Malvinas: The Fall of Gazelle XX-411 Under Güemes Team’s Fierce Fire

A Unique Photo… and Why It Matters

This photo is unique because the British NEVER show their dead—by law. In stark contrast, we have been bombarded with images of our fallen, displayed as trophies by them. To put it into perspective, the contingent of journalists embedded with British forces during the war was strictly forbidden from photographing bodies—unless they were already inside a body bag.

Now, let’s analyze this moment: May 21, 1982.

The wreckage belongs to the Gazelle helicopter of 3BAS, shot down by the brave men of Equipo Güemes (Güemes Combat Team), stationed in San Carlos. That day, they didn’t just take down this aircraft—they brought down three more helicopters. After the battle, they managed to break through the British encirclement and reached an estancia called Douglas, in the center of the island. There, on May 25, they formed up to honor Argentina’s national day before being airlifted to Puerto Argentino. Legendary footage by Eduardo Rotondo captures their arrival, where they were greeted with chocolates by Colonel Seineldín himself.

That same day, May 21, as British troops were landing, Sea King helicopters were transporting components of a Rapier surface-to-air missile launcher. One of these Sea Kings came under concentrated Argentine fire from a hill defended by Lieutenant Esteban (RI-25) and Sub-Lieutenant Vázquez (RI-12). The aircraft was forced into an emergency landing.

Then came the Gazelle XX-411, piloted by Sergeants Andy Evans (Royal Marines) and Eddy Candlish, rushing to assist. But as it approached, it was met with a relentless storm of Argentine gunfire. It crashed into the water—Evans perished, while Candlish managed to swim to shore, where kelpers helped him.

The British response was immediate. Another Gazelle, XX-402, armed with rocket pods, was dispatched to the battlefield. Lieutenant Ken D. Francis RM and his co-pilot, Corporal Brett Giffin, were at the controls. But once again, the Argentine riflemen struck with precision. The helicopter was torn apart by FAL fire, crashing at Punta Camarones, killing both men on board.

And that’s what we see in the photo: the shattered XX-402, guarded by a sentry. The lifeless bodies of the pilots lie on the ground.

Approaching rapidly, with his back to the camera, is Dr. Rick Jolly, the British medic who was later decorated by Argentina for saving the lives of countless soldiers—a true man of honor.

This image holds countless details of significance: the rocket pods, the antennas, the helmets… every element a silent witness to that day.

And there was yet another Gazelle—XX-412—that came in for a direct attack on our troops. It, too, was hit by Argentine fire. According to British reports, it managed to withdraw and was later repaired.

That afternoon, four British helicopters were knocked out of combat—by just a handful of brave men.

This isn’t just history. This is the untold story of courage, strategy, and sacrifice.

Source: Pucará de Malvinas

Argentine Naval Prefecture: Schweizer 300C in service

Technical report Nº 74 

SEAV SCHWEIZER 300C

 
PNA Schweizer 300C. 
Fotografía: Sergio Hulaczuk.




Three years have passed since the province of Santa Fe suffered the most catastrophic flood in its history. On that occasion, despite the technological advances achieved by man, the waters advanced with all their energy on the unsuspecting populations, while naturally delineating a new channel.
At that time, both on television and in the print media, images of families could be seen on the roofs of their houses, in complete isolation, eventually assisted by the different security services stationed in the disaster zone, which soon became They showed that they had been surpassed by the magnitude of the assigned task.
In this disaster scenario, the activity carried out by small helicopters equipped with floats that, in hover over the roofs of the houses, delivered boxes with groceries to the helpless residents stood out. These are the Schweizer 300C of the Aviation Service (SEAV) of the Argentine Naval Prefecture (PNA), which had a notable participation during the flooding of the province of Santa Fe.

