January – March 2002

Employees on the move3

Training MissionImpossible

Full throttle at Astec

Hydraulics Shop

Volume 7, Number 1 CHC Helicopter Corporation

3Continued on page 7

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Ready to return from Elgin on a CHC Scotia Mk II Super Puma, TFE employees and guests, including: Patricia Hewitt MP, front row centre,Michel Contie, TFE’s Managing Director, far right, and Jean-Luc Vermeulen, Executive and President Exploration/Production at the rear.

ON 25 SEPTEMBER,CHC Scotia supportedTotalFinaElf Exploration UK PLC’s inauguration of the Elgin and Franklin fields. These fields lie 240 kmseast of Aberdeen and are the largest development on the UK Continental Shelf in recent years. At plateauproduction, they will account for around five percent ofthe UK’s oil and gas output. Elgin and Franklin cameon stream 31 March and 28 August 2001, respectively.

The preferred programme from the client wasfor departure and return to outlying locations away

from the Aberdeen Base and as a result of businessappointments later in the day for the main guest, avery demanding schedule was required. The VIPparty was to depart from Raemoir House Hotel(some 18 miles west of Aberdeen) and return toDrum Castle (15 miles southwest of Aberdeen).There was absolutely no margin for error if theschedule was to be met. Accordingly, significantplanning effort was made in the run up to the event,

In December, 2001, CHC Scotia took delivery of this new EurocopterSuper Puma Mark II,bringing CHC's Mark II fleet to 12 aircraft, thelargest in the world. Theaircraft will work on a newcontract for Kerr McGee inAberdeen, replacing one oftheir two Mark I SuperPumas. The contract is therenewal of Kerr McGee'sexisting agreement whichwill now be extended forthree more years with anadditional two-year option.

ON CHRISTMAS DAY, 2001, CHC Australia’sHelitack 3 (VH-NSY, B212) was deployed from itscontract base to Sydney, New South Wales (NSW), tocombat the 100 fires burning over a large expanse of

the State. The next day Helitack 1 (VH-BZH, B412)was sent from Melbourne, leaving only Helitack 2(VH-LHL, B212) to guard the northern districts ofVictoria. The Helitacks were equipped with belly tanksand other fire related equipment.

NSW fires extended from the north all the waythrough to the south coasts and out into the central westinterior. Many communities and isolated settlementswere threatened or had lost buildings and livestock.

The Helitacks spent the next couple of dayscalled from one blaze to another as the weatherworsened, with daytime temperatures rising to 42°C,humidity dropping to a low of 9% and the windsfrom the western sector up to 40 knots.

Continued on page 12

Sylvain AllardPresident

2

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

ONE OF THE KEYS TO SUCCESS for anycompany is to continuously look at ways to improveitself. Improve its customer service, its efficiency, itsemployees’ development, its financial performanceand many other aspects of its operations that willhelp it thrive in a competitive environment.

The concept of continuous improvementhas been around for many years, especially interms of quality programs. For a company likeCHC, where safety and quality are the basicingredients of our service, continuousimprovement must be an integral part of ourworking life. It is time to expand this concept atall levels of our company, through a formalcompany-wide process. Such programs have beenimplemented very successfully by many largecorporations to improve customer satisfactionwhile significantly improving performance andefficiency. We are currently evaluating a few

programs that will suit CHC’s operations and I’llkeep you appraised of our progress in this area.

Right now CHC is in a period of steadygrowth. To meet this growing demand, CHCcontinues to recruit and build the best team in thebusiness, as indicated by the 75 new hires listed inthe Welcome Aboard section of this issue.

As you probably know, we went throughsome intense negotiations with our pilots atCHC Scotia and I am pleased that we can nowmove forward as a team, with a 38-monthcontract which satisfies all parties. As I write theselines, however, we are still unable to reach anagreement with our pilots in Norway. Onceagain, we must be aware that the success of ourcompany will depend on our ability to compete.

We must strike a balance by offering ouremployees fair compensation while remainingcompetitive. Failure to do so could be devastatingfor our company.

But striking the balance does not guaranteesuccess, it merely creates the opportunity forsuccess. It is CHC’s 2,400 employees around theworld who allow CHC to prosper. Gradually,CHC’s reputation for excellence is growing andwe must constantly look at ways to improve ourservice to ensure our long-term success.

On the financial side, we reported our bestsecond quarter ever for the period ending Oct.31, 2001. Net earnings from operations were$13.2 million or $0.73 per share, on revenue of$160.1 million for the quarter.

Internationally, we began work on newcontracts in Thailand, the Persian Gulf, andVenezula; and we added another new mediumaircraft to the fleet to support emergency medical and police contracts in Australia. The volume in flight hours in Europe increasedby 2% compared to the same quarter last year. In December, we took delivery of new a SuperPuma Mark II, which will start immediately on a new contract for Kerr McGee in Aberdeen.

Astec Helicopter Services continues to grow, and is working on a Memorandum of Agreement with Boeing to establish aEuropean Service Centre at Astec’s Stavangerfacilities, initially for the Boeing CH-47 Chinook helicopters.

As you can see, all our divisions areexperiencing growth. In fact, based on ourcustomers demand for next year and beyond, our challenge will be to manage this growth whileraising the bar on our performance. I know you’reup to the challenge. Have a great year!

I AM PLEASED TO DEVOTE this space tocelebrating the achievements of CHC championswho have made great contributions to thisCompany. One such individual is ClaytonParsons (above, left), Special Projects Manager at CHC Corporate Office in St. John’s. I haveworked with Clayton for 22 years, and can saywithout hesitation that Clayton is as dependablea man as I have ever met.

Clayton possesses a unique ability to get thejob done, regardless of the odds against it. He isthe embodiment of two sayings I have subscribedto all my life: "Failure is not an option," and“Time is the enemy.”

In 1983, when Sealand Helicopters wasoperating Bell 206 aircraft, we learned on aTuesday evening that we would have to relocate

the entire operation, including the SparesDepartment, then headed up by Clayton, toanother hanger by the end of the week. On Friday,when the engineers showed up before 8 a.m.,Clayton had the entire warehouse in place andoperational. He simply got it done. It was onlylater I learned he had worked 36 hours straight.

When we introduced the first two SuperPumas to North America, increasing the St.John’s fleet to eight aircraft, Clayton ran the partsdepartment flawlessly, and took on additionalduties of managing the passenger terminal.

I recall once requiring a Super Puma mainrotor in Ecuador. We needed it within 48 hours,which was considered impossible in those days,before Fed-Ex and overnight service. I gaveClayton the challenge and knew better than toget in his way. But even I was surprised when Icalled the next day to check on its progress.

“It’s sitting on the ramp in Quito, Ecuador, sir,”Clayton said. It was routed through Europe, andcost a few bucks more than expected, but we hadthe customer back in the air remarkably quickly.

Later, when we required a quick inventory ofthe Ecuador Spares Department, Clayton was theobvious choice for the job. But when he landed inQuito, our Base Manager there needed an urgent

crisis solved: an intermediate gear box had gonemissing at Miami Airport. Clayton turnedaround, talked his way through Customs, jumpedon the flight to Florida and gained access to theMiami cargo terminal. He found it all right – inanother terminal – 40 minutes before the returnflight to Ecuador. Even with the 100-pound crateadded to his luggage, Clayton made that flightand helped rectify the AOG in record time.

There have been times when blizzards haveground the city to a halt, but there was Clayton,answering the phone at the office before 8 a.m., adependable voice for customers and fellow employees.

Clayton even earned himself a place in history,when a CHC helicopter returned from offshorewith footage of the discovery of the Titanic on theocean floor. Clayton was up in the middle of thenight, coordinating the hand-off of the film, andpolice escort to take it to a St. John’s bank vault.

I may have asked too much of Clayton at times,but he has never complained, and never failed tocomplete a task. CHC will be a different place whenClayton retires, which I hope is not anytime soon.

There are many of you within CHC who putyour hearts and souls into your work and are alwaysthere for the customer, and for your teammates. I look forward to telling your stories soon.

CHC Helicopter Corporation

3

CHC Helicopter Corporation

A NEW TRANSFER PROGRAM at CHC is giving employees a chance to work in differentcountries – and giving CHC an opportunity toshare expertise around the world. Employees on themove thus far include one of CHC Scotia’s mostexperienced pilots, Capt. Bob Denning, who issharing his decades of North Sea experience withpilots who have never seen theNorth Atlantic’s cold, greywaters. Denning has tradedAberdeen’s invigorating climatefor the slightly drier, though noless windy shores of South Africa.

Denning, along withCHC Australia Engineer SamWeatherley, have been loanedto CHC Africa for a year – thefirst official participants in the Company’s Global Transfer Scheme.

