rotor tales aug 05 lores

04Land and SeaRescues

05Monica Mhle, a shining light

06East Timor MissionAccomplished

08First flight out of Trabzon

12H1 systems implementation:Program INTRO

14Humberside receives extraordinary visitor

Sikorsky S-92A

Gets Down To WorkOn Monday, May 23, 2005, CHC’s first Sikorsky S-92A, LN-OQA,completed its maiden business flight for Norsk Hydro Oil andEnergy, carrying 15 passengers from Bergen to the Oseberg FieldCentre in the Norwegian North Sea. In its first two months ofoperation, LN-OQA performed admirably, logging 289 flyinghours and carrying out 203 round trips offshore.

continued page 03

RotorTalesISSUE 03.2005CHC HELICOPTER CORPORATION EMPLOYEE MAGAZINE

RT_layout11.qxd 8/29/05 7:58 AM

Craig L. Dobbin, O.C.

My fellow employees,We are currently enjoyingthe most active period inthe Company’s history.Looking around at the newactivity and new roles for so many of us around

the world, I see this as a period of great excitement.

We’re not only changing the way CHCdoes business, we’re changing the industry.With the creation of Heli-One, we’re making expertly maintained twin-enginehelicopters available to a wider group,including smaller operators and govern-ments. I believe we are making helicopter

flight a safer business. It will take time and effort to grow the business into thesenew areas, but we have the team to do itand the structure in place. The long-termbenefit will be prosperous, secure careersfor more and more CHC employees foryears to come.

At the same time, the new structure isallowing our regional operators to focusmore exclusively on customer service and marketing. The timing is perfect.The North Sea is enjoying its busiest yearof exploration in a decade, and interna-tional markets are booming. There is greatpotential for expansion, particularly inSouth America and Africa, and I expect we will be entering as many as four newcountries in the next 12 months.

I commend the hard work of those whoare actively exploring these exciting markets and bringing new work to CHC.

Recently we announced our intention tosell our minority interest in Inaer andCanadian Helicopters Limited (CHL),a group that only a few years ago was thefoundation of this Company. There are agreat many talented and wonderful peopleat CHL and I’m sure they will enjoy manysuccesses under their new ownershipstructure. For CHC, the sale will allow us to concentrate even more on our corebusinesses and to continue to expand as an international helicopter servicescompany.

This summer we introduced the SikorskyS92 to the fleet. Many of you in Europehave put in many extra hours of trainingand set-up to get this brand new helicopter

Reshaping the IndustryNOTES AND COMMENT

EXECUTIVE CHAIRMAN

Sylvain Allard

In June the CHC Safety and Quality Departmentinitiated the launch ofCHC’s worldwide IntegratedSafety Management System(SMS) with a presentationto all staff in Vancouver.

I am pleased to support this global initiative, which will soon be rolled out to the rest of the organization.

I wish to emphasize that CHC’s safety-first philosophy and culture of constantimprovement is a tangible managementsystem, in fact one of the most importantmanagement systems in the company.

A successful SMS must be managed withspecific goals, benefits and measurementtools. It must also start at the top and,I assure you, the CHC SMS does. Our goalwill always be the elimination of injuriesand losses to property or the environment.This goal includes a three-year strategy to

increase employee involvement throughincreased reporting, while reducing theseverity of occurrences. CHC’s 2003 accident rate was 0.47 accidents per100,000 hours flown, approximatelyequivalent to a major commercial airline,and several times better than the 2.6 accidents per 100,000 hours for all twinengine helicopters. But of course, we arealways trying to reduce our accident rate.

Over the past 40 years, the percentage oftotal accidents in the aviation industrycaused by mechanical factors has declinedsteadily. As a result the relative percentageof accidents caused by human factors has increased. We are focusing on the area of greatest risk – human factors.Our corporate philosophy is that any accident involves a failure at all levels,including the top management. Therefore,every level of management, in everydepartment, must be involved in the risk management process and take the

necessary steps to prevent accidents.Furthermore, each step and each component of the SMS must be demonstrable to our various auditors.

The 12 fundamental elements of CHC’sSMS are as follows:

1. Leadership & Accountability2. Risk Assessment and Hazard

Management System at every level3. Training & Competency4. Working with Contractors and Vendors5. Facility Maintenance, Inspection

and Management6. Operations and Safe Systems of Work7. Management of Change8. Information and Document Control9. Crisis and Emergency Management10.Incident Analysis and

Accident Prevention11.Assessment, Audits, Assurance

and Improvement12.Performance Measures (KPI’s)

and Continuous Improvement

The CHC safety policy (printed in the lastissue of Rotortales and available from ourSafety and Quality office in Vancouver)demonstrates our commitment to safety,

Safety System Critical to SuccessCHIEF EXECUTIVE OFFICER

02 CHC HELICOPTER CORPORATION EMPLOYEE MAGAZINE


03CHC HELICOPTER CORPORATION EMPLOYEE MAGAZINE

type flying. I have no doubt this aircraftwill prove to be a magnificent machineand I expect decades from now we’ll lookback at it with the same fondness we have for the S61.

