed at city helipad”.
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Prime Minister Benazir Bhutto with pilots of 8 Squadron, Siachen Glacier
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Chief of Army Staff General Jehangir Karamat visiting troops in Siachen. Major Anees is the pilot.
and hands directly over the burner fire. The pain of frost
bite is bearable but toothache at these heights is killing.
Two jerri-cans put together with a mattress over it along
with sleeping bag served as the sleeping cot, needless to
say that it was like sleeping on snow. At times for days
the snow storm would prevail and sometimes even in the
mid of night snow has to be shovelled from the igloo to
allow air for breathing. You cannot stand up in the two
men igloo and some time days would be spent in lying
Balti women folk looking at helicopter
position. In all this helicopters and pilots were most
revered and talked people with every soldier and officer
having one odd incident and tale to narrate about the time
when he had a ride in helicopter or met a pilot”.
For the families there would be outing in the form
of camping or brunch at Shangrilla. During summer the
incoming helicopter from Qasim would invariably bring
the mango crate which would be shared with the troops at
the posts.
Lower Himalayas
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Epilogue
To highlight the magnitude of aviation support
rendered by Lama Flight to FCNA during its employment
period i.e. December 1986 to July 1996.
Flying hours per year 1500-2000 hours
Casualty Evacuation 530/Year
Dumping of stores (all kind) 234 Ton/Year
Transportation of personnel 720/Year
Awards
3 x Sitara-I-Jurat.
H for helipad 5 x Sitara-I-Basalat
15 x Tamgha-I-Basalat
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298
Rescue at Seven Stars
(6030 meters)
299
Captain Tipu Awan of 66 Medium Regiment was
seriously ill since 8th January 2007 at Observation
Post. Due to heavy snow and bad weather all
tracks going down were blocked. On 11th January
his condition became precarious, at 1000 hours
5 Aviation Squadron received the signal for
evacuation. At 1100 hours Captain Jawad and his
co-pilot Major Bangash reached the post. The post
did not have enough space for heli landing. The
pilots devised a plan to sling the officer. At 1252
hours the officer was slung from the post and after
seven minutes was safely landed at the base. Captain Jawad Aslam Cheema Shaheed
NINETIES
N ineties saw Pakistan Army Aviation in a different sphere what a decade earlier had been perceived.
The American military aid which had remained the major source of aviation refurbishment in eighties was
under embargo. On top of it the Gulf War had serious implication for the aviation in terms of fuel supply
which became so meager that long navigation of basic pilot course at aviation school remained suspended
for well over five years. MI-8 fleet was almost on the verge of becoming showpieces. With the passage of
time these hard moments became blessing in disguise as Army Aviation started exploring new avenues and
vistas for its survival and lethality.
Incomes a MI-17
On a fine day of March 1990, one Russian built MI-17 defected to Pakistan from Afghanistan and
landed at Peshawar, where it was impounded by the PAF. Some efforts were made to get it going but all came
to a dead end. Finally in August 1992 it was offered to the Army Aviation. This was taken as a challenge and
Lieutenant Colonel Ashraf Waraich then commanding 4 Army Aviation Squadron was deputed to undertake
the assignment, alongwith Major Najam Ul Arfin and flight engineer Major Shafqat.
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1991
An interpreter, with good knowledge of Russian language was acquired and to start with, all the
available literature found in the cockpit and the printed instructions posted on various panels were translated
into English. Then attempts to start it, were made by trial and error and ultimately the bird got woken up
from a long slumber of over two years. It was lifted from the ground and made to obey while in the air.
From Peshawar it was flown to Qasim Base and ultimately to Multan, where it was received with a rousing
reception. For next couple of years it really was the workhorse of the squadron, it was flown without any
check-list or emergency manual. It used to haul the biggest load and never for once got grounded because
of any malfunctioning.
Sri Lanka
In October 1991, Sri Lankan Government requested
Pakistan to provide some helicopters for use by various dignitaries
participating in the sixth SAARC Summit at Colombo. Two
Allouette-III helicopters were despatched under the command
of Lieutenant Colonel Hashim Khan. Other team members were
Majors Javed Ahmed, Pervaiz Mahmood Butt, Waseem Akhtar
Malik, Tahir Maqsood Khan and Captain Muhammad Mudassar
Hashmi from EME. The contingent carried out all the assigned
tasks from 1st November to 12th November 1991 and safely
returned on completion of the mission. Hashim Khan
Induction of Schweizer
In 1992 Prime Minister Nawaz Sharif allotted a sum of US $12 million exclusively to Army Aviation
for financial year 92/93 on account of its out standing performance in flood relief operations. On 17
February 1993 a conference was held in GHQ chaired by the Chief of General Staff(CGS) Lieutenant
General Farrukh. The agenda was the utilization of this amount. The conference was attended by Vice Chief
of General Staff(VCGS), GOC Aviation Command and Director Aviation. The distribution of amount was
as under, $ 3.85 million for the repair of five damaged Puma helicopters (3x Pumas were damaged heavily
when they got toppled at Dhamial and two at Rahwali due to storms) $ 5.5 million for the procurement of
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TH
307
300C
November 1993. Arrival of The First Dedicated Trainer
Helicopter of Pakistan Army Aviation.
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1992
spares for aviation and 3 million $ for the purchase of 10 training helicopters. In the conference a sum of
5 million US $ were also earmarked for the purchase of a fixed wing aircraft for the use of Chief of Army
Staff. In this regard Army Aviation Command was authorized to induct either 2x jets of same type or one jet
and one turboprop or one jet along with 2-3 turboprop aircraft. It is to be kept in mind that before the Prime
Minister package only a sum of $ 1.177 million was earmarked for the aviation from the army budget which
was to be consumed for the purchase of only three training helicopters. Tenders for this were opened at
DGDP on 6 June 1993. Main competitors for training helicopters were Robinson, Enstrom and Schweizer.
TH-300 of Schweizzer was finally selected as the future training helicopter of Pakistan Army Aviation.
Schweizer was the primary American army training helicopter between 1970-1988. It had trained over
6,000 pilots logging over 400,000 flight training hours including 12000 autorotations touch downs with
only one category A accident since 1970. The total cost of 13 helicopters came to US $ 2.8 million. 11
Pakistani instructor pilots were to be provided with the conversion and transition training at firms facility
at Elmira which is at two hours drive from New York. Duration of training 2 weeks inclusive of ground
schooling along with 5-6 hours of flying with one hour solo, all this training to be conducted on the buyers
helicopters.
Pilots, all instructors and majority from rotary wing crew room of Aviation School went to America in
three batches starting from October 1993 and last one going in December 1993. First batch of 4x helicopters
arrived in November and last batch of 3x TH-300 arrived Pakistan on 31 March 1994. These helicopters
were taken on inventory by 199 EME Battalion, which also underwent certain organisational changes for
this purpose.
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1993
transfer it to Army Aviation on 15 September 1992. On 11 October 1992 B-200 aircraft flown by Squadron
Leader Cheema with Major Azad Kayani (presently serving as Brigadier, Chief Pilot), took off from Chaklala
and landed at Qasim Base, thus laying the first stone for the creation of ISI Flight. For a brief period, this
aircraft remained as a part of VIP Flight. In 1993 it was decided to create ISI Flight. Since its inception on
7 October 1993, flight has flown 4,891hours without any accident. The aircraft has touched down in various
capitals of Central Asia, Gulf Region and Europe. In 2003 the flight inducted MI-171 and later in the years
also inducted Cessna Citation 5 and King Air-350.
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311
312
1994
resort of Rhodes in Greece. Same evening, Citation touched down on Runway 36 R of King Abdul Aziz
International Airport at Jeddah. This was a rare opportunity for the crew to thank Allah almighty by
performing Umrah, where all prayed for the Pakistan Army Aviation and the success of the mission itself.
Next morning again they set course for Dubai in UAE. A night stop was planned here. A good night rest
in the hotel and excitement to reach home after a long journey once again rejuvenated the crew. Colonel
Ashraf took off for home and entered Pakistan Airspace at Jiwani. It was a feeling of joy and pride when the
aircraft first entered into homeland airspace. Finally it was in the evening when the first jet of Army Aviation
touched down at Dhamial adding a new chapter in the history.
Bob Mitchell stayed back to fly the pilots on instructional mission for sometime. Now the aircraft
was all set to fly its first mission with the Chief Of Army Staff General Abdul Waheed. From Qasim Base
to Karachi on 9th January 1994 flown by Lieutenant Colonel Ashraf and Major Abdul Rasheed Khan.
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1995
Chief Of Army Staff General Abdul Waheed and Major General Abdul Razzaq with Crew of Citation at Qasim Base
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1995
13 Squadron - 2000, Group photo taken during the visit of Major General Ashraf
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1996
316
1996
ferry team was received by Pakistan’s Counsellor along with Iranian authorities. Passports of the entire
team were collected by Iranians on the apron and the team was taken to the arrival lounge of the airport.
After an hour stay in the lounge the Pakistani Counsellor sought the permission to take the team to a
local hotel for the night stay which was regretted. Meanwhile the Iranians posted a guard on the gate thus
forbidding any exits from the arrival lounge. After a while the Pakistan Counsellor informed the ferry leader
that Iranians are not conceding to the group’s stay in a private hotel. Instead the arrangements for night
stay are being made in government building named “Tourist Inn”. The team was taken in a bus to the said
accommodation.
The next morning i.e on 12th May at about 0730hours the team was taken back to the airport by bus
and instructed to stay in the lounge till further orders. The ferry leader had planned a 0930 takeoff for
Quetta, meanwhile number of guards at the gates of lounge were increased. At 1430hours the counsellor
informed the ferry leader on telephone that the team had been cleared to proceed to Pakistan. At 1500hours
the team was handed over their passports and access to the apron was allowed which had earlier been
denied. The formation took off for Pakistan at 1530hours the same day and after night stay at Quetta they
landed at Multan where after a night stay they flew to Qasim. Second ferry flight landed at Pakistan on 20th
June 1996. Fourth and last one landed on 20th August 1996.
During ferry a sum of US$ 8.37 per day per person was given as flying meal, furthermore the
expenditures incurred on each ferry were around US $ 21,000. Different airports had varying charges like
Ashkabad charged $ 7,040 for refuelling and parking whereas Atrau charged $ 1,170 for the same.
MI-17
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1997
Fairy Meadows
In June 1997 one MI-17 helicopter belonging to the prime minister secretariat crashed at Ferry
Meadows located at the base of Nanga Parbat at an altitude of 3350m. Initially efforts were made to recover
the crashed helicopter by MI-6 helicopter, but Russian pilots refused to undertake the mission due to weather
and terrain hazards. Finally 27 Army Aviation Squadron was assigned this mission with the assistance of
503 Workshop and 399 EME Battalion. On 9th October 1997 the complete team that is Lieutenant Colonel
Zulfiqar, Major Suleman Bashir “Chiefy’, Major Muhammad Hanif, and Captain Khalid Ahmed flew to
Gilgit for the assigned task. Base Camps were selected at Gilgit and Jaglot for recovery operation. Total of
50 sorties were flown during the complete operation. In each sortie 20-23 persons or recovery equipment
or equivalent weight was transported to the crash site on daily basis. In first phase complete recovery
equipment including four field cranes were shifted to Ferry Meadows. Thereafter the MI-17 which had
toppled after the crash was to be pulled up by the cranes so as to straighten the fuselage. This challenging
task was accomplished by the team of engineers and technicians led by Major Suleiri with desired safety. In
second phase the complete helicopter was disassembled and its parts were shifted to Jaglot. In third phase
the helicopter fuselage was slung and brought back to Jaglot. Its weight was about 1650 kgs. In the last
phase the recovery equipment, which had been shifted to the crash site was brought back and with the grace
of Almighty Allah the mission was accomplished successfully.
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Induction - May 1996
320
1998
Faizabad
It was confirmed during planning phase that fuel will be available at Faizabad. Accordingly it was
planned that after refuelling, helicopters were to be brought back on the same day. Non availability of fuel
left the contingent stranded at Faizabad. On landing at Faizabad the representative of UN relief operation
contacted the mission leader and requested for joining in relief operation for 2 to 3 weeks. Understandably it
was not possible in view of the shortage of fuel and the directive of Headquarters Army Aviation Command.
Resultantly entire set up at Faizabad Airport adopted an indifferent attitude towards the contingent and tried
to aggravate the problem for fuel by adopting unreasonable approach. Afghans were hospitable and made
their best effort for the comfortable stay of Pakistani crew during their stay in the province. Pakistani crew
later dropped the essential goods in the affected area and after three days returned back to Pakistan having
logged 26.0 hours.
Flying Crew
Lieutenant Colonel Muhammad Zulfiqar.
Major Suleman Bashir.
Major Ihsan-Ul-Haq.
Captain Abdul Rahim.
Captain Amer Muhammad Khusro.
Captain Ovais Ahmed.
Captain Babar Saeed Butt.
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1998
put their mind and soul into the task of making the helicopters they loved so much, serviceable and air
worthy again”.
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1998
running and taking cover under a cart with her head down and remained motionless for some time. Same
was the case with the animals, especially the cows and buffaloes who would even break the Gordon Knot
in despair. Aviators remained in the affected area for well over a fortnight and once life became normal they
returned to their bases. While coming back, Major Jehangir Badshah in a MI-8 got lost and forced landed
due to fuel starvation.
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1998
one MI-24 was successfully flown to Chaklala despite suffering hydraulic emergency by Colonel Razzaq
and Major Iftikhar with Colonel Yousaf as flight engineer. This helicopter was later flown out in a Galaxy.
Other MI-24 on 18th January 1986 was flown by Major Tariq Choudhry to Murid Base.This helicopter
remained there for another seven years before its next flight.
Defected Russian MI-24 being flown from Multan Base to Khalid Base
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1998
Interlude at Multan
For next four years it remained parked in a hangar at Multan on the inventory of No.4 Squadron.
Lieutenant Colonel Suhail Ekram narrates; “When I saw the MI-24, it gave a real pathetic look, it seemed
to be just a piece of junk, due to non maintenance, birds had made nests in its cowlings and it was full of
dirt. It was standing tilted with one tire removed, rim and the wheel drum were also missing. After a week’s
effort it was located in a shop at 503 Workshop at Rawalpindi. Lieutenant Colonel Zulfiqar, then incharge
of the Anti Narcotics Force was requested to allow his spare auxiliary unit to be used for our MI-24. That
left only one problem and that was, main wheel tyre. My operation officer Major Daud accidentally bought
the tyre from Quetta market for 700 Rupees (14 US Dollars)
First a general maintenance team of all trades under Havildar Javed cleaned the helicopter and
installed the new auxiliary starting unit and the acquired tire. In a few days the technicians had checked all
systems relating to their own trades, found every system serviceable and in working condition. Crew later
deciphered all switches and instruments.
The next week was spent in ground testing the helicopter for two hours and then air tested the helicopter
for ten hours. The helicopter flew like a dream come true although I did not dare retract the wheels. I then
requested permission to fly this helicopter to Quetta, a flying of more than four hours was involved. After
a lot of deliberation at every level we were permitted and we (Lieutenant Colonel Suhail and Captain Basit
Durrani) flew the helicopter to Quetta safely.
Major Nadeem Ali in MI-35 at Quetta. It was revealed that this is a MI-35 which is an export version of MI-24
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1998
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1998
A Captured Dacoit
From mid-eighties till early part of nineties Pakistan Army Aviation, Multan Base supported
the anti-dacoit operations conducted by 16 and 18 Infantry Divisions supported by SSG troops and
newly raised Sindh Rangers in Sindh. Puma, MI-8, Jet Ranger and UH-1H Helicopters were placed at
Hyderabad, Panu Aqil and Karachi for the conduct of operations. Mushak aircraft of 7 Squadron were
used for surveillance. The tempo of operations varied, at times the flying crew flew few hours in a
month and at others in excess of laid down regulations. Major General Taqi Rizvi then Major narrates;
“In June 1992 with Captain Nasir Zaidi as my copilot, we flew 57 hours in one month. We were on
the hunt of dacoit gangs, who had abducted 14 persons from Panu Aqil area. Our task was to helilift
infantry troops from Panu Aqil to the cordoned area. Infantry and SSG were combing the area for
dacoits. On 23rd June 1992, the dacoits were finally detected in a small island in River Indus, which had
numerable small islands near Sukkur. While flying low I spotted two dacoits swimming away with the
help of a log. I hovered the Puma and the infantry officer on board after firing one magazine finally got
a hit on one of the dacoits. Later after a week of hide and seek we finally captured the gang and it was
revealed by them, that they had a rocket launcher and many a times they decided to fire on Puma while
it was on ground. But somehow they did not have the courage”.
During these anti-dacoit operations twice own troops inadvertently fired in the cargo compartment
of Puma and MI-8 helicopters. With the passage of time drills and procedures were evolved to prevent
accidental fire. These helicopters were also employed for casualty evacuation of own troops, at times
the lives of dacoits were also saved by providing immediate medical help by these helicopters.
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1998
MARQA-E-BAQA
Pakistan Becomes a Nuclear Power
In May 1998 India provoked Pakistan by conducting nuclear tests. The relationship between
Pakistan and India were at their lowest ebb, limited war was already underway in Kargil sector. On 28th
May 1998 Pakistan conducted a series of nuclear tests at Chagai in Balochistan. Army Aviation played a key
role in the conduct of these tests. 4 Army Aviation Squadron was given the responsibility of coordinating all
flying in this regard. Scientists, commandos and sensitive equipment was transported from Rawalpindi to
Quetta in Y-12 and MI-17 of 13 and 27 Squadrons. From Quetta 4 Squadron helilifted them to the test sites.
After the tests the debris and other equipment was retrieved from the desert, it was like finding a needle in
a hay stack.
Prime Minister Nawaz Sharif with pilots of 4 Army Aviation Squadron at Chagai
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Flying Brevet
The Biggest Flying Exercise Of The Decade
A collective exercise of all the Aviation Bases was conducted by headquarters Army Aviation Command between
21st November - 6th December 1997. Over 52 helicopters including 12 Cobras, 13 MI-17s, 11 Pumas and a dozen
Mushaks took part in this exercise. The aim of the exercise was to practice commanders and staff in planning
and conduct of Aviation support to affiliated formations and Army Field Headquarters under close to actual
operational environments. In the last phase dawn and dusk heliborne operations involving SSG Battalion were
conducted and concept of ‘Pathfinder’ were employed. General Jehangir Karamat COAS also witnessed the
heliborne operation. Major General Abdul Razzaq GOC Army Aviation appreciated the high standard of flying
training and discipline displayed during exercise by the pilots and maintenance elements.
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General Officer Commanding
Army Aviation
Major General Abdul Razzaq
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1998
Kargil
Kargil is a small mountainous town located in occupied Kashmir on Indian National Highway No
1; which links and sustains Indian troops deployed at Siachin. This town is close to the Line Of Control
(LOC).On a clear day Indian military traffic passing along it, can be sniped from any one of the innumerable,
nameless mountain peaks which are between 15,000-18,000 feet high. Indian troops used to occupy these
in summer and vacate them in winter. Kargil is the neck of all Indian forces deployed in the head, that is
Siachin. If neck can be choked, than 30,000 Indian forces in the head will suffocate.
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1998
communication also runs precariously close to the Indian observation and vulnerable to shelling especially
on clear days. In winter when snow blocks almost all vehicular traffic then only Army Aviation sustains
the troops deployed in the area. In summers aviation choppers fly almost daily to carry out the dumping
of rations, critical ammunition and supplies sometimes amidst enemy fire. Lieutenant General(retired) Ali
Kuli Khan, himself a chopper pilot, was Commanding 10 Corps in 1995-96, he exploited the situation and
narrates; “When Indians started shelling our troops in Neelum Valley then I started looking at other areas
where I could settle score with them and Kargil was a natural choice from where over the heights we could
fire upon their convoys moving up north, thus we moved special weapons to these peaks with the help of
Army Aviation and made Indian movement difficult for considerable time”.
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1998
ever landing undertaken on a twin engine helicopter in Pakistan. It changed the complexion of helicopter
warfare supporting these far flung and remote areas. Now MI-17 in one sortie could haul the load equivalent
to 10 sorties of Lama in the sector. Subsequently MI-17 helicopters were flown to 323 Brigade area for the
proving missions of existing helipads as well as the performance of the helicopters. On 4th July 1996, the
flight came back to Qasim Base after successful completion of the mission, having flown 136.5 hours in the
process. Pioneer crew included, Lieutenant Colonel Tughral Bashir, Major Nasir Iftikhar, Major Naveed
Akbar, Major Jehangir Bhatti, Major Ihsan-Ul-Haq, Captain Naeem Masood Khan, Captain Jehanzeb, and
Captain Murtaza Saleem. Major Naeem Masood remembers the first landing at IHEC with Colonel Tughral;
“when after landing I opened the cola tin the whole cola simply gushed out spraying the whole cockpit”.
with the load of barrel once descend had been initiated. With all the factors are calculated and taken care of
three 130mm guns were flown to Hassan Gun Position from 27 July to 8 August 1996 in eight sorties. After
this preparations were made to fly remaining three guns to Olding Sector.
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1998
and the mission was completed on 11th June 1997. Major Naveed Akbar and Major Warraich were the crew
members and flew a total of 17.4 hours in this mission.
More Guns
After successful gun transportation by helicopter in Shaqma sector FCNA planned to shift more
artillery guns to different sectors. The weight of one gun was approximately 7500 kilograms. MI-17s proved
equal to the task and 1x57mm, 15x105mm and 43x130mm guns along with crew and ammunition, defence
stores, troops, overhead protection, engineers stores were successfully transported to the desired locations.
334
335 Major Hanif Shaheed - Sitara-I-Jurat
1998
Kashmiri freedom fighters since 1989 were engaged in an ‘Intifada’. With the passage of time, it
gained momentum and reached its zenith in 1998. These freedom fighters were the third generation of the
same very brave people, who had captured Kargil in 1948. These fighters enjoyed the local support across
the LOC as well. In the winter of 1998, posts were vacated as per routine by the Indian troops due to cold,
and freedom fighters occupied them just before the return of the Indian troops. A bitter fight for the control
of these heights started between the freedom fighters and the Indian Army. It was replica of Siachin conflict
but this time Pakistan had turned the table on the India. India planned Operation Vijay to recapture the lost
posts and Pakistan responded with operation Koh Paima, to maintain the integrity of LOC. On 5th May
1999 the hostilities along the LOC turned into a Limited War between Pakistan and India. On this very day
firing between Pakistani and Indian troops in Piun Sector took place. Indians employed over three division
of infantry supported by over hundred Bofors guns and almost seven squadrons of Indian Air Force. The
continued presence of enemy air force in this area resulted into frequent delay/cancellation of own aviation
missions. After shooting down of MIG-21 and MIG-27 on 28th May, enemy aircraft activity subsided in
crossing of LOC. The IAF subsequently adopted the technique of engaging the targets by remaining in their
own area, which gave freedom of operation to own aviation helicopters to a great extent. Ground based air
defence weapons did not pose any worthwhile threat to own aviation operations. However own activities
were continuously monitored by the enemy radars deployed in support of this operation.
337
Lieutenant Colonel Tanveer
Major General Ashraf CO 5 Squadron 338
GOC Army Aviation
1998
Noor and Major Ikram who were on a routine squadron navigation flew from Turbat to Skardu in a single day.
It was the same period when cyclone relief operation was also being undertaken simultaneously at Badin.
PAF fighting Falcon F-16 were also stationed at Skardu in anticipation of enemy air attack. Articulation of
command was a major hurdle in aviation affairs, pilots were under various tiers of command.
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1998
of surrounding mountains. At 2000hours when weather became absolutely clear, he saw a fire burning on
the top of a peak. Next day weather remained bad and finally ground parties which were searching the
missing ‘Daud 19’, located the wreckage, all souls on board had departed.
Major Hanif the legendary “DAUD 19” was awarded Sitara-i- Jur’at for his commitment and
dedication, Captain Uzair and Naik Aassi were bestowed with Tamgha-i-Basalat. The unpredictable weather
did not give Major Hanif a chance even to turn back for safety.
340
Memories of North
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342
343
344
2000
millennium
Army Aviation stepped into the new millennium full of pride and zeal. It had delivered the goods in
last decade despite being severely affected by the sanctions, still a lot of home work was to be done. Out
of existing fleet of two hundred and ninety seven aircraft of nineteen different types, only one hundred and
forty seven were serviceable against an operational requirement of one hundred and ninety three. Twenty
eight aircraft were under overhaul and sixty eight were grounded for want of spares. Combat helicopters
lacked the requisite spares for maintaining venom, notably the capability to strike at night apart from certain
dynamic components. Cargo helicopters fleet was on the verge of getting obsolete.
The major decisions taken were: initiating induction process of attack and scout helicopters,
serviceability of Puma helicopters, establishing facilities for overhauling major assemblies of certain
helicopters, development of night capability for combat fleet, induction of more MI-17 helicopters along
with phasing out of Puma and MI-8 helicopters to overcome the imbalance in lifting capability. Other than
material requirement it was also felt that Army Aviation needs certain re-organisation to meet the challenges
of new era. Computerisation of entire corps and relocation of certain aviation assets were also pondered.
