On the 23rd May, 1980, Flying Officer Suresh Gattu was authorized to fly as No. 2 in a two aircraft sector reconnaissance sortie. At the end of the sortie, after peel off overhead, while turning onto downwind, Flying Officer Suresh Gattu found his flight instruments flicker and become unserviceable. His radio telephone faded out at this stage. He tried lowering undercarriage unsuccessfully by normal means. The cone was stuck and all attempts to retract it manually were of no avail. Flaps also failed to lower. The trimmer was also stuck and inoperative and there were no light indications in the cockpit. Flying Officer Suresh Gattu lowered the undercarriage by emergency method and made a flapless approach. After touch down he put off HP cock and operated the tail chute. The tail chute did not operate and he was left with maxarette braking also inoperative (his threshold speed was 300 kmph, it being a flapless approach). Flying Officer Suresh Gattu brought the aircraft to a stop safely by the end of the runway and with scant regard to his personal safety when odds pitched against him were very high, saved a costly aircraft.

Flying Officer Suresh Gattu thus displayed a high degree of professional skill, competence and devotion to duty.

On the 17th September, 1980, Squadron Leader Adhip Banerjee (11592) Flying (Pilot), who is a test pilot, was detailed to carry out an air test on Hunter aircraft. During the descent after the air test while breaking clouds at 1000 feet a vulture hit the front windshield of the aircraft. The impact shattered the canopy causing an explosion and resulted in the depressurization of the cockpit and very strong air blast. The vulture came through the wind shield and hit him directly on the face. The impact was fortunately taken by the visor and helmet. His visor and the front canopy were badly smudged with blood and pulp of the bird as a result of which the Pilot's frontal vision was completely obstructed. At this juncture, Squadron Leader Adhip Banerjee displayed great presence of mind and resolve to bring the aircraft to base safely. He immediately got on to instruments which he could barely see. Since there were clouds above and ground was only 1000 feet below, utmost flying skill and accuracy was necessary to maneuver the aircraft.

The pilot dropped speed and checked up all other aircraft systems while turning to downwind on mental DR. Since the noise level in the cockpit was very high due to air flow, Squadron Leader Banerjee transmitted the extent of damage of the aircraft and asked Air Traffic Control to fire green cartridge on finals. After dropping speed, barely keeping his eyes open, he sighted the runway with great difficulty and carried out a smooth landing saving costly aircraft from destruction.

Squadron Leader Adhip Banerjee thus displayed a very high standard of flying skill and presence of mind in bringing the aircraft safely back in complete disregard of his personal safety.

On the 18th September, 1980, Squadron Leader Om Prakash Shugal was detailed for an air maintenance supply landing sortie to one of the Advanced Landing Ground (ALG) in the Eastern Sector in a two engine transport aircraft. After take off from ALG on his return flight to base, the starboard engine failed without any prior warning or indication. He immediately turned towards the ALG to carry out an emergency landing and at the same time tried to find the possible cause of engine failure. He had barely coped with the emergency when the port engine started to back fire heavily resulting in loss of power. Under the circumstances he was left with no choice but to draw on remaining power from the port engine as long as was possible so as to reach the ALG. Because of the misbehavior of the port engine he had to eventually switch it off. He nursed whatever power was available from his live engine to make a successful emergency landing at the ALG which is surrounded by inhospitable terrain and thick jungles. Crash landing would have resulted in total destruction of the aircraft and certain death for all on board which included the crew members and nine passengers.

The directional control during the critical stage of approach to ALG became most difficult due to heavy backfire and erratic power from starboard engine. By displaying cool courage in the face of near disaster, Squadron Leader Shugal coped admirably with the situation and with judicious selection of flaps on the final approach in conditions of total loss of power, the successful landing was executed.

Squadron Leader Om Prakash Shugal thus displayed exceptional cool mindedness, superb airmanship and exemplary courage.

On the 20th September, 1980, Flight Lieutenant Prakash Dhulappa Navale (13602) Flying (Pilot), was called upon to fly a VIP for reconnaissance in and around the flood affected areas of Orissa. After landing at GUNPUR, the VIP started talking to people around the helicopter. While doing so, a section of crowd started shouting slogans against him. The agitation picked up momentum and soon the agitators starting closing in on the VIP. Flight Lieutenant Navale on seeing the imminent crisis, forced his way through the crowd and with total disregard to personal safety, stood like a wall between the crowd on the one side and the VIP and the helicopter behind him. The agitating public, not only manhandled Flight Lieutenant Navale but took him and the VIP away from the helicopter which was damaged.

