HISTORY
The Indian Air Force was officially established on 8 October 1932.Its first ac flight came into being on 01 Apr
1933. It possessed a strength of six RAF-trained officers and 19
Havai Sepoys (literally,
air soldiers). The
aircraft inventory comprised of four Westland Wapiti IIA army
co-operation biplanes at Drigh Road as the "A" Flight nucleus of the
planned No.1 (Army Co- operation)
Squadron.
 |
IAF Wapiti II co-operation biplane of "A" Flight,
No. 1 Squadron flying over New Delhi in the mid thirties |
Cutting its teeth
Four-and-a-half years later, "A" Flight was in action for the first time from Miranshah, in North Waziristan, to support
Indian Army operations against insurgent Bhittani tribesmen. Meanwhile, in April 1936, a "B" Flight had also been formed on
the vintage Wapiti. But, it was not until June 1938
that a "C" Flight was raised to bring No. 1 Squadron ostensibly to
full strength, and this remained the sole IAF formation when World War II began, although personnel strength had by now risen
to 16 officers and 662 men.
Problems concerning the defence of India were reassessed in 1939 by
the Chatfield Committee. It proposed the re-equipment
of RAF (Royal Air Force) squadrons based in lndia but did not make any
suggestions for the accelerating the then painfully
slow growth of IAF except for a scheme to raise five flights on a
voluntary basis to assist in the defence of the principal ports.
An IAF Volunteer Reserve was thus authorised, although equipping of the
proposed Coastal Defence Flights (CDFs) was somewhat
inhibited by aircraft availability. Nevertheless, five such flights were
established with No. 1 at Madras, No. 2 at Bombay,
No. 3 at Calcutta, No. 4 at Karachi and No. 5 at Cochin. No. 6 was later
formed at
Vizagapatanam. Built up around a nucleus of regular IAF and RAF personnel, these flights
were issued with both ex-RAF Wapitis and those relinquished by No. 1 Squadron IAF after its conversion to the Hawker Hart.
In the event, within a year, the squadron was to revert back to the Wapiti because of spares shortages, the aged
Westland biplanes being supplemented by a flight of Audaxes.
At the end of March 1941, Nos. 1 and 3 CDFs gave up their Wapitis which were requisitioned to equip No. 2 Squadron raised at
Peshawar in the following month, and were instead issued with Armstrong Whitworth Atalanta transports, used
to
patrol the Sunderbans delta area south of Calcutta. No. 2 CDF had meanwhile
received requisitioned D.H. 89 Dragon Rapides for convoy and coastal patrol, while No. 5 CDF took on strength a
single D.H. 86 which it used to patrol the west of Cape Camorin and the Malabar Coast.
Meanwhile the creation of a training structure in India became
imperative and RAF flying instructors were assigned to flying clubs
to instruct IAF Volunteer Reserve cadets on Tiger Moths.364 pupils were
to receive elementary flying training at seven clubs in
British India and two in various princely States by the end of 1941.
Some comparative modernity was infused in August 1941, when
No. 1 Squadron began conversion to the Westland Lysander at Drigh Road,
the Unit being presented with a full establishment of 12
Lysanders at Peshawar by the Bombay War Gifts Fund in the following
November. No. 2 Squadron had converted from the Wapiti to the
Audax in September 1941 and, on 1 October No. 3 Squadron, similarly
Audax-equipped, was raised at Peshawar.
 |
Line up of IAF Aircraft types at
the start of world war II |
The IAF VR was now inducted into the regular IAF, the individual
flights initially retaining their coastal defence status, but
with Japan's entry into the war in December, No. 4 Flight, with four
Wapitis and two Audaxes, was despatched to Burma to operate
from Moulmein. Unfortunately, four of the flight's six aircraft were
promptly lost to Japanese bombing and, late in January 1942,
No. 4 Flight gave place in Moulmein to No. 3 Flight which had meanwhile
re-equipped with four ex-RAF Blenheim ls. For a month,
these Blenheims were to provide almost the sole air cover for ships
arriving at Rangoon harbour.
War In Burma
On 1 February, No.1 Squadron arrived in Burma with its Lysanders,
flying tactical recce missions from Toungoo before transferring
to Mingaladon with a flight deployed at Lashio. I A F personnel were
soon hanging pairs of 250-lb. bombs on each of their Lysanders
and with these, flew low-level unescorted missions against the principal
Japanese air bases at Mae-Haungsaun, Cheingmai and Chiangrai
in Thailand. However, the Japanese advance was relentless and with the
final evacuation of Burma, No.1 Squadron personnel were flown
to India, where at Risalpur in June 1942, the unit began conversion to
the Hurricane IIB fighter. No.2 Squadron had also equipped with
Lysanders by the end of 1941, being confined to anti-invasion exercises
until, in September 1942, it emulated the IAF's premier unit by
converting to Hurricanes. The third IAF unit to operate the Lysander was
No.4 Squadron, formed with four aircraft on 16 February 1942. This
squadron was to continue to operate the Westland aircraft until it, too
was re-equipped with the Hurricane in June 1943. Six months earlier,
No.6 Squadron was raised with personnel from Nos 1 and 2 flights, being
Hurricane-equipped from the outset. Between March and December 1942, 10
aircrew schools were opened in India, and the first Harvard Is and IIs
were delivered to No. 1 Flying Training School at Ambala, this school
having been established to provide basic and advanced training for IAF
pilots over a four-and-half month course. By the end of that year,
however,or a decade after the IAF's creation and three years into World
War II, the Service could muster just five squadrons. The coastal
defence flights had now been disbanded and most personnel of Nos.3 and 6
Flights were combined with regular IAF personnel to form No. 7 Squadron
which was equipped with the
U:S. - built Vengeance 1 dive bomber in mid-February 1943. No. 8
Squadron was raised meanwhile, on 1 December 1942, absorbing the
remaining coastal defence flight personnel, and also issued with the
Vengeance, to achieve operational status on 25June 1943.
The
Vengeance suffered numerous defects and teething
troubles, necessitating temporary withdrawal from the two IAF squadrons,
but the problems were eventually mitigated if not eradicated,
and No. 8 Sqn flew its first operational Vengeance sorties against
Japanese targets from Double Moorings, Chittagong, on 15 December
1943, No. 7 Squadron, which had flown its Vengeances on some missions
against dissident tribesmen in North Waziristan, started
operations in the Arakan from an airstrip at Uderbund, near Kumbigram,
where it arrived on 12 March 1944, the two squadrons
converting to Vengeance IIIs during the course of operations and both
flying with considerable distinction.No. 7 Squadron discarded
its dive bombers in favour of Hurricane IIs for the
tactical-reconnaissance role in November 1944, No. 8 Squadron becoming
the first
to convert onto the Spitfire VIII during the previous month and
commencing operations on 3 January 1945 in the Kangaw area.
Both Nos 9 and 10 Squadrons were raised on Hurricanes in the early
months of 1944, and thus, by the end of the year, the
operational element of the IAF had risen to nine squadrons, with Nos.
1,2,3,4,6,7,9 and 10 on Hurricanes and No.8 on Spitfires.
Five of the Hurricane-equipped squadrons played a major role in the
Arakan offensive which began in December 1944, disrupting
the enemy's lines of communication and constantly harrying the Japanese
forces until victory was achieved with the re-occupation
of Rangoon on 3 May 1945. In that month, No. 4 Squadron became the
second IAF Spitfire unit when it re-equipped with the Mk VIII
version of this fighter, and No. 9 followed suit to complete conversion
byJuly, by which time No. 10 had begun conversion, and the
Hurricane, backbone of the IAF combat element for much of the war, was
rapidly phased out.
During
the war years, the steady expansion of the IAF had placed all emphasis
on army co-operation and tactical reconnaissance; it had continued to
fly ageing equipment such as the Hurricane when such aircraft as the
Thunderbolt and Mosquito were being inducted in large numbers by other
Allied forces in the theatre and it had, in consequence, suffered a
sense of equipment inferiority. Nevertheless, assigned the least
glamorous of tasks and flying obsolescent equipment, the Service
established traditions of courage and efficiency second to none; its
personnel had been awarded 22 Distinguished Flying Crosses and a host of
other decorations, and in recognition of its achievements, the Service
had been honoured by bestowal of the prefix "Royal" on its title in
March 1945.
Independence and partition
Squadron commanders of the Indian Air Force during the closing year of the Second World War
|
The stimulus provided by the Second World War had raised RIAF
personnel strength to 28,500 including some 1,600 officers, by the time
hostilities terminated. In August 1945, No. 4 Squadron was designated a
component unit of the British Commonwealth Occupation Forces in Japan,
exchanging its Spitfire Vllls for Mk XlVs in October and arriving in
Japan aboard HMS vengence
on 23 April 1946. Meanwhile, from late
1945, the remaining Hurricane-equipped RIAF fighter squadrons converted
to the Spitfire at Kohat, Samungli and Risalpur and by mid-1946 the
entire RIAF fighter force was Spitfire-equipped. The year 1946 also saw
the establishment of the first RIAF transport unit, No.12 Squadron which
had first been raised on Spitfires at Kohat in December 1945 and
received C-47 Dakotas in Panagarh in late 1946. A decision had also been
taken to re-equip the fighter squadrons with the Tempest II, and
implementation of this decision began during the autumn of 1946, No. 3
Squadron at Kolar becoming the first to re-equip, followed by No.10
Squadron later in 1946.