Army Aviation thus was fully mentally geared for this historic event of stepping into new Millennium.
Nation Building
Country was in severe grip of drought and other than hope and prayers the only viable solution was
offered by the Army Aviation. Lieutenant Colonel (then Major)Nouman Sial indigenously developed salt
and dry ice dispensers and silver iodide flare cartridges. These were later installed on six MFI-17 and
two Y-12 aircraft. Out of forty-eight summer trials, thirty were successful and out of twenty three winter
experiments, fourteen were found useful. These dispensers also proved useful in strategic afforestation
carried out in the country especially in Cholistan area. Houbara Foundation was also helped in preserving
the nature. With effect from July 2001, Aviation Command was tasked to act as garrison commander of
all M.E.S works in Rawalpindi. Army Aviation was also tasked to lookafter the affairs of Central Board of
Revenue at Rawalpindi and Lahore.
Hit By a Storm
On the night of 28th -29th August 2000, a storm lashed Qasim Base, resultantly two hangars collapsed,
two MI-17 were damaged and two were made partially unserviceable. This strange phenomenon only
devastated Qasim Base and nothing was damaged in the adjoining area.
Damaged MI-17
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2001
OPERATION LABBAIK
On 13th December 2001, Indian Lok Saba was subjected to a heinous terrorist attack for which India
as usual blamed Pakistan. By end December 2001, India had brought its armed forces on the border, a
Nuclear War became imminent in the sub-continent. Pakistan now faced a two pronged threat on its Eastern
and Western borders. The operation to counter the Indian threat was code named “Labbaik”.
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348
2002
were more realistic and every one had the opportunity to speak one’s mind out. By end February we were
told to be ready for move back and then suddenly one day we were given the instructions to fall back to
Dhamial.”
Electronic Eye
Army Aviation played a vital role in the collection of signal intelligence data about the enemy by
flying for the first time its electronic warfare equipped MI-17 along the eastern border. This helicopter
logged over 100 hours within a week. Major Imtiaz remained its captain during this time whereas the co-
pilots included Majors Umar, Chanzeb and Ahmed. He narrated; “We would get airborne from any of the
desert airfield at night and then climb to 10.000 feet, after that we had a tiring flight of three and half hour.
Landing in the dark again taking off and following same route we would fly back to the point of origin
and this lasted for over ten days at a stretch. It required a lot of planning and coordination between various
flying and ground formations. Once we were challenged by own fighters as our all navigational lights were
off. Once I saw a hostile aircraft making passes, but to top it all we narrowly escaped own Ack Ack fire. All
field formations were deployed and unprecedented secrecy and security was observed, no one knew where
the other was. After landing we would find some place for sleep. A signal detachment which was deployed
around a tube well was our abode. Signal Corps were operating the sets mounted in the helicopter. I also
listened to the tapes which signals had deciphered, one Indian Major Nagra was having an affair with some
Colonel Malhotras wife at Bombay”.
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2002
Aviation Squadron was modified to carry machine gun and be able to fire from air. One Allouette was also
similarly tasked for this. Later these helicopters were placed at Sialkot and Bahawalpur for this purpose.
33 Squadron also flew Ground Control Interception missions during this time. However, coincidentally no
RPV came during this period.
In escalation along Eastern Border Army Aviation flew 1,853 missions and generated 6190 flying hours
Aftermath of 11th September 2001(9/11) made Pakistan once again a front line state, to fight the
terrorism.
Army Aviation
On 10th October 2001, one Puma helicopter of 21 Army Aviation Squadron was placed at Peshawar
and within a week a Composite Rotary Flight was stationed at Kohat consisting of Jet Ranger and MI-17.
Later two more Pumas were despatched from Qasim Base in support of 11 Corp. The task was to keep the
Durand Line under observation. Major(Late)Imtiaz of 27 Squadron narrated; “We were at Peshawar, the
corps headquarters after carrying out aerial reconnaissance would direct us to drop the infantry troops at
prescribed heights to block the routes of infiltration. All such posts were established with the help of Army
Aviation. Till a certain height the infantry troops would come on vehicles but to reach the heights would
involve time. The tops were all covered with snow; thus essential rationing was also heli-transported to
them”.
Combat Group was extensively used in the early stages with both the squadrons moving out to the
Western border. 33 Combat Squadron was deployed at Quetta whereas 31 Combat Squadron with its two
Cobras and two Jet Rangers was at Kohat.
Major Khattak of 31 Squadron was sent to Kohat on 12th December 2001, mainly because he belongs
to that area and had flown before, he recalls, “I flew with the divisional commander and showed him all the
valleys and routes coming from Afghanistan. We saw the people coming in from across the Durand Line.
During one of the reconnaissance mission we also saw B-52 Bombers dropping their loads. In another sortie
I flew few miles across the Durand Line, I saw a detachment of Afghan troops digging their positions, they
waved at me and I replied accordingly’’.
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OPERATION ENDURING FREEDOM
Troops being deployed along Durand Line Cobra of 33 Squadron along Durand Line
351
Operation Enduring Freedom is the civilised
world’s response to curb terrorism, emanating
from Afghanistan. From 10th October 2001 onward
Pakistan Army Aviation started monitoring the
western border.
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2002
hours for Kabul. This was our first exposure into Afghanistan Air space. Beyond Peshawar the lay of ground
is mountainous and known for turbulence. The reported weather at Kabul was clear skies with cross-wind of
30-35 knots and severe wind shear warning on approach. We landed on Runway 29 of Kabul airport under
extreme conditions.
Kabul Airport was giving a deserted look. Effects of war were visible. There were destroyed aircraft
scattered all around the tarmac area. I.S.A.F. Headquarters was visible with bunkers and British soldiers on
ground. This mission provided us an opportunity to do proving for the next days mission. On 2nd April 2002
we flew to Kabul along with two C-130 aircraft on historical visit of President of Pakistan to Afghanistan.
This provided us an opportunity to visit ISAF HQ at Kabul and meet foreign troops. The visit was fruitful,
educational and enjoyable as well.
After dropping the President of Pakistan at Kabul we flew to Bagram Air Base with Colonel Stanton
of US Army. Bagram is an operational base, 25 nautical miles north of Kabul. We were really excited seeing
the number of US Helicopters, large fleet of cargo aircraft and fighters. Colonel Stanton was our host at
Bagram. He was worried on two accounts, one for his hospitality to give us lunch and secondly the hostile
environment around Bagram Air Base. We were requested to stay on the aircraft with detailed instructions
of not to walk on ground other than taxi- ways because of land mines. At 1400hours Colonel Stanton
brought us lunch that is called ready to eat meals in US Army. The high technology ready to eat meals
was more of fun for us. The pack contained every thing from chewing gum, steaks, to Chinese food. You
could warm the food in special envelopes by pouring small amount of water in it, make instant tea, juice
etc. The quality of food was exceptionally good but not to our taste buds, never the less we enjoyed it. The
day was spent interacting with 10 Mountain Division staff and people of special forces. Women of special
forces carrying complete field services equipment and weapons especially impressed Major Adnan. It was
a classical example of women, hand in glove with men fighting war on terrorism”.
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2003
relentlessly. Mr Tiernney would always fly with his regulation gear that included one rifle, one pistol and
dagger apart from few pouches. When I inquired what all is in it, he replied ‘All junk, mate, but regulations
are regulations’. One exercise at night was conducted near Pano Aqil that involved realistic planning and
conduct. Later in one of the training exercise one MI-17 of 4 Squadron was fired upon by the Bugtis. Army
Aviation on emergent basis procured NVGs and squadrons conducted hectic training on them. This was a
major achievement, fear of night had been conquered.
As the tempo of war against terror intensified, it was felt at highest level that desired results are viable
if terrorist strongholds are struck with speed and ferocity; and that is possible only by utilising the medium
of air. Thus the concept of air assault and Special Operation Task Force was evolved. Army Aviation did
not have integral troops for such kind of operations and Special Services Group does not have the air
wing, there fore these two elite corps were married. Exercise Fox Hunt was the culmination stage of their
integrated training. It was the largest ever mutual interaction between these two and it validated the concept
of air assault.
The exercise preparation, briefing and planning started in the first week of August 2003. On 9th
August 2003 Commander SSG and on 11th August Commander Qasim Base Brigadier Arif Nazir gave
verbal orders.
Aviators underwent a lot of effort and training. Since the beginning of the year night vision goggles
and nocturnal flying was carried out extensively. It became routine to hear the helicopters getting air borne
before Fajr prayer from Qasim Base endlessly for weeks preceding the D-day. Crew was made to operate
at night and during day they would rest. Training involved night navigations from Qasim Base to Tarbela
and hours long night training sorties in the training area. Never before any of the serving aviator had gone
through such a heavy dose of night flying.
Cobra pilots stayed at Aviation Mess and practiced mountain flying around Muree. Secrecy and
security was maximum. No one knew what this is all about, on the other hand morale was looked after
through hosting of dinner by the GOC for the pilots and recreation trips.
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NIGHT VISION GOGGLES TRAINING
From September 2002 onward
Pakistan Army Aviation with
the help of American friends
embarked on attaining nocturnal
capability. Initial training was
held in Pakistan and later pilots
were trained in America.
Training in America
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356
2002
Operation Al-Mizan
Pakistan Army after securing the borders with India was able to fully concentrate on western borders.
The foreign terrorists after fleeing from Afghanistan sought sanctuary in the border area of South Waziristan
near Wana. Army Aviation support in the form of one flight of helicopters was in action since 2001. Aviation
efforts were primarily utilised in establishing of blocking positions, shifting of troops, dumping in remote
areas and evacuation of casualties apart from aerial reconnaissance. A series of operations were conducted
from mid 2002 till 2007 with varying intensity and code names but all are part of ‘Al-Mizan’.
On 8th August, a mission was received by Headquarters Aviation Command to support 9 Division.
Infantry Division had intelligence reports of 60-70 armed operatives residing in an isolated double storey
hut located at the northern edge of village Main Toi. Plan was to cordon the area and then search the village.
Eight helicopters (three MI-17, four Puma, one Jet Ranger) were earmarked for this operation.
Aviation had to helilift a company size force of 71 Punjab Regiment with heavy weapons from Wana
and drop them on heights over looking the target, an aerial command post for divisional commander was
also established. One Puma helicopter armed with two machine guns was to provide the aerial combat
support. During the planning phase, the sites for landing were selected off the map. At last moment,
intelligence officer revealed that latest reports have confirmed that target is in village Shingi approximately
four Kilometers north of previous site. Fresh planning was carried out and aerial reconnaissance was also
conducted. Bad weather on 9th August prevented aviation elements from reaching Wana. However on 10th
August 2002, all helicopters along with the tactical headquarters comprising Brigadier Arif Nazir and
Lieutenant Colonel Pervaiz Butt reached Wana.
On the morning of 10th August, police, militia and infantry moved from Wana and established inner
cordon around village Shingi. At 1230hours one Jet Ranger and two Pumas carried out aerial reconnaissance
of the target. At 1300 hours seven helicopters started lifting the infantry company along with 75 millimeter
recoilless rifle from Wana and dropped them on pre –reconnoitered sites around the target area. The force
was heli-lifted in three trips. The ground troops started the search and after pitch battle, few foreigners
started fleeing from the target area. Puma helicopter was in air to monitor the operation. At 1800 hours the
operation was terminated and all troops were again helilifted from the target area.
Helicopters remained at Wana and on 11th August they took off at 1500 hours for Qasim Base. One
Puma helicopter No.1528 piloted by Major Asad Mujahid and Captain Satti while taking off from Wana
made a hard landing and sustained substantial damage.
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2003
This was the first major operation against terrorist undertaken by Army Aviation in Waziristan Agency.
The target area was located few kilometers south west of Angoor Adda, close to Durand Line and north west
of Wana. Two valleys approach the target area namely Niza Algad and Manta Algad. The preparation for
this operation started in August 2003 and Exercise Fox Hunt was the training for this operation. Lessons and
shortcomings felt during the Fox Hunt were overcome in the preceding time. The main emphasis was on
formation flying. It was carried out both in day and at night. Night training was paramount as the operation
was envisaged in hours of darkness. Extensive night flying employing night vision goggles was carried out.
It initially came as surprise to the residents of Rawalpindi to hear the helicopter noise in hours of darkness
but gradually this noise became part of the daily life.
Crew from all corners were collected at Qasim Base. Details of operation were not disseminated to
the crew due to secrecy but squadron commanders were alerted well in time.
Brig. Raashid
359
In year 2003, from 5th September
onwards the war against terror picked up
intensity. Two major operations namely
“Operation Tight Noose” in Niza and
Manta Algad Valleys and “Operation
Thunder Storm” in Tangir Valley were
conducted. This set the pattern of close
cooperation between Special Services
Group and Army Aviation.
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2003
from Mianwali for Wana, followed by Bravo Formation of three MI-17, one Puma helicopter alongwith 90
Commandos of SOTF on board. This formation landed at target area at 0615hours. Meanwhile Cobras of
Alpha Formation had already landed at Wana and were waiting for the orders. The Special Operation Task
Force (SOTF) commander immediately after landing asked for the Cobras, which responded and opened
fire at the target area. These Cobras engaged the target area round the clock and kept replenishing from
Wana.
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2003
Thunder Storm
In the first week of October an operation was under taken in northern areas in Tangir Valley to flush
out the terrorists. Target was located east of River Tangir, sited on a flat ridge, which remains obscured from
ground till one climbs up the ridge. It was a complex of mud huts, bunkers and firing range located at an
altitude of 2000 meters, surrounded by mountains ranging from 3,000-3,500 meters. Only one helicopter
can approach and exit the valley at one time.
Major Khalid Amir Rana and Major Tariq Butt of 8 Squadron carried the first reconnaissance with
Commander FCNA and SSG on board. Major Rana narrates, “We took off from Gilgit in a pair and entered
the narrow valley. As per our routine flying while going from Qasim to Gilgit at times we used to make this
shortcut, so locals were used to helicopter flying once in two month times otherwise this area was hardly
ever flown. In order to maintain the surprise, we flew at normal altitude and I pointed out the target area
to the commanders, I intentionally slowed the helicopter, to give more time to commanders to make the
plan”.
One infantry brigade, Frontier Corps Wing and troops of Force Command Northern Area moved from
Gilgit to Sazin. Special Services Group troops were located at Pattan, these were to establish the cordon
around the target area and carry out search operation by first light 3rd October 2003. 14 helicopters including
seven MI-17s, two, Allouettes, one Lama and four Hueys-2 were to drop air borne reserve force of 78 SSG
troops in the target area, provide aerial fire support, causality evacuation and de induction of troops.
On 3rd October 2003, the SSG troops were helilifted from Cherat to Qasim and subsequently to Gilgit
and Jaglot by 1730hours. There were four Hueys at Pattan, while four MI-17s were at Jaglot, three MI-17s
were at Gilgit along with two Allouettes and lone Lama. General Officer Commanding Aviation Major
General Azam along with Base Commander Brigadier Rashid and Colonel Shahid Sardar remained in air to
monitor the operation.
There was no resistance from the target area and as such no action took place. Later aviation effort was
utilised for deinduction of the troops.
Between October 2001 to October 2003 Army Aviation generated a total of 66,930 flying hours and
executed 6,869 missions in 2002 and 4,198 missions in 2003. In war against terror Army Aviation from
10th October 2001-10th October 2003 transported a total of 2548 troops and 1,32,545 kilogram of load
and flew 1,660 hours. Four TOW were fired along with 2200 rounds of 20 millimeter cannon apart from
two rockets.
From left Lieutenant Colonels Noman and Babar, Brigadier Rashid and Colonel Sehgal
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2004
Operation Kalosha
In continuation of war against terrorism on our western border another air assault operation “Kalosha”
was conducted in the second week of January 2004. With the experience of previous air assault operations,
the importance of weather became paramount for the success of aviation assets.
The area of operation was bounded by the Line Miram Shah - Bannu in the north/north east, Tank
in south and Durand Line in the west. Target was located in the general area Kalosha and Shin Warsak
approximately 10 kilometers west of Wana. By this stage few aviation assets were permanently placed at
Mianwali Base for any urgent requirement and rest of the crew and helicopters would be called up from
Qasim, Multan and Quetta at short notice. All operational planning was conducted by the Military Operation
Directorate which was attended by staff officers from Aviation Command and on receipt of their orders the
Aviation would start planning. Training was conducted continuously. Pilots at Mianwali were circulated
after certain time period. Bannu was also established as a forward base with Forward Area Arming and
Refuelling Company. Shortage of crew and pilots remained a sore point. At the need of hour crew would be
mustered from all over Pakistan but this had a short coming in terms of crew co-ordination, but there was
no immediate answer to this.
On 7th January, all pilots and helicopters were mustered at Qasim Base. Mobile phones were of great
help in getting the crew, like Lieutenant Colonel Adil Shahzad was driving near Mandra when he got the
General Officer Commanding call on his cellphone to cancel his leave and report to Qasim Base. A total of
23 helicopters including nine MI-17s, five Pumas, six Cobras, two Allouettes and one Lama were earmarked
for this operation along with 210 Special Services Group troops. Necessary information and imageries of
target area were provided by the Military Operation Directorate well in time.
This force was helilifted by seven MI-17s and five Puma helicopters to Mianwali Base by 1800 hours
7 January 2004. Six Cobra helicopters also arrived at Mianwali Base before last light. In the mean while 3
th
FAAR company moved from Multan and established Forward Area Arming and Refuelling Point(FAARP)at
Bannu by 0800 hours, on 8th January 2004. The night of 7th /8th January was spent for marrying up and
arming the helicopters, meanwhile additional requirement came from 9 Division to helilift 60 combat troops
from Razmak to Wana and another 130 troops from Miram Shah to Wana.
Operation Commences
By first light the ground troops cordoned the target area. Helicopters got airborne at 0700hours.
The formation was led by attack helicopters for route clearance. The force reached Wana, one officer
from 9 Squadron was stationed at Wana for air traffic controlling and coordination. Pilots were briefed
by the ground commanders on the conduct of operation. Later five MI-17 and four Puma helicopters
took off for Razmak and Miram Shah to helilift the additional force. At 0915hours General Officer
Commanding 9 Infantry Division and Brigadier Shoukat Sultan Commander 116 Brigade were flown to
the target area.
At 0930hours the attack helicopters were called by the ground commander for fire support. These
Cobras then remained in air till 1500 hours. Lieutenant Colonel Raza Farooq and Captain Khawar made
the first engagement from Cobra. Later Major Hameed and Major Butt and then Major Asim, Major
Zahid and Major Farrukh engaged the target.
At 1615 hours the operation was called off and all helicopters less one Allouette flew back to
Mianwali. Later on 9th January 2004 all Aviation helicopters flew back to Qasim Base at 1700hours.
A total of 180 hours were flown consuming 80,000 litres of fuel, lifting 653 troops and 685 rounds of
cannon were fired.
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2004
Operation Zerakai
The biggest operation conducted so far against the anti state elements involving thirty three helicopters
including sixteen MI-17, five Puma, six Cobras, three Huey, one Lama, and One Allouette. It was conducted
on 23rd /24th February 2004 in an area 12 kilometers south west of Wana. The target area was a complex of
5-6 mud walled huts located in the foot hills of a valley.
On 22nd February 2004 a force of 300 Special Services Group troops was concentrated at Qasim Base.
Meanwhile all aviation assets were also collected at Qasim. Necessary intelligence and imageries were
provided by Military Operation Directorate. On 23rd February by 1800hours all the helicopters and troops
were flown to Mianwali Base. 3 FAAR established FAARP at Wana and 2 FAAR Company established
FAARP at Bannu.
On 24th February 2004, the intended start up time of 0540 hours was delayed by Military Operation
Directorate for the want of latest intelligence report. At 0605hours the first wave of helicopters carrying 180
troops in nine MI-17 and three Huey took off supported by six Cobra helicopters. This force dropped the
troops at target area at 0710 hours. The Hueys and Cobras provided aerial support around the clock for this
force. second wave carrying 120 troops in six MI-17 took off from Mianwali at 0700 hours and landed near
target area at 0805hours. All cargo helicopters later flew to Bannu for refueling.
At 1300hours the ground operation was completed and de-induction of troops started which was
completed by 1400 hours. These helicopters remained standby at Mianwali Base till 29th February. In the
same time period, one section consisting seven Special Services Group soldiers was dropped at Miram Shah
by Huey on 26th February 2004.
Army Aviation flew 257 hours and lifted 337 troops in this operation.
14 October: Operation Shengai. It was conducted at Jandola for release of Chinese hostages,
four MI-17 participated. Operation was a success.
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2004
365
366
367
368
2005
2005
January 2005, Sui. To protect strategic installations and established states writ in general area Sui,
dedicated combat and cargo aviation support was provided from 12 January to 24 August 2005. Though
extensive flying did not take place, however mere presence of aviation assets created the requisite deterrence
for the miscreants and radiated strategic effects. 21 Squadron digest of service records “Squadron participated
in Operation Al-Hifazat. Pilots were the first one to reach Sui, throughout the operation squadron ensured its
participation”.
March 2005, South Waziristan. ‘Operation Mana’ conducted with fifteen MI-17 helicopters spear
headed by 21 Aviation Squadron, operation was a success.
July 2005, Miran Shah. ‘Operation Mana II’ was conducted with eight MI-17 helicopters led by
Lieutenant Colonel Shahid Nazir of 21 Squadron.
1st October 2005, Khatta Khilli, North Waziristan. An army brigade was trapped in village Khatta
Khilli. Aviation based operation was conducted with five MI-17 and two Cobras. Army Aviation was able
to ease brigade out, Aviation efforts were appreciated by all and sundry.
Nawab Akbar Bugti former Governor of Balochistan had been challenging the writ of the state for
sometime. His activities reached to a level where assassination attempts were made on the President of
Pakistan during his visit to the area. State after failure of talks decided to impose its writ. It was code named
as ‘Operation Destiny’. A series of operation starting from January 2006 till death of Akbar Bugti were
conducted.
Aviation assets were placed in support of 12 Corps and Frontier Constabulary Balochistan to carry out
operation against Ferrari camps in Balochistan since 14th December 2005. 202 Aviation Group was assigned
the overall responsibility. With the integration of 50 Aviation, Squadron (BSP), FLIR system installed in
Cessna Caravan was effectively utilized for the first time.
4 January 2006. ‘Operation Sia-koh’ eight Cobra helicopters participated. Five Tows and Seven
Rockets were fired during this operation
4-7 February 2006. ‘Operation Al-Sart’ and ‘Operation Chashma Camp’ (9th February 2006)
were aimed at reduction of miscreants camps near Dera Bugti and clearance of route. Aviation assets for
these operations were placed at Sukkur. Deputy Commander 202 Army Aviation Group, Colonel Raheel
Hafeez Sehgal Sitara-i-Jur’at, led the operation as ABC (Air Battle Captain).
12-13 February 2006. ‘Operation East’ and ‘West Hill’ was also planned to clear Dera Bugti –
Sangsila axis. During a reconnaissance/surveillance mission own helicopter had a near miss from a surface
to air missile fired on their Bell-412 helicopter.
13 June 2006. ‘Operation Al-Barq’. State tightened its grip on the miscreants around Dera Bugti
and surrounding area. Finally an authenticated report about the presence of Bahram Dagh, grand son of
warlord Akbar Bugti was received. A massive operation consisting of six Cobras, four Bell-412 & eight MI-
17 helicopter took part in it. Commander 202 Army Aviation Group, Brigadier Tariq Hussain Khan acted
as ABC (Air Battle Captain). The location of Behram Dagh was named as BD Banglow. Panu Aqil was
selected as Forward Area Base and Sui became Forward Operating Base. The operation was a partial success
as the hide out was completely destroyed and a number of miscreants were either killed or captured. During
the operation one MI-17 piloted by Major Basharat Noor and Captain Bilal Hussain met an emergency just
eight miles short of target, after a safe landing, quickest possible recovery was made and the helicopter flew
back to Sui. The dismal part of the operation was that due to improper search done by the ground forces,
Behram Dagh managed to slip away. However, the daring action of Cobra and ABC on Bell-412 helicopter
(Major Khattak) six miscreant were captured by SSG troops.
1st July 2006. ‘Operation Al-Nasr’. Akbar Bugti’s location was confirmed in the hills north of
Sangsila near the Marri Bugti tribal boundary. One company of regular infantry and 4 Commando Battalion
were picked up from Panu Aqil and after refueling at Sui were dropped in the target area. Eight Cobras, six
Bell-412, eight MI-17 and two Puma helicopters were used in this operation. Force was landed after PAF
Fighters had softened up the target. Operation was delayed due to bad weather. The target area was full of
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2006
resistance and many helicopters received bullets hit, out of which. Lieutenant Colonel Abid Ali, CO 4 Army
Aviation Air Assault Squadron had a near miss when fifteen bullets hit his helicopter while he was landing
two bullets hit his seat but due to armour protection he remained safe. Due to extreme bad weather on 4 July
force could not be picked up and on 5th July the de-induction took place Akbar Bugti and Bahram Dagh both
managed to escape taking the cover of darkness.
