Once again my friend Rajkumar (Prince) has brought out the importance of DBO amid the present standoff between India and China. This article also brings our the quantum of planning which is undertaken before high altitude airfield activation takes place, as well as hazards of landing and takeoff at these airstrips and various operational and safety aspects. Thanks, Prince for taking the time out and sharing it with all of us.
Introduction :
1. Galwan valley clash with China on 15 June 2020, has again highlighted the importance of Daulat Beg Oldie in eastern Ladhak. The stand-off at Ladhak’s Galwan Valley has escalated in recent years due to the infrastructure projects that India has undertaken. India is building a strategic road through the Darbuk-Shyok-connecting to an airstrip at Daulat Beg Oldie (DSDBO Road). In 1962, a stand-off in the Galwan area was one of the biggest flashpoint of the 1962 war. It is at this backdrop that, I was reminded of the Important task that IAF undertook to Re-activate DBO ALG on 31 May 2008.
Background
2. Many years back, on 23 July 1962, a Fairchild Packet, C – 119 G, fitted with an Orpheus engine as the Jet Pack, flying Indian Air Force colors, piloted by then Sqn Ldr, later Air Mshl AKS Raje landed at the highest airstrip in the world. Indeed it was and remains an airstrip even today, deep into the Himalayas.
3. On 31 May 2008, one AN-32 of 48 Squadron powered by two AI-20 D engines, landed at DBO at 0615 hrs on the very same airstrip, with Group Capt SC Chafekar, CO of 48 Sqn at the controls. History was indeed repeated after 46 years. A unique fact quite unknown to the public, then and now, is that the Air Officer Commanding in Chiefs of the Western Air Command in 1962 as well as in 2008, were on board the Packet and the AN-32 respectively. That is how Air Force Commanders lead, from the front. Here then is the story of Daulat Beg Oldi, then and now.
Location of Daulat Beg Oldie
4. Daulat Beg Oldi is a nondescript small campsite lying at the base of the Karakoram Pass. Travelers on the famed Silk Route may have rested at DBO on their way to Constantinople from China and back. Being at the base of the Karakoram Pass has immense strategic implications, and that is why the Indian Army has been at DBO since the late 50s. Legend says that a caravan of one Daulat Beg was trapped and perished at this spot in a snow storm. Unconfirmed, but suspected by many, gold and precious stones lie buried in the desolate sands of Daulat beg oldie. DBO is adjacent to the Chip Chap River and lies 8 Kms South and 9 Kms West of the Line of Actual Control or LAC, which runs between India & China. The air distance to the Karakoram Pass from DBO is just 10 Kms. Can there be a more strategic place in the Northernmost parts of India? That is where DBO is, and it must be supported by air all year round. Therefore the need to land fixed-wing transport aircraft at DBO. It is a bleak landscape with light brown earth, blinding white snow, and azure blue skies, where not a blade of grass grows and is bereft of wildlife. All this is at 16,500 ft, where winter temperatures can drop to minus 52 Celsius. The only denizens today are the indomitable officers and jawans of the Indian Army, braving multiple adversities in the form of severe cold, utter loneliness, boredom, monotony, rarefied atmosphere, and poor communication. All they have are their counterparts across the LOC with Pakistan or LAC with China, depending on which way one looks.
