Volume 8, Number 1

CHC Helicopter Corporation

CHC Bell 212s on the tarmac in Baghdad.

By Brian Arsenault

ON DECEMBER 12, we received the official award to transport weapons inspectors around Iraq for the United Nations. I knew at that moment that we would be working around the clock for the next 13 days. Our biggest challenge was to organize the mobilization of the four Bell 212 helicopters, which were located in Thailand, South Africa and Vancouver. The engineers had the toughest assignment, and they carried it out flawlessly.

Two helicopters, based in Vancouver, were nearing completion of their major refurbishments and 3000hour maintenance inspections. Engineers worked double shifts to have all inspections and test flights completed so the last of the training could be completed before disassembly for transport to Baghdad. On Dec. 21 these aircraft departed YVR on board two transport trucks, headed for Calgary, Alberta, on the other side of the Rocky Mountains. In Calgary, they were loaded on a 747 Freighter bound for Luxembourg. On Dec 27 the helicopters were loaded onto trucks bound for Vatry, France. When youre working for the UN particularly the

UN in Iraq everybody knows about it, and without any prompting, the French Military called to ask about the transfer through their country. They just wanted to know if they could be of any help. The next day the aircraft were loaded onto an Ilyushin IL76 Russian Transport, which departed for Baghdad. From the time the aircraft left Vancouver until their arrival in Vatry the were under the supervision of Ross Chamberlain and John Leblanc. The IL76 arrived on Dec 29 to the waiting arms of our crews in Baghdad. On New Years Day both aircraft were serviceable and ready for UN tasking. The Thailand Bell 212 required painting and last minute maintenance, which was headed up by Mark Christie. On Dec 18 the aircraft was ferried to Bangkok from U-Tapao (the Thai Navy Base). On Christmas Day, Mark arrived in Abu Dhabi with the helicopter, which was then transloaded onto a truck bound for Dubai. The next day the helicopter was dropped off at the Panalpina holding area to wait for the South African 212. The fourth machine, based in Cape Town, underwent a 3000-hour inspection, was reassembled, and acquired
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CHC AUSTRALIA SOUTHCARE pilot Mike Toms and Aircrewman Euan McKenzie were returning for more water to battle fires in Namadgi National Park near Canberra Jan. 13 when they noticed something was amiss. The team had been bucketing water in the Bell 412 since about 6:30 a.m., shadowing a helicopter pilot from another firm, Duncan Patrick.

Euan McKenzie races against time to rescue pilot.

Around lunchtime, Mike wondered aloud: Wheres Firebird 218? He was referring to Duncan Patricks Bell Jet Ranger, and a turn around a bend at Bendora Dam revealed the awful truth. The Jet Ranger was upturned in the reservoir, weighed down by the engine in its roof, and sinking. There was no sign of the pilot. Its quite a scary thing to see, in a sense, that he had been doing exactly what we had been doing. Euan said. Then it was just, OK, lets get him out. And we went ahead without hesitation. Mike hovered about six meters above the stricken craft as Euan jumped. He dived down into the black water and saw that the helicopter door was off and the pilot was unconscious and still buckled upside down in his seat. Under normal circumstances, Euans job is to remain in the aircraft and operate the rescue systems, while two Southcare paramedics tend to victims.

3 5 6

Airlifting Helicopters

Teaching an old dog

Keepers of the Light

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January April 2003

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

WITH OUR CHC AFRICA crew in Antarctica this January, we were once again working on all seven continents. Our team of 2,500 professionals is so spread out, that I havent had the opportunity to meet everyone at least not yet. However, I am hearing reports from all corners of the world on the tremendous professionalism and skill demonstrated by our employees. Most recently, on Jan. 28, our S-61 Coastguard rescue crew in Shannon, Ireland, flew through 70 mph winds, and saved the life of a seriously injured seaman despite 30-foot waves and the onset of darkness. Winchman Neville Murphy carefully brought the victim to safety. I understand that Coastguard Brass have commended the crew for a fantastic job in atrocious weather. Thats praise well-earned, and I offer my congratulations to Neville,

along with winch operator Eamonn Burns, and Captains Robert Goodbody and Tony OMahoney for one heck of a rescue. On the other side of the world, our Australian Southcare crew made headlines in most of the countrys newspapers, when they came to the aid of an another pilot, whose small machine had crashed in water. CHC Crewman Euan McKenzie jumped from our Bell 412, dove underwater, and cut free the trapped pilot. The pilot owes his life to Euans skill and quick thinking, and to the expert training CHC Australia provides its emergency crews. Most of us carry out our tasks under slightly less dramatic conditions. But its the same professionalism and dedication behind the scenes that allows CHC to remain the world leader and will allow us to stay on top as market conditions change. Its been brought to my attention that one man behind the scenes in Australia has worked through 20 years of change with one consistent objective: to succeed. Graham Brown, CHC Australias Expediter, is a man to whom failure is simply not an option, and he gets the nod as this issues CHC Champion. Hes described as a sparkling wit within CHC Australia who everybody knows and loves.

Grahams unique skills mean: He gets equipment to the right place, on time and at the right price. He can find anything lost in a freight handlers warehouse. Nightmare customs regulations, shipping invoices, commercial invoices and dangerous goods requirements are no problem. Graham is known to be totally relaxed while under pressure. Im told that over the years, urgent calls for help and aircraft out of service would never bother Graham, regardless of the time or place. Thailand, India, Adelaide, Williamtown, East Sale, wherever the problem, Graham would just fix it. Graham manages the flow of equipment, spares, and complete aircraft to Australias 14 widespread bases, and across the sea to East Timor and beyond. Grahams three children Corey, Tyson (now a CHC LAE) and Kelly have followed in their fathers footsteps in the aviation industry and his devoted wife Monica has been called upon to be patient more than once while her husband attends urgent AOG matters. CHC Australias engineers, flight crews and support staff all perform their tasks more effectively knowing Graham Brown is taking care of business behind the scenes. Well done Brownie, and keep up the good work.

Sylvain Allard President

CHC HAS PERFORMED extremely well over the past two years. But rather than look back, Id like to examine the opportunities and challenges I see ahead of us, and the fundamentals which provide the strength of the CHC group. In December, we were disappointed to learn that we will lose the BP crew contact Aug. 1, 2004. Our CHC Scotia team worked very hard on this project, and every effort was made to retain this contract, at reasonable margins. However, the entrance of a third player in the North Sea market underscores the necessity of remaining competitive. We cannot be complacent. We have won a significant long-term contract renewal with BP in the southern North Sea, proving that CHC can, and will offer the best customer value in the region. This is particularly important with the ongoing

fragmentation of the market in the North Sea, and the introduction of smaller offshore players. As you know, BP has announced the sale of various assets, and other majors are considering further divestment. New operators such as Apache are very focused on value. I believe this change in the marketplace will translate into opportunities for those service companies which can adapt. We can, and must do so, by providing greater cost efficiencies, continued focus on excellent customer service, and greater flexibility. CHC has clearly demonstrated its leadership in meeting these challenges. Our consolidation efforts in Europe, introduction of a common software system, and the creation of Astec UK are all positive steps in our effort to continue to be the No. 1 service provider in the region. On the deepwater side, recent research confirms the worlds deepwater markets will demonstrate significant growth over the next several years. The World Deepwater Report recently released by energy consultants DouglasWestwood indicates that there are more than 140 deepwater field developments listed for development over the next five years. This is

more than double the number of deepwater fields brought onstream in the last five years. CHC remains committed to acquiring and operating the most advanced fleet of helicopters necessary to meet our customers deepwater needs. We have not revised our Eurocopter deliveries of up to six Super Puma MKIIs and two EC 225s through to 2005, although we do have some flexibility in delivery dates in order to ensure we access the aircraft when new contracts dictate. We are currently evaluating the Sikorsky S-92 to determine if it better meets the requirements of our customers. The entrance of this new aircraft, and its proclaimed lower operating costs, will hopefully encourage Eurocopter to become more competitive, which is good for business. CHCs greatest strength is its ability to take advantage of shifts in emerging markets. By leveraging the skills of our divisions, which are strategically located worldwide, and sharing resources to reduce costs, we will continue to be a world leader. I commend you all for your efforts in meeting the challenges of our changing marketplace, and look forward to continued improvement and continued growth throughout the CHC group.