8th July 2006. ‘Operation Al Fateh’. Bahram Dagh’s location was once again confirmed in general
area Lehri. 15 miles west of Sangsila. Tactical Headquarters was established at Sangsila. There was no time
for reconnaissance or detailed briefing. six Cobras, four Bell-412, six MI-17 and one Puma immediately
took off for Sangsila. As there was no prior planning and the target was on the run. It was a near catch as
the vehicle of BD was located but he managed to escape on foot. On 9th Jul 2006 the force was de-inducted
and helicopters flew back to Panu Aqil.
22-27 July 2006. ‘Operation Sun Rise’. The base of operation was Sibi, four AH-1F, four Bell-412
and five MI-17 helicopters participated in the operation. One company each of 40 Baloch and 28 Azad
Kashmir Regiment was heli lifted from Sibi and dropped at target area.
23 August 2006. Successfull operations in Dera Bugti tribal areas compelled miscreants to move
further towards north. Akbar Bugti. Bahram Dagh and Balach Marri flee to Kohlu. After confirmation of
their position, Law Enforcing Agencies planned to strike the final blow by the name of ‘Operation Rahbar’.
Six Cobras, five Bell-412 and six MI-17 helicopters were planned to undertake the mission. Lieutenant
Colonel Abid Ali CO 4 Army Aviation Air Aslt Squadron conducted the operation as ABC. Akbar Bugti
was expected to be in general area Kalgir-I-Daman near Karmo Wad while Cobras and Artillery provided
fire support, MI-17 and Bell-412 helicopters dropped the task force in target area. Akbar Bugti’s cave was
surrounded and on 26 August he was killed when this cave collapsed after a blast, probably some timed
explosive was planted by Akbar Bugti in the cave. Dead body of Akbar Bugti was recovered on 30th August
and on 31st August he was buried in Dera Bugti. Due to the collapsing of caves four officers including
Commanding Officer 2 Commando Battalion (Lieutenant Colonel Aamir) embraced Shahdat and two
officers and two other ranks were seriously injured. All these casualties were evacuated by helicopters.
21-23 September 2006. ‘Operation Nagau Ghar’ was planned to capture Bahram Dagh. The
operation was conducted from Sibi. The operation got delayed as the cobra’s got some technical problems
due to the height of the target. However, later that day the operation went as planned and the force was
inducted. Bahram Dagh, however could not be located.
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2005
Induction of Ecureuil AS-350
Ecureuil AS-350 was inducted in October 2005. In
July 2005 six pilots went to France for training. In July
2006 Lama and Allouette helicopters were deinducted
from Northern Areas. Ecureuil is now making regular
landings at Saddle Post (6080 meters).
371
372
8th October 2005 at 03:50:38 (GMT) hours, an
Earthquake measuring 7.6 on Richter scale
jolted Northern Areas of Pakistan and Azad
Kashmir. The area affected included Mansehra,
Batgram, Jura, Chakothi and Rawalakot
covering about 30,000 square Kilometers. The
epicenter of the main earthquake was located
at latitude 34 degrees 29 minutes 35 seconds N
and longitude 73 degrees 37 minutes 44 seconds
E. The focal depth of the main earthquake was
determined to be 26 kilometers. As per United
States Geological Survey (USGS), this was the
deadliest earthquake in the recent history of the
world, resulting in more than 73,000 dead and
200,000 injured. More than 4 million people
were left homeless. The major affected cities
were Kaghan, Batgram, Balakot, Mansehra,
Abbottabad, Muzaffarabad, Bagh, Rawalakot
and Islamabad.
373
8th October 2005 Saturday, being holiday for Pakistan
Army, most of the pilots of Army Aviation were on
a weekend. However at 0900 hours Lieutenant
Colonel Arshad Amin 6 Army Aviation Squadron was
scheduled to fly the Prime Minister of Pakistan, as
he felt tremors, he decided to get airborne and have
a first view of the city. At 1030 AM, the first Allouette
helicopter of Army Aviation, piloted by Major Khalid
Amir Rana, landed at Bagh to evacuate the injured
brigade commander. He narrates “We landed at
Murree and met General Officer Commanding,
Major General Khalid Nawaz Janjua. He told us to
immediately reach Bagh and evacuate the brigade
commander’ as we headed towards Bagh the scenes
of destruction started coming into view. As we reached
Bagh, the scene was beyond my wildest imagination.
There did not seem to be any building intact! The
mighty hand of the Almighty had dealt a severe blow.
The destruction was everywhere. The scenic and
serene Bagh Valley was in a ruinous state. Everywhere
dead bodies were lying and injured people were in a
374
state of extreme shock. I could not recognize the area
of helipad, where I had landed so many times”..
By 1100hours, the same day, two Lamas of 8 Squadron,
one MI-17 of 21 Squadron and one UH-1H were in the air
to ascertain the extent of damage. By evening, the news of
devastation started arriving, the whole world was horrified and
the nation was left stunned.
Just after “Sehri” of Ramadan the fifth. The entire
serviceable fleet of Army Aviation was in full swing, all day
long, bringing down serious casualties from Muzaffarabad to
Combined Military Hospital (CMH) Rawalpindi. The CMH
helipad was so busy that number of helicopters had to orbit
overhead to find their turn. The doctors and paramedics were
on run to receive and treat the unending lines of patients.
Within few days, all available fly worthy helicopters
alongwith crew, from all over Pakistan arrived. By late October
2005, it was world’s largest rescue operation in progress which
was named “OPERATION LIFE LINE” in which over one
hundred Pakistani and Allied helicopters were taking part. By
30 November 2005, over 10,000 sorties were flown.
375
“VIGIL FORMATION” of four Huey-II helicopters took off from Quetta at
1200hours on 8th October for Rawalpindi. After refueling at Pakistan Air Force Base
Mianwali and flying on Night Vision Goggles from Mianwali onwards, the formation
was in position at Qasim Base by 2000 hours the same day. Working from sun rise to
sun set and at times even after sunset, the “VIGILs” were soon found shrieking through
the valleys of Muzaffarabad and Mansehra. All day, one could see the pilots scurrying
around and helping to embark and disembark casualties, whereas, few of them running
to expedite refueling and reloading, while others rushing to get coordinates of the next
landing site. At the end of the day, generally each pilot would have flown for eight
hours or more and still thought that he could have done more. All in all, commencing
from 8th October 2005 and ending on 18th January 2006, the rotary wing flew over
1100hours, lifting over 350 tons of cargo, evacuating 828 casualties and transporting
3134 stranded people”. 50 Squadron Digest of Service.
376
Relief Effort Statistics
(Up to 31 May 2006)
Phase-I
First four weeks were characterized by the
intense rescue operations. Between 8-12 October a
total 44 helicopters were employed.
MI-17 19
Puma 2
Bell-412 7
Huey-2 4
Allouette/Lama 10
Sea King 2
ORGANIZATIONAL DATA-ALLIED
(UP TO 31 MAY 2006)
Safety Pilots
Own fixed wing pilots were utilized as safety
pilots with foreign aircraft. Moreover extra security
precautions were taken for the foreigners.
Maintenance
In any hectic operation, the job of maintenance
personnel increases manifold. The extensive flying
leads to quicker routine inspections with a pressure
of early completion so that aircraft comes back to
flying status swiftly. Crew chiefs definitely remained
over burdened. They really deserve appreciation for
accomplishing the challenging task of picking up
the casualties, loading / dropping the relief goods,
refueling the helicopters and assisting the pilots in
all phases of flying.
378
PILOTS FLYING STATE 21 ARMY AVIATION SQUADRON
FROM 01 OCTOBER 05 TO 15 NOVEMBER
——————————————————————————————
Ser Rank ad Name Oct Nov Total
——————————————————————————————
1. Brig Nadeem 21.8 4.6 26.4
2. Lt Col Safdar 71.2 24.6 95.8
3. Maj Safdar 4.8 16.1 20.9
4. Maj Ihsan 64.5 22.5 87.0
5. Maj Tufal 92.1 5.1 97.2
6. Maj Irfan 82.8 38.4 121.2
7. Maj Shahid 93.6 61.5 155.1
8. Maj Tauqeer 57.3 26.8 84.1
9. Maj Suhail 97.4 30.1 127.5
10. Maj Babar 1 1 1
11. Maj Mumtaz 79.8 8.4 88.2
12. Maj Arsalan 97.8 14.0 111.8
13. Maj Syed Azhar 123.4 17.8 141.2
14. Capt Jawaid Siddique 2 2 2
15. Capt Nadeem 105.5 26.1 131.6
——————————————————————————————
FLYING HOURS - OCT 2005, BELL-412, PILOTS
4 ARMY AVIATION SQUADRON
——————————————————————————————
Ser Rank Name Pilot Hours Flown
——————————————————————————————
1. Lt Col Abid Pilot 30
2. Maj Ahmer Pilot 82
3. Maj Bukhari Pilot 117.2
4. Maj Khattak Pilot 130.0
5. Maj Najeeb Pilot 120.0
6. Maj Usman Pilot 125.4
7. Maj Khalid Copilot 107.6
8. Capt Shahzad Alam Copilot 85.0
9. Capt Shahzad Ali Copilot 25.2
10. Capt Haider Copilot 60.0
11. Capt Fahad Copilot 43.2
12. Lt Saqib Copilot 50.7
——————————————————————————————
379
DATE WISE MISSIONS/SORTIES OF MANSEHRA SECTOR
——————————————————————————————
Date Sorties on Evacuation Evacuation Relief Goods
2005 the Day of Casualties of Persons (kgs)
——————————————————————————————
10 Oct 58 235 125 32400
11 Oct 61 248 132 30600
12 Oct 94 336 172 45400
13 Oct 174 295 153 93600
14 Oct 181 328 175 97200
15 Oct 143 10 62 73800
16 Oct 86 112 64 48800
17 Oct 112 125 65 57600
18 Oct 110 108 59 57600
19 Oct 97 44 40 58650
20 Oct 82 27 - 90002
21 Oct 114 87 - 93670
22 Oct 72 19 86 69270
23 Oct 36 147 195 76960
24 Oct 26 1 34 49130
25 Oct 13 1 34 37190
26 Oct 41 111 270 33580
27 Oct 67 10 606 39200
28 Oct 59 58 462 40500
29 Oct 53 55 511 46800
30 Oct 98 37 645 54150
31 Oct 63 28 236 48500
01 Nov 52 40 180 21020
02 Nov 38 34 267 18650
03 Nov 49 8 191 35600
04 Nov 61 3 185 38250
05 Nov 59 35 508 54500
06 Nov 59 35 441 45500
07 Nov 55 51 478 45500
08 Nov 52 32 399 31320
09 Nov 50 11 348 23140
10 Nov 13 5 82 6250
11 Nov - - - -
12 Nov 36 9 105 19750
13 Nov 60 3 349 30300 380
14 Nov 78 4 320 55800
——————————————————————————————
OPERATION LIFE LINE
“Army Aviation has always been in
forefront, whenever the nation has needed its
support. In the aftermath of the catastrophic
earthquake in 2005, Pakistan Army launched
“OPERATION LIFE LINE” to provide
immediate relief to the affectees in NWFP
and Azad Kashmir. It was a matter of great
satisfaction to see the prompt response of
the Army Aviation to the call of the nation.
It saved precious lives and ensured timely
supply of urgently needed relief goods. I have
witnessed the selfless devotion of the pilots
during the peak hours of relief operations;
they indeed deserve my appreciation for
their unflinching commitment, and response
even beyond the call of duty. On a similar
note, I would also like to compliment the
Army Aviation for coordinating, perhaps
the largest international aviation support
most effectively. This has earned the nation
much praise and respect of the participating
countries.”
President of Pakistan General Pervez Musharraf
382
Lieutenant Colonel Tariq
General Ahsan Saleem Hayat Vice Chief of Army Staff shaking hands
with Lieutenant Colonel Sardar Sajjad Commanding Officer 9 Army
Aviation Squadron, after visit of Earthquake areas
383
384
2006
385
Between January - October 2006 series of
operations were conducted in Balochistan (Bugti
Area) to apprehend Nawab Akbar Bugti, code name
“Operation Destiny”.
386
1st March 2006. ‘Operation Noor Payo Khan’ was conducted at Saidgi, to eliminate foreign terrorists.
Major Altaf narrates; “This operation was initially planned during hours of darkness but later changed due to non-
availability of NVGs with SSG troops. At 0645hours I landed alongwith other 5 MI-17 helicopters around target
area. The locals had erected bamboo poles in the field to thwart heli landing. After dropping SSG troops all MI-17
landed at Miran Shah, 2xCobras remained in air and provided combat air support. As per plan we kept rotor running
and were supposed to de-induct the troops after half an hour. However, a pitch battle took place and the Cobras
came back for rearming and refuelling. After an hour we were called in for de-induction. As I approached the area
I could see firing, blasts and rockets being fired in all directions. Under these environments the helicopters landed
and picked up the SSG troops. One rocket hit one MI-17. 21 Squadron participated with eight MI-17 helicopters
out of which seven were hit with bullets and rockets. Captain Nadeem Raza and Major Sohail Sadiq were injured in
this operation. Major Mumtaz Malik with his copilot Major Arslan received a burst of 12.7 mm gun on their wind
screen while picking up own troops. Major Umar Faroq Ranas heroic efforts of evacuating the Special Services
Group troops from the heat of battle was applauded by all. Helicopter piloted by Major (now Lieutenant Colonel)
Najeeb Ahmed was severely damaged and scanner Havildar Naeem of 599 EME Battalion was seriously injured,
with the blessing of Allah both scanner and the helicopter survived the bullets/injuries. Major Altaf further narrates
that after landing at Miranshah, half an hour later the airfield was attacked by the tribals, I was sitting in the open
and my copilot had gone to the mess. The ground fire was so intense that it was difficult to reach own helicopter.
Later I took off without co-pilot and started the second engine in air, all helicopters flew to Kohat”.
In recognition of heroic efforts of aviators, eight of them were decorated with operational awards including
three Tamgha-i-Jur’ats on 14th August 2006.
Colonel Nadeem
387
Flying Crew of 21 and 27 Squadrons
OPERATION SAIDGAI
March 1, 2006
OP = Observation Posts of
miscreants As soon as the helicopter landed,
they came under heavy small
arms fire from the miscreants.
The advance was pinned down
and later helicopters again came
under fire while evacuating own
troops. One helicopter was hit
with a rocket. This photograph
was taken while rocket was in
air.
388
Major Sohail - TJ
Aviation Commanding Officers Conference is held once ever two years
389
390
391
Sierra Leone is located in the West Africa with 40 % of population being Muslim. English is the official language and Krio
is the local dialect. Decades of civil war and tribal feuds have left over 50,000 people dead and over a million displaced
along with arson, looting, rape, and murder. The United Nations decided to field a strong 17,000 peace keeping force, largest
in its history for restoration of peace known as United Nation Assistance Mission Sierra Leone(UNAMSL). A total of 37
officers from Pakistan Army Aviation were therefore selected under the command of Lieutenant Colonel Khalid Mahmood
with Lieutenant Colonel Shahid Sardar as 2nd in Command. It consisted of Puma and Jet Ranger helicopters. On 23rd August,
2001 the Puma Flight of Pakistan Aviation Unit boarded Kras Air and landed at Lungi Airport on 24th August. In coming
days numerous reconnaissance missions were carried out by the Sector Commander Brigadier Ahmed Shuja Pasha and his
team to Kailahun and Pendembu areas. These areas were the hub of Revolutionary United Front (RUF). Our Pumas and Jet
Rangers remained the main source of conveyance in this operation. After every twelve months the change over of officers
and troops took place. Major General Azam General Officer Commanding Army Aviation along with Major Shahid Latif
visited the aviation unit in 2001. On 30th June 2004, one MI-8 helicopter of UNO crashed in Sierra Leone due to jungle
thicket killing twenty four peacekeepers on board including fourteen Pakistanis. It included Colonel Zia as well who was
commanding the Pakistan Aviation Squadron at Sierra Leone.
392
Sudanese women folk
Pakistan Army Aviation
Burundi - 2004
Burundi is small country in Central Africa. It
became independent in 1962. The civil war between Hutu
and Tutsi tribes dates back to 14th century. Since 1993
over 1,50,000 people have died due to this conflict. In
early part of 2004 UN requested Pakistan for assistance in
peace keeping. Pakistan Army Aviation was required to
furbish a squadron strength. By July all officers and other
ranks were selected for this mission and concentrated at
Rawalpindi.
393
In 2005 the civil war in Sudan
forced United Nations to deploy Peace-
keeping Force there. Pakistan Army
Aviation in 2006, seconded one composite
Rotary Squadron comprising three MI-17
and three Puma helicopters. Lieutenant
Colonel Irfan and Lieutenant Colonel
Babar Farooqi commanded respective
flights. Both flights were deployed
separately whereas the MI-17 were located
in the north of Sudan, the Pumas placed in
south of Sudan. The Pumas were placed at
Damazin, capital of Blue Nile State, about
240 nautical mile north-east of Khartum.
394
2007
395
On 7th August 2007, intelligence reports
highlighted the presence of foreigner
terrorists in a small village near Miran Shah.
33 and 35 Combat Squadrons with a flight
each alongwith 21 Squadron participated
in this operation and successfully engaged
the three mud complexes. The first fire was
opened at the first light.
Target Area
Brigadier Khalid
396
WAR AGAINST TERROR
397
398
After almost 23 years the fresh batch of Cobras were inducted in Pakistan Army. A
new outfit, 35 Army Aviation Combat Squadron was also raised for this induction.
The ceremony was held at Aviation Base Multan.
399
October 2007
On 7th October 2007 an impressive handing over ceremony of additional Cobras
and 412 helicopters was held at Qasim Base. Defence Secretary Mr. Kamal,
Director General Army Aviation Major General Rizvi, Brigadier Tanveer Ullah
and American Ambassador Madam Patterson graced the occasion.
400
401
402
EME
Dhamial Days
In 1959 the Air OP Squadrons had shifted to Dhamial. Flight Lieutenant Islam was still there along
with 5-10 technicians of PAF. Their dedication and hard work cannot be expressed in words. Now our own
trained personnel started coming back from America and slowly took over the assembly and maintenance
of aircraft. Captain Majeed Ullah was the Light Aid Detachment(LAD) officer with the 1 Squadron whereas
Captain Maqbul was the LAD officer of newly raised No.2 Squadron and Captain Dawood Shah was the
403
EME
LAD officer of the AOP School. There was a difference in the way PAF was working and the way American
system worked. PAF maintenance system was based upon the British Form-700, in which five tradesmen
had to sign, where as the American system envisaged only one crew chief signing and making an aircraft fit
for flying. Initially there was resistance from the pilots on this system but Americans were adamant on their
working ethics.
Pioneer Battalion
With the raising of additional flying units and appearance of OH-13 helicopters on the horizon, it
became necessary to review this setup. It was ultimately decided to raise an Electrical and Mechanical
Engineer Battalion to cater for all the projected tasks in a centralized manner. 199 Aviation Engineering
Battalion was raised in February 1964. The 199 EME Battalion later named as, “The Pioneers”, had four
companies. One company was meant for flight-line operations, one for training the technicians, one as the
field repair company and one to act as the base repair company. Major Majeed Ullah remained as officer
commanding of training company till the time Army Aviation Engineering School was raised and he became
its first commandant. This battalion also looked after the lone twin-engine Beech aircraft (L-23F) after its
induction in 1963. Major Amanullah went to America in 1964 and did flying and technical course on L-23.
The battalion performed admirably well during the 1965 War, when the aviation assets were spread all over
the country. Battalion under Lieutenant Colonel Saeed Qadir was able to test fire a 500 pound bomb from a
Beaver aircraft and also carried out successful trials of firing from L-19 aircraft.
404
EME
per week. 503 Workshop and its technicians put up a fine display of professionalism under the project leader
Major Saeed. All in all approximately 16-20 Allouettes were assembled and air tested in two months i.e.
between August-October 1971. Same year the first overhauled Allouette tail number 1976 was handed over
to PAF. In January 2005 the Workshop rolled out the 100th overhauled aircraft in an impressive ceremony.
Trojan Horse
According to Major General retired Burki who was commandant of workshop in post 1971 War
scenario “Newly graduated batch of aeronautical engineers joined from Korangi which included Captains
Ghalib Saeed, Asmatullah and Sami ur Rehman. Proposal of building a L-19 from scratch was hatched
and given to these officers. It took them almost a year but they made an aircraft out of existing parts and
requested me for air test. It was a successful venture and we made about five aircraft in similar manner
(tail numbers 50301-50305). At that time Ministry of Defence commissioned John Fricker a renowned
writer on aviation matters, to write two articles for a magazine by the name of Air Enthusiast. He wrote that
‘’Pakistan Army Aviation has assembled over 100 L-19s and is in process of manufacturing them at 503
Work shop’’.
Overhauling of Helicopters
The facilities for overhaul of Allouette airframe and Lycoming Engine (OH-13S Helicopter) were
established in 1974. In 1979-80 entire fleet of OH-13s was grounded and all were made serviceable by
the 503 workshop under Lieutenant Colonel Suhail Qureshi and his team. Further expansion encompassed
creation of MI-8 overhaul facility in 1982. First batch of six helicopters was overhauled with Russian
assistance from 1982 to 1985. After discontinuation of Russian support due to the Afghan war, the overhaul
of MI-8 helicopters was undertaken with Chinese assistance and first MI-8 helicopter tail number 24519
was rolled out on 29th May 1988. Brigadier Sher Khan ex pilot course P-8, who was the commandant
405
EME
406
EME
Year 2001 has been the hallmark of major achievements in 503 Aviation Base Workshop EME in
which most of the facilities were upgraded. Modernization of entire workshop facilities was undertaken
which include uplifting of workshop area, epoxy treatment of aircraft hangar and shop floors, procurement
of the latest aviation tools and gadgets, improvements in environmental control and establishment of new
shops. The workshop achieved Civil Aviation Authority (CAA) certification in 1997. Yet another milestone
has been the certification of piston engine and accessories overhaul group against ISO-9002 standard in
March 2001 and that of entire workshop against the same standard in March 2002. The workshop achieved
prestigious Aerospace Standard 9000 (AS 9000) certification in April 2002 from world’s leading certification
agency “French Association for Quality Assurance”.
Since the date of its raising, this workshop has expanded enormously. A number of additional facilities
have been added over the years. It has rebuilt 35 and overhauled 23 L-19 aircraft from 1970 to 1992. By
now it has overhauled 140 engines of Allouette-III, 123 of Puma, 159 of Mushak, 30 of OH-13 and 95
of L-19 over the period. In addition airframes of six MI-8, 9 of Puma, 38 of Allouette-III and 2 of AB-
205 helicopters have also been overhauled. Apart from this, the Research and Development outfit of this
workshop has also developed 328 non-critical items of various helicopters indigenously. Airframe overhaul
of Allouette-III which was started in 1974 and so far 33 of these helicopters have gone through this process.
It also started a refurbishment programme for UH-IH and AB-205 helicopters in 1984 and almost the entire
fleet has been taken care of. In addition it looks after the requirements of Pakistan Air Force and Pakistan
Navy’s Allouette-III fleet for repair and overhaul. This help is also provided for the helicopters of Civil
Armed Forces as well. Other agencies like WAPDA, Plant Protection Department, Edhi Welfare Trust and
Civil Flying Clubs are also dependent on the workshop for various repairs and overhauling support. Even
Syria and Islamic Republic of Iran have shown interest to use this facility for their particular brand of
aircraft.
The workshops most latest achievement is the overhauling of first of two Russian MI-171 helicopters,
tail No.58602 and 58604 with Russian technical assistance in year 2003.
Aviation Engineering School
Initially training company of 199 Aviation Engineering Battalion catered for training requirement of
Aviation EME technicians. The total strength of the company at that time was 46 including two officers.
In 1969 the training company was upgraded and Army Aviation Engineering School EME was formally
established in a separate location with Major Majid Ullah as the first commandant. He narrates; “This job
was of my liking, I love teaching but again the process of raising something from nothing takes heavy toll
on every body. I went to Karachi to study the existing training facilities of PAF where Group Captain Akram
was the PAF School Commandant and I borrowed syllabus and few training aids. We also had old L-19s
as the training aids apart from generous help given by the GHQ. Wing Commander later Air Commodore
retired Choudhry was the ADEME in the Qasim Base and was of great help. I would also like to name the
services of former Army Chief (late) General Asif Nawaz then a Major in sparing his drill instructors for
our school. He himself visited many times to see the progress.
In 1974, the faculty was upgraded with a lieutenant colonel as commandant and the school became a
fully self sustaining and self accounting unit. In 1980, the TO&E of the school was revised and the strength
of school was increased to 100 including eight officers. The school at that time housed independently in
one portion of 503 Aviation Base Workshop EME. In 1985 independent accommodation for the school
was constructed and the school moved to its present campus. Due to increased sphere of activity rank of
commandant was raised to colonel in 1990 and to brigadier in 1995. Some of the courses which it runs are
as under:
Basic course for recruits.
