Helicopters Canada Nov Dec 2010

Resourceful Thinking

ONTARIO MINISTRY GROWS ITS FLEET

AERIAL POLICING’S FUTURE pg 16 • MROs BOUNCE BACK pg 20

THE DIFFERENCE BETWEEN LIFE AND DEATH, WANTED AND APPREHENDED, SUCCESS AND FAILURE.

The Evolution of the Bell 4 Series. Four of the world’s best helicopters, delivering more reliability,maneuverability, safety and built-in performance for the world’s best pilots. Not to mention the backing

of internationally acclaimed support. Welcome to the leading edge of vertical lift.™

bellhelicopter.com1-800-FLY-BELL© 2009 Bell® Helicopter Textron Inc., all rights reserved.

October/November/December 2010

4 EditorialA rescue to remember

6 On the FlyCanadian industry news

8 MacDonaldFlight logbook protocol

10 DixonSolving the hiring game

11 BellamyBeyond the safety jargon

46 ArmstrongAre piloting skills declining?

The MNR’s three new EC-130 B4s will help protect Ontario’s natural resources.

Check Your Twelve O’Clock pg 16

Mass and Power pg 24

12 Resourceful ThinkingThe Ontario Ministry of Natural Resources’ recent purchase of three EC-130 B4 aircraft has helped them grow to new heights, by Matt Nicholls.

16 Check Your Twelve O’ClockThe conclusion of our special five-part series on aerial policing looks at how we will fight crime from above going forward, by Mike Minnich.

20 Battling BackCanadian helicopter MROs continue to adjust for growth following one of the worst recessions in recent memory, by James Careless.

24 Mass and PowerAgile, powerful and a perfect size for the job. Could the Sikorsky S-92 be right for the Canadian Coast Guard?, by Peter Pigott.

When we heal the earth, we heal ourselves.PUBLICATION MAIL AGREEMENT # 40065710

RETURN UNDELIVERABLE CANADIAN ADDRESSTO CIRCULATION DEPT, P.O. BOX 530, SIMCOE, ON N3Y 4N5 E-MAIL: [email protected]

October/November/December 2010Volume 31: Issue 5

– David Orr

Cover Story Resourceful Thinking pg 12

Check Your Twelve O’Clock pg 16


ourage, resourcefulness, teamwork. They’re qualities all successful organizations strive to attain, and for the “Rescue 902” crew of Canadian Forces 442 Search and Rescue Squadron in Comox, B.C., these traits helped them capture the prestigious 2010 Prince Philip Helicopter Rescue Award for a mission to the Homathko

Icefield on the night of April 24, 2009.Awarded annually by the U.K.-based Guild of Air Pilots and Air

Navigators, the Prince Philip Helicopter Rescue Award is given to an individual member of a helicopter crew, complete crew, or the crews of multiple helicopters, for an act of outstanding courage or devotion to duty in the course of land or sea search and rescue operations. Founded in 1929, the Guild of Air Pilots and Air Navigators pro-motes air safety and recognizes outstanding airmanship.

It’s the second major award in just over a year for the Rescue 902 crew of aircraft commander Maj. Jason von Kruse, first officer Lt.-Col. Christian Lalande, flight engineer Cpl. Dominique Frenette, SAR tech team lead Sgt. Kent Gulliford and SAR tech team member Master Cpl. Billy Ternes. Last fall, the crew won the Cormorant Trophy awarded to the crew of a Canadian search and rescue aircraft that carries out the most significant rescue of the year.

It also represents the second time a Comox crew has won the Prince Philip Helicopter Rescue Award. A 442 Squadron crew received the honour for its 2006 rescue of air accident survivors in

Knight Inlet. Sgt. Gulliford was part of that crew as well.“It was such a challenging rescue, in the wilderness of the Coast

Mountains, in darkness and in the thin air at 8,700 feet,” noted John Burley, the chairman of the Guild of Air Pilots and Air Navigators (Canada) of the Prince Philip Helicopter Rescue Award winners. “It speaks to the resourcefulness and professionalism of the determined crew.”

Teamwork was paramount on the night of April 24, 2009, when the crew was dispatched by the Joint Rescue Coordinator Centre in Victoria, B.C. Their mission? To rescue a 37-year-old male who had

fallen down a crevasse while back-country skiing. A party of three skiers had been on a multi-day excursion, which took them across the Mount Compton Glacier. While on the traverse, one had fallen into a crevasse – and initial reports had him 30 metres down inside it.

The R-902 Cormorant was tasked with an R-457 Buffalo fixed-wing aircraft at 3:20 a.m. to respond to a spot some 8,700 feet above sea level on the glacier. Unfortunately, the topographical nature of the map was not specific enough to show the exact contour of the area and, being a glacier, the crew of the R-902 expected it to be in a flat field.

But following 45 minutes in transit through the Coast Mountains on a clear night with no moon illumination, the R-902 arrived just prior to the R-457. They encountered a disturbing sight – the glacier was not a flat field, but steep sloping ice at about 45 degrees that fell from the top of several peaks into a bowl.

After searching the area with night vision goggles (NVGs), fol-lowed by a searchlight, the crew was able to find the headlamp of one of the survivors. Two of the men were high up on the glacier, next to what appeared to be a small hole with a rope running down into it.

After repeated attempts to get into position – with help from the R-457 dropping flares to contrast the NVGs and aid with visual acu-ity – eventually, the two men on glacier were double-hoisted into the helicopter without significant problems.

The complex part involved the trapped skier. To get that per-son, SAR tech team leader Sgt. Gulliford hoisted down into the

crevasse. It was impossible for him to maintain visual contact with flight engineer Frenette, standard procedure on the Cormorant (hoisting is done with visual contact from the flight engineer to the people and equipment being hoisted).

After several tense moments and careful manoeuvring, the third person was located. He

was attached to a double lift harness, and slowly lifted through the top of the hole onto the glacier. He was then lifted into the helicopter with Sgt. Gulliford. He was immediately airlifted to St. Joseph’s Hospital in Comox.

Several aspects of the mission’s completion stand out, but most impor-tantly, the crew worked closely as a team to ensure a positive conclusion.

At Helicopters, we not only congratulate and salute the courage, bravery and accomplishments of 442 Squadron, but extend our gratitude to the pilots, crew and others in search and rescue opera-tions nationwide.

A Winning Rescue

It speaks to the resourcefulness and professionalism of the determined crew.

Crew from Canadian Forces’ 422 Squadron wins prestigious award

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ikorsky Aircraft Corp.’s X2 Technology demon-strator successfully

achieved a speed of 250 knots true air speed in level flight at the Sikorsky Development Flight Center on Sept. 15, accomplishing the program’s ultimate speed milestone. The speed, reached during a 1.1-hour flight, is an unofficial speed record for a helicopter. The demonstrator also reached 260 knots in a very shallow dive during the flight.

“The aerospace industry today has a new horizon,” said Sikorsky president Jeffrey P. Pino. “The X2 Technology demonstrator continues to

prove its potential as a game-changer, and Sikorsky Aircraft is proud to be advancing this innovative technology and to continue our company’s pio-neering legacy.”

The X2 Technology pro-gram began in 2005 when

Sikorsky first committed resources and full funding for the program’s development.

The X2 Technology demon-strator combines an integrated suite of technologies intended to advance the state-of-the-art, counter-rotating coaxial rotor

helicopter. It is designed to demonstrate that a helicopter can cruise comfortably at 250 knots while retaining such desirable attributes as excellent low-speed handling, efficient hovering, and a seamless and simple transition to high speed.

Sikorsky X2 Game Changer

The X2 demonstrator achieved a speed of 250 knots true air speed in level flight during a test flight, an unofficial speed record for a helicopter. (Copyright Sikorsky Aircraft Corporation. All rights reserved.)

ART Aerospace Ltd. has received FAA, Transport

Canada and EASA approval of its new Pre-Flight Safety Access Kits for the Bell 206 A/B/L/L1/L3/L4 and Bell 407 series of helicopters.

The kits for the Bell 206

series consist of two Pre-Flight Folding Steps, four Step/Handles and (when requested) a Retention Strap for the aft baggage door. The kits allow the pilot and maintenance per-sonnel to have easier access to the transmission and rotor sys-

tem for pre-flight inspections without using ladders or step-ping directly on the cabin roof, which can potentially cause damage.

The Pre-Flight Folding Steps install in the lower fuse-lage and the Step/Handles

install above the cabin doors; both feature a non-slip embossed relief pattern for added personnel safety and a machined design for additional durability. When not in use, the steps may be folded up against the fuselage.

DART Pre-Flight Safety Access Kits

Atlantis Systems Eduplus (ASE), a division of Atlantis Systems Corp. located in Dartmouth, N.S., has started work under a new contract with the Canadian Air Force for the development of a job performance system for the fleet of CH-146 Griffon Tactical Helicopters.

The three-year contract with a one-year option will support tech-nicians during the removal, installation and functional testing of the CH-146 Griffon Mission Kits.

Carl Daniels, vice-president and general manager of ASE said,

“Some of the tactical helicopter mission configurations can be quite complex, so this system will allow technicians to receive instructions and actually practise their on-the-job tasks in a 3-D virtual environ-ment. The system will decrease a technician's time to proficiency and allow them to perform their job more efficiently and safely.” Daniels added, “The Air Force is transforming the way that technicians train and are supported on the job. Atlantis is pleased to be at the forefront of this transformation.”


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No part of the editorial content of this publication may be reprinted without the publisher’s written permission ©2010 Annex Publishing & Printing Inc. All rights reserved. Opinions expressed in this magazine are not necessarily those of the editor or the publisher. No liability is assumed for errors or omissions. All advertising is subject to the pub-lisher’s approval. Such approval does not imply any endorsement of the products or services advertised. Publisher reserves the right to refuse advertising that does not meet the standards of the publication.

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he Canadian Forces has achieved a benchmark of

40,000 operating hours with its fleet of AgustaWestland AW101 (formerly EH101) search and rescue mid/heavy helicopters. The Canadian Forces has 14 of the helicopters, designated the CH-149 “Cormorant,” which entered service between 2000 and 2002.

The Canadian Forces has a higher flying rate than any other AW101 fleet, and Cormorant 901, currently flying out of Canadian Forces Base Comox with 442 Squadron, has

the highest number of airframe hours on any of the AW101s anywhere in the world.

Canadian Forces personnel have conducted thousands of missions and hundreds of res-cues including: a 1,200-kilome-tre round-trip rescue off Newfoundland; a nighttime res-cue from a 30-metre deep cre-vasse 8,700 feet up the side of an icy glacier; a 3,500-kilometre trip to rescue a hunter stranded on an Arctic ice floe.

To date, AgustaWestland has awarded 34 Cormorant crew members with 1,000-flight-hour

certificates and two crew mem-bers with 2,000-hour certificates.

The Cormorant has a mis-sion availability rate in excess of 98 per cent attesting to its reliability for emergency and critical mission deployment. The fact that the Cormorant can be relied upon to launch for rescue virtually anytime, anywhere, can also be credited to the hard work of the aero-space division at IMP Group Ltd., which is contracted by the Canadian Forces to pro-vide the helicopter’s in-service support (ISS).

Cormorants Pass 40,000 Hours

In 1973, against the advice of colleagues, Frank Robinson quit his engi-neering job at Hughes Helicopters and founded the Robinson Helicopter Company. The decision paid off. 37 years later, Robinson Helicopter manufactures more civilian helicopters than any other manufacturer in the world. With that badge of honour, and the newest R66 turbine heli-copter production underway and its FAA certification imminent, 80-year-old Robinson has resigned as president and chairman of the board.

Robinson intended to retire on his 80th birthday in January, but elected to postpone his retirement until the design of the R66 turbine was complete.

Kurt Robinson, who started at Robinson in 1987, was elected by the board of directors to assume the positions of president and chairman on Aug. 10. Said Robinson, “While there is no one person that can replace Frank, we have a very strong team of managers that have been with the company for more than 20 years. We are looking forward to a smooth transition and an exciting future.”

Frank and Kurt Robinson in the Robinson plant. Frank

Robinson, the driving force behind the success of Robinson Helicopter, has retired at age 80.

Confederation 40-year AME Reuniononfederation College of Applied Arts and

Technology’s Aviation Centre of Excellence will celebrate 40 years of the Aircraft Maintenance Program next June. The Transport Canada-approved program, which allows gradu-ates to receive 18 months’ credit towards their licence, is current-ly in the midst of program renewal, and has recently received CAMC accreditation.

All current and former fac-ulty, staff and graduates are invited to return to Thunder Bay to reminisce, tour the

Aviation Centre of Excellence, renew old friendships and acquaintances at the dinner reception, and enjoy the beauty of Thunder Bay. The reunion

will be held June 3-5, 2011. For more information, please contact Danny Greer at [email protected] or 807-473-2429.

Confederation College’s Aviation Centre of Excellence opened in September 2003.


e all know flight hours are very important. After all, almost everything turns on the number of hours in our logbook. How important is it to have the correct amount recorded? CARs 401.08 states every holder of a flight crew permit, licence, or rating, shall maintain a personal log. I would imagine that means an accurate log.

Air time commences when the aircraft leaves the supporting surface and terminates when it touches the supporting surface at the next point of landing. That’s straightforward.

Flight time commences the moment an aircraft first moves under its own power for the purpose of taking off until the moment it comes to rest at the end of the flight. That may be straightforward for fixed-wing aircraft, but what about helicopters?

Is flight idle the same thing as “moves under its own power?” I would say it is – in certain circumstances. How can you argue against logging time when sitting on an oil rig or a mountain pad with the blades spin-ning at flight idle? Ask five pilots, however, and you’ll get six answers. But wherever you stand on this issue, your flight time needs to be recorded in your pilot logbook.

It is not always easy to get it exactly right, however. Sometimes you have to rely on someone else to tell you the flight time. In some cases, you may need to estimate the amount. You will have to round up or down at times. I don’t believe this presents a real problem if you are only nominally inaccurate. The real concern, I would argue is when pilots are

deliberately inaccurate – those who pad their flight time. Some recount having seen pilot flight hours that appear to have grown overnight. Imagine someone leaves for a time, and then returns with more hours than seem reasonably possible. This is problematic for a number of rea-sons – and most are obvious.

First of all, we are professionals, and should maintain a high standard in all aviation matters. If you cannot believe someone’s indicated flight hours, how can you trust them with a million dollar aircraft?

Additionally, you can usually ball-park the number of hours a pilot has flown when you fly with them – especially at the beginning of their

career. I don’t mean to single out new pilots unfairly, but it would be rare for a 6,000-hour pilot to add extra flight time to a logbook. Finally, delib-erately adding hours you have not flown falls into the realm of deceit, which can result in legal consequences. Remember, logging your hours (in whichever format you choose) is a requirement mandated by Transport Canada, so it takes on more of an official tone than you may imagine.

An accident investigation legal team would pore through all the documents associated with the operation post accident – and this means the aircraft documents, as well as the pilot’s documents. Discrepancies would be found and major ones would be investigated further. It is pos-sible that if the hours logged were significantly different than they should be, the pilot may face a legal action for misrepresentation – depending on the facts in the case. If there is no causal link between the indicated hours and the incident, then nothing should come of the discrepancy.

Misrepresentation can be a serious problem, however. A judge may make a finding that the error was innocent (of no legal consequence), negligent, (consequences for the operator and pilot), or fraudulent (seri-ous consequences for the pilot).

A negligent misrepresentation finding often pulls the operator into the mix. Should they have been more diligent in their hiring practices, and realized the pilot’s hours were not correct? Insurance should cover both the operator and pilot here. A finding of fraudulent misrepresenta-tion, however, could see the pilot standing alone financially – with all

legal guns pointing his way! Most insurance plans withdraw financial support on a finding of fraud, so the money would have to come out of the pilot’s own pocket. While courts are slow to find fraudulent conduct and require clear and con-vincing evidence of such, that find-ing is still possible.

There may be mistakes in every-one’s logbook to some degree or

another, but I’m not talking about mistakes – everyone makes mistakes. However, there’s a big difference between a mistake and a deliberate attempt to mislead. That difference may have significant legal and finan-cial consequences for the fraudster.

Neil MacDonald is a lawyer with Harper Grey LLP, practising in aviation law. He holds an ATPL-H, and flies as an IFR Off-Shore Captain. [email protected] This is not a legal opinion. Readers should not act on the basis of this article without first consulting a lawyer for analysis and advice on a specific matter.

Logbook Protocol

We are professionals and should maintain a high standard in all aviation matters.

Having a Professional Approach Is Paramount

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hat’s your time worth to you? In the last issue of Helicopters, I ended my column discussing the con-cept that “doing it right the first time means never having to fix it.” This, of course, is directed at those who feel they are “too busy” to concentrate on the details of a successful operation, to put much effort

into the hiring process, to adequately train new staff and to monitor that staff’s performance.

So, here’s a rhetorical question: how critical are the people in your organization to its success? The answer is obvious, but how often in the course of a year do you find yourself scrambling to fill positions because someone left unexpectedly for a new role, or they had that little epiph-any that this really wasn’t what they wanted to do, or you just had no choice but to kick their sorry butt out the door?

For small- and medium-sized organizations, the recruiting process can be a daunting task. All too often, it’s seen as an interruption to the day-to-day operations of the organization instead of being accepted as one of the cornerstones. Let’s put the importance of the hiring process into context. The National Restaurant Association conducted a four-year study that drew information from 135 restaurant chains across North America. The result was the landmark “Industry Of Choice Report” that provides foodservice operations “a management tool to better understand employee workforce needs.”

After surveying thousands of restaurant operators and employees,

the study’s authors sorted the workforce into four main groups. These employee types can be applied to any profession, including aviation:• Careerists: Strong performers who like their job, are good at it and

intend to stay in the business.• Passing-Throughs: Those who have other career aspirations, either

further up the food chain or somewhere other than aviation.• Undecideds: Got the talent for the job, but haven’t made their

mind up yet about what they want to do with their lives or where they want to do it.

• Misplaced: Bad attitudes, lax work habits, chronic complainers.

This group is the least likely to improve themselves or their employment situation. It also represents the largest of the four groups. These are people who will proclaim their years of experi-ence in the business, which is really no more than one year’s expe-rience, re-lived over and over again.

McDonald’s restaurants utilized the information in the report and incorporated it into their hiring and training procedures. They claimed to have cut their annual employee turnover rate from 120 per cent to 70 per cent. OK, so paper hats aren’t part of your corporate image, but there are a number of similarities between the restaurant business and com-mercial aviation, as neither industry has a 9-to-5 business model.

What’s it all mean? Take a second look at the four employee catego-ries and think about the people in your organization that could be the poster child for each category. Your goal is to increase the percentage of Careerists. The Undecided pool is the first place to look, because some of these people really do want to stay with you. They just don’t know it yet, but you’re going to help them make that decision. The Passing-Throughs have their place, especially for seasonal or short-term posi-tions, but be careful about investing too much time and effort. As you build your percentage of Careerists, your misplaced pool should be shrinking correspondingly and that is your ultimate goal. You’ll never eliminate them, but you can minimize their impact.

Here’s another key concept to keep in mind: hire for skills and fire for attitude. How often have you hired someone based solely on their

level of technical expertise or the references provided by a previous employer only to discover that they are pure poison? You check back with that previous employer who gave them a glowing reference, and all you hear is a chuckle on the other end of the phone with a com-ment something to the effect of, “well, they’re your problem now.”