Others include two Canadian Super Pumapilots, Rick Follett and Michel Charbonneau, whohave been transferred from CHC International toCHC Scotia. In addition, CHC Australia’s JennieMcBeath was the successful applicant to aninternally posted one-year position at CHC’scorporate offices in St. John’s, while MichelleFrancis, one of CHC's professional accountants, hasrelocated to Norway for a longer-term assignmentafter spending a few months in Aberdeen assistingCHC Scotia. Most recently, Astec’s Trine Bustad hasbeen transferred to Aberdeen, where she is workingfor Scotia Overhaul Services.

The idea behind the scheme is to leveragethe skills and competencies of CHC employeesworldwide and to better foster sharing of ideasamong CHC divisions, explained CHC VPHuman Resources Mark Outerbridge.

“Requirements and needs can fluctuate,”Outerbridge said. “We may have an oversupply in oneplace and an undersupply in another at a given time.”

The scheme also provides personal careeropportunities that may not arise in one’s owndivision, Outerbridge said, along with opportunitiesfor personal growth and new experiences.

For Capt. Bob Denning, who joined thecompany in 1978 and has held every single flightops position at CHC Scotia, the opportunitycame at the perfect time.

“It was a very timely move, I feel refreshed,”Denning said three months into his posting toCape Town.

When Denning accepted his 12-monthtransfer to the southern South African city inOctober, he was to take the position of ChiefPilot, and split the operations management with

the Flight Ops Director. Butwhile he was getting ready togo, the Flight Ops managermoved on to the Middle Eastand Denning’s assignmentbroadened.

“Day One I was promotedto Manager, Flight Ops,”Denning said, “I thought ‘thank God I’ve had the 23 years

experience to keep my head above water.’ At leastnow I know the task is mine, and hopefully I canhelp shape it for Africa for much of the future.”

Among Denning’s first tasks is participatingin an external audits conducted by the same oilcompany auditors who audit the North Sea.Denning admits he’s enjoying the balmy summerweather, but has been too busy in hismanagement and planning roleto do any flying. “It’s a veryhectic period at the moment, I think flying is a luxury at thispoint,” Denning said.

In addition, he faces an obstacle every pilotparticipating in the schemewill face: he must take a courseto have his licence validated fora new country.

For Australian engineer Sam Weatherley, the move to Africa actually meant experiencing a cooler climate.

Weatherley’s from balmy Darwin, and spenttwo years setting up and working on the CHCAustralia UN contract in East Timor.

“It was a bit bloody cold when I got here,” saidWeatherley, CHC Africa’s Senior Base Engineer for12 months, “I’m used to a tropical environment.”

Still, Weatherley said he knew the momenthe saw the position advertised that he would takea shot at it.

So far Weatherley’s experience with Bell 212s in East Timor has proven invaluable toCHC Africa, which sent a 212 to Antarctica inDecember. CHC Africa had just one engineer with212 experience – Durban-based Rupert Niehaus,who has gone to Antarctica with the aircraft – soWeatherley was in high demand preparing theaircraft and spares for the remote mission.

“When I first got my list of what I wanted to send, and what it would cost, it opened a feweyes up,” Weatherley said. “But I think they’vedone very well getting this machine ready.”

The greatest change for Weatherley has beenlearning to deal with complicated political andphysical barriers in the vast African continent.

“It’s a beautiful place, but nothing preparesyou for the amount of travel you have in onecontinent, and logistical headaches you have togo through in transporting (equipment) throughdifferent countries.”

In one example, a blade shipped to the CHC International operation in Malabo wasgone for two weeks – and then offloadedsomewhere in between for no apparent reason.

“It was just a nightmare,” Weatherley said,but a good learning experience.

Weatherley and CHC Africa crews are alsofinding ways to combine the demanding safetystandards established with long-term CHCclients around the world, and applying them tothe shorter contracts with less lead time.

“We try and reach a certain standard, and give ourselves enough time to achieve it,” he said.“Trying to find gaps in the middle of contracts to do a major overhaul is more logisticallychallenging than I’m used to, but we’re getting it done.”

Weatherley said he realizeshe and Denning are to someextent guinea pigs in thisprogram.

“I hope to make it workso we can give others theopportunity,” he said. “it’sespecially important for thecross pollination of ideas across the company. Basically

we need global operations where the customercan step in and find the same world classoperation anywhere in the world.”

Mark Outerbridge couldn’t agree more, andin fact was quite impressed with the transferscheme after the first few months.

"The results so far have been extremelyencouraging," Outerbridge said. "CHC islooking at expanding the program significantly inthe future."

The transferring of licences to differentjurisdictions and the acquisition of work visasremain problems to be overcome, he added.

Captain Bob Denning

Engineer Sam Weatherley

4

WHEN LAST I WROTE from West Africa we were anticipating another busy year inEquatorial Guinea with opportunities to increaseour presence here. With the fastest growingeconomy in Africa, and all indications that oilproduction is soon to reach the rare volume ofone barrel per person per day, Equatorial Guineais experiencing an extremely active period of oilexploration and development.

With this in mind we are always activelywatching for any opportunity to increase CHCHelicopters International’s presence here. Thechance was not long in coming and early in theyear we were approached by TotalFinaElf to bidon an upcoming one-well contract due to start in August off the coast from Malabo.

We quickly seized the opportunity to bid on this short contract, even though we knew that providing the crew and aircraft would be a challenge.

We were successful in winning the contractand the challenge of coming up with a helicopterand crew now became a reality. Vancouver was up to the task and for the first time since CHC expanded, we had an opportunity forCHC Helicopters International and CHC Africato work together (CHC Africa had a Sikorsky76A++ available during the period that TFEwould be drilling).

Arrangements were made and by the timecontract start date rolled around we were ready forour first chance to work with our fellow crews fromCHC Africa.

There was some apprehension among thecrews from both divisions as to how theintegration with our fellows would go.

ZS-RBE, CHC Africa’s S 76A++, arrived herefrom Angola on the 1st of August flown by Capt.Gabriel Venter, First Officer John Zeid and engineerAlan Harding. We were soon to realize how trulymulti-national the company had become when wefound John was on loan to CHC Africa from CHC Australia.

After an initial false start due to the Saipemrig being delayed in Gabon, the contract finallygot underway on the 21st August.

From the start the CHC Africa crews showedthe same level of customer co-operation, respectand professionalism that we had come to expectof our own crews. It soon became obvious thatintegration between crews from different divisionsand very different parts of the world was a not anissue and it was only a matter of days before thecrews were barbecuing and socializing together.

John was unable to stay on past the end of August due to prior commitments in Australia.His replacement was Captain Wendy Winnard whohas recently joined CHCAfrica from Bristow andShreiner Airways.

The contract, beingonly short term, was dueto be over by earlySeptember. Just as thecontract was about toend, a technicalproblem causedTotalFinaElf to extendfor an extra three weeks and thenSaipem, in turn, topick up the contractand continue itthrough until the23rd of November.These furthercontract extensionsrequired more crewshuffling withGabriel Venter andAlan Harding beingreplaced by Capt. BrandonSchmidt and engineerRob Gay.

This was quite achallenge for both the International and Africandivisions in providing both aircraft and crews forthis extended period. In early September it wasapparent it would be necessary to replace RBE,which was due on another contract, and this wasaccomplished with the arrival of an S61N, ZS-RDV crewed by Captains Charles Burger, ManfredVietze and maintained alternately by Lester

by Lyal Mudford, CHI Base Manager, Malabo

Schoonraad and Malcolm Jones.By the time the contract finally ended a spirit

of co-operation and camaraderie had developedbetween the crews. It was with some sadness, then,that we saw the South Africans pack up the S-61and depart on the 23rd of November. Behind themthey leave fond memories of good times and sharedexperiences. The friendships and acquaintancesmade during the last four months in Malabo willlast a lifetime. We, in Malabo, look ahead to futureopportunities to once again work with othermembers of our truly international company.

Top: CHC International’s team in Malabo, EquatorialGuinea, includes, from left, Capt. Tracy Tyndall, Directorof Finance Tamara Edwards (Vancouver), Base ManagerLyal Mudford, President Christine Baird (Vancouver), andCapt. Glen Fawkes.

Bottom: CHC Helicopters International – EquatorialGuinea (CHCEG) partners Jose Dougan Chubum, left and former Prime Minister of Equatorial Guinea His Excellency Angel Serafin Seriche Dougan are presented with a model S-76 by Christine Baird andTamara Edwards.

CHC Helicopters International

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CHC Helicopters International

OCTOBER WAS A BANNER MONTHin the Philippines, as President GloriaMacapagal-Arroyo inaugurated the country’slandmark Malampaya Deep Water Gas to Power Project in Batangas City. The inaugurationmarked the birth of the Philippines’ natural gas industry.