The massive Ilyushin IL-76, operated by Volare Airlines, awaits the loading of two aircraft at CHC's base in Stavanger, Norway. Top left: Bell 212 enters the belly of the IL-76. Top right: Volare crewmen operate the IL-76's loading winches as the Super Puma is lifted gently off the trailer. CHC HS engineer Torbjrn Frafjord, left, who went with the aircraft to Darwin, is seen here explaining the finer points of aircraft loading to Astec's Einar Tunge.

ACTING AS A STAGING post for CHC International and CHC Australia, Astec Helicopter Services organised the transportation of two CHC aircraft to Darwin, Australia, on 7 November, 2002 a Bell 212 and a Super Puma. Both went into the big belly of an Ilyushin IL-76 operated by Volare Airlines of the Ukraine, and were destined for East Timor and Western Australia. The Forwarding Department of Astec Helicopter Services has been an international public freight forwarder, air freight agent and approved customs broker since 1970. The first airlift it organised, under the name of Helikopter Service, consisted of two Bell 204s to Columbia in 1968, followed by two Bell 47s to Muscat, Oman for oil exploration support. The same Forwarding Department later introduced a world-wide roll-on, roll-off and takeoff concept, used to move helicopters between harbours all over the world. Their experience in this field was utilised in, for example, moving three Sikorsky S-61N helicopters from Stavanger to Brazil, for lease to Brazilian operator Aeroleo, flying for Petrobras in the early 1990s. The departments airlift experience includes the transportation of two Super Pumas in a single IL-76 to Vietnam and Australia in 1993. In total, they have been responsible for moving more than 100 helicopters around the world by sea and air through the years.

Teamwork The Canadian-registered Bell 212, C-GOKX, flew up from Bosnia where it had operated in support of UN relief work out of Sarajevo, arriving via Nuremberg. (See Healing a Nation in Rotortales Vol. 7 No. 2.) Destined for UN work in Dili, E. Timor, the aircraft would normally have been operated by Australian crews, who have been in E. Timor continuously since May, 1999. But with the busy Australian summer firefighting season ahead, CHC Australia M.D. Ian McBeath invited the International crews to work alongside the Australian crews for a few months in order to provide the best possible service to the customer. The Super Puma was a CHC Scotia AS 332L G-BKZH flown across the North Sea to Stavanger from Aberdeen. Configured for offshore oil and gas support, the Super Puma is now on contract in Broome, WA, for BHP Biliton. Three CHC International engineers, four CHC Scotia engineers and two CHC Helikopter Service engineers assisted in the preparation of the aircraft for the airlift and in the loading of the helicopters into the IL-76. The Loading Operation The Bell 212 minus rotors and pylon went in first. The Super Puma was taken on board complete except for its rotors. Stowed alongside

the aircraft in the IL-76 were the dismantled rotor components, spares and miscellaneous equipment. As the photos show, there was no shortage of helping hands during the loading of the aircraft. Motorised loading assistance was provided by Scandinavian Airlines ground handlers, with the Volare aircrew and an international mix of CHC engineers participating enthusiastically. The heavy SAS tractor and platform trailer moved the two helicopters cautiously into position behind the ramp of the Ilyushin, where the transport aircrafts heavy winches took over to bring the helicopters into their final positions for the airlift. To Darwin on schedule The Ilyushin departed Stavanger in the late afternoon of 7 November, on completion of the loading operation. The heavy aircraft reached Darwin as scheduled in the early morning of 9 November, having stopped for crew rest and refuelling at Masqat and Singapore. All local customs clearance and other paper work was handled by Astecs forwarders, who also organised the necessary handling assistance at Stavangers Sola Airport. They want to thank everyone involved in the operation for a job well done and to wish CHC Australia and CHC International good luck with the operations.
Johan Petersen

Astec Helicopter Services

Koh Ta-Ru Tau Island, Thailand.

CHC INTERNATIONAL and partner Thai Aviation Services made their prime-time TV debut on episode 10 of the popular reality show Survivor Thailand. Pilots Khun Sura Chaisatra and Ted Gep were privileged enough to be asked to work on a project for the CBS television network. The event took place on an interesting little island on the West Coast of Thailand, the Andaman Sea side. Its a place called Koh Ta-Ru Tau Island, the largest of 51 islands making up the Tarutao National Park. This tropical island was the place called home by the 16 Survivor Castaways for 39 days. Best known for having been a prison camp in 1938, it is also famous for its exotic wildlife. On any given day you could

cross paths with a wild buffalo, snakes such as the python and venomous king cobra, or be surrounded by thousands of malaria-carrying mosquitoes. Nonetheless, this was the location for an incredible once-in-a-lifetime experience for a few of our pilots. Prior to the filming of this 4th Survivor series, CHC and TAS were called upon to help CBS scout the islands of Thailand for the perfect location to set up the two camps of Chuay Gahn and Sook Jai. For the half dozen pilots involved in this scouting mission, it was an opportunity to explore areas of Thailand they may otherwise never have seen. Pilot Ted Gep writes: The tranquil serenity of the little known spot is ideal for the supposed deserted island paradise setting of the Survivor series. Our job was to provide transportation for the winners of the Knock-Out Challenge, to a secret location (the mainland) for their prize: a helicopter ride, elephant trek through the jungle and a Thai feast. The lucky winner was Brian Heidik of Quartz Hill, CA and his guest, Clay Jordan of Monroe, LA. Although our pilots interview was edited from the show, we were able to see the sleek

red, white and blue helicopter land on the beach to pick up the winners and take them on an incredible journey. Among the spectacular sights were the mushroom-shaped islands of Tarutao, including Krabbie, Phuket and Phi Phi Island (where the 00 movie The Beach was filmed). But until the show had been aired, Ted could tell no one: The minute we showed up, it was made clear to us that all contractual employees are required to sign a $6 million bond of secrecy. In other words, since the show is taped some months in advance, everyone that was involved in the filming would be privy to the sequence of events that took place. Thus, one could partake in gambling and of course ruin the surprise of the outcome of who won what and when. Who knew? It was an enjoyable job and pleasant change from the everyday routine of flying out of Songkhla. Although TAS and CHC will be remembered for their famous challenge flight, they also were involved behind the scenes throughout the duration of the show. TAS was called upon to fly the directors and producers to and from the island on numerous occasions. Though unlikely that we will be offered a re-occurring role on the Survivor series, it was an endeavor unlike any other and we are proud that our distinguished helicopter was able to enjoy its 15 minutes of fame.