When hiring employees, think about the person you chose as the ultimate careerist for your organiza-tion. What makes them so important? What are the human qualities they possess that make them the total package? Think about your mis-placed poster child and what makes them what they are. This should give you a good idea of what you’re looking for in the future and even more importantly, what you don’t want to see.

So, time is important. Spend it at the front end of the process and you’ll save lots of time at the other end of the equation.

Paul Dixon is a freelance photojournalist living in North Vancouver.

Solving the Hiring Game

Here’s another key concept to keep in mind: hire for skills and fire for attitude.

Finding Good Employees Takes Precious Time


afety Management Systems, root cause analysis, sterile cockpit, risk assessment. The jargon of safe helicopter operations that pilots deal with seems to be con-stantly reinventing itself for fear it will fall on deaf ears if a new method of presentation isn’t introduced.

For management, catering to insurance under-writers, consultants, investors and Transport Canada, these are hal-lowed words and to question their sanctity evokes a glare of frustration, like a school master dealing with a recalcitrant teenager. I acknowledge the intent and accept the inevitable; however, I sometimes find myself longing for a time when a daily inspection was certified with one line in a journey log-book.

For some pilots and engineers in the field, our perspective is more pragmatic. Frustration over the endless paper trail and inspection reports that have to be filed, means an engineer is often more likely to be twisting a pen instead of a wrench. He or she also must deal with the wrath from a DOM if a check box is missed, and can come under close (and sometimes) unkind scrutiny at the end of a flying day. These informal sessions address the very same issues, perhaps in not as regi-mented a manner, but often more effectively.

Engineers broaching an elusive problem with a machine invite comments from others who have experienced the same or a similar snag. Pitfalls are discussed and remedies suggested. The result is a more knowledgeable engineer and a safer, more efficient, machine.

As pilots, we pledge our allegiance to a safe doctrine by attending

the seminars and lectures and completing the ever-increasing regi-men of exams during spring training. Little credence is given after-wards to the so-called, “There I was” sessions, which I believe can be every bit as valuable.

Prospective pilots are attracted to helicopters for the excitement. They scan YouTube looking for videos of helicopter crashes and watch the evening news as reporters focus on helicopters battling a raging forest fire. It’s an intoxication that soon has the candidate parting with some serious cash in the hopes of an adventurous career. I once saw a DVD that a first-

year logging pilot had made of himself. Throughout the presentation was the soundtrack from the movie Top Gun, the testosterone-inducing lyrics “Highway to the Danger Zone” repeated over and over.

Obviously, a subtle attitude change is in the offing, but not to the point where the pilot is tethered to a ball and chain. Moderation is hoped for, tempered with good sense and the understanding of what attracted us to the cockpit in the first place. Pilots by nature are competitive and lured by excitement. Even with the older, experienced pilot there is that latent quest. It rarely results in an incident, but in an unwary moment can provide the opportunity for one.

Pilots will, from time to time, intentionally take on a higher than normal risk factor in an effort to please the customer or experience per-sonal gratification. In this competitive industry, it is all too common. Hopefully, stretching established parameters too far will culminate with nothing more ominous than a good story and reassurance to them (“I’ll never do that again.)

That time honoured introduction, “There I was,” relates to a cir-cumstance we have all encountered in our careers or may be about to. Never trade luck for skill, the old adage goes, but we have all been grateful for it at one time or another. Ego aside, pilots will readily admit to their peers of encountering close calls and with little encour-agement, share the lesson.

I cannot think of a safety lecture that is listened to more raptly or that provokes more self recriminations than those given by pilots who discovered themselves, for whatever reason, with the torque at

100 per cent and adrenalin in “full rich.”

No matter how long or how briefly you have been at the con-trols, there are situations where you say to yourself, “I wouldn’t have done that” or “I wouldn’t have let it go that far.” You have either had that particular lesson before, or never ventured to that extent. By listening, you are allow-

ing the pilot to re-live the experience and re-affirm the lesson it taught – and really, we can all do with a refresher now and again.

I appreciate “there I was” stories. They mean the pilots escaped, helicopters intact, with indelible lessons and valuable stories to share. We all appreciate luck but only a fool would count on it.

A native of Spruce Grove, Alta., Michael Bellamy has been flying fixed- and rotary-aircraft in a variety of capacities since 1971, and is an accomplished author of several books, including Crosswinds.

Beyond the Safety Jargon

‘There I was’ stories mean pilots escaped, helicopters intact, with lessons to share.

The Value of a ‘There I Was’ Experience


to three AS 350 B2s by 1993/94. A fourth B2 was added to replace the aging BK117, but the first EC-130 B4 didn’t make an appear-ance until 10 years later. It marked the first time an operator in Canada used the aircraft for utility, fire and resource management missions. Since the inception of its first aircraft, standardizing the fleet has been a long-term goal for a variety of reasons, and now, with the acquisition of three new EC-130 B4s, the ministry finally has a fleet it can grow well into the 21st century.

“At certain times, we’ve had as many as four different air-craft,” MNR operations services manager Bob Crowell explained to me in mid-August during an in-depth interview at the Sudbury base. A former chief pilot with the ministry who’s flown countless operations in the emerging fleet, the meticulous Crowell has seen the transformation of the fleet first-hand – and

o fully appreciate the rotary division of the Ontario Ministry of Natural Resources’ vaunted aerial ser-vices unit – and the importance of its recent pur-chase of three EC-130 B4 rotary aircraft from Eurocopter Canada’s ECL facility in Fort Erie, Ont. – it’s worth illustrating how critical the ministry’s

role is to the economic, social and recreational well-being of Canada’s second largest province.

With a diverse range of climate, geography, plant and animal species, 250,000 lakes and the world’s largest contiguous body of fresh water (the Great Lakes), the ministry is entrusted to pro-mote healthy, sustainable ecosystems and conserve the biodiver-sity of more than 1.1 million square kilometres, two-thirds of which is forested.

And when you consider more than a third of Canada’s popula-tion lives in the province; it’s the industrial and commercial heartland of the country; 87 per cent of the province is Crown lands and waters; and Ontario boasts world-class park systems, fishing, hunting and other recreational opportunities, the MNR’s task is indeed a daunting one.

To properly follow through on its mandate – to manage, pro-mote economic opportunities and maintain/enhance outdoor recreation – the ministry relies not only on its key partners, such as environmental organizations, fish and game associations, and private sector organizations, but on its highly dedicated team of biologists, conservation officers, and rotary- and fixed-winged pilots. It’s a big job, as natural resources generate millions of dol-lars in revenue annually.

Since 1924, the Ontario Government has operated a fleet of spe-cialty fixed wing aircraft to support fire, resource management and core government programs, but it wasn’t until the 1980s that the MNR owned and operated its own rotary aircraft. Initially, the fleet started with a Bell 206L-1 and a BK-117 before progressing

Ontario Ministry of Natural Resources Expands Its Fleet


he’s thrilled about the purchase of the new aircraft and the pos-sibilities it brings.

“To bring it down to just one type of aircraft that we operate allows us to be more efficient with training and maintenance, and all the things that go with that including getting spare parts, etc.,” Crowell says. “Buying these aircraft allows us to complete our transition to a one-type fleet.”

With the purchase of the new EC-130 B4s, the MNR’s fleet now sits at seven aircraft – and it’s an impressive team that flies them. The MNR has 12 pilots (two management pilots) flying 3,200 and 4,000 hours annually, traversing the province from bases located from west to east in Dryden, Thunder Bay, Timmins, Sudbury and Muskoka. With a province as vast and diverse as Ontario, it’s not surprising the pilots themselves are as flexible and adaptable into their daily routines as is humanly possible. Operations vary from resource management duties, such as aerial animal surveys, fish stocking, wildlife darting work and worksite evaluations, to delivering forest fire crews to the site of a blaze, aerial firefighting, enforcement work and more (see “A Year in the Life,” page 15).

“The aerial services unit has played a very important role at

LEFT: The new EC-130 B4s come in handy in a province of more than 1.1 million square kilometres – two-thirds of which is trees. (Photo by Matt Nicholls)

BOTTOM LEFT: A detailed inspection of the aircraft is an important part of MNR pilot Dan Ireland’s pre-flight routine. (Photo by Matt Nicholls)

BELOW: The ministry’s chief pilot, Don Filliter, has high praise for the EC-130 B4: “It’s the perfect fit for the roles it has to play.” (Photo by Matt Nicholls)


the Ministry since 1924,” Crowell said. “Our work is more about a lifestyle choice than a job. Most of the pilots and most of the people we work with are so impassioned by the work we do here at the ministry. We go up to the far north and participate in proj-ects. Our pilots are helping in goose banding, recording – they don’t just sit in the aircraft and read a book. They get to the camps, they’re helping out. We’re all dedicated to delivering the

programs that need to be delivered.”Dan Ireland, an MNR pilot for almost 12 years, echoes

Crowell’s assessment. It’s the variety, the connection with nature and a challenging job description that makes it all worthwhile. “It’s precisely why a lot of people stay here as long as they do,” says Ireland. “From fire suppression one day to photo flights the next, moose aquatics the same day or the day after. . . coming to work is a pleasure. People ask me what I do and I say I fly heli-copters for the MNR. They ask, ‘yeah, so what do you do? I always say, moose, goose and spruce.’ ”

While it’s virtually impossible to pick the perfect aircraft to han-dle every MNR operation – “it simply doesn’t exist,” says Thunder Bay-based MNR pilot Greg Boegh – the EC-130 B4 is arguably an excellent compromise. Offering 23 per cent more space than the MNR’s most recent aircraft, the AS-350 B2s, the EC-130 B4s can be equipped with seven or eight seats, with a cabin design that provides an incredible panoramic view from virtually all spots. This is especially important for the MNR, as roughly 60 per cent of operations are geared toward wildlife management – surveys,

Wildlife management is an important component of the MNR’s mandate. Here, biologists participate in goose banding activities on Akimiski Island, the largest island in James Bay (below) and polar bear tagging and tracking (above). (Photos courtesy of the Ministry of Natural Resources)

• Maximum weight: 2,427 kg/5,351 lb. (2,800 kg/6,172 lb. with external load)

• Useful load 1,048 kg/2,311 lb.• Capacity: one pilot and six/seven passengers or 1,160

kg/2,557 lb. with sling• Power plant: one Turbomeca ARRIEL 2B1 Maximum take-

off power: 632 KW/847 shp• Fast cruise speed: 235 km/h – 127 kt (at max. weight)• Maximum range: 640 km/345 nm (takeoff at max. weight)• Maximum endurance (with no reserves): 3:47 hours• Length, blade in front: 47.47 ft.

Detailed information about the EC-130 B4


fish stocking, tracking, remote sensing, etc. Enhanced visibility is also paramount in other important MNR functions including enforcement work, NVG use and forest fire management.

Fire fighting and fire suppression make up another 30 per cent of the ministry’s operational portfolio, and the new EC-130 B4 aircraft are very adept in the MNR’s “Quick Strike” firefighting initiatives, where a three- or four-person crew will be transported to a fire with the necessary equipment to start fighting the blaze while the helicopter returns for subsequent supplies. “Ninety per cent of the fires in Ontario are a hectare or less, so this gets crews there early so they can attack and suppress it,” says Crowell. “The majority of big fires in B.C. started by lightning strikes and just grew and grew. With “Quick Strike,” you get a crew there, drop them off, and come back and reposition.”

Two examples to illustrate the acute visual capacities of the EC-130 B4 occurred on the second day I went up with chief pilot Don Filliter. Just moments after take off on a partly cloudy day, we almost immediately spotted white smoke drifting into the sky from a heavily treed rocky point on a shimmering lake located a few kilometres in front of the aircraft. Upon returning after Filliter and MNR air engineer Mike Frizell successfully doused the fire, Filliter spotted a large adult moose swimming in another shimmering lake

below. Obviously, it was not a problem for both Filliter and Frizell to see the moose right away, but it was even easy for me to pick up the bull as it surfaced from the bog and bolted for cover.

The new EC-130 B4 aircraft has several state-of-the-art techno-logical advancements and many safety features that make it a sound option for its roles with the MNR. It has a quiet Fenestron tail rotor that’s very safe in tight, densely forested terrain; a state-of-the-art FADEC system (Full Authority Digital Engine Control) to reduce pilot workload by adjusting the engine switch to match flight conditions; an all-Kevlar cabin that acts as a protective roll cage, supporting it in the event the aircraft rolls; dual hydraulics (the most critical safety feature on the B4 says Ireland); state-of-the-art Chelton/Cobham EFIS avionics; NVG capability; and attenuating seats.

“It’s the perfect machine for the roles it has to play,” says Filliter. “We do fire suppression, yes, but the primary role we do is resource management. And resource management tends to be a lot of survey work, so you can’t ask for a better platform. It has huge windows, great visibility, a lot of legroom and is stable. I

They say variety is the spice of life, and if you’re a pilot with Ontario’s Ministry of Natural Resources it’s part of your daily, monthly and yearly regimen. “You never really know what you’re going to be doing from day-day and that’s part of the enjoyment – there’s no rut here at the MNR,” says Dan Ireland, an MNR pilot for almost 12 years. Except for the moose rut, that is. Here’s what MNR rotary pilots are usually up to in a typical calendar year.

WINTER: Starting in January, the MNR’s new EC-130 B4s are used primarily for resource management and animal inventory work. Moose surveys are done across the province to calculate the moose population, allowing the ministry to assign the proper licensing and moose tag allocations. Deer and elk work is also done, as well as caribou studies. “Last year, we were heavily involved in caribou surveying in the far northern parts of the prov-ince to get an idea of what the herd is like up there,” says MNR operations manager Bob Crowell.

SPRING: Training fire crews begins, getting them ready and transitioned to meet the fire season. Fish stocking is also criti-cal, and it’s a very time-sensitive activity. “The waters have to be at just the right temperature and the fish have to come from several fish hatcheries from across the province, so we have to carefully time and co-ordinate the dropping of the fish into several lakes,” says Crowell “The hatchery truck might show up with a wide variety of fish that have to be stocked in a vari-ety of different lakes, so you might have three or four different types of fish to stock in one flight.

LATE SPRING/SUMMER/FALL: The fire season takes prece-dence. “It really starts up in April,” says Crowell. “We also start to do nest searches for goose, do goose banding in the summer, and that research culminates in July.” Biodiversity work, tele-

metry is also done in the summer – putting GPS collars on polar bear, black bear, elk, and caribou – to track their movements. Some of them we track with satellites, some are tracked with antennae on the aircraft.

“Interspersed with all of this, is the moose aquatics,” says Ireland. “We do a fair amount of this, flying to inspect moose feed-ing grounds, to get an idea of where moose populations are and where they are congregating so forestry can plan their reserves around moose feeding and aquatic areas. We also do stick nest surveys, looking for heron, osprey and eagles. In Muskoka, an extensive duck survey is done each year, and we often fly to the Quebec border when doing our Canada goose work up in Ungava. So it’s quite involved.”

Versatility the name of the game at the MNR

Continued on page 23


hile the benefits of police-operated helicopters are indisputable, that doesn’t mean the future will reflect the status quo. Emerging technologies and enduring government budget squeezes are among the key issues looming on the horizon.

The previous four instalments of this series on rotary-wing aerial policing have surveyed everything from the past history of how this capability evolved in both the United States and Canada. . . to profiles on current Canadian police operators. . . to an overview of the hardware and software that turn a light observa-tion helicopter into a highly capable crimefighter.

For this final article in the series, we look into the future. A number of experienced U.S. and Canadian operators and senior professional-association experts have shared their thoughts and insight in response to this basic question: “What are the most sig-nificant trends or issues that you can foresee police air units having to deal with across the next five years or so?”

Here’s what we learned.

Government finances – at all levels and in both Canada and the U.S. – are under extreme pressure as the ongoing period of lacklustre economic growth diminishes tax revenues, and ‘stimulus’ spending boosts deficits. Police air units are often erroneously seen as something of a “frill,” and many of the participants in this article voiced concern that it will be an uphill battle in the coming years just to maintain the status quo.

“We’re challenged every year by city council, the police commission and our own higher management to demonstrate that our air unit is providing value for dollar,” Sgt. Chris Barbar of the Edmonton Police Service notes. “The ‘profit’ from an airborne law-enforcement unit, of course, comes in the form of demonstrated successful conclusion of incidents, and positive statistics when the helicopter is involved.”

“With this in mind, it’s imperative that airborne law-enforcement

units keep impeccable records of the impact of their daily activities, including arrests, response times, calls attended, and incidents where the involvement of the helicopter resulted in a safe conclusion for the citizens and police officers,” Barbar notes. “We do this scrupulously at our Flight Operations Unit, and that helps us maintain the confidence and support of the people who make the budgetary decisions.”

Down in Calgary, chief pilot Cam Dutnall agrees. “I expect we’ll be dealing with limited budgets for some time into the future,” he says. “Our Air Support Unit will be limited to essential personnel and core training only, in order to be able to provide normal opera-tional patrols and incident response. Once the economy more fully recovers, I hope we can broaden our mission profile to include greater support to our police specialty units, and also to create a training section integral to the ASU itself.”

Although tragic events such as the May 2010 incident in the U.S. Caribbean possession of Puerto Rico – in which a police helicopter conducting a pursuit of a car that had fled a traffic stop came under

Aerial Policing on the Horizon


gunfire from other individuals on the ground and one officer on board was killed and the other wounded – are so far very rare, there’s another potentially lethal ground threat that’s being increasingly encountered: laser strikes.

“The use by individuals on the ground of handheld ‘green laser’ units – which are actually intended for use by amateur astronomers to point-out stars or constellations – to illuminate the cockpit of a low-flying aircraft is getting more and more common across North America,” Staff Sgt. Al Mack of Durham (Ont.) Regional Police reports. “These kinds of strikes can disorient the pilot and also cause eye damage, so the potential for causing a crash is definitely there.”

LEFT: Edmonton's Flight Operations Unit keeps impeccable records to show the impact of its daily activities. (Photo courtesy Edmonton Police Services)

BELOW: Once the economy bounces back, Calgary's Air Support Unit is expected to broaden its mission profile. (Photo courtesy of Calgary Police)

BELOW LEFT: Sgt. Chris Barbar of Edmonton Police Services says they are challenged every year by city council, the police commission and higher management to demonstrate they are providing value for dollar. (Photo courtesy of Edmonton Police Services)


With the prevalence of such irresponsible activity expected to rise in the coming years, the response by the justice system will need to become more robust, as well, as the perpetrators are increasingly locat-ed, charged, and convicted. Staff Sgt. Mack recalls one such recent incident directed against Durham’s Air1 helicopter in August 2008:

“At approximately 2200 hours, Air1 was airborne at 1,200 feet over Ajax, Ont., assisting ground officers who were searching for a reported shotgun-armed individual. Suddenly, both aircrew were blinded by an intense green light coming from below. The pilot took immediate evasive action, but the laser beam tracked the aircraft and re-struck the cockpit about a dozen more times. Air1’s tactical flight officer was able to employ the forward-look-ing infrared camera to locate the person holding the laser unit,” he says. “The incident had been immediately radioed to the nearby police units that were on the ground regarding the origi-nal armed-individual report, and they were quickly vectored to the townhouse in question.”

“A 31-year-old Colombian was located and arrested,” Mack con-tinues. “Although the Crown Prosecutor asked for a 90-day jail term, the judge agreed to a plea bargain of time served – which was just two days – plus a $1,000 fine.”

