The Longest Day: A Daring Rescue at Calderón Naval Air Station
On May 15, a British commando raid, supported by naval gunfire from a frigate, left the T-34 Mentor, IA-58 Pucará, and Skyvan aircraft stationed at Calderón Naval Air Station on Borbón Island completely inoperable. With no possibility of repair, the Naval Aviation personnel integrated with Marine Infantry units, assuming new roles in ground defense, combat air patrol (PAC) observation, naval and meteorological reconnaissance, and pilot rescue operations.
The Two Sea Kings on Malvinas soil, in the photo From left to right: SI Montani, TF Brandenburg, TN Iglesias Osvaldo, CC Barro, TN Iglesias Guillermo and SI Giqueaux
The Sea Kings on Malvinas
The British landing at San Carlos forced the Commander of Naval Aviation to reassess the situation of the ten aviation personnel stranded on the island, weighing the possibility of their evacuation.
Since Marine Infantry units were also still stationed there, coordination was sought with the Marine component commander to evacuate all personnel to Puerto Howard on West Malvina, where they could regroup with the Argentine Army detachment stationed there.
The only way to accomplish this was to cross the three-mile-wide strait between the islands using two outboard motor boats. However, the Marine Infantry commander decided his troops would remain at Calderón, leading the Naval Aviation commander to opt for an aerial extraction of his men.
Mission Orders: A High-Risk Operation
The Commander of Naval Aviation immediately issued orders to:
- Captain Rivero, Commander of Naval Air Force No. 2, to prepare SH-3D “Sea King” helicopters and the necessary support personnel for the mission from Río Grande.
- Captain Martini, Commander of Task Group 80.1, to provide coordination, control, communications, and search-and-rescue support.
The Second Naval Helicopter Squadron, then deployed in Viedma, conducting anti-submarine operations in the Gulf of San Matías, received what was effectively a suicide mission: an extraction operation in British-controlled airspace.
On the night of May 28, all planned flights were canceled, and the squadron began preparing the only three available SH-3D Sea Kings (2-H-231, 2-H-233, and 2-H-234).
The rescue zone was dangerously close to enemy lines at San Carlos, where the Royal Navy’s Harrier jets maintained total air superiority. The helicopters would operate with complete vulnerability, lacking any weapons, sensors, or countermeasures, and being easily detectable due to their large radar cross-section and the unmistakable roar of their engines.
Mission Challenges: A Deadly Gauntlet
From the outset, planners identified critical risks:
- Extreme vulnerability: The helicopters were easy prey for any enemy interceptor.
- Zero defensive capability: They carried no weapons to counter aerial threats.
- High detectability:
- Radar signature: The large rotor provided an excellent reflective surface, ensuring detection.
- Acoustic signature: The Sea King’s powerful engines could be heard from miles away.
- Limited speed for evasion: Factory-restricted top speed of 120 knots.
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- Operational range exceeded: The extraction point was far beyond their maximum combat radius.
- Return flight under extreme conditions:
- Night operations at low altitude, navigating through mountainous terrain.
- Possible need for instrument flying due to deteriorating weather.
- Icing hazard: The Sea King was not certified for flight in icing conditions.
- Navigation accuracy issues:
- Unreliable equipment for long-range overwater flight.
- Potential errors of 10-15 nautical miles per hour.
- High failure rate of onboard systems.
- Lack of radar: No meteorological or navigation radar available.
- No electronic countermeasures (ECM): The helicopters had no means of jamming or evading enemy radar or missiles.
- Evacuation from a highly contested zone: The North San Carlos Strait, a key area occupied by British forces, was dangerously close to the extraction site.
A Desperate Gamble in Enemy Territory
To enhance their chances of survival, one Sea King was repainted by Naval Arsenal No. 2 specifically for this mission, applying camouflage modifications to reduce visibility.
The pilots and crew fully understood the odds were against them—they would be flying directly into the jaws of the British forces, with little hope of returning unscathed. However, the Argentine Navy was not willing to abandon its men.
With courage as their only advantage, the Sea King crews prepared to embark on one of the most perilous rescue operations of the Malvinas War.
Would they succeed, or were they flying to certain death?
Original sketch published in the book History of Argentine Naval Aviation Volume III – Héctor A. Martini.