On July 11, CHC lost a great friend,supporter and former director with thedeath of the honourable Frank Moores,from cancer. In addition to serving asCHC Board member for eight years,Frank was Newfoundland’s second premierand later one of the most influential men in Ottawa. Frank was a brilliant businessman, and he brought a great dealof insight to the Board during the criticalyears of expansion in the 1990s and early2000s. He was a man of great integrity andalways had kind words for both friendsand adversaries. He will be greatly missed.

Sikorsky S-92A continued from page 01

starting with the goal of ‘the continuouspursuit of no harm to people, the environ-ment and property.’ The policy also pointsout that CHC will provide the necessaryresources to support this goal. If any CHCemployee, in any area of the world feelsthat they need more resources to reach ourgoal, please contact our VP Safety andQuality Greg Wyght with your request.

One of my goals within the SMS is to increase the number of reported occurrences by at least 10 percent per year for the next three years.

To facilitate the reporting of hazards,CHC’s Safety and Quality Departmenthas created a Safety Quality IntegratedDatabase (SQID). Those who have takenthe SQID training course will have receivedan introduction and password to the database at http://sqid.chc.ca/sqid.Others may direct inquiries to [email protected].

With your help and the Integrated SafetyManagement System (SMS), we can continue to improve upon our excellentsafety record – which is, after all, the number one way to improve the business.

CHC’s second S-92A, LN-OQB, began its operational service inBergen June 6, carrying out crew change flights, also for NorskHydro. In the first six weeks, it had completed 193 flying hoursand carried out 135 round trips offshore. Each S92 is scheduledto carry out 19 flights (round trips) per week, Monday-to-Friday,and fly approximately five hours each per day. In addition thereare two-to-eight ad hoc flights per week.

The third S-92 began operating for Statoil from Kristiansund in mid August.

CHC’s Sikorsky S92A flies between Bergen and Norsk Hydro’s Oseberg A platform in the North Sea.



Out on a LimbBy Mark Kelly

On a bitterly cold early March morning,a deaf and mute man broke into a buildingsite beside the new bridge in Limerick City,Ireland and began climbing a 300-footcrane. The Gardaí and Emergency Serviceswere called and at 03:00, two firementrained in high rescue were sent out ontothe arm of the crane to persuade the manto climb down. One of the firemen wasproficient in hand signing.

As part of the Emergency Service, theGardaí had requested CHC Ireland tostandby at the location should the manneed helicopter assistance. On scene atdawn, CHC’s S61N R115 made out theform of the firemen and the casualty onthe arm of the crane. As R115 flew past,the casualty waved the aircraft to moveaway! R115 was then informed to standbyand repositioned at a nearby school playing field, and await instructions.

CHC Ireland Coastguardcrew pull seamenfrom burning ship

By Mark Kelly

On September 1 at 1105h the crew of the Shannon Irish Coastguard S61 weretasked to F/V Patriarch whichhad radioed a mayday approximately 20 minutes offthe west coast of Galway.

The report was that the vessel was on firewith three crewmembers on board. Liftingwith standard fuel, the crew of CathalOakes, Tony O Mahony, Noel Donnellyand Eamon Burns were airborne andenroute within seven minutes.

The weather at Shannon was good and itwas felt that spotting a smoking vessel

should be relatively easy but there was awarm front just coming onto the coast and it was likely that it would reduce thevisibility in the vicinity of the vessel.The aircraft flew at an altitude of 1,000feet enroute with good visibility, but afterclearing the Aran Islands descended to 200feet due to visibility of 500 meters in hazeand low cloud. The situation was furthercomplicated by the fact that radio contactwith the vessel had been lost, and othervessels in the area which were eager to helpwere calling in contradictory information.

The crew therefore made the decision to continue to the original position andcheck out any radar/FLIR contacts in thatvicinity. While enroute from one contactto another, The Patriarch was spotted byEamon, clearly smoking and beam ontothe sea. The SAR checks were completed,and from a start position it was decided toput Eamon down to check on the severityof the situation with the crew.

Once Eamon was on deck he radioed backfor an immediate evacuation due to thedanger of gas canisters exploding. The lift

harnesses were sent down and in two double lifts all were safely aboard the helicopter. The timing proved critical as by the time the lifts were complete thewheelhouse was literally engulfed inflames. The three crewmembers werebrought to Connemara airport and theaircraft returned to Shannon. An attemptwas made by the Aran Islands lifeboat torecover the vessel but it was unsuccessfuldue to the fire. It subsequently went on the rocks and sank.