Flight Lieutenant Navale and the VIP returned after the mob fury had mellowed down. He quickly assessed the extent of damaged and while doing so one of the agitators told him to take off and leave the VIP behind. He took advantage of the situation and took off. He immediately landed back and quickly pulled up the VIP and flew him safely to GOPALPUR.

Had Flight Lieutenant Navale not flown out the VIP at that critical time, the situation could have taken a grave turn and could have resulted in serious consequences to the VIP and further breakdown in law and order situation.

In this action, Flight Lieutenant Prakash Dhulappa Navale displayed determination, courage, presence of mind and devotion to duty of a high order.

On the 25th January, 1981, Corporal Darshan Singh Brar, Workshop Fitter, along with his wife, boarded the Kalka-Ferozpur Frontier Mail at Chandigarh for Bhatinda to attend the marriage of his sister-in-law. At about 0015 hours, when the train left Barnala Railway Station, three hoodlums entered the compartment in which Corporal Brar was traveling. Two of them were armed with knives and the third one had a country made pistol. The robbers started waking up the passengers and demanded all the cash and valuables in their possession. Corporal Brar and his wife were also woken up by one of the miscreants who, brandishing a knife, asked them to hand over all their cash and valuables. Instead of submitting to the threats like other passengers, Corporal Brar resisted and put up a fight. Even though he was unarmed, Corporal Brar caught hold of one of the dacoits and shouted to the other passengers to get up and resist the robbers boldly. Unfortunately, due to general scare, none of the passengers put up any resistance and Corporal Brar continued to fight single handed. While he was about to overpower one of the robbers, the man with the gun hearing the calls of his companion, joined in and fired at Corporal Brar at a close range. Corporal Brar slumped down and collapsed immediately.

The courage and heroic fight put up by Corporal Darsahn Singh Brar with the hoodlums was not only in self defence but was also aimed at saving the other passengers and his ultimate sacrifice is in the best traditions of the service.

On the 26th August, 1981, Flying Officer Jankiraman Balasubramanian (15558) Flying (Pilot), took off for an air dropping sortie in Eastern Sector. The Dropping Zone was one of the Southern-most low lying dropping Zone. The flight was uneventful till the aircraft reached the dropping Zone. On his very first run for the drop, Flying Officer Balasubramanian heard a loud backfiring noise from his port engine followed by severe vibrations and smoke. Flying Officer Balasubramanian quickly checked his engine instruments and confirmed the failure of port engine. He not only controlled the aircraft at this critical stage of flight but avoided the hill in front of him in a cool, confident and courageous manner and simultaneously shut down the port engine. Flying Officer Balasubramanian found that his aircraft was not climbing on one engine. He quickly ejected the load and managed to gain the badly needed height of 1500' which was his minimum escape route height. He flew the stricken aircraft on one engine for over one hour over hilly terrain fighting turbulence and keeping a hawk's eye on the temperature of his live engine. He thus succeeded in bringing the aircraft back to base and made a perfect touch down.

Flying Officer Jankiraman Balasubramanian, with his flying experience of only 270 hours, handled the grave emergency in an exemplary and professional manner and thus saved eight valuable lives on board.

On 24th May, 1981, information was received that some members of a Japanese mountaineering expedition were in a precarious condition, a few hundred feet short of Nun Kun Peak at a height of 6300 metres. On 25th May, 1981, several attempts to land a helicopter had to be abandoned due to very high density altitude.

Captain Ranjit Singh Dev was detailed to carry out the task on the 26th May, 1981. Along with Captain P. C. Bhandari as copilot, he took off at 0530 hours from Srinagar airfield for Nun Kun. On reaching the area, Captain Dev saw that he would have to land in a totally unprepared and restricted snow surface between two peaks at 23,800 feet which is 800 ft. above the service ceiling of the aircraft. The place was interspersed with deep crevasses and covered with lose snow. Aware of this and assessing that he would have only marginal reserve of power even if the helicopter was flown single pilot, he landed at the Advance base camp and dropped the co-pilot. He took off alone for challenging mission fully aware of the risks involved to rescue the mountaineers, who were in a serious condition.

The cloud and turbulent weather and snow covered made the mission extremely dangerous. Having located the casualties after many attempts, Captain Dev landed in a small area between the two peaks. As the helicopter was landed the exhausted mountaineers came out of their tent dragging their unconscious companion. With considerable effort the first casualty was kept in the helicopter. He then took off and picked up the co-pilot from Advance Base Camp and landed at Kargil with marginal fuel.

Captain Dev again got airborne to rescue the remaining mountaineers. The rise in temperature at the site had raised the density altitude and increased the already high turbulence level. He landed at the same spot on two subsequent sorties and evacuated the remaining mountaineers with all their equipment.