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its Canadian registration by the end of the day on December 24. On December 28, run ups and test flights were carried out. The 212 was then disassembled for shipping and ready to go on January 3. But at the last minute, for reasons never explained, our chartered IL76 was denied landing rights in South Africa. We then arranged another IL76 based in South Africa to take the 212 to Mombasa, where it would meet the first IL76 and take the crew and 212. But again, minutes before departure from Mombasa, landing rights were refused in Sharjah by the Sharjah Military. Fortunately, I was able to reach a UN official in Vermont (enjoying his holidays), who happened to have UN Baghdad letterhead on his laptop, and he faxed a letter to the Sharjah
Bell 212s in Vancouver.

Military and Government officials to get things moving. On January 5 the IL76 departed Mombasa for Sharjah. The Thai and South African helicopter arrived in Baghdad on January 6. The crew that made this happen was Mike Roberts, Robert Toma, Chris Brownell and Chris Moore, with a helping hand from the engineering staff at CHC Africa. Base Manager Capt. Chris Hodson reported that two aircraft made their first flights on Jan 7, sweeping across Iraqs western desert. The mission went off perfectly and the UN folks were happy they didnt have to travel by jeep. The 8 pilots and 6 engineers are based at the Rimal Hotel in Baghdad and report that everything is on track and, by the way, the food is good and plentiful (although several of the guys came down with Baghdad belly). Theyve described their Iraqi

hosts as overly friendly and helpful. A typical day involves a fleet of eight helicopters taking off in formation from Baghdad, so its quite a site. We are going to use the helicopters for a variety of operations. Transportation is one, aerial inspections, aerial monitoring and possibly in conjunction with a land-based inspection, UN spokesman Hiro Ukei told a press briefing in Baghdad. A special thanks has to go out to all the engineers and the maintenance support staff who worked long and hard to make this all come together. Its dedication and professionalism like this that leaves no doubt in my mind that when called upon, I know we can make deadlines like this one, and new ones in the future. A special thanks also goes out to Juerg Boschung and Bea Braun at Panalpina for making sure all carriers were on time and within budget.

CHC Helicopters International

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But to ensure the helicopter could carry as much water as possible in its bucket, Southcare was operating with a crew of two. Its certainly not my job to jump into the water and dive into a submerged helicopter but, that in mind, I certainly have experience as a rescue crewman and I was quite comfortable with what we were doing. After diving under, Euan managed to get the pilot out of his safety harness and to the surface, and then tried to balance on the upturned helicopter as he gave him mouth-to-mouth resuscitation. I got about 20 breaths in and the helicopter sank, he said. Euan inflated a life jacket and started to move slowly towards the shore carrying the dead weight of the pilot who remained blacked out and heavy with sodden clothes. It was hard work and my life jacket was not supporting me very well, he said. Assistance then arrived when Canberra Chief Minister Jon Stanhope and Bushfire and Emergency Services Director Peter Lucas Smith swam out to help bring the pilot to shore. Euan said he would have made it to shore had the pair not been there but it would have taken a lot longer. The two senior officials had been observing in another helicopter, and landed at the shore when they saw there was trouble. Euan and Peter Lucas Smith then worked to revive the victim on shore. We did that for about 25 minutes and then he spontaneously started breathing again, Euan said. A third pilot, Matt OBrien, a workmate of the stricken pilot was also a strong source of support, Euan said. He was a good, calm influence and just kept talking to the pilot, even though he was unconscious, just saying Keep breathing mate, keep breathing mate. Patrick Duncan regained consciousness Jan. 21 after being in a coma for more than a week, and is said to be making a strong recovery. It turns out that Euan, who has been involved in rescue work in Queensland for 10 years, once worked as a lifeguard at Noosa, where Patrick Duncan lives. Its a very rewarding job. Its something where you can get out of bed in the morning and not know what to expect, said Euan. The five-year CHC veteran was back on deck fighting the fires at 8 a.m. the next day. one was reported to be carrying a cricket bat. Too late for the Ashes Series but maybe we can fix him up with the Darwin School boy elevens. If hes good enough he might even make twelfth man. Cliff (10 men) Shute, Senior Base Engineer and his team have battled the hot and sticky wet season to bring this machine together. After being out in the cold for 20 years this little babys not going to need a jump start. A southern hemisphere compass swing and it will be ready for a tour in tropical Broome. Beautiful one day, perfect the next. For the new English crew it will be Pearls and Oysters instead of North Sea cod and chips. Dream on boys! Theres a lot of hard work yet to be done. With the transformation complete and looking resplendent, we dont care what vintage you send us. As they say, The old ones are the best and this dog has few tricks left in her yet.

Southcare rescue photos appeared in newspapers across Australia, including in the Adelaide Advertiser, above.

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FOLLOWING A RE-SHUFFLE of Super Pumas earlier in the year, CHC Australia parted company with its pride of the fleet and gained a 20 year-old veteran of the North Sea. Congratulations to CHI on a deal resulting in the internal company swap. We are grateful to Scotia for the replacement machine and rest assured we will put it to good use. Do you remember Ashley Strauss? He is the Tom Cruise look-alike who had to put the last Super Puma together. Well as luck would have it, he drew the short straw yet again. As Project Co-ordinator, Ashley faced another challenge. Certificate of Airworthiness, usual avionics gismos, sorry Im told these are essential gismos. New interior trim, mini refurbish and wait for it external sponson fuel tanks! Never seen or fitted by us before. Luckily for us we picked up some tanks from Scotia and International some time ago thinking the packing crates were more valuable than the contents. After a lot of heartache and a fair bit of jiggery pokery by Syd Harbour and Peter Kluzek they managed to fit the tanks in roughly the right place. Fuel contents

indication was a challenge as the Pomms use some funny liquid measurements. The contents gauge was reading Hogshead of Claret. But you cant fool us down-under. Chris Schrapel (King of the Cone Heads, thats Avionics Manager to the uninformed) managed to find a conversion chart to kgs. With our own internal tank, external sponson tanks and full fuel we wont need an Ilyusion to ferry this machine. With the pilots up front, and a Vegemite sandwich or two we can point them in the right direction and wave bye bye. With Chris new Flight Track we can even keep an eye on them if they get lost. Talking of Pomms, weve also had an influx of pilots from the Motherland. Its just a rumour but

VH-LHK before ... and after

CHC Helicopters (Australia)

By Jay Gates Senior Operations Controller

ONE OF THE MORE INTERESTING aspects of working for CHC Africa is the operational diversity that is required in this part of the world. Anyone looking at a world atlas, or a globe, cannot fail to notice that the coasts of South Africa happen to run parallel to some of the most important sea routes in the world, plied by some of the worlds largest vessels. The ships engaged in the oil trade from the Persian Gulf to the Gulf of Mexico, the ore trade from Australia to Europe, the automotive trade from the Far

