Death of the Air Chief

Contributing Editor Air Marshal (Retd) AYAZ AHMED KHAN writes a personal obituary for the late PAF Chief.

The death of Air Chief Marshal Mushaf Ali Mir on February 20, 2003 was a great tragedy and a grievous loss for the Pakistan Air Force and for Pakistan. His untimely death is a national loss. The Air Chief had departed in his VIP Fokker at 0800 from PA Chaklala for his annual inspection of Kohat base. The aircraft crashed into Kohat hills at 0827 hours during descent. The Fokker crashed a few minutes before its arrival at Kohat Air Force base. It all happened so suddenly. It stunned the whole nation. The brilliant son of the soil who was serving the country with total commitment is in Allah’s protection now. May God have mercy on him, and all who went with him, and may God bless all of the them – Ameen. Among the sixteen killed with the Chief of the Air Staff were Begum Bilqis Mir, Air Vice Marshal Razzaq, Air Vice Marshal Saleem Nawaz, Air Commodore Rizwanullah (Air Chief’s PSO), Air Commodore Javaid Sabir, Group Captain Aftab Cheema, Wing Commander Tabassam Abbas and Corporal Technician Amjad. They had served the country well, and were bright officers with a great future. The aircraft crew who died in the crash were, Squadron Ahmed Yusaf (aircraft captain), Squadron Leader Abdul Rab (co-pilot), Squadron Leader Mumtaz Kiyani (navigator), Senior Tech Khan Mohammad (Air Steward), Snr Tech Ashraf, Snr Tech Ghazanfar, Cpl Tech Fayyaz, and Cpl Tech Kush Kadam Shah.
PAF’s pain is great, because this was the first death of a PA Air Chief in an air crash. In three earlier air crashes Army generals and an I.G Police had died in mysterious circumstances. The inquiries held in previous air crashes revealed very little. In 1951 Major General Latif Khan and Brigadier Mohammad Sher Khan died in an air crash near Jungshahi. Major General Latif was C-in-C designate of Pakistan Army. Ayub Khan was soon after appointed C-in-C Pakistan Army. In 1951 Mr Aitzaz-uddin I.G Special Police Establishment (now FIA) was travelling from Rawalpindi to Lahore with three other officials. He was carrying important inquiry documents about the assassination of Prime Minister Liaquat Ali Khan. His special plane crashed into hills near Jhelum. Prime Minister Liaquat Ali Khan’s assassination remains a mystery till date. On August 17, 1988 President Zia-ul-Haq with seventeen key generals including General Akhtar Abdur Rehman, Chairman Joint Chief’s of Staff and the United States Ambassador to Pakistan died when their C-130 nosedived out of control to the ground near Bahawalpur.
Enquiries held into these very serious air accidents could not reveal the cause of these major air crashes, and the public till date has believed that the enquiries were held to cover up the truth and not to reveal the facts. A board of inquiry was ordered immediately to investigate the causes that led to the February 20 PA Fokker air crash near Kohat. It is hoped that it will reveal the truth and the whole truth.
On the face of it the VIP Fokker crash of February 20th appears to be on account of inadvertent flight into clouds covering high ground. If this is established by the Board of inquiry, it would be avoidable negligence, human error, that led to this crash. There are also stories going around of a missile hitting the Fokker aircraft. It is hoped that the Board of Inquiry is able to establish the veracity of such reports. Whatever the cause of these grievous deaths, February 20, 2003 will go down as a day of mourning and sorrow in national history. On this day we lost the most patriotic among us. Though the grief will weigh heavily on the PA for a long time, but as Muslims we must bow our heads to Allah’s decisions. We must remember the departed with prayers. Allah has ordained in the Holy Koran, “We belong to Him, and to Him is our return, Allah’s blessings and mercy is on them and they are the ones that receive guidance”. Ameen. The PA must face the grievous impact of the loss of Air Chief Marshal Mushaf Ali Mir and so many valuable lives with determination to serve Pakistan better, and to rise to new heights of professional excellence. He was undoubtedly an outstanding Chief of Pakistan Air Force and a great asset. His qualities of head and heart had endeared him to the rank and file of Pakistan Air Force. Within a period of two years the way he had prepared the Pakistan Air Force for war against a numerically superior air power, had sent shivers down the spine of the enemy.