Under the Aeronautics Act, such misconduct could have resulted in a maximum fine of $100,000 and/or a five-year jail sentence. The extreme leniency shown in this representative case – an incident that left both aircrew with visual-impairment after-effects for a num-ber of minutes, and definitely impacted safe operation of the aircraft – provides little deterrent value, and future cases will hopefully see more aggressive penalties.

As this article was being finalized, word arrived of yet another laser assault on a police helicopter. On August 16, 2010, an indi-vidual lasered Calgary’s HAWC1 helicopter during a nighttime patrol over that city. This is reportedly the 11th such incident – involving all aircraft types – just in Alberta so far this year (the total for all of Canada in 2009 was 108 incidents). The crew immediately donned protective goggles, but these then impair vision for the normal night-time flight operations. The aircraft was struck two more times during the 30-minute search for the light source. Police units on the ground arrested 34-year-old Jason John McConnell, who’s been charged with one count of obstructing a police officer and one count of mischief endangering life, plus one charge under the Canadian Aircraft Regulations, and one under the Aeronautics Act. The three aircrew on board HAWC1 have been grounded until doctors can confirm that they suffered no permanent vision damage.

Jim Di Giovanna is Education Program Manager with the U.S.-based Airborne Law Enforcement Association (ALEA) – which has a very active Canadian chapter – is well-qualified to comment on a number of emerging issues. He first tackles technology.

“Operationally, the ‘big three’ remain seeing better in the dark (i.e., thermal imagers and night-vision goggles), navigation aids (especially moving-map displays) and communication,” he says. “There are at least three thermal-imaging companies who are touting new sensors, in systems offering high definition, digital imagery, increased magnification, and four-axis stabilization. There are also impressive capabilities being developed for covert high-altitude sur-veillance with long-lens cameras and a digital downlink – but that requires a fixed-wing aircraft, not a helicopter. . . and currently that long-lens camera system usually costs more than the aircraft!”

Di Giovanna continues, “More and more agencies are converting to NVGs, but there are new Federal Aviation Administration (FAA)

regs regarding NVG use and cockpit lighting that are making this conversion much more expensive. A few police agencies have asked for waivers to those regulations, and the FAA is still reviewing that. Lastly, the newer compact digital multiband radios are by far the comms unit of choice. . . their weight-to-capability ratio is unsur-passed,” he says.

Training and professional-development qualifications are another area where Di Giovanna foresees both challenges and new progress.

“I think recruitment of qualified aircrew will become increas-ingly difficult unless incentive programs are established to attract individuals to join an air unit, as well as government support for the flight training to let individuals acquire all the pilot ratings needed to do the job,” he suggests.

Di Giovanna says cost issues are forcing police agencies to look outside that profession to acquire helicopter pilots instead of taking a trained police officer and teaching him/her to be a pilot. “There are many pros and cons on this issue,” he goes on, “but in my opinion, the most mission-effective crew is a sworn police-officer pilot and a sworn-officer TFO.”

He also notes that ALEA, which has offered various training courses for police aircrew for a long time, is expanding those efforts even further.

“Beginning in 2011 at our annual conference in New Orleans, we’ll be offering a certified Advanced Thermal Imagery Thermographers Course on-site for attendees,” he reveals. “Also, we are developing an Advanced Tactical Flight Officers Course in con-junction with American Eurocopter’s AS350 full-motion level-7 simulator. This will be ALEA’s first venture into scenario-based train-ing using a simulator, and we hope to offer this course two times a year in Grand Prairie, Texas, beginning in the summer of 2011.”

Perhaps the most radical scenario for the future is one that takes manned police patrol helicopters out of the skies almost entirely – replaced by small, lightweight unmanned aerial vehicles (UAVs). Don Shinnamon is chief of police for Port St. Lucie, Fla., a veteran helicopter and fixed-wing pilot, and chairman of the aviation

A potential for police operations, the one-pound, 28-1/2-inch wingspan Wasp-III from AeroVironment has an endurance of 45 minutes, an operating altitude of 500 to 1,000 feet, and can carry an electro-optical camera or an IR imager. (Photo by AeroVironment, Inc.)

committee of the International Association of Chiefs of Police. He has some eye-open-ing thoughts on this subject.

“I think the future for police aviation is unmanned aircraft,” he flatly states. “The technology is already here today to give us the same downlinked video or infrared data from a one-pound or four-pound hand-launched mini-UAV that we are getting from manned helicopters. With today’s budgetary environment – and those pressures are going to continue for years – I don’t think all of the current police air units are going to survive in their current form. UAVs can be a very cost-effective alternative.”

One current obstacle is that the FAA in the U.S. so far will not allow routine use of non-military UAVs in the national airspace system. Shinnamon also sits on a technical working group of the National Institute of Justice, which is working with the FAA to create a memorandum of understanding that would allow law-enforcement agencies to use the very-small (less than four pounds) UAVs, and he’s hoping for a deal by the end of this year.

“Such units – say, a one-pound, hand-launched UAV – offer a max of 45 to 50 minutes in the air from a full charge on the battery,” he explains. “I can see these being extremely useful in a scenario where a patrol car rolls up on a robbery that’s just occurred, or a missing child or wandering Alzheimer’s patient situation, and the officer opens the trunk, takes out a ‘pelican’ case, launches the UAV, and within minutes is able to access video and/or thermal imagery of the immediate vicinity.”

Shinnamon specifically noted two prod-ucts from Monrovia, Calif.-based AeroVironment (www.avinc.com ) as being appropriate for police duty: the “micro-air-vehicle” Wasp-III and the slightly larger Raven RQ-11B. The one-pound, 28-1/2-inch-wingspan Wasp has an endurance of 45 minutes, an operating altitude of 500 to 1,000 feet, and can carry an electro-optical camera or an IR imager. The 4.2-pound Raven has a 54-inch wingspan, an endur-ance of 90 to 110 minutes (based on either a rechargeable battery or a single-use bat-tery), a typical operating altitude of 100 to 500 feet, a speed of 17 to 44 knots, and a range of 6.2 miles (10 km). Its payload can be a forward and side-look EO or infrared camera. Both hand-launched micro-UAVs can use the same ground control station.

“As has been noted in other contexts like the military, today’s generation of young people – weaned on video games and rather sophisticated computer pro-

grams – will be naturals for operating UAVs,” Shinnamon says. “The on-scene incident commander will be able to access the downlinked images, make the appro-priate decisions, and assign ground resources in the best-possible manner.”

“I constantly over-use the word ‘amaz-ing’ in my discussions about UAVs and policing,” Shinnamon sums up with a smile, “but there really is no other way to describe their capabilities and potential.”

From the future implementation of UAVs to the ongoing challenges of recruitment, training and justifying costs, there’s little doubt that the aerial policing landscape is rife with challenges – both in Canada and south of the border. And while the overall goal remains the same in both countries, one thing’s for certain – it will be any-thing but the status quo in the months and years ahead.



hen the economy is bad, helicopters don’t get flown as much. And when helicopters are ground-ed, helicopter MROs suffer. After checking with operators and manufacturers from coast to coast, messages sound eerily similar.

“We have seen a drop in our level of MRO activity in the range of 15 per cent in the last 18 months largely due to a decline in utility flight hours, which is a direct result of less exploration,” says Gordon Kay, director of Customer Service with Eurocopter Canada Limited (ECL). “A decline in the number of flying hours...[plus] our aggressive drive to reduce DMCs by increasing the TBO for many of our components has resulted in a decrease in available work.”

Mike Guntner (Senior), president and DOM of Essential Turbines in Dorval, Que., says the economic slowdown has nega-tively affected business. “Our customers haven’t been able to pick up contracts, so if they don’t fly, they don’t break or time out their engines. When they do fly, they have to wait to get paid. This trick-les down to the overhaul shops who also have to wait for payment. . .We are coming off two of the toughest years since we started our business in 1994.”

Two B.C. operators have similar stories. Hugh Andrews, presi-dent and owner of Aero-Smith Heli Service in Coombs, says the current economic reality means times are tight. Over in Abbotsford, Cathy Press, president/chief flight instructor of Chinook Helicopters, reports the firm was busy for six months after the recession hit, but things have slowed. “That’s how long it usually takes for a change in the economy to filter down to us,” she says.

The helicopter MRO business has never been one for the faint-hearted. Entrepreneurs have to raise millions of dollars in capital – much of it in the form of loans – to lease or buy hangars, obtain cutting-edge testing equipment, metal-working mills and tools, engine repair facilities, paint booths, the list literally goes on and on. Then there’s the never-ending task of finding and keeping qualified engineers, attracting clients, and staying in line with Transport Canada regulations. Even during boom times, meeting all of these requirements successfully is no mean feat.

In a business like this, a recession is like seawater eating into a sand castle. It threatens to erode – perhaps collapse – the result of much hard work and skills accumulation. Perhaps this explains why

Canadian Helicopter MROs Adjusting for Growth

LEFT: AMEs at Dorval, Que.-based Essential Turbines have helped combat the recession by working more flexible hours. (Photo courtesy of Essential Turbines)

BELOW: AMEs work on the Essential Turbines’ B15 Test Cell. (Photo courtesy of Essential Turbines)

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helicopter MROs are so dogged in their refusal to quit when the going gets tough. Because they don’t quit; even when things get as bad as Guntner says they are.

So, how has Essential Turbines coped with the recession? First, the company reorganized internally, to find economies. Next, they did not replace personnel when they left. “Rather than hire new staff, our employees are helping out by working overtime,” Guntner says.

This may seem strange – having existing staff work more hours rather than hiring new staff to work fewer – but the costs associated with hiring new employees (Workman’s Compensation, pension, and other related expenses) are substantial for any employer. By pitching in, Essential Turbines’ employees are helping the company rein in costs while boosting revenues. When both sides of a company work together like this, both sides win.

Essential Turbines has also done something new and different: It hired a professional to help market its services. “We have never had a salesman, because we never needed one,” Guntner explains. But with shrinking demand for its services, Essential Turbines knows it has to appeal to new prospects in order to keep going. The good news?: “Our overhaul shop is now busy,” he says. “The work is com-ing in from our core Canadian operators.”

Aero-Smith Heli Services is also seeing an upswing in busi-ness, due to a revival of the logging and mineral sectors in B.C. “After the recession hit, the logging companies stopped cutting,” Andrews explains. “Instead, they sold lumber from their existing

inventories, in a bid to keep costs down. Well, the time has come when they’ve had to resume logging to restock those inventories. This has resulted in a resumption of heli-logging, which is good for us. Meanwhile, mining is big again – especially gold. So, between them, these two sectors are really helping us out.”

Eurocopter Canada is also betting on enhanced MRO capa-bilities to attract more business. These include the installation of an EC-120 test bench and offering structural repair for the AS-350 line of helicopters. “ECL has also introduced a customer loyalty program, Rotor Rewards,” says Kay. “Developed to meet our customer’s’ needs, the program includes tailor-made support programs, promotions and perks as well as a new range of dis-counts and rewards.”

Chinook Helicopters’ Press has seen some improvement in her MRO business this year, compared to 2009. To conserve resources, she has also kept as much work in-house as possible; while bringing in third-party customers where she can. Things are looking better this year, compared to 2010: “It feels like a normal business period – albeit a slow one – rather than a crash,” she says.

So, how does Chinook Helicopters weather an economic storm? By moving into a bigger facility and buying aircraft, of course! Construction of the company’s shiny new hangar at the Abbotsford airport was started before the recession hit and by the time the hangar was ready


Eurocopter Canada has introduced a customer loyalty program, Rotor Rewards, to help offset the effects of the recession. Here, AMEs work on the airframe repair jig for the AS-350/355 series. (Photo courtesy of Eurocopter Canada)


for occupancy in October 2009, times were tough. But Press decided to go ahead with the move. “It was really too late to turn back, and besides, moving into a bigger, better space made us look prosperous,” she laughs. “That’s a good impression to make during a recession, don’t you think?”

Fortunately, Chinook Helicopters’ flight school succeeded in attracting a large number of European students, in addition to its local Canadian base. Subsequently, Press was able to keep paying the bills and hang in until the economy started to improve, which it has.

But why did she purchase two Robinson R22s and a Bell Jet Ranger? The short answer is that the deal was too good to resist. “I got them all below market value, when prices were depressed,” Press says. “I’m an optimist who believes that if you buy helicopters when things are slow, eventually the market will pick up and their value will increase.”

Not everyone agreed with Press’s decision. “My insurance agent thought I was nuts,” she admits. “But in fact, with the market reviving, the value of these aircraft has indeed increased since I bought them. So, they are an investment at the very least. At most, they help us keep up with our student demand, and give them flight experience in some-thing besides our Bell 47s.”

Despite differences in their approaches, each company interviewed had some common elements in their recession-busting strategies.

They all decided not to take their ball and go home when things began looking really tough. Instead, each took a long, hard look at their strengths and weaknesses, and did what they could to maximize the first by minimizing the second. In practical terms, this meant looking for new areas where they could attract business, while doing what they could to keep costs down. Wherever possible, these companies worked to preserve jobs rather than slashing their workforce, demoralizing the survivors and then having to find new talent when things inevitably improve (as they always do).

A willingness to keep taking risks was another key component in the hopes of post-economic downturn growth – mindful, of course, that businesses either grow or contract, but never stay static. For Essential Turbines, the solution was breaking with company tradition and investing in a salesperson to drum up new business. At Chinook Helicopters, the gamble was to buy three helicopters and move into a new facility even when faced with a difficult economy.

Another commonality all four firms share is the ability to stay focused on the core business, and do whatever they can to improve quality and enhance customer satisfaction. “At the end of the day, what keeps you in business is people, not stock market quotes,” says Press. “Although I pay attention to what’s happening on Wall Street, I know my livelihood is here in Abbotsford, teaching pilots and repairing heli-copters. That’s what pays my bills and keeps my people and me employed. That’s where my attention needs to be, and is.”

“We. . . are proceeding to better serve the market by focusing on our customers’ needs and reducing the cost of operation,” says Kay. “Although flying hours are down in general, we have also seen some bright areas during this downturn (i.e., corporate aircraft and para-public activity); we are optimistic about the future and are starting to see positive signs in these segments.”

There is a moral to this tale, and that’s the old cliché that when the going gets tough, the tough get going. In the case of these heli-copter MROs, they didn’t just “get going”; they got tougher. That’s why these MROs are still in business today, and are destined to be in business tomorrow.

would call it a trade-off as far as fire fighting goes, but it does all of it equally to the B-2s. And it’s better for our clients. It incor-porates the Fenestron tail rotor which is safer in the bush; it has crash worthiness seats; it’s quieter; it’s more fuel efficient. So, all of those things that the new Jar 27 regulations demand for certi-fication.”

Ireland agrees, pointing out that although there are draw-backs, it’s an excellent choice for the various roles it has to play. “I think it’s a delight to fly, personally,” he says. “It’s not perhaps as responsive as a smaller machine, but it’s just a function of its size – it is 35-400 pounds heavier than an A-Star, for example, so it tends to be less responsive. But that’s just getting used to it. And yes, it doesn’t jump off the ground. But it will certainly get you there. . . .it’s also very manoeuvrable; the tail rotor is safe when you’re moving around in the bush because of the Fenestron design, so it’s quite an advanced machine.”

Crowell aggrees. “We started with the B2s and we had a BK-117 and now we’re into what I call the digital aircraft, the B4,” he says. “It’s added so much computer technology that’s made it a great platform for our people. There are three GPSs in that aircraft, it’s got a FADEC system plus another system in case the FADEC fails, it has the new cargo pods on it, it has wire-strike kits in all of our aircraft. . . .so we’re moving towards a safer operation with the latest technology on our aircraft, deliv-ering what our clients need.”

For Crowell, the addition of the EC-130 B4s is the culmina-tion of a process to finally bring the MNR fleet to a state of uniformity – the highest safety and technological standards pos-sible for his pilots and the many biologists, conservation offers and other clients that work so hard to ensure Ontario’s natural resources continue to thrive.

Continued from page 15

An average of 850 forest fires strike Ontario each year, and many are “pop-up” fires like this one, covering a fraction of a hectare. (Photo by Matt Nicholls)


In the March/April issue of Helicopters magazine, we introduced a special series profiling possible replacements for the aging Canadian Coast Guard fleet. And while the CCG’s 22 aircraft are in good working order and provide safe and effective delivery of CCG programs, the fleet is 25 to 37 years old – and changes are on the horizon. In our latest instalment of this special series, veteran correspondent Peter Pigott profiles the capable Sikorsky S-92.

o appreciate the true capabilities of the search and rescue (SAR) version of the Sikorsky S-92 and its CHC pilots, one has to locate on a map the Western Isles of Scotland – specifically Stornoway on the Isle of Lewis and Sumbugh in the Shetland Islands. Since 2007, four CHC S-92s have been stationed at both

places on behalf of the British Maritime and Coastguard Agency(MCA). On interviewing Stornoway Training Captain Richard Dane, one was struck by two things: his nonchalance relat-ing acts of intense bravery and his enthusiasm for the S-92.

Providing SAR up to the Faroe Islands and from the west coast of Scotland into the Atlantic, the former Fleet Air Arm pilot has flown more than 25 rotary- and fixed-wing aircraft, including the V-22 Osprey tilt rotor. Having flown SAR missions in the Sea King with the Royal Navy, he says the S-92 will outperform that helicop-ter in every respect. “It’s the most suitable SAR aircraft I have ever flown – bar none,” says Dane. “One SAR rescue occurred when one of the crews went out to St. Kildare and rescued a fisherman in high turbulence wind. He had been ‘whacked’ against the cliffs and it required close hovering in the S-92 and close teamwork between the pilots and rear crew to winch him in. It’s just part of the job – that’s what I think.”

The Sikorsky S-92 became best known to the Canadian public due to unfortunate circumstances. On March 12, 2009, a S-92A

operated by Cougar Helicopters crashed enroute to the White Rose oilrigs off Newfoundland. Investigators believe there was a sudden drop in oil pressure, and minutes before the crash, the crew report-ed mechanical problems involving the aircraft’s gearbox. The media reported investigators from the Transportation Safety Board were examining the possibility of a broken mounting stud in the S-92’s main gearbox filter bowl. On March 24, 2009, the U.S. Federal Aviation Administration (FAA) instructed owners of Sikorsky S-92A helicopters to cancel flights until they had replaced a component that has been associated with a fatal crash off

Profiling the Coast Guard- Worthy Sikorsky S-92


Newfoundland. In accordance with a Sikorsky Aircraft Alert Service Bulletin (ASB), oil filter bowl studs on all Sikorsky S-92A aircraft were immediately replaced with new steel studs. Compliance with this ASB was subsequently mandated by an FAA Airworthiness Directive.

On June 18, 2009, The Transportation Safety Board of Canada issued an Investigation Update into the Sikorsky S-92A Helicopter Accident. In summary, it stated that an examination of the MGB (the main gearbox) indicated there was no loss of main rotor drive and the main rotor blades were rotating at the time of the impact. The investigation revealed that, even though the Sikorsky S-92A MGB was certificated to meet requirements of Part-29 of the Federal Aviation Regulations (FAR-29) of the United States FAA, “. . . there is a perception in some areas of the aviation community that the MGB can be run in a dry state – that is, without lubricating oil – for 30 minutes.”