Personnel strength had meanwhile been virtually halved to some 14,000
officers and men in the post-war rundown, but the British authorities
had made their own assessment of India's post-war defence needs. As of
October 1946, they envisaged expansion of the existing ten RIAF
squadrons into a balanced force of twenty fighter, bomber and transport
squadrons. Owing to the rapidly changing political situation, however,
definitive decisions concerning Indian defence were, in the event, to be
left to the emerging Government of Independent India. No. 4 Squadron
converted to the Tempest 11 upon its return to India from Japan and
Nos.7 and 8 Squadrons also relinquished their Spitfires for the more
efficacious Tempest fighter during the summer of 1947. Nos. 1 and 9
Squadrons, too, received Tempest lls at this time, but on 15 August
1947, and with the division of both India and its armed forces, these
units stood down and their equipment was transferred to the newly
created Royal Pakistan Air Force. Thus, the principal components of the
RIAF at partition were Nos. 3,4,7,8 and 10 Squadrons with Tempest us,
No. 2 Squadron with Spitfires and No. 12 Squadron with C-47s, plus No. 1
Air Observation Flight, the establishment of which with AOP Auster 4s,
5s, and 6s, coincided with independence. No. 6 Squadron, which had been
in process of converting from Spitfires to C-47s at Drigh Road, had been
stood down and its transports transferred to Pakistan.
 |
 |
The RIAF had lost many permanent bases and other establishments as a result of the division of the country, but
was to have virtually no breathing space in which to recover from the surgery that had accompanied partition before the
Service was to find itself once more firing its guns in earnest. On 27 October 1947, No.12 Sqn was to initiate the
remarkable feat of air-lifting the Ist Sikhs from Palam onto the rough and dusty Srinagar airstrip without planning
or reconnaissance as the initial Indian response to the sizeable insurgent forces that were pouring across the border
into Jammu and Kashmir. On 30 October, the first Spitfires from the Advanced Flying School at Ambala reached Srinagar and
were soon engaged in strafing the raiders beyond Pattan. Within a week, the Tempests of No. 7 Squadron were playing a decisive
role in the battle of Shelatang which halted the forward momentum of the insurgents.
The fighting was to continue for 15 months, with heavy RIAF involvement throughout, a ceasefire eventually coming into
force on 1 January 1949, but despite being continuously on an operational footing throughout this period, the reorganisation
and modernisation of the Service continued unabated. The Combined Services Headquarters had meanwhile been separated for
command purposes and Air Headquarters established in New
Delhi. This included the Operational and
Training Commands, No. 1 Operational Group having been formed to supervise all RIAF units and their support elements engaged
in the campaign in Jammu and Kashmir.
Heavy bombers and jet fighters
No. 2 Squadron had re-equipped with Spitfire XVllls in the interim,
and No. 9 Squadron re-raised on this type; No. 101 Photo Reconnaissance
Flight was formed in January 1948 on Spitfire PR Mk. XlXs, this unit
being destined to achieve full squadron status in April 1950. To make up
attrition suffered in the Kashmir operations, a further batch of
Tempest IIs was procured from the UK in December 1948. The same year
witnessed various equipment changes, one of which was to have a profound
effect on the composition of the RIAF. The Service, wishing to
establish a heavy bombing element, contracted with HAL to "re-construct"
a force of B-24 Liberators from the mouldering remains of nearly 100 ex
USAF bombers of this type at the immense Care and Maintenance Unit
Depot at Kanpur.
Despite the scepticism on the part of the US and British advisers
concerning the feasibility of the scheme, the first half-dozen
HAL-reconditioned B-24s were ready by November 1948 and, on the 17th of
that month, No. 5 Squadron was formed with these heavy bombers. Later,
in early 1950, No. 6 Squadron was to re-form at Poona also with B-24s,
while No.16 Squadron was to be established to provide back-up training
on the type. To supplement the Tiger Moths, Prentice basic trainers were
delivered to the RIAF during the course of 1948, eventually to see
service at Jodhpur, Tambaram and Ambala, but truly epoch making in so
far as the Service was concerned, was the arrival in India on 4 November
1948 of three Vampire F.Mk.3 jet fighters.
These were the precursors of more than 400 Vampires
of various types that were procured by the Service over the following
years. The achievement of operational status on the Vampire FBMk.52 by
No. 7 Squadron in the following year was to give the RIAF the
distinction of becoming the first Asian air arm to operate jets.
 |
Consolidated-Vultee B-24 Liberator
heavy bomber of No.5 Squadron ("Tuskers") over the Deccan
plateau in the early 1950s.
|
Republic status
In January 1950, India became a Republic within the British
Commonwealth and the Indian Air Force dropped its "Royal" prefix. At
this time, it possessed six fighter squadrons of Spitfires, Vampires and
Tempests, operating from Kanpur, Poona, Ambala and Palam, one B-24
bomber squadron, one C-47 Dakota transport squadron, one AOP flight, a
communications squadron at Palam and a growing training organisation.
Training adhered closely to the pattern established by the RAF, most
instructors having graduated from the CFS in the UK and in addition to
No.1. Flying Training School at Hyderabad with Tiger Moths and Harvards
and No. 2 FTS atJodhpur with Prentices and Harvards, there were IAF
colleges at Begumpet, Coimbatore andJodhpur.Licence manufacture of the
de Havilland Vampire had been initiated by HAL which, after building a
batch from imported major assemblies, went on to manufacture a further
250. In addition, 60 Vampire T Mk. 55s were to be built of which 10 were
assembled from imported kits. Nos.2,3 and 8 Squadrons followed No.7
Squadron on the Vampire, but, extraordinarily, 1951 also saw the
formation of the last piston-engined fighter combat unit when No. 14
Squadron was raised on the Spitfire Mk. XVIII. Vampire NF Mk. 54
two-seat night fighters were obtained in May 1953 to re-equip No. 10.
Sqn at Palam, thus endowing night-intercept capability upon the IAF for
the first time. At this time, relations between India and Pakistan were
again steadily deteriorating and the IAF, its combat strength virtually
unchanged since partition in 1947, was scarcely ready for any full-scale
conflict. Plans were accordingly framed for major expansion during the
period 1953-57, and the Government began to seek non-traditional and
alternative sources of combat aircraft procurement.
Selection of the Dassault Ouragan fighter from France at this time
reflected the decision to initiate diversification of supply sources.
The first four of over 100 Ouragans, or
Toofanis as they were to
become known in the IAF, reached Palam from France on 24 October 1953,
and this type re-equipped Nos.8, 3 and 4 Squadrons in that order. The
Toofanis were
eventually to be passed on to newly-raised units Nos. 29 and 47
Squadrons, with the re-equipment in 1957 of Nos. 3 and 8 Squadrons with
the Mystere IVA from the same Gallic stable.
Re-equipment of the combat units necessarily assumed an overriding
priority in view of the growth of what were seen as threats to India's
integrity, but expansion of airlift capability was also vital. A second
transport squadron, No. 11, had been formed on C-47 Dakotas in September
1951, and considerable enhancement of the Service's logistic support
capacity was heralded by procurement of 26 Fairchild C-119G Packets from
the United States which reached India by the end of 1954. Rapidly to
assume the status of an airlift backbone, the C- 119Gs were issued to
No. 12 Squadron, which, for some years, operated them in concert with
the C-47s, the older transports eventually passing to a newly-raised
unit, No. 43 Squadron. A second batch of 29 C- 119Gs was obtained in
July 1960, and the transport fleet was further augmented by another 24
C-119Gs in May 1963 under US emergency military aid.
Both the establishment of a Maintenance Command and resurrection of the
Auxiliary Air Force took place in 1955, two units of
the latter being formed as Nos. 51 and 52 Squadrons at New Delhi and
Bombay. A third AAF unit, No. 53 Sqn, was raised at Madras
in the following year, and four more added over the next two years, Nos.
54 (Allahabad), 55 (Calcutta), 56 (Bhubaneshwar) and
57 (Chandigarh) Squadrons. The AAF squadrons were equipped with the
HAL-designed HT-2 trainer - officially introduced into service
on 10 January 1955 - and the Harvard, although Vampire FB Mk. 52s were
added in 1959.
 |
North American T-6G Texans (Harvards) of
No.2 Air Force Academy at Jodhpur |
Expansion and modernisation Particularly significant in IAF was the year
1957, which witnessed true beginnings of the major re-equipment
programme that was to raise the Service fully to world standards.
Deliveries began of 110 Dassault Mystere IVAs, carrying the service
into the realms of transonic flight for the first time, and both Hawker
Hunters and English Electric Canberras began to enter the
IAF inventory. A new No. 1 Squadron was raised on the Mystere, the
existing Vampire-equipped No. 1 Squadron being redesignated as
No. 27 Squadron; No. 5 Squadron re-equipped with the Canberra B(l) Mk.
58, and, at the year's end, No. 7 Squadron began conversion
to the Hunter FMk.56. It was perhaps appropriate that the year which saw
commencement of an immense infusion of modern hardware
should also witness the end of the IAF's piston-engined fighter epoch:
No. 14 Squadron, the last firstline piston-engined fighter unit, flew in
its Spitfire Mk. XVllls to Halwara in preparation for re-equipment with
the Vampire.
The IAF's energies were now taxed heavily with implementation of an
expansion programme aimed at raising the Service from a 15-squadron
force to no fewer than 33 squadrons over an extremely short span of
years: a Herculean task when performed simultaneously with sweeping
equipment changes. Several new squadrons, such as Nos. 15, 17, 20, 24,
27 and 45, were raised on Vampire FB Mk. 52s as interim equipment;
Canberra B(l) Mk. 58s had equipped two additional squadrons, Nos. 16 and
35 by 1959, No. 106 Squadron having equipped with Canberra PR Mk. 57s
and by the end of the 1961, six squadrons (Nos.7, 14, 17, 20, 27 and 37)
were equipped with the Hunter. Growth was not restricted to the combat
elements for, in parallel, the IAF's transport force was enlarged to six
squadrons, three with C-47s (Nos. 11, 43 and 49), two with C-119Gs
(Nos. 12 and 19) and one with DHC-3 Otters (No.41).