Conversion courses on all fixed and rotary wing aircraft.
Crew Chief courses on all aircraft.
Flight Engineer courses on cargo helicopters.
Armament artificer course for non commissioned officers.
Aviation Officers equipment courses.
Quality control courses.
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EME
Induction System
Officers. The basic qualification is Fellow of Science (FSc) pre engineering with minimum 65%
marks. Candidates selected as aeronautical engineer are initially sent to Pakistan Military Academy(PMA)
for six months and then to PAF Academy Risalpur in the College of Aeronautical Engineering(CAE) for
a degree course of three and a half years. They are commissioned as captains, as many as seven officers
who have joined Army Aviation as maintenance officers have won the coveted Sword of Honour from the
Academy. Officers after passing out undergo 44 weeks basic course at EME College in the second year of
their service and later another course of 32 weeks at the Aviation Engineering School in the third year of
service. These are two mandatory technical courses for aeronautical engineers. After completion of aviation
equipment course the officer becomes associated with one or two particular type of aircraft in the respective
field unit.
Technicians. They are recruited as per the existing rules, minimum qualification required is Matric
with science. Recruits are then trained in basic military skills for 16 weeks at EME Centre at Quetta.
Recruits first under go 18 weeks(class 4) of training at Aviation Engineering School which is designed
to impart academic training in English, Mathematics and Physics. Class 3 course is of 30 weeks and is
conducted separately for all five aircraft trades. Specialization courses have 8-12 weeks duration aiming
at technicians to be capable of field level inspections, repairs and recovery of a particular aircraft selected
as his primary or secondary specialization. Crew Chief courses have duration of 4-6 weeks, this being an
additional qualification for the technician, enables him to establish airworthiness of the aircraft and its
mission equipment. Flight Engineer course is of 12 weeks duration for selected officers /JCOS/NCOS.It
includes 8 weeks ground schooling and 20 hours of flying.
Chronology
March 1958. Flight Lieutenant Islam along with team of PAF Airmen reported to Air OP at PAF Base Chaklala as first
maintenance officer of Pakistan Army Aviation.
April 1958 Lieutenant Majeed Ullah raised the first maintenance outfit of Army Aviation
December 1958. Captain Majeed Ullah and Captain Maqbool proceeded to United States for Basic Flying Course and
Aviation Maintenance Officers Course (AMOC).
July 1959. The First Fixed Wing Basic course trained at Air Observation Post School graduated. The coveted flying
trophy went to an EME officer, Major Amanullah Chaudhary.
1959. 506 Aviation Workshop Company was raised with the induction of L-19 in Army Aviation.
November 1959. 199 Aircraft Workshop Company was raised with Major Ansar Ahmed Zuberi as first Officer
Commanding.
1960. Captain Majeed Ullah introduced the concept of U.S documentation system and crew chiefs
408
EME
409
EME
1960. Captain Maqbool became first EME officer to embrace shahadat in an air crash. He was flying L-19.
July 1961. With the shifting of Army Aviation School to Dhamial two EME officers, Major Amanullah Chaudhary,
and Captain Majeed Ullah were posted as maintenance officers.
January 1964. 199 Workshop Company was upgraded into 199 Aviation Engineering Battalion with Lieutenant Colonel
Saeed Qadir as first commanding officer.
1966. Wing Commander M..M Chaudhary was posted as the first ADEME of Dhamial Army Aviation Base.
1969. 299 EME Battalion was raised.
April 1969. Training company of 199 Aviation Engineering Battalion was reorganized into Army Aviation Engineering
School EME with Major Majeed Ullah as the first commandant.
Jul 1969. 503 Aviation Base Workshop raised with Lieutenant Colonel Saeed Qadir as first commandant.
1970. The first major project of assembling Alloutette-III helicopter from Semi Knocked Down (SKD) kits and
from Completely Knocked Down (CKD) kits was undertaken.
1973. Lieutenant Colonel Majeed Ullah took over as ADEME Qasim Army Aviation Base Dhamial form Wing
Commander MM Chaudhary.
1974. The facilities for overhaul of Allouette-III helicopter airframe and Lycoming Engine (OH-13s) were
established.
1974. To cater for maintenance requirement of ever increasing fleet of Army Aviation the school was reorganized
in 1974 and was given the status of a self sustaining installation and commandant was upgraded to
Lieutenant Colonel.
1981. For providing aviation engineering support to field units, four Groups were raised.
1982. MI-8 overhaul facility was established.
1984. First AB-205 helicopter tail number 6-4322 was refurbished.
1984. Facilities for Puma airframe overhaul and Artouste-III B engine were established.
1985. Aviation Engineering Group-IV was raised to cater for maintenance/repair of Cobra fleet of Army
Aviation.
1986. After discontinuation of Russian support, due to Afghan War, the overhaul of MI-8 helicopter was
undertaken with Chinese assistance.
1986. Second batch of 10 x Cobra helicopters were received by team led by Lieutenant Colonel Asif Javed Ghori
of EME.
1990. Dynamic Components Overhaul Group for Puma and Allouette fleet was established.
1990. The Aviation Maintenance System underwent a structural re-organisation. Five Aviation EME Battalions
were raised out of resources of four Aviation Engineering Groups.
1997. 503 Aviation Base Workshop EME obtained Civil Aviation Authority certification.
Mar 2001. Piston Engine and Accessories Overhaul Group of 503 Aviation Base Workshop EME earned ISO
9002:1994 certification.
Apr 2002. 503 was awarded prestigious Aerospace Standard 9000 certification from world’s leading certification
agency.
Dec 2002. 503 Aviation Workshop holds first Research and Development display at Rahwali Aviation base. Chief of
Army Staff General Pervaiz Musharaff was the chief guest.
Nov 2003. 503 Aviation Workshop organized the second display. This time chief guest was Vice Chief of Army Staff,
General Yousaf.
Jul 2005. EME took charge of all the Aviation Ordnance Stores Depot.
SWORDS MEN
Till December 2007, following seven officers have joined Aviation EME after earning the coveted
Sword of Honour from College of Aeronautical Engineering:-
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EME
Work in progress President General Musharraf visiting EME stall at Rahwali 2003
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AVIATION EME GENERAL OFFICERS
Pioneers
Responsibility of raising was entrusted to 1 AOP Squadron. No.5 Flight of the squadron was earmarked
for this and school was raised around its nucleus. In the table of organization and equipment( TO&E) of
Aviation School, initially only six L-19 were earmarked for training, later they were raised to twelve.
The following staff was posted to raise the school at Chaklala in the same hangar/premises where 1AOP
Squadron was located.
Lieutenant Colonel Azmat Bakhsh Awan Commandant, Major M. Saleem Ullah Chief Flying
Instructor and Captain Abdul Qayyum, Captain A.L Awan, Captain Nazar Hussain, Captain Aftab Iqbal,
Captain HRH Abbasi, Captain Nazir Ahmed, Captain Riaz Ahmad were the flying instructors and Captain.
Ghulam Mohammad was the adjutant.
Early Days
The task assigned to the school, was to conduct two basic flying training courses yearly, each of
five months duration with a course intake of about twelve officers. The first irritant was shortage of
accommodation. The whole hangar and side offices were all in possession of 1 Air OP Squadron. Three
rooms were given to school. The second problem was that seven captains posted to school had no valid
instructor category and without the category they could not be allowed to impart flying training. Only
the Chief Flying Instructor had a current B-I category. They worked hard and in about three weeks time
they were ready for the categorization test by Central Flying School (CFS), PAF. The CFI had brought a
complete set of précis from British Air OP School Middle Wallop. These became very handy. Subject-wise
these were given to the instructors for updating. The Air OP School was ready to function in March 1959
with one instructional wing and school headquarters.
Chaklala - 1957
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including two officers from Electrical and Mechanical Engineering (E.M.E) branch of army. L-19 was
difficult to teach as instructor sitting in the rear seat had no instruments to read he had only stick and pedals.
If the student was bulky then instructor had to scan the instruments from sideways.
Move To Dhamial
On 30th December 1961 Aviation School was shifted from Chaklala to Dhamial, the move was completed
within three days. On 30th July 1961 school organization came under review and its Digest Of Service
records “We emerged with unchanged mission, functions and officers establishment also remained same
however there was a significant reduction in the soldiers strength and all our vehicles were withdrawn”.
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Army Aviation School
Allouette Conversion
The school undertook the first ever transition course on Allouette-III from 6th December 1967 - 10th
February 1968, officers who attended this historical course were:-
Major Nauman Mahmood
Major Patrick Tierney
Captain Ikram Ullah Khan
Major Sajjad Nazim
MI-8 Training
From 20th January to 4th February 1968, a team of officers, from the school, including Colonel
Faiz Brandon and Major Abdul Latif Awan went to Russia for the evaluation of MI-8 helicopter. On 23rd
September 1969 it was Colonel Brandon who proceeded to Russia from school for their acceptance. Later
batches of officers went to Russia for training and above mentioned officers were awarded instructor rating
on the type.
Lieutenant General Hamid Niaz Lieutenant General Farrukh Khan Lieutenant General Ali Kuli Khan
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Rotary Instructors
From 5th January to 31st January 1970, First Instructor Pilot course was conducted on OH-13S and
following officers underwent training:-
Major Mustanir Tirmizi, Major Zia Ud Din Javeed, Major Manzoor Kemal Bajwa and Major Jafar
Hasan Humayun.
1971 War
With the outbreak of hostilities with India in December 1971, the school ceased functioning once
again and all the instructors and students of P-14 course were sent to operational units. From the Fixed
Wing Instructors Flight No. 4 was formed which included initially Major Saeed Ismat and Major Shahbaz
and were joined later by Major Hamid Choudhry. During the war, two Sitara-i-Jur’ats were conferred upon
the instructors of school. They were Major Fayyaz Ibrahim and Major Saeed Ismat.Two more instructors
namely Major Zafar Ullah Khan was awarded with Tamgha-i-Jur’at and Major Maqbool was awarded
Sitara-i-Basalt.
1972 - Reactivation
On 24th January 1972 the school was reactivated like a phoenix with Lieutenant Colonel HRH Abbasy
in the chair, and on 26th January students of P-14 course reported back, their graduation was held on 25th
March 1972. The first rotary course to be undertaken in the school after war was the conversion of pilots on
MI-8 from 28th February 1972 till 3rd June 1972.
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were living in the Artillery Mess at Multan and our flying training was with Multan Flying Club, we were
at our own to choose when to fly and when to go on leave”. Major Tanveer could not earn brevet, and
was dropped after 120 hours. Though this initiative was later dropped but it should be remembered that a
number of Club trained pilots did well in the Army and some reached very high ranks as well.
1975 - Up Gradation
In December 1975 a Research and Development Flight was created in the
school to undertake single-mindedly this intricate task. The instructional wing
was bifurcated to cater separately for the fixed and rotary type of flying. The
post of the commandant was upgraded in March 1976 and Colonel Mohammad
Yunus become the first commandant to run the school in the new rank. The post
of commandant was later upgraded to the rank of brigadier on 28th June 1984.
Brigadier Choudhry Hamid Hussain became the first one to wear the new rank
in this assignment. History of Army Aviation School will remain incomplete
without recording the contributions of Brigadier Hamid Choudhry. He Brigadier Hamid Chaudhry
remained its longest serving commandant spanning over 8 years from 1978
till 1986 apart from remaining on its faculty for over sixteen years as flying
instructor. He retired from service in 1989 with over 5,750 accident free hours, which continues to be
a record, not yet surpassed. January 1989 saw the creation of the post of deputy commandant and Colonel
Zareef Bangash became its first incumbent.
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On Right Lieutenant Colonel Percy Joseph Blaker, the School Hamid Ch, KK, Sajjad Nazim, Janjua & Khalid Sagheer (Flying Instructors - 1974)
Commandant. Blaker was a very popular and well liked Commandant
Army Aviation School Instructional Staff with Base Commander Brigadier Mokeet 3rd from Left and Director Aviation 4th from Right Brigadier Tirmizi - 1982
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General Tikka Khan Chief of Army Staff meeting Flying Instructors - 1974
Flying Instructors - 1963
and Colonel Hamid Hussain Commandant Army Aviation School as a member. The project of the Rahwali
Base started on 12th February 1985. In order to expedite/supervise the construction work. Major Naveed
M.G Kiani was attached with Station Headquarters Gujranwala. He narrates; “I was detailed to act as the
project officer for the construction of the Rahwali Base. Rahwali Airfield was nothing more than brick strip
with rice fields all around. The work had started but the pace was slow so I was moved to Gujranwala.
Major General Sajjad Hussain was the GOC of an infantry division and the garrison commander as well.
He helped a great deal in increasing the work tempo and also flexible enough to accept our reasons and
demands for selection and allotment of land. Major General Askree also paid flying visits to oversee the
developments. Later when school shifted then the School Commandant Colonel Razzaq was instrumental
in setting the pace”.
Major Kiani’s efforts in maintaining the tempo of work for Rahwali would be remembered.
Rahwali Cantonment
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Pioneers
Army Aviation School was shifted to Rahwali in various groups as and when required basis. The
pioneers of Army Aviation Base Rahwali are as under :-
Tactical Wing
Lieutenant Colonel Muhammad Zafar Iqbal and Major Zahid Hussain Tirmizi.
Shifting of School
Shifting of School from Rawalpindi to Rahwali was a daunting task. Additional manpower as an
interim measure was acquired from Qasim Base and local formation till the TO&E of Aviation School at
Gujranwala was approved. This was decided by the board before shifting of the School. In this regard the
help of Lieutenant General Pir Dad Khan Corps Commander at Gujranwala, who happened to be
the elder brother of Colonel Razzaq and Major General Sajjad GOC of infantry division ‘Sarhang’
himself an aviator, are worth mentioning. At the time of shifting P-29 course was in progress. It was
decided to run half of the course at Rawalpindi and half at Rahwali. However passing out parade of P-29
was carried our at Rahwali.P-30 was the first course which joined the school at Rahwali.
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debate about the school tapered down to two phrases only, “Ja Raha Hai” and “Nahin Ja Raha” as it would
suit each one individually.
Move To Rahwali
Finally the word “Go” came, bringing an end to all
speculations and rumours. The shifting was ordered to Rahwali
with the Fixed Wing Basic Course as the leading element. This was
further divided into a skeleton flight moving ahead of complete
fixed wing and completion was ordered by mid December 1988.
The thirteenth day of December (unlucky for some) marked
the move of complete fixed wing. As the formation touched
down on the runway, it stopped before clearing to dispersal in
front of the taxi track. The aviators found in front of them a fair
weather track, its shoulders higher by 2-3 feet and loose earth
controlled by spilling hundreds of litres of used engine oil (the
audit objection of which lasted for quite long). As the formation
taxied in, it was greeted by the Pipe Band of an infantry regiment
playing half way down the tarmac as the other half was under
Brigadier Munir
construction. The then Flight Commander, Major Naveed M.G.
Kiani, who received us with smiles and sighs, covered rest of the tarmac.
Rahwali airstrip was constructed in 1943 and remained disused till 1987 when it was occupied by Army Aviators
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Army Aviation School
oil-laden katcha track by an aircraft after the rain was again a nightmare. So the practice remained that the
aircraft were pushed ahead together by the instructor and student and then tyres were washed before take
off by the crew chiefs standing across in the pocket equipped with “Balties and Lotas”.
Living
There was no mess initially. Only one double storied block of BOQs was made available. The
instructors occupied the ground floor and the students were packed on the first floor. At Rawalpindi where
the officers and men were sprinkled all over the city, this combined living at Rahwali gave a good feeling
of cohesion and unity. Moreover, the presence of Chief Flying Instructor (CFI) in just the same conditions
bolstered good feelings. The room was seen furnished with one bed in the middle of the room under the fan,
a chair and a tiffin carrier over the chest of drawer. Here lived the CFI Lieutenant Colonel Abid Hussain
Malik who joined straight from the comforts of five star, having participated in the “Singapore Air Show”.
The Mess
The mess was really a mess. It started in the cookhouse of JCOs club building. The dinner when
prepared was hand carried or over the head of the cook to the BOQs block more than a kilometre away. The
mess havildar would remain engaged with the stray dogs following in trail with this food programme. Not
bad, that the cook fumbled and tumbled only once enroute. The officers had to wait another three hours and
the cook had to recook. The present ‘A’ class mess came up much later than the orderly’s block and shops
that are seen today. The luxuries of a dinning hall and an ante-room were first established in today’s batman
accommodation and the washer man’s domain. The approval of an ‘A’ class mess (instead of an insisted ‘B’
class mess) at the most prestigious location in Gujranwala Cantonment, opposite the Nishan-e-Manzil, was
greeted with big applause.
Visibility Virus
The bug that was encountered since the first day was poor visibility at Rahwali. One could do nothing
but to wait for hours together for its clearing off. The first day of flying gave the first and last lesson of
weather minimas very clearly. The first take off of six MFI-17 took them into the blanket of mist and haze
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Army Aviation School
hanging over the airfield appearing not so thick initially but obscuring the complete runway when gone
across. The recovery when completed safely was coupled with the pledge not to repeat it in future.
Working Hours
The unpredictable weather and long spells of poor visibility virtually kept the students and instructors
in the school till sunset. All we remember was coming to school in dark hours and returning home when the
lights were on in the short winter days. Therefore, to compensate, the concept of five full fledged working
days with two days of much awaited long weekend was introduced.
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Army Aviation School
long hair, white socks under uniform, smoking in open, sitting cross legged and so on. But after this phase
when we started flying, we were ready to act on the instructions given without any delay. Slowly and
gradually a bond cemented between us and the instructors and they took us for post solo parties at home
and at Lahore as well. Later on we realised how essential it was to have a blend of instructors some were
real tough and others were gentle. Both the Chief Flying Instructors Lieutenant Colonel Abid and Shahid
Farooqi were idolised by the students. In PMA they used to emphasise the dominating ground and vital area
with the help of a woman’s body and here they would stress that aircraft should be treated like a girlfriend,
gentle and smooth. The other term often and repeatedly uttered was ‘Body Problem’. It is difficult to explain
in words but easy to identify, any body who has seen ‘Johnny Bravo’ cartoons can visualise it”.
Initial few weeks in the school are regarded as ground schooling and pre solo stage which are tough
days for young birds. There are lights off timing to ensure enough sleep. Good sleep and rest results in better
flying coordination few officers learn this principle the hard way. There is no morning PT, however drill and
dress inspections are regular feature. One myth which has prevailed in almost all courses is regarding the
piling up of hours as a guarantee for graduation. There has been one student who was dropped after almost
150 hours and many others with over 100 hours. School has never lowered its standards however students
own ‘Attitude’ can fetch him extra few sorties. This ‘Attitude’ is simply the ‘Attitude’ of an officer towards
life in general and army in particular.
In a basic pilot course there are 525 periods of ground schooling, other than the upper air work,
students are taught strip operations, instrument flying, night flying, artillery shoots at Tilla ranges and long
cross country navigation. Every mission flown with instructor is graded by him in the form of grade slip,
which highlights students performance during the mission and percentage of marks are given. Marks below
50% is a failed mission and after two such missions the student is flown by senior instructor including the
commandant and if still there is no improvement in the skills of student, he goes back. There are different
colours used for the grade slips in varying phases of course, however Pink Colour is the most deadly known
as ‘Pink Slip’. It can be given at any stage of course for flying discipline violation or poor airmanship,
certain marks are deducted in the end, more importantly students gets into limelight which is not a good
omen.
429 Army Aviation Fixed Wing Instructors after receiving 23rd March 1988 Fly Past Trophy with President General Zia and Prime Minister Junejo
School Auditorium General Jehangir Karamat Chief of Army Staff visiting Army Aviation School - 1996
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Army Aviation School
Elementary Course
At times to overcome the shortage of pilots in rotary wing these courses are conducted. The intake is
usually 30-40 students and duration is of 40 weeks. Students after going through 60 hours of flying on fixed
wing aircraft which is the primary phase, undergoes basic phase which consist of another 40 hours on TH-
300 helicopter followed by advance stage of another 30 hours on twin engine or other helicopters.
Tactical Wing
Tactical Wing runs aviation based tactical courses as per army directive. It has a separate block and
separate staff, who all are seasoned pilots having qualified from Command and Staff College. There is a
directing staff from artillery as well.
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Army Aviation School
Mauripur commencing from 13th February 1967. Since then three to four officers per course have been
attending. Since 1983 students are awarded graduate diplomas in Air Safety from Karachi University.
R-Courses
This was the new idea to overcome shortage of helicopter pilots by starting Rotary Courses without
any experience on fixed wing. GOC, Maj. Gen. Azam came up with a three step plan to handle this
shortage and another worrisome situation where pilots were being permoted Lieutenant Colonels with
very little helicopter experence due to staff course/employement etc, he claimed that training helicopter
pilots direct will give us COs with over three thousand helicopter flying. Gen Azam’s other two ideas
were - direct induction from PMA and lastly special aviation entry in PMA to undergo one year of
military training and a year of flying. It was in 2004 that first R-Course was run at Aviation School.
Graduation Parades
The high point of the year is the graduation parade of Basic Fixed Wing course. ‘The first brevet’
ceremony was held on 2 March 1949 and chief guest was Commander in Chief, General Sir Douglas Gracey
and recipient was sole Captain Saleem Ullah. It was simple affair and wing was pinned on his chest.
Second ceremony took place at Chaklala on 15th January 1951 and chief guest was again General
Gracey. He was accompanied by General Ayub the Commander in Chief designate. Recipients of brevet
were Captain Percy Joseph Blaker, Captain Ahmed and Captain Karim. A parade was also held with
demonstration of concealed approaches. Later General Ayub flew one circuit with Captain Saleem Ullah in
the Auster.
On 9th January 1957 AOP course serial 8 and 9 graduated and for the first time present brevet designed
by Mrs Saadia Karim wife of Lieutenant Colonel Karim was awarded by the Director Artillery Brigadier
J.D.A. Lamont.
On 14th July 1959 the First Basic Flying Course was decorated with the Flying Brevets. General Musa
was the chief guest. Due to weather seating arrangements were made inside the hangar. Course stood in U
shape due to space restriction and General Musa pinned the brevet. Velcro was not yet invented thus behind
every Brevet was a safety pin. Flying Trophies were all bought from the market few days prior.
General Musa again came as chief guest on 3rd October 1964, for the brevet ceremony of Pilot Course
Serial 6.This time it was sunny and General Musa also announced the re-designation of Army Air Base
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Army Aviation School
Dhamial as Army Aviation Base. On the same day a dinner was hosted in the Aviation Mess 29 Peshawar
Road. Dinner by this time had become a tradition.
General Yahya Khan had graced the occasions before as Chief of General Staff but this was his
first visit as the Commander in Chief on 20th January 1968 for brevet ceremony of Pilot Course serial 9.
It rained on that day and all preparation of air display went into vain. General Yahya arrived at Dhamial
Base in Allouette helicopter. He was chief guest again next year for the graduation parade of Pilot Course
serial 10. In one of his weekly conference in 1969, General Yahya directed that ambassadors should also be
invited in future in addition to the military attaches.
General Tikka Khan was the chief guest on the first regular parade after the 1971 War, which was
held on 12th December 1972. In this, he renamed Dhamial Base as Qasim Base and inaugurated the plaque
of dedication.
Late Prime Minister Bhutto was the chief guest on 15th December 1973. President Bhutto came in
Puma, which Army Aviation had recently acquired. There was an air display of Allouette helicopter which
impressed him so much that over cup of coffee he directed that Sheikh Zaid of Arab Emirates should be
shown this event on his forthcoming visit. Resultantly Arab students came for the first time in Aviation
School.
General Tikka was the chief guest for subsequent parades in 1975 and 1976 as well. For graduation
parade ceremony of P-19 the chief guest was Major General(retired) Naseerullah Khan Babar the Governor
of Frontier Province and one of the pioneer aviator.
2nd March 1978 was another historic day when P-20 course graduated and chief guest was General
Zia Ul Haq. After the ceremony of brevets a superb parade was also held. Lieutenant General Azmat Baksh
Awan the pioneer aviator was installed as the First Colonel Commandant. General Zia was kind enough to
present the existing flying trophies and directed that they should be made in pure silver
President General Zia was the chief guest again in 1979 and in 1981 as well. During tea break of
P-21 Captain Najam Ul Arifeen who was performing the duties of Base Adjutant went to General Zia and
requested. “Sir I am over age by few months to appear for the pilot course but I have keen desire to be a
pilot”. General Zia true to his tradition granted the waiver and next year General Zia was happy to pin
him the brevet with a smile. Najam later rose to the rank of Lieutenant Colonel and commanded 4 Army
Aviation Squadron.