With investments totaling US $4.5 billion,the Malampaya project comprises the largest single foreign investment in the history of thePhilippines. It is a flagship project for thegovernment, and perhaps the most significantindustrial infrastructure in the country’s history: an onshore gas facility controlling an offshoreplatform by satellite link; a platform built towithstand earthquakes and typhoons; and a source of natural gas expected to supply up to 25 per cent of the country’s energy for the next 20 years.

But why are we cheering at CHC HelicoptersInternational?

Well, it’s simple really. Over the past twoyears, CHI has had the honour of flying insupport of this groundbreaking project.

Commercial Vice President Bill Schabes flew to the Philippines to represent CHI at thethe Batangas inauguration, and also at a partythrown by Shell Philippines Exploration andProduction BV (SPEX) on October 18th tocelebrate the work accomplished by contractorswho helped SPEX “deliver as advertised.”

Bill was joined by CHI’s Filipino partners,Philip Benoit and Senen Lazaro, from SupplyOilfield Services (SOS) for the inauguration onOctober 16th. According to Bill, it was one ofthe most impressive logistical challenges he hasever seen. Seven helicopters landed at the site todeliver VIPs such as President Macapagal-Arroyo,former Presidents Corizon Aquino and Fidel

Ramos, Chairman of Shell worldwide, PhillipWatts, and David Greer, Managing Director of SPEX. The official start of the gas flow wasprojected to the audience on television screens,and was accompanied by numerous speeches.Not surprisingly, security was paramount, andthere was a heavy military presence at the site.

That same evening, Bill caught up with SOS President Louis Heussaff, and together they attended a cocktail reception hosted bySPEX. There were again numerous speeches,expressing both the government and SPEX’sappreciation for the teamwork and communitysupport that led to the successful launch of theMalampaya gas flow.

The highlight of Bill’s trip however, was the Contractor’s Appreciation night on October18th. Over thirty contractors were honoured in a sit-down dinner for their role in the project.Twenty cameramen filmed the evening asFilipino dancers entertained the crowd and a fleet of waiters dispatched trays of flambéeddelicacies. Seated at the head table with DavidGreer, Bill was joined by SPEX’s Logistics &Supply Superintendent John Crowder, andLogistics & Supply Coordinator, Teo Perez.CHI’s co-Base Manager Malcolm Fraser, pilotAngela Kind and Chief AME Dan Merrittcompleted the party.

Following dinner, Bill accepted a specialaward for CHI’s outstanding service. David Greerwas especially complimentary as he thankedCHI, referring to CHI as “those magnificent men– and women – and their flying machines.” Thisis certainly high praise, and it comes on the tail ofa letter from Bob Pybus, SPEX’s outgoingOperations Manager. Bob sent this note to CHI President Christine Baird, praising bothcrew and management for their exceptional

work on theMalampaya project:

“… theperformance of yourteam since the award of ourcontract that should

give you the greatest satisfaction. A perfect safetyrecord and a totally “customer focused” operationdifferentiate you from your competition. Thatthese standards have been maintained while wehave increased the work scope beyond allreasonable expectations, and while increasedmaintenance programmes on the airframes havebeen required, is all the more remarkable.

“We have just celebrated our delivery of firstcommissioning gas to our customers, beating ourvery tight project timeline, and we appreciate thatit is only through the combined efforts of oursupport teams, such as CHC HelicoptersInternational, that we have been able to achievethis performance.

“I look forward to flying offshore with (CHC)in the future. I find I sleep well in your care.”

It seems the admiration is mutual, too. Asthis article goes to press, CHI’s co-Base ManagerMark Pellow is planning a special dinner partywhere he will present SPEX with a plaque fromSikorsky. This plaque recognizes David Greer,John Crowder, and all of the SPEX team for theircollaboration and support as CHI exceeds 5,000offshore flight hours, incident-and accident-free.

A landmark project for Shell, and a landmarkachievement for CHI.

Top: John Crowder, of Shell Philippines Exploration andProduction (SPEX), left, and CHI Logistics and SupplyCoordinator Teo Perez at an SPEX reception.Bottom: CHI Commercial Vice President Bill Schabes, left, Pilot Angela Kind and Co-Base Manager MalcolmFraser at a Contractor’s Appreciation Night.

Philippines President GloriaMacapagal-Arroyo, center,leads the applause in a ceremony celebrating theinauguration of gas flow for the Malampaya DeepWater Gas Project. Susan McAlpine

6

CHC Helikopter ServiceCHC Helikopter Service

NO COURSES, NO INSTRUCTORS, NO TIME – no problem for CHC Traning Centre.

The phone rang in Dag Johansens office one summers day last year. Astec HelicopterServices project manager Jan Linderud was onthe line with a challenge: “Can you providelicensed engineers for the SA 330J Puma in short notice to help support a tender?” Dag asked.

A simple request, you may think. But CHC HS has never operated the AS 330 Puma.

One of Dag’s responsibilities is CHCHelikopter Service Training Centre contracts.Dag immediately began to phone around tocontacts in his widespread network to identifycourse possibilities or available instructors. Ideally,engineer training should have started already.

The obvious choice was Eurocopter, but they were unable to arrange courses to suittimetable and budget. The second most likelychoice was Westland in the UK, which washappy to offer courses but not just then. Scotiahad engineers with the required licence but theywere not available as instructors. Clearly, Dagthought, non-traditional thinking was necessary.

The Traning Centre had been contacted ayear earlier regarding SA 330 technical training,

but the course was put on hold pending thesigning of a contract. The project actually beganin the winter of 1999, when Astec set its sights onwinning a major German Frontier Guardcontract to perform modifications and 400-hourinspections on a major fleet of SA 330Jhelicopters. Astec was already carrying out majormodification and overhaul work onBundesgrenzschutz Super Pumas.

Understanding authorityDag made a couple of informal calls to the

Norwegian Civil Aviation Authority (NCAA),which showed understanding and flexibility inhelping generate business for the Norwegianaviation industry. The concept of study circleswas floated and, although this was as new to theTraining Centre as it was to the NCAA, certainprerequisites were laid down for the Authority toevaluate this pioneering approach. After all, theSA 330 was the Super Puma’s grandfather!

Ole Magne Lie, a technical instructor at theCHC HS Training Centre, with more than 20years’ Super Puma experience and 25 years withthe company, was appointed to lead the studycircles, assisted by Trygve Fjågesund and TerjeNesse who have maintained Super Pumahelicopters for just as long. Added to the team

were avionics engineer Harald Berg, whose helpwas invaluable in tackling the electrics, andengine technician Tore Lund to take us throughthe engine chapter.

Training syllabusThe necessary manuals and other literature

were compiled and a course syllabus definedbefore the arrival of the NCAA inspector. At theTraining Centre, all concerned were on edge until the verdict of the audit was announced:only a few adjustments to the syllabus, and thecourse was aviation authority-approved.

Training got off the ground on 19 February.At the end of each day of the course, a multiplechoice question and answers session was fed into a data base for future use. So you think,since we made up the questions ourselves, that this was easy going. Think again. With over 200 questions to choose from, we had some surprises.

Dag Johansen, who had previously lecturedon the AS 332L autopilot, won the ‘prize’ of getting familiar with the SA 330J autopilotand then presenting his newly acquired expertise to a keen listening audience. An engineer involved in the modifications to be implemented was also invited to give a presentation to the ‘students.’

Job trainingOn-the-job training at the GFG unit’s

home base in Germany was planned to suit the customer’s timetable and went on from 7 to 18 May. A familiarisation course was held in the meantime, plus an ICAO Type II coursefor three technicians immediately over Easter.The OJT period had to be completed by thetime the first Puma entered the Astec facility at Stavanger Airport on 25 July, so summerholidays were planned accordingly.

After two weeks of struggling with Germanprepositions an, auf, hinter, in, neben, über, untervor und zwischen – and posing many questionsto the enthusiastic German squadron mechanics– the NCAA inspector turned up once again fora three-hour oral test, at the end of which theNorwegians could finally breathe easy.

Creative thinkingThen it was back to Stavanger for the

completion of Technical Course No. 2, followed by theory tests and a second OJT course. By 28 June, a team of six had been checked out on the type and their licences in the mail from the NCAA.

The project showed that with a bit ofcreative thinking, a portion of good will and anunderstanding authority, a mission impossiblebecomes possible … even at short notice! On-the-job training in Stavanger. Left to right: Arnfinn Nærland, Kristen Nielsen and Atle Fiskum.

7

Fifty-three long-serving CHCHelikopter Service and AstecHelicopter Sevices employeesgathered in the joint companyfacility at Stavanger Airport on15 November to receive theirlong service awards.

Together, they represented1,445 years of helicopterexperience, or more than 25years each.

