Volume 7, Number 2

CHC Helicopter Corporation

Craig Dobbin, O.C. Chairman & Chief Executive Officer

All is calm the day after, but seas were ferocious when CHC Irelands Pete Leonard and crew rescued 10 fisherman from the rail of the stricken FV Celestial Dawn.

PETER LEONARD does not consider himself a hero. But to every employee at CHC, and to the 10 Spanish fishermen who owe him their lives, he most certainly is. Pete demonstrated incredible skill, strength and courage as rescue winchman with the CHC Ireland Coast Guard SAR team Feb. 2 when pulled 10 fishermen from a sinking ship to the safety of a CHC SAR S-61. For his heroic efforts, which he dismisses as all in a days work, and his devotion over the years, Pete is this issues CHC Champion. Pete was called to a rescue just after dark while gale force winds and waves battered a sinking fishing vessel half an hour away. As he does for every mission, Pete didnt give a thought to the fact he might be risking his own life, and concentrated on the task at hand. At the scene, he was lowered to the capsized vessel and began the job of bringing up 10 fishermen. Twice he was washed overboard by waves, but because he was still connected to the winch, he was able to recover his position and carry on with the rescue operation. Still a youthful 49, Pete spent 23 years with the Royal Navy, and even did some basic pilot training before joining the company in 1992. In 1993 Pete received the Coast Guard Award for Meritorious Service, and over the years has repeatedly demonstrated his total commitment to getting the job done.

Despite getting knocked around Feb. 2, Pete knew that failure was not an option, and he went back down that line until every last fishermen was safely aboard the helicopter. Pete, I commend your bravery, Pete Leonard strength and resolve. Im told the ground and sea rescue crews who watched the scene have said that without Pete and the rest of the CHC crew from Shannon, those 10 fishermen wouldnt have had a chance. Heres how witnesses have described the event: In what looked like a scene from a Hollywood movie, the 10 fishermen were clinging to the starboard rail of the overturned FV Celestial Dawn the evening of Feb 2, as waves crashed over their heads and the vessels bow pounded closer to the jagged rocks. The real dawn was eight hours away, and despite the vessels proximity to the shores of Dingle, helicopter rescue was the only option for the shivering fishermen. Fast rescue craft had already tried to get near the boat, but breaking waves and Continued on page 2 high winds forced them to turn

CHC Helicopters Ireland has won a new five-year contract to provide a Search and Rescue S61 helicopter and back up aircraft for a new Irish Coast Guard base at Waterford, Ireland. The operation commences 1 May 2002 for the Department of Marine and Natural Resources. This new contract requires the conversion of an S61 to full autohover capability, which will be carried out by CHCs Astec Helicopter Services in Stavanger, Norway. The Waterford base will be CHC Irelands third Irish Coast Guard Base, after Shannon and Dublin. CHC Ireland has also successfully renewed its existing contract with Marathon International Petroleum Ireland Limited. The contract commences 1 April 2002. The duration of this contract is for five years with further options. The operation is based in Cork with the sole use of an AS365N aircraft.

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Safety first for SAR crews Down Under

Back in Venezuela

African Adventure

April June 2002

Continued from page 1

back. Swimming to shore was not possible in these conditions. Only half the fishermen were wearing life jackets, and hypothermia wasnt long off. The emergency call to CHC Irelands Shannon base came at 20:20. The crew of Captain Derek Nequest, (also chief pilot and Shannon base manager), Copilot Mark Kelly, Winch Operator John Manning and Winchman Peter Leonard were airborne within 10 minutes, five minutes better than the contracts daytime requirement. The initial report had indicated the vessel was listing, but had not capsized, so the plan discussed aboard the helicopter was for Pete to be winched to the vessel, where he would remain as fishermen were winched aboard two at a time. However, it soon became apparent this was not an option. When we arrived, we could see the situation was actually much worse than initially thought, Pete said. The ship was lying on its starboard side, with the bow towards the rocks. All 10 crew were literally hanging on to the rails, all in nice long line.

The crew quickly established a new plan, setting a hover about 40 feet above the overturned vessel. Pete was to go down, remain attached to the winch and bring up the sailors one at a time without disconnecting. With the pilots maintaining a static hover, and winch operator John Manning keeping the cable taught, Pete was able to move about freely on the rail of the ship and quickly attach the rescue strop to the first sailor. He then gripped him tightly and signalled John to winch them up. The task would be gruelling under ideal conditions, but Pete was facing 70 kph winds, a heaving vessel and five-metre waves breaking over head. One wave caught him from behind, knocked him to the side and off the vessel. John managed to winch me in, Pete said casually after the incident. It happened a second time, as I was trying to get (a sailor) into the strop. One terrified man didnt want to leave the rail, despite near-certain death if he remained,

and another sailor had to help pry loose his death grip while Pete calmed him down. Ten times Pete gripped a sailor and was winched up, and 10 times he went back down without hesitation. CHC Scotia Managing Director Neil Calvert immediately sent Pete his personal congratulations, and the Spanish Maritime Organization sent a letter of thanks (though no one has heard from the fishermen). Captain Derek Nequest offered this summary of Petes lifesaving actions: Not only was this a significant feat of physical fitness and professional ability as a winchman, but Pete also clearly displayed the courage and determination to get the job done which has become synonymous with SAR operations in Ireland. As a result of his efforts, 10 seaman were saved from a precarious situation that could so easily have resulted in major loss of life. Pete, I along with all your fellow employees, salute you.

Sylvain Allard President

THE THIRD QUARTER, fiscal 2002, represents CHCs best third quarter performance and our ninth consecutive quarter of growth. These results confirm that we have done an excellent job in responding to our customers needs in the face of various market challenges. However, with the current volatility in oil prices, some of our North Sea customers have initiated major cost reduction exercises. As I have told our shareholders, these cost reduction measures could affect exploration spending and we may see reduction in exploration-related revenue in the North Sea over the next 12 months. As we move forward the CHC Group needs to prepare itself strategically with a more competitive cost structure in anticipation of a changing market. We remain absolutely committed to strengthening this company, and maintaining our position as the world leader in terms of safety, training, efficiency and, above all, customer satisfaction.

After extensive discussions, CHC has concluded that we can achieve substantial benefits by adopting a common approach in Europe, while retaining autonomy in the existing three major operating divisions. Our long-term objective is the standardization of our systems and our approach to business across Europe. Accordingly, we have determined the following steps are necessary to maintain CHCs strategic advantage: Implementing of a fully integrated software solution across the three European divisions to introduce a common approach to maintenance and flight operations; Introducing of a common financial reporting system across Europe and Corporate headquarters; Restructuring of the European divisions to allow the flying divisions to focus on their core business whilst Astec will take over more of the Groups maintenance support in both Aberdeen and Stavanger; Establish one training center which will cover all of the CHC Groups pilot and engineer training requirements and enhance our capability to serve external customers.(A further report on this is due

in the near future which will determine the steps necessary to achieve this objective.) Addressing these challenges now will allow us to provide secure employment for the majority of staff in our European operations for the long term by enhancing our ability to retain significant market share. It is important to note that while we recorded an excellent third quarter, total flying hours from continuing operations remained consistent with the same quarter last year. The status quo in this marketplace will not allow CHC to remain competitive. We must continuously improve our business model to thrive. I am pleased to acknowledge several new contracts won in the last quarter: a new longterm oil and gas contract in East Timor; two contracts renewals in the U.K., with Kerr McGee North Sea and Marathon International, and; a new five-year SAR contract for the Irish Coast Guard. These new contracts indicate that we are meeting our customers needs and winning their support. With the standardization of our European operations, I am confident we will continue to win their support, and secure our own prosperity.