Captain Ranjit Singh Dev thus displayed a very high degree of professional competence, determination, courage and devotion to duty.

On the 21st July, 1981, Squadron Leader Gurcharan Singh Madan (10452), Flying (Pilot) of 117 HU, was detailed as Captain to fly of Chetak Helicopter from Bareilly to Gauchar with an enroute halt at Haldwani for refueling. About 10 minutes of take off from Haldwani, his helicopter suddenly pitched up and started rolling to the right. It immediately developed severe vibrations and the control column started snatching in all directions. The severity of pitch, roll and vibrations was so great that he along with co-pilot had difficulty in retaining a grip on the control column and impossible to read the instruments. The movement of the stick was so vicious that it repeatedly hit their legs, badly lacerating them. The Helicopter was out of control and a crash was imminent.

Sqn Ldr Madan with commendable presence of mind and cool courage analysed the emergency and came to conclusion that the existing condition could only be outcome of a failure of rotor head system as had been the case with two earlier fatal accidents. He immediately decided to force land the helicopter on whatever open space he could find. With this intention, he lowered the collective pitch. By this action the vibrations reduced slightly and he could retain grip on the control column with a great effort. A marginal control of the helicopter was thus achieved. With the control of the helicopter hanging in a very delicate balance, Sqn Ldr Madan brought down the stricken helicopter to a small clearing for landing. The moment he raised the collective to cushion the landing shock, the vibration again became very severe. It was only his superlative flying skill, exemplary courage and tenacity of purpose which helped him to land helicopter with minimal damage.

In making this extremely difficult recovery of helicopter without excessive damage, Squadron Leader Gurcharan Singh Mann had not only saved a valuable aircraft and the lives of his co-pilot and his own but has made the investigation of the cause of this failure possible which in future will save further accidents.

Squadron Leader Gurcharan Singh Mann thus displayed exemplary courage, extremely high standard of flying skill and devotion to duty of high order.

On the 19th June, 1981, 256161 Junior Warrant Officer Ghasi Ram Bagaria, Radar Fitter, was traveling by 17 UP Sawai Madhopur-Loharu Mail Train. At Sikar, a gang of dacoits armed with lathis, knives and daggers, boarded the train and started indiscriminately bashing up the unwary passengers. Junior Warrant Officer Ghasi Ram Bagaria single handedly, traded blows with the desperadoes for the protection of the lives and property of cotravelers and sustained injuries. The injuries that JWO received were so grave that he had to be hospitalized for 18 days with multiple head injury in the Government Hospital, Jhunjhunu. This brave act of his was greatly appreciated by the Superintendent of Police, Jhunjhunu and various outside agencies.

25616 Junior Warrant Officer Ghasi Ram Bagaria thus displayed conspicuous courage and bravery.

On the 27th August, 1981, Wing Commander Jasminder Sing Kahlon was detailed to extricate the body of one Mr. MASAZUMI KASHI who had died as a result of a fall from the Drung area of Zanskar valley in Ladakh. In spite of the extremely inhospitable weather conditions and at the very great altitude of over 17,500 ft. Wing Commander Kahlon landed his CHEETAH helicopter on the right skid keeping the left skid suspended in the air while his copilot and a guide carried the body from the crevasse and put it into the helicopter, he maintained this position at great risk to his person and the helicopter.

Wing Commander Jasminder Sing Kahlon, thus, displayed conspicuous courage and devotion to duty of a high order.

Flight Lieutenant Unni Krishnan Palat (12733) Accounts, was specially selected for a High Altitude, “Paratroopers Nanda Devi Expedition”, as advisor cum specialist in Air Borne Operations and leader of a Sub Patrol. The task entailed recce of general area Nanda Devi, climbing various passes, glaciers, ridges, high points and attempt the highest peak of Nanda Devi Main 25645 ft. and Nanda Devi East 24391 ft.

Apart from carrying out his own task and responsibilities, he provided intimate support on a number of occasions to other Patrols when operating on technical hazardous route at height above 18000 ft. by personally carrying and delivering their mostly critical needed items to such spots, where carriage of extra ounce mattered.

On 14th September, 1981, he was almost killed by a falling rock when the impact was taken by his rucksack. Undeterred by the incident, he continued to provide support and facilitated in speedy road opening. Subsequently when the responsibility of fixing the most hazardous route at height between 21000 to 22000 ft. was placed on him, he achieved the same most successfully, against many odds, mainly due to his willed perseverance, sustained courage and exemplary leadership.