The
early sixties were accompanied by the IAF's induction of yet more new
aircraft types, the most interesting of these arguably being the Folland
Gnat lightweight fighter. With its startling agility, the Gnat
proffered outstanding cost effectiveness and during the mid-fifties a
licence agreement was concluded for its manufacture by HAL following
delivery of 23 complete aircraft and 20 sets of components by the parent
company. The first IAF unit, No. 23 Squadron, converted from the
Vampire FB Mk. 52 to the Gnat in March 1960. No. 2 Squadron re-equipped
with the Gnat at Ambala early in 1962, and No.9 Squadron soon followed
suit.
Canberras in the Congo
An unusual commitment of the IAF was to support United Nations
operations on the Congo (now Zaire) in 1961-62. Following an appeal by
the U.N. for both troops and combat aircraft to restore law and order
and keep peace, six Canberra B(1) 58s of No.5 Squadron were flown from
Agra to Central Africa. Operating from Leopoldville and Kamina, the
Canberras soon destroyed the rebel air force, raided Katangan targets
and generally provided the U.N. ground forces with its only long-range
air support force.
Soviet transports and helicopters
Further procurement source diversification had
been signified late in 1960 when, as a result of the increasing
frequency of clashes with Chinese forces on the Sino-lndian Himalayan
border and the need that these revealed for yet further increase in
airlift capability, together with a requirement for medium helicopters
suitable for high-altitude operation, orders were placed in the Soviet
Union for eight Antonov An- 12B and 24 IL-yushin 11- 14 transport
aircraft plus 10 Mi-4 helicopters. The first An-12B arrived in
India on 1 March 1961, No. 44 Squadron being formed on this type, the
11-14s that followed equipping another newly-raised squadron, No. 42. A
follow-on order for a further eight An-12Bs was placed early in 1962,
the IAF finally beginning to build up a really credible heavy airlift
capability which was to be immensely enhanced with the arrival of a
further 25 An-12Bs under a loan agreement signed in July 1963, a second
squadron, No.25, meanwhile being formed on this type.
The Mi-4 helicopter was to have as profound an effect on IAF
capability as did the An-12B. Prior to the phase-in on this Soviet type,
the Service had but a handful of ageing Sikorsky S-55s, plus a number
of small Bell 47Gs, and with the delivery of Mi-4s, major expansion of
the IAF rotorcraft inventory began. No.109 Helicopter Unit was formed
with the first Mi-4s and following an order for further 16 Mi-4s in
early 1962, other helicopter units were formed in North-East India,
successive orders in 1963-64 and 1966 eventually bringing the total
number of Mi-4s procured to 120.
Conflict with China
The real test of IAF airlift capability came in October 1962, when
open warfare erupted on the Sino-lndian border.
During the period 20 October to 20 November, pressure on the Service's
transport and helicopter units were intense, troops
and supplies having to be flown to the support of the border posts
virtually around the clock and at extreme altitudes.
The helicopters had to constantly run the gauntlet of Chinese small arms
and anti-aircraft fire, while operating to.the
tricky helipads in the mountains. Many notable feats were performed by
the IAF during this conflict, including the
operation of C-119Gs from airstrips 17,000 ft (5180m) above sea level in
the Karakoram Himalayas, and the air-lifting
by An-12Bs of two troops of AMX-13 light tanks to Chushul, in Ladakh,
where the small airstrip was 15,000 ft (4570m) above sea level.
The state of emergency declared as a result of the Sino-lndian
fighting resulted in disbandment of the Auxillary Air Force and
absorption of its personnel and equipment by the regular IAF. An
emergency training scheme was instituted in which the services of
five flying clubs at Madras, Kanpur, New Delhi, Nagpur and Patiala were
enlisted, more than 1,000 cadets receiving primary flying
instruction with these clubs by the end of 1964. Furthermore, Vampire
FBMk.52s "mothballed" since 1961, were restored to service
as the equipment of newly-raised squadrons.
 |
One of the IAF's first Mi-4 helicopters evacuating
tribals from a helipad in the erstwhile
North East
frontier Agency (NEFA) in 1962. |
The IAF was expanding rapidly, its personnel strength of 28,000 officers
and men at the time of the Sino-lndian conflict
increasing by some two-thirds by the end of 1964, but the manpower
requirements of the 33-squadron force had still to be
implemented fully when the scheme was overtaken by even more ambitious
expansion to a 45-squadron force which was sanctioned
by the Government in October 1962, this calling for the raising of IAF
personnel strength to some 100,000 by the early seventies.
Together with the arrival of successive batches of An- 12Bs from the
Soviet Union and a third batch of C- 119Gs from the USA, the IAF began
to receive the Canadian DHC-4 Caribou, two being presented to the
Service by the Canadian Government as assistance in wake of the
Sino-lndian conflict and 16 more being ordered, with deliveries
commencing in September 1963, resulting in the establishment of No.33
Squadron.
An epoch-making decision was taken in August 1962 which was to
profoundly alter the complexion and strength of the Indian Air Force
into the decades ahead. The Government of India signed protocols with
the Soviet Union for the very first supply of combat aircraft and
missiles for the Indian Air Force. The purchase of 12 MiG-21 fighters
from the Soviet Union - the IAF's first combat aircraft of non-western
origin - and for Soviet technical assistance in setting up production
facilities for the fighter in India was followed by the procurement of
SA-2
(Dvina) surface-to-air missiles. Re-equipment and expansion
of the IAF was now being pursued in parallel with major changes in the
operational infrastructure. Prior to the Sino-lndian conflict, the IAF
had been geared to provide defence against attack from the West only,
but appreciation of the vulnerability of the entire Northern and Eastern
border had called for profound rethinking of the operational
infrastructure.
It was now patently apparent that, for a country of the immensity of
India, a system of purely functional Commands was impracticable and
that, to cater for all potential-threats, operational command would in
future, have to be exercised on a regional basis. Thus the Indian
periphery was divided into three for purposes of operational control,
the Western, Central and Eastern Air Commands eventually emerging.
However, in order to maintain uniform standards in training and
maintenance, the Training and Maintenance Commands were to remain
functional.
War in the Sub continent
Tension between India and Pakistan had steadily escalated over the
years, culminating on 1 September 1965 in a massive attack in the Chhamb
sector by Pakistani forces. Possessing the initiative in having chosen
the time and place to strike and enjoying overwhelming numerical
superiority in the sector in both armour and troops, Pakistan posed a
grave threat to Indian forces on the ground and so, in response to
urgent requests for air strikes against Pakistani armour advancing in
the Chhamb-Jaurian sector, Vampire FBMk.52s of No. 45 Squadron, at the
time undergoing operational training at a forward base, mounted their
first sorties at 1745 hours on the first day of the conflict, and on
their heels came the Mysteres of Nos.3 and 31 Squadrons operating from
Pathankot. The Pakistani armoured thrust was staggered. IAF Gnats proved
their mettle in shooting down PAF Sabres in this sector, the first of
aerial victories being notched by Nos. 23 and 9 Squadrons. Rapidly
escalating, full scale warfare broke out on 6 September all along the
international border between West Pakistan and India.
 |
 |
| Mystere IVA of No. 1 Squadron ("Tigers") being armed with 30 mm cannon rounds
at a forward air base during September 1965. |
Cine gun camera shots showing a PAF Sabre being shot down in combat by an IAF
Gnat in September 1965. |
In the days that followed, IAF Canberras raided
the major PAF bases at Sargodha and Chaklala at night, flying 200
counter air and interdiction missions against these and other Pakistani
bases, including those at Akwal, Peshawar, Kohat, ChakJhumra and
Risalwala. The virtuosity of the Hunters was fully demonstrated,
Nos. 7, 20 and 27 Squadrons being employed in counter-air as well as
interdiction and close air support missions in the West while Hunters of
No. 14 Squadron battled with Sabres of the PAF No. 14 squadron raiding
the IAF base at Kalaikunda in the East. The Mysteres were employed
primarily in the ground attack role in which they proved extremely
effective, with their swaths of 5 5 mm rockets most effective against
armoured vehicles. Perhaps the most outstanding operational success was
enjoyed by the Gnat, the three squadrons of which provided the air
defence mainstay by flying CAPs over most operational IAF bases as well
as fulfilling escort missions. Indeed, such was its success particularly
against the F-86, that it was to earn the appellation of "Sabre
Slayer". The September conflict was the first full-scale war in which
the post-independence IAF was involved and the Service learned many
lessons as a result. Post mortem examination revealed some requirements,
the pace of expansion being slowed while lessons were digested. It was
realised that too much emphasis had been placed on quantity at some cost
in quality in order to cater for the dictates of the very high tempo
IAF expansion embarked upon following the Sino-Indian War. This had
necessitated cutting the duration of training courses to maximise
personnel output and there was evidence that this could have some
adverse effect on operational efficiency.. Emphasis was now reversed in
that quality once more took precedence over quanitity and training
underwent major reorganization in consequence.
Consolidation and modernisation
There could, of course, be no abatement in equipment modernisation.
While the Indo-Pakistan conflict had underlined the vital importance of
the state or readiness of the men flying and servicing the aircraft,
their training and motivation, the efficacy of their equipment was of
equal concern. When the September 1965 hostilities began, the MiG-21 had
still to achieve operational status. No. 28 Squadron had been formed on
the MiG-21 clear-weather day intercept model but was still very much a
trials unit then flying localised CAPs. Early acquisition of MiG-21s of a
later and more potent version was considered essential to accelerate
re-equipment of squadrons still flying such patently obsolete types as
the Vampire FBMk.52. Thus sufficient numbers of the improved MiG-21FL
(Type 77 in IAF parlance) were imported in flyaway condition to initiate
the programme, and these, together with others imported in CKD form for
HAL assembly, were to be sufficient for the re-equipment of nine
squadrons during the period 1966-69.