48 Squadron History:
5. No 48 Squadron, presently at Chandigarh was raised on 19 Nov 1959 at Srinagar with Dakotas, later Packets replaced the „Goony Bird‟. Packets were finally phased out in 1985, and replaced by the ubiquitous and noisy AN-32, with powerful turbo-props generating 5180 ESHP at sea level. Engines were tucked on top of the wings for good ground clearance, and a swept up tail for easy loading. Since 1985 the versatile AN-32 flies with 48 Squadron emblem of a camel. By 2008, the AN-32s had been flying the Ladhak routes for more than 20 years. The aircrew of Camel Sqn, fondly named, “Himalayan Lifeline” were familiar with each peak, valley, river, lake, and the international borders with China and Pakistan. Many had been to DBO on supply dropping missions. The DBO Bowl, its airstrip, the forbidding mountains, and treacherous wind patterns with sudden weather changes were no secret to the gallant airmen of Camel Sqn. Their motto, “ Sahasam Falati Sarvatraha “ meaning Courageous Always Succeed aptly describes the environment in which they serve. 48 Squadron has been intimately involved in many military and civil operations, 1962, 1965, 1971, IPKF, CACTUS, Safed Sagar, Parakram, Bhuj Earthquake & Tsunami relief in 2004. The Camels were awarded President’s Colours on 27 Feb 2007 by President Shri APJ Abdul Kalam in full appreciation of the Squadron’s contribution to India. By the time Gp Capt SC Chafekar assumed command of 48 Sqn on 1st January 2008, it was time to reactivate DBO, the idea being the brainchild of 48 Squadron. When presented to Air Marshal PK Barbora, AOC-in-C Western Air Command in Feb 2008, the reply was positive with encouragement and precise guidelines.
The Need and Decision to Land at DBO
6. Why was it necessary to reactivate DBO with the AN-32? First, its strategic position remained critical. Second, expeditious induction and extraction of troops from DBO was desirable. Thirdly, landing the AN-32 at DBO would boost the morale of troops who have no exit in winter months. Fourthly, validating the possibility of landing at DBO, in case of an engine failure during supply drop, and if crossing mountains on one engine was not feasible. Indeed, the Fourth demand was a nagging and disturbing doubt for all aircrew in 48 Sqn. In 1996 an earthquake damaged the DBO airstrip on which the Packet had landed 34 years earlier, restricting operations at DBO to helicopters and supply drop by AN-32. Soil Engineering & Material Testing Division of College of Military Engineering Pune also visited DBO to assess if AN- 32s could land. The sad conclusion was that the soil was not compact enough for a landing. Would that become the death knell for landing at DBO? Better sense prevailed, the AOC-in-C a thorough professional commander thought otherwise, we must work towards this he said. He had with him an equally capable Commander of the Chandigarh Air Force Base in Air Commodore SRK Nair. So the work on getting an AN- 32 on to DBO‟ started in earnest, notwithstanding the loose soil, the short Runway, the menacing mountains, nor the proximity of Chinese on the LAC and Pakistanis on LOC.
The Team and Preparations towards the Landing:
7. A core team of Gp Capt SC Chafekar the CO, Wg Cdr Mahesh Aserkar (Flt Cdr), Wg Cdr SK Verma, Wg Cdr A Ray (Nav Ldr), Wg Cdr Rajkumar Kesarkar, Sqn Ldr S Sharma, and Junior Warrant Officer Verma started a dedicated study of charts, performance graphs, extrapolating data, trying very hard to validate AN-32 performance at high altitude on short and soft ground airstrips at 16500 feet AMSL. The landing speed of the AN-32 would be much higher, the aerodynamic braking would be poorer, and because the touchdown speed would be higher than the Brake Limit Speed of 250 km/hr, applying brakes must be delayed. What a situation to be in at 16,500 ft on an unprepared runway in the Himalayas. The vagaries of air supply operations in the Himalayas are awesome, every day is different from the previous, and neglect is unacceptable invariably ending in disaster. Before initiating a ground recce, the core team carried out five trial flights in and around DBO. Circuit patterns were checked, terrain clearances from all directions were proven, single-engine performance during approach and landing were simulated, escape routes in emergencies were determined. Flight trials were transcribed into written reports that would one day become SOPs for routine operations into DBO. The next important step was checking whether the ALG was fit for landing. This was ascertained by our own soil expert and senior pilot Wg Cdr Rajkumar Kesarkar, who along with Major Sharma of 235 Engineer Regt conducted a ground recce on 26 March 2008. This is what they found. The airstrip was 2200 meters long and 53 meters wide. The surface was unpaved, with loose pebbles at many places, the strip had no markings, and the chosen parking area needed strengthening. At many places, the PSP sheets would have to be hammered in to obviate tyre burst and importantly the undulation caused due to earthquake in 1996, needed the ground leveling work. Kesarkar and Sharma went up in a helicopter and once again flew the circuit pattern. Very confidently, Rajkumar Kesarkar reported back to his CO SC Chafekar, that a landing was very much possible after the Engineers repaired and strengthened the airstrip and the parking area. Not to be left behind, Major Sharma confirmed that his boys would complete the job in time, and he would personally be at DBO to receive the AN-32, and true to his word he was.