Cups of tea and sandwiches were given tothe crew by Gardaí and locals!

Shortly after 09:15 R115 was informedthat the casualty was willing to be airliftedfrom his position at the end of the crane.Due to bitter cold the firemen in attendancewere also to be lifted as it was consideredtoo dangerous for them and the casualtyto descend the crane.

With a great deal of skill and positioning,Capt. Simon Cotterell approached theoverhead of the casualty. Once in the over-head, there was nothing below the aircraftwinching door but one male casualty and300 feet of clean air. When in this position,a steady hover and a brave winch-man arerequired. Pete Leonard was lowered fromthe aircraft to lift the casualty in what isknown as a Free Air Decent or Space Walk!

We recovered our hypothermic casualtyand handed him over to an awaitingambulance, before returning to airlift twograteful firemen using the same technique.On the Rescue: Capt.S. Cotterell, Co-pilot(new to CHC-SAR) McKenzie-Brown:E. Burns and P. Leonard.

CHC EUROPE

CHC’s Pete Leonard commences a ‘free airdecent’ to rescue a distraught man.

The FV Patriarch burned, and then sank, but allaboard were rescued.



by Jay Gates

The changes in the law allowed CHC todevelop an apprenticeship programmeaimed specifically at those disadvantagedunder the old regime. Monica Mhle waschosen to be one of these apprentices, andin late 2004 she passed her final trade testand officially became a Licensed AircraftEngineer, specialising in Electrical Systems.It is widely believed that Monica is the firstblack female Aviation Engineer in SouthAfrica and naturally enough CHC isextremely proud of her.

Nokulunga Monica Mhle was born on the 25th November 1977 in the EasternCape of South Africa and grew up as oneof seven children in the small town ofQumbu. After passing her first year atHigh School in 1993, Monica moved toCape Town with her mother, but tragedystruck when her beloved mother passedaway in that same year. Her eldest sister,who already had children of her own,had to look after the extended family.They all lived in a shack built of whateverwood, plastic and tin panels came to hand, far from schools, work, and basicamenities. The family survived by sellingsweets and second-hand clothing. Duringschool holidays everybody worked in thefields on nearby farms to supplement theirmeagre income, but there was no moneyfor luxuries such as lunches or bus fare,and Monica walked a 10 km round trip for school each day.

Ever since she was a little girl, Monica hadbeen interested in knowing how electricityworked and how you made and fixedeveryday appliances like fax machines and TVs. After high school it was suggestedshe study Electrical Engineering and soMonica chose to specialise in light current,enrolling in the local Athlone TechnicalCollege, in 1998. She had already completedtwo years of her course, and had passedfour modules in Electrical Engineeringwhen she saw an advert in the local paper,from a company called CHC, seekingprospective apprentices. She had neverthought of working in the aviation industry, but applied anyway.

“They called me in three times for aninterview and on my first interview I didnot have the money for public transport,and so I had to walk the six kilometresfrom my home to Cape TownInternational Airport,” Monica said.“Mr. Mike Anhauser, the CHC HumanResources Manager, asked me how I gotthere and I was too ashamed to tell himthe truth, and so I had to lie and tell him I came by taxi.”

Monica was selected from a longlist of candidates, mostly men.“That was the happiest day ofmy life,” she said. “I could holdmy head up with a smile on my face, and I was truly, trulythankful as I never thought that I could go this far.”

Even while Monica was studying, life was not dealing her a good hand of cards.All through her study years, she wasreturning home each evening and nursingher younger sister who had developed alife threatening illness. Sadly, on the 9thMay 2003, at the tender age of 23, her

beloved sister passed away. Monica couldnot afford to pay for the funeral, andapproached the MD of CHC Africa,Mr. Jeremy Labuschagne, who gave her the necessary funds to allow the family tobury their sister. As 2003 came to an end,it gave her one more kick, when a shackfire started nearby and gale force windscaused the fire to rip through the town-ship. Monica’s shack, her home, wasburned to the ground and Monica was left with nothing except the clothes shewent to work in. She lost everything sheowned, including her study aids andcourse books. Again Jeremy and CHCcame to her aid, with funds for buildingmaterials and new clothes.

Monica is now a valued member of thetechnical workforce of CHC and is cur-rently on assignment at the George Base in South Africa, working on the electricalsystems of the S61N fleet. She says she willnever forget those less fortunate, and nowsupports her other sister and her threechildren, and her brother, who is studyingMechanical Engineering, and his two children.

“I want to thank CHC Helicopters for allthey have done for me. They have changedmy life,” Monica said

Monica truly is a shining light, and is afine example of what good there is to befound in people, no matter how hard their background.