Of the 57 employeesinvited, only four were unable toattend the function. The eventwas hosted by top managementof the two companies andattended by members of theirmanagement teams, assisted byhuman resources personnel.

Staff members with a ‘mere’20 and 10 years of servicereceived their service awards atthe annual Christmas lunch.

We would like to see thehelicopter organisation that hasa workforce equally stable!

The long serving CHC HSand Astec employees are listedon page 15.

and appropriate back-up arrangements put inplace to absolutely minimise the potential of any delays jeapordising the programme.

The day commenced with an early start atthe Raemoir House Hotel with Gillian Brattonchecking in the VIP passengers. Meanwhile our Chief Pilot, Jide Adebayo, was keeping awatchful eye on weather reports, and indeed it proved to be a bright autumn day with no real problems. Also in attendance at Raemoir and Drum to make sure that things ran smoothly were Carol Murray, CustomerService Representative and Brian Ruddiforth,engineer. Engineer Duncan Liles had beendispatched to spend a pleasant evening the night before and to be available for the arrival of the aircraft on the Elgin platform.

The VIPs departed from a landing site (largegrassy field which had been recently emptied ofits bovine inhabitants) adjacent to the RaemoirHouse Hotel near Banchory, Aberdeenshire tothe Elgin Platform for the Ceremony.

Passengers were fully briefed and awaited the arrival of the first aircraft. AS332L2 aircraftG-PUMS departed Aberdeen on schedule withCaptains Hugh Martin and Steve O’Collard and Cabin Attendant Nicola Duncan on boardto look after our guests. Soon after departingRaemoir, S76A+ G-BMAL followed withCaptains John Baker, Richard Blayney andCabin Attendant John Smythe.

Our VIP guests included the Secretary of State for Trade and Industry, Patricia Hewitt, MP, who was to perform the official inauguration ceremony offshore.

The aircraft arrived and shutdown offshoreahead of schedule – so far so good.

Following a presentation by OIM ColinKing, Patricia Hewitt unveiled a plaque tocommemorate the day and Rev. Angus Smith,Chaplain to the UK Oil Industry, gave theblessing. The visitors were then given a platformtour before being flown back to Drum Castlefor the onshore ceremony and a celebrationlunch with 260 guests.

An extract from a letter received by theManaging Director of TFE, Michel Contie,shows how impressed and satisfied they werewith the performance and service offered byCHC Scotia.

I want to write to thank you for providing fivestar treatment for our important passengers on theirbrief trip to Elgin/Franklin. Some would say thatthe programme was very ambitious, and almostimpossible to keep to, but with good weather andyour support, the programme was adhered to with no delays.

The added complexity of taking off andlanding at remote locations was well managed byyourselves, and allowed us to maximise the benefit ofthe short trip. I would like you to pass on our thanksto the support staff involved and technical advisors,particularly those that helped at Raemoir House forthe very early departure.

Your welcome pack on board the helicopter wasa nice touch, as Patricia Hewitt also appreciated it,and had it in her hand when she was captured bythe Press and Journal photographer.

Praise indeed from both the ManagingDirector of TFE, and further mirrored in a letterof thanks, to all who participated, from ourCommercial Director, Alistair Mackenzieacknowledging the fact that efficient teamworkand forward planning will always ensure aproblem free, quality service.

Carol Murray, Customer Service Representative

Continued from page 1

8

SADLY, I CANNOT REPORT, as our sisterbases did in the last issue, that we operate from“Britain’s premier holiday resort,” or that weoperate from the most easterly point of the UK, out of the busiest airfield dedicated tohelicopter operations.

However, CHC Scotia’s Humberside base isnot without its superlatives. Nor is it without itsheart-stopping action.

Humberside base is located in NorthLincolnshire, an area whose northern boundaryfollows the natural feature of the HumberEstuary. A thriving maritime area, the major portfacilities offer some 100 berthing amenities inwhat is described as the leading short-sea portand the largest shipping complex in the UnitedKingdom, with more than 40,000 shippingmovements a year, all requiring a Pilotage service.

Supporting three core customers, BP,Conoco and British Gas Storage, the operationconducted out of Humberside InternationalAirport from a purpose-built passenger terminaland a dedicated hangar operates to 45 platforms.

Notable highlights of the year: An explosionand subsequent fire at the Conoco oil refinery onthe Southern Bank of the Humber last springbank holiday. Why does it gain a mention? One of our S76C’s was on final approach to theairfield, which, yes you have guessed, takes theaircraft straight over the refinery. I recall the crew as saying they were within a mile when thesky in front of them erupted. Fortunately thereaction of the handling pilot was to make anabrupt detour in the right direction and continueon to make an uneventful landing. It was thetopic of crew room conversation for many a day.On this occasion, because of the bank holiday,the refinery was on minimal manning and therewere no serious injuries as a result of the incident.

Needless to say we now operate to a differentapproach procedure.

The British Grand Prix at Silverstone wassupported with both of our S76C’s along with twoS76A’s+ from North Denes. Whilst most of theaircrew had done it before it was the first time forthree of our young First Officers – Nick Flaherty,Phil Hodgson & Samantha Durrant- an experienceto behold and one for which two of them havealready volunteered to do again next year. Happy to report that on this occasion the event wassurrounded by fine weather and sunshine.

The inventory consists of two S76C, threeAS365N2 Dauphins and, temporarily, one 365Nfor back-up purposes. Two of the Dauphins arepermanently based offshore, one on the Viking‘B’ platform situated in the Conoco Viking field,the second has its home on the BP Forties ‘B’platform. Both machines are rotated weeklythrough Humberside for maintenance purposeswith the base providing Aircrew and engineeringpersonnel for the Viking based machine.Operating seven days per week (apart fromChristmas day & New Years day – with luck) the normal schedule sees the base providing twoS76C’s and the remainingDauphin to the lineMonday to Friday with areduction to two aircraftper day over the weekends.Ad-Hoc charter is cateredfor on an opportunity basisfrom within the schedulebut this year has been quiet in that area. Mainly because theenquiries have been fromvessels operating welloutside our comfort zone.

In providing the service the base gainfullyemploys a total of 51 personnel, 21 being Aircrew– at present two under strength, but replacementsin the pipeline – seven Operations / Trafficofficers, 16 licensed engineers, three Avionicsgurus, one Storeman, three ramp assistants andmyself. When you compare the figures rememberto take into account some of those numbers work offshore and are not available to the base.In the year to date (14 Nov.), Humbersideaircraft have flown 4,089 sorties with 18,277 legs,that is an average of four-legs during an averagesortie length of 1hr 8 minutes. Statistics can showall sorts of data in all manner of ways. If thereader has not yet worked it out the figures I havejust shown indicate that predominantly weconduct shuttle operations. In reality about 30%of our work is straightforward crew changes, theremainder being shuttle work. We have beenknown to conduct a sortie with 25 legs attached,an incredible workload for the handling pilot anda mountain of paperwork for the one that isn’t.

I mentioned earlier that we operated to 45 platforms, this is soon to be increased to 47,seven of which are manned. Late September sawthe arrival of the crane barge ‘Thialf ’ formally theDB101 to those who have been in the business awhile. Firmly attached to the deck was the newlyconstructed platform ‘Hoton’, one of a number of projects for BP. The Thialf was only with us forthree days having positioned the platform andanchored it to the seabed. An impressiveoperation. We anticipate yet another platformbeing positioned early in the New Year, or soonafter dependant upon the weather.

Having just been stood down from apossible evacuation following an engine room fire offshore, we are just about to take a breatherbefore the Christmas swing shift season kicks into gear. It looks very much as if the work forHumberside in 2002 will increase slightly on this year’s activity. No rest for the wicked!

The massive crane barge Thialf moved the ‘Hoton’ platforminto position off the East Coast of Britain, completing theplatform’s installation in just three days.

Humberside S-76s lined up at the British Grand Prix at Silverstone.

Ken Lewis, Humberside Base Manager

CHC Scotia

9

CHC Scotia

IF SOMEBODY HAD SAID this time lastyear, that the CHC Scotia training departmentwould have to carry out 78 pilot aircraft typeconversions in a little over12 months we wouldhave thought they were joking. No joke, that isprecisely what our department has achieved.

It began when the line pilots started runningout of legal maximum annual flying hours. Evenour customers thought the massive increase inrevenue flying was just a seasonal peak, likely toease as winter set in. They were wrong and wewere wrong footed.

Ordinarily, a task of this magnitude would have been daunting. Arriving so soon after themerger of Bond and Brintel (two culturally quitedifferent companies) presented unique problems. To add to our difficulties the UK CAA had justadopted the Joint Aviation Requirements for FlightCrew Licensing, a move that changed all the rulesgoverning the training of pilots.