Air Chief Marshall Anwar Shamim Chief of Air Staff was the chief guest for graduation parade
of P-24 on 4th November 1982. Before him in 1970 for graduation of P-11, Air Marshall Rahim Khan then
Air Chief graced the occasion. This time the highlight of parade apart from traditional air show and pomp
was the brevet awarded to Lieutenant General Sardar Farooq Lodhi who later became the second Colonel
Commandant of Army Aviation.
Naval Chief Vice Admiral Tariq Kamal Khan graced the ceremony next year for P-25 course.
Chairman Joint Chief of Staff Committee General Rahim Ud Din was the chief guest in 1986.
P-29 was the first course to be graduated from Rahwali in May 1988. School Digest of Service
records “We miss Dhamial for the cooperation we used to get from other aviation units”.
On 29th May 1989 the brevet ceremony of P-30 course had a tragedy when Brigadier Tariq
Mahmood popularly known as TM made a free fall but his chute failed to open and he died on the
spot.
P-37 graduation held on 6th November 1996 was nostalgic in nature as a large number of veteran
aviators were present on the occasion.
The last parade of the millennium was of P-40 it was marred by the sad demise of Captain
Masood Ullah Baig and Captain Shahid Aulakh who crashed a few days prior to graduation.
President General Pervaiz Musharraf graced the graduating ceremony of P-44. Parade was
followed by an impressive air display duly appreciated by the President. Display of indigenous developed
aviation related accessories by Army Aviation was highly appreciated by President.
There is one thing which remains unison in all graduation parades no matter who graces the occasion.
All graduating pilots requests for additional invitation cards and from the faculty some one would be running
around for the Service Dress.
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Tilla, here Alexander the Great also
camped. Since shifting of Army Aviation
School to Gujranwala, all Pilot Courses
practice Aerial Artillery shoots, here.
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Army Aviation School
Gala Night
The tradition of ‘Golden Night’ as in vogue in Pakistan Military Academy is not observed in Aviation
School. However there is ‘Gala Night” held on the eve of graduation in which a variety programme is
performed by the students of graduating pilot course. It is their discretion whom they invite. Apart from the
school staff and fixed wing faculty they do invite rotary wing and retired officers present on the station with
their families.
How it started is difficult to trace out, but old timers do remember that once the school shifted to the
Dhamial and annual dinner was conducted at Aviation Mess Peshawar Road. After dinner singing show
used to be organised in which normally ghazals were the highlights. Singers like Munni Begum, Runa Laila,
and Shehnaz have graced the event. Master of the ceremony would recall amusing incidents of the base and
the course. Thus the tradition of gala night started.
The last gala night of the millennium was very hi-tech. It was a pleasant surprise to see the artistic
potential of the student pilot. The only people with worried looks were the instructors. Commandant
Brigadier Arif Rasul was quite popular among the students for his accessibility and concern for welfare,
even he was not spared. There were video clips of all officers remixed with songs in back ground. On gala
night there is music, jokes, skits, caricature, running late into wee hours. Guests generally depart around
midnight.
Nick Names (Every Generation has its own share of Nick Names)
If you sit around with Army Aviators you can spend hours even years to know who is Bomber, Solo,
Jj, Pp,kk, Jk, Tank Pilot, Chiefy, Maharaj, Buddy, Funny, Hulla Gulla, Godda, Lotta, Kodu, Tarzan,
Tangha, Doongha, Bonga, Machhi, Mandela, Bhai Jin, Mirza Clinton, Chacha Dinga, Makhan and so
on.These nick names are instantaneous and pilots till his last eternal flight is remembered as such.
Major(retired) Iqbal narrated this a few years ago “One day I was detailed for a mission in the basic
course and like all the young ones I had prepared in detail with knee pad and gloves. Mission was cancelled
and as I walked back to the students corner in the tea bar in same attire some one whispered; ‘Are you back
from bombing’. Even today I am known as Bomber”. Mind you there were three, four Iqbals at that era and
each one had a nick name for clarity purposes like Bala Canadian, Bala Chereet, Bala Baloch and so on.
These nick names are confined to the basic course only and is a closely guarded secret among the
students. Even instructors cannot escape this wrath rather they are more prone to this syndrome. They
normally get down to the bottom on ‘Gala Night’ and some even retired without knowing the slang. There
was an instructor who would emphasize on giving rudders in the briefs by pressing his foot thus among
students he was always referred as ‘Pedal’. Then there was an instructor always carrying Jeppesen Manuals
and is now referred as ‘Jeppesen’.
For a youngster at times it creates a situation beyond his comprehension like ‘Khitchi’ which is a
reputed caste in Seraiki belt. One young one who was tuned to listening Major Khitchi did so and so one
day met him and said in the crowdy crew room ‘Major Khitchi there is a call for you’. Khitchi was the nick
name given by the P –course mates to him because of his eagerness to fly and log hours. His usual utterance
after a mission used to be “Eik Ghanta aur Khich Aian”.
At times there can be many officers of same name in one course, thus Mahmood with Alto Car would
be remembered as ‘Mooda Alto’.Then another Mahmood with large moustache would be ‘Mooda Mouch’,
one Mahmood was known as ‘Mooda Rocket’ and so on.Now if even Mahmood changes car and other one
gets clean shaved but they would be remember as such by their P-mates.Saleem was yet another common
name and people added suffix to make it specific like Saleem ‘Saqi’(for poetic pilot)and Saleem ‘batwa’ for
no fault of the officer other than his goodwill to distribute wallets(batwa) - a souvenir of his father in law’s
factory among his P-course mates. Another Saleem sporting Bugti style beard was baptised as ‘Saleem
Bugti’, Many new comers actually believed that he belonged to Bugti Tribe. There seems to be no dearth of
ingenuity in specifying pilots of same names like Zafar. It is quite a common name thus for identification
one with a tummy is called ‘Thid’ and other is known as ‘Ghora’. Ranjha is a caste but it is associated in
aviation for a love stricken pilot. Then there was a student who always complained about pain in his knee
and now he his called ‘Godda’. A student with heavy voice in his P-course days is lovingly referred as
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Army Aviation School
‘Bhagwan’, Students with dark complexion are usually known as ‘James’, ‘David’ or ‘Chitta’. One fair
colour was known as ‘Bagga’. There is no hard and fast rule in this baptizing. One student in the early
days made his name tag in golden colour instead of black and over a decade has passed but he is known as
‘Golden’. ‘Chappu’(oar) must have been given for similar reason. ‘Atheleta’ was not given because of some
feats on track rather it was knighted for extra curricular activities. One day Captain Samuel was taking the
basic class and asked ‘Has any body seen the movie “Monkey on the Donkey”, and one student promptly
said ‘yes Sir’, hoping to develop some kind of friendship around this movie. Sam very politely said there is
no movie like this, and student got stuck with the aviation name.
Arms and corps do play significant role in this regard it is more likely that an armoured officer gets
affixed with ‘Cupola’ and gunner with ‘Toota’ there has been one officer from the Corp of Military Police to
under go the basic course and he is referred as ‘Sir MP’. There are names which reflects the mood of student
in his hay day like ‘Disco’ and ‘Commando’, certain names it seems were given under international duress.
How else can one justify the name ‘Carlos’, after international renowned terrorist. Religious inclinations do
have a bearing on nick names. In Taliban era few were named as ‘Mullah Rockety’. Lieutenant Colonels
Dilshad and Javeed were the first pair of brothers to join aviation and served in the school as instructors they
are popularly known as “Wrong Brothers”. Once Major Hadeed and his four friends namely Tahir Raja,
Sarfaraz, Ibrahim and Liaquat Nabi were known as “Mao’s Widow and her four disciples”.
Prime Minister Bhutto with Brigadier Mahmud Prime Minister Bhutto writing in the Visitor’s Book
General Zia shaking hand with Flying Instructors (Bhangoo, Mahmood, Pervaiz & Dilshad)
1300 hours. Commandant listens to the presentation of tactical course on heliborne operations and asked
how much weight an infantry soldier carries in such operations.
1330 hours. Deputy Commandant coordinates the affairs between Fixed Wing and Rotary Wing(he does
this mediation after every two weeks, on the average).
1345 hours. Weather is cleared and Fixed Wing have decided to fly till dusk. Rotary Wing has already
packed up as they have their night flying today.
1405 hours. Bus leaves the school premises with only tactical course on board.
1700 hours. Bus arrives back in the school with rotary pilots for night flying and UCC course for their’ Tele
Battle Exercise’.
1730 hours. Rotary Wing carries out pre-flight of helicopters after the briefing. Orders of Student Base
Commander are being listened by the faculty including Base Commander in the Tactical Wing.
2030 hours. Weather approaches again and Chief Flying Instructor calls off night flying and helicopters
make last landings. Orders of student Commanding Officer Composite Squadron are in progress.
2130 hours. Every ones enjoys after dinner laughs with the CFI leading the pack on the jokes, UCC prepares
the charts.
2200 hours. Lights off for Fixed Wing. Tactical Wing has just awoken for the night.
2330 hours. Two students of Basic Course have been checked by the Deputy Commandant at Rahwali Gate
while coming from the city. UCC students have ran short of talc and shops are all closed.
0130 hours. Fixed Wing instructor gets a phone from the Co-ord Branch informing him about an out station
mission at first light.
0200 hours. Duty Officers gets storm warning and UCC are handling the logistic problem of refuelling a
Cargo Squadron in the field.
0300 hours. Heliborne operation of UCC are under progress and Commandant is present
0400 hours. UCC is given a time jump of 6 hours, now they have to visualized working under day light.
0500 hours. Tea Bar ran out of coffee.
First Light. Another new day commences with new challenges.
Foreign Students
Sri Lanka
In 1993 students came from Sri Lanka for flying training on MI-8. The course was conducted from
3-22 April 1993 by 4 Aviation Squadron at Multan under Aviation School. Following officers of Sri Lanka
were trained under auspices of Lieutenant Colonel Zafar Niazi:-
Flight Lieutenant Royce, Flight Lieutenant Samungla , Flight Lieutenant Sanjith
and Flying Officer Chandinal.
Bosnia
On 26th April 1996, the Bosnian students came for flying. Bosnia was ravaged by the war and this was
the first flying course of their Air Force. There were fifteen students and one interpreter. The composition
of the course was mixed having officers and other ranks. They had no military background but had flying
experience on UTFHA a Fixed Wing aircraft of former Yugoslavia, one of them Lieutenant Touchik Isabel
had commanded a brigade during civil war. Before coming they had done course in English language thus
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they could understand little bit of English and like all foreign students it is restricted mainly to conveying
things that interest them, rest everything is Greek. They used to speak Russian. Lieutenant Colonel(retired)
Talat was the Chief Flying Instructor he narrates; “The very first problem was the language. The Bosnian
contrary to the instructions were totally blank in English and one could not teach them flying with the help
of an interpreter. The School Commandant Brigadier Azam when told of this strange problem came out with
a very unorthodox solution. Instead of sending these Bosnians back or even delaying the course, he arranged
an education instructor from a local brigade and also ensured that all officers especially the instructors
constantly speak English with them. Thus even in games period these Bosnians were given the English
lesson. technical terms like ‘I have the control or you have the control’ apart from instrument nomenclature
and emergency procedures were thoroughly drilled before they were sent for solo. A concentrated dose of
around eight to ten hours of English language was resorted to. Aviation Mess in Gujranwala in those days
used to give a look more of a English language Tuition Centre. All credit to the young flying instructors
who took this as a challenge and patiently endured this language barrier but in the end none was more
gleaming than these instructors”.
Bangladesh
Bengali students came for the first time in 1996 for helicopter training. There were two of them and
both were good in English and also in Urdu. They were disciplined and good flyers.
Saudi Arabia
Army Aviation School Commandant, Brigadier H.U.R. Abbassy was the first to visit Saudi Arabia in
May 1978. Major General(retired)Razzaq had been instrumental in establishing Saudi Army Aviation when
he was deputed there in 1979. However, first Saudi students came in 2002 for conversion onto the Rotary
Wing including MI-17. After initial training at Rahwali they shifted to Qasim Base for mountain flying
phase.
Palestine
Sole student was trained on MI-17 by Major Ikram Khan in 2001.
Training of Edhi Pilots
School also trained two pilots for Edhi Foundation in 1989, they were Mr Pereria and Mr Fahim Ud
Din. The former later became the head of Karachi Metropolitan Corporation. They were initially trained on
Mushak with P-30 course and after completing 60 hours they were trained on Jet Ranger Helicopter.
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Pakistan Navy (PN), in late sixties, realized the necessity of its own integral air arm to augment its
efforts to improve its war performance. For this purpose, Pakistan Army was approached for the help and it
was agreed to provide the necessary assistance in training and for any other guidance.
In 1973, the Naval Headquarters asked for an immediate staff assistance to plan for establishing their
rotary wing. For the purpose Lieutenant Colonel Faizuddin Brandon was sent, who remained attached with
the Navy for almost a year and carried out the desired spade work. Naval authorities had decided to induct
six “Sea King” helicopters and a procurement order to the effect was placed with Westland Helicopters,
England.
Sea King Helicopter, England. Defence Attache Captain T.K. Khan, Extreme Right is Lt Tahir, Present Naval Chief.
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Army Aviation School
(From Left) Lieutenant Colonels Sajjad Nazim, MM Naeem and Dawood. Standing, Lieutenant Sallahuddin, Majors Mehmood and Shah Alam
had to be on one’s toe, as the instructor would introduce emergencies every few minutes. Hovering at 40
feet over sea on instruments, in pitch dark night, high winds and lashing rain, and handling single engine
and other emergencies at the same time was no piece of cake. According to Brigadier Sajjad; “They had
even taken away the pleasure of driving a car on the road, as one would tend to refer to the temperature and
pressure (Ts & Ps) gauges of the car much too frequently”.
The top two pilots, ie. Lieutenant Colonel Sajjad Nazim and Major Shah Alam were selected to be
trained as Instructors: they also underwent Instrument Rating Examiner course (IRE) and Maintenance
Test Pilot course (MTP), respectively. Major Shah Alam also had the distinction of winning the Best All
Round Trophy. Lieutenant Colonel Sajjad Nazim earned Chief of Naval Staff commendation for topping the
Instrument Rating Examiner’s course. Both officers were retained as instructors till the completion of flying
training of second batch of officers.
In the meantime all the deputed aviation engineers also completed their training successfully with
the RN, lasting for over a year. This brought to the culmination of the major phase which contributed
significantly in the development and progress of the Naval Aviation in years to come.
By December 1975 all the Pakistani pilots and engineers attending the training courses were back in
Pakistan. The Naval Air Base PNS Mehran, had also been activated at Shahra-e-Faisal in Karachi.
During this time three naval chiefs, i.e. Admiral Sharif, Admiral Niazi and Admiral TK Khan followed
the progress from training to establishment of the Naval Aviation. It goes to their credit that each chief had
nothing but praise for those who represented Army Aviation. Lieutenant Colonel Sajjad Nazim was given
the command of the Sea King Squadron, Lieutenant Colonel M Naeem took over as Commander Air. The
Fixed Wing Atlantic Squadron was to be organized by the PAF crew. It was a real tri-service establishment
in the true sense. Shortly thereafter PNS Mehran, the home of Naval Aviation was established on the far side
of the PAF Base at Shahra-e-Faisal.
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Bell 212 helicopters. After BO-105 induction four more pilots from Pakistan Army Aviation were seconded
to UAE Pilots were Lieutenant Colonel (R) Naeem, Major Anjum, Major Sajjad, and Major Rizvi.
Raising and establishing Police Air Wing in the UAE was first of its kind assignment for Army
Aviation in a foreign country. It was a challenging task. Flying Missions were of diverse nature, training,
on-shore and over the sea flying during day and night., border surveillance, rescue over the sea, Police and
VIP flying. This Pakistan Army Aviation team after spending five years at UAE returned to Pakistan in
1980.
Mozambique
In the summer of 1976, the Government of
Mozambique asked for help in the field of aviation from
Pakistan. The response was fast and quick. Within days
a small delegation, consisting of one pilot, one engineer
and technician, was dispatched to Maputo from Qasim
Aviation Base. Without wasting any time the Pakistani
team went to work in surveying the existing aviation
facilities there.
At that time Mozambique Aviation consisted
Lt Col Naseem Khan Maj Ijaz Minhas
of a few small privately owned companies scattered
around the country, equipped with Allouette-III French
helicopters, in addition to a small airline which had become virtually inoperative due to complete desertion
of the Portuguese personnel. The Pakistan group was given the mission of preparing a scheme to make all
the grounded Allouette-III helicopters airworthy, which again was because of total defection of Portuguese
pilots and technicians. Keeping this in mind, the team was constituted consisting of Lieutenant Colonel
Muhammad Naseem Khan, Major Ijaz Ahmed Minhas, and Subedar Sajjad Hussain of Electrical and
Mechinal Engineering. The team not only prepared a comprehensive scheme but also made a number of
grounded helicopters serviceable in a short period of seven weeks. This earned them a lot of respect from
all the quarters but because of financial constraints, the prepared scheme could not take off in total and the
delegation returned with a lot of well-earned praise. (Lt. Col. Naseem retired as a Brigadier and Maj Ijaz
Minhas retired as a Colonel).
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BEST FLYERS
BASIC FLYING COURSE
For first five courses only flying trophy was given. From P-6,
it was bifurcated into flying, academic and overall best ,in the
under mentioned list the best flyers are highlighted
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P-Course from 6 to 46
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Army Aviation School
ROLL OF HONOUR
Mid Career Course (First Position) Instructor Pilot Course
451
Army Aviation School
ROLL OF HONOUR
ROTARY WING
452
453
Pilot Course-1 - 16th February - 17th July 1959
Pilot Course-2 - 5th October 1959 - 5th March 1960
454
455
Pilot Course-3 - 17th October 1960 - 29th June 1961
Sitting from left to right Capt Riaz QFI Arty 7th PMA, Capt M A Rahman Arty School DQ, Maj Saleemullah CFI IMA/PMA, Lt Col A B Awan Comdt, Maj Mian Mahmud Asst CFI 1st PMA,
Capt Aftab Iqbal QFI 7th PMA and Capt HRH Abbasi QFI 7th PMA
1st Row Standing L to R. Capt Hesamuddin Ahmed 10th PMA FFR, Capt_Musharraf Sig 16th PMA, Capt Askaree Arty 18th PMA Capt Sirajuddin Ahmed Arty 17th PMA, Capt Aslam QFI 10th
PMA, Capt Sarfraz Rabbani QFI 10th PMA,Capt Saqlain QFI 10th PMA and Capt Majeed Malick from EME 7th PMA
2nd Row Standing L to R. Subedar Major ex School Staff, Capt Ijaz Mustafa Syed, FFR 12th PMA,Capt Ziauddin Javaid AC 16th PMA, Capt Riaz Sig 15th PMA ,
Capt Esmund D’Cunha Arty 16th PMA, Capt Irshad Gul FFR 17th PMA, Capt Idris Mohsin Sig 14th PMA, Capt Bilal Amin Babar Engr 16th PMA,
Capt Ikramullah 17th PMA and Subedar Major ex School Staff.
Pilot Course-4 - 29th January - 6th October 1962
456
457
Pilot Course-7 - 25th January - 10th September 1965
Pilot Course-8 - 30th May 1966 - 4th February 1967
458
459
Pilot Course-9 - 17th April 1967 - 20th January 1968
Pilot Course-10 - 24th June 1968 - 26th February 1969
460
Pilot Course-11 - 4th August 1969 - 11th April 1970
461
Pilot Course-15 - 3rd April 1972 - 12th December 1972
462
463
Pilot Course-16 - 5th March 1973 - 15th December 1973
Pilot Course-17 - 18th February 1974 - 15th February 1975
464
Pilot Course-18 - 31st March 1975 - 14th February 1976
465
Pilot Course-19 - 23rd February 1976 - 5th January 1977
466
Pilot Course-21 - 22nd March 1978 - 5th January 1979
467
Pilot Course-22 - 19th April 1980 - 17th February 1981
468
Pilot Course-23 - 10th January 1981 - 3rd December 1981
469
Pilot Course-24 - 2nd January 1982 - 4th November 1982
Sitting Lto R : Maj Safdar Hussain (QFI), Maj Khalid Mahmood (QFI), Maj Saleem Akhtar (QFI), Maj Shahid Imran Farooqi (QFI), Lt Col Parvez Yousaf (CFI-FW),
Air Marshal Anwar Shamim, NI(M) (Chief of Air Staff), Brig Hamid Chaudhry (Comdt), Maj Mumtaz Azeem Malik (QFI), Maj Sarfaraz (Arty Instr), Maj Tipu Sultan (QFI),
Maj Javed Iqbal (QFI).
Standing(1st row): Capt Zahid Mahmood, Capt Tanveer Hasan (QFI), Capt Muhammad Tahir, Capt Tahir Ali (QFI), Maj Salman Ahmed (QFI), Maj Muhammad Baqar Khan (QFI),
Maj Hasnain Mehdi (QFI), Maj Ikram Cheema (QFI), Capt Ale Haider Zaidi (QFI), Maj Liaqat Ali Raja (QFI), Maj Arif Sultan (QFI).
Standing(2nd row): Capt Azhar Aziz Kayani, Capt Tariq Hussain Khan, Capt Qutaibah Saleem, Capt Sohail Azad Kayani, Lt Muzzafar Ghani, Capt Nadeem Kamal, Lt Habib ur Rehman Khanzada,
Lt Khalid Mahmood, Lt Raheel Hafeez Sehgal, Capt Waqar Beg, Capt Tariq Iqbal, Capt Abdul Rasheed Khan.
470
Pilot Course-25 - 8th January 1983 - 13th December 1983
471
Pilot Course-26 - 7th January - 8th November 1984
472
Pilot Course-27 (17 August 1985 to 08 May 1986)
Chief Guest. General Rahimuddin Chairman Joint Chief of Staff Committee
Captain Shahzad
Captain Abid Imran
Captain Pervez Mahmood Butt
Captain Abul Fazal
Captain Muhammad Daud
Captain Shahid Raza
Captain Syed Mahboob Haider
Captain Wasim Akhtar Malik
Captain Tahir Maqsood Khan
Lieutenant Syed Abrar Hussain
Captain Muhammed Naeem Khan
Captain Abid Ali
Captain Zahoor Ahmed Afridi
Captain Syed Karrar Husssain
Captain Asif Kamal
Captain Zaheer Ul Islam
Captain M. Naveed Adil
Captain Waqar Ahmed Abbasi
Captain Mumtaz Hussain Zia
Lieutenant Anwar Ahmed Khan
Captain Asad Aziz Khan
Captain Hidayat Ullah
Lieutenant Anjum Irshad Khan
Lieutenant Abdul Rahim
Lieutenant Tariq Naseem
473
Pilot Course-28 - 4th July 1986 - 9th April 1987
474
Pilot Course-29 - 4th July 1987 26th May 1988
475
Pilot Course-30 - 21st July 1988 - 29th May 1989
476
Pilot Course-31 - 16th July 1989 - 26th July 1990
477
Pilot Course-32 - 8th September 1990 - 28th September 1991
Sitting Lto R : Maj Waqar, Maj Naeem, Maj Amir, Maj Tahir, Lt. Col. Khalid, Capt Anique, Brig Dotani (Comdt), Lt. Gen. Farukh Khan (CGS-Chief Guest), Maj Gen Rahmat (GOC), Col Zareef,
Lt. Col. Anwar, Maj Zahir, Maj Shahid, Maj Itezaz, Maj Saqib,
Standing(1st row): Capt Afridi, Capt Abid, Capt Adil, Capt Babr, Capt Maaz, Capt Irfan, Capt Farooq, Capt Asif, Capt Qasir, Capt Hameed, Capt Rehman, Capt Abrar, Capt Naisr, Maj Karrar, Capt Aslam
Standing(2nd row): Lt Haider, Capt Tahir, Capt Khalid, Capt Hamid, Lt Aman Ullah, Capt Ghaus, Capt Tippu, Capt Tariq, Capt Amer, Capt Shahid, Lt Adnan, Capt Asim, Capt Faisal,
Capt Arjumnad, Capt Sagheer
Standing(3nd row): Capt Kayani, Capt Sanaullah, Capt Bajwa, Capt Pirzada, Capt Nadeem, Capt Najeeb, Capt Latif, Lt Tufail, Capt Raja,
478
Pilot Course-33 - 11th January 1992 - 12th November 1992
479
Pilot Course-34 - 9th January - 7th November 1993
480
Pilot Course-35 - 8th January - 10th November 1994
481
Pilot Course-36 - 7th January - 9th November 1995
482
Pilot Course-37 - 5th January 1996 - 15th November 1996
483
Pilot Course-38 - 18th June - 21st November 1997
484
Pilot Course-39 - 5th January - 6th November 1998
485
Pilot Course-40 - 4th January - 6th November 1999
486
Pilot Course-41 - 3rd January - 2nd November 2000
487
Pilot Course-42 - 5th February - 8th December 2001
Sitting from left to right Maj Abid, Maj Tahir, Maj Daud, Col Tahir Ali (Dy Comdt), Maj Gen Javed Aslam Tahir (DG Avn), Brig Nasir Mahmood (Comdt Avn School), Chied Guest Lt Gen Faiz
Ahmed Jilani (Comd 30 Corps), Capt Sajid (Senior Student), Maj Gen Muhammad Azam (GOC Avn), Col Zulfiqar (CI RW), Lt Col Basharat (CFI FW), Maj Javed Yasin, Maj Irfan.