“FAR-29 does not require run-dry operation of a gearbox to meet the 30-minute continued safe operation. Based on the appli-cable guidance material at the time of certification, the lubrication failure modes of interest were limited to the failure of external lines, fittings, valves, and coolers. This practice was consistent with industry experience, which had found that loss of lubrication tended to be associated with external devices. Therefore, the pos-sibility of a failure at the oil filter was considered to be extremely remote.” Because of the fracture of the filter bowl-mounting studs, which caused a loss of a large quantity of oil, the certification guid-ance material was being reviewed.

Nearly a month after the crash, on April 8, 2009, the Canada-Newfoundland and Labrador Offshore Petroleum Board (C-NLOPB)

LEFT: Since 2007, four CHC S-92 Search and Rescue (SAR) versions have been stationed at Stornoway on the Isle of Lewis and Sumbugh in the Shetland Islands on behalf of the British Maritime and Coastguard Agency (MCA). (Photo courtesy of CHC)

BELOW AND BELOW LEFT: Cougar Helicopters continues to successfully fly the S-92 for its operations in spite of an accident on March 12, 2009, when a S-92A crashed enroute to the White Rose oilrigs off Newfoundland. (Photo courtesy of Cougar Helicopters)


opened, “The Offshore Helicopter Safety Inquiry.” Appointed as Commissioner The Honourable Robert Wells, Q.C., was to recom-mend improvements to the safety regime to ensure the risks of helicopter transportation of offshore workers in the Newfoundland and Labrador Offshore Area were as low as reasonably practicable. But the mandate of the inquiry does not include an investigation into the cause of the crash of the Cougar Helicopter Sikorsky S92A as that remains the responsibility of the TSB.

The crash of the S-92 off Newfoundland did little to deter the government of the United Kingdom. It had selected the Soteria consortium a month before as the preferred bidder to provide turnkey search and rescue (SAR) helicopter services for the next 25 years. Soteria is the Greek goddess of safety, deliverance and preservation from harm – a mission statement that fits well with the role of delivering a successful SAR service to an island nation caught between the North Sea and the Atlantic Ocean.

Made up of Sikorsky Aircraft, CHC Thales and the Royal Bank of Scotland, the Soteria contract is backed by the Canadian Commercial Corporation, a crown corporation of the Canadian government that facilitates Canadian exports by negotiating and executing government-to-government contracts.

But until it could begin, on Dec. 13, 2005, an interim five-year contract to provide SAR cover was awarded to CHC Scotia, run-ning from July 1, 2007 to 2012. Replacing the Sea Kings and S-91s in use by the Coast Guard would be four CHC S-92s under

contract to the Maritime Coastguard Agency (MCA). Ian McLuskie, SAR business unit leader with CHC, said for the interim contract, they examined all helicopters available; the EH101, the EC225 and even the Russian Mi-17. It was deter-mined, however, that the S-92 best met their requirements for operating in the outer islands.

And just three months after the Sikorsky machines began operations, the crew of a Stornoway-based S-92 was recognized for its bravery when members rescued the 14-man crew of a Spanish fishing boat after it ran aground under cliffs at St Kilda in high winds gusting up to 70 knots. Last year, the S-92 helicop-ters operating in the United Kingdom performed nearly 750 mis-sions – a SAR record anywhere.

In a distinct Canadian connection, the previous SAR helicopters the MCA had been using in Scotland were Sea King variants. Both the Canadian Forces and Royal Canadian Navy use the CH-124 Sea King.

Captain Alun Tink, MCA deputy chief pilot at Stornoway, says the S-92 is a superior aircraft in many ways, and is better suited for SAR applications.“ The S-92 offers significant advances over the old Sea King,” he says. “It flies faster, higher, has greater performance, and what that means for the casualty is the S-92 will get to them quicker. It has a greater chance of getting to them because of the systems onboard, and being a more modern helicopter, it has sig-nificant advances in reliability.”

The S-92 can cruise at 151 knots, he says, with a radius of action

The S-92’s combination of power and safety options makes it an excellent choice not only for the CHC, but for corporations such as the National Australian Bank. (Photo courtesy of CHC)


of around 200 nautical miles, which means helicopters based in the Shetlands can fly as far as Bergen in Norway or the Faroe Islands and still return to base. Auxiliary tanks fitted in the cabin can almost double the range, although these are bulky and take several hours to install. The engine performance of the aircraft means it can hold hovers even in severe downdrafts coming off cliffs, and single-engined performance is far superior to that of the Sea King.

“When on Aug. 30, 2010, a cruise ship was stranded in the Arctic, there were concerns in the media about what would have happened had there been a need for helicopter-borne SAR services. With its vastness, the Canadian Arctic cannot be compared to other SAR regions in the world. The hydrographic and climatological con-ditions of the Arctic maritime environment make the provision of SAR services in this region particularly challenging. With global warming, increases in ecotourism activity are forecasted in all of the northern areas, and based on the results of the Canadian Coast Guard SAR Needs Analysis, 2007 – Technical Report, the current SAR system capacity will not be able to meet the increased demand. This is where the Sikorsky S-92, with its increased range, power and versatility will be needed.”

The aircraft’s all-weather performance allows it to launch in con-ditions that would have grounded its predecessor. And given the severe weather off the coast of Scotland, CHC crews are unanimous in their praise for the S-92’s Rotor Ice Protection System (RIPS). It has computer-controlled heating elements in the rotor blades that

are powered by redundant electrical generators. The system pre-cisely delivers power to the blades to automatically shed ice away from the main and tail rotor. Icing would have forced a Sea King crew to take a longer route along the coast, rather than a straight line over land through dangerous conditions. “De-icing means we can fly higher and faster,” Tink said. “In the old Sea Kings, to take a casu-alty from Stornoway to Inverness, we used to have to fly all the way around the North of Scotland.” With the S-92s, crews are able to fly up to 8,000 feet in –40 degrees Celsius to go from Stornoway across country to Inverness.”

Transport Canada certified in December 2005 that Cougar Helicopters were cleared to fly their S-92s equipped with RIPS into known-icing conditions and the 28 new H-92 maritime helicopters for the Canadian Forces, designated the CH-148 Cyclone, are naval variants of the S-92 and will possess the same icing clearance.

The Sikorsky S-92 design “evolved” from that of the S-70 Black Hawk and Seahawk aircraft. It first flew on Dec. 23, 1998, having been designed specifically for over-water SAR in difficult environ-ments such as the North Sea and North Atlantic. The S-92 team won the Collier Trophy in 2002 and when it was awarded an FAA type certificate in December 2002, FAA Regional Administrator Amy Corbett called the aircraft “the world’s safest helicopter.”

The first production S-92 was delivered in late 2004 and the aircraft was immediately snapped up by companies that service the resource industry such as Cougar Helicopters Inc., CHC Helicopter Corp., U.S.-based Petroleum Helicopters Inc. and Norsk Helikopter of Norway. Given the helicopter’s potential, it was no surprise that on March 1, 2007, Sikorsky unveiled the first SAR CHC aircraft at Heli-Expo.

The S-92 commercial helicopter has two GE CT7-8A turbo-shaft engines driving four blades, and a top speed of 280 kilome-tres per hour. The “airline” configuration of the S-92 helicopter seats up to 19 passengers and has a range for fully loaded flights of up to 476 nautical miles (882 kilometres). Its maximum range without reserves is 999 kilometres and it cruises at an altitude of about 4,000 feet. The cabin is six feet high, 6.58 feet wide and 20 feet long.

The higher levels of safety, reliability and maintainability can be seen throughout the S-92’s design, especially in the cockpit, which Sikorsky calls a “modern pilot workstation.” It features a Rockwell Collins avionics package that displays flight-critical data on six-inch by eight-inch, colour, liquid-crystal, multifunction displays and includes dual flight-management systems with integrated control of the flight director.

The SAR S-92 is fitted with a Honeywell Primus 701 full-colour weather/search radar, and has a Chelton 935-11 direction finder. A Saab SAR AIS transponder – an onboard maritime automated identi-fication system – is also fitted. The instrument panel was reduced in width, compared with earlier designs, to improve the pilots’ field of view. Situational awareness can also be enhanced through the addi-tion of weather radar data with a flight path overlay, a forward-looking infrared system and a digital moving map. The cockpit is night-vision-goggle-compatible and can simulate one-engine inop-erative conditions for training purposes.

A SkyTrac satellite communications and tracking system allows the aircraft to communicate over long distances or beyond line of

The commercial version of the S-92 has a number of safety features that make it Coast Guard-worthy:• Enhanced ground proximity warning protection• Three cabin emergency hatches• Cabin windows that can be jettisoned to make escape

easier• Emergency flotation and life raft systems• A fuel containment and supply system using two crash-

worthy fuel cells that keeps fuel away from the cabin and prevents hazardous spray

• Traffic collision avoidance system (TCAS)• Weather radar• Bird strike protection even at the aircraft’s maximum

speed• Lightning strike protection• High-energy turbine burst protection• Fuel tanks are located in the sponsons, instead of below

the passenger compartment, and the simpler, suction-type fuel system does not have pressurized fuel lines, thus making the system potentially less hazardous

• The rotors, windshield, engine inlets and drive shaft cov-ers are designed to withstand impacts by 2.2-pound birds at 165 knots, a force equal to a 10-pound hammer hitting a surface at 90 miles per hour

• All seats meet new, tougher crashworthy standards, and the landing gear uses frangible metal tubing to absorb excess energy

Enhanced features to help rescues succeed


sight. Crews regularly use the system to call hikers or climbers in distress on their mobile phones directly, allowing the airmen to assess the situation before they arrive.

A Toshiba Toughbook laptop contains detailed Ordnance Survey and topographical maps, combined with terrain information allow-ing them to be viewed in 3-D. It allows the crews to plan their routes in and out, particularly during onshore rescues.

But nothing demonstrates the 24/7 reliability of the Sikorsky bet-ter than this: At the MCA stations at Stornoway and Sumbugh, the S-92s are maintained at 15 minutes’ notice to launch. “So when it’s scrambled, we have to get up and out within 15 minutes,” explained Dane. “We are on call from eight in the morning to 10 at night. Overnight we are 45-minute standby, which allows the captain to be called at home, given the details of the mission, drive to the base, and brief the crew and scramble the aircraft.” How many callouts the crews do is up to the weather. But Dane maintains it is in the vicin-ity of 200 callouts annually.

When asked why he thinks the S-92 is the best aircraft for SAR Dane says: “It’s the perfect combination of things: for mountain work, it’s not susceptible to updrafting and down drafting – that’s because of its mass and power. It’s extremely manoeuverable in the mountains – holds its position quite well. It’s not too large or too small; it’s very agile, has good response. The terrain avoidance radar has a 3-D colour map, which gives us excellent terrain awareness, enabling the S-92 to operate with better terrain awareness in a low level environment. And the speed is better than most helicopters today.”

In terms of a SAR platform, Dane was even more enthusiastic. “The

S-92 is the most suitable aircraft in a variety of ways: it is extremely powerful, as each engine produces up to 2,750 horsepower. This is needed, especially in poor conditions. It’s also got masses of room in the back – you can stand up inside it – something you need to do for medical care. Standing up in another aircraft is not an option. It can take up to nine to 10 emergency rescue personnel, and we have an internal auxiliary fuel tank which gives up to 6,600 pounds. of fuel, giving the radius of action of about 270 nautical miles. This means we can spend 30 minutes at sea, 15 minutes hovering at speed which is an exceptional radius of action without refuel.”

When asked to illustrate the S-92’s effectiveness, Dane was quick to answer. He recalled one rescue where the crew picked up an injured hiker from the vicinity of the Kyle of Locklash. It was a full IFR transit (across the Minch) at night with very low clouds, in driv-ing rain and pitch darkness.

“We were able to conduct an IMC (Instrument Meteorological Conditions) letdown into very restricted water space,” says Dane. “Then I flew the aircraft using radar in an approach mode just off the beach into this loch. Using infrared combined with the Nightsun searchlight, I flew the aircraft visually up a couple of valleys to get to him and winch him to safety. The S-92 was then climbed out of there virtually vertical and we got him to hospital.”

Carey Bond, president of Sikorsky Global Helicopters, echoes Dane’s assessment of the S-92, adding that the aircraft would be a good choice for any coast guard. “The SAR S-92 helicopters today,” he says, “are doing exactly what our company founder, Igor Sikorsky, always knew that a helicopter would do – save lives.”


143-B MacLaurin DriveCalgary, AB T3Z 3S4Toll Free: 800-247-9591Fax: 403-247-0738website: www.abitibihelicopters.come-mail: [email protected] Bases: Calgary, Springbank Airport, ABSub Base: La Sarre, QCKey Personnel: Bertrand Perron, President/Director of Operations; Todd Reicher, PRM; Robert Fauteaux, Western Manager; Pierre Michaud, Eastern Manager; Troy Bridgemean, CPFleet: (1) AS 350BA, (1) AS 350BA+ (12) AS 350BA FX2, (3) AS 350B2, (1) AS 350 SOLOY, (1) B205A-1

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40, 12021 - 121 StreetEdmonton, AB T5L 4H7Tel: 780-429-6900Fax: 780-429-6967website: www.canadianhelicopters.come-mail: [email protected] Office: Les Cedres, QCKey Personnel: Don Wall, President & CEO; Mark Olson, Vice President Operations Canada; Bob MacKay, Vice President Special Projects; Charlie Morgan, Marketing/Sales Manager Fleet: AS350B/D, AS350BA, AS350B2, B206B/B3, B206L, B206L1, B212 (IFR & VFR), R22B/B2, R44, R44II, S61N, S76A, EC120B, AW139

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823 McTavish Road NECalgary, AB T2E 7G9Tel: 403-250-7370Toll Free: 1-800-564-6469Fax: 403-250-7110website: www.eaglecopters.comMain Base: Calgary International

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412 Otter Bay, Springbank Airport,Calgary, AB T3Z 3S6Tel: 403-202-2019 Toll Free: 1-877-203-2019Fax: 403-202-2069Website: www.elbowriverheli.come-mail: [email protected] Personnel: Ronald Bruce Holloway, Owner/Ops Manager; Tory Lewis, Maintenance Manager; Alex Edwards, Chief Pilot; Glori Bragg, Stores ManagerFleet: (2) Bell 206L3, (1) Bell 212, (1) Bell 407

10911-123 StGrande Prairie, AB T8V 7Z3Tel: 780-402-2444Fax: 780-402-2448website: www.geminihelicopters.comMain Base: Grande Prairie, High Level, ABKey Personnel: Roch Dallaire, President; Todd Tkach, Chief Pilot; Chris Dallaire, DOM; Mark Halwas, Ops Mgr; Paul Caldarone, Company Check Pilot; Brian Halbert, Marketing ManagerFleet: (3) EC120, (6) R44, (4) AS350

155A MacLaurin DriveCalgary, AB T3Z 3S4Tel: 403-202-7662Fax: 403-539-7052website: www.glacierhelicopters.cae-mail: [email protected] Base: Springbank Airport, Calgary ABKey Personnel: Paul Tigchelaar, Owner/Chief Pilot.Fleet: (1) B206B-II, (1) R44-II


538 Hurricane Dr, Springbank AirportCalgary, AB T3Z 3S8Tel: 403-730-6333Fax: 403-730-6312e-mail: [email protected]/ [email protected] Base: Springbank Airport, ABKey Personnel: Graydon Kowal, Operations Manager; Bruce Macdonald, Chief Pilot; Brent Allard, PRMFleet: (2) Bell 205A-1, (1) Bell 206L1/3, (3) AS350BA, (3) Bell206B, (1) AS350B2, (2) AS350B3, (1) MD 530F

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#206, 20 Perron StreetSt. Albert, AB T8N 1E4Tel: 780-459-5661Fax: 780-459-5669website: www.highland.cae-mail: [email protected] Base: 4240 Agar Drive, Richmond BC, V7B 1A3 Tel: 604-273-6161; Fax: 604-273-6088 Key Personnel: Dave Warwick.Fleet: (24) Bell 206B, (2) Bell 206 L-3, (2) AS 350 BA, (13) AS 350 B-2.

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PO Box 1774Lac la Biche, AB T0A 2C0Tel: 780-623-7638Toll Free: 1-877-273-6161Fax: 780-623-3709website: www.highland.cae-mail: [email protected]: Lac la Biche, AB, Main Base: Richmond, BCKey Personnel: Mark Tartal, Base ManagerFleet: Bell 206L3 Longranger

Box 146Lake Louise, AB T0L 1E0Tel: 403-721-2100Toll Free: 1-888-844-3514 / 403-881-2500Fax: 403-721-3779website: www.icefieldheli.com & www.kheli.come-mail: [email protected] Base: Cline River, AB (CCR5) & Kananaskis Nakoda (CNK7)Fleet: (1) B2206L-3, (5) B206B, (2) AS350

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Box 696Red Deer, AB T4W 5G6Tel: 403-885-5220Fax: 403-885-5240website: www.mustangheliopters.come-mail: [email protected] Base: Red DeerKey Personnel: Garry Thomson, Ops Mgr; Nigel Day, CP, Alin Cote, DOM, Frederic Allard, President.Fleet: (7) MD369D, (9) AS350B2, (4) 205A1, (1) 206 III

102 Allen CoveHinton, AB T7V 2A6Tel: 780-865-3353Fax: 780-817-5503website: www.peregrinehelicopters.come-mail: [email protected] Base: Hinton, ABKey Personnel: Brad Armstrong, Pres; Steve Wotton, CP; John Saunders.Fleet: (1) B206B3 Jet Ranger, (1) B206 L3 Longranger

RR 1, Site 1, Box 6Fort McMurray, AB T9H 5B4Tel: 780-799-0141Toll Free: 1-888-715-9245Fax: 780-791-0355website: www.phoenixheliflight.comMain Base: Fort McMurray Regional AirportKey Personnel: Paul Spring, President; Arthur Volckaert, DOM; Darrel Peters, CPFleet: (2) EC120B, (1) AS350B2, (1) EC130B4, (1) AS355N, (1) AS355NP, (1) AS350B3

PO Box 22132Grande Prairie, AB T8V 6X1Tel: 780-538-1155Toll Free: 1-877-545-5455Fax: 780-532-3377e-mail: [email protected] Base: Grande Prairie, ABKey Personnel: John Carlton, GM; Jack Budd, Ops MgrFleet: (1) AS350B, (1) AS350BA, (1) AS350SD2

PO Box 1340Slave Lake, AB T0G 2A0Tel: 780-849-2222Main Base: Slave Lake, ABKey Personnel: Jeff. Lukan, Pres; Brian Rosche, Ops Mgr.; Kevin Hickling, CP; Keith Mercer, DOMFleet: (1) B204B, (2) B206B, (2) B212, (3) AS 350B2, (2) AS 350BA

PO Box 86Blue Ridge, AB T0E 0B0Tel: 780-648-2063Toll Free: 1-877-242-4211Fax: 780-648-2065website: www.ridgerotors.come-mail: [email protected] Base: Blue Ridge, AB and Tumbler Ridge, BCKey Personnel: Hans Nogel, Ops MgrFleet: (2) B206B3, (1) AS350 B2, (2) R44

480 Aviation Way NECalgary, AB T2E 7G3Tel: 403-275-3035Fax: 403-275-3312e-mail: [email protected] Base: CalgaryKey Personnel: Ken L. Mizera, Pres; Kim L. Mizera, Manager Quality Control; Bruce Woodruff, AME Supervisor.