New regulations meant that all Typeconversions and Initial Instrument rating traininghad to be approved under JAR. We had to write the courses and gain the approvals quickly. A further new law stated that all Commercial AirTransportation pilots had to have a valid Instrumentrating. (In the past, co-pilots typically flew for abouta year before they were trained to pass the IRT.)

Only JAA approved training schools canconduct training for the initial InstrumentRating. CHC Scotia didn’t have this approvaland it was soon apparent that the approvalprocess would take too long, so an early decisionwas made to outsource this training. Sadly,nobody else had the approval either – Catch 22!

We were in a race against time. We neededgood quality, experienced pilots on line quickly to satisfy the ever-growing demand for more and more offshore flights from our customers.Lost flights mean lost revenue and could meanlost contracts.

Historically the North Sea has attracted ex-military pilots but the fierce competition fromthe fixed wing world took the few who wereavailable. We looked to recruit from abroad butthe new JAR rules made this option difficult,time-consuming and costly. In the end we had torecruit mainly from a pool of new, low experiencepilots and accept the cost and lengthy time ittook to train them.

Gradually, we overcame the obstacles. Wequickly learned the new rules and the knowledgehelped us gain concessions from the CAA . Weeven managed to get some of the rules changed!

We put pressure on the training schools to gain the necessary JAA approvals. We liaised with ourcommercial department to release key training staff from their line duties. We changed the waywe conducted our training. We changed our rosterpatterns. We accepted that most of our work startswhen the other crews have gone home for the dayor are enjoying a weekend break. We accepted theweeks away from home and the frustrations whenthe weather was too bad to train.

The whole company realised the importanceof the task and worked together to get results.Operations managers worked tirelessly to identifyand recruit suitable pilots. The HR departmentprocessed the new entrants quickly and efficientlyto get them onto the books. The TrainingAdministration staff created training plans thatchanged constantly as the weather and numerousother factors conspired to spoil them. Then theytracked, checked and filed all the training files forthe CAA. Our ground school instructor (whoonly joined in April) did exceptionally welllearning and then delivering the newly approvedJAA ground school syllabi on three differenthelicopter types. Training captains spent weeks in Norway in the simulator and evenings andweekends at work on aircraft training. Theengineering department, already stretched by the commercial demands, went the extra mile toproduce aircraft for training. Ramp staff loadedballast, unloaded it then loaded it again as thetask changed from training to commercial thenback to training.

Slowly but surely we started delivering newstarts to the line.

At first there was only one or two a month.Now a year later we are training up to eight pilotsa month.

Gradually, two groups of training staff withdifferent backgrounds and different ideas startedrespecting each other. With respect came trustand with trust we built a team.

The team expanded the departments’capabilities by writing and gaining JAA approvalfor type specific training captain courses. Eachcourse required instructor and student notes.Each set of notes took hundreds of man-hours towrite and get approved. The company trainingmanual, itself 500 pages thick, was completely rewritten and approved.

People who know about pilot training willknow that the CHC Scotia training team hasperformed outstandingly well, but we’re notfinished yet! The demand for more pilotscontinues. We still have to write one last trainingcaptain course and we WILL get our owninstrument training school approval- soon. Afterthat? Who knows, maybe we can help CHCInternational with some of its training!

Steve Jowett, Head of Training

Above: Increased utlisation of the CHC Scotia fleet meant 78 pilot aircraft type conversions were required in just over 12months. Below: from left to right: Phil Fisher, Ian Struthers, Roger Cookson, Peter Bakke, Kelvin Mitchell

10

FRIDAY THE 26TH OF OCTOBER 2001was a day to remember for employees of Astec’sHydraulics workshop. On that day, AstecHelicopter Services received certification for thesuccessful overhaul and repair of its first MakilaFuel Control Unit (FCU).

Less than a year passed since Astec made thedecision to tackle the FCU. The target then wasto successfully overhaul the unit during the 2001calendar year.

The project group was assembled lastOctober, first executing a detailed analysis ofactivity level of PBH customers and Ad-hocpotential, as well as internal and external costsand investment. The analysis clearly indicatedprofitability from an investment in a MakilaFCU Test Bench.

Astec currently supports over 120,000Makila flight hours annually. Each Makila enginehas an FCU with a TBO of 3,000 hours for theMK2 and 3,500 hours for the MKI.

Previously, all FCUs were sent to Turbomeca

in France for overhaul with an average turn-around time of 90 days.

With about 40 overhauls and 30 repairsexpected during the year, the amount of moneyto be spent externally on these overhauls andrepairs was considerable.

Benefits are not only financial, as thiscapability will enable Astec to reduce one of themajor bottlenecks on Makila enginemaintenance, making the Makila overhaulprocess less expensive and more efficient, furtherimproving Astec’s competitiveness.

By late November, 2000, the “Final Reportand investment analysis of Makila FCU TestBench” was approved by CHC Corporate andthe Test Bench ordered from Turbomeca.

The Test Bench lead-time was 10-12months, and delivery was planned to happen nolater than November 2001.

With close communication and co-ordination with Turbomeca, complications weresorted out, arising problems solved andalternative solutions found, so that the TestBench could be delivered ahead of schedule.

Two experienced skilled mechanics from theHydraulics workshop went to Turbomeca forthree weeks training in September. Their trainingincluded all stages of overhaul of the FCU:disassembly, inspection, assembly and testing.

The Test Bench was sent from France andinstalled by a technician from Turbomeca in theHydraulics workshop during the first half ofOctober. The next two weeks were used formaintenance training of the Test Bench andrefresher training on the FCU.

Finally, the day had come. Less than 12months after it all started and, the certificationceremony took place, with a speech given byGeorge Cheetham and representatives fromTurbomeca (Gilles de Biasi and Jean-ClaudeLaurent) present.

The project wouldn’t have been possiblewithout teamwork in the workshop, supportfrom employees in Astec and invaluable servicefrom Turbomeca and of course not forgettingsupport from CHC Corporate.

Note:On the 26th October I learned that the last

time Turbomeca carried out a project like this, ittook 2.5 years….

At the Makila FCU certification ceremony are, from left,Turbomeca’s Jean-Claude Laurent, Astec’s Trine Bustadand Turbomeca’s Gilles de Biasi.

Astec Helicopter Services

11

Astec Helicopter Services

Saturday, March 13th 1943

It was a coldmorning. Winter wasstill holding its forcefulhand on everybody andeverything. The mercurybalanced at minus 3degrees centigrade, asFlieger FritzMühlenberger squeezedin to his heavy flight suit.Erste gruppe,Jagdgeschwader fünf wasstationed on the westcoast of Norway, justnorth of Bergen. Fritz Mühlenberger walked outto his Arado 96B. His engineer had already donethe preflight running of the 12 cylinder air-cooledArgus engine, so after a quick walkaround, Fritzclimbed into the cockpit of the two seat trainer.His mission was to fly 100 nautical miles south toStavanger. The Arado, with its cruising speed of180 knots, would take him there in just over halfan hour. The engine came to life at first attempt,and with all indications checked normal, brakeswere released. Fritz taxied and lined up his aircrafton the gravel runway, opened the throttle and felt the push in his back as 465 horsepoweraccelerated the 1.3 ton machine. He quicklypicked up speed, and within 25 seconds thewheels lifted from the earth. Still accelerating, gear up, flaps up, throttle back to climb power – going through the routines he had done so many times.

Little did he know what was to come …Nine minutes after take off, the steady and

comforting sound from the engine was disruptedby coughs and puffs..

Fritz altered the power setting and fuel mix tocheck if the engine would behave itself …

carburettor icing? Scheisse!! He swore to himself,attempting again to give the engine a setting itwould thrive on. Now the engine RPM droppeddramatically, and it became clear that his missionwould not end as planned. Nose down to keepairspeed! The Norwegian west coast has a veryhostile topography to glider planes notconstructed as gliders! He spotted a lake bigenough to make a smooth final approach for aditching. No time to think it over – go for it! Theviolent impact as the aircraft hit water at 90 knots,nearly knocked him unconscious. Get out – getout. The training and the instincts forced theirway through his shaken mind. Get rid of thebuckles and get out! He opened the slidingcanopy and crawled out of the doomed aircraft,into the freezing cold water. The 70 metres to thenearest shore might as well have been 70 miles.Bruised and beaten, but with his lifejacket keepinghim afloat, he struggled his way to the shore of thelake, where local people found him shortly after,freezing cold, but alive. The Arado sank 37 metresto the bottom of the lake. A watery grave and finalresting place for a fine aircraft?

No!