East to West Africa and the general trade from the Indian sub-continent to South America all have to pass the Southern African coast in order to reach their destination. The result of this traffic is the requirement for good navigational aids, which includes lighthouses. Not surprisingly, the coast of South Africa is the best-lit coast in the whole of the African continent and, due to the crossroads nature of its offshore, sea routes have some of the most powerful lighthouses on earth. For example, Cape Point Lighthouse, at the end of the continent, throws out a staggering light beam equivalent to 23 million candle power which makes it the most powerful lighthouse in the southern hemisphere. Wherever you find lighthouses there is generally a requirement for Helicopter support. For as long as anybody can remember, CHC Africa has been providing such a service to the Lighthouse Service of the National Ports

Authority (NPA), who are the Government department responsible for the upkeep of all of the maritime navigation aids in South Africa. The present MD of CHC Africa, Jeremy Labuschagne, was one of the Pilots who flew the original proving flights for the service way back in the days of the venerable Allouette 3!! The service has come a long way since then. The South African coast is long and potentially dangerous (witness the many shipwrecks dotted around it) but it is not broken up by many islands, such as found along the coasts of Canada, Norway or the United Kingdom. The result of this geographical nicety is that most local Lighthouses are certainly isolated, but they are

Dassen Island Lighthouse and the Sikorsky S-61N

CHC Helicopters (Africa)

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onshore and are easy to access by suitable land vehicles. There are only four lighthouses that need continuous helicopter support by CHC Africa. They are Bird Island, Dassen Island, Roman Rock and Cape Point. The first three are located offshore and the last one has no road access leading to it. Operations are normally planned out of CHC Africas Cape Town Docks base, and are generally carried out by one of the pair of Bell Longranger helicopters maintained for this purpose. The service is always backed up with one of the Sikorsky S-61N helicopters if the requirement is for heavyweight support. The Lighthouse Service has an ongoing flying schedule that is linked to a well managed programme of routine, planned maintenance and regular resupply of provisions. On a normal schedule, the Longranger will position to the relevant shore base near the Lighthouse. From there it will lift up to five Engineers, Technicians or Support Staff out to the Lighthouse being serviced. It will then usually run a freight shuttle service between the shore base and the Lighthouse underslinging fuel, building and construction materials, food, water, tools and spares. It brings back to shore any empty fuel drums, replaced machinery, rubbish, waste and other unwanted equipment. Both Bird Island and Dassen Island have well marked helicopter landing areas and Roman Rock has a raised helicopter landing pad adjacent to the lighthouse making it an easy matter of moving people and material to and from the Lighthouse. Cape Point has no such luxury as it is located on a spine of rock at the tip of a long peninsula. The Lighthouse personnel have to walk from a car park along the spine to the lighthouse and the helicopter has to undertake precision cargo slinging at this location. Dassen Island is probably unique on this operation as the Lighthouse not only has a full time keeper on station, but he is accompanied by his family. They must have a lifestyle envied by many. The island is a declared nature reserve which maintains large populations of wild tortoises, rabbits, seabirds including cormorants, gulls and terns, and is home to one of the few Jackass Penguin colonies found along the African coast. Having a keeper and his family to look after means the helicopter is often used on resupply days to take the whole family to the mainland to give them a few hours respite from isolated, island life. It has also been used to take the children to and from boarding school, a form of school transport that few children can boast of to their friends. Recently, the resident lighthouse keeper and his family had completed their two year tour on the island and were being replaced. This meant using one of the worlds more unusual furniture removals trucks, namely a CHC Africa S-61N helicopter. Over a two day period, the S-61N positioned in a full removals and packaging crew of a dozen men and in almost 50 sorties moved two complete households of furniture, ornaments and private possessions, including a fishing boat, to and from the island. The helicopter cabin was stripped of seats down one side to allow the carriage of delicate items in the safety of the aircraft and all other household items were underslung in the normal manner. On day one, the outgoing keeper was moved out and, on day two, the incoming keeper took up residence. The capabilities of the S-61N were not wasted and on the same mission, the aircraft was also used to undersling heavy equipment that the Longranger would not have been able to manage. More than half a dozen large, empty, stainless steel fuel tanks were carried back to the mainland for repair and refurbishment. An unbroken, excellent working relationship between CHC Africa and the NPA, which spans more than a quarter of a century, continues to endure down at the bottom of the African continent. In its own way CHC is playing its part in keeping the coast lit and the surrounding seas safe for all passing mariners.

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where he joined Shell Petroleum. In July 1997 he returned to Aberdeen as a Certifying Engineer. Colin accepted a transfer to the Companys Dublin base where he worked as a respected A&C Licenced Engineer until his recent death. To his colleagues, Colin was a kind and gentle man and although he didnt necessarily agree with them, was always willing to listen to other peoples point of view. His interests in life revolved around his family, astronomy and animals. Many cats and kittens were rescued by Colin and subsequently found a good home as a result of his compassionate nature and love of cats. Poignantly, it is perhaps for his powerful laugh that Colin will be remembered by those who knew him best. Our thoughts are with Colins family at this time, especially his wife Margaret and his children Paul, Andrew, Philip and Lisa. Back in the UK, a conversation with my parents highlighted the idea that there may possibly be work back in Aberdeen as the oil industry had picked up again. Richard contacted Bond Helicopters and was invited for an interview 2 days later and was subsequently offered a position on the S-76. We were both happy again, me to be back in Scotland and Richard because he had got back into helicopters. He eventually moved on to the Super Puma where he gained his Command and relished the extra responsibility. CHC Scotia was the final company Richard worked for and I know he would have been so moved that so many of his friends and colleagues turned out for his funeral and the fly over was especially poignant. Richard loved his flying, but he had many loves and interests outside of work. He partly financed his PPL by being a tennis coach at the Vanderbelt Club in London and played squash to county level. In later years he developed a love for golf and being a typical Virgo, practiced his swing endlessly until it was as near perfect as possible he achieved a handicap of 12. However his main love was his music! While we lived at Williamston near Colpy, Richard built a recording studio with state of the art recording equipment. He worked tirelessly on his music, and with a couple of close friends an album was produced Point of No Return this album was played at his graveside. Richard was unique, and he really was the love of my life. I believe he is still with me, and if I am lucky, some of his love for life and infectious enthusiasm has been instilled into me. I shall be eternally grateful that I was lucky enough to spend 20 mad, crazy wonderful years with him!
Fiona McLay