PO Box 86, Whitecourt AirportWhitecourt, AB T7S 1N3Tel: 780-778-6600Fax: 780-648-2029website: www.rotorworks.come-mail: [email protected] Base: WhitecourtKey Personnel: Jim Hofland; Ryan Cluff; David BucklandFleet: (2) R22 Robinson, (2) R44 Robinson

PO Box 463Rocky Mountain House, AB T4T 1A4Tel: 403-845-2534Fax: 403-845-3133Key Personnel: Jochen Rubeling, Pres; Sharon Rubeling, AdminFleet: (1) AS350B, (2) Robinson R44 Raven II

PO Box 1160Slave Lake, AB T0G 2A0Tel: 780-849-6666Fax: 780-849-6007Website: www.slheli.come-mail: [email protected] Base: Slave LakeKey Personnel: George Kelham, Pres/Owner; Debbie Kelham, Owner, George Kelham, CP; Peter Betz, DOMFleet: (4) AS350B2, (1) Bell 206B3, (1) EC120B

PO Box 251Kinuso, AB T0G 1K0Tel: 780-849-4456 Toll Free: 1-888-SLOAN10Fax: 866-281-6662website: www.sloanhelicopters.come-mail: [email protected]: Kinuso AB, Slave Lake ABKey Personnel: Kim Rossi, Ops Mgr/CP, Troy Sloan, Owner/Pilot; Matt Willemsen, PRM.Fleet: (2) RH44, (1) EC120B

Box 2025Cold Lake, AB T9M 1P5Tel: 780-639-2770Fax: 780-639-2016website: www.starhelicopters.comMain Base: Cold Lake, AB Key Personnel: Kelly Skorlatowski, DOM/CP/Ops MgrFleet: (3) Bell 206B3, (1) AS350B2


1441 Aviation Park NE, Box 570Calgary, AB T2E 8M7Tel: 403-295-1811Fax: 403-275-4891website: www.stars.cae-mail: [email protected] Base: CalgaryFleet: (5) BK117, (1) AW139

PO Box 1919, Site 3Whitecourt, AB T7S 1P6Tel: 780-778-3674Toll Free: 1-800-651-6323Fax: 780-778-3854website: www.taigahelicopters.come-mail: [email protected] Base: WhitecourtKey Personnel: Fred Prufer, Pres/Ops Mgr/CP; Paul Law, DOMFleet: (2) Bell 206B3, (2) AS350D

PO Box 7866 Edson, AB T7E 1V9Tel: 780-723-4180Fax: 780-723-4187website: www.thebachahelicopters.cae-mail: [email protected] Base: EdsonKey Personnel: Kim Hornsby, Pres/DOM; Bob Skinner, Asst. Ops Mgr.Fleet: (1) AS350BA, (1) Bell 206B, (1) AS350B2

575 Palmer Rd. NE, PO Box 8Calgary, AB T2E 7G4Tel: 403-216-7990Fax: 403-250-7877website: www.transcanada.comKey Personnel: Gregory Montgomery, Director Aviation; Steve Monroe, Manager/CP, Helicopter OperationsFleet: (2) Bell 206B, (1) Bell 206 L4

PO Box 1188 Grimshaw, AB T0H 1W0Tel: 780-332-2995Toll Free: 1-877-332-2995Fax: 780-332-1851website: www.ultrahelicopters.come-mail: [email protected] Base: Peace River, ABKey Personnel: Rene Brule, Pres; Scott Brickwood, DOM; Diane Johnson, Office MangerFleet: (1) Bell 206L3, (2) Bell 205A1, (2) Bell 206B, (2) AStar 350FX2

273 Barber DriveFort McMurray, AB T9K 2J4Tel: 780-743-5588Fax: 780-743-5586website: www.woodbuffalohelicopters.cae-mail: [email protected] Base: Fort McMurray, ABKey Personnel: Michael Morin, President/Ops Mgr; Chris Lambert, DOM; Peter Jordan, CP; Josh Brewster, Safety Program Manager.Fleet: (3) B206B-II, (1) B206L-3, (2) AS350B2

6150 Tasa CourtPrince George, BC V2K 4J3Tel: 250-962-5566Fax: 250-962-2556website: www.aberdeenheli.come-mail: [email protected] Base: Prince George, Quesnel, BCKey Personnel: Pete McGill, PresidentFleet: (1) B206L3, (1) 3206B3

1961 44th St. SESalmon Arm, BC V1E 1X9Tel: 250-803-0275Fax: 250-803-0277website: www.advantagehelicopters.nete-mail: [email protected] Base: Salmon Arm, BCKey Personnel: Alan Partridge, President; Scott Partridge, Maintenance Manager; Manley Fredlend, Chief Pilot.Fleet: (1) Bell 204C, (1) Bell 206B

6755 Garnet Road,Vernon, BC V1H 1P1Tel: 250-558-5098Fax: 250-558-5098e-mail: [email protected] Personnel: Gerald Richard, PresidentFleet: Bell 206L/R+, Bell L4, AS350D2

PO Box 1009, 4480 Hilltop RoadSechelt, BC V0N 3A0Tel: 604-885-7474Fax: 604-885-7617website: airspanhelicopters.come-mail: [email protected] Base: SecheltKey Personnel: Steve Rogers, Pres/Ops Mgr; Paul Toscak, CP,Dan McLean, Director of MaintenanceFleet: (1) Bell206B3, (2) Bell206L3 (1) Bell205A1-17, (1) Bell206LR, (1) AS350BA, (2) AS5350 B2

Hangar #8, 5333 216th StreetLangley, BC V2Y 2N3Tel: 604-868-4354Fax: 604-532-8719e-mail: [email protected] Base: LangleyKey Personnel: Robert Owens, PresidentFleet: (1) 206B-II, (1) B206L-3, (3) B206L-1, (1) 206B-III

1295 Industrial RoadWest Kelowna, BC V1Z 1G4Tel: 250-769-4111Fax: 250-769-2040website: www.alpinehelicopters.comMain Base: West KelownaSub Bases: Golden, BC; Calgary, AB; Canmore, ABKey Personnel: D. Gubbels, VP; S. Chivers, Director of Operations; B. Newman, Director of Maintenance; J. Barker, Chief PilotFleet: (4) Bell 206B3, (6) Bell 206L3, (8) Bell 407, (19) Bell 212

5548 Murray PlacePrince George, BC V2N 3P4Tel: 250-964-2152Fax: 250-964-2152e-mail: [email protected] Base: Prince GeorgeKey Personnel: Greg Altoft, PresidentFleet: (1) Bell 206L

288 Woodland DriveWilliams Lake, BC V2G 4P9Tel: 250-398-5551Fax: 250-392-5885e-mail: [email protected] Base: Williams LakeKey Personnel: Tom Arduini, Ops MgrFleet: (1) B206B -II

2931 Airport WayRevelstoke, BC V0E 2S0Tel: 250-837-6288Fax: 250-837-6227website: www.arrowhelicopters.come-mail: [email protected] Base: Revelstoke, BCKey Personnel: Matthew Callaghan, CP/Owner; Teresa Callaghan, Admin/Owner; Adrian Schlaefli, DOM; Trevor Mitchell, Ops Mgr; + 3 Pilots and 1 Base Engineer.Fleet: (2) AS350BA, (1) AS 350B2

Qualicum Beach Airport, Hangar A3, Box 235Qualicum Beach, BC V9K 1S8Tel: 250-752-2981Fax: 250-752-2983e-mail: [email protected] Personnel: Trent Lemke, President, Ewald Lemke, Office Manager; Al Hansson, Director of Maintenance.Fleet: (1) Bell 212 HP, (1) Bell 205A-1+++

RR 1, Site 7, Comp 19Fort St. John, BC V1J 4M6Tel: 250-785-2518Fax: 250-785-7065e-mail: [email protected] Base: Fort St. JohnKey Personnel: Randy Gee, President; Doug Parrish, GM; Kevin Shead, DOM; Brad Knighton, Chief Pilot; Rick Allan, Safety Officer; Eric Mora, Opis Manager; Tom Halbert, Assistant Chief PilotFleet: (6) R44, (14) B 206, (2) B206LR, (2) AS350B, (2) AS350BA,(2) AS350B2

8173 211 StreetLangley, BC V2V 0B6Tel: 604-644-2047e-mail: [email protected] Personnel: Michel Lamarche, PresFleet: (1) MD500C

1404 Townline Rd.Abbotsford, BC V2T 6E1Tel: 604-850-7711Fax: 604-852-3989website: www.bchelicopters.come-mail: [email protected] Base: Abbotsford InternationalFleet: (1) RH44-II, (5) 300 CBI

1817 Theatre Road Box 220Cranbrook, BC V1C 4H7Tel: 250-489-2517Fax: 250-489-6139website: www.bighorn.cae-mail: [email protected] Base: Cranbrook, BCBase Locations: Cralibrook, BC; Ferillie, BC; Kamloops, BC; Blackmoore, AB; Spring Bank Airport, ABKey Personnel: Clay Wilson, Pres; Jim Drozduk, Ops Mgr; Janice Wilson, Ctlr & SMS QA Mgr; Carson Damm, PRMFleet: (2) Bell 206B, (2) AS350B2, (1) AS350B3, (1) Hughes 500D, (1) AS350S02, (1) BK117A4


287 East 24th AvenueVancouver, BC V5V 1Z7Tel: 604-240-1580e-mail: [email protected] Base: VancouverKey Personnel: Brian Bartel, Ops Mgr; Mike Tams, CPFleet: (2) Robinson R44 Raven II

46041 Government Road. PO Box 1469Squamish BC V8B 0B1Tel: 604-940-1715Fax: 604-940-1735Key Personnel: David Heyes, Gen Mgr; Bob Hawthorne, CPFleet: (5) S-64E

46011 Government RoadSquamish, BC V0N 1T0Tel: 604-898-1067Fax: 604-898-1047website: www.blackcombaviation.come-mail: [email protected] Personnel: Ben Hawkins - Base ManagerFleet: (1) Bell 206, (1) Bell 407

9960 Heliport RoadWhistler, BC V0N 1B0Tel: 604-938-1700 Toll Free: 1-800-330-4354Fax: 604-938-1706website: www.blackcombaviation.come-mail: [email protected] Personnel: Steve Flynn, General Manager; Andrew Bradley, Operations Manager; Steve Gray - Base ManagerFleet: (1) AS355N, (1) AS350B2, (1) Bell 407 (2), (1) AS350 B3 (3) Bell 205

4360 Agar DriveVancouver AirportRichmond, BC V7B 1A3Tel: 604-273-5311Fax: 604-273-8991website: www.blackcombaviation.come-mail: [email protected] Personnel: Graeme Milne - Base ManagerFleet: (1) AS 355 F2, (1) EC120

Vernon Airport, Unit #101 6300 Tronson RoadVernon, BC V1H 1N5Tel: 250-558-1099web: www.blackcombaviation.come-mail: [email protected] Personnel: Todd BroughFleet: (1) AS 355 F2

1850 Airport RoadPemberton, BC Tel: 604-938-1700Toll Free:1-800-330-4354Fax: 604-938-1706website: www.blackcombaviation.come-mail: [email protected] Personnel: Steve Flynn - General Manager, Andrew Bradley - Operations Manager, Steve Gray - Base Manager, James Rose - D.O.M.Fleet: (1) AS 350 B2, (1) Bell 407

Sechelt AirportSechelt, BC V0N 3A0Tel: 604-741-4074Fax: 604-740-0811website: www.blackcombaviation.come-mail: [email protected] Personnel: Garret Mack, Base ManagerFleet: (1) 206 B2, (1) AS 355N

2975 Airport RoadKamloops, BC V2B 7W8Tel: 250-376-7790Fax: 250-376-7791e-mail: [email protected] Base: KamloopsSub Bases: Lillooet, Williams Lake, Grand Forks.Key Personnel: Trevor Moore, Pres; Mark Savage, Ops Mgr; Kevin Jackson, CPFleet: (3) Bell 206B, (3) Bell 407, (2) Bell 206L1/III, (2) Bell 212, )1) Bell 412

PO Box 2008, Abbotsford Stn. AAbbotsford, BC V2T 3T8Tel: 604-852-1122Fax: 604-852-4982e-mail: [email protected] Base: Abbotsford (YXX)Key Personnel: Bruce H. Campbell, Pres; Laura Siemens, Ops Mgr; Al Singh, DOM.Fleet: (8) Bell 212

7293 Wilson AvenueDelta, BC V4G 1E5Tel: 604-940-1715Toll Free: 1-800-914-5647Fax: 604-940-1735website: www.air-crane.come-mail: [email protected] Personnel: David Heyes, Gen Mgr; Bob Hawthorne, CPFleet: (5) S-64E

RR 1Fort Nelson, BC V0C 1R0Tel: 250-774-6171Fax: 250-774-6173website: www.canadianhelicopters.comFleet: (1) AS350B, (2) AS350BA, (1) BH06

RR 1, Site 9, Comp 9Fort St. John, BC V1J 4M6Tel: 250-787-0431Fax: 250-787-5120website: www.canadianhelicopters.com

400 Fisher RoadGolden, BC V0A 1H0Tel: 250-344-5311Fax: 250-344-5387website: www.canadianhelicopters.com

2880 Victoria DriveSmithers, BC V0J 2N0Tel: 250-847-9444Fax: 250-847-9662website: www.canadianhelicopters.com

4335 Bristol RoadTerrace, BC V8G 0E9Tel: 250-635-2430Fax: 250-635-3404website: www.canadianhelicopters.com

6301 Captain Bailey PlaceVernon, BC V1H 1M5Tel: 250-542-6000Fax: 250-542-5681website: www.canadianhelicopters.comMain Base: Les Cèdres, QCFleet: AS350B2 - Bell 206

3130 Airport Road,Penticton, BC V2A 8X1Tel: 250-492-0637Fax: 250-492-6544website: www.canadianhelicopters.come-mail: [email protected] Base: Edmonton ABKey Personnel: Jan Rustad, CFI/Base Manager; Tim Simmons, Asst Business Mgr; Pieter Koster, Asst Base Mgr; Mel Schiller, Asst CFIFleet: (2) B 206B, (1) B 206B3, (2) EC 120B

Box 146,Charlie Lake, BC V0C 1H0Tel: 250-785-1979Fax: 250-787-2659e-mail: [email protected] Personnel: Brant Billings, President.Fleet: (2) RH44

4740 Agar DriveRichmond, BC V7B 1A3Tel: 604-276-7500website: www.chc.cae-mail: [email protected] Base: Vancouver International South Terminal

30720 Rotor DriveAbbotsford, BC V2T 6H5Tel: 604-855-1100Fax: 604-855-1022website: www.chinookhelicopters.come-mail: [email protected] Base: Abbotsford InternationalKey Personnel: Catherine Press, Operations Manager; Don Grant, Chief EngineerFleet: (5) Bell 47 G2, (3) Bell 206, (2) Robinson R44 Ravens

1541 B Kittyhawk RoadSidney, BC V8L 5A9Tel: 250-655-0416Toll Free: 1-800-409-9270Fax: 250-655-6210website: www.coasthelicoptercollege.come-mail: [email protected] Personnel: Bob Reimer, CFIFleet: (2) R22

4890 Cherry Creek RoadPort Alberni, BC V9Y 8E9Tel: 250-723-8100Fax: 250-723-0608website: www.coulsongroup.come-mail: [email protected] Base: Port Alberni

5289 William Head RoadVictoria, BC V9C 4H5Tel: 250-298-7181/450-886-9173Fax: 250-298-7182e-mail: [email protected], [email protected] Personnel: Don Farkas, President; Denis Robitaille, VPFleet: (2) AS350B2, (4) AS350FX2, (2) B206B, (3) B206L-3

29325 Marsh McCormick RoadAbbotsford, BC V4X 2B4Tel: 604-857-2250Fax: 604-857-2260website: www.helicropper.come-mail: [email protected] Base: AbbotsfordKey Personnel: Gene Drader, Pres/CEO; Jason Drader, Maintenance Manager; Nick Drader, Chief Pilot; Pat Dwan, Ops Manager; Shane Drader, Quality Control; Nathan Drader, Equipment Manager.Fleet: (1) H12+, (1) MD 530FF


1413 Front StreetNelson, BC V1L 4C5Tel: 250-505-3905Fax: 250-505-5011e-mail: [email protected] Personnel: Duncan Wassick, President/CEO; Clint Thiessen, Base Manager; Phil Mudge, Special Projcts; Cassie Wassick, Executive Assistant; Geoff Austin, Assistant Ops Manager; Mac Wassick, DOM.Fleet: Bell 206B, LAMA 315B, Bo105LS

4523 King Edward PlaceDelta, BC V4K 2R2Tel: 604-940-9921Fax: 604-940-3982e-mail: [email protected] Base: Boundary BayKey Personnel: T. Keith McMillan, Pres/Ops Mgr/CFIFleet: (1) RH44 (Astro)

PO Box 178Atlin, BC V0W 1A0Tel: 250-651-7569Fax: 250-651-7667Website: www.discoveryheli.caKey Personnel: D. Norman Graham, PresidentFleet: (2) Bell 206B, (1) Bell 206L1

PO Box 4226Smithers, BC V0J 2N0Tel: 250-847-2264Fax: 250-847-2284Bases: Smithers, Bob Quinn - IskutKey Personnel: President / Ops Manager : Clint D. WalkerDirector of Maintenance: James R. (Jimmy) McMillan, Manager, Forest Operations: Lisa C. Walker, R.P.F.Ground Ops Supervisor: Conrad A. LarsonFleet: Bell 206B (2)

2595 Island Hwy, PO Box 1000Campbell River, BC V9W 6Y4Tel: 250-287-4421Fax: 250-287-4352website: www.ebhelicopters.come-mail: [email protected] Base: Campbell RiverSub Base: Gold River & Port AlberniKey Personnel: E. Wilcock, Pres/Ops Mgr; V. Wilcock, Mktg Dir; D. Taylor, Chief Pilot.Fleet: (5) Bell 206, (1) R44, (1) R22, (2) Bell 407, (1) Bell L3

150 Lancaster RoadPenticton, BC V2A 8X1Tel: 250-492-5221Fax: 250-492-4813e-mail: [email protected] Base: PentictonKey Personnel: Eric Stoof, PresidentFleet: (1) AS350BA, (1) AS 355 F2

46160 Airport RoadChilliwack, BC V2P 1A5Tel: 604-819-6919Fax: 604-793-2281website: www.farwesthelicopters.come-mail: [email protected]: Chilliwack, BCKey Personnel: Barry Collos, PresidentFleet: (4) Bell 206B Jet Rangers

1133 Moore RoadComox, BC V9M 3X1Tel: 250-338-5364Fax: 250-338-1220website: www.buzzbombzzinger.come-mail: [email protected] Personnel: Doug Field, President/PilotFleet: (1) R44

PO Box 4, 4036 Hook PlaceNaramata, BC V0H 1N0Tel: 250-770-0702Fax: 250-276-4197e-mail: [email protected] Personnel: Wayne Finn, PresidentFleet: (1) EC120B, (1) EC130B4

Fort Nelson, BC Tel: 250-774-2445 Toll Free: 1-866-730-6333Fax: 403-730-6312e-mail: [email protected]/ [email protected] Personnel: Graydon Kowel, Operations Manager; Bruce Macdonald, Chief Pilot; Brent Allard, PRMFleet: (2) Bell 205A-1, (1) Bell 206L1/3, (3) AS350BA, (3) Bell206B, (1) AS350B2, (2) AS350B3, (1) MD 530F

4760 Inglis DriveRichmond, BC V7B 1W4Tel: 604-278-3478Toll Free: 1-800-663-4267Fax: 604-233-3528website: www.harbour-air.comMain Base: RichmondKey Personnel: Greg McDougall, Owner/CEO; Jim Forbes, Ops Mgr; John Anderson, CP; Doug Hamerton, DOMFleet: (1) R44

5333 - 216 Street, Hangar 2Langley, BC V2Y 2N3Tel: 604-530-3812Toll Free: 1-800-363-4354Fax: 604-532-7821website: www.heli-college.come-mail: [email protected] Personnel: Lyle C. Watts, Pres/CP; Geoff Stevens, CFIFleet: (4) R22

4646 West 8th AvenueVancouver, BC V6R 2A7Tel: 604-222-0056e-mail: [email protected] Base: VancouverKey Personnel: Jeff Bickerstaff, President; Sterling Bickerstaff, Ops Mgr.; Olivia Bickerstaff, MarketingFleet: (3) B206L-1

5911 Airport Road SouthVancouver International AirportRichmond, BC V7B 1B5Tel: 604-273-4688Fax: 604-273-5301website: www.helijet.comMain Base: Richmond, BCKey Personnel: Daniel Sitnam, Pres/CEO; Rick Hill, VP Operations & Commercial ProgramsFleet: (7) S76A, (1) R22, (4) Bell 206 L3, (1) S61N, (2) Learjet 31A

622 Front Street, Suite 407Nelson, BC V1L 4B7Tel: 250-354-8445Fax: 250-354-1226website: www.highterrainhelicopters.come-mail: [email protected] Base: Nelson Municipal AirportKey Personnel: Steve Benwell, President; Nicole Courson, Office Manager; Tyhlor Kahret, CPFleet: (1) AS 350 B2, (2) B206B-II, (1) AS350 B2 SD2, (1) B205A1++

4240 Agar Drive, Vancouver Airport SouthRichmond, BC V7B 1A3Tel: 604-273-6161Fax: 604-273-6088website: www.highland.cae-mail: [email protected] Personnel: Terry Jones, Operations ManagerFleet: (25) Bell 206B, (2) Bell 206L3, (2) AS 350BA, (15) AS 350B2.