Owing to the success enjoyed by the Gnat during
the conflict, plans for its early-1966 phase-out by HAL were halted and
production was fully reinstated, to result in a further four Gnat
squadrons (Nos 15, 21, 22 and 24) being formed during 1966-68. Delay in
availability of the HAL-designed HF-24 Marut for the ground attack
fighter mission led, in 1966, to the IAF evaluating and the Government
purchasing the Sukhoi Su-7BM, deliveries of which from the Soviet
Union were to commence in March 1968, with No.26 Squadron being the
first of a half-dozen squadrons that were to operate the type. Within
three years of the Indo-Pakistan conflict, the IAF, which had achieved
equal status with the Army on 15 January 1966, possessed in excess of
70,000 personnel and was nearing its 45-squadron goal. Its composition
in the autumn of 1968 included 23 fighter category squadrons, three
tactical bomber squadrons, a maritime patrol squadron (with ex-Air India
L. 1049G Super Constellations), 11 transport squadrons, four AOP
squadrons, a number of helicopter units and a few SAM squadrons.
Numerically predominating in the fighter inventory was the Gnat,
equipping eight squadrons; six squadrons were equipped with the Hunter, a
further four on the MiG-21FL and two on the Mystere IVA. Two squadrons
fulfilled the photo-recce fighter role with adapted Vampire T Mk. 55s
and one squadron was operating the HF-24 Marut. The bombing element
comprised three squadrons equipped with the Canberra; the maritime
reconnaissance unit, No. 6 Sqn, had finally relinquished its Liberators
late in 1967, and was operating adapted L- 1049G Super Constellations.
The airlift component consisted of two squadrons with An- 12Bs, three
with C- 119Gs, three with C-47s, two with Otters and one each with
11-14s and Caribous while one squadron was in process of converting from
the C-47 to the HS. 748. The AOP squadrons operated a mix of Auster
AOP-9s and HAL-designed HAOP-27 Krishaks, and the Helicopter Units,
which were not formed into separate squadrons, were equipped with the
Mi-4 and the Alouette 111 (Chetak). As the sixties translated to the
seventies, the IAF consolidated its expansion plans, attaining its
45-squadron goal. Obsolescent equipment was steadily withdrawn to be
succeeded by increasing numbers of HF-24s, MiG-21FLs and SU-7BMs and in
March 1971, planning began on the creation of an extensive Air Defence
Ground Environment System (ADGES), the emphasis initially being placed
on strengthening surveillance of the Sino-lndian border. Flying training
was rationalised and expanded and, inJanuary 1971, the Air Force
Academy at Dundigal (near Hyderabad) was inaugurated.
The War of December 1971
The professional standards, capability and flexibility of the much
expanded Service were soon to be put to the acid test. From early 1971,
as the political situation on the sub-continent deteriorated, the IAF
was alerted to the possibility of another armed conflict. For some weeks
in November, both Indian and Pakistan governments protested violations
of national airspace along the western border, but aerial conflict
between the respective air arms began in earnest on 22 November,
preceding full-scale warfare between India and Pakistan by 12 days. At
1449 hours, four Pakistani Sabres strafed Indian and Mukti Bahini
positions in the Chowgacha Mor area, and 10 minutes later, while engaged
on a third strafing run, the Sabres were intercepted by four Gnats from
No. 22 Sqn, a detachment of which was operating from Dum Dum Airport,
Calcutta. During the ensuing melee, three of the Sabres were shot down,
all Gnats returning to base unscathed. The first blood of a new
Indo-Pakistan air war had been drawn. Other encounters were to follow
over the next 10 days, within both Indian and Pakistani airspace, before
full-scale war began on 3 December. Pre-emptive strikes were launched
by the Pakistan Air Force against IAF bases at Srinagar, Amritsar and
Pathankot, followed by attacks on Ambala, Agra, Jodhpur, Uttarlai,
Avantipur, Faridkot, Halwara and Sirsa. Apart from IAF bases, the PAF
attacked railway stations, Indian armour concentrations and other
targets. In response and during the ensuing two weeks, the IAF carried
out some 4,000 sorties in the West from major and forward bases in
Jammu, Kashmir, Punjab and Rajasthan, while, in the East, a further
1,978 sorties were flown.
 |
 |
PAF hanger at Dacca airfield after
an air
attack by the IAF, Dec 71
|
The IAF strikes the enemy's rail communication
in West Pakistan, Dec 71
|
Throughout the conflict, in which Indian strategy was to maintain
basically defensive postures on the western and northern fronts whilst
placing emphasis on a lightning campaign in the east, the IAF
established a highly credible serviceability rate which exceeded 80 per
cent. Mission emphasis throughout was on interdiction. In the West the
IAF's primary tasks were disruption of enemy communications, the
destruction of fuel and ammunition reserves, and the prevention of any
ground force concentrations so that no major offensive could be mounted
against India while Indian forces were primarily engaged in the East. On
the Eastern front, the Indian forces launched a sophisticated campaign
which included rapid-moving infantry and armour advancing from three
directions, airborne and heliborne assaults, missile bombardments from
ships and an amphibious landing, the IAF's task being primarily direct
support of the ground forces. In a classic air action in the Western
desert, four Hunters of the OCU, detachment at Jaisalmer destroyed an
entire armoured regiment at Longewala, literally stopping the enemy
offensive in its tracks.
The IAF had good reason for satisfaction with its showing during the
December 1971 conflict. Although Pakistan had initiated the war with
pre-emptive air strikes against major forward air bases, the IAF rapidly
gained the initiative and had thereafter dominated the skies over both
fronts. Admittedly, there had to be war losses but the IAF flew many
more sorties than its opponent with interdiction missions predominating,
and the bulk of the Service's attrition was the result of intensive
anti-aircraft fire; in aerial combat, the IAF proved its superiority in
no uncertain manner. First round had gone to the Gnats, again, but its
later compatriots, the MiG-21s, were to shortly demonstrate the
superiority of this supersonic fighter, flown by professionals. Six
squadrons of MiG-21FLs were part of the IAF's order-of battle,
participating in operations both in the Eastern and Western Sectors.
Three MiG-21 squadrons, operating from Gauhati and Tezpur,took part in
counter-air, escort and close air support tasks during the blitzkrieg
action in Bangladesh. That the MiG-21 was highly effective in short
range, precision attacks was amply demonstrated during the attacks with
500 kg bombs on the PAF's air bases at Tezgaon and Kurmitola, while pin
point 57 mm rocket attacks were carried out against key command centres
in the capital Dacca itself.
It was in the Western theatre that the MiG-21 was employed in its
primary task, that of air defence, escort and interception. Deployed at
all the major air bases, from Pathankot in the north to Jamnagar in the
South Western area, the MiG-21FLs mounted hundreds of combat air patrol
sorties over Vital Points (VP) and Vital Areas (VA), flew escort
missions for bombers and strike fighters and were continuously scrambled
to intercept hostile intruders. The MiG-21 finally met its original
adversary, the F- 104 Starfighter, in air combat over the Subcontinent
during the December 1971 conflict and in all four recorded cases of
classic dog fights, the MiG-21s outclassed and out fought the F- 104s.
The first aerial victory was on 12 December 1971, when MiG-21FLs of No.
47 Squadron shot down a PAF F-104 over the Gulf of Kutch and this was
followed by three more victories in quick succession on 17 December,
when MiG-21FLs of No. 29 Squadron escorting HF-24 Maruts, shot down
intercepting F-104s near Uttarlai in the Rajsthan desert in gun-missile
encounters, while a third F-104, on an intruding mission, was shot down
by another MiG 21FL of No.29 Squadron.
The December 1971 war also meant the gaining of India's highest award
for gallantry to the IAF. Flying Officer Nirmal Jit Singh Sekhon,
flying Gnats with No. 18 Squadron from Srinagar, was posthumously
awarded the Param Vir Chakra. Notwithstanding the successful campaign of
December 1971 which created both history and geography, the Indian Air
Force had lessons to draw from subsequent analyses of the conflict,
although for the most part, these lessons dictated refinement rather
than any fundamental change.
A mature and modern force
Aircraft Systems Testing Establishment (ASTE) the Tactics & Air
Combat Development Establishment, (TACDE), the 'College of Air Combat'
and other specialist establiments continued to mature. Work on the ADGES
was resumed in 1974-75 and plans for the qualitative upgrading of the
entire Air Force were continually refined. The IAF handed over its Super
Constellations to the Navy in 1975. The early seventies saw force
levels being consolidated, and training in new weapons-systems and
evolution of new tactics being honed.
By the mid '70s, the IAF was clearly in need of urgent re-equipment
decisions and various requirements, better known by their acronyms DPSA,
TASA, METAC and HETAC, were pursued and decisions were forthcoming at
last. The period, the IAF was to benefit from a crest in the eighties,
the period 1978-88 witnessing a major modernisation programme which
replaced most of the earlier generation and obsolete equipment with
spanking new aircraft types and weapon systems. No less than twenty new
aircraft types and sub-types entered the IAF's service over these years,
including various strike fighters, third-generation supersonic
interceptors, tri-sonic reconnaissance aircraft, strategic heavy lift
transports, medium tactical transports, light transport aircraft, heavy
lift and medium-assault helicopters, basic trainers, surface-to-air
missiles and an array of sophisticated weaponry propelling the IAF, or
Bharatiya Vayu Sena, into one of the world's better equipped air arms.
