MOONLIGHT MARAUDERS

The taxy track was bathed in moonlight, and I taxied briskly to the runway end. At the dumbbell, there was no need to stop and I lined up on the centre line of the runway while performing the pre-take off checks. After that all actions were in fast sequence – full brakes, throttle open, quick look at the instruments and an R/T call of "lights". I pressed the stopwatch, released brakes, engaged reheat, felt the jet nozzle open and then the solid kick in the butt as the reheat lit almost simultaneously with the R/W lights coming on. A few seconds later, as the lights slid past in a blur, I brought the nose wheel up. You have heavy bombs and a belly tank underslung I reminded myself so that I did not unstick too early. Barley 25 seconds after releasing brakes the aircraft was airborne, and I selected the undercarriage up, felt the thud of the wheels locking, checked three reds on the undercarriage indicator lights and selected flaps up after the aircraft was safely at a 100 m height. The aircraft was accelerating fast despite its heavy load, and I throttled back to stabilise the speed at 720 kmph IAS at a height of 150 m AGL, turning on to the initial course at the same time. By now I had my map out and had a glance at it in the diffused light through the red filter I had put on the torch. I had planned a north-westerly course to start with and then a turn towards the target once reasonably deep in enemy territory. In case I was picked up crossing the border, the air defences and bases would be alerted, and I wanted to keep them guessing which target I was going to. After a while, I got down to 100m AGL not too worried about any high tension cables I may fly over. Landmarks were coming up and passing quickly as the aircraft was covering a km every five seconds. I had selected my turning point to avoid habitation and yet to be prominent enough to identify at night. It was critical that I turned precisely as planned and it so happened that I was at the turning point within +- 5 seconds. I turned on to the course to target and settled down to make sure that I maintained the course and speed as accurately as possible. Soon I was flying past Lahore and picked up different landmarks mainly roads and a canal to cross check that I was on track as planned. At these heights, one did not fly on auto pilot especially the type as basic as the one on the Mig-21. But the leg was not too long just 200 km, i.e., 15–16 minutes flying time, while we had trained hard by flying much longer training missions. Once settled I thought to myself that the topography was the same as our training missions and so was the black out. A quick thought ran through my mind that this Punjab was no different from our Punjab, and the people must be the same too. Yet, here I was on my way to bomb them while their Air Defences, surely alerted by now, would have no hesitation in blowing me out of the sky. Great, let's fight it out you buggers, you are not going to get me. I had marked the route map to show minute markers with a broader mark every second minute. I had also marked the points where I would cross a road, canal or a river these being the main navigation points. Each minute now was an eternity and each landmark spotted was a reassurance. It all seemed so quiet and serene with the landscape quite bright in the moonlight. At times, I flew past a habitation and wondered whether the PAF had set up an early warning or reporting system at such locations. At no stage did I look out for enemy interceptors considering the height I was flying at and, more importantly, focused on reaching the target. Another minute to go and I would be at my IP, which was two minutes and twenty seconds before the TOT. The minute passed, and I did not see the landmark and of all things I had missed the IP. I told myself not to worry and eased up slightly to increase the field of vision. In the meantime, I selected the armament switches to make bombs live. I went over the delivery pattern in my mind and put away my map to keep the left hand free for throttle operation. I visualised the target from what I had seen in the Intelligence Room at Ambala. PAF Rafiqui was a Major Operational Base of the PAF Central Air Command and possibly had one or two fighter sqns on it; the others dispersed to their Forward Air Bases. (The PAF had a three-tiered approach for their deployment. Major Operational Bases which were fully functional bases from which aircraft operated during peacetime, Forward Operational Bases, which were periodically activated during peacetime and became fully operational during wartime and lastly Satellite bases which were used for emergency landing and recovery of aircraft during both peace and wartime.) The base had a concrete Runway in a 15/33 direction and a parallel taxy track which was available as an alternate runway. There were dispersals and blast pens on both sides of the runway. The target given to me was the centre of the main runway, and I had planned to attack along the direction of 150 degrees to facilitate getaway in an easterly direction. The base was just short of a major canal after which was Shorkot town with a major highway running north-south and then the Chenab river all within two minutes flying time. The Missed Approach Procedure was planned accordingly. From 30 secs short of the target, I was scanning rigorously to sight the R/W, and the anxiety was intense. Would I have to carry out the MAP which would expose me for a minute or two over the target area? I had eased up a little in my excitement and just then I spotted the R/W, way to the right. At this stage, I abandoned all caution and turned towards the target opening full throttle and gaining height leaving the thought of carrying out a low-level pattern for weapons delivery. I had the R/W in sight, and I was not going to lose it come what may. I could see the canal on my left as I turned northwards and was able to position myself with adequate separation for a turn and roll-in for a steep dive attack. As I came abeam the R/W, the ack-ack opened up, and all hell broke loose. I threw caution to the winds and engaged reheat to gain height faster for the bomb delivery. The Mig-21 with full reheat has a long plume of flame, and the aircraft was now visible to the ack-ack gunners as well as any PAF AD aircraft prowling around. I could see the tracers getting close and though it was all happening very fast now, it appeared to me as if the drama was unfolding in slow motion. With two bombs under the wings and an empty drop tank under the belly, the aircraft took time to gain the height required for a steep dive attack. I would not take my eyes of the target and eased back on the stick to climb faster. As the speed dropped to 500 kmph I was almost at the required height and switched off reheat. What a relief as I now winged over and entered the dive for my attack almost in line with the R/W. I had throttled back to 85% power and manoeuvred to get in line with R/W direction aiming half way up the R/W. The aircraft was descending like a bomb by now, and the altimeter was unwinding so fast towards the release altitude that I knew I had barely a few seconds left for bomb release. It was essential to release the bombs at a height giving them enough time to be armed before impact. Too early and the bombs would drift off the R/W due to winds; too late and they would not be armed. I released the bombs and pulled out of the motherless dive the aircraft was in. The mission was accomplished, and our airmen's message on the bombs was delivered. Letting the aircraft descend to about a 100 m, I settled down in level flight in the direction of the attack and took my time before turning onto an easterly heading of 090 degrees, remembering to press clock for the return. Now I was looking out for PAF AD aircraft and did not bother about waypoints and navigating on my way back.