Castlegar Airport, 163 West RoadCastlegar, BC V1N 4M5Tel: 250-365-2661Fax: 250-365-2533website: www.highland.cae-mail: [email protected] Base: Richmond, BCKey Personnel: Phil Hocking, Base Mgr/Pilot; Leroy Laybourne, Base EngineerFleet: (1) AS350B2

5377 Hwy 93/95Fairmont Hot Springs, BC V0B 1L1Tel: 250-345-0068Fax: 250-345-0011website: www.crowsnestpasshelicopters.cae-mail: [email protected] Personnel: Kim HyllestadFleet: (1) AS350B3

6322 Airport Road, PO Box 1478Fort St. James, BC V0J 1P0Tel: 250-996-8644Fax: 250-996-8655website: www.interiorhelicoters.come-mail: [email protected]: Fort St. James, Sub-bases: Pemberton, Smitthers, ChiliwackKey Personnel: Tom Schaff, Ops Manager; John Faulkner, CP.Fleet: (1) Md-600N, (2) BH06L-3, (6) BH06

851 Fairdowne RoadErrington, BC V9P 2B9Tel: 250-248-2565Fax: 250-248-2565e-mail: [email protected] Base: Errington, BCKey Personnel: Mike Gillen, President; Jodi Gillen, Administration; Bob Taylor, D.O.M.Fleet: (2) MD 369D, (1) Astar BA

3752 Highway 16 EastTerrace, BC V8G 5J3Tel: 250-635-3245Fax: 250-635-3246website: www.lakelseair.bc.cae-mail: [email protected] Base: Terrace-Kitmat -Vancouver Island -STEWART -Bob Quin.Key Personnel: John Burns, General Manager/Operations Manager; Bill Linde, Director of Maintenance/Quality Resource Manager.Fleet: (2) Robinson R44, (2) Bell 206B, (2) Bell 206L, (1) K-Max K1200, (1) Bell 204, (4) AS350B2


4580 Cowley CrescentRichmond, BC V7B 1B8Tel: 604-272-8123Toll Free: 1-877-399-8123Fax: 604-233-0202website: www.londonair.come-mail: [email protected] Base: Vancouver International. BCKey Personnel: Chris Simpson, Ops Mgr; Dylan Thomas, Chief Pilot-Rotary; Chris Lacroix, DOM. Fleet: (3) AgustaWestland 139

1085 Comox RoadCourtenay, BC V9N 3P7Tel: 250-338-6932Fax: 250-338-9638e-mail: [email protected] Personnel: Mike Hamilton, PresidentFleet: (1) R44-II

1817 Theatre Road, PO Box 220Cranbrook, BC V1C 4H7Tel: 250-489-2517Fax: 250-489-6139website: www.bighorn.cae-mail: [email protected] Base: CranbrookKey Personnel: Clay Wilson, Pres; Troy Bridgman, Ops Mgr; Janice Wilson, Ctlr; Tony Kurtenbach, DOMFleet: (3) Bell 206B, (2) AS350B2, (1) AS350B3, (1) Hughes 500D

6285 Airport WayKelowna, BC V1V 1S1Tel: 250-765-0100Fax: 250-765-0077website: www.northernairsupport.come-mail: [email protected] Base: Kelowna, BCOther Base: Rocky Mountain House, ABKey Personnel: Mark McGowan, President & COO; Rob Askin, Ops Mgr; Dave Stigant, DOM; Corey Block, Base Mgr (RMH)Fleet: (3) Bell 407, (5) AS350B2, (1) BH-06B3

11401 - 8 StreetDawson Creek, BC V1G 4G2Tel: 250-784-7503Fax: 250-784-7549website: www.nlc.bc.caMain Base: YDQ

7490 Duncan StreetPowell River, BC V8A 1W7Tel: 604-485-7135Fax: 604-485-7460website: www.oceanviewhelicopters.cae-mail: [email protected] Base: Powell RiverKey Personnel: Mary Deans, President; James Mode, Ops Manager; Matt Larocque, CP; Bill Chernoff, DOMFleet: (1) Bell 206L-1, (4) MD500, (1) MD600N, (1)MD520N

PO Box 30012, RPO GlenmoreKelowna, BC V1V 2M4Tel: 250-491-9359Fax: 250-491-9310website: www.okhelicopters.come-mail: [email protected] Base: KelownaKey Personnel: J. Vates, Ops Mgr/CP; C. Randolph, Flt Instructor; S. Doratti, Marketing DirectorFleet: (3) R22, (3) R44

5225 216th Street, Hangar 12Langley, BC V2Y 2N3Tel: 604-514-4342Fax: 604-514-4352website: www.pacificaircrane.come-mail: [email protected] Base: Langley, BCKey Personnel: Lance Tanner, Ops Mgr/DOM; John Bertramm, President/Acct ExecFleet: (2) Bell 206B3

4214 Cowart RoadPrince George, BC V2N 6H9Tel: 250-562-7911Fax: 250-561-2697website: www.pwh.cae-mail: [email protected] Base: Prince George, BCKey Personnel: Ray Curry, President and Operations Manager; Erwin Karrer, Chief PilotFleet: (5) B206B, (1) B212, (1) B205, (1) AS350BA, (4) AS350B2

1112 Aery View WayParksville, BC V9P 2N9Tel: 250-954-1183Fax: 250-954-1483website: www.peakhelicopters.cae-mail: [email protected] Personnel: Derek Flug, Ops MgrFleet: (3) Bell 206B3

702-11731 Baynes RoadPitt Meadows BC V3Y 2B3Tel: 604-465-7979Fax: 604-465-7970website: www.prismhelicopters.come-mail: [email protected] Base: Pitt Meadows, BCKey Personnel: Dave Zall, Pres/CEO; Dan Wiebe, Ops Mgr; Ed Hildering, DOMFleet: (15) Hughes 369D, (5) Astar B2, (1) Bell 205

4400 - 72nd St., Unit 62Delta, BC V4K 5B3Tel: 604-952-4635 Toll Free: 1-800-298-7437Fax: 604-952-4600website: www.proifr.come-mail: info.proifr.comMain Base: Boundary Bay Airport

4445 Bristol RoadTerrace, BC V8G 0E9Tel: 250-615-0168Fax: 250-615-0169website: www.quantumhelicopters.cae-mail: [email protected] Personnel: Ian Swan, Operations Manager; Barclay MacDonald, DOM; Earl Miller, CF; Lloyd Hull , General Manager.Fleet: (1) Bell 205B, (4) Bell 206L, (4) Bell 206B, (2) Astar B2

5 - 5333 216th StreetLangley, BC V2Y 2N3Tel: 604-539-5494Fax: 604-539-5496website: www.resourcehelicopters.come-mail: [email protected] Base: Langley, BCKey Personnel: Teri Northcott, Pres/Ops Mgr; Rod Brownless, GM; Ron Munroe, CP, Bob Clifford, CEFleet: (2) Bell 204

2859 - 216 StreetLangley, BC V2Z 2E6Tel: 604-534-1048Fax: 604-534-1046e-mail: [email protected] Base: Langley, BCKey Personnel: Paul Gibbons, PresFleet: (6) Bell212, (1) Bell206L1C 30P, (1) Bell407

PO Box 534, 100 Mile House, BC V0K 2E0Tel: 250-791-7322Fax: 250-791-7324website: sarvairaviation.come-mail: [email protected] Base: 108 Mile Ranch, BC & Williams Lake, BCKey Personnel: Klint Sarver, Pres; Frank Walcher, Chief PilotFleet: (2) AS350B2, (1) Bell 206

6295A Airport WayKelowna, BC V1V 2V7Tel: 250-765-3317Fax: 866-389-9878website: www.selecthelicopter.come-mail: [email protected] Personnel: Marty Luksts, Dave McNamar

PO Box 2968, 530 Westside RoadRevelstoke, BC V0E 2S0Tel: 250-837-2455Fax: 250-837-4066website: www.smheli.come-mail: [email protected] Base: Revelstoke, BCKey Personnel: Jaime Ryga, Pres/Ops Mgr/CP/DOMFleet: (3) AS350SD2

36358 Carrington LaneAbbotsford, BC V3G 2M7Tel: 604-852-1704Fax: 604-852-1798e-mail: [email protected] Base: 30750 Threshold Dr., Abbotsford, BCKey Personnel: Ralph Wagner, Pres/Ops Mgr; Dave Paisley, DOMFleet: (2) Bell 212

6295 Airport WayKelowna, BC V1V 2V7Tel: 250-765-1910Fax: 250-765-1972e-mail: [email protected] Base: KelownaKey Personnel: Grant Louden, Pres/Ops Mgr; Scott Hope, DOM; Daniel Nanninga, CP; Roger Reid, CFOFleet: (2) AW119, (5) B212

4 - 1000 Ravensbourne LaneQualicum Beach, BC V9K 1P9Tel: 250-752-0707Fax: 250-752-0909e-mail: [email protected] Base: Qualicum Beach Key Personnel: Brian Sallows, Pres/Ops Mgr.Fleet: (1) Bell 204B, (1) Bell 206L4, (1) Bell 206B, (1) Sikorsky SK61L Shortsky


4380 Agar DriveRichmond, BC V7B 1A3Tel: 604-214-3585Fax: 604-214-3586website: www.taloncopters.come-mail: [email protected] Base: Vancouver International Airport (CYVR), BCKey Personnel: Peter F. Murray, Pres/OM/CPFleet: (1) AS350B2, (1) AS350B, (1) Bell 206L4, (1) AS355F2

#5 - 4340 King StreetDelta, BC V4K 0A5Tel: 604-940-0202Fax: 604-940-0272website: www.tasmanhelicopters.come-mail: [email protected] Base: Boundary Bay Airport , BCKey Personnel: Mark Kroeker, Pres; Vic Greenfield, Ops Mgr; Tim Davison, CP.Fleet: (4) B212, (1) B407, (2) B205A-1

25595 Willow Cale RoadPrince George, BC V2N 6A5Tel: 250-963-8211Fax: 250-963-8609website: www.techhelicopters.come-mail: [email protected] Base: Prince George, BCKey Personnel: Greg Sanders, Pres/CFIFleet: (2) R44 II, (1) R22

100 - 20th Street, Unit CCourtenay, BC V9N 8B1Tel: 250-703-0234Fax: 250-703-0235website: www.timberlandhelicopters.come-mail: [email protected]: Courtenay BC, Vernon BCKey Personnel: Brian Dunn, Pres/Ops MgrFleet: (1) SA330J, (1) SA315B, (1) EC120

46185 Olds DriveChilliwack, BC V2P 6H7Tel: 604-792-5992Fax: 604-792-6959website: www.transwesthelicopters.come-mail: [email protected] Base: Chilliwack, BCKey Personnel: Ernst-Ulrich Maas, President; Krishnan Balakrishnan, General ManagerFleet: (2) Bell 214, (1) EC130

5225 - 216th Street, Unit 102, Hangar #12Langley, BC V2Y 2N3Tel: 604-533-4150Toll Free: 1-888-875-4354Fax: 604-533-4151website: www.trkheli.com and www.trkhelicopters.come-mail: [email protected] Base: Langley, BCKey Personnel: Randy Marks, President/Ops ManagerFleet: (2) AS350B3, (1) AS350B2, (1) AS350BA, (1) 206B3

5225 - 216 StreetLangley, BC V2Y 2N3Tel: 604-534-6535Fax: 604-534-7674website: www.tundrahelicopters.come-mail: [email protected] Personnel: Lynn Harrison, Pres/Ops Mgr; Glen Guenter, CP/PRMFleet: (1) Bell 212

#6 - 1369 Stevens RoadKelowna, BC V1Z 2S9Tel: 250-769-1486Fax: 250-769-1482website: www.valhallahelicopters.come-mail: [email protected] Base: Kelowna BCKey Personnel: Blair Savege, Ops Mgr/CP; Darlene Green, Senior Ops Assistant; Chad Wasylenko, DOM.Fleet: (1) B212, (2) B205A++, (1) Bell 206 B

63235 Flood Hope RoadHope, BC V0X 1L2Tel: 604-869-2131Toll Free: 1-877-869-2131Fax: 604-869-2598website: www.valleyhelicopters.cae-mail: [email protected] Base: Hope, BC & Merritt, BCKey Personnel: Fred Fandrich, Pres/Ops Mgr/ CP; Brad Fandrich, DOMFleet: (3) Bell 206B, (1) Bell 206L3, (2) Bell 407

1962 Canso RoadNorth Saanich, BC V8L 5V5Tel: 250-656-3987Toll Free: 1-866-844-4354Fax: 250-655-6849website: www.vih.come-mail: [email protected] Base: Victoria International (YYJ), BCKey Personnel: Ken Norie, Pres; Charlie Mooney, GM; Corey Taylor, Operations Manager; Brian Mycroft, Director, SMS; Wayne Woytkiw, Assistant OPS Manager; Barry Holmes, Marketing Manager Fleet: (5) Bell 205A++, (1) Bell 205B, (10) Bell 206B, (4) Bell 206LR,(4) Bell 206L-3, (4) Bell 212, (1) B222, (14) AS 350 B-2, (2) AS350 BA, (1) AS 350 FX-2, (61 B407, (3) KA-32A11BC, (6) S-61, (1) EC-135

Box 1030, 1011 Airport RoadPort McNeill, BC V0N 2R0Tel: 250-956-2244Fax: 250-956-2070website: www.westcoasthelicopters.come-mail: [email protected] Bases: Port McNeill Municipal Airport, Bella Coola Airport, BC, Campbell River, BC, Nanaimo, BCKey Personnel: Peter Barratt, VP/Ops Manager; Terry Eissfeldt, Gen. Mgr/D.O.M; Doug Strachan, Chief Pilot/CASO; Richard Kmiec, Chief Eng.Fleet: (1) 206B3, (1) MD500D, (3) Astar Bís, (1) Astar BA, (5) AstarB2s.

8450 Broadway StreetChilliwack, BC V2P 5V5Tel: 604-792-3354Fax: 604-792-3358website: www.western-aerial.come-mail: [email protected] Personnel: Jim Cooper, President/ OPS Manager; Craig Murray, Chief PilotFleet: (5) Hiller 12ETs, (2) Hiller 12Es, (4) Aerospatiale 315B Lamas, (1) Eurocopter 350BA A-Star, (1) Bell 206B

PO Box 45595Surrey, BC V4A 9N3Tel: 604-230-4422Fax: 604-538-8143e-mail: [email protected] Base: Houston, BCKey Personnel: Norman Rafuse, Pres/Ops MgrFleet: Bell 206B , Bell 206 LongRanger

PO Box 700Terrace, BC V8G 4B8Tel: 250-638-1414Fax: 250-638-0888website: www.whiteriverhelicopters.caMain Base: Terrace, BC 250-638-1414Second Base: Prince Rupert, BC - 250-624-4686Key Pesonnel: Sid Peltier, Ops Mgr/CPFleet: (1) Bell 206B, (1) Bell 206L3

PO Box 44Tatla Lake, BC V0L 1V0Tel: 250-476-1182Fax: 250-476-1180website: www.whitesaddleair.come-mail: [email protected] Personnel: Mike King, Ops Mgr; Audrey King, General Manager; Les Rolson, Base Manager.Fleet: (2) Bell 206L4

2431 Dominion RoadWest Kelowna, BC V1Z 2Y4Tel: 250-769-9093Fax: 250-769-9053website: www.wildcatheli.come-mail: [email protected] Base: West Kelowna, BCKey Personnel: Mike Michaud, Pres; Ian Wilson, GM/Ops Mgr; Dave Hauber, CPFleet: (6) B212 Enhanced, (1) B206

Box 190, 3010 Selwyn RoadValemount, BC V0E 2Z0Tel: 250-566-4401Fax: 250-566-4333website: www.yellowheadheli.come-mail: [email protected] Base: Valemount (BV7)Key Personnel: Garry Forman, Pres/CEO; Jacob Forman, Ops Mgr, Richard McDonald, DOMFleet: (2) Bell 205, (2) Bell 407, (3) Bell 206L3, (7) Bell 206 BIII.