1st Row Standing L to R. Capt Shahab, Capt Tanveer, Capt Ahsan, Maj Umar, Capt Hilal, Capt Khurram, Maj Mustafa Rais, Capt Zahid, Capt Rizwan, Capt Khalid, Capt Saqib, Maj Pervez,
Maj Asim, Capt Khawar
2nd Row Standing L to R. Lt Amir, Capt Imran, Lt Umer, Capt Shahzad, Capt Zasir, Capt Asif, Capt Haq Nawaz, Lt Faisal. Lt Majid, Lt Khurrum, Capt Syed Yasir, Capt Faisal.
3rd Row Standing L to R. Capt Yasir, Lt Khalid, Lt Zeshan, Lt Faisal, Capt Mudassir, Lt Qazi Imran, Capt Irfan Aslam, Capt Ali Irtaza, Capt Farooq
488
Pilot Course-43 - 18th February - 31st December 2002
489
Pilot Course-44 - 20th January - 21st November 2003
490
Pilot Course-45
491
Pilot Course-46
492
Pilot Course-47
493
Pilot Course-48
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Army Aviation School
P-5 and P-6 Course photographs are not traceable. These two courses were photographed but unfortunately none of
the students have a copy. P-12, 13 and P-14 were not photographed, so was P-20.
Pilot Course-5 - 28th January - 5th October 1963 Pilot Course-13 - 4th December 1970 to 17th August 1971
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Army Aviation School
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Army Aviation School
498
DEPARTED
499
COMRADES
500
Departed Comrades
DEPARTED COMRADES
Flying has its own thrill but also carries an inherent danger. Orville Wright wrote in 1907; “If you
are looking for perfect safety in air than it is better to sit on a fence and watch birds fly”. Pakistan Army
Aviation’s ratio of one fatal accident per eleven thousand hours is lower than the universal rate of one
accident per ten thousand hours.
1. 2nd May 1953 was the first black day. Captain Vajid Ali
crashed in an Auster aircraft only miles away from Chaklala
Airfield. He was coming back from aerial photographic
mission from Rahwali. Prior to landing he got involved in
low-level manoeuvres and crashed with his family witnessing
the tragic crash. He left behind widow and two sons. His lady
wife later migrated to East Pakistan where she completed her
education in medical and brought up the kids.
2. On 11th June 1953, Captain AMS Ahmed died when his
Auster had a mid air collision with Captain MM Mahmood’s
Auster, both were carrying out formation flying, at a short
distance from the home field.
501
Departed Comrades
Amritsar. The pilot’s body was later returned. Two roads one in Lahore and other at Rawalpindi are named
after him.
7. In 1966, Captain Mirza Subhan Beg crashed over Chota Sargodha Airfield and both the occupants
died. He was giving ride to an infantry officer for Air Control Training.
8. On 2nd December 1968 Captain Razi Ahmed Khwaja ex 23 Cavalry Regiment undergoing Pilot Course
No. 10 died in an air accident while flying solo in Dhamial circuit at 1100 hours, he thus became the first
casualty during P- course
9. On 27th June 1970 a strange kind of accident occurred. Major Tahir Mahmood Jilani along with a
passenger Captain Noor Muhammad of 474 Engineers went for reconnaissance of Indus River near Khushal
Garh Bridge and till to date neither any portion of the L-19 nor any part of the bodies have been recovered.
Naval divers were also called for the search. Captain Gilani was commissioned in 4 Punjab Regiment in
1961 and had also served in 24 Punjab Regiment apart from 1 and 3 Squadron.
10. In the Indo-Pakistan conflict of 1971, two
L-19’s became the war victim. One, piloted by
Major Fayyaz Ibrahim, went down in Chhor area
on 6 December 1971. On the very next day, on
7th December one L-19 crashed in Sialkot Sector
when it engaged low level wires with Captain
Aftab Ahmed Khan and Havildar Muhammad
Ashraf onboard.
11. After the 1971 War. on 4th January 1972,
Major Mohammad Qasim gave a lift from Pasrur
for Gujranwala to a Bengali Officer Second
Lieutenant Humayun Raza, who turned out to be a hijacker. On resistance he
shot Major Qasim in cold blood and then crash landed in India. Major Qasim
was awarded SJ.
12. On 20th April 1972, Major Zahir Shah of 2 Squadron crashed in area
Mandi Sadiq Gunj while on a surveillance mission. He died on the spot and was
buried in Kohat, his observer Major Fateh Mohhammad Khan ex 24 Baluch
Regiment survived with a broken spine. Major Zahir Shah was commissioned
in 4 Cavalry and later served in 28 Cavalry Regiment.
13. 23rd October 1974 saw the first fatal crash of Alouette-III No 1950. Major
Tauheed Ul Haq became the first victim of this machine right over Dhamial
Base. His student Lieutenant Ali Said Yabboni of United Arab Emirates also Major Qasim
expired. Major Tauheed was practicing auto rotation.
14. Another Alouette-III No. 5189 crashed near Astore (in Northern Area) on 16th April 1976 and took the
lives of Major Muhammad Nasrullah Khan, Major Khalid Mahmood and Naik Nasim Ali Shah. Pilot took
off in tail wind from Astore with 6 persons on board and at 100 feet suddenly turned 180 degrees and hit the
ground. Probable cause was Vortex Ring phenomena.
15. On 3rd July 1975 Captain Sajid Nazir
Choudhry of 3 Squadron while performing
the duty of flight commandeer at Khuzdar
took his L-19 to Quetta for rectification. On
4th July after rectification he took off from
Quetta Airfield (Gurkha) and after one
circuit landed back due to engine vibrations.
He again took off after rectification and
seconds later he crashed while making an
attempt to land back at Gurka. He was burnt
and later died in CMH Quetta. He was the
only sibling of his parents.
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Departed Comrades
18. One more L-19, piloted by Major Tanveer Ahmed, of 2 Field Regiment met the same end on 7th May
1979 near Mirpur.
19. Two officers of 2 Army Aviation Squadron, Major Muslim Ghani and Major Ansar Ahmed in one L-
19 died on 30th July 1979 at Lahore. They crashed on take off leg.
20. One more L-19 was lost at Kohat on 11th July 1980 due to poor weather, along with the pilot Major
Shah Nawaz and his passenger Chief of Staff Brigadier Hasnain. Brigadier Huzoor Hasnain was SJ and Bar,
and on his farewell visits.
21. First fatal crash of MFI-17 (Mushak) No 064 of 2 Squadron, occurred on 7th September 1980 at
Lahore in which Major Zahid Jadoon lost his life. Weather was bad for last 10 days. At 1300hours Jadoon
and Wing commander Pervaiz got airborne to check the weather. Jadoon however got into unauthorized
aileron roll and crashed in front of spectators both occupants died on the spot. Ironically Jadoon’s younger
brother also died few years later in air crash.
22. It was followed by one more crash of MFI-17 No. 5094, on 7th October 1982, near Sohawa, In
which Major Aziz Ahmed instructor and Lieutenant Ijaz Ahmed student pilot perished, while on a low level
navigation cum Artillery Shoots for P-24 course.
23. 2nd December 1983 was a sad day. One
MI-8 No 24518 of 4 Army Aviation Squadron
crashed near Manawala killing all its occupants
which included Major Mahmood Hussain,
Captain Shafqat Hussain, Naib Subedar Khuda
Dad Khan, Havildar Muhammad Anwar and
Havildar Muhammad Saleem. Helicopter was
part of army exercise Zarb-E-Ahan. It was
carrying a recoilless rifle mounted on jeep. While
landing at night in the field simulating heliborne
force it hit the ground, they all perished. Captain
Shafqat’s brother Major Shaukat also an aviator
died in a road accident in 1998.
24. On 17 September 1984, Captain Tariq Mahmood Sheikh who was holder of Best Instructor
Trophy from Flying Instructor School and Havildar Muhammad Hussain died at Tilla Ranges in
MFI-17 aircraft No. 520. MFI-17 got entangled into wires during low flying. It is ironical that
previously one helicopter and one Mushak had engaged wires at the same spot but were lucky
to survive.
25 One more crash of MFI-17 No 5109, took place on 25th August 1986 at Muzaffar Garh, killing PA-
20129 Captain Shahid Mahmood. Aircraft lost power while flying low over Muzzaffargarh city and during
force landing it hit a lone date tree. The copilot Captain Abul Fazal survived.
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Departed Comrades
504
Departed Comrades
33. Captain Tasawar Humayun died in a Mushak, while carrying out low flying over his home town on
24th May 1989. He was born on 23 Jan 1962 in Village Thoha Hamayoun near Chakwal. He completed his
education in Military College Jhelum and was commissioned in 8 Medium Regiment Artillery Regiment on
17th May 1985. He joined Army Aviation on 4th June 1988. He left behind his widow and a son.
34. Captain Shahid Irshad ex 70 Long Course was commissioned in 39 Punjab Regiment. He joined
Army Aviation Corps in 1987 and was posted to 9 Army Aviation Squadron in June 1988. In December
1988 he was posted to 4 Army Aviation Squadron(U). On 7th March 1989, he died in an unfortunate air crash
in Mushak No 5173 with a passenger Captain Akhtar near Gujranwala.Most probable cause was the partial
loss of power.
35. Captain Raza Ali Bacha and
Captain Amir Yasin went on eternal
flight due to bad weather at Kohat
in a Mushak. They both were going
to Peshwar from exercise area.
The weather was so bad that their
wreckage was found after two days.
36. First fatal accident of Lama
occurred on 5th March 1990 at
Dhamial, in which Captain Abdul
Qayyum and Captain Syed Kamal
Masood left this temporal abode.
Both were carrying out the air test
of helicopter No 2685. They took
off at 1330 hours for air test, two
technicians Naik Bahadur and Naik
Sultan were also on board. Helicopter
crashed in football ground on take
off leg killing all occupants. Major
cause was main rotor blade hitting
horizontal stablizer in the air. Captain
Qayyum was commissioned in 60
Field regiment where as Captain
Kamal was commissioned in 44
Signal Battalion.
37. On 17th July 1990, one MFI-17
overhead Gujrat Strip, took Captain
Captain Qayyum Captain Kamal Masood Waqar Ahmed Abbasi and Captain
Zaigham Abbas Jaffri to the shores of eternity. Captain Waqar Ahmed Abbasi was born on 10th March
1962 in a village near Murree. He was commissioned in the 99 Medium Regiment Artillery on 18 March
1983 and joined Army Aviation on 18th May 1986. Captain Jafri had attended the P-30 course but could not
finish it due to illness. He was called again in P-31.
38. On 28th November 1991 Captain Naveed Khan lost life in Mushak No 182, overhead his relatives
house in Sector G-10 while carrying out low level manoeuvres.
39. On 9th January 1992 crash of one more MFI-17 resulted in the sad demise of Major Naveed Adil near
Okara. Weather was foggy and Major Adil had to bring Director General E.M.E from Okara as a passenger.
Near Renala Khurd he lost contact with ground, inadvertently he pulled his aircraft up and rammed into
high tension wires. He died on the spot. Unknowingly his family kept waiting for him at Lahore to join them
in the birthday party of his daughter.
40. In Piun Valley, on 21st March 1992, one Lama No 2673 was lost along with Major Tahir Ali and
Major Muhammad Nawaz. These brave aviators had gone to pick up Sepoy Wali Muhhamad ex 5 Northern
Light Infantry from the Arif Post and due to close proximity of boulder, crashed and perished. Major Tahir
505
Departed Comrades
506
Departed Comrades
507
Departed Comrades
53. On 30th June 2004, one MI-8 helicopter of UNO crashed in Sierra Leone
in the jungle thicket killing twenty four peacekeepers on board including
fourteen Pakistanis. It included Lieutenant Colonel Zia-Ud-Din as well who was
commanding the Pakistan Aviation Squadron at Sierra Leone.
54. On 5th August 2004 Lieutenant Colonel Nauman Ghafoor, Commanding
Officer of 27 Squadron alongwith Captain Imran Wasti his adjutant and copilot,
Havildar Rabnawaz the flight engineer and Naik Farman the crew chief all
perished in MI-17 helicopter near Karak. Accident took place due to technical
reasons.
Lieutenant Colonel Ziauddin
508
SITARA-I-JURATs AND
Lt. Col Naseer Ullah Babar SJ Major Sarfraz Rabbani SJ Captain H.U.K. Niazi SJ
Major Syed Liaquat Bukhari SJ Major Riaz Ul Haq SJ Major Saeed Asmat SJ
509
Major Fayaz Ibrahim SJ (Shaheed) Major Qasim SJ (Shaheed)
TAMGHA-I-JURATs
Colonel Sehgal SJ Major Khalid Sultan SJ (Shaheed) Major Babar Ramzan SJ (Shaheed)
510
Major Umar Rana TJ Captain Nadeem Raza TJ
Honours and Awards
511
Honours and Awards
SITARA-I-BASALAT
Foreign Awards
TAMGHA -I-SHUJAAT
512
8 Army Aviation
Squadron is the most
decorated squadron of
Pakistan Army Aviation.
It is the only squadron
which is bestowed with
Battle Honour.
21 Squadron
513
Chivalrous and daring deeds displayed by pilots and crew in various operational assignments have earned them coveted 8 operational
awards on Independence Day 2006. This singular honour is unrivalled in the annals of military history of Pakistan Army.
Honours and Awards
IMTIAZI SANADs
2007
Major Kashif
Major Mujtaba Athar
514
N G S A V I O U R S
F L Y I
1973 Floods
Biblical floods created a state of emergency in 1973. Worst hit areas were of upper Punjab and Sind.
Army Aviation was called in aid of civil power. Army Aviation setup two command and control centres one at
Lahore and the other at Multan. At Multan apart from the integral fixed wing aircraft 4x Alouette were also put
under command of 3 Squadron for flood relief works, 4 Squadron and 5 Squadron were the mainstay of the flood
relief work, an average of 24000 pounds of rations were dropped daily. 5 Squadron Digest of service records
‘5th August, 1800 hours-1840 hours flood area 5 children rescued from River Ravi by Major Riaz’. 5 Squadron
alone flew a total of 102 sorties encompassing 127 hours in this operation. Fixed wing pilots also utilized L-19
for food dropping. The flood relief operation lasted till 25 August 1973.
515
1974 - Earthquake
On 29th December 1974 the country was faced with a serious natural calamity. Pattan and Basham towns located
approximately 90 miles north of Abbottabad on the Indus River were hit by a very severe earthquake. Besides the
two major towns of Pattan and Basham, other small connected villages like, Bana, Dubair Qila, Pushto, Shangrial and
Banial were also badly affected. Relief work in the earthquake affected areas started on 29th December 1974. By 31st
December 1974 four UH-1H helicopters of 6 Squadron along with three MI-8s of 4 Squadron were committed for
earthquake relief operations. Squadron pilots were already busy in Internal Security operations at Quetta, from where
they flew to the affected area in a day.
6 Squadron under Lieutenant Colonel Hamid Choudhry safely accomplished 302 sorties with a total of 209.3
flying hours dropping 52 tons of relief goods. Rescue operation continued till 14 January 1975. All the Squadron pilots
of 4 & 6 Squadron showed a great degree of patience, stamina and flying skill throughout the relief mission. A total of
100 tons were lifted in eighty two sorties of MI-8.
1976 - Floods
Floods again struck and again Army Aviators rose to occasion, 6 Squadron
carried out 475 sorties of 499.30 hours dropping 100.2 tons of relief goods and evacuating
78 stranded people.
516
FLYING
In the winters of 1987 the first ever an international winter expedition for K-2 started. After a fortnight two members of the
expedition got stranded between camp 1 and camp 2 of K-2 mountain. One member became critically ill and his only hope
of living was a rapid descend, which was humanly not possible. Major Safdar was called for aerial rescue. Colonel (Retired)
Safdar narrates; “We landed at K-2 base camp in an Alouette, the climber was stranded between 6000-7000 meters, after
assessing the limitations of helicopter I decided to fly solo. In the second attempt I located the climber and then after a nerve
wrecking approach I was able to touch down at 6200 meters, climber was good enough to board the heli, and I initiated take
off, instantly the aircraft lost power and descended into the bowl. Luckily the sun rays came out and helped me to gain some
power. I was able to land safely at base camp, and then onwards to Skardu”.
Major Safdar was decorated with Tamgha-I-Shujaat.
517
SAVIOURS
Rakaposhi
Rakaposhi is one of the world most beautiful peaks near Gilgit with a height
of 7900 meters.On 4th August 1983 a message was received in the KKH Flight for
evacuation of a Belgian named Bodart who while descending from the top was
wounded and could not be carried on a stretcher. After getting necessary briefing from
the local administration Major Hashim along with Major Azam carefully planned
the mission, they took off from Gilgit for the base camp for further briefing and
co-ordinaton regarding whereabouts of Micheal Bodart. Major Hashim envisaging
a landing at a height where no Alouette had landed before planned accordingly and
took off. After a few minutes he was landing at 20361 feet, making a record landing
of Alouette III and also saving the life of a foreigner in distress. In recognition to this
excellent performance both the pilots were awarded “The Order of Leopold” by the
Belgian Government.
On 10th August 1983 Major Hashim Khan undertook another daring rescue
mission for Italians with Captain Asghar Naqvi on Amrisar Peak (19500 feet).
o w e r s
Tra ngo T
On 14th September 1990, a Japanese mountaineer jumped
down with a hang glider after reaching at the top of “Trango
Tower” a gust of wind threw him back towards the peak. After
hitting against the rock, he slid down in the craggy depression of
“Trango Tower” peak and got entangled with a boulder, which
stopped him further falling down the ridge.
On 15th September 1990 the mountaineer was spotted after
many futile efforts. Due to awkward location and deep gorge
at a height above 5000 meter, the evacuation by helicopter was
extremely difficult. Weather continued to be worst for next two
days. Pilot, Major Sikander Rana devised a method of dropping the
food by wrapping two packets together. Again it required precision
as not to hit the climber. Finally air crew managed to drop a tin of
cheese over injured Japanese, trapped in that confined terrain and it
reached the required person.
The rescue efforts continued but bad weather remained the
main impediment. However, individual remained alive on that tin
of cheese and food for nine days which was dropped by helicopter
till his companions managed to surmount Trango Tower on 23rd
September and recovered him to the base.
1991 - Bangladesh
On night 29/30 April 1991 a cyclone having speed of 280 kilometers per hour, with temperature
of the eye of cyclone in region of 300 Degrees Centigrade and tidal surges of 15-18 feet accompanied with
lashing rain hit the coastal areas of Chittagong, Cox’s Bazar, over running Hatia Island and contacting
Noakhali. Within minutes the entire coastal area lay buried under an unending sheet of swirling water 15 to
18 feet high. The ferocious tidal bore took with it 150,000 people never to see the light of the day again and
same number of people were injured.
6 Aviation Squadron (ERC) was to be in position by 5th May 1991 in Bangladesh to carryout cyclone
relief operation with two UH-IH helicopters along with crew and maintenance persons. One C-130 along
with two tail booms and four maintenance persons were airborne at 2300 hours 4th May 1991. 6 Aviation
Squadron team arrived Dhaka at 1130 hours on 5th May. Helicopters were reassembled on 6th May 1991 and
were ready for move to operational area by 1430 hours 7th May 1991.
Pakistani team was the first foreign team to arrive at Chittagong. Major General Mehmood Ul
Hassan General Officer Commanding 24 Division briefed the team leader and pilots on areas requiring
immediate dropping of relief goods, medical teams, medicines etc. The relief operation was to be carried
out along with the two BAF helicopters that were already operating in the area which were Anowara,
Bahskhali, Kutubdia Island,Matarbar Island, Moheshkhali Island, Chakoria, and Raj Khali
In this relief operation, six other countries, India, USA, Japan, China, Thailand and England also
participated. They all employed twin engine helicopters. The squadron crew included Lieutenant Colonel
Wahid Khan, Majors Iqbal Kashmiri, Hafiz Nadir, Arshad Tareen, and Captains were Abid Ali and Asad.
Subedar Jehan Dad, Havildars Rafique,Ijaz, Abdul Rehman, Munnawar Hussain, Abdul Razzaq, and Naiks
Shabbir,Zaman and Shafi Nazir were part of team.
Load carried 77.45 Tons of relief goods.
Person transported 152
Hours flown 82
Sorties under taken 123
telephone by Brigadier Qadir with news of the trapped muleteers. By 1600 hours Puma(Colonel Bhangoo
and Major Shahid Rana) reached the muddy riverbank after having landed at Kel where they were briefed
and also picked up a rope ladder. Only way to rescue trapped jawans was by using the rope ladder but
pilots needed weight on the rope to hold it steady. A volunteer was required to hang at the end of the rope
ladder.
Soldier Chaudhry Siddique had never been on a helicopter. But for nearly 36 hours he had endured
the agony of watching the men in the trees grow weaker and weaker. Stepping forward, he snapped to
attention. Later far below the Puma, Siddique worked tirelessly. Many of the remaining men were deep
inside the trees. Sometimes it took a dozen attempts to reach one, for many were scared to let go off the tree
branches.
At 1730 hours in the failing light, pilots peered grimly down from the Puma. Five men still remained
trapped below a willow, other trees nearby left little room for manoeuvre. Using all their experience pilots
settled the Puma onto the top of the tallest tree, pressing into the branches until the rope ladder reached the
level of the men below, where Siddique using his weight like a pendulum swung back and forth until he
had enough momentum to sweep deep into the branches. When he had rescued the last man, Siddique’s
comrades lifted him from the ladder, His bloodshot eyes seemed to pop from his deathly white face, while
his teeth chattered uncontrollably. “I am fine”, then immediately collapsed. He was quickly wrapped in a
blanket. In all, the helicopter team had saved 34 men. Not one, said the military doctor, would have survived
another frigid night. Both the pilots and Siddique were decorated with Tamgha-I-Basalat.
An Aviator Extraordinary
A proud Gallian cum Piffer from 38th PMA Long Course,
Brigadier Zaka Ullah Bhangoo lost his life on 13th May 2007 in
the mountainous region on the Turkish-Iranian border in an Ultra
Light Aircraft while flying from UK to Pakistan. Bhangoo was
truly ‘The Pride of Pakistan Army Aviation” and demonstrated
an excellent combination of sterling qualities. He was an icon
of integrity, honesty, professional competence, comradeship,
leadership and boldness. A gentleman to the core who was an
affectionate father, a reliable friend, a responsible colleague,
a superb flying instructor, bold, brave and a proud regimental
soldier, above all an excellent human being. He will be missed for
Brigadier Zaka Ullah Bhangoo a long time but like a true legend he leaves behind a blazing trail
March 2007, at Skardu Airfield which makes Pakistan Army Aviation proud and tall.
520
Flying Saviours
Al Madad
Gilgit and surroundings were struck by
a severe earthquake on the night of 2/3
November 2002 which continued in the
forms of after shocks and tremors till
5th November 2002. In the past Darrel
Valley was hit by a severe earthquake on
12th September 1981. 25 Army Aviation
Squadron lifted some 9,000 kilograms of
goods in Chilas-Darrel area and flew over
90 hours in 5 days.
Headquarters Frontier Command
Northern Areas, immediately called 5
Army Aviation Karakorum Squadron. The
Squadron responded with the vigour of
an eagle and immediately two MI-17 and
two Lama helicopters were despatched
to the affected area. Initial damage
assessments were carried out on Lama
helicopter by Commander FCNA Major
General Nadeem Ahmed who remained
a motivating force to all. Commander
sensing the possibility of likely coming
devastation decided to helilift the entire
population of the Valleys of Tatto
and Muthath to safer places of Chilas.
Immediately a helicopter refuelling point
was established at Jaglot along with an
operation room and supply centre.
This operation continued for three
days starting from 3rd November to 6th
November 2002 in which 2159 persons
were successfully helilifted from the
affected areas to safer places of Chilas
(Gunar Farm).
The area was again hit by yet another
Pilots of 5 Squadron who took part in the relief operations
521
Flying Saviours
Captain Amer, Major Jawad, Major Afaque, Major Afzal and Havildar Loyal
522
Rescue of Slovenian Climber
Nanga Parbat is regarded as one of the most difficult and challenging mountain. Reinhold Messener was the first person
to climb solo. In 2005 Mr. Humar was also attempting to conquer Nanga Parbat solo. On his way up he got stranded between
Camp-III and Camp-IV. His ordeal was reported in newspapers and all of a sudden he became an international headline. Each
day world awaited for his destiny. From 3rd August 2005 onward rescue attempts were made by pilots of 5 Squadron and
Lieutenant Colonel Rashid Baig and Major Khalid Rana of 8 squadrons but these were hampered by the bad weather. However
on 4th August Humar was located perched in his bivouac at 6000 meters, he was all alone. On 5th August Lieutenant Colonel
Rashid Baig and Major Khalid Amir Rana decided to launch the rescue sortie .The technical aspect was alarming and demanded
extreme pilotability. Humar was located in such a spot that only way was to sling him up as there was no space to even touch the
landing skids. The other angle to consider was the technical limitation of the Lama helicopter. To get the maximum out of the
chopper, pilots removed almost everything from it to reduce the weight. Major Rana recalls; ‘The major worry was how to sling
him up, we hovered as close to the perch as possible, everything came to slow motion, Humar luckily picked the sling and was
able to buckle it up. The most dreary part was that Humar had anchored himself and it goes to his credit that he had tied it with
Bow Knot thus as he was picked up the anchor gave way, had it been the other way round the story might had a different end’.