WHEN PARKS CANADA proclaimed that nothing could be transported over the bogs of Gros Morne National Park in western Newfoundland, Marine Services and Consultants of Rocky Harbour, had a 6,500-kilogram problem on its hands. A new tour boat for the inland fjord, Western Brook Pond, weighed a few thousand kilos more than the maximum lift capacity of any helicopter in the region. So Marine Services President Reg Williams, had the brand new vessels engine, shaft and wheelhouse removed. He then cut the 15-metre boat right down the middle and called CHC Helicopters International in Halifax. With the permission of ExxonMobil which has the aircraft on dedicated contract but shares in third-party revenue Halifax would have an S61 depart in the morning the day of the lift, sling the loads in the early afternoon (weather permitting) and be back for dinner. All was set for Monday March 25. Halifax Base Manager Capt. Rod Legassick flew left seat, hanging out the bubble window, while Capt. Darcy Hoover

ran the throttles during the lifts (there were nine in all, including the two pieces of hull, wheelhouse, and a dismantled excavator). The operation went flawlessly, just like clockwork, according to the engineer on the ground Darryl Reid. Despite a steady breeze, Legassick and Hoover gingerly maneuvered the hull sections into perfect position, Reid said. A winch was used to squeeze the hull together, and it was bolted back in place. The perfect end to a perfect mission right? Not exactly. On the way home the S61 developed engine trouble and had to pull into tiny Stephenville to await engineers and replacement parts, delaying the return of the aircraft by two days. Fortunately Team Halifax has spent three years impressing the heck out of the customer with their hard work, dedication and professionalism, so that ExxonMobil understands these things can happen.

The 6,500 kg tour boat had to be cut in half, with wheelhouse (above) removed, in order to be slung into Western Brook Pond. Photos by Shawn McCarville

ON SATURDAY 1 MARCH, the Ops Centre at CHC HS Stavanger received an urgent request for assistance. Another helicopter operator could not carry out its planned lifting assignment as the object was way too heavy for the helicopter assigned to the task. No other heavy-lift capacity was available. The lift was urgent as the drilling rig Deed Sea Trym was getting ready to leave neighbouring Sandnes for its next contract and could not wait. On the other hand, it needed a five-metre, three-tonne cylinder, known as a heave compensator, in place atop the rigs derrick before leaving port. Knowing the capabilities of the Super Puma and the availability of heavy-lift equipment at CHC HSs main base, the caller urgently asked CHC HS to provide the necessary assistance. The pick-up point was a mere 100 metres from the rig in the Sandnes dock area.

In hours, the operation was prepared, including the completion of an HS SAFE analysis, inspection of the site, assigning helicopter and crew to the job, and establishing the necessary co-operative arrangements with contractors, local police, port authority, etc. The lift required air and ground crew experienced in long-line work qualifications not readily available on the weekend at such short notice. As the picture proves, it worked. CHC HS staff and police officers needed to clear the pickup area of curious onlookers and the helicopter needed to refuel once due to a longer hover than originally planned. But by the afternoon of 2 March, the rig was heading into the North Sea with the critical heave compensator duly installed ... thanks to the flexibility and motivation displayed by dedicated CHC HS staff. Congratulations on a job well done!

CHC Helicopter Corporation

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CHC HS Capt. Per Gram conceived the idea of hosting the IFALPA conference in Stavanger more than five years ago.

THE INTERNATIONAL FEDERATION of Airline Pilots Associations is coming to Stavanger May 3-7 for its 57th annual conference, thanks in large part to the efforts of CHC Helikopter Service Captain Per Gram. IFALPA is a world-wide federation of national pilot groups with 110,000 members in 93 countries, including Norway. This years conference will be the largest aviation congress ever held here in Norway, with 500 delegates, observers, invited dignitaries and spouses, from national and international bodies. Sessions include workshops such as The Aftermath of an Accident or Serious Incident, and seminars including Bridging the gap an information session on helicopter operations. Organiser Per Gram has been planning the five-day event for years. In 1996 I had the idea that the Norwegian Airline Pilots` Association should host an annual conference where we would focus on recognised problem areas. I felt that offshore helicopter operation is an area with considerable scope for

improvement, Per says. Per got his wings as a Norwegian military student pilot at Williams AFB in the USA in 1968, flew fighter aircraft for a while and then switched to the four-engined Lockheed P-3 Orion maritime surveillance aircraft. He stayed in the RNoAF for eight years and logged some 5,500 hours before joining Helikopter Service in 1976, where he became a captain on the S-61N in early 1978 and also flew Cessna Citation business jets for a while. Some of us took the initiative to launch a helicopter working group across the North Sea as the challenges were much the same in the whole of the North Sea Basin, Per says. I had the opportunity to help establish the IFALPA Helicopter Working Group which initially had members from around the North Sea only. Later on it was expanded and we now have members from 20 nations. This IFALPA committee is one of many recognised by both the JAA and ICAO. In other words, we participate where the rules, regulations, and recommendations are developed.

Our aim is that offshore operations along designated main routes should demonstrably have the same safety level as scheduled airline operations. We need controlled airspace, we need collision risk assessment models as a basis for procedures and we need improved certification requirements (e.g. to reduce cockpit noise), Per Gram says. Per adds that although there will be considerable focus on working conditions for helicopter pilots, he hopes there will be ample industry focus as well and that the helicopter manufacturers will be attending the event. Airbus, Boeing, BEA Systems, Honeywell, EPT, Parc Aviation and EVAS are registered as sponsors and exhibitors and will be giving demonstrations on the premises. Stavanger and its immediate surroundings have a lot to offer visitors and the organisers will take advantage of the many possibilities to arrange a varied programme for delegates and their companions.
By Johan Petersen

CHC Helikopter Service, Stavanger

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THE MISSION APPEARED SIMPLE John, I want a seatback video system for our offshore Super Pumas. (Most people in the helicopter industry know that the only means of making a long flight appear a little less mundane is through a good book, or the elevator music through the quite often unreliable IFE system.) No problem, Neil, I responded, after all, hundreds of fixed wing airlines have such a system installed. However, after several frustrating

weeks and several in-depth conversations with manufacturers such as Matsushita, it became obvious that the task was not quite so simple. Neil, I was sure, would not respond favourably to my best achieved quotation which was for a system weighing some 400 kg and at a best price of US$1.5 million. However, at CHC Scotia, we have a long tradition of innovation and a desire not to be beaten, so it suddenly struck me that there were a number of commercially available products, already meeting civil aviation requirements, which could be brought together to produce a low cost, reliable audio-visual system which could be installed in any helicopter within the CHC fleet. My first point of contact was a manufacturer of monitors for use in the Police and SAR markets; as luck would have it, the owner had some previous experience in passenger entertainment systems. He was immediately gripped with the idea of a low cost system which was not only highly reliable but also easily maintained and simple to change the content. Many lengthy telephone conversations took place, followed by refined system specifications, cost targets and timescales, but the outcome was a system with a cost target dramatically reduced and 40 kg in weight.