India had blamed Pakistan for the terrorist attack on the Indian Parliament on December 13, 2001; and had deployed its entire Army, Air Force and Navy in forward battle positions on land and at sea. In this dangerous situation, with the ever present danger of pre-emption, and invasion, especially across the LoC in Jammu and Kashmir, it required strategic wisdom, and tactical skill of a high order to prepare, organize and deploy the smaller Pakistan Air Force for successful offensive and defensive air operations. It was no small challenge to disperse the aircraft and other war assets on two dozen forward bases stretching from Skardu to the Ran of Kutch. The forward and rear PA bases were organized to face and fight imminent large scale land and air attacks on a very wide front. At places the enemy was concentrated for blitzkrieg type rapid armour thrusts supported with the full might of the Indian Air Force. The IAF had plans to bomb and destroy PA bases to immobilize the PA on the ground and destroy it in air battles. The Air Chief and his PSOs and commanders in the field considered all available threat scenarios and options, to do the same if not worse to the Indian Air Force. The Indian Air Force had to be defeated in the air, Indian Army on land and the Indian Navy at sea. The morale and the state of preparedness was maintained and sustained for eleven months. PA pilots, engineers, air defence controllers, ie the teeth formations got required administrative and logistic support. All combat and support formations maintained highest state of vigil and alertness for the entire period of Indian forward deployment.
He prepared the operational bases, Wings and Squadrons to absorb enemy air and missile attacks, and be able to inflict irreparable damage on the enemy. After eleven months of sabre rattling and maintaining a near war situation, the enemy was forced to withdraw, because of strain, loss of morale and under the burden of very heavy expenditure. The unceremonious withdrawal had cost the enemy billions of rupees and much embarrassment. India had earned the reputation of being a war monger and a hegemonist. The enemy had achieved nothing but shattered morale of its officers, soldiers, airmen and sailors. The morale of Indian commanders and officers at all levels remains shattered. PA like the other two sister services has learnt many lessons and will be much better prepared for a future challenge. Indian rulers and military commanders have realized that with General Musharraf in command of Pakistan Army and Air Chief Marshal in command of Pakistan Air Force, the odds in battle could well be against them. It goes to the credit of Pakistan Air Force and its valiant Chief of the Air Staff that despite latest weapons, and tuned up by several air-land training war exercises, Indian Air Force lacked the courage to provoke The Pakistan Air Force into any air battle during the long period of near war situation. Indian leaders realized that the Pakistani armed forces were fully geared for war, and the price of misadventure will be high. The Indian military has in effect been defeated without firing a shot. This is a tribute to the leadership of General Pervez Musharraf and late Air Chief Marshal Mushaf Ali Mir.
Besides being an outstanding fighter pilot, Mushaf was a capable commander and a wise strategist. His aim was to develop the PA into a modern and balanced air force. To catch up with the numerical and qualitative edge of adversaries air power, he embarked on a policy of self-reliance in the field of military aviation. As Director General of Pakistan Aeronautical Complex Kamra before he became COAS-PAF, he succeeded in enhancing the combat capabilities of all front line PA fighter aircraft, in particular Mirage III and V’s and F-7P’s. In collaboration with China, France, Italy, Germany and several other countries, the entire combat aircraft inventory of the PAF was up-graded and up-dated with state of the art electronics, avionics, radars and missiles, thereby greatly enhancing PAF’s offensive and defensive capabilities. While F-6 the work horse of PA was retired after 36 years of service; two squadrons of latest F-7PG fighters were added to the combat aircraft inventory. The ground control and air defence environment was greatly improved, and so was PAF’s stamina for war. Air Chief Marshal Mushaf Ali remained deeply involved with the manufacture of trainer aircraft and jet fighters. The manufacture of Super-Mushak, Karakuram jet trainer and futurist Super-7 air superiority fighter are his distinct contributions towards the advancement of aviation industry in Pakistan. On December 17 under the auspices of the PA a seminar titled, “Self reliance in Military Aviation”, was organized by the Institute of Strategic Studies, PAC Kamra, and Air Power Institute. It was held in Islamabad. In his address Air Chief Marshal Mushaf spelt out guidelines and the progress made in the design and manufacture of combat and training aircraft and advanced weapons. As chairman of the first session I was impressed by his zeal and commitment to self-reliance in the challenging field of military aviation. It is hoped that the self-reliance programme started by him will be completed with the same zest, vigour and sense of commitment.