After getting hooked, helicopter was immediately put into descend and landed safely at base camp. Both pilots were awarded
Tamgha-I-Shujaat for this valiant act. Slovenian government also decorated both pilots with Golden Order of Service.
This account was published in Readers’ Digest November 2006 issue in 39 languages. Rotor and
Wing Magazine awarded this rescue as the ‘Best Helicopter Rescue for Year 2005’.
523
n ’ ( 8 1 2 5 m e t e rs)
K i l l e r M o u nta i
Parbat ‘T h e
Nanga
524
Hameed, Khalid, Humar and Rashid
The Hidden Peak 8,034 Meters
G-2
G-3
G-4
Camp-II
Camp-I
525
On 18th July 2007 four climbers of the AMICAL alpin Gasherbrum II, 2007 expedition started
climbing from Camp II towards Camp III on Gasherbrum II (G-II) mountain 8034 meters (26516 feet).
During their ascend they were swept down by an avalanche resulting in the immediate death of two climbers,
two others Mister Hirotaka Takeuchi from Japan and Mister Dirk Groeger from Germany survived, but
heavily injured. Both the climbers were carried down by the members of another expedition team to Camp
II located at an altitude of 6600 meters (21780 feet). Bringing them further down was impossible because
of the steep cliff between Camp II and Base Camp, and was especially dangerous for the Japanese climber’s
life as he had a comminuted fracture of the 3rd lumber, six broken ribs and a left lung pneumothorax.
To undertake this life saving task at 1615 hours Ecureuil-B3 helicopters took off from Skardu for
International Hiking Expedition Camp (IHEC) on Baltoro Glacier, piloted by Major Ahmad Jawad Khan
along with copilot Major Sami Ullah Khan Bangash. They first picked the German guide from IHEC
on Baltoro Glacier for Camp II. The G-II Mountain and the glacier was reconnoitred and the stranded
causalities were located. The Camp II was located at 6600 meters (21780 feet) inside a re-entrant with a
ridge bulging out from within, and thousands of meters high Gasherbrum II mountain on the northern side.
The entire area was cluttered with crevices
The pilots initially tried to hover the helicopter in open air, but the helicopter did not sustain
the hovering flight due to the evening catabatic winds and high temperatures. It seemed that both
the injured climbers had to be brought down to a place where a helicopter can land and pick them
up. The major worry remains how to move down the climbers. Time was running short. Major
Jawad devise a plan, a stretcher was helilifted from IHEC. and dropped on Camp II. This precision
drop of stretcher at an altitude of 6600 meters by opening the door of the helicopter in slow forward
speed and on the three square meter spot speaks itself of pilot’s professionalism. The provision of
stretcher made it possible to bring both the seriously injured climbers further down and next day
they were helilifted by the same crew from Camp-I.
Both climbers survived and later wrote emotional thankful letters
Stranded and
injured climbers
526
Flying Machines of
527
Pakistan Army Aviation
528
529
530
The Flying Brevet
Efficiency Wing
In 1966 various flying proficiency awards for aviators were first initiated vide Pakistan Army orders
317/66. Miniature metallic brevet, called “Flight Safety Wing”’ is earned after fifteen hundred hours of
accident-free flying.
Cap Badge
Cap badge depicts, eagle with spread wings. It stands for flying. Arabic
inscription ‘Ayun Sahira’ translates ‘The watchful eyes of the commander’ Cross
swords represent Aviation Corps affiliation with Army. The golden wheat wreath
around the badge has been borrowed from the National Emblem. This badge is worn
on Maroon Beret and Service Dress Peak Cap.
Cap Badge
531
The Flying Brevet
FLYING PAY
Brevet is always associated with an increase in pay, thus flying brevet entails flying pay.
Conditions relating to entitlement to air observation post additional pay were first incorporated in
1942, when Royal Artillery officers selected for training as an air observation post pilots were granted
additional pay of Rupees 2 per day during the period they were attached to the Royal Air Force for
training. When Pakistan Army Air OP started flying they were not given any flying pay. In 1950 it was
authorised under a Pakistan Army Order (PAO) with Rupees fifty per month. This was later increased
in 1958 to Rupees one hundred per month. In 1990 flying pay was converted into allowance to the
extent of 40% of basic pay till the rank of Lieutenant Colonel and then kept constant for higher ranks
Colonel Zafar Ullah and his two sons Brigadier Zahoor Ahmed and his son
Lieutenant Colonel Nadeem and Major Naveed Major Farooq
Lieutenant Colonel Shahid Rana and Major Nisar and his son
his son Lieutenant Umar Captain Taimoor
Major Farooq and his son Captain Umer Col. Yousaf Anwar with his son Lt. Col Nadeem
532
Lieutenant Colonel Ikram Niazi
and his son Capt. Jahanzeb
Major Ghulam Yasin and his son
Captain Najam Us Saqib
Major General
Ashraf Chaudhry
and his son
Captain Arifeen
Major General
Shujaat Ali Khan
1999 534
Aviation Messes
OUR HOMES
Aviation Mess Rawalpindi
Army Aviation Officers Mess 29
Peshawar Road is the oldest Army Aviation
Mess in Pakistan. The first recorded
history of this mess indicates that it was
constructed in 1939. This mess remained
as an Artillery Regimental Mess for all the
regiments of No. 1 Army Group Royal
Pakistan Artillery(AGRPA). In 1956 when
No.1 Army Aviation Squadron was raised
and subsequently Aviation School was also
established thus the mess was handed over in
1959 to the Army Aviation, which technically
Original Huts Circa 1940, still functional
was still taken as an extension of artillery.
The Artillery Directorate as a good
will gesture had also given four horses
which were stabled within the mess where
present day General Officer Quarter(GOQ) is
located. There were wooden barracks at the
present site of block no. two and three. One
squash court was also functional at the site
of present day reception room but it was not
adjacent to the main mess. The kitchen was
bit far away from the main dinning room and
a corridor linked it. There was a bar and a
ladies room as well. Major Mushtaq Madni
was the first Mess Secretary of this Mess. Constructed in 1961
First construction was carried out in 1961-62
in the shape of four cemented rooms.
Mess subscriptions in 1974 were as
under
Mess funds Rs 08.00
Library 01.00
Garden 01.00
Breakages 02.00
Table money 01.00
Late meal charges 01.00
Dhobi charges 17.00
Sweepers 05.00
Constructed in 1975
535
Aviation Messes
Wings Bakery started in 1992, in an old guest room Dine out 1968
536
AVIATION MESSES
537
Lieutenant General Sardar Lodhi Commander 4
Corps and Colonel Commandant Army Aviation
538
Civilians
Civilians
Kallan Khan (called Kallan Mian), was probably the oldest
office runner in the First AOP Flight. He was a resident of Central India
but while serving at Lahore with the only AOP Squadron, he opted for
Pakistan and trailed behind the 1 AOP Flight, after the partition, till he
landed at Chaklala. The title of “Mian” was given to him unwittingly by
all because of his ripe age and the way he carried himself with dignity
and affection. Darkish in complexion and short statured, he invariably
knew the flight schedule of the day. With the raising of the First AOP
Squadron he took his post with it and for some years served in the newly
raised Dhamial Base till he left this temporal abode permanently. May
his soul rest in eternal peace.
539
Civilians
540
Squadrons
541
Almanac
542
1 Army Aviation Squadron
Raising Team
Major M M Karim
Major Naseerullah Babar Shaheeds
Major Mahmud Captain Aziz Ul Hassan
Major Zaffar Khan Captain Maqbool
Captain K. Ghalib Captain Riaz Malik
Captain Mohammad Khan Captain Sarfraz
Captain Faiz ud Din Brandon Captain Jurjees Nagi
Captain Mirza Subhan Baig
Captain Aftab Ahmed Khan
HonoUrS And Awards Havildar Ashraf
Major Hidayat Ullah Khan Niazi Sitara-i-Juraat Major Anwar Mohi-Ud-Din
Major Saeed Ismat Sitara-i-Juraat Major Tanveer Ahmed
Lieutenant Colonel M M Mahmud Tamgha-i-Quaid Azam Major Shah Nawaz
Captain Nauman Mahmood Imtiazi Sanad Captain. Nadeem Ullah
Captain Khalid Saeed Khan Imtiazi Sanad Captain. Hamid Sarwar Jadoon
Captain Akhtar Mahmood Imtiazi Sanad Driver Muhammad Qadeer
Captain Aftab Ahmed Imtiazi Sanad Clerk Tilla Muhammad
Lieutenant Colonel Nayyer Iqbal
Driver Dost Muhhamad
1 Army Aviation Squadron on the occasion of Colonel of the Squadron Ceremony - 1992
543
COMMANDING OFFICERS 1 Army Aviation Squadron
Jabbar - 1957 Karim - 1961 Zaffar Khan - 1964 Mahmud - 1964 Hashmi - 1966
Akhtar - 1970 Aslam - 1970 Naeem - 1973 Kureishy - 1974 Janjua - 1975
Raza - 1977 Ashraf - 1979 Naseem - 1981 Bhangoo - 1983 Sajid - 1986
Mahsud - 1988 Ayaz - 1990 Sikandar - 1992 Salim - 1995 Nayyer - 1997
Tariq - 1998 Nadeem - 2000 Shaukat - 2002 Tariq - 2003 Waheed - 2006
544
2 Army Aviation Squadron
Honours
Major Akhtar Sitara-i-Jur’at
Major Rabbani Sitara-i-Jur’at
Major Muazzam Sitara-i-Jur’at
Major Qasim Sitara-i-Jur’at Raising Team
Major Zaffar Khan
Major Khawaja Shahbaz Ghalib
Captain Muhammad Rafique Khan
Shaheeds Captain. Mansoor Ahmed Sial
Captain Ikram Captain. Fazal ur Rehman
Major Muhammad Qasim SJ Captain. Syed Mustanir Tirmizi
Major Zahir Shah Captain. Muhammad Ayub
Major Muslim Ghani Captain. Muhammad Younis
Major Ansar Ahmed Captain. Abdul Mokeet Khan
Major Zahid Jadoon
2 Squadron Officers with Major General Javed Aslam Tahir - June 2007
545
COMMANDING OFFICERS 2 Army Aviation Squadron
Blaker - 1959 Saleem Ullah - 1962 Jabbar - 1963 M. Khan - 1965 Ghalib - 1968
Nazar - 1970 Saqlain - 1971 Rabbani - 1972 Mokeet - 1975 Fazal - 1976
Khalid - 1977 Aijaz - 1981 Naseem - 1983 Imran - 1986 Jamil - 1988
Ilyas - 1991 Salman - 1993 Kingravi - 1994 Arshad - 1996 Shahid - 1998
546
VVIP FLIGHT
Chief Pilots
Major Shamas Ul Haq Kureishy 23 August 1963
Major Muhammad Khan 3 February 1964
Major Muazzam Ali 3 March 1967
Major Pervez Zaka 29 January 1969
Major Arshad Raza 14 January 1971
Major Pervez Yousaf 26 September 1972
Major MTK Dotani 15 April 1978
Major Syed Minhaj Ali 20 February 1980 Raising Team
Lieutenant Colonel Syed Minhaj Ali 18 July 1981 Major Shams Ul Haq Kureishy
Lieutenant Colonel Shuaib Idrees 29 August 1990 Major Zafar Khan
Lieutenant Colonel Muhammad Ashraf 5 September 1994 Major Muhammad Khan
Major Abdul Rasheed Khan 7 August 1995 Major Mushtaq Madni
Lieutenant Colonel Abdul Rasheed Khan 13 August 1996
Lieutenant Colonel Waqar Khan 3 November 1998
Lieutenant Colonel Nadeem Zafar 21 September 2003
Lieutenant Colonel Ali Arjumand 20 September 2005
President and Chief of Army Staff General Pervez Musharraf with pilots of VVIP Flight - 2004
547
VVIP FLIGHT
Prince Karim Aga Khan, Prince Charles and Duchess Camilla Parker with Army Pilots - 2006
548
3 Army Aviation Squadron
Raising Team
Lieutenant Colonel Naseer Ullah Khan Babar
Major Muhammad Faiz Ud Din Brandon
Major Ashraf
Captain Sultan Mahmood
Captain Muhammad Akram Shaheeds
Captain Patrick Tierney Major Tahir Mahmood Jillani
Captain Sajjad Nazim Major Fayyaz Ibrahim SJ
Captain Sajid Nazir Ch.
Captain Zahid Hussain Shah
Captain Shahid Mehmood
Flight Safety Trophy June 1997. Captain Tahir Hamid
Captain Shahid Nisar Chaudhry
HONOURS
Lieutenant Colonel Naseer Ullah Khan Babar Sitara-i-Jur’at
Major Fayyaz Ibrahim Sitara-i-Jur’at
Major Maqbool Ahmad Sitara-i-Basalat
Major Zareef Bangash Tamgha-i-Basalat
Major Rahmat Ullah Tamgha-i-Basalat
Commanding Officers
Lieutenant Colonel Naseer Ullah Khan Babar 1 June 1964
Lieutenant Colonel Muhammad Faiz Ud Din Brandon 13 February 1968
Lieutenant Colonel Naseer Ullah Khan Babar SJ 28 February 1969
Lieutenant Colonel S.H Gillani 2 September 1969
Lieutenant Colonel T.M. Mian 5 January 1971
Lieutenant Colonel Patrick C Tierney 2 December 1972
Lieutenant Colonel Zia Ud Din Javeed, S, BT 22 April 1974
Lieutenant Colonel Sarfraz Rabbani SJ 22 April 1975
Lieutenant Colonel Aftab Ahmed, S, BT 6 August 1977
Lieutenant Colonel Qurban Hussain 2 August 1978
Lieutenant Colonel Fahim Shah 7 July 1979
Lieutenant Colonel Abid Hussain 7 December 1982
Lieutenant Colonel Shahid Imran Farooqi 18 November 1984
Lieutenant Colonel Muhammad Anwar 25 November 1986
Lieutenant Colonel Mansoor Saeed 25 November 1988
Lieutenant Colonel Javed Iqbal 4 December 1990
Lieutenant Colonel Muhammad Khalid Mehmood 14 November 1991
Lieutenant Colonel Tahir Ali 18 August 1993
Lieutenant Colonel Iqtidar Ahmed Farooqi 25 June 1995
Lieutenant Colonel Arshad Saeed Kundi 27 June 1997
Lieutenant Colonel Munir Ahsan 30 October 1999
Lieutenant Colonel Babar Mazhar Baig 12 October 2001
Lieutenant Colonel Asim Ghani 10 October 2003
Lieutenant Colonel Tahir Hameed July 2006
549
3 Army Aviation Squadron
550
4 Army Aviation Squadron
551
5 Army Aviation Squadron
552
6 Emergency Relief Cell Squadron
Raising Team
Lieutenant Colonel Hamid Hussain
Major Muhammad Tariq
Major Sajid Islam Raising Day 29th June 1974
Major Hameed Ullah
Major Nawazish Ali Khan
Major Riaz Hussain
Major Muhammad Farooq Honours
Major Mirza Iqbal Hussain Lieutenant Colonel Hamid Hussain Tamgha-i-Basalat
Captain. Muhammad Afzal Tufail Major Muhammad Farooq Tamgha-i-Basalat
Captain. Iqbal Kashmiri Major Mahmood Rizvi Tamgha-i-Basalat
Captain. Muhammad Ashraf Naik Riaz Hussain Shah Tamgha-i -Basalat
553
7 Army Aviation Squadron
Shaheeds
Lieutenant Colonel Saleem Raza
Lieutenant Colonel Arif Aziz
Humayun - 1981
M. Farooq - 1984
Amir Khan - 2000 Wasiq - 2002 Aman Ullah - 2004 Usmani - 2006
554
8 Army Aviation Squadron
Raising Team
HONOURS
Lieutenant Colonel Tariq Shah
Sitara-i-Jur’at Sitara-i-Basalat
Major Imtiaz Alam
Major Khalid Sohail Sultan Lieutenant Colonel Safdar Hussain
Major Ayaz Hussain
Major Babar Ramzan Major Zahoor Malik
Major Muhammad Saeed
Captain Raheel Hafeez Sehgal Major Syed Tahir Ali
Captain. Muhammad Ashraf
Major Alamgir Khan
Captain Abdul Raheem
Tamgha-i-Basalat
Lieutenant Colonel Shoaib Awan (BAR)
Shaheeds Lieutenant Colonel Ahmed Raashid (BAR)
Major Ejaz Haider Zaidi Major Husnain Mehdi
Major Khalid Sohail Sultan Major Azhar Akbar
Major Babar Ramzan Major Ejaz Zaidi Tamgha-i-Shujaat
Major Safdar Jahanzeb Major Safdar Jehanzeb Major Safdar Hussain
Major Rasheed Mansoor Major Rasheed Mansoor Lieutenant Colonel Rashid Baig
Major Abdul Qayyum Major Abdul Qayyum Major Khalid Rana
Major Syed Tahir Ali Major Syed Tahir Ali
Captain Waqar Baig Imtiazi Sanad
Major Zia Ud Din
Captain Syed Kamal Masood Lieutenant Colonel Safdar Hussain
Major Qaiser Yaqoob
Captain Muhammad Nawaz Major Zia Ud Din
Major Nawazish Ali
Naik Bahadar Khan Major Tariq Jamil
Captain Waqar Baig
Naik Sultan Ahmed Major Mehboob Haider
Captain Mohammad Nawaz
Major Akram Khan
Major Mohammad Afzaal
Havildar Pervez Akbar
Major Inam Karim
Major Mehmood
555
COMMANDING OFFICERS 8 Army Aviation Squadron
Iqbal - August 1985 Bashir - April 1987 Farooq - June 1989 Safdar - July 1990
Shoaib - August 1992 Raashid - November 1994 Inam - August 1996 Sehgal - November 1998
Sadaqat - October 2000 Rashid - October 2002 Azadar - October 2005 Khalid - 2007
556
9 Army Aviation Squadron
COMMANDING OFFICERS
SHAHEEDS
Sepoy Muhammad Tufail
Captain Amir Yasin
Captain. Raza Ali Shah
Raising Day
13th May 1981
Imtiaz Alam - 1982 Taimur Dotani - 1984 Imtiaz Uppal - 1986 Javed Tahir - 1989
Azad Minhas - 1991 Nasir Mahmood - 1993 Sarfaraz Khan - 1995 Qasim Hameed - 1997
Shahid Pervez - 2000 Nasir Dilawar - 2001 Khalil Dar - 2003 Sardar Sajjad - 2005
557
558
10 Army Aviation Squadron
Raising Team
Major Khurshid Iqbal Pseudonym BLOCHIS
Captain Syed Ale Haider Zaidi Raising Day 4th May 1981
Captain Dawood Ahmed
Captain Tahir Ali
Captain Asghar Abbas Naqvi Flight Safety Trophy 2001
Captain Ejaz Haider Zaidi
Captain Arshad Iqbal
Naib Subedar Muhammad Rafique
Commanding Officers
Lieutenant Colonel Khurshid Iqbal 16 August 1981
Lieutenant Colonel Anwar Ul Haq October 1983
Lieutenant Colonel Javed Iqbal 29 April 1987
Lieutenant Colonel Dilshad Muhammad 30 October 1987
Lieutenant Colonel Zafar Iqbal 1989
Lieutenant Colonel Shahid Ahmed Kureshi 9 June 1992
Lieutenant Colonel Azkar Ahmed Lodhi 22 September 1994
Lieutenant Colonel Muhammad Ifzal 21 August 1996
Lieutenant Colonel Mumtaz Ali 17 August 1998
Lieutenant Colonel Mahmood Ul Islam 26 October 2000
Lieutenant Colonel M Ehtasham Amir 11 October 2002
Lieutenant Colonel Nasir Dilawar September 2004
Lieutenant Colonel Haider Ali August 2006
Lieutenant Colonel Nasir Ahmad July 2007
559
11 Army Aviation Squadron
Raising Team
ShaheedS Lieutenant Colonel Asad Mahmud Khan
Captain Tassawar Hussain Humayun Major Talhah Ahmed Khan
Captain Shahid Rehman Tariq Captain Jahangir Badshah
Captain Masood Ullah Baig Captain Syed Kamal Masood
Captain Syed Tahir Ali
Captain Aman Ullah Khan
Subedar Muhammad Yasin
COMMANDING OFFICERS
560
12 Army Aviation Squadron
Raising Team
Lieutenant Colonel Muhammad Anwar
Major Rasheed
Captain Khan Aziz Ur Rehman
Captain Mahmood Ahmed
Captain Wasiq Khalil Mahmood
COMMANDING OFFICERS
561
13 Army Aviation Squadron
Raising Team
Lieutenant Colonel Khalid Nawaz Khan
Major Muhammad Tahir Akram
Captain Zahoor Afridi
Captain Asad Zahoor
Subedar Muhammad Akbar
Honours
Major Nizam Imtiazi Sanad
Major Muhammad Nadeem. Imtiazi Sanad
Pseudonym Mujahid
Raising Day 10th September 1988
Commanding Officers
Lieutenant Colonel Khalid Nawaz Khan 26 November 1988
Lieutenant Colonel Tipu Sultan 20 November 1990
Lieutenant Colonel Niaz Hussain Siddiqui 29 December 1991
Lieutenant Colonel Shuaib Idrees 8 July 1993
Lieutenant Colonel Muhammad Ashraf 18 July 1995
Lieutenant Colonel Sohail Azad Kayani 1 May 1997
Lieutenant Colonel Samuel Aziz Bashir Din 1 April 2000
Lieutenant Colonel Haider Raza Bangash 5 February 2002
Lieutenant Colonel Rizwan Qureshi 10 February 2004
Brigadier Waqar Ahmed April 2005
562
21 Army Aviation Squadron
Raising Team
Lieutenant Colonel Syed Sajid Ali
Major Masood Pervaiz
Major S Mustafa Kamal Siddiqui
Major Muhammad Arif Aziz
Major Iqbal Ahmed
Major Sultan Sikandar
Captain Zaeem Ur Rehman
Captain Omer Jalal Qureshi
HonoUrs Captain Ajmal Abbas Siddiqui
Major Sohail Sadiq Tamgha-i-Jur’at Captain Taqi Naseer Rizvi
Captain Nadeem Raza Tamgha-i-Jur’at Captain Ehsan Qadir
Major Umar Rana Tamgha-i-Jur’at Subedar Nazir Ahmed
Major Malik Mumtaz Sitara-i-Basalat
Havildar Rafique Sitara-i-Basalat
Colonel Nadeem Aslam Tamgha-i-Basalat
Major Arslan Tamgha-i-Basalat Pseudonym Jabir
Havildar Asif Tamgha-i-Basalat Raising Day 14th August 1981
Colonel Tahir Imtiazi Sanad Redesignated Quick Reaction
Major Sabah Ud Din Imtiazi Sanad Squadron - 14th August 2004
Commanding Officers
Lieutenant Colonel Syed Sajid Ali 13 August 1981
Lieutenant Colonel Javed Jahan 25 June 1984
Lieutenant Colonel M Saleem Nasir 1 April 1985
Lieutenant Colonel Zafar Ahmed 27 November 1988
Lieutenant Colonel Pervaiz Iqbal 11 May 1991
Lieutenant Colonel Zahid Tirmizi 18 June 1992
Lieutenant Colonel Hadeed Anwar Malik 30 June 94
Lieutenant Colonel Zahid Iqbal 22 August 1996
Lieutenant Colonel Shahid Sardar 16 July 1998
Lieutenant Colonel Zia Ud Din 6 November 2000
Lieutenant Colonel Asif Jah 28 October 2002
Colonel Nadeem Aslam August 2004
Colonel Tahir Maqsood August 2006
563
24 Army Aviation Squadron
Raising Team
Lieutenant Colonel Rahmat Ullah
Major Asghar Akram
Major Zafar Iqbal
Pseudonym Desert Hawks
Major Mansoor Saeed
Raising Day 24th August 1981
Major Zafar Ahmed
Major Ahsan Ul Haq
Major Hadeed Anwar Malik
Major Muhammad Farooq
Captain Zahid Tirmizi
Captain Sarfraz Khan
Captain Liaqat Nabi Shah Flight Safety Trophy