The system, when installed, will comprise a separate video playback unit, multiplex technology to minimise system cabling and an integral seatback LCD monitor and individual controls. Sound is via small corded Walkman type headphones connected to the display. The next question was, of course, What are we going to show? It was at this point that we introduced a third partner, who is partially owned by CHC Scotia, producing survival and briefing videos for the offshore oil and gas industry. They gave a great deal of input as to how the programmes we would wish to present could be tailored. Indeed, as a group, we saw some of the real benefits for customers as being able to carry out not only video and audio entertainment but also Corporate team briefs, Welcome briefing for offshore installations as well as standard helicopter briefings, reducing costs by not having separate Terminal departure rooms for this. In addition, the ability to have an automatic display of the brace position in emergency situations was considered to be a safety enhancement. It was at this point that Neil asked, When can we have a prototype system? The answer is within six months of pressing the button, which we hope to do soon. There are, of course, a number of technical and legislative challenges to overcome, particularly with the means by which we produce an individual monitor which can be used in all daylight or seating configurations but we feel that we have

considered and have a suitable response for each, giving us a system that can transcend any helicopter platform and ultimately, due to its uniqueness, be offered to a large external market. In addition to the passenger benefits, we have also considered utilising a cockpit display linked to external vision cameras, already available as a positive contribution to safety by offering aircrew an external view of the helicopter and its environment, particularly in emergency situations where the presence of fire, open cowlings or main/tail rotor problems can be visually relayed to aircrew. With this system, we are offering something unique which we firmly believe the customer will value. In addition, CHC is raising the stakes in the offshore market by being the launch customer for aircraft such as the EC225. This aircraft has dramatic improvements in performance, however, we cannot fully utilise the increased payload in our current operational environment. The proposed seatback video system allows CHC to utilise some of this wasted payload as a means of adding value for our customers hence generating additional revenue. It could eventually be installed on CHCs entire offshore fleet. I have, however, just been reading with interest of the new technology of Plastic TV displays which could be built into fabric or clothing. Who knows, maybe in 10 years time we will be writing to inform you of the helicopter trim which also acts as a full 360 surround video system, or is that a bit too far fetched?
John Burns, Engineering Business Manager

CHC Scotia

CHC HELICOPTERS (AUSTRALIA) has completed 750 missions for the Snowy Hydro SouthCare contract, which it has held since inauguration in 1998. Snowy Hydro operates 24 hours a day, offering search and rescue services, assistance at accident scenes and air ambulance service to major hospitals in the Australian Capital Territory (ACT) and New South Wales (NSW). Snowy Hydro SouthCare also conducts fire-fighting duties in support of the Bushfire Service. In the relatively short history of SouthCare there have been scores of remarkable accounts of rescues and missions. In the 1998 Sydney-Hobart Yacht race, 55 people were rescued from sailboats, when multiple storms and hurricane force wind and waves descended on the fleet of 155 racing yachts. Six sailors lost their lives. Thankfully, as the events of 05 March, 2002 indicate, not all missions are as critical. However, SouthCare crews approach every operation and indeed everything they do with safety foremost in mind. To counter unpredictability and improve safety, crews operate within a robust Safety Management System (SMS), encompassing every activity carried out by flight crew, maintenance

engineers, administrative personnel, client, passenger, employee, and contractor. On March 05, the duty crew from South Care base in Canberra was activated by AusSAR at 22:52 for a beacon on the coast, South of Sydney. On duty were Pilot Ray Stone, Aircrewman Shane Paton and Paramedics Cath Stephenson and Jim Tierney. Whilst Ray checked the weather and communicated with the relevant agencies, the other crewmembers ranged the aircraft, fuelled and loaded equipment for a possible over water SAR. On completion the crew were airborne at 23:21 Hrs headed for the South coast of New South Wales. The initial satellite detected the signal at two different locations, one inland 31 km West of Nowra, and the other 78 km away, 18 km off the coast in the active RAN (Royal Australian Navy) Restricted exercise areas. En-route the crew talked about different situations that they may encounter in the area, and prepared themselves in the cabin for arrival at the first location. Whilst the crew searched in the initial area, Sydney Air Traffic contacted a RAAF (Royal Australian Air Force) P3-C Orion, which conducted a beacon search at a height of 21,000 ft in the restricted

THE EMERGENCY CALL came at 19:00 from Australian Search and Rescue (AusSAR), a national centre established by the government for coordination of Australias civil search and rescue. A sailboat was in trouble in nasty weather. It was to be a beacon search in an area 200 to 230 km into Bass Strait, east of East Sale. The weather at the time was typical of this area with southwesterly winds howling at 60 to 80 kilometres per hour, high seas and low cloud, down to 1500 feet. We launched at 20:10 with the only crew available, Captain Jim Llewellyn, First Officer Rob Moore, Aircrewman Steve Simpson and Rescue Crewman Scott Sorrell. When we crossed the coast, the weather deteriorated rapidly to heavy rain with embedded CBs (Storm Cells) and the wind increased to 120 kph at 1000 feet. As we picked our way through the weather, we monitored various frequencies for a beacon signal with no result.

A fixed wing was launched from Moorabbin for top cover (to the helicopter) and to assist in the beacon search. Unfortunately we arrived in the area 15-20 minutes before them and had to depart due to fuel restrictions after having to consider a 140 to 150 kph ground speed home with an instrument approach on arrival. The fixed wing later located the beacon 15 km southeast of the search area, however the beacon signal was very weak and they could only hold it to a range of three km. As it turned out, the beacon was floating inside the boat cabin and was 5 years past its expiry life! The fixed wing informed us of the beacon position when we were half way back to East Sale. On arrival back at East Sale we discussed the conditions and options with AusSAR and decided to launch to arrive at the beacon at first light. The weather had abated a little for the 06:00 launch and the winds were down to 85 kph with the cloud base at 1000 feet.

After a long cold night for the sailor, dawn arrived with the sound of CHC S76 RAAF SAR Helicopter. The survivor pointed to the only other crewmember: his companion and trusty friend, Jess. The crewman indicated to throw her overboard; they both then swam clear of the boat before the wet-suited body on the end of a cable plunged beside both survivor and friend offering a lifting sling. Conducting a routine double (triple) lift rescue of the yachtsman and his dog from five meter seas. We wrapped the survivor in a space blanket and proceeded back to East Sale where we arrived at 08:12. Of course the survivor was very appreciative, as was his crew! This is only one example of what CHC Australia EMS crews do 24 hours a day, seven days a week, and the difference they make to the lives of so many people and occasionally their pets.
John Boag & Jim Llewellyn

CHC Helicopters (Australia)

exercise areas near the secondary location. After neither aircraft found detection, AusSAR stood down both aircraft and the crew commenced a return to home base. Another satellite passed over at 0030 Hrs and AusSAR replotted the signal 1nm off the Wollongong coast, with the Orion unavailable participating in exercises with the RAN, the South Care crew turned to the new datum 122 km from their present position. The signal was gained by the crew 72 km South West of Wollongong at a height of 6500 ft. After numerous passes to determine signal strength of the beacon over shipping near the coast, the crew narrowed the search to the Wollongong boat harbour. To refine the location of the beacon, the crew elected to land near the harbour and proceed on foot with a hand held VHF radio to DF the signal. Several vessels were inspected for the beacon until the search dwindled down to four vessels. The crew boarded a yacht along side the wharf at 0137 Hrs, a startled owner was woken and the offending beacon was selected off. After a quick brief by the crew, the owner was not aware of the situation that they had caused, but at least they were safe and their beacon was serviceable.

INTERNATIONAL WOMENS DAY, Friday, March 8, 6:45 AM: Eight CHC women joined forces with 1100 other Adelaide women for a delightful breakfast to celebrate International Womens Day and support UNIFEM. These meetings are held all over Australia and indeed the globe. Funds raised have been committed to support UNIFEM Australias work in East Timor. The program has already helped East Timorese women develop a range of skills so that they have access to a sustainable source of income, the plight of women and children in East Timor is close to CHC Australia because of our involvement with the UNs peace keeping forces. The very early start in the city was a bit of a hardship to endure for nine to fivers particularly the working Mums, but worth the

effort for the friendship and a chance to help strengthen the economic capacity, rights and bargaining power of more than 900 million women worldwide. UNIFEM activities are assisted through sponsorship and contributions. The host, South Australian Senator Rosemary Crowley, acknowledged our group of eight, with a special mention for the work of CHC Australia in East Timor. Working in a progressive global organization we are in a great position to think globally and act locally on a daily basis. Perhaps next year on International Womens Day you may be interested in joining the Australian contingent and share in the joy of participating in promoting womens human rights and strengthening womens economic rights. Loris Tomkinson