1944 2003

IT IS WITH GREAT SADNESS that we announce the recent death of our colleague Colin Embleton. Colin was taken to the Beaumont Hospital in Dublin following an accident at work on Monday, 13 January 2003. He sustained serious head injuries and subsequently died in hospital on Wednesday, 15 January 2003. Colin joined British Airways Helicopters as a tradesman A&C in January 1978. In January 1979 he was promoted to Lead Tradesman and subsequently to Shift Supervisor Aberdeen in May 1981. Colin and his family went to Brunei in 1993 RICHARD AND I first met when he was a brand new first officer at Bristow Helicopters. I was a ground hostess at the time and the new first officers were affectionately known as puppies. Richard chose to fly the S-61 and it was because of his experience on this aircraft that he later did a three-month stint in the Falklands after the war in 1982. Due to the oil market crashing in the mid 80s, Richard and many of his friends and colleagues were made redundant. This forced Richard to re-assess his career and he decided to get his fixed wing licence. This he duly achieved and his first fixed wing job was night flying a King Air around Europe out of Southend. I by that time had been flying as a Cabin Attendant for British Air Ferries and managed to transfer to their main base at Southend where we both worked for approximately a year. Obviously night flying was not the ideal, so once Richard had built up sufficient hours, he applied to British Midland and was taken on as a First Officer on the ATP (a brand new aircraft at the time) and we moved to Castle Donnington in the East Midlands. There were lots of teething problems with the ATP , but Richard eventually built up enough hours on the turbo-prop to allow him to apply for a First Officer position on the Boeing 737 based at Heathrow. He got the job and we were on the move again. This time we purchased a flat in Surrey and Richard commuted along the M25 to and from Heathrow. Many helicopter pilots, I know, dream of escaping the harsh environment of the North Sea and long for the comfort of a warm cockpit and the delights of being served tea or coffee from an attractive Hostie! But as Richard found out, the grass is not always greener on the other side. Fixed wing flying did not suit Richards character. He was not one for sitting in the bar down route talking about flying all night and regretted that so much of his time was spent night-stopping in different hotels. We were both unhappy with the situation at that time and Richard missed what he called real flying. There was quite a difference between tapping your route details into a computer and sitting back while the auto pilot did everything, as opposed to having to land a helicopter on a rig with major cross winds and poor visibility Richard missed the challenge! The decision was made that he would try and get back into helicopters. Flight magazine advertised for someone to fly a Bell 47 off a yacht which was moored in Monte Carlo. Of course who got the job but Richard, and off we were again! The job lasted the summer and Richards duties were to fly guests of a rich American around the Med - island hopping, but he was also expected to help scrub the decks!

1958 2002

CHC Scotia

Hilde Ingvaldsen was selected to represent Norway at the World Championship Nordic cross-country sit-ski competition, and is training for the Paralympics.

HILDE MERETE INGVALDSEN (33) is on extended leave from her job as a Traffic Clerk with CHC Helikopter Service in Bergen, to pursue her greatest ambition: representing Norway and winning medals in the next Winter Paralympics in Torino, Italy. Hildes life was turned upside down when the tee bar of a ski lift caught her jacket and carried her past the exit point. Fighting to free herself, Hilde was dragged along, breaking her back when the lift dragged her over a wall. Hospitalised for nine months, Hilde was paralysed in both legs and is a wheelchair user. She is a tough girl and fought her way back to the ski slopes. She is now on extended leave from CHC Helikopter Service, training determinedly to be on the Norwegian Paralympics team and to perform well in these games. Hilde, an outdoor person before her injury, actually did not take part in competitive sports until after her accident. As part of her rehabilitation training, she went to Beitostlen a centre in the mountains offering winter sports opportunities for handicapped people under the

auspices of the Norwegian Ski Federation. This activity suited me very well, says Hilde, who admits that skiing is not the only reason she kept coming back to Beitostlen. She happened to hit it off with her ski instructor at the centre, Harald Guldahl. She had to stay at home while he made his Paralympics debut at the Nagano winter games in 1998. The couple are now engaged to be married, and for the next Games, she aims to be part of the Paralympics team. Five years after the accident, which left her paralysed from the hips down, Hilde Ingvaldsen competed with great success in Norwegian skiing competitions, including the annual championships for handicapped sportsmen and women. She did not beat the ruling champion of Nordic cross-country sit-ski but is determined to do that some day. Naturally she spends a lot of time in the mountains both to train and to be with her fianc while he instructs handicapped skiers at Beitostlen. In addition to skiing, Hilde took up kayaking in the summer, as she found this to be the ideal exercise while there is no snow on the ground. On the West side of the Airport at CHC Scotia Helicopters, providing the stores functions; On the West side, in the Industrial Estate, the Kirkhill facility consisting of 1,000 square meters for the Component Overhaul Workshops and 600 square meters for Technical Records, Logistics, Design and Administration. Astec UK holds JAR 145 approval granted by the CAA of Norway and complements the Base Maintenance/Overhaul and Repair capabilities of our parent in Stavanger. The new subsidiary is fully committed to providing support, frequently on site, for CHC Scotia and its subsidiaries in Ireland and Denmark, as well as for all the operating divisions of the CHC group. Third-party work is also part of our portfolio with the provision of component overhaul/repair capability and onsite inspections for UK and foreign operators involved in both onshore and offshore activities.
Mitchell Reid, General Manager, Astec UK

She is a socially active person even more so than before her accident, she says. Hilde spends a lot of time with friends and is involved in the running of the building society where she lives, not far from the health sports centre at Beitostlen. Hilde identifies two main factors that helped her overcome her predicament. One was the network of family and friends who supported her through a critical period in her life and helped her see the possibilities rather than the problems. The other encouragement to Hilde was that CHC Helikopter Service left her no doubt that she would be able to return to work. Thanks to the support of my employer and the co-operation of the Bergen Airport Administration, my workstation in the helicopter terminal was adapted to my new situation. She does not reflect on the ski lift accident much. There is nothing I can do about that anyway it already happened. My focus now is on the future and how to get ahead, Hilde told a journalist recently. Get ahead she definitely will, this strongwilled native of Bergen.
Johan Petersen

A QUIET AND SUCCESSFUL occasion took place during the summer of 2002 with the birth in Aberdeen of Astec UK, the branch of Astec Helicopter Services AS of Stavanger, Norway. Conceived from the amalgamation of the non-core business activities of CHC Scotia i.e. Base Maintenance and Scotia Overhaul Services along with the addition of Logistics/Technical Records and Design Astec UK employs a total of 100 staff working from three locations within Aberdeen Airport, Scotland: On the East side of the Airport, the Base Maintenance facility consisting of 2,090 square meters of hangar and office space with the ability to carry out two AS 332 G checks simultaneously;

Astec UK Headquarters, Aberdeen, and an AS332 in for an overhaul.