The Longest Day: The Countdown to a Daring Rescue
With orders to exhaust every resource to ensure the mission’s success, it was deemed essential to deploy two helicopters for mutual support. Operating in pairs provided greater payload capacity, improved navigation accuracy, and redundancy in case of failure. Additionally, at least one of the helicopters needed to be equipped with a VLF OMEGA navigation system to compensate for severe navigational limitations, preventing an inaccurate landfall on the islands—or worse, an unintended and disastrous descent into enemy territory.
Critical Mission Requirements
To mitigate the extreme risks, the following were requested:
- Electronic Countermeasures (ECM) to detect enemy presence, particularly in concealed inlets where British forces might be stationed.
- Meteorological or navigation radar to improve flight precision and safety.
- Intelligence on enemy activity in the operating area.
- Communications support for coordination and potential emergency responses.
- Confirmation of fuel availability at Borbón and its operational condition.
- Weather updates for both the target area and flight route.
- Night vision goggles to facilitate the low-altitude nocturnal approach.
- Camouflage paint to reduce visual detection—however, due to time constraints, only one helicopter could be repainted.
Mission Preparations: Engineering a Survival Plan
At dawn on May 29, with weight calculations adjusted to the last possible pound, logistical work began to modify the helicopters to match the planned configurations. All anti-submarine warfare (ASW) equipment and non-essential components were systematically removed to maximize fuel and payload capacity.
Among the first items discarded were the seats, followed by the bomb racks, which each saved 14 pounds. This seemingly minor adjustment underscored the desperate need to maximize available load capacity, primarily for carrying 200-liter fuel drums—a crucial move to extend the operational range as far as possible.
Since in-flight refueling was impossible, the fuel transfer solution was brutally simple yet effective: the floor panel above the main fuel tank was removed, and a manual clock-style pump was used to transfer fuel from the drums as the internal tanks emptied.
A final operational check revealed that the Sea Kings’ flight envelope had to be pushed beyond its limits. Torque limits were reassessed, allowing for a maximum speed of 135 knots—15 knots above the factory limit, a dangerous increase that risked blade detachment but was necessary to improve survivability.
Final Modifications and Crew Deployments
On May 30, the Sea King 2-H-234 (crew: Lieutenant Commander Guillermo Iglesias, Lieutenant Ricardo Rey, and Petty Officer Second Class Beltrán Giqueaux) was deployed to Comandante Espora Naval Air Base (BACE) for the installation, testing, and calibration of the VLF OMEGA navigation system.
By May 31, the calibration was completed, but the crew had just two hours of training to operate the system before taking off. That night, 2-H-234 (now crewed by Commander Raúl Lorenzo, Lieutenant Commander Guillermo Iglesias, Lieutenant Ricardo Rey, and Chief Petty Officer Roberto Montani) departed BACE for Río Grande, arriving at 23:45 hours.
Meanwhile, the two other helicopters, which had remained in Viedma for final preparations, departed for Río Grande on June 1, arriving at 17:00 hours:
- 2-H-231 (Commander Norberto Barro, Lieutenant Antonio Urbano, and Petty Officer Second Class Henrique Beltrán Giqueaux).
- 2-H-233 (Lieutenant Commander **Osvaldo Iglesias, Lieutenant Oscar Brandeburgo, and Chief Petty Officer Hernán Verdugo).
That night, with all three helicopters and their crews finally assembled in Río Grande, the final mission details were reviewed. Takeoff was scheduled for 14:00 hours the next day, ensuring arrival at Borbón by twilight to reduce exposure to enemy detection and interception.
Mission Greenlight: Last-Minute Adjustments
Upon arrival in Río Grande, the following mission-critical elements were confirmed:
✔ Fuel at Borbón: The exact quantity remained uncertain, but estimations suggested a sufficient margin to complete the mission. However, its condition was unknown.
✔ Night Vision Goggles: Secured and distributed among the crew.
✔ Camouflage Painting: The crew managed to paint only one helicopter overnight due to time constraints.
✔ Aerial Reconnaissance Request: Task Group 80.1 formally requested that Task Force 80 conduct a scouting flight along the planned route to detect potential threats and assess enemy activity.
With all available resources exhausted, three unarmed Sea Kings, pushing beyond their operational limits, prepared to fly directly into one of the most hostile airspaces in the South Atlantic.
The clock was ticking.
Original sketch of the base in Malvinas published in the book History of the Argentine Naval Aviation Volume III – Héctor A. Martini
The Longest Day: Into the Storm
Green Light for the Mission
On June 1, reconnaissance aircraft reported the area was clear of enemy forces—the green light was given.
