On a crisp morning in September 1981, the serene ambience of 114 Helicopter Unit leading IAF’s charge at Siachen was stirred by an unexpected visitor. Having journeyed far from the conventional pathways, a sailor approached with a request from Naval HQ that puzzled even the Flight Commander. A pair of Chetak skis were handed over in bewilderment. Little did they know, these skis were about to become critical players in a mission far beyond the icy confines of Siachen.
Antarctica
Antarctica, the southernmost continent, has long been a focal point of international scientific interest and cooperation. The Antarctic Treaty of December 1, 1959, established Antarctica as a global common to be used exclusively for peaceful purposes and scientific research. Embracing this vision, India embarked on its Antarctic journey in the early 1980s.
Under the leadership of Prime Minister Indira Gandhi and guided by the visionary marine biologist Dr Syed Zahoor Qasim, India launched Operation Gangotri, marking the beginning of its active engagement in Antarctic exploration. This initiative led to the establishment of India’s first scientific expedition to the continent in 1981.
Over the decades, India’s presence in Antarctica has evolved significantly. From establishing the pioneering research station Dakshin Gangotri in 1983 to the modern, state-of-the-art Bharati station in 2012, India has conducted over 40 expeditions. These missions have expanded our understanding of this remote continent and contributed to global scientific knowledge. The logistical challenges of operating in such an extreme environment were met with innovative solutions, leveraging the expertise of the Armed Forces.
Need for Aviation Support
The Army was asked to step in and assist in the voyage to Antarctica, a task common among nations braving the continent’s harsh conditions. As the mission’s scope expanded, the specialised aviation logistics skills of the Indian Navy and Air Force became crucial. The icy Antarctic waters, perennially covered by a thick layer of fast ice, severely restricted ship access to only the summer months of January and February. This limitation made aviation the lifeline for transporting personnel and materials inland. The Indian Navy’s Chetak helicopter, a proven workhorse in the icy expanses of the Siachen Glacier and naval operations at sea, became the linchpin in India’s initial foray into Antarctica.
Launching ‘Operation Gangotri,’ the first Indian Antarctic expedition, the icebreaker PolarCircle set sail from Marmagoa harbour on December 6, 1981. The expedition faced its moment of truth 50 miles from their Antarctic target. With the ship’s captain hesitant about the safety of moving forward, Commander Brar’s directive for the Chetak helicopters to reconnoitre ahead proved crucial. The pilots, driven by a deep sense of national duty, persuaded the captain to press on despite the initial absence of land in sight. Perseverance was rewarded when land was finally spotted on the brink of turning back.
Upon reaching Antarctica on January 9, 1982, the team established a base camp at coordinates 69°59′23.12″S, 11°56′26.83″E. Two Navy Chetak helicopters were deployed to explore Schirmacher Hill, an exceptional ice-free area dotted with freshwater lakes and a rare waterfall, covering 35 square kilometres.
Encouraged by the initial expedition’s success, India committed to constructing a permanent base on the Antarctic continent. This ambitious undertaking involved transporting nearly 4,000 tonnes of construction materials from the ship to the site, a logistical challenge that stretched the capabilities of the versatile but capacity-limited Chetak helicopters to their limits.
Support for a permanent base
During the second Antarctic expedition in December 1982, the Indian Air Force dispatched a trio – Wing Commander Abhaya Singh from the Transport fleet, Squadron Leader RS Tandon from Helicopters and a medical officer. Over 57 days, this team embarked on a mission to collect data for future heavier helicopter operations and evaluate the feasibility of fixed-wing aircraft landings, possibly using Skis. Despite facing severe weather and challenging conditions, they successfully surveyed an unmapped area, found a suitable site for the ski-enabled landings, and executed an effective airdrop of essential supplies at the Dakshin Gangotri site.
Following an analysis of aerial photographs, regional maps, and recommendations from this second Indian Antarctic Expedition, India chose the site for its first permanent station in Antarctica. The chosen coordinates were 70°05′37″ South latitude and 12°00′00″ East longitude, near the ice shelf edge, free from crevasses, with smooth terrain and a clear view of the Wohlthat mountain range to the south. Soviet scientists recorded the ice shelf thickness in this area as approximately 150 meters.
On 18 February 1983, an Argentine Air Force C-130, piloted by the Argentine Air Force with an Indian Air Force crew, flew over the Indian base camp. The team para-dropped eight boxes of provisions and newspapers from India, circled the camp for 15 minutes, and then returned to Argentina. However, it was deemed that fixed-wing operations would not be feasible to support the expedition. The job would need to be done by helicopters, and India had to find one capable of doing this.