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WELCOME ABOARD CHC Scotia, Aberdeen: Susan Cordiner, Traffic Officer; Lisa Paddon, Administration Assistant; Graeme Hood, Legal Advisor; Andrew Adams, Senior Management Accountant; Gillian Broadbent, Administration Assistant; Lee James, Engineer; John Barclay, Employee Relations Manager; Gary MacDonald, Engineer; Sam Baker, Engineer; Graham Conway, Engineer; John Howie, Engineer; Sam Brown, Engineer; David SheltonSmith, Engineer; Wendy Mottram, Procurement Officer; Frances Watson, Traffic Assistant; Steven Duthie, GSE Controller; Robert Smart, Ground Support Worker; Michael Foreman, Senior Quality Engineer; Amber McKean, Desktop Support Analyst; Andrew Pearce, Flight Operations Co-ordinator; Matthew Watkin, Desktop Support Analyst; Blackpool: Lee Findley, Storeman; Cork: Sean Murphy, Pilot; Denmark: Steen Bertelsen, Engineer; Erik Feldfoss, Engineer; Dublin: Derek Everitt, Aircrew; Brian Brophy, Pilot; Ken Skelly, Aircrew; Humberside: Daniel Beedham, Ground Support Worker; Anthony Smith, Certifying Technician; North Denes: Laurence Nicholles; Ground Support Worker; Lee Drewery, Ground Support Worker; Shannon: Gary Bridgewater, Aircrew; Justin Fogerty, Engineer; John Duffy, Pilot; Peter Downes, Engineer; James Brady, Engineer; Gerard Walsh, Engineer; Declan McGrath, Engineer; Liam Flynn, Pilot; Waterford: Brian Gowing, Aircrew; Adrian Lomas, Aircrew; Declan McEnery, Engineer. CHC Helikopter Service: Lillian Hjorteland, Traffic Clerk, Sola; Bjorn Loberg, Assistant Terminal Manager, Sola; Johan K.D. Runung, Captain, Bergen (re-employed); Frode Bergflodt, Tech. Instructor, from Astec; Harald Berg, Tech. Instructor, from Astec. Astec Helicopter Services: Sola: Eivind Ola Fredheim, Skilled Worker; Harald Gimre, Skilled Worker; Jrund Eike Mjlhus, Skilled Worker; Anders Mland, Skilled Worker; Kristian Jensen, Skilled Worker; Lasse Anfinsen, Skilled Worker, Even Knutsen, Skilled Worker, Tor-Arne Olsen, Skilled Worker; Arve Haustavik Jakobsson, Skilled Worker; Inger Marie Monsen, Executive Assistant; Glenn Andre Stangeland, Expeditor; Tom A. Pedersen, Expeditor; Stephen Dinsley, Skilled Worker; Bjrn Tore Kjrland, Semiskilled Worker, Ole Kyrre Brnd, System Engineer Avionics, Vidar Giljebrekke, Expeditor; Marit Kjendlie, Project Manager Base Maintenance; Magne Lundgren, Skilled Worker; Lars Salvesen, Skilled Worker; Sissel Dscher, Apprentice; Svein Erik Monge, Apprentice; Silje Kristensen, Apprentice, Vidar Smme, Apprentice; Jan-Tony Mellingen, Apprentice; Maj Brit Fjermestad, Apprentice; Cato Fuglestad, Apprentice; Kristian Eksveen, Apprentice; Thomas Amundsen, Apprentice, Knut Ivar Lillesltten, System Engineer, Structure; Christopher M. Relling, Expeditor Astec UK: Mitchell Reid, General Manager. CHC International: Shahee Lakhani, General Accountant; Chris Singleton, System Support Analyst; Coralee Hewlett, Executive Assistant; Phil Larsen, VP M&E; Bong Bolanos, Applications Development Manager; Uri Tabachnicov, Stores
Driver, Kelly Chohan (Stores Rotable Repair), Robin Sumner (Apprentice Engineer), Elisa Brosseau (Customs Performa Admin), Scott Milner (Pilot contract), Ralph Buck (Pilot contract), Leger Thibeault (Pilot contract), Coleen Palethorpe (Business Development Co-ordinator). CHC Africa, Cape Town: Nomawetu Mlonzi, Apprentice Helicopter Mechanic; Jay Gates, Chief Operations Controller; Charmaine Palm, Engineering Assistant. Oranjemund: Tangeni Ndakalako, Apprentice Helicopter Mechanic; Brenda Sibbinda, Apprentice Helicopter Mechanic; Tinus van der Westhuizen, Pilot. West Africa: Jeff Gibson, Pilot. Malabo: Rob Hurn, Pilot; Kim Hatch, Pilot; Bruce Drummond, Pilot; Mike Harris, Pilot; Ross Kuch, Pilot; Luanda: Bob Raymond, Pilot; Peter Davies, Pilot. Antarctica: Luveen Ranghunandan, Pilot; Rob Siegrist, Pilot. CHC Corporate: Blake Fizzard, Director of Tax; Paula Kieley, Executive Assistant; Donna Osmond, Receptionist. Henry, little brother to their daughter Emily, on 21 Jan. 2003. Astec Helicopter Services: Congratulations to Frank Bjrnsen on the birth of a daughter on 2 July. Congratulations to Solveig and Morten Johannessen on the birth of a daughter on 17 July. Congratulations to Tom Breisnes on the birth of a son on 15 Aug.. Congratulations to Ingse-Lill Olsen on the birth of a son on 12 Sept. Congratulations to Stig Sebulonsen on the birth of a son on 1 Oct. Congratulations to Vanja Jacobsen on the birth of a son on 19 Dec. CHC Helikopter Service: Belated congratulations to Sverre Sjastad on the birth of a daughter on 1 June 2002, and to Claus Tjalve on the birth of his daughter on 27 June 2002. CHC International: Trevor Paterson and wife Helen had a baby boy named Caleb on 28 Oct. 2002. Susan and Darcy McAlpine had a baby girl, Sarah Margaret, on 15 Dec. 2002. CHC Africa: To Caren (Engineer and Training Instructor, Cape Town) and Carlo Kok (Chief Engineer at Cape Town Docks S-61 base) a daughter Carmen, a sister to Carla. To Mike Harris (Pilot at Malabo E G) and his wife Nicola, a son Liam, a brother to Ella. CHC Australia: Craig Cain (EMS Aircrewman, Bendigo Base) is the proud father of a boy, Jack Darcy! Born 10.10am, 9 Sept. 2002. Congratulations to Sian and Matt Smith (Aircrewman, Bendigo Base) on the birth of their daughter Jemima Kathleen on 1 Oct. 2002, 7lb 7oz. Shaun Catlin (Logistics Manager) and Maretta (former Engineering Assistant) have made room for Deacon Geoffrey, born 3 Dec. Tyson (Touring Engineer) and Kym Brown are proud to announce the arrival of their daughter Mikayla Jade on 14 Oct.2002, at 8lb 8oz. Grandpa Brown (Manager, Logistics Support) is chuffed with the arrival. A big start to the new year for Chris Schrapel, Avionics/HUMS manager. Trudys bump was renamed Amy, born 2 Jan. 9lb 13oz. CHC Corporate: Lisa (Executive Assistant) and Jim Pittman welcomed a baby girl, Olivia Grace Aug. 22. 02

MARRIAGES, ENGAGEMENTS CHC Scotia: Ian Duthie (Accountant, Aberdeen) to Angela on 03 Aug. 2002 at Kings College Chapel; Tim Lea (Pilot, Aberdeen) to Maureen on 10 Aug. 2002 in Kirriemuir; Dave Rolfe (Pilot, Aberdeen) to Fran on 24 Aug. 2002 in Blythe, Newcastle; Michael Tompkins (Pilot, Aberdeen) to Helen in Oct. 2002 at Thainstone House; Sean Herron (Ramp, Aberdeen) to Amanda during Dec. 2002; Paul Husband (Engineer, Shannon) to Oonagh on 13 July 2002. Congratulations to you all and we wish you all the best for the future! CHC Corporate: Frances McDonald (Accountant) CHC HS Pilot Rolf Krey and his Veslemy married Gord Noseworthy tied the knot Sept. 20, on 14 Sept. 02.
2002 in Stavanger.

BIRTHS CHC Scotia: Congratulations to Paul (GSW/Traffic Officer, Blackpool) and Dawn Turnbull on the arrival of son, Ethan, on 12 Dec. 2002. Congratulations also, to Danny (Engineer, Aberdeen) and Anne Porter on the birth of Olivia Louise McKenzie on 31 Aug. 2002. Congratulations to proud parents, Toby Dobson (Pilot, North Denes) and Kirsty, for the birth of Louise, on 28 Oct. 2002. Congratulations to Nicholas (Pilot, Humberside) and Kathleen Flaherty on the birth of their son, Finnen, on 6 Nov. 2002. Mark Marooth (Programmer, Aberdeen) and wife Jane are to be congratulated on the birth of Proud father Shaun Catlin, CHC the son Joseph Australia, and Deacon Geoffrey Dec. 3.