The helicopter commanders conducted a final weather check, but poor visibility over the target area delayed takeoff. A second report from the Meteorological Center confirmed low cloud ceilings at the objective but also assured clear conditions at Río Grande for the return. This finalized the decision to return to Río Grande instead of San Julián, which had also been considered as an alternative.
That morning, preflight checks were completed, and the crews gathered one last time before heading to the aircraft platform, where their helicopters stood ready. Around them, pilots and personnel from various squadrons operating out of Río Grande wished them good luck. The final piece of advice was clear: fly low and be extremely cautious when transitioning from land to sea, as enemy naval units were known to hide in inlets and along irregular coastlines.
Mission Crew Assignments
- 2-H-233: Lieutenant Commander Osvaldo Iglesias, Lieutenant Oscar Brandeburgo, and Chief Petty Officer Roberto Montani.
- 2-H-234: Commander Norberto Barro, Lieutenant Commander Guillermo Iglesias, and Petty Officer Second Class Henrique Beltrán Giqueaux.
At 14:17 hours, the two SH-3D Sea Kings lifted off, joined by a Super Puma from the Naval Prefecture. Ten minutes later, the third Sea King (2-H-231) departed for Río Gallegos, where it would remain on standby as a search-and-rescue asset.
- 2-H-231 Crew: Lieutenant Antonio Urbano, Lieutenant Ricardo Rey, and Petty Officer Second Class José Ponce.
The Super Puma PA-13 had a critical role:
- Verifying the functionality of the only VLF OMEGA navigation system installed.
- Guiding the SH-3Ds to their pre-designated release point, 120 nautical miles from Río Grande.
Everything proceeded as planned—low altitude, smooth conditions, and maximum cruising speed maintained.
A Critical Malfunction and Freezing Conditions
Shortly into the flight, a strong fuel odor flooded the cabin of 2-H-234. The crew immediately opened the forward windows and partially unlatched the cargo door to allow airflow to clear the vapors. The risk of fire or explosion now became a constant concern. From that moment on, they were forced to fly with the heating system turned off, enduring freezing temperatures for the remainder of the flight.
At 15:24 hours, a Beechcraft B-200 (4-G-44), piloted by Commander Santiago Barrios, took off from Río Grande to provide communications support. Since the helicopters were flying low, radio transmissions were deliberately minimized to avoid enemy detection. The 4-G-44 maintained an orbit at mid-distance between the departure point and the objective, acting as a relay while using deception techniques to mask transmissions.
Despite the extreme conditions, the helicopters pressed forward, flying at 5 meters (16 feet) above the ocean, pushing their airframes beyond their operational limits.
A Dangerous Approach to Malvinas
As they neared the islands, the weather deteriorated—low cloud ceilings, rain, and reduced visibility made navigation more difficult. However, as they closed in, the rain ceased, and the cloud cover began to lift, revealing clear skies and bright sunlight—a disastrous development for a mission dependent on darkness for concealment.
The initial landfall occurred exactly as planned, between San José and San Rafael Islands, southwest of West Malvina. From there, the final approach to the objective began, flying along the terrain contours or skimming the water’s surface to avoid detection.
With visibility still low, the helicopters inadvertently passed over a house, increasing concerns about compromising the mission. They pressed on, crossing San Francisco de Paula Bay, then over the Trinidad, Vigía, and Borbón Islands, finally reaching the Elephant Seal Bay Isthmus, where Naval Aviation units had previously operated.
At 17:25 hours, both SH-3Ds touched down in the middle of the settlement. To avoid the catastrophic risk of engine failure, they kept the rotors turning rather than shutting down completely—especially given the lack of maintenance tools, which could complicate any restart attempt.
Unexpected Delays: A New Threat Emerges
A new problem arose immediately: the officer in charge of the stranded personnel was only expecting one helicopter. This miscommunication delayed refueling operations, a setback further aggravated by the sudden failure of the VLF OMEGA system—the only reliable navigation aid for the return flight.
Without it, the extraction became far more dangerous, particularly during the low-altitude, nighttime departure through a maze of islands and enemy-controlled waters.