Monica Mhle, a shining light to all at CHCCHC GLOBAL

This is a story about Monica Mhle, an exceptional individual who has turned almost unbearable hardshipinto success. The long awaited collapse of Apartheid in South Africa in 1994 meant that doors werefinally being opened to millions who had previously been denied the right to do what their hearts desired.



By David AllanOn the 19th of May 1999, Super PumaVH-LAF left Karratha, Western Australia,for Dili to commence what began as a six-month contract with the United Nationsin East Timor. This association with theUN grew from one aircraft to four, and thetime frame gradually stretched to six years.

The contract was originallyimplemented to support the referendum process – should East Timor become independent.And when the results came in,the upheaval began.

After that time the flying was expanded toprovide logistical support for the differentdefence force groups, as well as having a 24/7 aeromedical evacuation capability.Both aircraft types shared this task,although in the final phase this was carried out solely by the B212.

On 30 June 2005 the contract ceased,and it did so in a manner similar to theway in which it all began – quietly, andwith one aircraft. But in the interveningperiod, an enormous effort was expendedby several individuals. As a base, this onewas different. The flying rate was oftenhigh, and this required a prodigious maintenance effort. What made thisunique was that all this activity took placewith a tenuous and often stretched supplyline. That the base continued to functioneffectively remains a remarkable achieve-ment of both engineering and logisticalinput, a feat that was required to be continuously flexible, supremely adaptive,and devilishly ingenious.

Over the six years, serving the UN in EastTimor provided a variety of opportunitiesand experiences that benefited both the

company and the individuals involved.Through their contributions, many peoplemade the operation a success, and it wasnot just those who spent their two weekson in-country; significantly, it was alsothose who quietly kept things runningsmoothly behind the scenes. Well done!.

Mission AccomplishedFlexible, adaptive and devilishly ingenious in East Timor

CHC GLOBAL

CHC crews and support staff served the United Nations for six years in East Timor, flying AS332 and B212 aircraft.



At 0915 on Feb. 3, VictoriaPolice Pilot Ray Pitts receiveda call from the Rescue Co-ordination Centre regardinga 71-year old male on a de-masted yacht off the coast ofLakes Entrance. The vessel wasfoundering in the conditionswith no other form of propulsion.The crew made flight planning, fuel andequipment preparations aboard the EMSDauphin N3 which CHC provides to theVictoria Police in Australia.

Communications with the yacht wereattempted via a marine VHF radio and asatellite phone; however the Water Policewere unable to establish contact and hadto wait until the male person made contactwith them.

The sea level air pressure for the day had been noted as extremely low and commented on by the pilot to be equivalentto the centre of a cyclone. The lower thepressure, the more significant the weathervariation.

RESCUEDuring the 75-minute flight to the vessel,the crew experienced fairly normal weatherconditions with wind in the vicinity of20 knots. They left land in the vicinity ofWoodside and noted the sea state was aswell of approximately five metres, and

just about all white due to the tops of thewaves being blown off by the wind.

The aircraft arrived overhead at approxi-mately 1110 hours and prepared for thewinch. The waves did not appear to bethat large but on reaching closer to thewater it could be seen that they were in the vicinity of five-to-six metres high.

On the first attempt, crewman LSCHardiman was winched to the deck ofthe wallowing yacht. However, due to thecontinual movement of the yacht, the riseand fall of the sea and all best efforts ofthe operator to pay out sufficient cable,the conditions caused Hardiman to bewrenched off the boat and into the water.

With Capt. Ray Pitts maintaining as steadya hover as possible, and the winch operatorworking feverously to try and keep thecable at the right distance, Hardiman wasable to get to the sailor; however they weresubmerged several times. For some reason,the sailor had grabbed the winch wire andwhen the water dropped away, the rescuestrop dropped down below his knees.He then let go of the wire, and immediatelyfell backwards with his head down towardsthe water. Almost instantly, the winchman,winch operator and pilot worked togetherto avert disaster.

Pitts stopped the ascent of the helicopterand maintained a steady hover. Francisplayed out the cable, and the crewman andsailor were put back into the water wherethe strop was readjusted. They were thenwinched up to the helicopter and to safety.

The lone sailor had been on an around-the-world solo voyage in a 40-foot yacht.

The aircraft flew to Latrobe Valley wherethey refuelled and obtained a dry set ofclothes for the yachtsman, and thenreturned to the Air Wing Hangar. En-routethey requested the notification of Customs/Immigration officials as he was a citizen ofCanada and had sailed from that location.

With the conditions described, it is apparent that the crew have done an outstanding job to perform this rescue.Although a team effort, the courage displayed by LSC Hardiman to continuewith the rescue when faced with beingsubmerged a number of times under thewater is worthy of recognition.