Saturday, November 7th 199218,137 days had passed since the Arado

Ar96B had felt fresh air. With web slings undertail and forward of wings, the aircraft wascarefully lifted out of the water. The operationhad been meticulously planned for a long time,and the machine was transported to Sola and theAir Museum there. Immediately, preservationwork was commenced to prevent corrosionattacks on the plane. Keen volunteers started theexhaustive work of restoring it back to its originalappearance and condition. Years and years ofwork, and tons of manhours will be consumedbefore the aircraft can receive a ‘finished’ label,but for the members of Flyhistorisk MuseumSola this is of less importance. Their leading starand driving force is the respect for the history ofeach and every aircraft in their collection. Nocompromises are made. Nearly 30 differentaircraft – military, commercial and generalaviation, powered, gliders and rotor wing – aredisplayed in the Hangar at Sola. The Arado 96still has many hours of work before it will go ondisplay, but one fine day it will be there, brightand shining as the day it came off themanufacturing line as the sister of 11.545 otherArado 96’s.

November 2001The Museum is now about to take on a new

interesting project. Two Super Pumas involved inaccidents some years ago (both of them non fatal!)will be restored to a static original condition. The project will last several years, but we willrecord the progress and give you a insight in thisin a later issue of Rotortales. Stay tuned!

by Oystein Hobbelstad

Nearly complete: the venerable Arado 96, above, rescued from a lake bottom, now stands on display with other historicaircraft, left, at the Flyhistorisk Musem Sola in Stavanger.

CHC Australia

12

CHC Australia

CHC Helicopters(Australia) supportedoffshore operations for Santos and BHPBilliton operations from a temporary base at Broome, on Australia’sWest Coast CHC operatesa Bell 412 and an AS332 Super Puma with approximately sixpilots and four engineersat any one time.

During the last days of 2001, our two Helitacks were teamed up with an Erickson (USA) Sky Crane(S64,"Elvis") and became Strike Team Alpha. We were tobe deployed to any threatened population centre aroundthe Sydney conurbation. It wasn’t long before the callcame and team Alpha, accompanied by a light helicopter"bird-dog," was scrambled to the Blue Mountains’township of Kurrajong. On our arrival the Sky Crane wasdeployed to another flare-up in the mountains.

Kurrajong is situated on a ridge surrounded byeucalyptus forest with one east-west road for access. Watersources for the helicopters were limited to a farm dam andone buoy-wall tank erected at the north end of town. Thefixed wing bombers could not fly because of poor visibilitydue to smoke that covered the mountains and Sydneybasin. The fire was burning from the northwest and thefirst control line was the east-west road. In spite of ourbombing efforts and the ground crews’ with dozens of firetrucks the fire breached the line and swept towards thetown, leapfrogging from spot-fire to spot-fire. The firecrews and trucks retreated to the western edge of town atthe top of the ridge and police evacuated the population toa fire refuge area at the southeast side of the community.

Our job now was to slow and cool the fire as it reachedthe outskirts of town. The poor visibility and strong turbulencemade the task difficult. More pressure to stop the fire camewhen frantic technicians advised that the main Rural FireService radio communication and paging transmitters werelocated at the south and east sides of the settlement.

For three hours the fire crews held the fire at the edgeof town supported by the helicopters dropping on hotspots. At the end of the day no homes or communicationsstructures were destroyed. Nightfall brought relief fromthe wind and temperature.

There were other days and other fires and theHelitacks went out each morning returning formaintenance late each afternoon. We worked with a widerange of other aircraft and agencies. Even the FirefighterRappel crews from Victoria became involved at severalremote locations. These specialist firemen rappel into theforests from the Helitacks to fight fires that are situated farfrom vehicular access.

At the height of the firefighting effort, more than 70rotary and fixed-wing firebombers had been deployed andthousands of professional and volunteer firefighters fromall Australian States had turned out. Half a millionhectares (1,235,500 acres) of forest, farmland and somesuburban areas were burnt-out.

CHC Helicopters (Australia) Helitacks worked atfires burning from 150 miles south of Sydney and 100miles to the north for three weeks. We utilised fivedifferent pilots and two engineers. The helicopters flew228 hours in total and dropped hundreds of tons of wateror water and firefighting foam. Apart from scheduled androutine maintenance activities there were no breakdownsor incidents thus demonstrating the skills and abilities ofthe engineering and operational crews on the deployment.

Continued from page 1

When its days at Broomeare done this AS332, left, will be deployed to Baucau, East Timor, as part of a significantnew three-year contractfor Phillips Petroleum.

13

BACK IN SEPTEMBER 1996, CHCAustralia (then Lloyd Helicopters) was successfulin a tender to provide equipment and expertise forCentral Queensland Helicopter Rescue Service(CQRESQ), a community-based helicopteroperator in Mackay QLD, on the east coast ofAustralia, some 1000 kilometres north of Brisbane.

CQRESQ provides Search and Rescue andEmergency Medical Services to the remote areaof central QLD, to a radius of 250 km inlandand 200 km out to sea over the picturesque Great Barrier Reef. The operation runs from the Mackay airport 24 hours per day in often-difficult tropical weather.

During the past five years, 1,400 missionshave been completed, a third of which were atnight, and about 40 of which were successful ship-winch missions at more than 185 km (100 nm)from Mackay out on the reef. The first five yearswere successfully operated with a Bell 206 L3.

In September 2001 CHC Australia wassuccessful in tendering to supply services for five years to CQRESQ with a further five-yearoption. CQRESQ moved on the option to utilizea Bell 407. The wheels of progress began to turn,introducing changes to both CQRESQ andCHC. The 407, a first of type for CHC, with thenew type bringing training issues for both

operations and maintenance. The 407 is an upgrade to the 206L3, providing

extra space and increased payload, mission speedand superb performance in the hot humid andoften high conditions. It is suited to the role and is a ‘stand out’ in this weight class of helicopter.

The Engineering Project Development anddesign team, worked closely with Senior BaseEngineer, David Jibson showed their talent inlateral/millennium thinking by providing aspacious modern medical fit that matches anyintensive care SAR / EMS helicopter in the world.

The VFR Bell 407 crewed by WarrenRittson, Mike Pease, Paul Costa and CraigThomas flies an average 460 hours per year and the pilots all testify to the rewarding nature of the flying. The missions include mixed operations, carrying doctors andparamedics to road accidents, urgent medicalcases at remote rural locations and the beautifulWhitsunday Islands, Inter hospital transfers and day/night search missions throughout thewhole response area.

The helicopter carries role equipment that includes a 300-lb hoist, SX-16 Nitesun, pop out floats, wire strike protection, homer, dualstretcher fit, rear cabin accessible oxygen supply,internal electric suction pump system, oxylogrespirator and syringe pump mountings, Lifepak12 medical monitor/defibrillator/pacing unit,and dimmable medical lighting.

The cockpit has been ergonomicallydesigned for single pilot ops and includes aGarmin GNS 430 (GPS) moving map displaythat reduces pilot workload in poor weather andat night where the pilot often carries the team toremote landing zones and en-route at lowest safealtitudes up to 6,000 ft.

The client has noted that being attached tothe CHC name and professional conduct hasincluded it in the most respected SAR/EMSoperators in Australia.

Craig Thomas

CHC Australia has performed 1,400 missions over the Great Barrier Reef in the last five years, more than a third of them at night.

IN LATE AUGUST, CHC Africa operationsat Oranjemund, Namibia, and Cape Town,South Africa, were reviewed by Shell, earningpraise as the ‘most developed and bestimplemented system seen (by the auditor).’ The audit team was particularly impressed by the strong safety culture, which runs throughoutthe CHC organization. Well done CHC Africa!

The Management Summary of the OperatorVisitor’s report on CHC Helicopters (Africa) by

auditors D. Casson, of Shell Aircraft and A.Olsen, of Norske Shell, follows:

CHC(Africa) was well prepared for the auditboth in Cape Town , South Africa andOranjemund in Namibia. All areas of the companywere made open to the auditors and the majority of senior staff were also available during the visit.

CHC (Africa) has progressed well since theprevious visit, making a number of major changes,predominantly in gaining ISO 9002 accreditation,

their decision to equip all large helicopters withHUMS, and the development and implementationof the Safety Management System (SMS) and Safety Case (SC).

A strong safety culture runs throughout thecompany and the SMS is the most developed andbest implemented system seen by this Advisor. CHC (Africa) stand out as one of the best in class helicopter companies currently contracted toShell companies worldwide.