Why the Mi-8
In the search for a medium-lift aircraft suitable for India’s Antarctic operations, an evaluation was conducted to compare two contenders: the Indian Air Force’s Mi-8 and the Indian Navy’s Sea King Mk42. The Mi-8, introduced in 1972, emerged as a robust utility helicopter. It is renowned for its reliability and versatility. In contrast, the Sea King Mk.42, operational since 1970, has been pivotal in Anti-Submarine Warfare (ASW) with its advanced navigation and detection systems and foldable rotors for enhanced shipboard compatibility.
The assessment, led by AVM (then Wg Cdr) K Sridharan, focused on the aircraft’s capability for “Out of Ground Effect” (OGE) operations at sea level in cold conditions, emphasising the underslung transport of 2 to 4 tonnes of cargo. The Mi-8’s performance in sub-zero temperatures, a testament to its Soviet pedigree, positioned it as the optimal choice. Its exceptional ability for underslung operations and high-altitude transport further solidified its selection for the demanding Antarctic terrain.
Capt P Rajkumar, SC, NM, a seasoned Sea King pilot with two Antarctic missions under his belt, concurred with the selection, highlighting the Mi-8’s superior capability for underslung operations in the demanding Antarctic terrain. Beyond the cargo transport to the base, the Mi-8 was instrumental in ferrying fuel and supplies to elevated regions, excelling at altitudes as high as 10,000 feet.
Opting for the Mi-8, however, presented logistical challenges, including the necessity to find a compatible ship, devise safe stowage and removal methods, implement operational modifications, and train the crew for ship-based operations.
Modifications to enable operations
The Indian Air Force’s 3 Base Repair Depot played a crucial role in equipping the Mi-8 helicopters for Antarctic missions, implementing a series of modifications tailored to the extreme conditions of the continent. These modifications extended beyond standard safety enhancements, focusing on airframe updates, advanced instrumentation, and electrical system upgrades—a significant change involved transitioning from lead-acid to nickel-cadmium batteries, offering greater resilience in cold environments.
To contend with the unpredictable Antarctic weather, the helicopters were outfitted with Primus-500 Colour Weather Radars and navigation equipment customised for the Southern Hemisphere. A notable safety feature was the addition of an emergency exit in the clamshell doors, equipped with breakable perspex glass, facilitating quick egress in emergencies.
The preparation phase included thorough checks on KO-50 heaters and extensive testing of the anti-icing systems for the main and tail rotor blades, ice detectors, and heating systems. The helicopters also underwent an anti-corrosive treatment before their journey from Goa, ensuring durability against the maritime and Antarctic elements. The Mi-8s were painted in a vibrant orange, selected for their excellent visibility against Antarctica’s snowy backdrop and subdued light conditions.
Reflecting on these modifications, the late Wing Commander Unni Kartha, a Rotary Wing Test Pilot, highlighted- “Surprisingly, before the Antarctic missions, the practice of removing and shipping rotors, rather than flying over sea, for missions such as to Car Nicobar, had not been considered by the IAF.”
Upon arrival in Antarctica, the team’s immediate task was to hoist the helicopters from the ship’s holds and refit the main rotor blades. Removing and replacing the rotor blades became a frequent necessity, especially when adverse weather threatened the ship, necessitating the quick stowage or deployment of the helicopters.
Selection and training of aircrew
The Air Force assembled a specialised team for each expedition, typically comprising four pilots, two technical officers, a meteorological officer, and a medical officer, supported by a contingent of 6-10 airmen from the technical branch. Initially, selection for these teams was predicated on attaining an “A-Master Green” rating on the Mi-8 helicopters. However, this requirement was subsequently relaxed in later years.
The role of the meteorological officers proved to be critical, as they were responsible for collecting continuous weather data essential for the safe conduct of aviation operations. Moreover, their contributions extended beyond operational safety, providing valuable insights to the scientific community. Three meteorological officers were honoured with awards for their outstanding efforts.
The team underwent rigorous training on the Machoi Glacier in Jammu and Kashmir. This training aimed to acclimate them to severe cold and variable weather conditions, simulating the challenging scenarios they would encounter in Antarctica. Further, the aircrew underwent specialised training programs with the Indian Navy and the 121 Helicopter Flight in Mumbai to equip them with essential skills for ship-based operations.
Given the limited deck size, operations were constrained to a single Mi-8 helicopter at any given time, with the helicopters rotating throughout the 60-day shipboard duration.
