[🇵🇰-Airforce] PAF History

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[🇵🇰-Airforce] PAF History
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G Pakistan Airforce
Colours & markings


It is likely that the original 35 aircraft inherited from RAF stocks were painted in RAF colours. At the time the RAF used two schemes: the Day Fighter Scheme, with Dark Green and Ocean Grey disruptive pattern with Medium Sea Grey undersurfaces, and the Silver scheme with all surfaces painted silver. However there is no evidence of the use of the Silver scheme on Pakistani Tempests.



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The 24 aircraft that were delivered from Hawker were painted in Desert Scheme of Dark Earth and Middle Stone disruptive pattern with Azure Blue undersurfaces, and Azure Blue spinner. Due to infrequent painting, repairs, and wear, aircraft started to look rather worn toward the end of their service. It seems after 1950 following the withdrawal of Tempests from operational units, the aircraft were gradually repainted in silver. Target tug aircraft had undersurfaces painted in a single colour, possibly yellow.

National markings consisted of the Pakistani roundel, white and green with yellow outline on wings and fuselage, and on the tail a green square with yellow outline and a white crescent with star, on both sides of the aircraft; the crescent faced to the rear on both sides. Serials were painted in black on fuselage sides and on wing undersurfaces in typical RAF pattern of the time. They were introduced on 6th December 1947.

At the same time quick identification markings were applied in the form of double white stripe around the rear fuselage, each band formed into a chevron on the fuselage sides (pointing forwards), and also double white chevrons at both wing roots and pointing towards the fuselage. There is a photo of a Tempest showing single black stripe at both wing roots, but it is uncertain if it is variation of the above marking or unrelated. Starting from 1949 those markings were gradually removed.

Spinners were painted in squadron colours, No 5 Sqn dark blue, No 9 Sqn red, No 14 Sqn white, left in factory colour or repainted, possibly with one of camouflage colours. No squadron emblems, popular on Sea Furies, were noticed on Tempests. There is a single photo of a Tempest showing an emblem on the cowling, which cannot be tied with any unit, possibly a personal marking.

Squadrons used code letters in white in front (to nose) of the fuselage roundels and in black on front bottom cowling. Later, in 1949, with the removal of identification stripes from the tail, code letters moved after the roundel (gradually on old aircraft, and immediately on newly delivered ones). It seems that white section on bottom of the front cowling was added as a background to the code at the same time, but no clear rule could be deduced. Only some aircraft received codes, probably those assigned to particular pilots, even if flown on availability basis. Favourite letters were used, eg. M for S/L ‘Bertie’ Mirza.
 
Commanders of Tempest Squadrons of the RPAF
No. 5 Squadron Falcons
S/L Zahiruddin Ahmad (1672)Aug 1947
S/L Syed Inam-ur-Rehman Bukhari (2379)Oct 1948
S/L Mohammad Mazhar Jaffery (3177)Feb 1950
S/L Julian Kazimierz Żuromski (835)July 1950
S/L Fuad Shahid Hussain (3002)Nov 1951
No. 9 Squadron Dragons now Griffins
S/L Mohammad Ibrahim Khan (1748)Aug 1947
S/L Balwant Kumar Dass (1673)Dec 1947
S/L Abdul Naeem Aziz (1907)Mar 1948
S/L Aziz ur Rehman Khan (2358)Feb 1949
S/L Abdul Majeed Khan (1913)July 1949
S/L Nawabzada Haider Mirza (3171)Dec 1949
S/L Abdur Rahim Khan (2927)July 1950
S/L Zafar Ahmad Chaudhry (3095)Sept 1950
No. 14 Squadron Shaheens now Tail Choppers
S/L Mohammad Khyber Khan (2133)Oct 1948
S/L Julian Kazimierz Żuromski (835)Nov 1949
S/L Ronald Duncan Rollo (1864)July 1950
S/L Masroor Hosain (3001)Nov 1951
No. 12 Squadron
S/L Mukhtar Ahmad Dogar (2353)July 1950
W/C Janmast Afridi (2879)July 1954
F/L Syed Mohammad Asghar (875)Nov 1955
W/C Robin Lovis James Jebb (2967)Apr 1956
W/C H M C Misra (3359)May 1957
W/C Syed Mansoor Ahmad Shah (3104)Apr 1958