First off the mark was selection of the Jaguar strike fighter, to
meet the IAF's urgent Deep Penetration Strike Aircraft (DPSA)
requirement, to replace the Canberra and Hunter still soldiering on in
this exacting role. After many years of evaluation and negotiation, the
Anglo-French fighter was contracted for, an interim batch of ex-RAF
Jaguars being accepted to re-equip No. 14 Squadron. IAF pilots and
technicians received conversion training with the RAF and British
Aerospace in Lossiemouth, Coltishall and Warton before ferrying the
first Jaguars to India in July 1979. These were followed by a batch of
U.K. built Jaguars to re-equip No. 5 Squadron even as simultaneously,
HAL prepared for production of the aircraft, its powerplants, avionics
and accessories in India. By the mid-80s, the Jaguar was in service with
Nos. 5, 14, 16 and 27 Squadrons while a flight of No.6 Squadron was
equipped with the Maritime Jaguar carrying the new generation Sea Eagle
anti-ship sea-skimming missile. The Jaguar strike fighter was equipped
also with Magic air-to-air missiles on unique overwing pylons, featured
advanced nay-attack systems and able to carry formidable warload till
the far ends of the sub-continent.
Meanwhile, in 1976, the "third generation" MiG-21bis, considered the
definitive variant of the classic tailed-delta fighter design, was to
follow-on the "M" sub-type, as a multi-role air superiority/ground
attack version. The MiG-21bis assumed the prime air defence mantle and
sufficient numbers were acquired in 1976-77 to equip three squadrons
(Nos. 15, 21 and 23) formerly operating the Gnat light fighter. With
some 580 MiG-21s delivered by HAL and nearly 250 MiG-21s (including the
two-seat operational trainers) imported as "fly aways", the type
remained an immense asset for the Indian Air Force for over a quarter
century. The quantity vs. quality dilemma inevitably faced by most of
the world's air forces as a consequence of spiralling costs was
mitigated for the IAF by the large scale availability of the MiG-21,
which type will surely go down as one of aviation history's all-time
classics.
The next requirement to be met was for a Tactical Air Strike Aircraft
(TASA). With the various development programmes to enhance the
operational performance of the HF-24 Marut by HAL abandoned for one
reason or the other, the Government of India concluded an agreement with
the Soviet Union for the MiG-23 variable-sweep fighter. Four squadrons,
then flying the HF-24 and Sukhoi Su-7 were re-equipped with the
MiG-23BN and induction into IAF service of this swing-wing fighter. Nos.
10 and 220 Squadrons were shortly operational on the new type and Nos.
31 and 221 followed to add a considerable measure of potency to the
offensive air support formations of the IAF. The dedicated strike
derivative, selected for licence production by HAL, was the MiG-27M
which shared the overall configuration of the BN but was optimised for
low-level, high-speed performance. The last Sukhoi Su-7 Squadron
(No.222) became the first MiG-27M unit and the Ajeet light fighter
squadrons were gradually re-equipped with the MiG-27ML, No.9 being
followed by Nos.18,22 and lately, No.2.
Induction of the new generation F-16 fighter by the PAF in 1981-82
was a "dejavu" type situation for India and in order to counter such a
challenge, the Government contracted for the MiG-23MF air superiority
version of the swing-wing fighter, equipped with beyond-visual range
missiles, and two new squadrons (Nos. 223 and 224) were formed on the
type in 1982. However, these were considered only an interim solution
and, in the absence of suitable, known, Soviet equivalents, India turned
to Western sources for an advanced technology interceptor. In 1982, a
contract was finalised with France for the Mirage 2000 delta-wing,
fly-by-wire fighter, with high agility and a formidable radar/missile
combination. IAF pilots and technicians had converted to the Mirage 2000
at Mont de Marsan and ferried the fighters from France in the summer of
1985. Two squadrons (Nos. 1 and 7) were re-equipped with the new French
fighter in 1985-86 and the Indian Air Force employed this multi-role
advanced technology fighter to good effect in a number of actions within
the next few years.
Not too long afterwards, the Indian Air Force was, to be pleasantly
surprised when its test pilots were invited to evaluate the Soviet
Union's latest, still-under-wraps, air superiority fighter, vaguely
known to the public as the
Fulcrum. Officially designated the
MiG-29, the IAF team was obviously delighted by the new generation
fighter's performance and handling qualities, described as "truly
outstanding". Two years were to pass, however, before the Governments of
India and the Soviet Union formalised an agreement for supply of the
MiG-29, integrated with contemporary pulse doppler radar and new weapon
systems.
The IAF Motto
The Motto of Indian Air Force has been taken from
eleventh chapter of the Gita, the Discourse given by Lord Krishna to
Arjuna on the battlefield of Kurukshetra during the Great War of
Mahabharata. The Lord is showing His Supreme Divine form to Arjuna and
the great form of the Lord is reaching the sky with glory, evoking fear
and loss of self-control in the mind of Arjuna.
The Indian Air
Force, similarly, aims to overwhelm the adversaries with application of
aerospace power in defence of the nation.
Lord, seeing your form �Touching the Sky With
Glory�, effulgent, multi-coloured, having its mouth wide open and
possessing large flaming eyes, I, with my innermost self frightened,
have lost self-control and find no peace.
The IAF Crest
Crests have been used for the purpose of recognition and
distinguishing formations or Units. They are symbols and source of
inspiration and encouragement for the soldiers. The Air Force has
adopted various crests for the commands, Squardron and the other
establishments. The Crests in the Indian Air Force comprises of a
standard frame. The central portion of the frame contains the individual
formation sign with a motto shown in the scroll at the foot of the
frame. The unit sign is drawn inside a circle of 3 � inches diameter.
The name of the formation of the units is shown in the upper half of the
circle while
Bhartiya Vayu Sena inscribed
in the lower half. The crest and the motto are designed based on the
role of the formation. The Crest is approved by the President of India
and is of great historical and sentimental value. The Crest is normally
presented by the AOsC-in-C at ceremonial parades. The importance of the
crest can be understood from the fact that the movement of the crest
from one place to other is done only by hand of an officer.
IAF FLAG
The Air Force ensign, different from the Air Force Colours, is blue
in colour, containing the National Flag in the first quadrant and a
roundel consisting of the colours of the National Flag i.e. saffron,
white and green in the centre. This ensign was adopted in 1951 .
UNIFORMS
Dress No 1
(Winter Ceremonial Dress)
DETAILS OF DRESS
 |
Blue Grey terrywool tunic with silk rank braid on sleeves with Collar Tags as applicable. |
|
Blue Grey terrywool trousers. |
|
Light Blue terrycot full sleeve shirt with plain black tie. |
|
Peak Cap/Navy Blue turban badges and light Blue under turban. |
|
Plain black socks. |
|
Black OP Shoes. |
|
Entitled full medals and decorations. |
|
Entitled aircrew and other proficiency badges. |
|
Grey name tab. |
|
Aiguillettes for Air rank officers. |
|
White webbing for parades when so prescribed. |
OCCASIONS OF WEARING
(a) Formal receiving/calling/departure of :
(ii) Foreign Heads of States/Prime Ministers on State visits only.
(iii)Royalty.
(iv) Chief of the Army Staff, Chief of the Naval Staff and Chief of the Air Staff.
(b) Visits by the President of India.
(c) State ceremonials, i.e., Investitures at Rashtrapati
Bhavan, Proclamation Parades, Independence Day celebrations, Republic
Day Parade, Martyrs' Day or any other occasions notified as such.
(d) State functions, i.e. At Home reception at Rashtrapati Bhawan/Raj Bhawan or at other places when so ordered.
(e) Courts Martial.
(f) Guards of Honour.
(g) State/Military Funerals, Attestations, Service and other anniversary parades.
(h) At ceremonies and entertainments when the local commander considers it desirable to do special Honour to that occasion.
(j) Reception of foreign VIPs, eg., Ministers of cabinet
rank, Chiefs of Staff, Commander-in-Chief of a State and Armed Forces,
Goodwill missions on official state visits.
(k) When a visiting Head of State of a foreign country holds a reception.
(l) Individuals witnessing/participating in ceremonial parades.
(m) When parading with airmen, eg., Proclamation
Parades, Investiture Parades, Independence Day Parade, Republic Day
Parade, Martyrs' Day parade, Guard of Honour, State/Military Funeral
Parades, Attestation Parades, Service & other Anniversary Parades
etc.
DETAILS OF DRESS
|
Light Blue terrycot half sleeve shirt with silk rank braid on shoulders with Collar Tags as applicable. |
|
Blue grey terrycot trousers. |
|
Narrow blue grey nylon belt with chrome plated IAF crest on belt buckle. |
|
Peak Cap/Navy Blue turban with authorised turban badges and light blue band under turban. |
|
Plain black socks. |
|
Black OP Shoes. |
|
Entitled aircrew badges and other proficiency badges. |
|
Entitled full medals and decorations. |
|
Grey name tab. |
|
Aiguillettes for Air rank officers. |
|
White webbing on parades, when so prescribed. |
OCCASIONS TO WEAR
(a) Formal receiving/calling/departure of :
(i) President of India
(ii) Foreign Heads of States/Prime Ministers on State Visits only.
(iii) Royalty.
(iv) Chief of the Army Staff, Chief of the Naval Staff and Chief of the Air Staff.
(b) Visits by the President of India.
(c) State ceremonials, i.e.,Investitures at Rashtrapati Bhawan,
Proclamation Parades, Independence Day celebrations, Republic Day
parade, Martyrs' Day or any other occasions notified as such.
(d) State functions, i.e., At Home Reception at Rashtrapati Bhawan/Raj Bhawan or at other places when so ordered.