PREFECTURE HELICOPTERS
In 1961, the then Maritime Prefecture acquired the Sikorsky S-51 LQ-XXR PM-20 helicopter from the Federal Police, which due to its age had to be decommissioned in 1964. Between 1962 and 1969, a total of five Bell 47s were incorporated, identified such as PM-21 (Bell 47 J-2), PM-22 (Bell 47 J-2A), PM-23 (Bell 47-G4A) and finally the PM-24 and 25, both former Argentine Navy (Bell 47-G4 ). These last three devices had dual command and since their entry allowed the training of helicopter pilots within the same Institution (previously they were trained in the Navy).
All Bells were equipped with floats and were intended for search and rescue (SAR), medical evacuation (MedEvac) and coastal surveillance tasks.
The second stage began with the arrival of five Hughes 369HS in 1971 and the three SA-330L Puma in the 1980s. In this way, the technological and operational level of the Rotary Wing Squadron (EscAlasRot) of the SEAV of the now Argentine Naval Prefecture (PNA) is significantly raised.
Currently, EscAlasRot has PUMA, AS-365N Dauphin and Schweizer 300C helicopters to fulfill the role assigned to the PNA.
The Schweizers are based mainly at the San Fernando Airport (SFO), from where the Aeronautical Professional Extension Center (CEPA) carries out training tasks for its own flight personnel, both helicopters and fixed wings. The Maintenance Center for all PNA aircraft was also installed there.
The first Schweizer 300C of the PNA arrived in our country in 1996, and due to the characteristics and equipment of these devices, their functions alternated between short-range coastal surveillance and the training of the new CEPA crews.
The 300C were delivered in three batches of two devices, and as a consequence of this there are subtle differences and technical improvements between each batch, which did not affect the overall performance. The six helicopters were registered PA-90 to 95.
Given the short range of the Schweizer, its operations were mainly confined to the banks of the Río de La Plata and Paraná, and for this reason Air Stations had to be established in the cities of Posadas, Corrientes and Santa Fe, where maintenance tasks were also carried out. first line. Due to the basic nature of Air Stations in terms of technical support, important work requires transfer to the SFO base by flight or, eventually, by land.

 
PA-90 operating in the SFO in 1996. Fotografía (arriba): Sergio Hulaczuk. 

    

SCHWEIZER 300C 

In 1989 the Schweizer Aircraft Corporation acquired the rights to all variants of the Hughes model 269 (commercially known as the Hughes 300, and with T.C. 4H12). In this way, it not only ensured sales exclusivity, but also took responsibility for the 2,800 helicopters already sold by Hughes to both civil and military operators.
In 1995, Schweizer independently developed a variant of this helicopter called the 269C-1, presented to the public as the Schweizer 300CB.
From a design standpoint, the 300s are essentially identical. They have a main rotor with three blades that use the NACA 0015 profile and are interchangeable, elastomeric shock absorbers and without brakes. The tail rotor is two-bladed and the drive transmission consists of eight belts (redundant quantity), and an electrical system that controls their tension, and acts as a clutch.
The model offered to the PNA was the 300C equipped with polyurethane-filled floats 4.7 m long, 27 kg total weight, and a side stretcher. The first two aircraft arrived with a single fuel tank, an engine air intake just below the pilot's position and, unlike previous models, the lower cockpit fairing is in one piece and has no ribs. Avionics are standard.
In later helicopters certain changes were introduced such as: exhaust pipe extended beyond the recirculation area of the main rotor, engine air intake in the center and below the cabin, two aluminum fuel tanks with a total of 185, 5 liters and the lower cabin fairing separated into three parts for easy maintenance.

 

 

All SEAV Schweizer 300Cs are two-seaters, with the possibility of transporting a person on the external stretcher that is mounted on the right side, on the fixed supports provided for this purpose.
The PA-90 was rebuilt and brought to the standard of the newest devices, after suffering an incident with immersion in the Río de la Plata in early 2000.
The PA-91 was destroyed during an emergency landing in a plowed field in Entre Ríos; while the PA-94 impacted in front of the Aviation Service hangar in San Fernando during a landing practice with autorotation. It was delivered to the firm's representative in Argentina for reconstruction.
Since its incorporation, the Schweizer has proven to be a very efficient platform for both training and maintaining the ratings of helicopter crews.

 
This 300C can carry a stretcher in the starboard side. 
Fotografía: Sergio Hulaczuk.

 
Note the lack of the PA-90's port tank.
Fotografía: Sergio Hulaczuk
 
 


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