Nominal Roll of pilots of

No. 5 Sqn on 15 August 1947:
S/L Zahiruddin Ahmad (1672)
F/O Fuad Shahid Hussain (3002)
F/O Saeed Ullah Khan (3241)
F/O Janmast Afridi (2879)
F/O Mohammed Sajjad Akhtar (3149)
F/O Mohammad Ashraf Sheikh (3137)
F/O Syed Inam-ur-Rehman Bukhari (2379)
F/O Mohammad Waseem Khan (2977)
F/O Mohammad Iqbal Rahman (2976)
No.9 Squadron in early 1950:
S/L Nawabzada Haider Mirza (3171)
F/L Abdur Rahim Khan (2927)
F/O Trevor Harold Gotting (802)
F/O Mohammad Zafar Masud (3314)
P/O Frederic Alan Isaacs (981)
P/O Mohammad Aslam Janjua (987)
P/O Kabir Khan (958)
P/O Mohyuddin Pir (991)

Notable Tempest pilots

S/L Abdur Rahim Khan (2927) C-in-C PAF
S/L Zafar Ahmad Chaudhry (3095) CAS PAF

Jim Raymond remembers flying Hawker Tempest II in Pakistan

Text: Franciszek Grabowski
 
LOCKHEED T-33 / RT-33 SHOOTING STAR

(1955-1993)


The Lockheed T-33 Shooting Star is an American built jet trainer aircraft. It was produced by Lockheed and made its first flight in 1948. The RT-33A version, reconnaissance aircraft was produced primarily for use by foreign countries, had a camera installed in the nose and additional equipment in the rear cockpit. T-33s continued to fly as currency trainers, drone towing, combat and tactical simulation training, "hack" aircraft, electronic countermeasures and warfare training and test platforms right into the 1980s.

15 T-33A, 6 RT-33A were received during 1955-56 by the Pakistan Air Force under the US military assistance programme, equipped No. 2 Fighter Conversion Unit and a tactical reconnaissance flight, the latter becoming No. 20 Photo Reconnaissance Squadron in 1959. No.20 Squadron was number-plated in 1972, its RT-33s and other photographic equipment transferred back to No. 2 Squadron to form a reconnaissance flight.


T-33s were armed with 2 × 0.50 in (12.7 mm) Browning M3 machine guns and could carry 907 kg bomb or rocket load on two hard points. Hence; T-33 and RT-33 were used for ground attack and photo reconnaissance duties in 1965 and 1971 wars against forward Indian targets.

1 T-33 was lost when East Pakistani instructor pilot attempted to hijack it to India, trainee Pilot Officer Rashid Minhas forced it to crash within Pakistani territory foiling the hijack attempt; embracing shahadat.

T-33 retired from PAF service in 1993 and replaced with Shenyang FT-5s.
 
MFI-17 MUSHSHAK / SUPER MUSHSHAK

(1974 till date)

MFI-17 Mushshak (English: Proficient) is a licence built basic trainer aircraft version of the SAAB Safari, used by the Pakistan Army and Pakistan Air Force. It is manufactured in Kamra, Pakistan, by Pakistan Aeronautical Complex (PAC). As of 2006, 80 aircraft have been manufactured. Built to MIL-Spec and fully aerobatic, it is used for training, towing and other ground support roles. An upgraded version, the MFI-395 Super Mushshak, has also been produced by PAC.

Used for training undergraduate student pilots the fundamentals of aircraft handling, instrument and night flying, the MFI-17 Mushshak is fitted with blind flying instrumentation. It is propelled by a single Textron Lycoming 4 cylinder engine with one twin-blade propeller. Also used for reconnaissance, observation and transportation purposes, there are attachment points (hard points) under the wings for extra fuel tanks and weapons, allowing the aircraft to perform ground attack sorties if required.
 
CESSNA T-37
(1962 till date)


The Cessna T-37 (Tweet) is a small, economical twin engine jet trainer-attack type aircraft which flew for decades as a primary trainer for the United States Air Force (USAF) and in the air forces of several other nations. The A-37 Dragonfly variant served in the light attack role during the Vietnam War and continues to serve in the air forces of several South American nations.

Pakistan Air Force procured a substantial number of T-37 in the early sixties for use as basic jet trainer at the air force academy Risalpur. T-37s are still in service.
 