The Air Wing trains to conduct winch rescues, however, on speaking with thecrew on their return, it was obvious thatthe training conducted could not possiblyhave prepared them for the challenges and conditions they encountered. Yet they handled the situation in the mostprofession manner possible. Well done to all involved.

CHC Helicopters in Australia owns and provides maintenance services to two AS365N3s, one SA365C1 and oneAS350BA all of which are operated by the Victorian Police Air Wing and Air Ambulance Service.

Thanks to Victoria Police Air WingOperations for details if this rescue.

Victoria Police winch Canadian Yachtsman to safety

CHC GLOBAL

Over Melbourne: the AS365N3 is one of four aircraft CHC leases to the Victoria Police.

Winching exercises alone could not preparethe Air Wing for the challenge they faced in February.



CHC GLOBAL

By Mike MasonBase Manager, Trabzon, Turkey

On Sunday July 10, 2005, CHCflew the first operational flightfor bp from Trabzon, Turkey, insupport of the Turkish Black SeaExploration program. This is the initial venture for bp in theBlack Sea area and consists of one or two wells projectedover a nine-month period.

Trabzon is a bustling seaport of 500,000located in the northeastern part of Turkey,snuggled between mountains and sea.Originally founded in 746 BC it has been a trading centre on the old Silk Routebetween Europe and Asia. Until recently,few western tourists came this far north in Turkey but the city now is a stopover for travelers who come to explore the history, or the beaches, of NortheasternTurkey. Trabzon international airport iswell-suited for offshore operations.

The bp well, located 130 km northeast ofTrabzon, is being drilled by the drill-shipGlobal Santa Fe Explorer. Originally builtby Howard Hughes for the US governmentas the recovery vessel for a sunken Russiansubmarine, it was later purchased by GlobalSanta Fe and turned into a drill ship.

A letter of intent was signed in earlyDecember 2004 for two S76s, a C+ and a back up A++, as well as construction ofa fully functional hangar, with all supportlogistics on site at Trabzon Airport.Additionally CHC was tasked to manage all aspects of bp passenger movements offshore and offices were set up in theInternational Terminal to fulfill this role.

A May 15 start-up was delayed to earlyJuly 2005 as the drill ship Global Santa FeExplorer was late arriving. Two CHC aircraft arrived in Trabzon on May 14th,to find a hangar, which was over a monthbehind schedule due to logistic and

construction delays. As a result stores werespread from Trabzon all the way back toVancouver.

The next six weeks saw a major push toensure that we were ready when the rigarrived. CHC crews on site, local employ-ees, our Turkish partner Redstar Aviation,and Vancouver support personnel undertook a huge work effort to ensure we passed the bp audit scheduled the first week in July.

On July 7, bp personnel arrived for thefinal audit. Over the next three days the remaining issues were resolved and C-GHRE flew on July 10, meeting the shipin transit for the heli-deck inspection andfirst passenger transfer.

The approval by bp was a milestone forCHC. It is our first bp contract and thefirst bp audit since bp rolled out its new‘BP Global Aviation Contract’.

CHC is currently the only helicopter aviation provider to successfully pass thisaudit. It establishes CHC as bp’s preferredhelicopter provider in the Caspian BlackSea area. Our bp contracts now in Baku,Azerbaijan; Tiblisi, Georgia; and Trabzon,Turkey provide a solid base from which to expand into other countries in theCaspian region as opportunities arise.

This was at times a difficult job for thoseinvolved. The contract requirements weredetailed and extensive; mistakes weremade and lessons learned that will standus all in good faith for future contractswith not only bp but with other customersas well.

CHC employees on site who took part inthe base startup, and should be thanked for their efforts, include: Base ManagerDick Morissette, along with Dan Merritt,Al Laframboise, Jerry Jackson, DarylBalymer, Mick Lutz, Cavas Pantachy,Tarcy Tyndall, Keith Sato and Dave Allan(CHC contractor). As well, without thesupport of our local employees, Redstarand Vancouver staff, the job could nothave been completed in time.

With the audits over and flight operationsup and running smoothly, CHC crewshave settled well into the job, immediatelybuilding an excellent rapport with the customer and the offshore crews. The C+has been well received by passengers,who are happy to fly in a new aircraft.Despite the language difficulties, theTurkish people are very friendly and helpful. We are looking forward to successful flight operations with bp on its initial well and hopefully a long tenure in the Trabzon area.

First flight out of Trabzon

The CHC team in Trabzon, Turkey, was the first to successfully undergo the rigorous new ‘BP Global Aviation Contract’ audit.



By Peter BakkeFlight Crew Manager, UK

On the 14th January 2005, Super Puma G-TIGZ set off for a routine flight to theTartan A platform, 200 kilometres north-east of Aberdeen.