(e) Courts Martial.
(f) Guards of Honour.
(g) State/Military Funerals, Attestations, Service and other anniversary parades.
(h) At ceremonies and entertainments when the local commander considers it desirable to do special Honour to that occasion.
(j) Reception of foreign VIPs, eg., Minister of Cabinet rank, Chiefs
of Staff, Commander-in-Chief of a State and Armed Forces Goodwilll
Missions on official state visits.
(k) When a visiting Head of State of a foreign country holds a reception.
(l) Individuals witnessing/participating in ceremonial parades.
(m) When parading with airmen, eg., Proclamation Parades, Investiture
Parades, Independence Day Parade, Republic Day Parade, Martyrs' Day
Parade, Guard of Honour, State/Military funeral Parades, Attestation
Parades, Service and other Anniversary Parades etc.
DETAILS OF DRESS
|
Blue grey terrywool tunic with silk rank braid on sleeves with Collar Tags as applicable. |
|
Blue grey terrywool trousers. |
|
Light Blue terrycot full sleeve shirt with plain black tie. |
|
Peak cap/Navy Blue turban with authorised turban badge and light blue band under turban. |
|
Plain black socks. |
|
Black OP shoes. |
|
Air crew/Controller Badges. |
|
Grey name tab. |
|
Aiguillettes for Air rank officers. |
|
White webbings for parade when so prescribed. |
|
Proficiency Badges |
OCCASIONS TO WEAR
(a) Functions at the residence of the Prime Minister, COAS, CNS, CAS,
AOsC-in-C and their equivalent in other services, when uniform is
prescribed in the invitation.
(b) Receiving/calling on and departure of the Prime Minister and other ministers of Indian cabinet.
(c) Receiving Minister of State of Foreign Countries on state visit and at their departure.
(d) Functions in Service Messes/Clubs, when Mess Dress is not specified.
(e) Any other occasion when so ordered.
DETAILS OF DRESS
|
Blue grey terrywool tunic with silk rank braid on sleeves with Collar Tags as applicable. |
|
Blue grey terrywool trousers. |
|
Light Blue terrycot full sleeve shirt with plain black tie. |
|
Peak cap/Navy Blue turban with authorised turban badge and light blue band under turban. |
|
Plain black socks. |
|
Black oxford DMS shoes/Black Oxford leather soled shoes. |
|
Entitled aircrew badges and other proficiency badges. |
|
Entitled ribbons and decorations. |
|
Grey name tab. |
|
White webbing for parade when so prescribed |
Note:-Same as Dress No.3 except that aiguilletes are not worn
OCCASIONS TO WEAR
(a) Functions at the residence of the Prime Minister, COAS, CNS, CAS,
AOsC-IN-C and their equivalent in other services, when uniform is
prescribed in the invitation.
(b) Receiving/Calling on and departure of the Prime Minister and other ministers of Indian Cabinet.
(c) Receiving Minister of State of Foreign Countries on state visit and at their departure.
(d) Functions in Service Messes/Clubs, whe Mess Dress is not specified.
(e) Any other occasion when so ordered.
Note:- Dress No.3A is only to be worn when it is clearly specified
that aiguillettes are not to be worn or "Aiguillettes -Negative".
DETAILS OF DRESS
|
Light Blue terrycot half sleeve shirt with silk rank braid on shoulders with Collar Tags as applicable. |
|
Blue grey terrycot trousers. |
|
Narrow blue grey nylon belt with chrome plated IAF crest on belt buckle. |
|
Peak cap/Navy blue turban with authorised turban badge and light blue under turban. |
|
Plain black socks. |
|
Black OP shoes. |
|
Entitled ribbons and decorations. |
|
Entitled aircrew badge and other proficiency badges. |
|
Grey name tab. |
|
Aiguillettes for Air rank officers. |
|
White webbing when so prescribed |
OCCASIONS TO WEAR
(a) Functions at the residence of the Prime Minister,
COAS, CNS, CAS, AOsC-in-C and their equivalent in other services, when
uniform is prescribed in the invitation.
(b) Receiving/calling on and departure of the Prime Minister and other Ministers of Indian Cabinet.
(c) Receiving Minister of State of Foreign countries on state visit and at their departure.
(d) Functions in Service Messes/Clubs, when Mess Dress is not specified.
(e) Any other occasion when so ordered.
Dress No 4A
(Additional Dress for Air Officers)
(Summer Semi-Ceremonial)
|
Light Blue terrycot half sleeve shirt with silk rank braid on shoulders with Collar Tags as applicable.
|
|
Blue grey terrycot trousers.
|
|
Narrow blue grey nylon belt with chrome plated IAF crest on belt buckle.
|
|
Peak cap/Navy blue turban with authorised turban badge and light blue band under turban.
|
|
Plain black socks.
|
|
Black oxford DMS shoes/Black Oxford leather soled shoes.
|
|
Entitled ribbons and decorations.
|
|
Entitled aircrew badge and other proficiency badges.
|
|
Grey name tab.
|
|
White webbing when so prescribed.
|
Occasions to wear
(a) Functions at the residence of the Prime Minister. COAS, CNS, CAS,
AOsC-in-C and their equivalent in other services, when uniform is
priscribed in the invitation.
(b) Receiving/Calling on and departure of the Prime Minister and other Ministers of Indian Cabinet.
(c) Receiving Minister of State of Foreign countries on state visit and at their departure.
(d) Functions in Service Messes/Clubs, when Mess Dress is not specified.
(e) Any other occasion when so ordered.
Note:- Dress No.4A is only to be worn when it is clearly specified that aiguillettes are not ot be worn or "Aiguillettes-Negative.
DETAILS OF DRESS
|
Blue terrycot full sleeve shirt. |
|
Blue grey terrywool trousers. |
|
Blue grey jersey with silk rank braids stitched on blue grey cloth on shoulder flap. |
|
Plain black tie. |
|
Side cap/Navy blue turban with authorised turban badge and light blue band under turban. |
|
Plain black socks. |
|
Entitled aircrew badge. |
|
Black OP shoes. |
|
Grey name tab. |
OCCASIONS TO WEAR
Normal working dress.
Note :
(a) For field Units only.
(b) For formation HQ also when visiting field units on temporary duty/attachment.
DETAILS OF DRESS
|
Light blue terrycot half sleeve shirt with silk rank braid on shoulders with Collar Tags as applicable. |
|
Blue grey terrycot trousers. |
|
Narrow blue grey nylon belt with chrome plated IAF crest on belt buckle. |
|
Side cap/navy blue turban with auth'd turban badge & light blue band under turban. |
|
Plain black socks. |
|
Black OP shoes. |
|
Entitled ribbons and decorations. |
|
Entitled aircrew badge and other proficiency badges. |
|
Grey name tab. |
OCCASION TO WEAR
(a) Normal working dress.
(b) Inspection by the President at normal work and in the field or during operations.
DETAILS OF DRESS
|
Blue grey terrywool blouse with silk rank braid on shoulders with Collar Tags as applicable. |
|
Blue grey terrywool trousers. |
|
Blue terrycot full sleeve shirt with plain black tie. |
|
Side cap/navy blue turban with auth'd turban badge and light blue under turban. |
|
Plain black socks. |
|
Black OP shoes. |
|
Entitled aircrew badge and other proficiency badges. |
|
Entitled ribbons and decorations. |
|
Grey name tab. |
OCCASIONS TO WEAR
(a) Normal working dress.
(b) To be used at Formation HQs only.
(c) To be used in field formation at specified units
during specified period at the discretion of AOC-in-C. When dress No.7
is authorised, Dress No.5 will not be worn simultaneously at same
location during specified period.
(d) To be used by fields units when visiting formation HQ on temporary duty attachment.
|
Blue Terrycot Full sleeve shirt with shoulder Flaps. |
|
Rank braid on shoulders.(Same color as shirt material as for summer uniform. |
|
BG Terrywool Trouser.. |
|
Grey Name Tab. |
|
Plain Black Tie. To be worn in a manner that it covers half of the buckle of the belt. |
|
Blue Narrow Nylon Belt as worn with summer working dress |
|
Entitled Aircrew badge/Brevet. |
|
Side cap/navy blue turban with auth'd turban badge and light blue band under turban. |
|
Plain Black socks |
|
Black OP shoes. |
OCCASIONS TO WEAR
(a) Working dress when prescribed.
(b) Visiting other Units/Formations/Ministries when prescribed.
DETAILS OF DRESS
|
White closed collar terrycot tunic with silver rank braid on blue grey epaulettes and silver buttons. |
|
Blue grey terrycot trousers. |
|
White terrycot full sleeve shirt without collar. |
|
Peak Cap/navy blue turban with auth'd turban badge and light blue band under turban. |
|
Plain black socks. |
|
Black OP shoes. |
|
Entitled miniature medals. |
|
Miniature zari wing/brevet (where entitled). |
|
Grey name tab. |
|
Aiguillettes for Air rank officers. |
|
Star(s) on sleeves as applicable. |
|
Entitled Air Crew/Controller badges. |
OCCASIONS TO WEAR
- State functions, e.e., Banquets, Dinners, formal entertainments and receptions after dusk at Rashtrapati Bhavan/Raj Bhavan.
- When dining entertainments and attending formal functions after
dusk at the residence of the Prime Minister COAS, CNS, CAS, AOsC-in-C
and their equivalent in other services.
- State functions after dusk in honour of the foreign Heads of state/Heads of State of their countries.
- Receptions and functions after dusk by Heads of Diplomatic Missions to meet Heads of State of Head Countries.
- Entertainments in service establishments other than informal social after dusk.
- Dining in Service Messes and other service functions as may be ordered.
- When a visiting Heads of State of foreign country holds a reception after dusk and on formal dinners.