On 27th September, 1981, he exhibited a tremendous spirit of sacrifice by handing the entire food and fuel to the other patrol, when they demanded, and he along with his team remained hungry for almost 24 hours.

On 6th October, 1981, he organized a detailed and thorough search and rescue mission, involving prolonged strenuous activity at high altitudes to locate two members of the expedition and returned only after ascertaining that they had met with a fatal accident. The very next day, knowing fully well the dangerous route ahead and undeterred by the incidents, he not only completed the Recce task on schedule but repeated the ascent to Nanda Devi East from different route, and successfully climbed the summit at 1430 hours on the 7th October, 1981. By doing so, his patrol comprising 11 members was the first ever to achieve a rare distinction to scaling the prestigious and technically most difficult Nanda Devi East (24391 ft.)

Flight Lieutenant Unni Krishnan Palat has thus displayed exemplary sustained courage, spirit of selfless sacrifice and an exceptional devotion to duty.

In the autumn of 1981, the Army organized an expedition to Nanda Devi. The main task assigned to the expedition was to attempt the highest twin peaks of Nanda Devi Main 25,645 ft and Nanda Devi East 24,391 ft., which amounted to launching two major expeditions on separate axis i.e., then West and East, respectively. Flight Lieutenant Pazhangat Venugopalan was specially selected to lead Sub Patrol No.2 of the West Patrol.

Throughout the expedition, Flt Lt Venugopalan displayed selfless devotion above and beyond call of duty and courage of very high order. On one occasion when one of the members absolutely exhausted, dehydrated and frost bitten was located after 8 days, Flt Lt Venugoplan took care of him and parted with one of his crampons and gave it to other members who had none and took the personal risk of escorting him down to Camp II with only one crampon covering the treacherous descent on the steep and hazardous cooks comb ridge. Survival of the said member is purely attributed to this quick evacuation.

Once again, Flt Lt Venugopalan displayed exceptional courage, dedication and selfless sacrifice when on the 16th October, 1981, just 400 ft. short of summit, he felt blurring of his vision and became totally blind. When NK Gyasi Ram was helping to climb the last vertical rock, the anchor of the rope that was fixed gave away and Flt Lt Venugoplan slipped about 100' but was lucky to survive certain death. Because of this miraculous escape and the fact that the expedition had already had four fatal accidents of similar nature, he would have been fully justified to call off the mission but instead he insisted and encouraged other members to complete the mission. In a state of total blindness knowing fully well that a single wrong step could be fatal, or if the weather had turned worse or the other members did not return he might be frozen to death, Flt Lt Venugopalan for the sake of success of the mission voluntarily chose to stay back alone and thus displayed courage of an exceptionally high order at the gravest risk to his life. He sustained very severe frost bite – as a result of which he lost parts of 6 fingers and 8 toes.

Flight Lieutenant Pazhangat Venugopalan displayed total dedication and devotion to duty, tremendous team spirit, selfless spirit of sacrifice, and exemplary courage.

On the 29th January, 1982, Wing Commander Baljit Singh Chhoker (7018) Flying (Pilot) was authorized to carry out an air test on a Chetak Helicopter at a forward helipad in North Sikkim after a major component change. He was also authorized to ferry the aircraft back to the base subject to its serviceability. The helicopter was found to be fully serviceable throughout ground run, hover check and air test by the pilots.

Fully satisfied with the serviceability of aircraft Wg Cdr Chhokar who is highly experienced and a Test Pilot on type took off from helipad for the base. After flying for 5 minutes at a height of 17,500' (i.e., 1500' AGL), lateral oscillations of low amplitude and low frequency were observed by him. Wg Cdr Chhokar, sensing it to be unusual, decided to return to the helipad. At this stage lateral oscillations increased in amplitude, became divergent and cyclic flew out of the pilot's hands and started churning. The aircraft started pitching up and down. Reacting to grave emergency where loss in lateral as well as pitch axis was felt, he decided to force land the aircraft immediately and attempted a distress call. Partial control of the aircraft was regained just before landing and a smooth touch down in a totally inhospitable terrain was executed.

Further investigation revealed sudden failure of one of the three spacer cable from both ends. Earlier cases of such damage to the aircraft had invariably resulted into loss of the helicopter as well as the pilots. In making this extremely difficult recovery of the helicopter, Wg Cdr Chhoker had not only saved a valuable aircraft and lives of his co-pilot and his own but had made the investigation of the cause of the failure possible which in future will save further accidents.

Wing Commander Baljit Singh Chhoker thus displayed exemplary courage, devotion to duty and extremely high standard of flying skill in the best tradition of the Air Force. '