18 June 2001: The phone rings, Hey Bill, its Carlos Dugarte calling from Aerotecnica in Venezuela. What do you think about working together again? Its been too long. Weve got a tender coming up for work offshore. You interested? Im on my way to Vancouver, lets discuss the possibility Thats how it all started. With one phone call from an old friend, CHI would be heading back to Venezuela with two aircraft. Together with Aerotecnicas twin otter and 412, we would service the PDVSA contract. It would mean two years working out of Capure, 23 miles south of Trinidad. Following the tender submission, Aerotecnica was awarded the job and we were requested to have two S61s in Venezuela by December 90 days away! Our experience told us that even with the two aircraft identified, this was going to be a challenge. One of the aircraft would come from the UK, go through Canada and on to South America. Multiple inspections, reams of paperwork and more technicalities than we remembered from our last tour in Venezuela were involved. We had made a commitment to our partners, who had in turn made a commitment to PDVSA, and now it was time to follow through. We quickly pulled together our base start-up team, and set to work. Logistically, we understood this would not be simple given the legalities of moving one aircraft through three countries with much of the move taking place over Christmas. The aircraft identified by CHI would be C-GHJU an S61N Shortsky leased from a local company in Vancouver, and C-GROV (formerly G-BEIC), an S61N leased from CHC Scotia. On November 17, C-GROV arrived in Halifax, where the team completed all preparation required to send it south. One week later, CHI took possession of the Canadian machine and began preparations for its departure. The wheels were put in motion to get both machines inspected, approved and ready for the ferry flight to Venezuela. This is where teamwork became essential. Every department was involved in this project, including Maintenance, Operations, Design Approval Organization, Quality Assurance, Tech Records, Finance and Commercial/ Business Development departments. All departments put their best foot

forward. Pulling together for the transition of the aircraft made for a quick turnaround, and by Christmas, both S61s had made their way to Venezuela. Beyond the aircraft, other hurdles arose that others might have been intimidating, but not to CHI. We viewed them as opportunities to learn and to grow as an organization and a team. We had difficulty obtaining Venezuelan work visas for our crews. And our base location of Capure had virtually no infrastructure we needed everything from accommodations, hangar, parts storage, passenger lounge, communications, refueling set-up even a water source to support the operation. Under the guidance of Kalique (Carlos Dugarte Jr) and thanks to the resources of Aerotecnica, we have overcome these obstacles. Our first revenue flight was January 6, 2002. This project start up has not been without its share of challenges, but due to the people involved, another contract has successfully gotten off the ground. AEROTECNICA Established in 1950 by Antonio Dugarte Senior, Aerotecnica is Venezuelas largest and most successful Despite bureaucratic obstacles, and a short time frame, two CHC S61s were delivered on t helicopter operator. They ice build-up, and the Orinoco River delta, right, offers breathtaking views. Bottom: Aerote currently operate approximately 30 helicopters throughout the much a family-run operation. At the age of 85, country. In addition to Charter and Contract Mr. Dugarte still goes into the office on a operations they are Sales and Service daily basis to look after his business interests. Representatives for Bell Helicopters. Day to day operations are run by his sons Aerotecnica is a private company and is very Antonio and Carlos Dugarte and their two

CHC Helicopters International

Marovan. During this period we operated a Bell 212, a Sikorsky S76, and a Sikorsky S61N out of Caracas, Maturin, and Margarita Island in N.E. Venezuela. Since then we have maintained a positive relationship with the company assisting them with pilot recurrent training supported with Instructors from Canadian Helicopters Advanced Training Facility located in Penticton, British Columbia. CHC values its relationship with Aerotecnica and looks forward to participating in future business ventures in the years to come.

PDVSA PDVSA Petrleos de Venezuela S.A. is a company wholly owned by the Republic of Venezuela. Since 1975, PDVSA has been under the control of Ley Orgnica que Reserva al Estado la Industria y Comercio de los Hidrocarburos, a nationalization law that reserves for the State all activities relating to the exploration, exploitation, manufacturing, refining, and domestic and international marketing of ime to the Capure, Venezuela base, where pelicans on the blade (left) are far more likely than crude oil and refined cnicas Carlos Dugarte and Antonio Dugarte, and CHIs Brian Arsenault. products. PDVSA is responsible for the operation of a number of sons Antonio Jr. and Carlos Jr. Kalique. subsidiaries, in compliance with guidelines CHCs relationship with Aerotecnica dates provided by the Venezuelan Ministry of Energy back to the late 1970s and early 80s when we and Mines. worked in partnership on two offshore operations for local Venezuelan oil companies, Lagovan and

CAPURE GEOGRAPHY The coastal base at Capure is situated in a remote area of the Orinoco River Delta in Venezuelas Delta Amacuro State. A short boat ride from the small town of Pedernales, Capure consists of a population of approximately 100, one kilometer of road, one airstrip, and the recently constructed camp, hangar and passenger facilities. The Orinoco Delta is a vast, intricate maze of waterways weaving through the jungle, carrying the waters of the Orinoco River to the Atlantic Ocean. The Orinoco Delta has formed over the course of thousands of years as the river has deposited millions of tons of sediment into the ocean. Over the last century alone, some 1,000 km has been added to the Delta, which continues to extend into the Atlantic at a rate of 40m per year over its entire 360km coastline. The Orinoco branches off into over 60 waterways and 40 rivers that diffuse through 41,000km of forested islands, swamps and lagoons. There are a variety of habitats within the Delta, both terrestrial and aquatic. Mixed tropical rainforest, dominated by towering palm trees, prevails over much of the terra firma, fostering a variety of flora including fruiting trees, orchids, bromeliads and arboreal ferns; which flourish in the moist air of the canopy. Grassland swamps and marshes brim with aquatic plants, and estuarine waterways towards the ocean are thick with mangroves. Needless to say, the wildlife of the Delta is also extremely rich and varied. Jaguar, puma, ocelot, red howler and capuchin monkeys, capybara, agouti, giant otter, manatee and dolphins are just a handful of the countless species of mammal that can be observed in their natural habitats. Among the extensive bird population are hoatzin, macaws, parrots, toucans, caciques, kingfishers, cormorants, egrets, falcons, hawks, harpy-eagles, weaverbirds and hummingbirds. There is also an untold number of amphibians, reptiles and fish species, including anaconda, boas, vipers, fer-de-lance, coral snakes, iguana, cayman, turtles, piranha, stingrays and catfish. PS: Hey, you come back here with that engineer!

Suzanne Perry, Len Dennis and Brian Arsenault

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IN MOST COUNTRIES with a UN presence, an excited crowd approaching the security gates of a UN Helicopter compound would be threatening enough for the guards to sound the alarm. But not this time. On Feb 23, the CHC International crew supporting Bosnia-Hercegovinas only UN helicopter contract hosted the first Elementary School Field Trip at the Sarajevo heliport. Twenty-three excited Grade 5 students from Mesa Selimori Primary School had their first close-up look at the white helicopter that thunders over the city on a daily basis. The event marked not only the passing of the second year of the UNMIBH contract, but also the first formal contact between local citizens and the stranci foreigners, or as we jokingly call ourselves, the strangers. Accompanied by two teachers, parents and two members of the Sarajevo Emergency Rescue Team, the students soon learned that the stranci had a full itinerary planned for them. In the brilliant spring-like sunshine, pilot Ross Kuch presented in-depth lesson plans about flight following, radio communication, aerodynamics, jet propulsion, rotorcraft control mechanisms and typical missions for UN-189, the Canadian Registered Bell 212, C-GOKX. To have been able to plan and prepare for a school field trip on an airport still very much under control of the military is as much a testimony to the UN mission and its continued presence here as it is to the people of Sarajevo. Having endured years of siege with random destruction in strong evidence down even the narrowest street or alley of the city, the local people have had their share of foreigners invading their land something CHC International crews from Canada have never experienced. CHC provides commuter services for IPTF and Human Rights personnel, border reconnaissance missions, VIP transport and emergency medical transport. Since it is not a dedicated emergency aircraft, UN-189 does not