The flight was under the command ofEduardo Prato, with Andy Mason as hisco-pilot. The weather was typical for that time of year over the North Sea,with a stiff north westerly wind and theoccasional heavy shower. After arrival atthe Tartan A, Eduardo left the helicopter to supervise the passenger loading, leavingAndy at the controls. However, what hadup to now been a ‘textbook’ routine flightto a well-known and previously trouble-free helideck, was about to become themost demanding test of quick reactionsand skill that Andy had ever faced.

The aircraft had landed into asteady 40 kt wind. As passengerswere being loaded however, thewind took a sudden and extraor-dinary change of direction andmomentarily increased to nearly65 kt. This started to roll the aircraft towards the oncomingline of passengers.

Andy made a split-second decision to stop the aircraft from rolling any furtherby putting the aircraft into the hover,which was just as well since subsequentinspection of the flight data recordershowed that the aircraft came within a fraction of a degree of the ‘point-of-no-return.’

Despite the inevitable chaos on the deck,and the fact that there had not beenenough time to engage the helicopter’s

stabilisation equipment, Andy calmly flew the aircraft to a safe distance from the startled passengers, assured the safetyof those who had managed to alreadyboard the aircraft, and once safe to do so,returned to the Tartan deck.

Based on the recommendations from theinternal investigation group’s incidentreport, the UK Flight Crew Manager hasdrafted a Flying Staff Instruction whichwill likely adjust the guidance materialapplicable to landings in strong or gustingwind conditions.

There is no doubt in my mind that severalpeople owe their safety to Andy Mason’sskill and presence of mind. Andy is theconsummate professional pilot, modestand well-liked by all who know him.We are very proud indeed to have him on the CHC Scotia team.

CHC EUROPE

Quick-thinking pilot averts disaster

Above: Captains Andy Mason, left, andEduardo Prato remained calm when a suddenwind shift threatened the Super Puma’s stability.



By Carol Goedhals with Jay Gates

The technology for this US$10 billionoperation called for two of the world’slargest FPSOs – Floating, OffshoreProduction, Storage and Offloading vessels– to be built by the renowned HyundaiHeavy Industries shipyard in South Korea.The vessels, named Kizomba A andKizomba B, are gigantic in every sense,being 285m in length, 63m wide, having adraught of 32m and housing 100 crew ona hull which weighed in empty at 81,000tons. The topsides carry processing unitswhich can recover 250,000 barrels of oil aday, and the hull is large enough to storeover 2.2 million barrels of oil.

As Kizomba A was nearing completion in late 2003, an email that would keep mebusy for almost 2 years appeared on mycomputer at the CHC Global base in theCape Town Docks. ExxonMobil’s agentwas looking for a helicopter to make acrew change out of Durban, South Africa,as the FPSO would have completed thelong crossing of the Indian Ocean. I got to work and after many long telephoneconversations with officials from the airport, customs, immigration and theagent, all was in place for the Kizomba Ato arrive off the coast of KwaZulu-Natal.

On April 17th 2004 Jay Gates and I flew to Durban in advance of Sikorsky S61N,ZS-RDV, which had departed from theDocks base with Captain Piet Burger,First Officer Corne Schabort and FlightEngineer Colin Lee aboard.

The next morning after much preparation,we checked in the advanced guard ofspecialists who were to fly to the FPSO the

night before the rest of the crew. At thispoint the Kizomba A was still under towsome 160 kilometres north of RichardsBay, which itself was over 30 minutes flyingtime north of Durban. The first crewchange went without a hitch and RDVreturned safely to Durban Airport justover three and a half hours later.

Captain Burger mentioned thatthe Kizomba A was easily thebiggest thing he had ever seenafloat. It was being towed bythree tugs, with a fourth tug acting as pathfinder. On landingon the FPSO, he looked at hisaltimeter and noted that it wasreading almost 100 feet above sea level. ExxonMobil’s boastabout the Kizomba A being thebiggest FPSO in the world wasvery obviously not an idle one.

The next day went like clockwork,and thanks to good planning and witheverybody playing their full part, the dayliterally flew by. RDV had clocked up justover 11 hours for the seven crew changeflights over two days.

The process started all over again on the12th October 2004, with a request for apossible crew change on the sister FPSO,Kizomba B. I jumped at the challenge andcalled upon another Captain Burger, thistime ‘JB’ Burger, the Docks Base Manager,for technical assistance. ExxonMobil haddecided, for operational and security rea-sons, to use the quieter and safer alternativeof Richards Bay Airport, situated sometwo hours drive north of Durban.

The 2005 operation was set to leave Cape Town on April 6th, with ZS-RDVonce again making the long ferry flight up to Richards Bay (RCB). At Durban weleft three cargo nets for the fresh food provisions to be packed into, as we weregoing to do a full underslung operation to the Kizomba B after the crew changeprogramme was complete.