PROMOTIONS/CHANGES CHC Scotia: Barry Cahill, Certifying Technician; Finbarr Stack, Certifying Technician; William Welsh, GSW 2; Elliott Wisely, GSW 1; Robin Stewart, Nightshift Supervisor; Tom Cargill, Nightshift Supervisor; Stewart Brown, GSW 2 Nightshift; Jim McWilliam, Caretaker Longside; Jim Cornell, Engineering Supervisor (Waterford); Daniel Beedham, GSW 2; Laurence Nicholles, GSW 2; Colin Brown, Management Safety Advisor; Suzanne Davies, Logistics Rep; Simon Hailey, Captain; Rod MacDonald, Captain; Grant Lawrence, Chief Pilot (Dublin); Emma Griffiths, Administration Supervisor; Richard Blayney, Senior Pilot (North Denes); Angie Gray, Engineering Management Admin Assistant; Dany Guilloux, Engineering Resources Co-ordinator; Nicola Cormack, Engineering Resources Co-ordinator; Lucy Simpson, Deputy Traffic Supervisor; Ciaran Ferguson, transfer to Shannon.

People

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CHC Helikopter Service: Gunleik Kleivan, Captain (retd) to Simulator Instructor; David Ryall, Captain (retd) to CRM Instructor; Svein Odegaard, Captain (to Astec as a Test Pilot); Svein Vennestrom, Navigation Adviser; Frode Karlsen, Technician, Kristiansund; Kurt Kristensen, Bell 214ST Maintenance Team Leader; Reidar Fossen, Captain, Sola; Arild Larsen, Crew Managemer; Terje Thorrud, Flight Training Manager. Pilots assigned to new AS 332L/L1 AWSAR duty on Oseberg: Lars Kr. Bjellanes, Anders Nonstad, Jann K. Holan, Jan Moe, Per A. Utne, Vidar Saele, Sverre Sjastad, Jan O. Mossik, Per Solberg, Kjell Paulseth. S61N pilots now based at Bodo: Arild Kleiven, Ulla Aretorn, Sverre Overgard, Finn H. Berg. Astec Helicopter Services: Sola: Tor Hoff, Senior Purchaser; Rolf Horne, Manager Global Store/Forwarding; Frank Bjrnsen, Engineering Support Manager; Tor Baustad, Design Manager; Morten Rimbereid, Supervisor Avionics (acting), Arne Harald Andersen, Project Co-ordinator. Astec UK: Barry Davidson, Management Accountant; Fiona Hurley, Admin Assistant. CHC Australia: Jennie McBeath, Sales and Marketing Assistant. CHC Corporate: Jonathan Jennings and Dean Churchill, Co-Managers, Special Projects. Captain; Mlfrid Klovning, Nurse; Arne Risan, Operations Supervisor, Bergen; Ragnar Folven, Captain; Erling Molaug, Operations Officer. Astec UK: George Andy Anderson, Planning Engineer, after 5 years. CHC International: Brian Small, 30 years; Walter Ramsey, 37.5 years. CHC Corporate: Clayton Parsons, Special Projects Manager. Knut Hustad, Ingar Jensen, Per K. Kristiansen, Kristian B. Lian, Svein Erik Lorentzen, Bjarte Lyssand, Jan Mossik, Peter J. Morch, Anders Nonstad, Kjell Paulseth, Mette Rosenlund, Ingemar Rossberger, Kjell Sandvik, Ulf Selset, Thorstein Sjursen, Svein Olav Solbjorg. 10 Years: Frode M. Barstad, Gro Helland, Mette Haarvik, Cato Myrland. Astec Helicopter Services: 30 Years: Hadle Dahle, Inge Finnesand, Magnus Horve, Ove Lindal, Alf Watne. 25 Years: Ole G. DEPARTURES Bowitz, Oddvar Eide, Kjell Gilje, Geir Grimsrud, Astec Helicopter Services: Sola: Terje Solesvik; Arne Haug, Arne Hegreberg, Arne Hovland, Geir Henning Hansen; Arne Georg Sviland; Harald Iversen, Kjell Kvitvaer, Trygve Mauritzen, Moretn Berg; Frode Bergfldt; Jostein Horvei; Ruth Nielsen, John Odland, Odd H. Royneberg, Geir Johansson; Ola Henning Dahl; Stephen Phillips; Severeid, Ole Kristian Smerud, Henning Solberg, Kjell Magne Solli; Alf Wathne; Kre Jan Bru; Thor Soreide, Torgeir Thorsen, Sven Wetteland, Birgitte Brthen. Rolf A. Overhus. Astec UK: Ronald Smithbone, Senior Technician, Astec UK: 35 Years: Bill MacConnell (Stores Base Maintenance; Per O. Kjessel, Co-pilot. Controller). 25 Years: Cliff Saville (Stores, Base CHC Africa, Cape Town: Derrick Ellerbeck, Maintenance). 20 Years: Alison Fraser (Technical Engineer; Jacobus Nel, Engineer; Coenraadde Records). 15 Years: Sandra Duncan (Purchasing); Milander, Chief Pilot; Oranjemund: Cornelius Mark Ritchie (Senior Technician, Base Haupt, Pilot; Leon Carstens, Pilot. Maintenance); Malcom Calder (Purchasing). 10 Years: Stuart Todd (Purchasing Manager). AWARDS CHC International: CHC Scotia: 30 Years: Alain Verdes, Aberdeen, 25 Years: Emile Lupien, Alec Calder, Dave Clare, Pilot; Alexander JJ Szafranek, John Hulan, Martin, Pilot; Alan Veale, Jack Jaworski, Brian Flight Operations Manager; Miyazaki, Phil McCully, North Denes: Ian Taverner, Brian Small. 25 Years: Ron Chief Engineer. 15 Years: Healey. 20 Years: Malcolm Peter Boston, Pilot; Mick Fraser, Christine Baird, Keane, Pilot; Stuart Lynn, Tim Putland, Mike Lycett. Ops Desk Controller,; Neil 15 Years: Brian Clegg, Fincham, Composites; Stephen Laidler. 10 Years: Alexander Barnett, Senior Mark Pellow, Len Crocker, Technician; David David, Bill Crowe, Paul Fyfe, Pilot; Patrick Bainbridge, Jeff Rogers, Wanda Pilot; Philip Walters, Pilot; Squires, Marc Savard, Jim Cruickshank, Ramp; Stevie Campbell. Shannon: Mike Shaw, CHC Africa: Flight Operations Manager. 30 Years: Dennis Baker. CHC HS long-service award recipients 10 Years: Mike Irvine, 25 Years: Clive Bartmann, Pilot; Jason Reed, Pilot; Angie Rennie, Flight Ops Steven Lightbourne, Theo Sept., Tommie Visagie. Admin; Mark Perry, Engineer. Longside, 10 Years: 15 Years: Lesley Jones, John Pocock. Duncan Morrison, Ramp. 10 Years: Mario Barrogona, Dick Hilland, CHC Helikopter Service: Dudley Lowe, Cheryl Pedersen, Abdul Goliath, 40 Years: Sigurd Mellegard. 30 Years: Alv T. Brian Suter. Mygland; Jacob Chr. Rordam. CHC Australia: 25 Years: Thorbjorn Amundsen, Harry Andersen, 20 Years: Graham Brown. 10 Years: Terry Inge Antonsen, Ralph Arnesen, Ole E. Bjorke, Steinar Wilkinson, joined the team in Aug. 1992 as Bjornenak, Arve Bjoro, Erik Brenden, Tore Bristol, an aircrewman and has now risen to the lofty Dieter Fischer, Ragnar Folven, Erik Foyn, Jan A. heights of Senior Aircrewman (King of Crewman). Gjerstad, Knut Hegle, Oyvind Hestad, Svein Additionally, he fills the role of Base Manager Hjortland, Inge Hovland, Odd Haereid, Oyvind R. at Latrobe Valley in Victoria, where CHC operate Jensen, Oystein Johansen, Gunleik Kleivan, Arild a Bell 412EP; Grant Lewis, rescue pilot at Adelaide Kleivan, Ingvar Kristiansen, Per A. Kvanvig, base, where CHC operate a Bell 412 and a 206 Ragnar Landet, Oddvar Larsen, Karl O. Lindheim, in support of the SA State Rescue and Ambulance Rune Lyssand, Bjorn Moe, Erling Molaug, Gustav Services. Grants most memorable mission: Myklebostad, Helge Nilsen, Bjorn Normann, medical retrieval from the deck of the Queen Bjorn Oulie, Mathias Rekve, Valter Rorheim, Elizabeth II; Colin Hobbs, sole engineer in Jan Skarpaas, Age O. Sviland, Pal Ulsteen, Arild support of the Bell 412, operating at the Vorkinn, Ellen Asbjornsen, Signe M. Myklatun. CHC base in Canberra; David Fast Eddy 20 Years: Bjorn Andersen, Jakob Bae, Marit Edwards, commenced 10 Dec. 1992. Bergmann, Grethe Birkeland, Rolf Brun, Bjorn Congratulations on a successful ten years Emilsson, Bjorn Finnseth, Svein Erik Haug, with CHC Eddy.