8. Troops of 235 Engineer Regt under command of Maj Sharma started their work in full earnest only on 01 May 08. Road rollers strengthened and hardened the strip. Wonder how the road rollers got there? Readers will be amazed to learn that the Engineers of the Indian Army & Border Roads Organisation, with the Air Force, can together, move any road building and civil works equipment anywhere in India. Jointmanship is the cardinal, and most certainly the fundamental requirement for success in war or peace. Liaison between Western Air Command, Northern Army Command, 14 Corps HQs at Leh, AF Stn Chandigarh, and 48 Squadron was a constant feature in achieving a successful landing at DBO by AN-32.
9. At DBO the Centre Line was painted, jerry cans were installed and numbered as the Distance To Go Markers (DTGM) along the Western edge, drained engine oil was liberally sprayed and at times poured to bind the soil and harden it. Those uninitiated and ignorant of what it takes to just walk at 16,500 ft should marvel and unhesitatingly applaud the capability of the Indian soldiers and their officers, to undertake strenuous labour at those heights. Where nothing grows, oxygen is scarce, and where breathing is difficult, hard labour is well nigh impossible. The glory of the Indian Army jawan is that he consistently achieves the impossible. Two more ground recces were carried out by kesarkar before declaring the ALG fit for landing. There was no way to ascertain the strength of soil at ALG , kesarkar came out with the brilliant idea of checking it with the help of screwdriver, by way of hammering it with stone at different points on the ALG surface to check the firmness of the compacted soil. This would not have been possible without the flying efforts put in by Pilots of 114 HU (Siachen Pioneers) towards ground Recce sorties flown from Leh. On 21 May 08, Air Cmde Nair and Groupie Chafekar went to DBO to inspect the airstrip. The surface was ready with all repairs done satisfactorily. Doulat Beg Oldi was ready for another fixed-wing transport aircraft, Air Marshal PK Barbora was advised and he fixed Saturday 31 May 2008 as the Landing Day.
Considerations toward aircraft selection
10. The team led by STO Wg Cdr Krishnan and Flt Lt Poonam along with the squadron Technicians worked methodically in selecting and maintaining the required aircraft serviceable for landing. Extrapolation of Performance Graphs revealed WAT limitations and Scheduled Performance for Field Length available at 16,500 ft altitude. Since the APU, used for starting main engines would not perform above 14,000 ft, the engines would be kept running on the ground, and fuel for that was to be factored. Tyre pressure was reduced for the soft soil conditions, and that the landing speed would be about 280 km/hr was kept in mind. This was much higher than the usual speed of 200 km/hr, and higher than Max Braking Speed of 250 km/hr. A higher TAS at altitude increased the Radius of Turn for the same Turning Bank Angle. DBO was predominantly unprepared and “kutchha” airstrip with a very small part having PSP, and a bumpy landing followed by an equally bumpy take-off was expected. The LCN of AN-32 is much higher, what damage would occur to the soil, how would the Single Isolated Wheel Loading (SIWL), impact the airstrip? High mountains, at least 1500 mtrs above ground level, surround DBO on all but the Eastern side, and after take-off in a Southerly direction, an immediate Right-Hand Turn with high bank angle into the chip chap river is the correct way out, from there to Gupshum, on to Tri-Junction, and then either to Thoise or Leh. To keep the AUW as low as possible, It was decided that AN-32 with tail marking of K-2755 would take-off from DBO and land at Thoise for refueling. The IAF‟s AN-32s have no Third Engine to help out in case of one engine failure situation. So landing and Takeoff had to be performed with the oxygen masks kept ‘ON’ by the crew and air bleeds kept off to get maximum performance from the engines at 16500 ft. Finally, strong winds with mountain waves, unpredictable weather, sudden gusts on the ground. For Chafekar and his crew, these were the factors that would determine how they executed the trial landing and indeed the “trial take-off”. With bags of experience, they knew what was to be done, and how to do it.