14WELCOME ABOARDCHC Scotia: Aberdeen: Stewart Newton, 1 Oct., Mechanic;Claire Oliver, 1 Oct., Mechanic; Brita Lundstam,8 Oct., Pilot; Andrew Thom, 10 Oct., Pilot;Tristan Smith, 15 Oct., Pilot; Claire McGhee, 17 Oct., Human Resources Officer; RobertPower, 22 Oct., Pilot; Paula Willox, 22 Oct.,Base Maintenance Planner; Glen Woolston, 22 Oct., Pilot; Alan Fowler, 29 Oct., GroundSupport Worker; Brian King, 29 Oct., GroundSupport Worker; Roy Middleton, 29 Oct.,Assistant Accountant; Cara Steele, 29 Oct.,Technical Records Clerk; James Thomson, 29 Oct., Ground Support Worker; Peter Wallis, 1 Nov. 2001, Purchasing Officer; Cheah, BuanTiam, 15 Nov.; Certifying Technician; Angela,Reid, 19 Nov., Human Resources Manager;North Denes: Bridget Garrod, 5 Oct., DataInputer; Paul, Wheate, 17 Nov., Ground Support Worker; Humberside: David Bourne, 5 Nov. 2001, S76 Co Pilot; Sandra, Greenwood, 1 Oct., Traffic Officer.

CHC Helikopter Service:Stavanger: Elisabeth D. Hope, Receptionist; Nils Stavenes, Technical Instructor (from Astec);Per Sigeholt, Co-pilot; Claus Tjalve, Co-pilot;Jone Lyster, Senior Controller; Ann-ElinKarlsson, Operations Co-ordinator; Olav Bjerkås, Quality Adviser (from Astec); Kjell Inge Jåsund, Technician (from Astec); JensMorten Mørland and; Stian Kyllingstad, both skilled workers from Astec;Bergen: Terje Laukland, Co-pilot; FrankHaugland, Co-pilot; Henrik Norberg, Co-pilot;Stig O. Dørum, Co-pilot; Kristiansund: Bernt E.Torgerhagen, Co-pilot.

Astec Helicopter Services: Signe Langeland,Technical Record Keeper; Gunnar AndreasJansson, Apprentice; Morten Bremseth, SkilledWorker Engine Workshop; Torbjørn Refsnes,Skilled Worker Machining Workshop; Ole JakobJohansen, Engineer Avionics Workshop; Jan EgilLarsen, Purchaser (acting); Siri L. Egeland,Planning Assistant; Torunn Swisher, ContractsResponsible; Kennes Hovelsen, Skilled Worker,Base Maintenance; Ronny Lie, Skilled Worker,Base Maintenance; Hans Olav Pedersen, SkilledWorker Dynamics Workshop; Alv HaraldVistnes, Semiskilled Worker Interior Workshop;Rune Nedrebø, Semiskilled Worker SafetyEquipment Workshop.

CHC Helicopters International: Blain Forman,Pilot; Robert Dyck, Pilot; John Carson, Pilot;Jeremy Hart, Pilot; Shawn Cruickshank, Pilot;Bryan Lapeer, Pilot; Robert Moore, AvionicsTechnician; Brian Mulqueen, Pilot; Jason

Weyling, Pilot; John Zeid, Pilot; Patrick Banna,Engineer; Warren Strome, Engineer; Jamie PMadeley, Engineer; Glen Burritt, Stores Counter Clerk; Kathy Lalonde, OperationsAssistant; Sara Zavgorodny, Accounts PayableClerk; Elaine Barausse, Logistics Assistant.

CHC Helicopters (Australia): Rodney Johnson,Avionics LAME joins a hive of AS365 N3refurbishment activities underway at TheVictorian Police Air Wing facility in EssendonVictoria; Paul Costa, Barry Costa’s lad, joinsCHC as EMS Captain Mackay Paul brings extra night flying experience to the operation; Sue Jones has agreed to take on the challengingroll of Engineering Assistant at Greenhill Road,welcome aboard Sue; Glen Holland joined theGippsland engineering resources to tour duringthe fire season on fire bombing contracts; andwelcome back to our old friend VH–LHL, ne C- GSQM, the Bell 212 which has come back toour shores for another busy fire fighting season.

CHC Helicopters (Africa): Daniel Fihlani;Manfred Vietze; Jodie Brophy; Sven Hilland.

CHC Corporate: Craig C. Dobbin, Vice-President;David D. Dobbin, Vice-President; TammySheppard, Human Resources Specialist; andAnnav Williams, Human Resources Specialist.

MARRIAGES, ENGAGEMENTSCHC Scotia: Annie Hurley (Logistics Assistant)married to Jim Gallacher on Saturday, 6th Oct.

CHC Helicopters International: Congratulations to Rod Legassick (Halifax Base Manager), whomarried Judith Shedden on Nov. 24; and to SusanTrueman (Executive Assistant to Christine Baird)who married Darcy McAlpine on Dec. 15. CHC Helicopters (Australia): Andrew MottramAircrewman East Sale and Sara Cook announced‘they’re engaged!’ Another CHC match ShaunCatlin Logistics Manager and Maretta HaugenClerical Assistant surprised us all with theannouncement to marry in February.

BIRTHSCHC Scotia: Jocelyn (Commercial Manager) and Richard Peace a baby boy – Euan on 23rd

Oct.; Malcolm (Ramp Supervisor) and SharonWallace a baby boy – Callum on 13th Nov. CHC Helikopter Service: Congratulations toAnne Karin Bohne on the birth of her daughteron 6 Oct.; and to Robert Wikerøy on the birth of a son 21 Nov.

Astec Helicopter Services: Congratulations to Hans-Olav Pedersen on the birth of a daughter on 5 Nov.

CHC Corporate: Congratulations to KelleyButton (Executive Assistant) and David, on the birth their first child, a girl, Meghan Jennifer;and to Karen Gosse (Assistant Corp. Controller)and Brian on the birth of their first child, a boy, Zachary.

CHC Helicopters (Africa): a baby girl, Reese, wasborn to Warren & Sandy Delport on 5 Dec.

CHC Composites: Congratulations to Sherri(Composite Technician) and Bradley Stucklesson the birth of their daughter, Heidi Rose, who made her grand entrance at 5:58 p.m. onDec. 4, 2001. An early Christmas gift the wholefamily can enjoy. Congratulations also to Peter(Director of Engineering) and Lindsey Rayneron the birth of their daughter, Sophie Elizabeth,on October 30, 2001 and to Jody (CompositeTechnician) and Patricia Francis on the birth of their daughter, Jayna on August 10, 2001.

PROMOTIONS/CHANGESCHC Scotia: Paula McKenzie – TerminalSupervisor, Aberdeen

CHC Helikopter Service: CHC HS: RitaZandstra, Customer Co-ordinator Stavanger;Roger Eliassen, Key Account Manager; KarlStabell, Offshore Technician; Rune Nødtvedt,Operations Co-ordinator Bergen.

Astec Helicopter Services: Mette Austerheim,Clerical Assistant Engineering Dept., Gro MetteTorgersen, Manager Technical Records, ØysteinJonassen, Senior Planning Engineer FleetManagement, Alf Herman Hermansen, AssetController, Kjell Kvitvær, Stockroom Clerk, Åse Mari Fidtje, Secretary Technical Library,Henning Danielsen, Purchaser, Arne Jacobsen,Quality Engineer.

CHC Helicopters (Australia): Sarah Kelly – TheTechnical Library at Greenhill Road is now underthe careful eye of Sarah Kelly. Your colleagues allwish you warm welcome and heartycongratulations on your appointment to theposition; David Dixon – Promoted to FirstOfficer taking up a country residency to operateon CHC’s RAAF SAR contract at East Sale.

Susan Trueman and Darcy McAlpine tied the knot Dec. 15.

People

15

People

CONGRATULATIONSCHC Helicopters (Australia): Sara Rees –Congratulations Sara on your Graduation,Batchelor of Arts in Accountancy. To accomplish a high level of learning whilemaintaining the responsibilities of full timeemployment, coupled with family duties isadmired and appreciated by your friends andcolleges. Sara received rowdy cheers fromhusband Arthur and three sons Jaime, Shane and Ashley as she was presented with her degree. ‘Good on ya Mum.’

RETIREDCHC Scotia: Peter Hall, 2 Oct. Pilot, Aberdeenafter 3 years service

CHC Helikopter Service: Tor Nysæter, Co-pilot;Tor Anderssen, Captain; Johan Runung,Captain; Geir Moen, Captain; David Price,Captain; Jo Fredrik Sundli, OffshoreTechnician.

Astec Helicopter Services: Jan Wallmark, Skilledworker, Ingar Vigrestad, Skilled worker, JoneTednes, Skilled worker, Stian Johansen, Skilledworker, Terje Lange, Skilled worker, OlavBjerkaas, Quality Engineer.

CHC Helicopters International: Shive’ Zmaeff,Purchaser, following 21 years of service to thecompany.