Note :
(a) EmbroideredStar(s) of 16mm diameter on sleeves at 80 mm from the cuff end.
(b) To be worn by all Air rank officers.
DETAILS OF DRESS
|
Off white closed collar terrywool coat with zari on the collar, silver rank braid on blue grey epaulettes and silver buttons. |
|
White terrycot full sleeve shirt without collar. |
|
Blue grey terrywool trousers. |
|
Peak cap/navy blue turban with auth'd turban badge and light blue band under turban. |
|
Plain black socks. |
|
Black OP shoes. |
|
Grey name tab. |
|
Entitled miniature medals. |
|
Miniature zari wing/brevet. |
|
Aiguillettes for Air rank officers. |
|
Star(s) on sleeves as applicable. |
|
Air Crew/Controller Badges |
OCCASIONS TO WEAR
- State functions, e.g., Banquets, Dinners, formal entertainments and receptions after dusk at Rashtrapati Bhavan/Raj Bhavan.
- When dining entertainments and attending formal functions after
dusk at the residence of the Prime Minister, COAS, CNS, CAS, AOsC-in-C
and their equivalent in other services.
- State functions after dusk in honour of the foreign Heads of State/Heads of State of their countries.
- Receptions and functions after dusk by Heads of Diplomatic Missions to meet Heads of State of Heads Countries.
- Entertainments in service establishments other than informal social after dusk.
- Dining in service messes and other service functions as may be ordered.
- When a visiting Heads of State of foreign country holds a reception after dusk and on formal dinners.
Note :
(a) Embroidered star(s) of 16mm diameter on sleeves at 80 mm from the cuff end.
(b) To be worn by all Air rank officers.
DETAILS OF DRESS
|
White half sleeve terrycot shirt (without pockets) with silver
rank braid on blue grey epaulettes, with Collar Tags as applicable.
|
|
Blue grey terrycot trousers.
|
|
Blue grey terrycot cummerbund.
|
|
Side cap/navy blue turban with auth'd turban badge and light blue band under turban.
|
|
Plain black socks.
|
|
Black OP Shoes.
|
|
Miniature zari wing/brevet.
|
|
Miniature ribbons.
|
|
Grey name tab.
|
|
Air Crew/Controller Badges. |
OCCASIONS TO WEAR(a) Summer mess dresses for functions other than those for which Dress No.8 is specified.
DETAILS OF DRESS
|
Blue grey terrywool tunic with silk rank braids on sleeves (66% Terene 33% wool) with Collar Tags as applicable.
|
|
Blue grey terrywool trousers.
|
|
Light Blue terrycot full sleeve shirt with plain black tie.
|
|
Peak cap/navy blue turban with auth'd turban badge with light blue under turban.
|
|
Plain black socks.
|
|
Black OP shoes.
|
|
Entitled full medals/decorations.
|
|
Entitled aircrew and other proficiency badges.
|
|
Grey name tab.
|
|
Aiguillettes for Air rank officers.
|
OCCASIONS TO WEAR
(a) Formal receiving/calling/departure of :
(ii) Foreign Heads of States/Prime Ministers on State Visits only.(iii) Royalty.
(iv) Chief of the Army Staff, Chief of the Naval Staff and Chief of the Air Staff.
(b) Visits by the President of India.
(c) State ceremonials, i.e. Investitures at Rashtrapati
Bhavan, Proclamation parades, Independence Day celebrations, Republic
Day parade, Martyrs' Day or any other occasions notified as such.
(d) State functions, i.e. 'At Home' reception at Rashtrapati Bhavan/Raj Bhavan or at other places when so ordered.
(e) Courts Martial.
(f) Guards of Honour.
(g) State/Military Funerals, Attestations, Service and other anniversary parades.
(h) At ceremonies and entertainments when the local commander considers it desirable to do special Honour to that occasion.
(j) Reception of foreign VIPs, e.g., Minister of Cabinet
rank, Chiefs of Staff, Commander-in-Chief of a State and Armed Forces
Good will missions on official state visits.
(k) When a visiting Head of State of a foreign country holds a reception.
Note :
(a) May be used for all cermonial purposes when Dress No.I is prescribed.
(b) These dresses are however not to be worn when parading with airmen.
Dress No 13
(Winter Semi Ceremonial Dress)
DETAILS OF DRESS
|
Blue grey terrywool tunic with silk rank braids on sleeves (67% Terene 33% wool) with Collar Tags as applicable.
|
|
Blue grey terrywool trousers.
|
|
Light Blue terrycot full sleeve shirt with plain black tie.
|
|
Peak cap/navy blue turban with auth'd turban badge with light blue band under turban.
|
|
Plain black socks.
|
|
Black OP Shoes.
|
|
Entitled ribbons and decorations.
|
|
Entitled aircrew and other proficiency badges.
|
|
Grey name tab.
|
|
Aiguillettes for Air rank officers.
|
OCCASIONS TO WEAR
(a) Functions at the residence of the Prime Minister,
COAS, CNS, CAS, AOC-in-C and their equivalents in other services, when
uniforn is prescribed in the invitation.
(b) Receiving / calling on and departure of the PM and other union cabinet ministers.
(c) Receiving Minister of state of foreign countries on state visit and at their departure.
(d) Functions in Service Messes / Clubs when mess dress is not specified.Note :
(a) May be worn as optional to Dress No.3 when so authorised by competent authority.
(b) To be worn only when not parading with airmen.
Air Warrior's Code
-
Irrespective of rank / appointment, or branch / trade, as an IAF person, I am foremost an Air Warrior.
-
In every act and deed, the Air Warrior places the security and honour of the country above everything else.
-
The Air Warrior always volunteers for the toughest tasks.
-
When ordered, the Air Warrior undertakes the assigned mission
unflinchingly and endeavours to complete it to the best of his ability
regardless of consequences to his safety.
-
The Air Warrior upholds the high traditions of the IAF and always strives to bring credit to his Country and Service.
-
Professionally and otherwise, the Air Warrior pursues excellence in whatever he/she does or supervises.
-
The Air Warrior is always honest and lives up to the trust placed in him/her by the Service and the Country.
-
The Air Warrior keeps physically fit and mentally agile.
-
When in Command or in-charge of subordinates, the Air Warrior leads
with due concern for their safety and welfare and is prepared to do what
he/she expects of them.
-
The Air warrior is impeccably turned-out and by his bearing and conduct strives to be a role model for others.
The Indian Air Force Today
The Indian Air Force (IAF) today, having completed the Platinum
Jubilee of dedicated service to the nation, is a modern, technology-intensive
force distinguished by its commitment to excellence and professionalism. Keeping
pace with the demands of contemporary advancements, the IAF continues to modernise
in a phased manner and today it stands as a credible air power counted amongst
the fore-most professional services in the world.
The primacy of Air Power will be a decisive factor in shaping the outcome of
future conflicts. In line with this dictum, the Indian Air Force (IAF) has developed
into a major 'Component of National Power', which can be applied quickly and
decisively. The IAF has reoriented itself to a multi-role capability of platforms
and equipment, along with multi-skill capability of personnel. The rapid economic
growth of the country dictates the need to protect our security interests extending
from the Persian Gulf to the Straits of Malacca.
Over the years the IAF has grown from a tactical force to one with transoceanic
reach. The strategic reach emerges from induction of Force Multipliers like
Flight Refuelling Aircraft (FRA), Unmanned Aerial Vehicle (UAV) and credible
strategic lift capabilities. There is emphasis on acquiring best of technology
through acquisitions or upgradation, be it aircraft, systems, precision missiles
or net centricity. The main inductions and acquisitions by Indian Air Force
are given in the following paras.
IAF has started upgrading its combat aircraft fleet since the
last few years in order to enhance its operational capability and maintain its
aircraft as modern weapon platforms, capable of meeting the present challenges
posed by the security scenario in our region. Of the available fleet, MiG-21,
MiG-27 and Jaguar aircraft have already been upgraded and Mirage-2000 and MiG-29
aircraft are planned for upgradation. The Indian Air Force is considering upgrade
of its medium lift helicopters comprising Mi-8, Mi-17 and Mi-17-IVs, as also
the AN - 32 transport aircraft, with the aim of improving their overall capability.
The IAF today is in the process of a most comprehensive modernisation
plan. Over the next few years, the force would induct more Su-30 MKI aircraft, the
Light Combat Aircraft (LCA) and the Medium Multi Role Combat Aircraft (MMRCA).
There are plans to augment the helicopter and transport fleets too.
The IAF is also in the process of acquiring radars in various categories to
meet the Air Defence requirements, accurate and advanced weapons, Network Centric
Warfare systems, etc, to meet its assigned tasks.
The Indian Air Force has seven commands, of which five are operational and two
functional, namely :
• HQ Central Air Command, Allahabad
• HQ Eastern Air Command, Shillong
• HQ Western Air Command, New Delhi
• HQ Southern Air Command, Thiruvananthapuram
• HQ South-Western Air Command, Gandhi Nagar
• HQ Maintenance Command, Nagpur and
• HQ Training Command, Bangalore
Helicopters
The
IAF's helicopter fleet has steadily increased in numbers over the past
twenty years, blossoming from a handfull of U.S. types in the '60s to
over 500 French, Indian and Soviet built types. The pride of the force
is, undoubtedly, the
Mi-26 heavy lift helicopter which
has been operated by No. 126 H.U. with outstanding results in the
mountains of Northern India. The bulk of rotorcraft are
Mi-17s and
Mi-8s,
well over one hundred of these types serving in Helicopter Units
throughout the country, playing a vital logistic support role. Mi-8s are
operated for commando assault tasks, for ferrying supplies and
personnel to remote mountain helipads and jungle clearings, carrying out
SAR (Search and Research Operations) and logistic support tasks in the
island territories, employed with the Indian permanent station in the
Antarctica and so on.