The Trial Landing Day: 31 May 2008
11. On the historic day of 31 May 2008. The squadron was abuzz with activity at a time when the rest of the world was still in deep slumber. Early start are the bread and butter of the Camels, but this day promised record-breaking achievement and every member of 48 squadron was proud to be a part of the history in the making. Early take-offs are not unusual for transport units, but with the AOC as well as the AOC-in-C floating around, what was happening? Obviously not too many were aware of the trial landing. To reach DBO within acceptable temperatures and get as much power out of the engines due to lower temperatures, take-off from Chandigarh was planned at 0450 hrs. Air Marshal Barbora had unobtrusively arrived the previous evening and was briefed by Air Cmde SRK Nair and Groupie Chafekar. The squadron had also planned for a second AN-32 into the mission. This was for three reasons, first to orbit at about 500 ft above DBO and monitor activity from across the LAC. Second to be able to report any emergency with the trial landing, and finally, to capture on video, the approach and landing for posterity and training of aircrew. Forward area weather reported was cloudy skies but fit for landings and drops. It is pertinent for the readers to appreciate that weather forecasting facilities in Ladhak are still quite unreliable despite the technology available. It is the first flight from Chandigarh, called‟ Weather Recce” that reports back the actual weather experienced, and it is the captain of the weather recce who clears further flights for landings and or supply drops.
So the two AN-32s, first with Suryakant Chafekar, CO of 48 Sqn, Wg Cdr Mahesh Aserkar, the Flt Cdr and Wg Cdr S Verma. To navigate them from Chandigarh into the DBO bowl was Wg Cdr A Ray and flight Engineer JWO Ram Nivas Verma, they also had onboard Air Mshl Pranab Barbora, the AOC-in-C of WAC, he was not going to sit in Delhi when the action took place at DBO. The second aircraft was captained by Wg Cdr Rajkumar Kesarkar along with AOC. Both AN-32s were airborne in quick succession, climbing into a grey navy blue sky over Chandigarh, heading North for the Himalayas. Bright sunshine greeted the aircraft as they made their way past Tso Morari, Kar Tso, across the Indus heading Northwards, East of Leh, over Khardung La, at Tri Junction, past the terminal moraines of Siachin glacier and into the DBO bowl. A sheet of clouds at about 20,000 ft hid most of the valley, but given the experience of the crew, and their intimate knowledge of the geography of DBO, both Chafekar and Rajkumar easily descended below clouds and Chafekar set up his circuit for Left-Hand Turns onto runway 01. The landing would be Northward. Rajkumar established an orbit just behind and above him, with Sqn Ldr Satish Sharma and Flt Lt Shantanu recording K-2755 with their video cameras.
The Actual Landing at DBO.