RETIRED CHC Scotia: Dave Farenden (Pilot, Humberside) on 11 Oct. 2002, after 27 years service; Ian Wall (Pilot, Blackpool) on 28 Nov. 2002, after 26 years service; Richard Sutton (Pilot, Aberdeen) on 27 Jan. 2003, after 3 years service; Stewart Hunter (Reliability Engineer, Aberdeen) on 30 Nov. 2002, after 22 years service. Good Luck in the future! CHC Helikopter Service: Svein degaard, Captain (to Astec as Test Pilot); Tore Bristol, Captain; Amund R. Bjerkeseth, Captain; Arnfred Hansen, Captain; Jan Storlid, Captain; Helge Nilsen, Captain; Bjrn Oulie, Captain; Knut Frigstad,
Astec Helicopter Services employees celebrating 25 and 30 years with the Company

Astecs 20-year brigade.

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Early 1997: CHC Scotia embarks on venture to select apprentices for LAE program. Autumn 1997: CHC Scotia tests approximately 100 applicants in English, maths and engineering science; nine candidates make the final cut, including David Barron, Debbie Buchan, Michael Gill, Tomas Marsh, Ross McKenzie, Andrew Melvin, who are still with the company. September 1997: Apprentice students introduced to the Engineering Manager Neil Calvert. Mid September 1997: Course begins with intensive nine-month stint at AST in Perth, includes classroom time and workshop training. June 1998: Back to Aberdeen; apprentices split up to rotate through base maintenance, workshops, wheel or bay blade bay, hydraulic workshop, technical records and flight ops. Classroom studies continue.

In mid-2001, CHC Scotia put forward candidates for the prestigious UK CAA Scholarship for Apprentices. After a rigorous interview process, CHC Scotias David Barron was selected, becoming the first winner from the UK Offshore Helicopter Industry. David completed the scholarship between October 2002 and January 2003, returning to the company fold with a wealth of inside knowledge and cross-industry experience available nowhere else. He shares some of those experiences with Rotortales.
By David Barron

LAE David Barron

July 1999: back south to AST in Perth for final three-month academic term before sitting the school final and basic licence exam. October 1999: released back to the company to earn their keep. Academic studies maintained as licence orals loom; candidates will wait to become old enough to sit the exam. 2000: Company puts LAEs in positions either in base maintenance or on the line where they could put licences to use; some assist more experienced engineers on heavy lifting operations, aircraft away from base on short contracts in exotic locations such as Sumburagh and Inverness. Some even dispatched to help company through the aerial madness at the British Grand Prix at Sliverstone. April 2001: apprentices pass basic licence exams, and became the companys youngest LAEs. June 2002: LAE David Barron goes on his first mission for recovery of aircraft on a platform, a chip warning. I definitely enjoy that, David says. Its a great challenge to really take responsibility for the operational side as well.

THE FOUR MONTHS of the CAA Scholarship Scheme were packed full; the first three weeks were spent on the UK CAAs 52nd airworthiness course in Brighton, which was attended by representatives of 15 different nations. Day and evening lectures covered every aspect of the industry from certification of equipment, components, and engines to flighttesting of pre-production aircraft. Each British Civil Airworthiness Requirement (BCAR) and JAR was covered, usually in great depth. The remainder of the course was spent at CAA headquarters at Gatwick and at the Manchester Regional Office. I was able to see the CAA from the inside and formed working relations within the Safety Regulation Group. I was allowed to spend three weeks at the Manchester regional office following the local surveyors as they conducted aircraft inspections, audits and airworthiness renewals. In all cases the staff and surveyors were very open about there jobs; very little information was restricted and even then, only when it was concerned with industry or trade secrets. CAA audit techniques were explained and put into practice in various departments when out visiting industry. In essence I was given a similar program to that of a newly recruited surveyor though slightly cut down and less intense. The whole trip was a fantastic educational experience.

That was then: Apprentice Engineer candidates pose with thenEngineering Manager Neil Calvert in 1997, above, and this is now (L-R) Andrew Melvin, Deborah Buchan, Ross McKenzie, Michael Gill, and David Barron.

Recently an opportunity to put some of that experience to use came about. CHC Scotia was looking to expand its Technical Support Department and I was fortunate enough to gain a place on the team, helping support the airworthiness of the company fleet and advance the maintenance systems. I am looking forward to taking on this new and varied position and the new challenges it will bring.

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

CHC Helicopters Astec Helicopter International Services

Coralee Hewlett Executive Assistant 1-604-232-7353 chewlett@intl.chc.ca Eidi T. Huseb Executive Assistant 47 51 94 18 16 ehusebo@chcastec.com

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

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

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

Cheryl Pedersen Commercial Executive +27 (0) 21 934 8628 cheryl@cti.chcafrica.com Graham Bowles Onshore Sales & Marketing Manager 61 8 8372 7702 gbowles@chcaustralia.com Johan Petersen Communications Manager 47 51 94 1820 jpeterse@chchs.com

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