The proximity to the South Pole introduced unique navigational challenges, as air magnetic compasses became unreliable and radio navigation aids were unavailable. Additionally, the pilots faced navigating over terrain with poorly defined ground features that frequently changed, akin to shifting desert dunes. They had to remain vigilant against the “whiteout phenomenon,” a condition where the pervasive white fog, snow, and ice can impair a pilot’s depth and distance perception, potentially leading to catastrophic outcomes.
Mi-8s first expedition to Antarctica
The adventure began on December 3, 1983, as the team embarked from Goa on the “Finn Polaris”, carrying two IAF Mi-8 and two IN Chetak helicopters, structural materials, and scientific equipment for the 3rd Indian Antarctic Expedition. This expedition aimed to establish India’s first wintering station, “Dakshin Gangotri,” within an unprecedented 60 days. The ship arrived at its base camp, approximately 2000 km from the South Pole, on December 26, 1983.
The team extracted the first Mi-8 helicopter from the ship’s hold, preparing it for a ground run and test flight. The Mi-8 and Chetak helicopters began their first flights from the ship’s deck on December 29. The Mi-8 started transporting structural materials, maximising its capacity with internal and underslung loads. The Naval Chetak also began to ferry fuel barrels underslung.
Difficult beginning
Wing Commander RS Tandon was in command of the IAF contingent. He had converted just before the expedition to Mi-8, not his usual stead. On December 29, he led a sortie alongside Wg Cdr Madhok, co-piloting, with Sergeants Yadav and Gupta handling photography duties. The sortie faced immediate difficulties in maintaining hover control during a load-lifting operation. The helicopter collided with a crane cable and crashed into the icy sea, trapping the crew inside the flooded cabin. Flight Lieutenant NM Rai’s quick thinking led to the shattering of a Perspex window, enabling the crew to climb out from the overturned helicopter.
Amidst these difficult circumstances, a Naval Chetak helicopter, already airborne, swiftly transitioned to a rescue operation. Despite the turbulent conditions and the Chetak’s rotor downwash exacerbating the situation, the crew embarked on a daring rescue, winching the Mi-8’s crew to safety. A dramatic moment ensued when Sergeant Yadav, attempting to assist in Wg Cdr Madhok’s rescue, lost his grip, resulting in both men falling back into the frigid waters.
The harrowing experience in the frigid waters left the four men battling severe hypothermia. Ultimately, a boat rescue ensured their safety and immediate medical attention was provided aboard the ship due to the remarkable efforts of Surgeon Lieutenant Commander Aloke Banerjee, who received the Shaurya Chakra for his life-saving actions.
An investigation into the crash revealed that the incident occurred during the first attempt to lift a heavy load with the cargo net, a procedure not previously tested under actual flight conditions. This incident underscored the unpredictable nature of Antarctic missions.
The team’s relentless work was the remedy for their temporarily shaken morale after the Mi-8 crash. They constructed a double-storied structure, digging 1.5 meters deep across 620 square meters for the foundation. This structure included heating, laboratories, a snow-melting tank, three generators, a fuel dump, and living quarters for 12 team members for the winter. They also set up a medical room, communication room, gymnasium, and recreation room, all within a 60-day deadline.
This remarkable achievement was made possible with the support of Naval Chetaks and the only Mi-8 helicopter, expertly flown by Sqn Ldr V Natarajan. By the mission’s conclusion, the Mi-8s had impressively transported nearly seven hundred tonnes of materials, underscoring their critical role. Thus, The Dakshin Gangotri base became fully operational, a monumental achievement in India’s history of Antarctic exploration.
Dakshin Gangotri sinks, and Maitree rises.
Following the successful establishment of the Dakshin Gangotri base, India’s Antarctic expeditions became a regular, annual endeavour, witnessing a significant expansion in both the scope of scientific research and the participating contingent’s size.
Gp Capt Yadu Das, a participant in the fifth and sixth expeditions, shared insights: “We experienced the Primus 500 weather radar for the first time; its colour alone was striking. With a magnetic compass deviation of 28 degrees, we relied more on the Directional Indicator (DI) for navigation. The Mi-8 operations thrived in temperatures and altitudes ranging from 0 to -15 degrees. The fifth expedition achieved over 100 hours of flight, marking our first landing in the Wohlthat mountain range.”