The first two sorties were completed withno hiccoughs but as soon as the secondsortie was complete, First Officer ArthurBradstreet reported he was feeling weakand nauseous. At this stage we still hadthree sorties to go, so I sent out someHydal, Coke and water to Arthur. Arthur,who had started vomiting towards the end,soldiered on and we managed to completeall five sorties with 89 passengers goingout and 75 passengers coming off, as perExxon’s instructions. Whenever any of theKorean shipyard workers disembarked offan inbound flight, they would point at meand shout, ‘Hey, you the lady from lastyear.’ I obviously have a face, or a voice,that you just can’t forget!

Unfortunately, after the last flight had shut down, it was obvious that Arthur was‘finished’ and his condition was such that Idecided he should seek medical attention.A doctor was called to the hotel and dulydiagnosed Arthur as suffering from a case

ExxonMobilDances the Kizomba with CHC in Africa

CHC GLOBAL

CHC’s business of ‘moving the industry that moves the world’ does not usually take place until the customer’s drill rigs or platforms are in the field. But that all changed when ExxonMobil decided to develop the massive Angolan Kizomba field complex some 150 kilometres offshore in waters averaging 1,250 metres in depth.



of severe food poisoning and dehydration.It was obvious he was not going to be inany condition to fly in the morning, andwe still had three more sorties to go, plusthe underslung cargo. A call was made to Peter ‘Monster’ Wilkens, the CHC Base Manager at the George Base, and hearranged for First Officer Robin Plato tobe sent up to Richards Bay. This was easiersaid than done as scheduled connectionswere not going to allow us to keep to ourtimetable. So Karl Pitterman gave the OKfor a charter to be arranged to get Robinup to Richards Bay as soon as possible.

The next morning at 6:00, Robin steppedout at Richards Bay and climbed straight in to RDV. On schedule, at 6:30, the firstflight lifted off for the Kizomba B, whileArthur jumped aboard the chartered plane and headed back to George for medical attention. By 17:30 that afternoonwe had finished three crew changes andcarried out four tonnes of supplies, whichlooked to consist of mostly fresh produce,including 2,000 eggs in trays. We all went back to the local hotel and relaxed,in readiness for what should have been anuneventful ferry flight back to Cape Town.

Sunday morning dawned bright and warm in Durban, and there was no inklingthat a frontal storm of epic proportionswas about to engulf the Cape. We arrivedat Port Elizabeth for the first fuel stop tofind that Cape Town was reporting windsgusting to 55 knots, extensive lightningactivity and heavy persistent rain. The rainwas so heavy that the town of Napier,which was parallel to our route home, hadrecorded 172mm of rain in just six hours.We had no option but to extend the trip byovernighting in Port Elizabeth and awaitthe passing of what the locals were callinga ‘black’ southeasterly gale.

The next day we headed once more forCape Town and set a course for George,for our last fuel stop. A well recoveredArthur Bradstreet joined us for the lastsector to Cape Town. This last sector sawus flying a circuitous track around, andoften above, some rather vicious lookingcloud formations, most of which were still dropping extensive rain on the landbelow, and some still with enough powerin them to discharge some spectacularlightning. It was a very hectic flight, andexciting stuff to witness.

We arrived back safely in Cape Town and had a few days respite, although wehad not yet finished with the Kizomba B.Just four days later, on April 15th, theKizomba B and its merry fleet of tugsarrived off the Cape coast and once moreCHC’s Cape Town Docks base and RDVwere called into action.

Again I was called on to do what I knowbest; arranging, managing and executingcrew and stores transfers to vessels passing

Cape Town. That day we conductedanother flawless programme of threeflights carrying a total of 52 passengers,followed by a further two cargo flightsunderslinging almost two tonnes, mostlyof potatoes it seemed, out to the KizombaB. The last part of the last flight was todeliver, by winch, a packet containing asmall ‘O’ ring to the tug ‘Salvaliant’.

The Kizomba saga is not yet over, with the Kizomba C still to come, and the clientonce more considering using CHC’s South African operation to ensure the jobgets done properly. ExxonMobil’s JackBonczynski and Dave Buckland reportedthat they were more than impressed bywhat CHC had achieved for them this second time around.

Finally, what exactly is the Kizomba? It is not just an extensive offshore oilfield.The Kizomba is a most elegant, tango-likedance beloved by Angolans. After all theexertions that CHC had to go through toget the job done over a two year period we think it is aptly named.