K-8 KARAKORUM

(1994 till date)


The Hongdu JL-8 (or Nanchang JL-8), also known as the K-8 Karakorum, is a two-seat intermediate jet trainer and light attack aircraft built in joint-cooperation between the China (China Nanchang Aircraft Manufacturing Corporation) and Pakistan's (Pakistan Aeronautical Complex).

The first prototype was built in 1989, with the first flight taking place on 21 November 1990.

Pakistan Air Force received fourteen K-8 trainers in 1994, after which it decided to order 75 more to replace its fleet of
Cessna T-37 trainers. The latest development in the K-8 family is the K-8P version, which currently is operated by the Pakistan Air Force. K-8P has an advanced avionics package of integrated head-up displays and multi-function displays (MFD), MFD-integrated GPS and Instrument Landing System (ILS) / Tactical Air Navigation (TACAN) systems.

The People Liberation Army Air Force (PLAAF) received its first six K-8 trainers in 1998. Later upgrades to the Chinese model included an indigenously manufactured Chinese engine. The PLAAF is anticipated to continue adding the trainer to its fleet in order to replace older trainers that are now obsolete, such as the JJ-5 (FT-5).

Other nations have shown interest in the trainer and it now also serves in the air forces of Egypt, Sri Lanka and Zimbabwe. While the plane primarily serves as a trainer, it can also be used in the ground attack or even air combat role when appropriately armed.

In 2008 Venezuela announced the purchase of 18 K-8 aircraft. Currently the K-8 is being marketed by China to the air forces of the Philippines and to Indonesia, for replacing Indonesia's BAE Hawk MK.53 jet trainers. In 2009, the Bolivian government approved a deal to purchase 6 K-8P aircrafts for use in anti-drug operations.
 
SHENYANG FT-5

(1970 till date)


The Shenyang J-5 / F-5 (Jianjiji-5 - Fighter-5) is a Chinese built single-seat jet interceptor and fighter aircraft derived from the Soviet MiG-17. The J-5 was exported as the F-5 with the NATO reporting name "Fresco".

The Chinese developed F-5 into a two-seat trainer version of the MiG-17, designated the Chengdu JJ-5 (Jianjiji Jiaolianji - Fighter Trainer or FT-5), by combining the two-seat cockpit of the
MiG-15UTI, the VK-1A engine of the J-5, and the fuselage of the J-5A. All internal armament was removed and a single Nudelman-Richter NR-23 23 mm cannon was carried in a ventral pack.

Pakistan Air Force acquired FT-5s for use as advanced jet trainers / conversion aircraft.
 
PAF Shenyang FT-5

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The MiG-17 was license-built in both China and Poland. In the early 1950s, the PLAAF obtained a number of Soviet-built MiG-17 Fresco-A day fighters, designated "J-4" or, when passed on to other countries, "F-4". The Chinese obtained plans for the MiG-17F Fresco-C day fighter in 1955, along with two completed pattern aircraft, 15 knockdown kits, and parts for ten aircraft.

The first Chinese-built MiG-17F, produced by the Shenyang factory, performed its initial flight on 19 July 1956 with test pilot Wu Keming at the controls. The MiG-17F was known as the "J-5" in Chinese service, or "F-5" when it was exported. One was actually trialed as a torpedo bomber, but not surprisingly the concept never made it into formal service.

The Chinese then went on to produce the MiG-17PF interceptor as the "J-5A (F-5A)". Plans were obtained in 1961, but the country was in turmoil in the early 1960s and the first Chinese-built MiG-17PF, produced at the Chengdu factory, didn't fly until 1964, when the type was basically obsolete. It was given the designation of "J-5A (F-5A)". A total of 767 J-5s and J-5As were built to end of production in 1969.

Somewhat more practically, the Chinese built a two-seat trainer version of the MiG-17, designated the "JJ-5 (FT-5)". It was something of a hybrid, featuring the cockpit system of the MiG-15UTI / JJ-2, the non-afterburning VK-1A engine of the MiG-17 Fresco-A, and the larger airbrakes of the MiG-17F. It also had a protruding upper intake lip resembling that of the MiG-17PF, but the JJ-5 wasn't fitted with radar. All the nose armament was deleted, with the aircraft carrying a single NR-23 cannon in a belly pack. First flight was in 1968, with the type built at the Chengdu factory.

About 1,061 JJ-5s were built to end of production in 1986, with the type exported to a number of countries. Some sources have referred to it as a "MiG-17UTI", but formally speaking there never was an aircraft with that designation.

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