Besides being a fine leader and a commander he was a good husband and a loving father. He was a humane and down to earth person. He was a friend of his colleagues and his subordinates. He had a sympathetic and a considerate nature, and tried his best to remove complaints and grievances of officers and other ranks with a sense of fair play and justice.
After being presented a guard of honour the Chief of the Air Staff was to review the annual parade, and later carry out an inspection of PA Base Kohat. The officers and other ranks at Kohat had been training for months to welcome the Air Chief, and present themselves at their best. But instead of honouring and welcoming their Chief they received the devastating news of the air crash in which their commander had died. One cannot imagine the great sorrow of the officers and men of PA base Kohat at the sudden loss of their beloved leader. May God bless all the Air Force martyrs, and bless Pakistan Air Force to endure this great loss with patience and perseverance.
Surely the Board of Enquiry chaired by Air Vice Marshal Khalid Chaudhry will unravel all aspects of the Fokker accident. But it is in order to analyze methodically possible causes that may have led to the PA Fokker crash on the morning of February 20, 2003. The reports about the prevailing weather, provide evidence of cloud cover over and around Kohat, especially over the surrounding hills and mountains. On February 23 some national dailies reported that the PA Fokker crashed due to pilot error; and that the initial report in this regard has already been submitted to the President.
The aircraft was flying at 3000 feet at the time of crash; though the pilot was advised by Cherat control not to descend below 4500 feet. What was the en route planned height; at what distance from the destination was the aircraft to descend; did Kohat have homing beacon; was any radar assistance or weather and air traffic advisory provided by Cherat Control? These are pertinent questions to be inquired into by the Board of Enquiry. According to press reports, “the Fokker was flying at 3000 feet, and it was off course by a few miles when it crashed. There was fog on the ground, and the hill tops were covered by clouds. The pilot decided to descend through the cloud cover”. It is hoped that the Board of Enquiry will be able to establish the veracity of such press reports.
Air Marshal Qaiser Hussian the Acting Chief of the Air Staff has assured the nation that the inquiry is progressing and has covered all preliminary investigations. Air Vice Marshal Khalid Chaudhry has visited the crash site with his team of experts and specialists. He said that no time-frame could be given for the completion of the inquiry, but every effort will be made to establish the truth, and the inquiry findings will be made public. This is reassuring.
There are several factors and circumstances that could lead to aircraft accidents. The more important are pilot factor, ie avoidable pilot error which amounts to criminal negligence. Besides human error, unavoidable technical reasons, bird hit and terrorist attack and sabotage must be probed into. Air Marshal Qaiser Hussain has said that the weather en route and over the destination was checked. But his comment, I quote, “It seems that the pilot descended earlier,” unquote is highly significant. The crew i.e Squadron Leaders Ahmed Yusaf – captain, Abdur Rab –
co-pilot, and Mumtaz Kiyani – Navigator were highly experienced and accomplished professionals. It is beyond comprehension that they could make such fatal mistakes. The Board of inquiry must establish the veracity of the press reports that the Fokker had deviated off track by few miles and had descended to 3000. Did the pilot, the co-pilot or the navigator acknowledge the warning from Cherat Control not to descend below 4500 feet? If the flying crew descended earlier than planned and disregarded the warning from Cherat Control, then the situation was extremely hazardous and dangerous. In this terrain of four to five thousand feet high hills perilously close to the straight course and track from Rawalpindi to Kohat, early descent through clouds without radar aids would be fatal. The Board of Inquiry will surely probe into such dangerous eventualities.