The Extraction and a New Crisis
At 18:35 hours, the two Sea Kings lifted off, carrying:
- Lieutenant Marcelo Félix Batllori
- Chief Petty Officer José Sabat
- Chief Petty Officer Rubén Laureiro
- Petty Officer Second Class César Bogado
- Petty Officer Second Class Federico Leus
- Petty Officer Second Class Pablo Chiodini
- Petty Officer Second Class Osvaldo Gutiérrez
- Petty Officer Second Class Héctor Gauna
- Petty Officer Second Class Ricardo Telaina
- Corporal First Class Nelson Talone
- Corporal Second Class Marcelo Iturbe
Heading northwest, the pilots carefully navigated a pre-planned return route designed to avoid detection and natural obstacles.
However, a catastrophic failure in one of the night vision goggles forced one helicopter to ascend to 300 meters (984 feet) for safety—exposing them to enemy radar detection.
Nearing Isla Blanca, west of Borbón, the worsening weather forced them into instrument flight conditions. Torrential rain lashed against the windshields, while salt deposits from the ocean spray completely obscured visibility. The pilots, unable to rely on their instruments, were forced to lean out of the side windows, using their night vision goggles to navigate through the storm.
Meanwhile, the control aircraft continued attempting radio contact. Unable to break radio silence, the helicopters maintained strict radio discipline, refusing to respond.
After a sufficiently long silence to ensure they were clear, they clicked their microphones once—a signal confirming to Task Group 80.1 that they had successfully lifted off.
Out of the Fire—But Not Yet Home
The most dangerous part of the mission was still ahead. The storm, failing equipment, and exposure to British radar meant their return to Río Grande was anything but certain.
Would they make it back?
Helicóptero Sikorsky S-61D4 Sea King 0678/2-H-234 participante del rescate. (Foto: Archivo MUAN)
The Longest Day: Against All Odds
A Final, Deadly Challenge
As the two Sea Kings made their way back, both helicopters experienced a critical fuel system warning—the fuel filter obstruction alarm lit up, signaling a high risk of imminent engine shutdown. The crews knew they were flying on borrowed time.
British Response: The Enemy Was Watching
Just thirty minutes after takeoff, reports came in from the Marine Infantry personnel who had remained behind on the island:
A section of British Sea Harriers had swept over the extraction site, illuminating the area with flares.
This confirmed the crew’s suspicions—British forces had eyes on them the entire time. There were enemy observers nearby, and the helicopters had narrowly escaped detection.
Navigating Through a Frozen Hell
The return flight was a battle for survival:
- Unreliable instruments that malfunctioned intermittently.
- Windshields obstructed by frozen salt deposits, forcing the pilots to lean out of the side windows to see.
- Icing conditions worsening, despite the Sea Kings not being certified for such environments.
At Río Grande, the Second-in-Command of the Squadron anxiously followed the mission’s progress. A new crisis emerged—dense fog had unexpectedly formed over the airbase.
For a moment, a diversion to Río Gallegos was considered. But the crews pressed on, determined to complete their journey.
Mission Accomplished—But Barely
When the two helicopters finally reached Río Grande at 21:55 hours, they were barely holding together:
✔ No heating—crews frozen to the bone.
✔ No functioning navigation system—they had flown entirely on skill and instinct.
✔ Landing gear malfunctions—risking a dangerous touchdown.
✔ Contaminated fuel—threatening engine shutdown at any moment.
Yet, despite every obstacle, they had done it.
After over seven hours of flying in marginal conditions, they had rescued ten men and lived to tell the tale.
The Impossible Victory
When the war ended, a detailed analysis was conducted at the Naval Air Force No. 2 Training Center, reviewing all operations conducted by the Second Naval Helicopter Squadron—including the Isla Borbón rescue.
The statistical probability of success?
🔴 Only 8% in their favor—92% against.
And yet, they made it home.
The Heroes of the Mission
Sea King 2-H-234
- Pilot: Commander Norberto Ignacio Ramón Barro (Squadron Commander)
- Co-Pilot: Lieutenant Commander Guillermo Oscar Iglesias
- Mechanic: Petty Officer Second Class Beltrán Giqueaux
Sea King 2-H-233
- Pilot: Lieutenant Commander Osvaldo Iglesias (Deputy Squadron Commander)
- Co-Pilot: Lieutenant Osvaldo Brandeburgo
- Mechanic: Chief Petty Officer Roberto Montani
The Legacy of the Longest Day
They returned cold, battered, and exhausted, but with an unbreakable conviction:
💬 They would do it again—if duty called.
🔻 End of Mission.
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