AWARDSCHC Helikopter Service: 35 Years: GunnsteinSønnesyn, Line Maint. Planner30 Years: Terje Kristoffersen, Technician; Per O.Bergmann, Logistics & Lease Mgr.25 Years: Tor Alvsåker, Technician; Finn HaraldBerg, Captain Sigvald Dale, Technician; OlavFeidje, Technician; Jahn S. Fjellhaug,Technician; Hans J. Gaarder,., Captain; PerGram, Captain; Åse Høeg, Secretary; IngeJohannessen, Buildings & Plant Mgr.; BjørnKleiven, Technician; Helge Klever, Technician;Erik Larsen, Admin. Manager; Johan Larsen,A.,Line Maint. Supervisor; Vidar Mjelde, ShiftSupervisor; Torleiv Mundal, Technician; TerjeOlsen, Planner; Sven Reidar Pedersen, ShiftSupervisor; Hans Samdal, Technician; HaraldSekkelsten, Technical Instructor; ArneSkoglund, Technician; Gunleiv Steinnes,Technician; Rune Svarstad, Technician; JoneTednes, Technician; Rune F Thoresen,Technician; Harald Thunheim, Technician;Vidar Vetnes, Technician; Ingar Vigrestad,Technician; Nils Vikse, Technician; Jostein Voll, Technician;

Astec Helicopter Services: 25 Years: Arne Harald

Andersen, Avionics Supervisor; Bjørn P.Bjørnsen, Engineer; Brynjar Torgrimsen,Technician; Egil Tønnessen, Senior Purchaser;Günther Iversen , Design Engineer; HardaSoma, Caterer; Inès Miele, Librarian; IngvarEspedal, Engineer; Jan E. Bjørvig, TeamSupervisor; Jan Ivar Jakobsen, Technician; JohnKåre Pedersen, Support Manager; KristenNielsen, Technician; Lars E. Hjertaas, BusinessManager; Nils Nygård, Power Plant Engineer;Roar Høgmoe, Inspector/Technician; SteinarTjelta, Stores Expeditor; Steinar Vestrheim,Technician; Synnøve Haug, Support Manager;Terje Nesse, Technician; Tor S. Joensen,Technician; Torbjørn Ødegård, EquipmentSupervisor; Thore Thorstensen, Technician;Trygve Fjågesund, Technician; Øyvind Østebø,Production Technician; Øystein Jonassen,Senior Planning Engineer.

CHC Helicopters International: 35 Years:Dave O’Neill; Mark Valpy.15 Years: Jeff Ellis; Michael Cox; Gabby Ospina;Norm Robichaud; Yvon Collin; Sean Brake.

10 Years: Vincent Burt; Stephen Laidler;5 Years: Peter Mason; Richard Voss; SimonAmes; Mike Lycett; Tony Hall; Brian Walker;Bob Garnhum; Dale Fleming; Tracy Tyndall;Jeremy Wilks; Phillipe Michea;

CHC Helicopters (Australia):10 years: Rowan Dennison has been a part ofthe team for 10 years. His first four years werespent in Thailand as Senior Base Engineer. He returned to Victoria to fill the position asSenior Base Engineer at the Victorian PoliceAirwing. He is currently at Essendon fulfillingthe role as The Safety and Systems Engineer.

CHC Helicopters (Africa):30 Years: Gavin Spreadbury; 25 Years: Sidney Wentzel; Kobus Nel; GarrethSteenkamp; Ghoosain Abrahams; Vivian Fillies.20 years: Clive Bartmann; Theo September;Koos Abrahams; Tommie Visagie; StevenLightbourne; Jannie Janson; Ronnie Botha;Shaun van Wyk; Brian Accom; Reg Edwards;Joe Abrahams; Garry Whittal; Mark Aitcheson;Linda Isaacs.15 years: Avril Francis; Roger Watt; Ken Whittal.10 years: Lesley Jones; Elrich Fisher; JaneKunene; Rupert Niehaus; Laureen Booysen;Sharon Bouwers; Dimmie de Milander; ErnstBardman; Shanaaz Jaffer; Melanie Elepen;Andrew Mauritz; Henry Cornelius.

CHC Corporate:15 years: Rick Green; 10 years: DuaneClarke, Linda Grenning, Linda Martin.

A Newfoundland theatre grouphas taken one of the province’smost critically acclaimed plays to Ireland, with a little help fromCHC Helicopter Corporation. CHC was a key sponsor of the“West Moon to Ireland” project – the production of this beautifulplay throughout Ireland.

The play was written by Al Pittman, an author who madeexceptional contributions toNewfoundland before his deathjust three months before thesuccessful Oct. 29-Nov. 12 Irishtour. West Moon features a host of departed souls who assemble toweep at their abandonment by theliving and discuss government’sforced de-settlement of ruralNewfoundland in the 1960s.

The West Moon to Ireland projectwas conceived by Producer PaddyMonahan, who worked withProject Manager Rex Brown to"give Newfoundland theatre some exposure in Ireland."

West Moon was chosen in partbecause of its artistic integrity,Brown said, but also because the issue of rural de-settlement is equally important in Ireland.

The troupe was enormouslywell-received, Brown said. "The high point for us was a sell-out in Dublin."

So similar are Newfoundland and Irish accents and turns ofphrase, that members of theaudience often asked why New Moon was performed in an Irish accent.

Brown said one of the biggestbackers of the production wasCHC Senior Vice-President andCorporate Secretary Noel Clarke,who along with VP CorporateAffairs Candace Moaklerorganized a fundraising dinner at the residence of CHC ChairmanCraig Dobbin which raised$15,000 for the project. Variousgovernment arts funding bodiesalso made major contributions.Ireland’s John Kelly, a member of CHC’s Board of Directors, wasvery supportive and attended the performance in Dublin.

The play received favourablereviews throughout Ireland.

CHC Scotia

Karen MacConnell Executive Assistant

44-1-224-846002 kmacconnell@scotia-chc.com

CHC HelicoptersInternational

Susan TruemanExecutive Assistant

1-604-232-7353strueman@intl.chc.ca

Astec HelicopterServicesEidi T. Husebø

Executive Assistant

47 51 94 18 16ehusebo@hesgrp.com

CHCComposites

Marie White Director of Administration

1-709-651-5702mwhite@chccomposites.com

Corporate Office

Chris FlanaganDirector of Communications

1-709-570-0749cflanagan@stjohns.chc.ca

CHC Helicopters(Africa)

Lorna van der HovenExecutive Assistant

27 21 934 0560lorna@cti.chcafrica.com

CHC Helicopters(Australia)

Loris TomkinsonQuality & Engineering Officer

61 8 8372 7728lorist@chcaustralia.com

CHC HelikopterService

Johan PetersenInformation and P.R. Manager

47 51 94 1820jpeterse@hesgrp.com

Rotortales is a publication of CHC Helicopter Corporation. We welcome submissions, story ideas and letters. For questions, comments or concerns please contact: CHC Helicopter Corporation’s Director ofCommunications, Chris Flanagan by telephone at 709-570-0749, or by email at cflanagan@stjohns.chc.ca, or forward correspondence to Hangar No. 1, St. John’s Airport, P.O. Box 5188, St. Johns, NewfoundlandA1C 5V5. For more information on the company, visit the CHC website at www.chc.ca. Rotortales is designed and produced by CCL Milestone, 709-739-9995 or msmith.ccl@cclgroup.ca

16

CHC’S 2002 CALENDAR featuresdramatic photography from CHC operationsaround the world, and includes the work of someof the best aerial photographers anywhere.

The Thailand shots, such as the Januarysequence, were taken by Pacific Rotors Magazinepublisher, writer and photographer Neville Dawson,who dropped in to do a story on the CHCInternational base at Songkhla and created someamazing images of the S-61 and S-67 in formation.

Canada’s premier aerial photographer, MikeReyno, editor at large with Helicopters, Canada’sNational Helicopter Magazine, captured severalstunning images of S-61s off Halifax, Nova Scotia.

Danish photographer Nicholas Albertus, tookmost of the North Sea images in the calendar. Asoften happens in the North Sea, the fog rolled inmid-way through the job, and Albertus was forcedto wait on the sidelines for several days for anopportunity to get shots from the air.

The February image of an S-76 and theRoulettes (Australia’s Air Force aerobatic team)

was taken by Katrina Johnson, aphotographer with the RAAF based at East Sale and the East Timorshots were taken by Mark Ogden, a Freelance Journalist and accidentinvestigator for the Australian Transport Safety Bureau.

Many thanks to South Africannewspaper photojournalists, militarycrewmen, and CHC employees whotook shots of the massive waves battering the Cape Coast last year.

Finally, the greatest thanks goes outto CHC employees and customers whomade the images possible – and in somecases took the photographs themselves.

The calendar has proven quite popular so that despite a record printing, all have been snapped up. Many of the images are available digitally, however. Please e-mail cflanagan@stjohns.chc.cafor details. Thanks again – Ed.

Neville Dawson

Katrina Johnson

Nicholas Albertus

Mike Reyno