1983, 1984 ,1985
COMMANDING OFFICERS
Rahmat - 1981 Riffat - 1982 Sajid - 1983 Fahim - 1986 Farooq - 1987
Tipu Sultan - 1989 Shafiq - 1990 Saif - 1992 Javed - 1994 Mussaddiq - 1996
Basharat - 1998 Nadeem - 2000 Tippu - 2002 Ashfaq - 2004 Nadeem - 2006
564
25 Army Aviation Squadron
Raising Team
Lieutenant Colonel Shah Alam
Major Abid Hussain
Major Ashraf Choudhry
Major Shaukat Ibrahim
Captain Waqar Ahmed Kingravi Motto Azam-O-Laggan
Captain Iqtidar Ahmed Farooqi Pseudonym Flying Dolphins
Raising Day 16th June 1981
Commanding Officers
Lieutenant Colonel Shah Alam 21 June 1981
ShaheedS Lieutenant Colonel Riaz Hussain 6 July 1984
Major Khalid Akhtar Minhas Lieutenant Colonel Pervez Iqbal 4 November 1986
Major Khaliq Javed Lieutenant Colonel Mustafa Kamal 7 December 1987
Captain. Schehzad Adnan Noor Sani Lieutenant Colonel Naveed Kayani 30 September 1988
Naib Subedar Waris Gul Lieutenant Colonel Arif Rasul 14 October 1990
Naik Muhammad Farooq Lieutenant Colonel Shaukat Ibrahim 6 July 1992
Lance Naik Muhammad Iltaf Lieutenant Colonel M Ikram Cheema 16 November 1992
Lance Naik Muhammad Shah Lieutenant Colonel Shaida Younis 1 November 1994
OCU Zia Ullah Khan Lieutenant Colonel Nasir Mian 30 September 1996
Lieutenant Colonel Javed Rasheed Sajid 26 September 1998
Lieutenant Colonel M Alamgir Khan 29 September 2000
Lieutenant Colonel M Irfan Khan 22 October 01
Lieutenant Colonel Muhammad Tariq 12 October 2003
Lieutenant Colonel Shahid Latif August 2005
Lieutenant Colonel Toor Ahmad 2007
565
27 Army Aviation Squadron
566
31 Army Aviation Combat Squadron
The Spirit of Attack is Every Thing
Pseudonym PANZER
COMMANDING Raising Day 12th March 1985
OFFICERS
Raising Team
Major Saleem Akhund SJ
Major Shahid Ahmed Kureshi
Major Shaukat Ibrahim
Major Shafique Ur Rehman
Major Azkar Ahmed Khan Lodhi
HONOURS
Major Naeem Khattak Tamgha-i-Basalat-
Major Shahid Azhar Ansari
Lieutenant Colonel Major Tughral Bashir
Abid Saeed Tamgha-i-Basalat Major Muhammad Zulfiqar
Javed - 1985
Ashraf - 1987 Liaquat - 1988 Jafery - 1991 Kaukab - 1993 Taqi - 1995
Sayed Ali - 1997 Tahir - 1998 Anjum - 2000 Abid - 2003 Ejaz - 2005
567
33 Army Aviation Combat Squadron
Courage Arms us
Raising Team Pseudonym
Majors Asad Kamal, Abdul Wahid, Air Wolves
Taqi Rizvi, Sirhandi, George, Raising Day
Pervez Sultan and Zafar Saleem 12th March 1985
Shaheed
Captain Rashid Kafait
COMMANDING
OFFICERS HONOURS
Lieutenant Colonel Raza Farooq Tamgha-i-Basalat
Major Nabeel Khan Tamgha-i-Basalat
Akhund SJ - 1989 Saleem - 1991 Arshad - 1992 Ahsan Janjua - 1994 Parvez - 1996
Abid - 1998 Waseem - 2000 Raza - 2002 Hamid - 2004 Irfan - 2007
568
35 Army Aviation Combat Squadron
HONOURS
Lieutenant Colonel Tehseen Khan Tamgha-i-Basalat
Major Kashif Imtiazi Sanad
Raising Team
Lieutenant Colonel Tehseen Khan
Major Nadeem Kayani
Major Shahid Butt
Major Sohail Khan
Major Waseem Hayat
Captain Kamran Ahmad
COMMANDING OFFICERS
569
50 BORDER SECURITY FORCE squadron
COMMANDING OFFICERS
570
199 EME BATTALION
Commanding Officers
Major Ansar Ahmed Zuberi November 1959
Major Aman Ullah Khan September 1962
Lieutenant Colonel Saeed Qadir February 1964
Lieutenant Colonel Muhammad Saeed Khan January 1966
Lieutenant Colonel Aman Ullah Khan July 1966
Lieutenant Colonel Ansar Ahmed Zuberi August 1969
Lieutenant Colonel Majid Ullah October 1971
Lieutenant Colonel Ansar Ahmed Zuberi August 1974
Lieutenant Colonel Muhammad Sher Khan January 1975
Lieutenant Colonel Qazi Muhammad Jamil July 1977
Pseudonym PIONEERS Lieutenant Colonel Salim Ullah September 1979
Raising Day November 1959 Lieutenant Colonel Burhan Shah October 1980
Lieutenant Colonel Qazi Muhammad Jamil October 1981
Lieutenant Colonel Jalil Ur Rehman March 1982
Raising Team Colonel Ghalib Saeed June 1984
Major Ansar Ahmed Zuberi Colonel Muhammad Akram Khan July 1987
Captain Majid Ullah Colonel Abid Saeed November 1990
Lieutenant Colonel Anwar Ali Pervaz August 1991
Lieutenant Colonel Najeeb Tariq August 1992
Shaheed Lieutenant Colonel Jamshed Riaz October 1994
Havildar RT Muhammad Ashraf Lieutenant Colonel Munzim Ahmed Vahidy September 1996
Lieutenant Colonel Syed Wajid Hussain Tirmizi September 1998
Honours Lieutenant Colonel Amin Ur Rashid November 2000
COAS Commendation Card - 126 Lieutenant Colonel Muhammad Rafiq October 2002
Lieutenant Colonel Muhammad Nasir 2004
Lieutenant Colonel Shahzad Ahmed 2006
571
299 EME BATTALION
COMMANDING OFFICERS
Lieutenant Colonel Noor Haider Shah 28 August 1969
Lieutenant Colonel Farhat Ali Burki 21 December 1972
Lieutenant Colonel Pir Daud Khalid Shah 28 June 1975
Lieutenant Colonel Jalil Ur Rehman Khan 1 April 1977
Lieutenant Colonel Samee Ur Rehman 10 April 1979
Lieutenant Colonel M Yousaf Anwar 17 February 1981
Lieutenant Colonel Khalid Sikandar 1 July 1981
Colonel Burhan Shah 13 August 1988
Colonel Hisam Ullah Beg 20 October 1990
Lieutenant Colonel Qazi Muhammad Iftikhar 1 August 1991
Lieutenant Colonel Abdul Khaliq 4 February 1992
Lieutenant Colonel Ahmed Saud Khan 5 September 1992
Lieutenant Colonel Zahoor Sultan 15 September 1994
Lieutenant Colonel Hafiz Sibghat Ullah Fazil 29 September 96
Lieutenant Colonel Mansoor Ahmed 25 September 1998
Lieutenant Colonel Azmat Ullah 31 October 2000
Lieutenant Colonel Amer Zafar 5 September 2002
Lieutenant Colonel Sharaff Rabbani October 2004
Lieutenant Colonel Salman January 2007
572
399 EME BATTALION
Raising Team
Lieutenant Colonel Sohail Qureshi
Major Syed Ali Tariq
Major Syed Sikandar Ahmed
Major Mushtaq Ahmed
SHAHEEDS Major Rashid Ahmed
Subedar Muhammad Rafique Captain. Muhammad Bilal Arif
Havildar Abdul Haq Captain Qaiser Mehmood
Havildar Muhammad Aslam Captain Muhammad Riaz
Havildar Muhammad Shabbir Subedar Major Younis Raz
Naik Naseer Ahmed Malik
Commanding Officers
Lieutenant Colonel Sohail Qureshi 1 August 1991
Lieutenant Colonel Farooq Hameed Khan 25 August 1992
Lieutenant Colonel Qazi Muhammad Iftikhar 26 September 94
Lieutenant Colonel Muhammad Shahid 25 July 1995
Lieutenant Colonel Shahid Bashir 10 July 1998
Lieutenant Colonel Iftikhar Ahmed Malik 31 October 2000
Lieutenant Colonel Shaukat Rabbani 2002
Lieutenant Colonel Mohammad Iftikhar 2004
Lieutenant Colonel Tariq Jalil 2007
573
499 EME BATTALION
Raising Team
Lieutenant Colonel Shahid Jamil
Major Sibghat Ullah Fazil
Major Syed Wajid Hussain
Captain Muhammad Younis
Captain Tariq Jalil
Captain Malik Shahid Nawaz
Captain Aamir
Captain Nabeel Ahmad
Subedar Major Mehmood Ahmed
Subedar Major Muhammad Shafi
Commanding Officers
Lieutenant Colonel Shahid Jamil
1 August 1991
Lieutenant Colonel Faridoon
4 December 1992
Major Hafiz Sibghat Ullah
6 March 1994 (Officiating)
Lieutenant Colonel Majeed Ullah
29 September 1994
Lieutenant Colonel Mehmood Ahmed
4 March 1996
Lieutenant Colonel Mansoor Akram
29 June 1998
Lieutenant Colonel Nasir Maqsood Sulery
31 October 2000
Lieutenant Colonel Waqar Muhammad
17 September 2002
Lieutenant Colonel Nauman Hashmi
2004
Lieutenant Colonel Ansar Ali
2007
574
599 EME BATTALION
Pseudonym OPTIMISTS
Raising Day 5th March 1991
COMMANDING OFFICERS
Lieutenant Colonel Khalid Mushtaq 1 August 1991
Lieutenant Colonel Syed Mukhtar Asif 20 July 1992
Lieutenant Colonel Sohail Nasir 28 September 1994
Lieutenant Colonel Qaiser Hamid Malik 29 September 1996
Lieutenant Colonel Qamer Masood Pasha 1 September 1998
Lieutenant Colonel Naveed Zafar 15 November 2000
Lieutenant Colonel Mirza Munir Baig 1 October 2002
Lieutenant Colonel Nadeem Yousaf 2005
Lieutenant Colonel Mudassir Hashmi 2007
575
CENTRAL ORDNANCE AVIATION DEPOT, DHAMIAL
Raising Day 5th December 1963 Renamed: Central Aviation Spares Depot - 30th December 2005
576
ORDNANCE AVIATION DEPOT MULTAN
577
1 ARMY AVIATION FORWARD AREA ARMING REFUELLING COMPANY
Raising Team
Major Jawed Saeed Khan
Subedar Ghulam Muhammad
Naib Subedar Fiaz Muhammad
Naib Subedar Muhammad Ramzan
Commanding Officers
Major M Jawed Saeed Khan 7 June 1985
Major M Iftikhar Ahmed Khan 16 December 1986
Major Arif Sultan 1 October 1988
Lieutenant Colonel Saleem Khan 1 October 1992
Lieutenant Colonel Ibrahim Rehmat 24 September 1994
Lieutenant Colonel Zafar Junaid Usmani 30 September 1996
Lieutenant Colonel Imtiaz Ahmed Anjum 25 August 1998
Lieutenant Colonel Syed Muhammad Mazhar 7 November 2000
Lieutenant Colonel Asim Mehmood Qureshi 8 October 2002
Major Irfan Ahmad 2005
Major Imran Ashraf 2007
578
2 ARMY AVIATION FORWARD AREA ARMING REFUELLING COMPANY
Raising Team
Major Arif Sultan
Subedar Ayaz Khan Rahi
Naib Subedar Mulazim Hussain
Naib Subedar Abdul Sattar Raising Day 20th April 1985
Commanding Officers
Major Arif Sultan 2 May 1985
Major Khalid Mehmood 14 October 1988
Major Mubashar Jamal 19 August 1989
Lieutenant Colonel Javed Jahan 21 January 1991
Lieutenant Colonel Abdul Jamil 21 December 1993
Lieutenant Colonel Ikram Cheema 9 November 1994
Lieutenant Colonel M Iftikhar Ahmed 14 June 1996
Lieutenant Colonel Abdul Ghaffar 1 September 1998
Lieutenant Colonel Tahir Maqsood Khan 11 January 2001
Lieutenant Colonel Ahmed Ali Shah Roghani 6 January 2003
Major Salah ud din 2005
Major Kamran Ahmad 2007
579
3 ARMY AVIATION FORWARD AREA ARMING REFUELLING COMPANY
Commanding Officers
Major Asad Sharif 22 May 1985
Major Zahid Mehmood 26 October 1988
Major Muhammad Abbas 8 July 1990
Lieutenant Colonel Pervez Sultan Khan 30 August 1993
Lieutenant Colonel Khalid Hassan Butt 26 January 1994
Lieutenant Colonel Nofal Manzoor 30 July 1996
Lieutenant Colonel Tassalimoon Syed 29 December 1998
Lieutenant Colonel Hidayat Ullah 29 November 2000
Lieutenant Colonel Muhammad Nadeem 13 October 2002
Major Asrar Ahmed 2 February 2006
Major Abdul Basit Khan 21 September 2006
Raising Team
Major Asad Sharif
Subedar Muhammad Yousaf
580
301 FUEL STORAGE PLATOON
Officers Commanding
Major Tahir 19 July 1985 Major Farid Butt 10 September 1997
Major Muhammad Tariq 5 August 1989 Major Akram Raza 6 August 1999
Major Tajdar Iqbal 17 September 1991 Major Shakil Ahmed 25 March 2000
Major Zaffar Warraich 21 April 1993 Major Ejaz Ahmed 4 April 2003
Major Jamil Bajwa 11 June 1995 Major Mukarram 2005
Major Ijaz Hussain 25 May 1997 Major Tariq 2007
581
303 AVIATION FUEL STORAGE PLATOON
Officers Commanding
Major Taj Ahmed Major Rohail Malik
Major Mubarak Ahmed Major Abdul Sattar Khan
Major Ahsan Ahmed Major Faisal Butt
Major Jamil Ahmed Major Khalid Mir
Major Muhammad Afzal Major Shoaib
Officers Commanding
Captain Riffat Mahmood 14 May 1985 Major Khalid Mahmood 5 May 1996
Captain Zafar Ullah Khan 7 December 1986 Major Muhammad Ishtiaq 2 October 1998
Captain Amir Hafeez 16 February 1989 Major Tamiz Ud Din 20 April 2001
Captain Tariq Mahmood 15 October 1990 Major Safdar Hayat 2003
Captain Naeem Jan 26 December 1992 Captain Akhtar Ali 2005
Officers Commanding
Captain Syed M Iqbal Hashmi May 1985 Captain Syed Ahtesham Ul Abbas April 2000
Captain Syed Basharat Ali June 1987 Captain Mehar Gul Sumbal December 2001
Captain Abid Ali July 1989 Captain Abdullah Zaman 2003
Captain Tariq Mahmood Malik August 1992 Captain Nadeem Abbas 2005
Captain Muhammad Sohail March 1995 Major Nigar Wadood 2007
Captain Zaheer Bashir September 1997
582
PAKISTAN RANGERS (PUNJAB)
583
ACCIDENT INVESTIGATION BOARD
Directors
Colonel Muhammad Azam 17 August 1993
Colonel Shafiq ur Rehman 21 July 1995
Brigadier Shafiq ur Rehman 15 July 1997
Colonel Syed Ali 1999
Brigadier Hadeed Anwar Malik 21 December 2001
Lieutenant Colonel Saeed Ahmed Sadal 15 July 2002
Brigadier Tanveer Ullah Khan 18 Dec 2004
Brigadier Munir Ahsan Agtust 2005
Officers Commanding
Major Aslam Malik 23 May 2002
Major Gulzar Gondal 2 January 2004-
584
ARMY AVIATION ENGINEERING SCHOOL
COMMANDANTS
Raising Day
Jamil - 1975
29th April 1969 Majeed Ullah - 1969 Daud - 1971
Waqar- 2006
585
ARMY AVIATION SCHOOL
Raising Day
1st January 1959 as Air Observation Post School at Chaklala
redesignated as Army Aviation School on 01 January 1964
COMMANDANTS
Awan - 1959 Jabbar - 1961 Blaker - 1962 Karim - 1964 Mahmood - 1966
Brandon - 1969 Abbassy - 1970 Riaz - 1972 Aslam - 1974 Younis - 1976
Mokeet - 1978 Hamid - 1978 Rahmat - 1986 Razzaq - 1987 Dotani - 1990
Ashraf - 1993 Azam - 1995 Akhund SJ - 1997 Arshad - 1997 Arif Rasul - 1999
Nasir - 2001 Zulfiqar - 2003 Inam Karim - 2004 Shahid Sardar - 2006
586
QASIM ARMY AVIATION BASE
Jabbar - 1962 A.B. Awan - 1963 Jabbar - 1965 Mahmud - 1972 Qayyoom - 1975
Bukhari SJ - 1975 Abbassy - 1976 Mokeet - 1978 Nauman - 1984 Sajjad - 1987
Rahmat - 1990 Razzaq - 1991 Qazi - 1996 Isar - 1997 Kaukab - 1999
Arif - 2001 Raashid - 2003 Tanveer - 2004 Amir Khan - 2005 Tanveer - 2007
587
MULTAN ARMY AVIATION BASE
Raising Day 14th August 1981
COMMANDERS
Khalid Kamal - 1981 Sajjad Nazim - 1984 Rahmat Ullah - 1987 Nauman - 1988 Fahim - 1989
Humayun - 1990 Bashir Baz - 1992 Liaquat - 1994 Qayum Sher - 1995 Javed - 1997
Javed Iqbal - 1999 Waqar Kingravi - 2001 Ifzal - 2003 Tariq - 2006 Nadeem Aslam - 2007
588
ARMY AVIATION COMBAT GROUP
commanders
Raising Day
15th February 1985
Riffat - 1984 Sajid Ali - 1988 Ashraf - 1991
589
503 ARMY AVIATION WORKSHOP EME
COMMANDANTS
Raising Day
29 July 1969
Aman Ullah - 1972 Abdul Majeed - 1982 Saeed - 1982 Sher Khan - 1984
Salim Ud Din - 1988 Asmat Ullah - 1991 Akram Khan - 1995 Shahid Jamil - 1998
590
HEADQUARTERS ARMY AVIATION COMMAND
Raising Team
Colonel Taimur Dotani
Lieutenant Colonel Javed Aslam Tahir
Lieutenant Colonel Mirza Iqbal Hussain
Lieutenant Colonel Bashir Baz COLONEL STAFF
Lieutenant Colonel Sajjad Qureishi Colonel Shah Alam 06 May 1986
Group Captain Muhammad Saleem Colonel Taimur Dotani 21 December 1988
Major Ashraf Warraich Colonel Riaz Hussain 13 August 1990
Major Javed Akhtar Colonel Ayaz Hussain 1 June 1992
Major Din Muhammad Colonel Qayyum Sher Mahsud 16 July 1993
Captain Mujahid Asad Colonel Hashim Khan 8 July 1995
CHIEF OF STAFF
Brigadier Arif Rasul Qureshi July 1997
Brigadier Javed Aslam Tahir September 1999
Brigadier Javed Iqbal September 01
Brigadier Taqi Naseer Rizvi August 03
Brigadier Arif Nazir July 05
Brigadier Nasir Dilawar Shah April 2007
Officers of Headquarters Army Aviation Command with Vice Chief of Army Staff - October 2007
591
AVIATION DIRECTORATE
Jabbar - 1972 Saleem Ullah - 1974 Mahmud - 1974 Qayoom - 1975 Bukhari SJ - 1977
Trimzi - 1978 Mokeet - 1984 Nauman - 1987 Rahmat Ullah - 1987 Sajjad Nazim - 1990
Humayun - 1992 Bashir Baz - 1994 Ashraf - 1995 Tipu - 1998 Razzaq - 1998
Qazi - 1999 Javed Tahir - 2001 Ifzal - 2003 Pervez Sultan - 2003 Arif Rasul - 2003
Javed Tahir - 2004 Shahid Sardar - 2004 Azkar - 2004 Taqi Rizvi - 2006
592
GENERAL OFFICERS
Major General Syed Zafar Mehdi Askree Major General Rahmat Ullah
GOC 1986-1991 GOC 1991-1996
Major General Waqar Ahmad Kingravi Major General Taqi Naseer Rizvi
GOC - 2007 Director General - 2006
594
COLONEL COMMANDANTS
In 1990 the concept of preserving and promoting Army Aviation History took firm roots, resultantly
Army Aviation School was tasked to start the work. In 1995 the first ever 30 pages draft was prepared. The
work however continued and to give more impetus to the whole project. Colonel (Retired) Mushtaq Madni
was incorporated in 1996. He was given an office in Dhamial Tea Bar with some clerical staff and telephone
support. He worked on the this project for over 2 years and came up with the much improved draft of around
170 pages. Army Aviation History was to be published by Qasim Army Aviation Base in Golden Jubilee
year 1997. Second draft could not meet the GOCs approval in 1997 and the whole project stayed shelved
for another four years.
In 2002 Major General Azam after assuming command revived the project and put up the draft to
retired aviators at meetings held at Rawalpindi, Karachi and Lahore. The unanimous verdict of retired
officers was for the upgradation of the draft specially the role of Army Aviation during 65 and 71 War.
Retired aviators also volunteered to write their accounts for the book. Between 2002-2004 Major General
Azam and Major Aamir Cheema worked as a team for the finalization of the draft. The team also undertook
several other steps for the promotion and preservation of Aviation History, notably making of paintings,
history galleries and posters. By end 2004 a 500 pages draft was ready but was not approved by General
Azam for publishing; since there still existed some blank areas. In December 2004 General Azam was
posted out and the history project, though almost complete, once again went onto the back burner.
In March 2006 Major General Taqi Rizvi on taking over as Director General Army Aviation, again
revived the book. Major Aamir Cheema, now in Skardu was attached with Aviation Directorate and by end
2006 with the help of Major General Azam the book was upgraded to 650 pages. In the last quarter of 2007
the book was given the present shape with the assistance of Verve Communication especially Mr. Mumtaz
Ahmad who worked tirelessly and with dedication.
Photographs: Initially there were no photographs available however by stroke of luck an archive of
aviation related photographs were unearthed in Inter Services Public Relations Department. Retired and
serving aviators especially Brigadier Riaz, Lieutenant Colonel Sarfraz Rabbani SJ, Major Manzoor Kamal
Bajwa, Major Jawad, Major Altaf, Major Mehdi and Major Khattak provided pictures from their personal
collection. In year 2006-2007 the digital photography was fully utilized.
Paintings: The first ever aviation related painting was commissioned during Major General Razzaq’s
tenure later Major General Azam commissioned ten more paintings including four made by Group Captain
Hussaini.
Proof Reading: From 2003 onwards regular proof reading was carried out by officers of Headquarters
Army Aviation Command, notable were Colonel Waqar Ahmad and Brigadier Tariq Hussain. In 2007 final
proof reading was conducted by Major Tahir Kayani. The language is easy: Military English and accepted
spellings have been used.
Cost: Army Welfare Trust sponsored the project with half a million rupees out of which 0.2 million
rupees were utilized for the composing and print outs. The cost kept on rising due to increase in paper price.
In 2002 the estimated price of 1 copy was rupees five hundred which increased to rupees one thousand in
year 2007.
I
PICTORIAL GALLERY OF
‘MAKING OF THE BOOK’
The retired Army Aviators remained a major
source of information and verification. Almost
all available books, publications, magazines,
War Diaries, Digest of Service and official
record in Defence Archive was consulted.
Brig M.M. Karim proof reading Brig Riaz and Maj Gen Azam
Brig Jabbar - Maj Cheema - Brig Karim From Right Brig Mokeet W/Cdr Nazir, The First Pakistani AOP Pilot
Brig Hamid Chaudhry Maj Cheema and Maj Gen Babar SJ BAR Maj Cheema and Maj Gen Azam, proof reading
Brig Dawood - Maj Gen Taqi Maj Gen Azam with Maj Ikram Sehgal Draft June 2004
Brig MM Mahmood
Brig Bhangoo Retired aviators at Eid Milan, Qasim Avn Mess, 1991. Gen A.B. Awan third from right II
Maj Gens Ashraf, Rahmat, Javed, Zafar, Razzaq Maj Gen Azam and Col Rabbani SJ Some of Reference books
Maj Tahir Kayani Maj Bajwa Mumtaz, Composer Naik Mehboob Lt Col Sajjad Colonel Riffat
Retired aviators with Major General Razzaq and Brigadier Azam, on a passing out in 1996, Army Aviation School, Gujranwala.
III
Army Welfare Trust
Army Aviation Directorate on behalf of all Army Aviators express deep gratitude to Army
Welfare Trust in general and lieutenant General (retired) Zarrar Azim in particular for
financial assistance for the publication of Army Aviation History.
IV
Authors of
e H i s t o r y o f
“Th
r m y A v i a t i o n ”
P a k i s t a n A