401 Helicopter Drive, St. Andrews AirportSt. Andrews, MB R1A 3P7Tel: 204-338-7953Toll Free: 1-800-782-0780Fax: 204-663-5037Main Base: St. Andrews AirportKey Personnel: Jim Hawes, Pres; Gary Shabaga, CE; Brian Hawes, Ops Mg r & ContractsFleet: (9) B206BII, (2) B206BIII, (3) B205A-1, (4) B206L-3, (1) Bell 206L ,(2) 350-B2


PO Box 599Snow Lake, MB R0B 1M0Tel: 204-358-2259Fax: 204-358-7114website: www.burntwood.come-mail: [email protected] Personnel: Larry Gogal, Pres; Brad Gogal, Ops Mgr/CPFleet: (3) R44

PO Box 337Churchill, MB R0B 0E0Tel: 204-675-2576Fax: 204-675-2331website: www.hudsonbayheli.come-mail: [email protected]

Hangar 1, The Pas AirportThe Pas, MB R9A 1R6Tel: 204-624-5776Fax: 204-624-5761e-mail: [email protected] Personnel: Joe Barr, Owner; Kim Barr, Owner/Ops MgrFleet: (1) Bell 206B, (2) Bell 206L1, (2) Agusta A119, (1) EC130

PO Box 153Gimli, MB R0C 1B0Tel: 204-642-4841Fax: 204-642-4904website: www.prairiehelicopters.come-mail: [email protected] Base: Gimli, MBKey Personnel: Michael E. Persoage, Pres/CP/CFI; Derek Longley, VP/DOM/PilotFleet: (2) Bell 206B, (2) Bell 206L3, (1) Bell 407, (1) R44 Raven II

155 West Hangar RoadWinnipeg, MB R3J 3Z1Tel: 204-943-3645Toll Free: 1-800-267-2574Fax: 204-943-3657website: www.taigaheli.come-mail: [email protected] Base: Winnipeg International Airport, MBKey Personnel: Tony Ursini, Ops MgrFleet: (2) B206L-1

BDG 425,Garden Hill, MB R0B 0L0Tel: 204-456-2480Fleet: (2) Bell 206L, (1) HU500

2512 Highway 102, Unit 13, Fredericton AirportLincoln, NB E3B 9G1Tel: 506-446-6920Fax: 506-446-6971website: www.canadianhelicopters.com

PO Box 157Saint John, NB E2L 3X8Tel: 506-632-7777Fax: 506-632-4421Main Base: Saint JohnKey Personnel: Renaud Bordage, CPFleet: (5) Thrush, (1) Bell 206, (1) Bell 407, (1) Cessna 206

2570 Route 102, Unit 6Lincoln NB E3B 9G1Tel: 506-871-3670Fax: 506-446-3589website: www.pilotventures.caMain Base: Fredericton, NBFleet: HU30

PO Box 2002Bishop’s Falls, NL A0H 1C0Tel: 709-258-5681Fax: 709-258-5809website: www.canadianhelicopters.comKey Personnel: Dan Byrne, Base Manager

General DeliveryConne River, NL A0H 1J0Tel: 709-882-2858Fax: 709-882-2879website: www.canadianhelicopters.com

PO Box 780, Station C, Goose Bay Airport, North SideGoose Bay, NL A0P 1C0Tel: 709-896-5259Fax: 709-896-9281website: www.canadianhelicopters.com

55 West Haven DrivePasadena, NL A0L 1K0Tel: 709-686-2095Fax: 709-686-2800website: www.canadianhelicopters.com

PO Box 250Churchill Falls, NL A0R 1A0Tel: 709-925-3405Fax: 709-925-3536Key Personnel: Andrew MacNeill, GM; Nelson Pilgrim, Supt Air Svc.; Barry Sheppard, DOMFleet: (1) Beech 350, (1) Bell 205A1, (1) Bell 407, (1) Bell 206LR

40 Craig Dobbin’s Way,St. John’s, NL A1A 4Y3Tel: 709-758-4019Fax: 709-758-4015website: www.cougar.cae-mail: [email protected] Base: St. Johnís, NLKey Personnel: Ken Norie, President; Rick Burt, GM; JJ Gerber, DOF; Ronnie Moores, CP; Bob Pardy, DOM.Fleet: (6) S-92, (5) S-61N

163 Trans Canada Hwy.Clarenville, NL A5A 1Y4Tel: 709-466-2291Toll Free: 1-877-366-2841Fax: 709-466-3968e-mail: [email protected] Base: Clarenville, NLKey Personnel: Jim Brown, Owner/President; Dave Humphries, DOM, Bob Lannon, Maintenance Engineer, Colleen Smart - Operations Manager, Dave Bursey - Chief PilotFleet: (1) Bell 206B-III, (2) Bell 206L-1, (1) Bell 206LR

PO Box 529, Station CGoose Bay, NL A0P 1C0Tel: 709-896-2444Fax: 709-896-0996website: www.uhnl.nf.cae-mail: [email protected] Base: Goose Bay, LabradorKey Personnel: Geoff Goodyear, Pres/COO; Norman Noseworthy, Exec VP/DOMFleet: (10) B206LR, (5) B407, (0) AS350B, (1) AS350BA, (1) AS350B2,(1) B206L4.

541 Barnes Road,Enfield, NS B2T 1K3Tel: 902-873-3274Fax: 902-873-2451Key Personnel: Gary Hamlben, Aviation Manager; Darin Silver, Pilot.Fleet: (1) Bell 427

PO Box 130, 43 Creighton RoadShubenacadie, NS B0N 2H0Tel: 902-758-3438Fax: 902-758-3355Key Personnel: Ross Wickwire, Dir/CP; Bob Cansfield, CEFleet: (1) B212, (3) MD500E, (1) EC 120 B

PO Box 2689Inuvik, NT X0E 0T0Tel: 867-777-2424Fax: 867-777-3448website: www.canadianhelicopters.come-mail: [email protected] Base: Edmonton, ABKey Personnel: AndrÈ Vermette, Base ManagerFleet: Jetranger, Longranger, AStar

PO Box 24Norman Wells, NT X0E 0V0Tel: 867-587-2136Fax: 867-587-2942website: www.canadianhelicopters.comMain Base: Edmonton, ABKey Personnel: Guy Thibault, Manager; Rob Class, Base AME.Fleet: B212, B206C, A5 B50 B, A, B206 BIII

Bag 7500Yellowknife NT X1A 2R3Tel: 867-873-2081Fax: 867-873-6087website: www.greatslaveheli.come-mail: [email protected] Base: Yellowknife, N.T.Key Personnel: Jeff Denomme, President; Ian Campbell, Director of Flight Operations; John Buckland, Operations Manager; Dwight Webb, Director of Maintenance; Jim Broadbent, Safety Officer.Fleet: (7) B 206B, (9) MD 500D, (4) B 206 LR, (4) B 206L III, (2) B 206L IV, (3) AS 350BA, (10) AS 350 B2, (5) AS 350 B3, (3) EC 130B4, (5) B 212, (3) B 212 S, (1) B 205A1+, (1) B 205A1++.

PO Box 2510Inuvik, NT X0E 0T0Tel: 867-777-5151Fax: 867-777-5155website: www.highland.cae-mail: [email protected]: Inuvik, NTFleet: Bell 206B, AS350 B2

Bag 7500Yellowknife, NT X1A 2R3Tel: 867-873-5146website: www.hudsonbayheli.come-mail: [email protected] Personnel: Adam Bembridge, Pres; Tony Bembridge, GMFleet: (3) B206B3, (1) B206LR, (1) AS350BA, (2) HU500D, (1) B204B, (1) AS350B3


c/o Atco-Frontec, Cambridge Bay AirportCambridge Bay, NU X0B 0C0Tel: 867-983-2962website: www.canadianhelicopters.com

Hall Beach, NU X0E 0V0Tel: 705-494-6011 ext 4832website: www.canadianhelicopters.com

PO Box 1510, Building 1081, Crystal II DriveIqaluit, NU X0A 0H0Tel: 867-979-0511Fax: 867-979-4601website: www.canadianhelicopters.com

4 Pierce Street South, RR3Wiarton, ON N0H 2T0Tel: 519-270-2252Website: www.brucepeninsulahelicopters.come-mail: [email protected] Personnel: George Burnside, Chief Pilot.

633018, Grey Co. Rd. 9Dundalk, ON N0C 1B0Tel: 519-923-3563Fax: 519-923-0468website: caledonhelicopters.comPersonnel: Andrew Dobb.Fleet: (2) Bell 47

2833 - 16th Ave., Box 210, Hangar 11AMarkham, ON L3R 0P8Tel: 905-415-8090Toll Free: 1-888-FLY-HELIFax: 905-415-8129website: www.canadianhelicopters.come-mail: [email protected] Base: Toronto ButtonvilleFleet: (1) Bell 206B, (3) RH22, (1) RH44, Air Ambulance

Toronto City Centre Airport, Hangar 4A, PO Box 310Toronto ON M5V 1A1Tel: 416-203-9213Fax: 416-203-9214website: www.canadianhelicopters.comFleet: Air Ambulance

School of Transportation, Aerospace Dept.PO Box 631, Station AScarborough, ON M1K 5E9Tel: 416-289-5000Fax: 416-752-9958website: www.centennialcollege.cae-mail: [email protected] Base: Scarborough, ONKey Personnel: Traci K. Brittain, Chair; J. Milks, Coordinator Quality Assurance Fleet: (1) B206B, (1) B47D-1, (1) B47G-2

58 Emily StreetParry Sound, ON P2A 2P5Tel: 705-774-9228Fax: 705-774-9099website: www.centralhelicopters.cae-mail: [email protected] Personnel: Michael Feldman, Pres; Scott Jacklin, Ops Mgr/DOMFleet: (1) BH06B, (1) BH06L-1

PO Box 398Thunder Bay, ON P7C 4W1Tel: 807-473-2400Fax: 807-475-4526website: www.confederationc.on.cae-mail: [email protected] Personnel: Bob MarsonetFleet: (1) Bell G3B1, (2) Bell OH-58 Kiowa

2500 Elm StreetCopper Cliff, ON P0M 1N0Tel: 705-682-2000Fax: 705-682-0554website: www.williamday.come-mail: [email protected] Base: Sudbury, OntarioKey Personnel: Harry Weigelt, Ops Mgr; John Van Zon, CP, OPS MGR.Fleet: (1) AS350B2, (1) B206L3, (1) Eagle 212S

Box 8, 1550 Airport RoadSarnia, ON N7W 1B6Tel: 519-542-1283Fax: 519-542-2879website: www.enbridge.comMain Base: SarniaKey Personnel: Mark Lapointe, Aviation Manager; Ken Demoskoff, Maintenance Manager; Barry Guthrie, Pilot/Engineer; Dean Bass, Chief Pilot, Rotary; Paul Carney, Engineer.Fleet: (1) EC120

190 Hwy 11 WestCochrane, ON P0L 1C0Tel: 705-272-5755Toll Free: 1-866-572-5755Fax: 705-272-5752e-mail: [email protected] Base: Cochrane, ONKey Personnel: Todd Calaiezzi, President; Chad Calaiezzi, Ops Mgr; Guylain Mainville, D.O.M.Fleet: (1) Bell 206 Jet Ranger 2-LR, (1) Bell 205A1, (1) Bell 206L3, (2) AStar 350BA+, (4) AStar 350SD2, (1) AStar D, (1) Bell 206LR

422 Anderson RoadKenora, ON P9N 0E7Tel: 807-548-5647Toll Free: 1-888-764-4001 Fax: 807-548-8362website: www.foresthelicopters.come-mail: [email protected] Base: KenoraKey Personnel: Bart Stevenson, PresidentFleet: (1) Bell 206B, (6) AS350

60 Carl Hall Road, Unit 1Toronto, ON M3K 2C1Tel: 905-671-9644Fax: 905-671-9536website: www.fourseasonsaviation.come-mail: [email protected] Base: c/o Rotor City Inc., Downsview AirportKey Personnel: David Tommasini, President.Fleet: (1) Bell 206B, (1) AW109E, (1) AS 350B2, (1) AW 119KE, (1) AS 355F1, (1) DHC-2 Beaver MK-1

PO Box 1111North Bay, ON P1B 8K4Tel: 705-474-4214Toll Free: 1-888-474-4214Fax: 705-474-1813website: www.gatewayhelicopters.come-mail: [email protected] Base: North BayKey Personnel: David Lauzon, Pres/Ops Mgr; Tim Ferguson, PRMFleet: (3) Bell 206B II, (1) Bell 206B III, (1) Bell 204B, (3) ASTAR 350B3, (1) ASTAR 350B2, (2) ASTAR 350BA+, (5) Bell 206 LR+

4881 Fountain St. N., PO Box 300Breslau, ON N0B 1M0Tel: 519-648-3732 Toll Free: 1-877-648-3732Fax: 519-648-2816website: www.greatlakeshelicopter.cae-mail: [email protected] Base: Region of Waterloo International AirportKey Personnel: Bill Leyburne, President; Nick Booth, CFI; Jo Anne Leyburne, Sales & MarketingFleet: (1) Bell 206B, (2) Robinson R22, (1) Robinson R44

Toronto City Centre Airport, West Executive Lounge, Suite 212Toronto, ON M5V 1A1Tel: 416-203-3280 Toll Free: 1-888-445-8542Fax: 416-203-3282website: www.TheHelicopterCompany.come-mail: [email protected] Base: CYTZ-Toronto City Centre AirportKey Personnel: Julia Smith, Pres; Kevin Smith, Vice Pres & Chief PilotFleet: (1) Bell 206BIII

Carp Airport, PO Box 250Carp, ON K0A 1L0Tel: 613-839-5868 Toll Free: 1-866-412-9894Fax: 613-839-2976website: www.htsc.cae-mail: [email protected] Base: Carp ON, Moosonee ON, LaRonge SK, Trois Rivieres QC, Natashquan QC, Rankin Inlet NVKey Personnel: Luc Pilon, President; Michael D. Lavoy, VP, Marketing & Communications; Murray Cheslock, Director of Operations; Michel Bussieres, Chief Pilot; Nelson Bill, DOM Fleet: Bell 206, Bell 206LS, Bell 204, Bell 205, Bell 212, Bell 214ST, S61N, S61R, MD520N, AS350BA, AS350B2

1378770 Ontario Inc.50 Terminal Street Comp 8, North Bay AirportNorth Bay, ON P1B 8G2Tel: 705-494-4354Toll Free: 1-877-688-4354Fax: 705-494-4758website: www.helicopterscanada.come-mail: [email protected] Base: North BayKey Personnel: Jeff Sullivan, PresidentFleet: (1) Robinson 22 Beta, (2) Robinson R44 Raven II, (1) Bell Jetranger, (1) Bell Long Ranger III


Lake Simcoe Regional Airport224 7th Line North, RR 2Oro Station, ON L0L 2E0Tel: 705-487-5825Fax: 705-487-5256Email: [email protected] Base: Lake Simcoe Regional Airport, ONKey Personnel: Doug Reilly, Ops Mgr; R. Tapper, Maintenance Supervisor; J.Bosomworth, CP.Fleet: (1) B206L1, (4) AS350B2, (3) AS350B3

520 - 9300 Airport RoadMount Hope, ON L0R 1W0Tel: 905-679-2400 Toll Free: 1-888-887-7713Fax: 905-679-2810website: www.jetport.comMain Base: Hamilton International Airport, ONKey Personnel: Roger Adair, Director of Aviation; Jeff Fullerton, Chief Pilot Rotary Wing; Todd DiPaolo, Director of OperationsFleet: (1) AS 355FX2

PO Box 129Virgil, ON L0S 1T0Tel: 905-641-2222Toll Free: 1-800-491-3117Fax: 905-641-9674website: www.nationalhelicopters.come-mail: [email protected] Base: Bolton, ONKey Personnel: Ben Allan, Base ManagerFleet: (2) B206B3, (1) B206L

11339 Albion Vaughan RoadKleinburg, ON L0J 1C0Tel: 905-893-2727Toll Free: 1-866-361-1100Fax: 905-893-2700website: www.nationalhelicopters.come-mail: [email protected] Base: KleinburgKey Personnel: Dan Munro, Pres; Andrew Dunt, Ops/CFI, Joseph Rodrigues, DOMFleet: (4) B206L-1, (5) B206B, (2) EC120B, (3) R22, (3) R44, (1) B430, (1) A109

Bldg U-61, UplandsOttawa, ON K1A 0R6Tel: 613-991-5738Fax: 613-952-1704website: www.nrcaerospace.comKey Personnel: Stewart Baillie, Director; Rob Erdos, CP; Sid Smith, Manager, Aircraft MaintenanceFleet: (1) Bell 205A1, (1) Bell 206B, (1) Bell 412

PO Box 636, 3731 Victoria AvenueNiagara Falls, ON L2E 6V5Tel: 905-357-5672Fax: 905-374-2856website: www.niagarahelicopters.come-mail: [email protected] Personnel: Ruedi Hafen, President & Chief Pilot; RenÈ Huessy, Operations Manager.Fleet: (5) Bell 407

RR #1, Box 2, 475 Airport RoadSault Ste. Marie, ON P6A 5K6Tel: 705-779-2149Fax: 705-779-2652website: www.mnr.gov.on.cae-mail: [email protected] Base: Sault Ste. MarieKey Personnel: Mike OíBrien, GM; R. Crowell, Ops Mgr; Tim Bovingdon, CEFleet: (7) EC130B4

777 Memorial AvenueOrillia, ON L3V 7V3Tel: 705-329-7525Fax: 705-329-7523Main Bases: Orillia & Sudbury, ONFleet: (2) AS355F2

350 Comet Private, Suite 120Ottawa, ON K1V 9B4Tel: 613-723-2929Fax: 613-723-1268website: www.questralhelicopters.come-mail: [email protected] Base: CYOWKey Personnel: Troy Fisher, Ops Mgr; Tosh Serafini, DOMFleet: (2) AS350B2, (1) AS350BA, (1) AS350B, (1) AS350B3

1200 Vanier ParkwayOttawa, ON K1A 0R2Tel: 613-998-0364Fax: 613-998-0365Bases: Edmonton AB, Kamloops BC, Kelowna BC, London ON, Moncton NB, Montreal QC, Vancouver BC, Comox, BC.

260 Hunt Club RoadOttawa, ON K1V 1C1website: www.sgl.come-mail: [email protected] Base: Y0WKey Personnel: Dave Vipond, Aviation Ops Manager; Andre Lafontaine, Chief Pilot; Brian Simms, Chief Pilot Heli; Gerry McGrath, DOM.Fleet: (8) Cessna Caravan, (1) Cessna 606, (2) BN2B Islander, (3) DA 42, (1) AS 350 B3

RR 1Hanover, ON N4N 3B8Tel: 519-369-3413Fax: 519-369-2911e-mail: [email protected] Base: HanoverKey Personnel: Murray McDonald, Pres; Bob Watson, Sec/Treas; Filomena McDonald, Office Manager/Sales.Fleet: (1) Bell 206BIII

18898 Holland Landing RoadHolland Landing, ON L9N 1L3Tel: 905-853-0969Fax: 905-853-2801website: www.silverlinehelicopters.come-mail: [email protected] Base: Holland Landing Airpark (CLA4)Key Personnel: Ian Rogers, President, CP/OpsFleet: (2) Bell 206, (2) Schweizer 300, (1) EC 130 B4, (1) BH06L3, (2) R-44 (II)

RR 3Princeton, ON N0J 1V0Toll Free: 1-877-902-6335Fax: 519-458-8278e-mail: [email protected] Base: PrincetonKey Personnel: Harold F. Bielefeld, CE/CPFleet: (1) Bell 206B

6199 Shawson DriveMississauga ON L5T 1E5Tel: 905-670-1704Fax: 905-670-4790Fleet: (1) Bell 206B

PO Box 259, Wawa Municipal AirportWawa, ON P0S 1K0Tel: 705-856-1660Toll Free: 1-888-554-3662Fax: 705-856-0274website: www.wildernesshelicopters.come-mail: [email protected] Bases: Wawa, Chapleau, ON, Marathon, ONKey Personnel: Blair Mills, Ops Mgr/PRM; Rob Burns, CPFleet: (3) Bell 206L3, (1) Bell 206LR, (1) Bell 206L-4

520 Orville Wieben CrescentThunder Bay, ON P7E 6M9Tel: 807-475-4510Toll Free: 1-800-579-4510Fax: 807-473-5485website: www.wiskair.come-mail: [email protected] Bases: Thunder Bay ON, Dryden ONKey Personnel: Mark Wiskemann, President; Kevin Robins, DOM.Fleet: (2) Bell 206 Long Rangers, (2) Bell 407, B206L-1

17250 Yonge StreetNewmarket, ON L3Y 4W5Tel: 905-773-1221, ext 7751Toll Free: 1-866-876-5423Fax: 905-841-0445website: www.police.york.on.caFleet: (1) EC120B

9706 Burk LineBlenheim, ON N0P 1A0Tel: 519-676-9550 Toll Free: 1-800-665-5485Fax: 519-676-9552website: www.zimmerair.come-mail: [email protected] Base: BlenheimSub Base: Thunder BayKey Personnel: Paul Zimmer, Pres/Ops Mgr; Tim Nelson, CPFleet: (2) Bell 206B, (1) AS350, (2) R44-II, (1) AS355F1, (1) AS 350D, (1) AS 355 F2

9100 boul Henri-Bourassa EstMontreal, QC H1E 2S4Tel: 514-494-2000Toll Free: 1-800-361-0783Fax: 514-494-3008Key Personnel: Herb Black, PresidentFleet: (1) AS350BA

1215 Montée PilonLes Cèdres, QC J7T 1G1Tel: 450-452-3000Fax: 450-452-2472website: www.canadianhelicopters.come-mail: [email protected] Key Personnel: Jean-Pierre Blais, President; Don Wall, Senior Vice President; Ed Bergnach, Vice President & Director of Maintenance; Mark Olsen, VO of Operations, Syvain Seguin, VP Safety & Quality.