The smaller Alouette III, renamed Chetak,
is as ubiquitous, being employed for casevac(Casualty Evacuation),
communi- cations and liaison duties with the IAF having received over
150 examples of this versatile rotorcraft.
In 1986, however, the Government of India
formally constituted the Army's Aviation Corps and most Chetak and
Cheetahs operating in AOP Squadrons were transferred from the Air Force
on 1st November 1986.
In May 1984, No. 125 Helicopter Unit was
formed with the formidable Mi-25 gunship helicopter, used to much
effect in Sri Lanka. The upgraded Mi 35 has followed in April 1990, with
No. 104 HU being reequipped with the type. Future requirements for
armed helicopters are planned to be met by the indigenous Advanced Light
Helicopter (ALH) named DHRUV, developed by Hindustan Aeronautics Ltd.
Trainer
The IAF replaced its HT-2 primary trainers with the
HPT-32
(Deepak), the new piston engined trainer being utilised at the Basic
Flying Training School at Allahabad since January 1988 and at Air Force
Academy at Dundigal. Flight cadets then proceed to the Air Force
Academy, Dundigal for instruction on the
HJT 16
Kiran, first on the Mk. I/IA and then on the armed Mk II version or the
Polish origin Iskra, for tactical flying. After commissioning, pilots
are streamed to various conversion units, depending on their selection
and proficiency. Future fighter pilots are sent to operational
conversion units (now known as the MOFTU or MIG Operational Flying
Training Unit) where operational and tactical flyng is conducted on
MIG 21.
Thus are born the IAF's leaders and even future spacemen, like Sqn Ldr
Rakesh Sharma, India's first cosmonaut who participated in a joint space
flight with the Soviets in 1984.
OUR STRENGTH
| SU-30 MKI : Twin
seater twin engine multirole fighter of Russian origin which carries
One X 30mm GSH gun alongwith 8000 kg external armament. It is capable
of carrying a variety of medium-range guided air to air missiles with
active or semi-active radar or Infra red homing close range missiles.
It has a max speed of 2500 km/hr (Mach 2.35). |
SU-30 MKI
|
| Mirage-2000 : A
single seater air defence and multi-role fighter of French origin
powered by a single engine can attain max speed of 2495 km/hr(Mach
2.3). It carries two 30 mm integral cannons and two matra super 530D
medium-range and two R-550 magic II close combat missiles on external
stations. |
Mirage-2000
|
| MiG-29 : Twin
engine, single seater air superiority fighter aircraft of Russian
origin capable of attaining max. speed of 2445 km per hour (Mach-2.3).
It has a combat ceiling of 17 km. It carries a 30 mm cannon alongwith
four R-60 close combat and two R-27 R medium range radar guided
missiles. |
 MiG-29
|
| MiG-27 : Single
engine, single seater tactical strike fighter aircraft of Russian
origin having a max. speed of 1700 km/hr (Mach 1.6). It carries one 23
mm six-barrel rotary integral cannon and can carry upto 4000 kg of other
armament externally. |
MiG-27
|
| MiG-21 BISON : Single
engine, single seater multirole fighter/ground attack aircraft of
Russian origin which forms the back-bone of the IAF. It has a max
speed of 2230 km/hr (Mach 2.1) and carries one 23mm twin barrel cannon
with four R-60 close combat missiles. |
MiG-21 BISON
|
| Jaguar : A
twin-engine, single seater deep penetration strike aircraft of
Anglo-French origin which has a max. speed of 1350 km /hr (Mach 1.3).
It has two 30mm guns and can carry two R-350 Magic CCMs (overwing)
alongwith 4750 kg of external stores (bombs/fuel). |
Jaguar
|
|
| C-130J : The
aircraft is capable of performing paradrop, heavy drop, casuality
evacuation and can also operate from short and semi prepared surfaces.
C-130J is the heaviest aircraft to land at DBO in Aug 2013. |
C-130J
|
| C-17 : The aircraft is capable of carrying a payload of 40-70 tons up to a distance of 4200-9000 km in a single hop. |
C-17
|
| IL-76 : A
four engine heavy duty/long haul military transport aircraft of Russian
origin with a max speed of 850 km/hr. It has a twin 23 mm cannon in
tail turret and capacity to carry 225 paratroopers or 40 tonnes
freight, wheeled or tracked armoured vehicles. |
IL-76
|
| AN-32 : Twin
engine turboprop, medium tactical transport aircraft of Russian origin
with a crew of five and capacity to carry 39 paratroopers or max load of
6.7 tonnes. It has a max cruise speed of 530 km/hr. |
AN-32
|
|
| EMBRAER : The
main role of employment of this executive Jet Air craft is to convey
VVIPs/VIPs to destinations within India and abroad. Air HQ Communication
Squadron operates this aircrafts and it has maintained a flawless
incident/accident free track record till date. |
EMBRAER
|
| AVRO : Twin
engine turboprop, military transport and freighter of British origin
having a capacity of 48 paratroopers or 6 tonnes freight and max
cruise speed of 452 km/hr. |
AVRO
|
| Dornier : Twin
engine turboprop, logistic air support staff transport aircraft of
German origin capable of carrying 19 passengers or 2057 kg freight. It
has a max speed of 428 km/hr. |
Dornier
|
| Boeing 737-200 : Twin
engine turbofan, VIP passenger aircraft of American origin with total
seating capacity of upto 60 passengers. It has a max cruise speed of 943
km/hr. |
Boeing 737-200
|
|
| MI-25/MI-35
: Twin engine turboshaft, assault and
anti armour helicopter capable of carrying 8 men assault squad
with four barrel 12.7 mm rotary gun in nose barbette and upto
1500 Kg of external ordnance including Scorpion anti-tank missiles.
It has a max cruise speed of 310 km/hr. |
MI-25/35
|
| MI-26 : Twin
engine turboshaft, military heavy lift helicopter of Russian origin
with carrying capacity of 70 combat equipped troops or 20,000 kg
payload. It has a max speed of 295 km/hr. |
MI-26
|
| MI-17 V5 : The
Mi-17 V5 is a potent helicopter platform, equipped with modern avionics
and glass cockpit instrumentation. They are equipped with state-of-art
navigational equipment, avionics, weather radar and are NVG-compatible. |
MI-17 V5
|
|
| Chetak : Single
engine turboshaft, light utility French helicopter with capacity of 6
passengers or 500 kg load. It has a max speed of 220 km/hr. |
Chetak
|
Cheetah : Single
engine turboshaft, FAC/casevac helicopter of French origin having
capacity to carry 3 passengers or 100 kg external sling loads. It has
max cruise speed of 121 km/hr and can climb to 1 km in 4 minutes.
LIMCA RECORD HOLDERS
- Air Marshal VK Bhatia PVSM, AVSM, VrC & Bar was
the first Indian who dared a tandem skydiving jump in India at the age
of 56 yrs. This daring feat was performed on 17 Sep 1999 at Agra
airfield from an AN-32 aircraft.
- Group Captain NK Prashar, JD AF Adv was the first
to fly X-Air microlight on night on 15 Sep 2000 at Air Force Station
Hindon. Subsequently on the same night Sqn Ldr MIK Reddy carried out a
skydiving jump from X-Air Microlight.
- Sqn Ldr Sanjay Thapar VM is the man of many firsts
in the field of parachuting, two of his achievements are acknowledged as
world records and seven others as National Records. He was the first
Indian to introduce tandem skydiving in the Air Force.
- Sqn Ldr Jay Shankar is an officer from Admin branch
and an adventure enthusiast. He is pursuing sports parachuting since
1990. He is a sports parachuting instructor without being a PJI. He has
602 jumps to his credit. For a non-professional paratrooper this number
is highly creditable.
- Sqn Ldr MIK Reddy is a NDA graduate and an
adventure freak. He is specialist in watersports, parasailing and
skydiving. He has over 780 skydiving jumps to his credit, the highest
for a non PJI in the Air Force. He has also conducted many basic
skydiving courses and demonstrations independently. He is also the first
to carry out a jump from X-Air Microlight at night.
- Sqn Ldr RC Tripathi. A pioneer of Adventure sports,
specialist in parachuting, mountaineering and water sports. As on date
he has 1040 jumps. He is the first to jump from an X-Air microlight on
04 Apr 2001 at Air Force Station Hindon. Microlight was flown by Gp Capt
NK Prashar, JD AF Adv.
- Sqn Ldr Vasant Raj and Flt Lt Bhawana Mane. Both
are helicopter pilots and the first couple in the Air Force to skydiving
together on 30 May 2000 at National Defence Academy, Pune.
- Flt Lt Kamal Singh Oberh. A young parachute jump
instructor, made a jump over South Pole on 01 Jan 2000 and earned the
distinction of being the first Indian to perform this daring feat.
- Flt Lt KB Samyal and Flt Lt Kopal Gupta. Flt Lt
Samyal is a professional parachute jump instructor at Paratroopers
Training School. His wife Flt Lt Kopal Gupta is a logistic officer at AF
Stn Agra. Both Samyal and Kopal became the first couple to do Relative
Work on 04 Oct 2000 during the Subroto Cup Football finals at Ambedkar
Stadium, New Delhi. As on date Flt Lt Samyal has over 350 jumps to his
credit whereas Flt Lt Kopal has 220 jumps to her credit.
- In addition, there are few other Air Force personnel, who have also
set records and earned their names in Limca Book of Records one being a
six man Relative Work by PTS under the leadership of Wg Cdr HN Bhagwat
in Aug 2000.
|
Cheetah
|