The possibilities of technical breakdown, engine failure, engine, electrical and hydraulic fires, and sub-standard maintenance will surely be looked into by the Board of Enquiry. PAF’s finest engineers and technicians are responsible for the maintenance of the VIP Fokker. Mid-air engine fire is a dangerous eventuality. But engine, electrical and hydraulic fires can be extinguished in the initial stage. The pilot would have declared an emergency if there was an engine seizure, or engine fire. In case of engine failure, the Fokker could be flown safely on one engine. The Fokker captain did not declare any emergency, and, therefore, the aircraft apparently suffered no technical failure or fault. The captain was in constant communication with Chaklala, Cherat and Kohat Air Traffic controls, which suddenly stopped. A bird hit would have been reported. In any case it cannot cause sudden crash of a twin engine Fokker. Something did hit the aircraft or the aircraft hit something i.e. the high ground.
The most serious aspect of this disastrous accident appears to be the chain of avoidable human errors. Was the weather worse than reported. Did the Fokker have on board weather radar? Was the Air Chief told that Kohat and the surrounding hills were covered by fog and clouds? How vigilant was Cherat Control? Was Cherat radar serviceable and functional. Was the flight plan filed with and approved by Cherat Control? Was the flight path and height of the VIP Fokker carefully monitored by the controllers on duty? Had it been closely monitored by the crew and radar controllers, the Fokker would not have gone into the hills! With two experienced pilots and a navigator on board, why was the descent started earlier than planned; and that into cloud cover. One report suggests that the pilot had announced that he was in visual control with the ground. The Fokker crashed soon after! Whatever the cause of this grievous tragedy, Pakistan Air Force and the Pakistani nation has been made to pay an exceedingly high price for complacency and negligence.
Reportedly Squadron Leader Ahmed Yusaf had not landed the Fokker or a C-130 at Kohat before. Thus he was somewhat unfamiliar with the terrain and the approach to the runway there. Before VIP flights recce and familiarization “touch and goes” i.e. takeoffs and landings from strange/unused airfields is a routine. It was not done in this case. The hard lesson learnt is that in the future routes and airfields be properly checked out, before VVIP’s like the President, the Prime Minister and Service Chiefs embark on air travel to remote airfields. Besides landing aids and approach radars must be positioned at destination airfields before VVIP flights.
It is worth mentioning that PIA Fokker and Boeing 737’s have been flying in and out of Chitral, Gilgit and Skardu airfields since decades. In bad weather the flights are immediately cancelled, and the pilots return or divert in case of overcast weather over these airfields. In cloudy weather even with scattered clouds, PIA aircraft maintain assigned altitude, till overhead the destination, and never descend unless the mountains are clear of clouds and they are in visual contact with the airfield. This vital flight safety requirement i.e. positive visual contact with the ground and the airfield was violated.
Terrorism and sabotage though a remote possibility must be investigated into with the help of forensic experts. Foreign help and assistance to verify a missile hit must be made use of. Enemy hand, conspiracies and collaboration of traitors in the 1951 and 1988 air crashes have not been ruled out. With three intelligence agencies providing assistance, the Board of Inquiry should be able to unravel any such eventuality.
The inquiry should be allowed to take its time, and there should be no pressure on the Board of Inquiry to cover up. It is a costly and grievous tragedy which must be unravelled. The cover up by previous inquiries continues to weigh heavily on national conscience. Any cover up will add to the pain of the nation and of the near and dear ones of those martyred. Air Chief Marshal Mushaf Ali Mir, his gracious wife and other martyrs are in God’s protection now. May Allah bless their souls and give perseverance to their near and dear ones to bear their loss with courage – Amen.