As the Dakshin Gangotri base began to sink, the urgent establishment of an alternative base became a priority. The Mi-8 helicopters were instrumental in airlifting huts for the new base, Maitree, located 60 miles from the old camp. Near the Russian base Novolazarevskaya, Maitree featured modern facilities and operated year-round, with logistical changeovers supported by snow vehicles.
The sixth expedition faced the formidable task of setting up the Maitree base, conducting 295 sorties over 59 days and lifting 171 tonnes of cargo. The seventh expedition brought three Mi-8 helicopters to support the new station’s setup.
Gp Capt Sumer Gaur, the engineering officer for the expedition, recounted the early trials: “We faced a blizzard on the very first day during the rotor blade installation. We had only fitted two blades when the storm unleashed its fury. Installing the remaining three blades amid snowflakes, biting winds, and reduced visibility was daunting.”
Decommissioning Dakshin Gangotri spanned several years, concluding in February 1990 and transitioning India’s first permanent station to a supply base. The Indian Air Force supported the missions through the Mi-8 helicopters, but for the 9th expedition, they also sent the Chetaks, as the Naval Chetaks were opening a new frontier – Weddell Sea.
The challenges of aviation in Antarctica
India’s Antarctic expeditions, mirroring the rigours of Siachen Glacier operations, posed formidable challenges in navigation, maintenance, and emergency response, pushing the limits of personnel and aircraft in the world’s most extreme conditions. The indomitable spirit and camaraderie among the armed forces shone brightly, with notable acts of bravery and innovation.
In a display of exceptional skill on January 1, 1985, Wing Commander RPS “Tiger” Dhillon navigated a critical situation after his Mi-8’s nose undercarriage sank into snow due to a radio altimeter error. Using gunny sacks, he made a safe landing. Over the following 42 days, a makeshift yet effective repair operation was conducted. Wing Commander Simoes and Sqn Ldr MR Handa undertook a brave flight on February 11 despite the unverified airworthiness of this Mi-8 back to the ship.
Both these pilots made a subsequent rescue mission on February 24 to save a Naval Chetak crew stuck on a disintegrating iceberg, evacuating them in the nick of time. In a similar spirit, in February 1983, Squadron Leader RS Tandon exemplified heroism during a blizzard by rescuing two team members, earning the Shaurya Chakra for his bravery.
Squadron Leader KS Gill executed a masterful forced landing on a single engine on Christmas Day, 1988, and Squadron Leader BL Thakral undertook an 18-hour engine repair on the ice shelf. The daily perseverance against the Antarctic’s harsh climate was embodied by Sergeant Balwinder Singh and Corporal Venumadhavan Talappil, with Singh clearing snow from engine parts and Talappil securing a loose rotor blade during a blizzard.
A sombre mission on January 8, 1990, highlighted the risks of Antarctic exploration. Squadron Leader HPS Natt and Flight Lieutenant NM Samuel discovered the tragic loss of four scientists to carbon monoxide poisoning, a stark reminder of the harsh realities faced by those pushing the boundaries of knowledge.
For over 12 years, the courage and dedication of the Indian Air Force personnel have been recognised with 23 prestigious awards, marking their contributions to the success of India’s Antarctic expeditions. Transitioning expedition support roles to civilian agencies in 1993 (Air Force) and 1995 (Navy) marked a new phase in these endeavours.
A note by P Dixit from the Indian Navy in the 9th expedition’s official report critically assessed the challenges of helicopter operations in Antarctica, particularly highlighting the limitations of Chetaks in such harsh environments. Yet the collaborative efforts of the Indian Navy, Air Force, and Army in overcoming these challenges have made a significant contribution to the success of India’s expeditions.
The expeditions found an unexpected ally in Antarctica’s native penguins, whose majestic presence and generally affable nature added a unique charm to the landscape. Often seen in numbers near the docked ships and camps, these friendly creatures created picturesque scenes, once taking a ride in a Mi-8 as well! In recognition of this special bond, a commemorative postage cover was issued for the seventh expedition, featuring the Mi-8 helicopter alongside its avian friend.
The vivid recollections of several expedition members greatly enhanced the creation of this detailed narrative. My deepest gratitude goes to Wing Commander SS Krishnamurthy, Group Captain YS Das, Wing Commander NM Rai, and Air Vice Marshal NM Samuel, whose invaluable insights have been instrumental. Furthermore, the depth and accuracy of this account have been significantly bolstered by the annual and technical reports from the Department of Ocean Development.
Below is a curated summary of expeditions involving the Indian Air Force, complete with a comprehensive list of participating officers and the awards conferred upon them for their distinguished service in these expeditions.
And some more pictures from the great adventure
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