PO Box 65, Chevery AirportChevery, QC G0G 1G0Tel: 418-787-2218Fax: 418-787-2289website: www.canadianhelicopters.comMain Base: Les Cèdres, QC

619, 6th Ave., Jean Lesage International Airport, Sainte-FoyQuèbec City, QC G2G 2T4Tel: 418-871-2579Fax: 418-871-4476website: www.canadianhelicopters.come-mail: [email protected] Base: Quebec CityKey Personnel: Danny Ricard, Base Manager, [email protected]; Christopher Stapor, Base Engineer, [email protected]; Daniel Martin, CFIFleet: (3) R22, (2) R44, (1) Bell 206B, (1) AS350D, (1) AS355

404 Marie-Victorin Blvd., PO Box 30Kingsey Falls, QC J0A 1B0Tel: 819-357-6182Fax: 819-363-5786Key Personnel: Jean Francois Lafleche, Pilot/EngineerFleet: (1) Bell 407

CP 100, 1Rue de l’AèroportSt-Honore, QC G0V 1L0Tel: 418-673-3421Fax: 418-673-3950website: www.cqfa.cae-mail: [email protected] Personnel: Serge Boucher, Director; Pierre Decelles, Studies Director; Pierre Asselin, Chief Flying Instructor - HelicoptersFleet: (2) B206B

128, Route 385Forestville, QC G0T 1E0Tel: 418-435-2310Fax: 418-435-2310Key Personnel: Guy Tremblay, Pres/Ops MgrFleet: AS300, HU500D, B206B, B206L, AStar350

42, 7e rueVal dor QC J9P 0G6Tel: 819-860-3255 Toll Free: 1-866-730-6333Fax: 403-730-6312e-mail: [email protected]/ [email protected] Personnel: Graydon Kowal, Operations Manager; Bruce Macdonald, Chief Pilot; Brent Allard, PRMFleet: (2) Bell 205A-1, (1) Bell 206L1/3, (3) AS350BA, (3) Bell206B, (1) AS350B2, (2) AS350B3, (1) MD 530F

1173 6e AvenueGrand-Mere, QC G9T 2J4Tel: 819-538-1707Fax: 819-538-0498website: www.groupeclr.come-mail: [email protected] Personnel: Francis Paquin, PresidentFleet: (1) Hughes 500D

30 Avenue BanvilleLa Sarre, QC J9Z 3C8Tel: 819-333-4354Fax: 819-333-4800website: www.heliexplore.cae-mail: [email protected] Base: La SarreKey Personnel: Stephane Noel, PresidentFleet: (2) Astar 350BA+, (1) Astar 350 FX2

708, 7th Avenue, Int’l Airport Jean-LesageQuèbec City, QC G2G 2T6Tel: 418-877-5890Fax: 418-877-5891website: www.heliexpress.come-mail: [email protected] Base: QuÈbec CityKey Personnel: Mathieu Gingras, CEO/Ops Mgr; Martin Barrett, DOMFleet: (5) AS350BA, (2) AS350B2, (1) AS350D, (1) Bell 205

279, Blvd Vigneault, P.O Box 3,Sept-Iles, QC G4R 4K3Tel: 418-962-7256Fax: 418-962-7250e-mail: [email protected] Personnel: Carol Soucy, CEO/CP/Ops Mgr; Michel Seguin, CP; Thierry Brie, Maintenance Manager/CE; Jean-Yves Lacasse, V.P.Fleet: (1) AS350BA, (2) AS350B2, (1) AS350BA+, (1) EC 120B

CP 188, 1970 Rue DecosteSept Iles, QC G4R 4K5Tel: 418-962-7126Toll Free: 1-877-962-7126Fax: 418-962-9809website: www.helixcel.come-mail: [email protected] Base: Sept-Iles, QCKey Personnel: Benoit Allard, President; Jean Goyette, Dir.Fleet: (6) AS350BA, (8) AS350B2, (3) AS350 BA+, (4) Bell 205A1, (1) AS350B, (1) AS355FX, (1) Bell 214 B1

6500 de la SavanneSt Hubert, QC J3Y 8Y9Tel: 450-468-3431, Bell Service Center: 450-550-2355Fax: 450-468-5497website: www.helicraft.qc.ca www. heli-inter.come-mail: [email protected], Flight Training Center: [email protected] Base: Montreal/St Hubert Helicraft (CTG2)Sub Base: Malartic QCKey Personnel: Benoit Allard, President; Patrice BelleRose, Operations Manager; Pierre Demont, Chief Pilot; Claude Gilbert, Director of Maintenance; Alexandre Quesnel, Chief Flight Instructor; Manon Laporte, ControllerFleet: (22+) Astar350D/B/BA/B2/B3/SD2, (2) AS355 Twinstar FX2R, (2) BH206 Long Ranger, (1) Jet Ranger III, (4) BH205-17, (2) Robinson R44, (4) Robinson R22, (3) Hughes 300CBI

10 route 117, CP 700Malarctic, QC J0Y 1Z0Tel: 819-757-3030Fax: 819-757-3303e-mail: [email protected] Base: Marlartic, QCKey Personnel: Michel Rochette, Ops Mgr; Philippe Leynaert, CPFleet: (1) AS350BA

11865 rue BernardQuebec City, QC G2A 4C7Tel: 418-564-9370Fax: 418-845-0953e-mail: [email protected] Base: Quèbec CYQB AèroportKey Personnel: Dany Veilleux, President.Fleet: (1) AS350 B3, (1) EC130

2327 De l’Aèroport,St-Mathieu de Beloeil, QC J3G 0C9Tel: 450-536-0880Fax: 450-536-2594website: www.helicopro.come-mail: [email protected] Base: St-Mathieu de BeloeilPersonnel: Christian Assad, DOP; Pierre Lamontagne, DOMFleet: (2) R44, (2) HU30, (1) BH06, (1) BH222

CP 699, 10 rue des prises d’eauRadisson, QC J0Y 2X0Tel: 819- 638-7904Fax: 819-638-7424e-mail: [email protected] Base: Radisson, QCKey Personnel: Michel Cote, GM; Stacy Lamoureux, CPFleet: (2) AS 350BA, (1) B206L

300 rue St-Exupery, CP 322Val d’Or, QC J9P 4P4Tel: 819-825-5915Fax: 819-825-7720website: www.lino.comm/~transite-mail: transit.lino.comMain Base: Val d’OrFleet: (1) B206 L1

877 A Alphonse-Desrochers,St. Nicolas, QC G7A 5K6Tel: 418-561-4512Fax: 418-836-4575website: www.helitowcart.come-mail: [email protected] Base: Quebec City, QCKey Personnel: Lucien Barbeau; Nathalie Barbeau; Bruno MartelFleet: (4) R44, (3) R22

10225 Ryan AvenueDorval, QC H9P 1A2Tel: 514-636-7070Fax: 514-636-8573website: www.innotech-execaire.com

Marina Venise, 110 rue VeniseLaval, QC H7L 2E8Tel: 450-625-1680Fax: 450-625-8733Key Personnel: Martin Delisle, Ops Mgr/CP/PresFleet: (2) R44

941 Boulevard Mgr de Laval, C.P. 3054Baie St-Paul, QC G3Z 2W1Tel: 418-435-2310Fax: 418-435-2310Key Personnel: Guy Tremblay, Pres


341 Route 111 West, PO Box 188La Sarre, QC J9Z 2X5Tel: 819-333-4047Fax: 819-333-9894website: www.abitibihelicopters.come-mail: [email protected] Base: La Sarre, QC; Other Base: Calgary, ABKey Personnel: Betrand Perron, President, [email protected],403-247-9591; Pierre Michaud, Eastern Manager, [email protected], 819-333-4047; Robert Fauteux, Oil & Gas Marketing Manager, [email protected], 403-247-9591;Todd Reicher, PRM, [email protected], 403-247-9591.Fleet: (1) AS350B2, (12) AS350FX/2, (1) AS350BA+

360 Airport Road,Alma, QC G8B 5V2Tel: 418-668-3046Toll Free: 1-866-425-3046Fax: 418-668-0654website: www.helicopterespanorama.come-mail: [email protected] Bases: AlmaKey Personnel: Regis Villeneuve, President; Jimmy Edmond, Ops Manager; Louis Bellemare, Chief Pilot; Donald Manuel, DOM.Fleet: (1) B206B JetRanger III, (1) B206 LongRanger III (1) AS350 B, (2) A350 BA, (1) A350 BA+, (4) A350B2, (1) BH04C, (1) AS350D

3320, Blériot Street, Suite 10Mascouche, QC J7K 3C1Tel: 450-474-4888 Toll Free: 1-888-810-5290Fax: 450-474-6323website: www.passport-helico.come-mail: [email protected] Base: MascoucheOther Base: 2343, Chemin de l’Aèroport, St-Mathieu de Beloeil, QC J3G 4S5 Tel: 450-464-5290, 888-810-5290Key Personnel: Yves Leroux, Pres/Ops Mgr; Patrick Lafleur, CP/CFI; Guy Lambert, DOMFleet: (6) R22, (11) R44, (1) AStar

5000, route de l’AèroportSaint-Hubert, QC J3Y 8Y9Tel: 450-676-1130Fax: 450-676-0921Fleet: (3) Bell 206B, (1) Bell 206LT, (1) Bell 412

3500 rue de l’AèroportTrois Rivières, QC G9A 5E1Tel: 819-377-4382, Emergency/After Hours: 819-244-0699Fax: 819-377-5030Main Base: Trois Rivières, QCKey Personnel: Richard Legare, Operations Manager.

85 Wellie PicardWendake, QC G0A 4V0Tel: 418-843-7272Fax: 418-843-1012website: www.wendakehelicoptere.come-mail: [email protected] Personnel: Steeve Gros-Louis, President; Steve Labranche, CP/PRMFleet: (1) AS 350B, (2) AS 350B2

Tisdale, SK Tel: 1-866-730-6333Fax: 430-730-6312e-mail: [email protected]/ [email protected] Personnel: Graydon Kowal, Operations Manager; Bruce Macdonald, Chief Pilot; Brent Allard, PRMFleet: (2) Bell 205A-1, (1) Bell 206L1/3, (3) AS350BA, (3) Bell206B, (1) AS350B2, (2) AS350B3, (1) MD 530F

PO Box 1971, Hangar #2Yorkton, SK S3N 3X3Tel: 306-783-5438Fax: 306-782-3590Key Personnel: R.W. Parker, Pres/Ops Mgr/CP; L.M. Marchenski, CEFleet: (3) AS350, (2) B205A-1-17, (1) B206L3

PO Box 1440, 700 Poirier StreetLa Ronge, SK S0J 1L0Tel: 306-425-3100Fax: 306-425-4116website: www.northcentralhelicopters.comMain Base: La Ronge, SKFleet: (1) Bell 206 B, (2) Bell 206 LR, (2) Bell 204 B, (3) Bell 205 A-1,(2) AS 350BA

PO Box 547Meadow Lake, SK S9X 1Y4Tel: 306-236-4090Fax: 306-236-3427Key Personnel: Cecile Mistickokat, Pres; Darrell Roney, Ops Mgr/CPFleet: (1) Bell 206

PO Box 100Prince Albert, SK S6V 5R4Tel: 306-764-1404Toll Free: 1-800-667-9356Fax: 306-763-1313website: www.transwestair.come-mail: [email protected] Base: Prince AlbertKey Personnel: Jim Glass, Managing Partner; Pat Campling, Managing Partner; Blake Mitchell, Dir - Helicopter Ops; Wayne Pitre, CP.Fleet: (3) Bell 206, (2) Bell 407, (1) Bell 206 LIV, (1) Bell 205 A1+

25 Pilgrim Place, Suite 3 Whitehorse, YT Y1A 6E6Tel: 867-668-6200Fax: 867-668-6201e-mail: [email protected] Personnel: Delmar Washington, PresidentFleet: (2) Bell206B, (1) R44 Raven II

Box 26Whitehorse, YT Y1A 5X9Tel: 867-668-5888Fax: 867-668-7875website: www.fireweedhelicopters.caKey Personnel: Bruno Meili, President; Brian Reimer, Director of Maintenance.Fleet: (1) Bell 204C, (2) Bell 206L4, (1) Bell 206L3 (1) MD500D, (1) MD520N

PO Box 26Whitehorse, YT Y1A 5X9Tel: 867-668-5888Fax: 867-668-7875e-mail: [email protected] Bases: Dawson City, YT Tel: 867-993-5700, Fax: 867-993-6839; Mayo, YT Tel: 867-996-2100, Fax: 867-996-2105Key Personnel: Scott Dewindt, Base Manager

PO Box 4Whitehorse, YT Y1A 5X9Tel: 867-668-3536Fax: 867-668-5637e-mail: [email protected]: (4) B206B, (2) B206L-3, (2) B407

PO Box 2128Haines Junction, YT Y0B 1L0Tel: 867-634-2224Fax: 867-634-2226e-mail: [email protected] Base: Haines Junction, YTKey Personnel: Bill Karman, Pres/Ops Mgr/CPFleet: (1) AS350B3, (1) AS350B1, (1) Jetranger Bell 206

PO Box 8, 115 Range RoadWhitehorse, YT Y1A 5X9Tel: 867-668-2177Fax: 867-668-3420website: www.tntaheli.come-mail: [email protected] Base: Whitehorse Key Personnel: A. Meyer, GM; Adam Morrison, Ops Mgr; Charlie Hoeller, DOM; Stephen Soubliere, CP; Diane Pachiorka, Acctíg/ Office ManagerFleet: (2) AS350B2, (8) Bell206B, (1) Bell 206L-3, (1) Bell 206 L-4


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In view to writing a book, I am researching the history of Okanagan Helicopters 1947-87. I am looking for stories,

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iven that American youth are not much different from their counterparts north of the border, it might be infor-mative to consider a report by the U.S. National Transportation Safety Board (NTSB) that warns future pilots may not be up to snuff. And no, this doesn’t mean they’re shunning oral tobacco and taking up smoking.

The NTSB study concluded there are signs future pilots will be less experienced, less ethical and in short supply. For anyone conversant with the laws of supply and demand, the short supply of pilots (and for that matter technicians) will result in less qualified individuals available for working from cockpit seats and shop benches. As a result, standards will be lowered closer to the level of “any warm body will do. . .”

Panel members determined there are far fewer military pilots leav-ing for jobs with airlines and college graduates shun careers in aviation because they see aviation as an “economic dead end.” Exacerbating this issue is the fact U.S. airlines will need to find 42,900 additional aviators over the next decade due to retirements and estimated expansion, according to well-known aviation expert, Judy Tarver.

Add in the fact that American teens find airline careers unattractive, you can subsequently assume few will want to become helicopter driv-ers when they consider operations are subject to demanding hours of work, low-level flying through inclement weather and mediocre long-term living conditions in the field – not to mention direct contact with challenging clients. Moreover, there isn’t a system of unions in place to

represent their interests. So, what would be the attraction?Frequent readers of my column will recall my almost constant urg-

ing for pilots to follow safety guidelines and fly with as much skill as possible to minimize risks. But it’s not just about safety. It’s also about pride and professionalism, personal satisfaction and elevating the pub-lic’s opinion of our industry. Personally, I never much liked our indus-try’s pilots being called “glorified taxi drivers” or “over-rated Caterpillar operators” by those that don’t understand the profession.

When I run across individuals who conduct their flights in a care-less manner, I am repulsed because observers will lump all pilots into

the same abysmal class. How do you feel about your professionalism? Are helicopter operations just a job – just a means to get by? Do you cut corners and “bend” regulations, perhaps calling it efficiency, to get each task over with as quickly as possible so you can get home – or to the bar? If so, you fit the NTSB’s forecast for the future of our industry.

Incidentally, I’m not just referring to young members of our flying fraternity because there are a lot of old timers who fit the mold described here. Frankly, it’s appalling when a highly experienced pilot lacks professionalism and, even worse, when he recounts close calls to low-time pilots – the hero stories where he used superior skills to nar-rowly avoid catastrophe.

Newbies to the industry should also take these stories with a grain of salt as they are often exaggerated for effect. Close brushes with disas-ter are like playing Russian roulette and should never be condoned.

There’s a very real sentiment that Americans are disillusioned with the increase in high-profile accidents recently and are urging pilots and air traffic controllers to “consistently strive for a high-level of professionalism.” Tony Kern, author of five books on pilot performance, observes that safety levels are “eroding because of an attitude of casual compliance” prevalent among pilots. The NTSB is asking the FAA to: “(1) Evaluate prior flight check failures for pilot applicants before hiring, and (2) provide training and additional oversight that considers full performance histories for flight crew-members demonstrating pilot deficiencies.”

The NTSB report outlines such key safety issues as: flight crew train-ing and experience; sterile cockpit compliance; pilot training records; remedial training for pilots; and fatigue management.

Because our helicopter accident rate is too high, we can anticipate Transport Canada will increase safe-ty demands/regulations on our industry. So, as pilots and operators,

the choice is yours. Do you want to avoid excessive regulation, additional oversight, burdensome paperwork, public scrutiny and the resulting loss of acceptance and revenue or let TC load us down? Perhaps there is a silver lining to doing nothing since the loss of business will potentially eliminate some competition and the perceived pilot/engineer shortages.

After 45 years of flying, Ken Armstrong is still passionate about aviation and feels blessed to be Canadian — and to have lived and shared the best of times on our planet.

Declining Piloting Skills?

Standards will be lowered closer to the level of ‘any warm body will do . . .’

Determining a Game Plan for the Industry’s Future

When it comes to protecting the environment,no other helicopters go further.

Scientists surveying Antarctica. Oceanologists researching sealife. Maritime authoritiestracking oil spills. Firefighters controlling bushfires. All of them rely on Eurocopterhelicopters as essential equipment. Quiet, safe and dependable.Equipped with advanced sensors. Coupled with lower fuel consumption and reduced gasand particle emissions. When you think environmental conservation, think without limits.

eurocopter.ca

Thinking without limits

t

Helicopters Canada Nov Dec 2010

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Transcript of Helicopters Canada Nov Dec 2010