have FLIR or Night Vision Goggle capabilities. Instead, regulations require authorized Night VFR routes in order to complete emergency night missionsno small challenge in a mountainous country. Most of our missions have been routine, including flights to mountaintop radio repeater stations in the winter. Not much different from flying in Western Canada. However, being the only white civilian helicopter amongst a plethora of military machines UH-60 Blackhawks, CH-47s, CH-53s, Westland Lynx, BO-105s and Griffons UN-189 enjoys the freedom and access to all SFOR bases in the country, as well as the freedom to land in most villages and towns with an authorized UN or SFOR helicopter landing site (HLS). To land anywhere else on an alpine meadow or farmers field in the valley is not recommended. Not because of noise contraints or territorial disputes or security reasons. But because there are an estimated one million unexploded landmines in Bosnia-Hercegovina with only half of them in known locations. The golden rule is to stick to asphalt surfaces, avoid abandoned looking areas or shiny metal objects on the grass, and consider every centimetre of ground as suspicious. Flying over the countryside, as attractive as it is with the rolling hills and jagged cliffs, might as well be shark-infested waters, and is for the most part the only hostile threat to our operation. So successful has the UNMIBH been in implementing their mandate, that in his briefing to the Security Council on Dec 12, 2000, the Special Representative of the Secretary-General, Jacque Paul Klein, said progress made by the mission has enabled us to think about an end point in a two year time frame. As we enter our third year of the UNMIBH contract, it is with that proviso attacheda definite end in sight. But our fond memories of Bosnia wont necessarily end when we leave. Our first School Field Trip ended with treats and a flight display by the SFOR Lynx aircrew

Photos, from top left: Landmine danger signs are a common site around Sarajevo; as are bombed out buildings, such as these destroyed apartment blocks near the airport; the Bosnian landscape looks beautiful from the air, but the landmine-strewn ground might as well be shark-infested waters; on a recent field trip, back row left: Teachers Sabina Trbi and Eldina Mujki; middle row: grade 5 students; right: Pilot Ross Kuch.

located next door to the UN Helipad. And in addition to a photo of each student behind the controls of UN-189, each of them also went home with (we hope) a good story to tell his or her parents about the stranci who fly the white helicopter. Just one example of the good will CHC International fosters while on duty with the UN in troubled nations.
By Allan Cram Sarajevo Base Manager

CHC Helicopters International

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Croatia, Byzantium, Montenegro and Hungary have all occupied the territory at one time another. In the 13th Century, Turkish raids prevailed and the Ottoman empire remained in power until 1878. Bosnia was then forced under Austro-Hungarian Rule. But resentment toward this foreign occupation intensified in 1908 when Austria annexed Bosnia-Hercegovina outright. The assassination of the Austrian heir, Archduke Franz Ferdinand by a Bosnian Serb on June 28, 1914 the shot heard round the world led Austria to declare war on Serbia one month later. When Russia came to Serbias aid, and Germany supported Austria, the world was soon at war. The most recent war in Bosnia-Hercegovina erupted in April 1992 after snipers opened fire on unarmed citizens in Sarajevo who were demonstrating for peace. Twelve people were killed in that attack. Shortly after, civil war and a campaign of ethnic cleansing ensued. The city of Sarajevo came under siege April 5, 1992 and ended three years later leaving over 10,000 civilians dead and the city in ruins. In late 1995, after the brutal three-sided war in which 200,000 people were killed and 2.2 million people (half the population) were displaced, the parties agreed to a cease-fire. Under the terms of the Dayton Agreement, the UN Protection Force (UNPROFOR) which had been in Bosnia since 1992 would withdraw and security would be undertaken by a NATO-led multinational Implementation Force, to be known as IFOR. In December 1995, as IFOR formally took over responsibility in BosniaHercegovina (BiH), the United Nations Security Council endorsed a new civilian UN operation in the country, UNMIBH. The missions two principle components the United Nations International Police Task Force (UNIPTF) and a UN Civil Affairs office were created to implement the Dayton-Paris Peace Agreement. In the immediate post-war environment, the UNMIBHs major focus was to deploy IPTF monitors at some 60 locations, supervise the transformation of local war-time police to regular civilian police structures and manage difficult political crises. Over 2,000 civilian police from all over the world made up the initial deployment within Bosnia. One year later in 1996, the Security Council authorized the establishment of a Stabilization Force (SFOR) for a period of 18 months to succeed IFOR. In 1997, the Missions work focussed on reducing the large numbers of weapons in police possession, providing assistance in removing illegal check points, monitoring police performance during the first post-war elections and the initiation of Federation Police restructuring through police certification, policing structures and training. Each year as the mission was extended, their actions became more and more specific. In 1999, UNMIBH began to address specialized police services, support units, Border Service and court police. These efforts support the UNMIBHs overall mandate to provide a safe and secure environment for all persons by ensuring that civilian law enforcement agencies operate in accordance with internationally recognized standards and with respect for internationally recognized human rights and fundamental freedoms. CHC International became a part of this effort in January 2000 when they successfully bid for the charter of a Bell 212 helicopter for use in UNMIBH.

CHC INTERNATIONAL is pleased to introduce an occasional series profiling key members of our team. Get to know the cast of characters that have been instrumental in our success.

MR. PETE LAVOIE,

CHIEF ENGINEER, SIKORSKY

MR. ED HORODESKI,
CHIEF ENGINEER, BELL & EUROCOPTER

Pete began his career in the industry in 1978. Pete has spent years in the field as an engineer, joining CHC in 1998. Since that time, he has been making important contributions to the maintenance staff at CHI in his current role as Chief Engineer (Sikorsky), where he has applied his years of experience to maintain an efficient and effective Sikorsky maintenance program. Petes wealth of engineering knowledge makes him a tremendous asset to CHI and a welcome resource for our customers. Known as Pistol Pete Lavoie around the office and in baseball circles, he has agreed to take on coaching duties for CHIs slo-pitch team this summer. If work ethic is any indication, Im sure hell end off the season with a grand slam!

With over 26 years experience in the helicopter industry, Ed has attained an impressive level of knowledge and experience in the mechanics of Bell and Eurocopter aircraft. Ed joined CHC (Sealand Helicopters) in 1979 as a Supervisory AME after only two years as an apprentice and field mechanic. After 12 years in a supervisory role with CHC, he decided to pursue other avenues, working for Bell Textron for six years. In 1997, Ed returned home to CHI to assume his current position as Chief Engineer (Bell and Eurocopter). Ed has been instrumental in the successful coordination of base start-ups and helicopter maintenance program development at CHI operations around the world. Ed also got instrumental at CHIs annual Christmas party last year. He did an amazing rendition of Roy Orbisons Pretty Woman. We were not totally surprised by his great voice; after all he is a man of extraordinary talent.

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AS332L2 Super Puma MkII before (above) Astec began work completing the interior and painting.

WHEN CHC SCOTIA ordered the Companys 12th Super Puma Mk2 from Eurocopter last year, it wanted the cockpit and cabin completed efficiently and quickly in order to deliver the aircraft to the customer as soon as possible. Kerr McGee North Sea (UK) Ltd. had signed a new contract with CHC Scotia, making the Mk2 their dedicated aircraft, rather than calling on Super Pumas from the pool. The solution: the Mk2 was sent to Astec Helicopter Services in Stavanger in green
FMW (Sweden) Danish Intern.