12. The reader must appreciate that at circuit height, about 1500ft above the runway, the mountains appear frighteningly close. By now K-2755 was well into the bowl, landing gear extended, flaps down, and each mountain peak well above it. Chafekar and his crew wearing oxygen masks brought K-2755 on the final approach for RW 01 at DBO. As calculated, the Rate of Descent was twice that at Chandigarh, Chafekar knew that the first attempt had to be made into a success. He had not made all these preparations for failing to land. On trial was the “izzat” of not just 48 Sqn and its CO, AF Stn Chandigarh, Air Marshal PK Barbora, Western Air Command, Indian Air Force, and thus of the Indian Armed Forces. The strategic value of routinely operating AN-32s from DBO was immense, and both militarily and diplomatically this trial landing was going to be a much-needed boost. Besides, anyone who has interacted with Army troops in remote regions knows the electrifying salutary impact on morale, when a transport aircraft is there to bring them in, and more so, take them home. Chafekar was flying much more than just an AN-32 into DBO. The aircraft roared across 01 dumb-bell under his steady hands at 280 kmh, throttles were chopped, and exactly at 0614 hrs on 31 May 08, history had been made when this 27,000 kgs AN-32 touched down on DBO. On the ground were many senior Army officers including Lt Gen PC Bhardwaj, GOC-in-C Northern Command, along with the Corps Commander of 14 Corps. The landing run was pretty bumpy, the aircraft stopped well in time, even though braking was delayed till the speed came down to 250 km/hr, and at 19 dumb-bell Chafekar turned around and stopped, keeping his engines running since the APU would not function at this height. Barbora came out, met Bhardwaj, sweets were presented to the Army unit in full appreciation of a most magnificent job done in so short a time at these heights. Barbora would later tell the press reporters that, “This place is so high and bereft of oxygen, my cigarette lighter refused to light up”. The reader can well imagine what effect very low oxygen levels have on humans. All this while, a very pleased Air Cmde Nair was overhead in the second aircraft monitoring the air space, his photographers furiously filming away. After about 15 minutes it was time to find out if a take-off was also easily executable. The books had said yes, let‟s see how K-2755 would behave? Chafekar lined up on 19 dumb-bell, opened full power which generated just 65% of sea level torque, brakes off, a huge cloud of dust churned up, and a not too encouraging acceleration ensued. Airspeed Indicators register late at altitude and is well known to pilots, but Chafekar wanted a speed to lift off, he got it, Nav Ray called it and he gently eased K-2755 off DBO, immediately turned Right to avoid the hill in front, and climbed away, with Rajkumar now leading the way back to Thoise. Onboard K-2755 was Lt Gen PC Bhardwaj, invited by Air Marshal Barbora for a ride back which he accepted happily.
13. Jubilations were in order and were indulged. What is pertinent is that a scientific, truly professional methodology was prosecuted in the planning and execution of the trial landing of K-2755 at DBO. From the initiation of the idea of activating DBO for AN-32s, through recces, ground inspections, rebuilding of the airstrip, establishing a monitor aircraft overhead, selecting the crew, extrapolating performance graphs, and not forgetting the presence of the AOC-in-C on board, was planned and deliberated. For the Army jawans at DBO the “Annabattis” as they have christened the AN-32s, were now right at their doorstep instead of just flying overhead and dropping parachutes. Soon regular flight will be flown into DBO, confirming that reinforcements can be inducted swiftly and assuredly, a morale booster for the Army, and strategists. This trial landing is to be noted not as an aggressive posture, but as a confirmation of India‟s consistent policy of defending her lands with certainty and determination. But maintaining DBO by landing AN-32s is indeed the fulcrum for the defense in that sector, and that is what the Indian Air Force has achieved with the Indian Army. Jointmanship at its best.
THE 48 SQN TEAM OF DBO LANDING WITH C-IN-C WAC, IAF ON 31 MAY 2008
14. Subsequently, regular flights were flown by squadron and many more parameters and load lifting capabilities of AN-32 operations at DBO were tested. 48 Squadron also made history by landing the AN-32 at Fukche ALG close to LAC on 05 Nov 2008 at 14000 ft. The squadron was again tasked to find the site for the construction of new ALG closer to Hanle bowl. Wg Cdr Rajkumar Kesarkar carried out the ground recce of the area close to Chusul, Hanle & Fukche. His proposal for the development of a new ALG site at Nyoma was appreciated at all levels. Subsequently, Squadron made history by landing at Nyoma on 18 Nov 2009 at 13500 ft on newly constructed ALG. For this feat of landing on three ALG’s, the Camels call it as ‘Triangle of Triumph’. On 20 August 2013, the IAF landed C-130J super Hercules at DBO. Given its strategic and military importance, it’s only logical that India should develop the airfield at DBO and undertake the construction of new landing grounds all along the LAC till Arunachal Pradesh for operations by fixed-wing- medium and heavy lift transport aircraft of the IAF.
“MY SALUTE TO THOSE MAGNIFICENT MEN AND MACHINES WHO CREATED THE HISTORY ON THE TOP OF MIGHTY HIMALAYAS BY TOUCHING THE SKY WITH GLORY”.
“JAI HIND”
Related article: How Daulat Beg Oldie airstrip was revived by IAF? Click here to read more.