Super Puma Mk1 Super Puma Mk2 Sikorsky S-61 Dauphin 365N2 Bell 214ST TOTAL #HC Flight Hours* (*000hours/year)

8 7 6 3 1 25 34

17 5

4 4

3 5 5 1

11

46 11 21 3 1

22 28

5 3

3 2

3 3

3 3

5 2

5 4

1 1

11 4

9682 84

condition, without cabin interior trim and seatings. Astec went to work quickly for its sister company, painting the helicopter in the CHC colour scheme, fitting the lightweight interior trim, installing cabin airline seating and completing several other minor modifications. The result: Astec reduced the purchase price by more than 300,000 euros, and more importantly, allowed the aircraft to commence operations two weeks earlier than the manufacturer could have provided. When the aircraft requires its minor and major inspections, Astec will be able to get the job done quickly and cost-effectively. Astecs Integrated Logistics System and pooled resources allow operators to reduce their own capital expenditure while providing higher helicopter availability, lower maintenance costs and increased spares readiness. Astec continues to expand, and now supports more than 84,000 flight hours annually. The finishing of the Kerr McGee Super Puma Mk2 was one of 15 or more customisation/major modification programs Astec undertakes each year. In addition, Astec provides more than 10 G-checks annually and has produced more than 50 Super puma Gchecks since 1988 and more than 50 D-checks for the S61N. In the last couple of years, Astec has expanded its capabilities to include the 365N2 Dauphin and 330 Puma. Other capabilities include major avionica installations such as HUMS, FLIR- and video-control installation, de-icing, auto-hover and SAR configuration. Of course, Astec also holds worldwide licences for major overhauls of GE and Turbomeca engines, and has completed more than 50 overhauls for each type. Astecs Eurocopter licence now extends to dynamic component overhaul, which includes full load test facilities. Last year Astec repaired or overhauled 25 main rotor heads and 40 main gear boxes, and expects to continue at this pace.

CHC Australia

CHC Ireland

CHC Scotia

Veritair

Helicsa

CHC HS

Cougar

GLA

Total

Astec Helicopter Services

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ON 12 SEPTEMBER 2001, ZS-RDV a Sikorsky S-61N crewed by Ian Labuschagne, Henk Viviers, Rob van Wyk and Lester Schoonraad, set off on an African Adventure. BHP Petroleum Tolo in Gabon had awarded CHC Africa a one-well contract. The task was to mobilize the helicopter, crew and spares from Cape Town to Port Gentil, Gabon, provide helicopter support for 6 weeks and demobilize back to Cape Town. Straightforward one may think, however, no contract north of South Africa is ever a straightforward routine operation. There are many pitfalls, and years of operating in Africa have taught many lessons regarding mob/demob flights, operating licenses, immigration and customs procedures, security and communications. The pre-contract checklist was run through for the last time and with our helicopter loaded with everything to make us self-sufficient, we were ready to leave. This would be the first time that an S-61N in CHC livery would fly into Africa. Our flight would take us from Cape Town all the way to the equator. Day 1, Cape Town (South Africa), Oranjemund and Windhoek (Namibia), distance 703 NM, flight time 6.5 hours. Day 2 Windhoek, Benguela and Luanda (Angola), distance 860 NM, flight time 7.8 hours. ZS-RDV drew a large crowd of curious apron and security staff at Luanda airport. Although the military operate Mi-8s the next largest civilian helicopter was the S-76 and AS365 Dauphins (the local oil company, Sonair had taken delivery of a AS332 Super Puma). Our CHC Africa colleagues based in Luanda took care of us for the night and we were treated to supper and the sights and sound of Luanda by night. Day 3, Luanda, Pointe Noire (DRC) and Port Gentil (Gabon), distance 563 NM, flight time 5.1 hours. We experienced no serious problems enroute, only the usual customs official looking for reward. Our trip was made that much easier by the fact that we were able to maintain HF radio communication with Cape Town for the entire flight. On arrival at Port Gentil Customs, Immigration and Gabonese CAA inspections were carried out and after discussing the finer points of the 406 ELT batteries with some of the officials we were on contract to BHP by Monday 17 September 2001.

The French operator, Heli-Union, permitted us to use their base at Port Gentil airfield and we were given an office, use of their passenger lounge and an area to store our spares and maintenance equipment. Port Gentil is a port town situated on a peninsula extending into the Atlantic Ocean 45 NM south of the equator. Many oil companies including Agip, Perenco, TFE, Marathon, ELF and BHP have offices in Port Gentil. The infrastructure, amenities and accommodations are good. The official language is French, however, we were able to get by quite comfortably in English. We flew daily scheduled flights to the TSF Dynamic Positioning drill ship Deepwater Discovery. The vessel was drilling the Ika Marin 1 well in the TOLO block, 52 NM north west of Port Gentil. We crossed the equator on each flight to the vessel. When all was said and done, we had flown 65 hours transporting 252 pax and 1,236 kgs of freight out and 248 pax and 468 kgs of freight back from the Deepwater Discovery in the six weeks from 17 September to 23 October 2001. We all enjoyed our stay and would gladly go back for more work in Gabon. Our client was very happy with our service and could not stop talking about the comfort of the S-61. We had supplied them with S-76s for their program in Luanda. Towards the end of the contract it became apparent that ZS-RDV was destined for Malabo and not Cape Town as originally planned. Crews were exchanged and while all the pilots headed south ZS-RDV together with our engineer Lester

Schoonraad headed north for Malabo, Equatorial Guinea. This helicopter finally returned to Cape Town on 28 December 2001 after completing work in Malabo with CHI and a shortterm contract for TFE in Gamba, Gabon.
Ian Labuschagne, Cape Town Operations Manager

Pictured, from top: CHC Africa S61 at the Heli-Union base, Port Gentil, Gabon; the drillship Deepwater Discovery; beachfront near TotalFinaElf Camp; and ZS-RDV in Cape Town prior to departure. Photos by Rob van Wyk and Ian Labuschagne

CHC Helicopters (Africa)

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Welcome Aboard Astec Helicopter Services: John Lewis Eaton, Apprentice; Terje Thommassen, Semiskilled Worker Avionics; Ingse-Lill Olsen, Purchaser; Andreas Hle, Forwarding Clerk; Leif Einar Guttelvik, Stores Clerk; Ordin Husa, Project Manager Boeing; Jan Erik Sandven, Director Base and Workshop Maintenance; Ole-Andre Lindanger, Skilled Worker System Avionics; Rune Dyrstad, Semiskilled Worker System Avionics; Richard Daniel Duckett, Skilled Worker System Avionics; Magne Bjelleb, Quality Manager; Magnus Piva, Engineer; Ruth Johansson, Secretary. CHC Helikopter Service, Bergen: Johan Kristian Lund and Rolf Krey, co-pilots. Kristiansund: Odd-Arild Hansen, Frank Gundersen, and Magne Gundersen, co-pilots. CHC Scotia, Aberdeen: Natasha Calder, Traffic Assistant; John Constable, Co-Pilot; Alan, Fowler, Ramp Worker; Roy Middleton, Accounts Assistant; James Thomson, GSW; Cara Steele, Technical Project Assistant (Temp); John Freeman, Overhaul Mechanic; Morna Harvey, part time Traffic Assistant; Alessio Candido, CoPilot; Tracey McGregor, Document Controller; Mark Marooth, Programmer/Developer; Gary Noble, Accounts Assistant Temp. Blackpool: John Clayton, Technical Assistant; Andrew Martin, Base Manager Denmark: Hans Jorgen Jensen, Operations Dublin: Grant Lawrence, Captain (Waterford); Neil Hoskins, Captain (Waterford) Gerard Flannery, Aircrewman; David Duthie, Co-Pilot (seconded from Aberdeen) Humberside: Leonard Rowden, A & C Engineer; Simon Mitchell, Day Rate Pilot; Clive Henry, Co-Pilot CHC Helicopters (Africa): Denis Langenhoven, Engineering Assistant; Manus Steyn, Pilot; Derek Ellerbeck, Engineer; Todd Thomas, Pilot; Angelo Sauer, Flight Attendant. CHC Helicopters (Australia): The award of Phillips East Timor contract has created up to 20 new employment opportunities. Pilots Michael Tweedie, John Mockler, Kurt Natalier and Kirk Barron have started the program rolling. Congratulations and welcome aboard. Welcome to Kelly Dunne, Operations Assistant; Sue Glass to the Resource Cell and Carita Mather to the Finance Team at Greenhill Road. Mark Riley will be filling the shoes of Jennie McBeath. CHC Corporate: Jennie McBeath was the successful applicant for a position in CHCs Corporate Office in St Johns. Jennie will be leaving the sunny shores of Australia for a period of approximately 14 months. Opportunities like this one for Jennie demonstrates the global community in which we find ourselves living. Weather will not change to suit our ideas of globalisation, Pack your woolly jumper girl, it snows over there!; June Anderson continues as Executive Assistant filling in for Kelley Button and Lisa Pittman on maternity leave. CHC Helicopters International: Robert Best, Engineer; Christian Brownell, Engineer; Jamie Bryant, Logistics Coordinator; Ross D. Chamberlain, Engineer; Scott Collie, Engineer; Patrick Conlin, Pilot; Ted Gep Pilot; Patricia Laos, Customs Performa Assistant; Alex Muselius, VP of Administration & HR; Joe Paquette, Pilot; Wade Pelly, Pilot; Stephen Peszel, Technical Training Manager; Jeff B. Rogers, Flight Coordinator (HZ); Alaina Saarela, Logistics Support Asistant; Catherine Scorgie, Senior Buyer; Michelle N Swinimer, Baggage Handler; Robert Toma, Engineer; John Turner, Pilot; Trent Vance, Shipping Clerk; Cary Zimmer, Pilot. Marriages CHC HS: Congratulations to Bob Boogaardt who married his Henny on 9 Nov.. CHC Scotia: Samantha Durrant (Pilot, Humberside) to Chris Wakes on 20 Feb. 2002 in a Hot Air Balloon in Las Vegas. CHC Australia: Another CHC wedding: on Feb. 2, Shaun Catlin, Logistics Manager and Marreta Haugen, Engineering Assistant said I do in front of a sizeable CHC crowd; and Brendan Waugh married Melissa on February 23. We wish them all the very best in their future lives together. Births Astec: Congratulations to Trond Viskjer on the birth of his daughter 20 Jan.; to Kevin Frystad on the birth of a son 28 Jan. and to Jane B. Christoffersen Arild and Audun Arild (CHC HS) on the birth of a daughter 7 Feb. CHC Composites: Congratulations to Susan Bryan (CTA-2) and Leon Wheaton on new son Jaden Jan. 23, 2002; Paula Corcoran (CTA-2) and Dion Tobin, a boy, Carter, Jan. 25, 2002, and; Rick Sheppard (CTA-3) and Tina Hedges, a boy, Chase, born July 30 2001. CHC HS: Congratulations to Per Sigeholt on the birth of a daughter on 26 Dec.; to Evelyn Evensen on getting her adoptive daughter home from China in Jan.; and to Jane and Audun Arild on the birth of their third baby girl on 7 Feb. CHC Scotia: Amanda (Logistics Co-Ordinator) and David Sellars a baby girl Caitlin on 28th Dec. 2001; Elaine Wood (Aircraft Dispatch Co-Ordinator) and Nicky Gibson a baby girl Kenzie on 17th Dec. 2001; Jennifer (Accounts Assistant) and Kenny Gray a baby girl Ella on 2nd Dec. 2001 CHC Australia: Announcing the arrival of Savannah Nathalie Gatane Boag Born 18-Feb-02, daughter to John and Veronique Boag, a sister for Tristan and Tennyson. Don and Julie Knight are now the proud parents of Matthew Ronald, born 4th March. 7lb 3oz. CHC Helicopters International: Congratulations to Pookee Pathomkalbutr, at the Songklha Base in Thailand. Khun Pookee and her husband Khun Pinyo had a baby boy, Theerapat (or by his nickname, Knot) on Nov. 22/01. Congratulations to Peggy Hanlon of the Halifax Base. Peggy and partner Bob Brown also had a baby boy, Mackenzie Brown Hanlon, on Jan. 20, 2002. In Manila, Mamerto Hernandez Jr., and his wife Marie Criselda had their first child, a healthy baby boy on Nov. 30th, 2001, and they named him Miro. Changes/Promotions Astec: Joar Ommundsen, Systems Engineer; Henning Danielsen, Purchaser; Kristine Mykkeltvedt, Purchaser; Glen Young, Project Manager Surplus Sales; Solveig B. Johannessen, Project Co-ordinator Surplus Sales; Tor Hoff, Logistics Project Manger. CHC Scotia, Aberdeen: Gillian Bratton, Traffic Supervisor; Paula McKenzie, Traffic Supervisor; Bob Farmer, Senior Movements Controller; Louise Mackie, Tech Records Supervisor; Glenn Toop, Senior Technician; Fred Middlebrook, Technical Quality Manager; Peter Cork, Quality Co-Ordinator (Flight Operations); Roy Middleton, Engineering Accountant; Graham Wildgoose, Base Supervisor. Operations Cell: Stuart Lynn; Steve Chappell, and; Dave Monro, Operations Desk Controllers; Harry Harrison, Planning Supervisor; Julie Carnie, Planning Co-Ordinator; Malcolm Wallace; Colin Tock; Ali Shand; Elaine Wood; Brian Lawson, and; Ken Burnett, Aircraft Dispatch Co-Ordinators; Koulla Manousou, Data Administrator. New Chief Engineers: Ian Taverner, England; Alan Combe, Scotland; Ali Henderson, Ireland; New Base Supervisors: Ken Lewis, North Denes: Brian Rook, Humberside; Andy Martin, Blackpool. CHC Australia: Pilot Promotions, Paul Weymouth and Ray Stone, promoted to check and training captain. Well done. Retirements/ Departures Astec: Jarle Steinnes, Kjell G. Jamissen, Lene J. Evertsen, Elena Skagen, Mark Harbour, Jens Morten Mrland. CHC HS: Ordin Husa, Key Account Manager (to Astec); Dag Rune Ellingsen, Winchman. CHC Scotia, Aberdeen: Roderick Bird, 1 April 2002, Pilot, after 20 years service; Peter Donaldson, 15 Feb. 2002, Commercial Manger, after 10 years service.

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Blackpool: Bob Spruce, 23 Feb. 2002, Operations Officer, after 19 years service Humberside: Chris Billings, 31 Oct. 2001, Pilot, after 24 years service; Ken, Bryars, 27 Feb. 2002, Pilot, after 23 years service. Awards CHC Corporate: 20 years: CHC President Sylvain Allard began working for the Company as a VFR pilot April 21, 1982. Sylvain has held several key positions, including Super Puma Pilot in Canada and Receiving their 20-year service awards at Stavanger (left to right) se Arnesen, abroad, Chief Pilot for the Gunnar Bjrnsson, Odd Gunnar Simensen, Kjell Inge Jsund, Harald Waage, Company, President of Canadian Kjellaug Odberg Horne, Tor K. Solvang, Oddvar Johansen,Tore Bjrkli, Helicopters Eastern and President of Olav Vik, Yngve Blitzner, May-Sissel Petersen and Arnfinn Nrland. CHC Helicopters International. Astec Helicopter Services: 35 years: Terje Aase, John . Eriksen. 20 years: se Arnesen, Frode Bergfldt, Gunnar Bjrnsson, Yngve Blitzner, Kjellaug Odberg Horne, Johanne L. Halvorsen, Kjell Inge Jsund, Arnfinn Nrland, May-Sissel Petersen, Odd Gunnar Simensen, Tor K. Solvang, Rolf Magne Stokvik, Harald Waage. CHC Helikopter Service: 35 years: Per O. Bergmann; 20 years: John H. Andreassen, Tore Bjrkli, Gordon Bore, Unni Jonassen De Vere, Seventy years service between them: Astecs Terje Aase and Dag Rune Ellingsen, Knut Frigstad, Morten CHC HS Per O. Bergmann. Haugseng, Grethe Heyerdahl, Hilde M. CHC Africa: 25 years: Jeremy Labuschagne; Ingvaldsen, Oddvar Johansen, Gunn Jtten, Denis Baker; Marie Koly, Kjell Arne Larsen, ystein Morken, 20 years: Karl Jan Helge Myren, Bjrn Nyb, Olav Omdahl, Pittermann; Werner Sivertsvik, Per Solberg, Terje Thorrud, 15 years: James Olav Vik. 10 years: Bjrn Holand, rjan Steenkamp; Eliasson, Reidar Fossen, Helga Grafsrnningen, John Hickman. Arve Horgheim, Tor-Andreas Horne, Per Rune 10 years: John Jonsterhaug, Nils-Rune Kolnes, Ivar Lbrot, Pocock; Lorna Johnny Stre, Gorm T. Tegtmeier, Tore Villard. van der Hoven; CHC Scotia: 30 years: Peter Garland, BHAB 7 Roy Stewart; Feb. 25 Years; Ronald Anderson, Certifying Charles Burger Technician, Base Maintenance 3 Jan. Alexander CHC Australia: Dykes, Certifying Technician, Humberside 10 10 years: Peter Jan. 20 Years: Roderick Bird, Pilot, Aberdeen Clifford, 22 Mar.; 15 Years: Dennis Harrison, Mechanic, Ten year service awards for started his Base Maintenance 3 Feb.; Christopher Davis, Traffic Clerk Helga Grafsrnningen and Deputy Flight Operations career as a Pilot, Forties 9 Mar.; Trevor Dennis, Senior Director Tore Villard of line Engineer CHC Helikopter Service. Technician, 11 Mar.; Kenneth Townsend, Pilot in Adelaide; 23 Mar. 10 Years: Ron Smithbone, Senior moved to the remote Pilbara region of Karratha, Technician, Base Maintenance 13 Jan.; Glen where he became Senior Base Engineer in Toop, Senior Technician 12 Feb. 5 Years: Claire 1996, and is back as the Bell type specialist Reynolds, Logistics Co-Ordinator, Enterprise at Head Office; Peter Howe, was appointed 6 Jan.; Angela Gray, Administration Assistant, Chief Pilot at Head Office for his first Engineering Management 13 Jan.; Ken Walker, 3 years and has filled various operational Mechanic 20 Jan.; Patrick Nuttall, Pilot 27 positions, including current post as Check Jan.; Mike Pilgrim, Pilot 27 Jan.; Harry Watt, & Training Captain. Senior Training Captain 27 Jan.; Justine CHC International: 15 years: Jim Whately; Mitchell, Technical Records Co-Ordinator 5 years: Todd Howell; Ken Plumstead. 17 Feb.; Chris Keating, Pilot 24 Feb.

Hi! I attended one of your courses, 4-6 December. In case you dont remember names, I was the claustrophobic one. My first offshore spell after the course should have started 17 January, but on that day I could not find the strength to fly. I walked out of the departure lounge when my flight was called, handing back my survival as I was leaving. I decided to have another go on Sunday 20 January and that was indeed a success. Circumstances were in my favour. There were only two passengers going on the Gullfaks C flight and the pilots spent quite a bit of time with us. They came into the departure lounge to pick us up, talked with us for a while inside the helicopter cabin before starting the engines, and they laid out a headset for me to use if I wanted to talk to them en route. I had a word with them about two-thirds of the way out, to tell them I was doing fine. On that day I had no claustrophobic reaction at all not when the door was closed or during the outward flight. It was a flight like those I used to enjoy before my claustrophobia set in. I believe the ice is now broken and that, from now on, I can fly without too many problems. As a bearer of the VIP Card (a card issued by CHC HS and NUTEC to passengers who have completed a Flight Information course to get over their fear of flying) I was well looked after by the terminal staff in the departure lounge at Bergen. My special thanks go to the two (Swedish) pilots who crewed Flight No. 926 from Bergen on 20 January they certainly helped me a lot! N.N., CHC HS passenger

People

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The Statfjord-based Bell 214ST performs SAR duties and shuttling of personnel between installations in the area. It was scrambled to help evacuate Shells Brent C platform after a gas leak on 15 January, 2002.

THE CHC HELIKOPTER SERVICE Bell 214ST on Statoils Statfjord B platform is a truly multi-role aircraft. It is the SAR standby helicopter for this offshore region, which includes several major Norwegian oil and gas fields about an hours flight off Bergen on the Norwegian west coast. It also performs shuttle services between installations in the area. Its third role is that of standby helicopter in the event of an emergency in the nearby Shell UK Brent field, which incidentally is serviced by Bristow for crew changes. So when the gas alarm went on Brent C just before midnight on 15 January, the first aircraft

to be scrambled was the CHC HS Statfjord Bell 214ST. Crewed by pilots Anders Nonstad and Olav Omdahl, engineer/hoist operator Svein Hjortland, winchman Torkel Evenseth and Statoil nurse Hans Lundemo, the aircraft was readied for SAR operation in about 15 minutes. With aircraft sitting on deck, ready to go, another 15 minutes passed before they were ordered to take off, arriving as the first aircraft on the scene. At 01.10 hours, they lifted 9 people off Brent C to the Brent B platform where they also dropped off the winchman, hoist operator and nurse in order to make room for more evacuees.

After a while the 214 operated alongside a Shetland-based Sikorsky S-61 which arrived on the scene about one hour after the Statfjord-based aircraft. Shuttling continued until 04.00 in the morning, by which time 104 people had been taken off Brent C, 68 by the 214ST. A Norwegian SAR Sea King arriving on the scene at about 03.30 hours returned immediately to shore as its services were no longer needed. The entire rescue operation was coordinated by the Aberdeen Rescue Coordination Centre. Congratulations to the Norwegian helicopter crew on a job well done.

CHC Scotia
Karen MacConnell Executive Assistant 44-1-224-846002 kmacconnell@scotia-chc.com

CHC Helicopters Astec Helicopter International Services

Susan McAlpine Executive Assistant 1-604-232-7353 smcalpine@intl.chc.ca Eidi T. Huseb Executive Assistant 47 51 94 18 16 ehusebo@hesgrp.com

CHC Composites
Valerie Dwyer Executive Assistant 1-709-651-5711 vdwyer@chccomposites.com

Corporate Office
Chris Flanagan Director of Communications 1-709-570-0749 cflanagan@stjohns.chc.ca

CHC Helicopters CHC Helicopters CHC Helikopter (Africa) (Australia) Service

Lorna van der Hoven Executive Assistant 27 21 934 0560 lorna@cti.chcafrica.com Loris Tomkinson Quality & Engineering Officer 61 8 8372 7728 lorist@chcaustralia.com Johan Petersen Communications Manager 47 51 94 1820 jpeterse@hesgrp.com

Rotortales is a publication of CHC Helicopter Corporation. We welcome submissions, story ideas and letters. For questions, comments or concerns please contact: CHC Helicopter Corporations Director of Communications, Chris Flanagan by telephone at 709-570-0749, or by email at cflanagan@stjohns.chc.ca, or forward correspondence to Hangar No. 1, St. Johns Airport, P .O. Box 5188, St. Johns, Newfoundland A1C 5V5. For more information on the company, visit the CHC website at www.chc.ca. Rotortales is designed and produced by CCL Milestone, 709-739-9995 or msmith.ccl@cclgroup.ca