Rugby Field (ideal) – 144m X 70m (472ft X 230ft) International Soccer Field (max) – 110m X 75m (361ft X 264ft)

NFL Football Field – 110m X 49m (360ft X160 ft)

Canadian Football Field – 100m X 59m (330ft X 195ft)

■ KIZOMBA – 285M X 63M (935FT X 206FT)

Olympic Hockey Rink –61m X 26m (200ft X 85ft)

RDV on the helideck of the ‘Kizomba B’.Capt. ‘JB’ Burger, Carol Goedhals and F/ORobin Plato heading home after a successfulcrew change program.



The systems implementation is a major undertaking involving all parts of CHC.As a project, it requires an integratedapproach between the systems rollout and the related business process changes.The team carrying out these changesincludes representatives from all threebusiness divisions and Global Systems & Solutions (GSS). The implementationproject, called the Integrated Rollout program, or INTRO, will enhance the wayCHC does business by simplifying andstandardizing processes and informationas follows:

■ Movement of aircraft and components/parts will be easier as all technical data will be transferred electronically,

■ Re-training of personnel on the system will not be required as they move from base to base,

■ Certain technical document processing can be centralized to avoid duplication of entry and interpretation,

■ Maintenance and logistic control will increase at remote bases with enhanced IT infrastructure and on-line access to information from virtually every base,

■ Visibility of technical and logistic data across the group should ensure improved standardization ofmaintenance requirements,availability of spares, global inventory levels and reliability reporting,

■ The exchange of business information will improve with all operations on the same system and network.

REACHING THE GOALS ON TIMEFor the INTRO program, senior BusinessUnit (BU) management has identified keyindividuals on location who will act as the focal points of contact to ensure fullcommitment and involvement in the overall program and the individual projects.

Before we start an implementation, SteveCoetzee will visit the business units andformalize the work to be done to provideclarity on the changes and to safeguardcommitment from both sides.Formalization will include:

■ Implementation agreements signed between program management and senior management at BU level,outlining responsibilities in the program,

■ Checklists for all activities to be performed before, during and after implementation of each of the projects and overall program are signed offas completed,

■ Following the project stage, a handover agreement is signed to mark the transfer of tasks from the project team to day-to-day operations.

After this process the project teams commence work and the formal commu-nication process starts which will includedaily, weekly and bi-weekly status andprogress updates towards the BU, seniormanagement GO and H1 and of coursewithin the program group.

INTRO PROGRESS REPORTSchreiner North Sea Helicopters (SNH) is the first CHC operation being fully converted to the new systems and businesspractices. As expected, there were a numberof unanticipated issues and challenges,but with the constructive cooperationfrom SNH management and staff theissues that have arisen are being resolved.We appreciate the flexibility and resilienceof SNH staff and are positive that thechanges will work for the best. We havelearned from the implementation at SNHand have incorporated the necessarychanges in a new program set-up.

The next business unit due for the processand system transition is the rotor wingdivision of Global Operations, ACNNigeria. We are receiving positive feedbackfrom Nigeria on the renewed set-up andthey look forward to the change.

Source-one software and operatingprocesses have been successfully imple-

CHC/HELI-ONE

What does Heli-One do?

■ H1 will own all global inventories.

■ All operations will be supported through to a nose-to-tail PbH contract.

■ All global logistic support will be done through two ILS centres, one in Stavanger and one in Vancouver. This will enable a full 24/7 service worldwide.

■ The logistic activities performed by the Heli-One ILS (Integrated Logistic Support) centres will include those of the current operations.

■ All aircraft will be owned and managed by Heli-One’s fleet management team.

CHC Group business changes and systems implementationAs a result of the restructuring of the CHC group and the creation of CHC Global Operations, CHC Europe and Heli-One, it is vital that CHC’s core systems – Movex Financial, Movex MRO (Source-One), and the Helisoft maintenance software – be implemented globally.



mented at Songkhla. Implementation at Utapao, Manila and Baku will followshortly.

For the Baku base, stores manager GennyaPeresada has been assigned to work on the MRO project team for the next sixmonths. From Australia, CHC is sendingstaff to Vancouver to be trained on thenew Helisoft software, and to look into thepossibility of electronically converting datafrom their current system into Helisoft.CHC-GO Africa has released Sarel vanRensburg to join the team for the businessprocess change side. Together with the H1ILS center managers, Sarel will ensure aproper transition from the current to thenew business model, so that timely sup-port for our customers can be guaranteed.

We are pleased to say that we are receivingfull support and commitment from everybase contacted to date. special word ofthanks goes to personnel in Europe whohave supported their colleagues around theglobe on the new systems and processes.Their knowledge is vital for delivering thespecific capabilities of each system.

SYSTEMS CHANGES - SUMMARYHelisoftA team of engineers has been dedicatedand trained to build the new aircraft structures in Helisoft. An appointed person is to perform QA checks on everystep of the work done. Under their nationalapprovals, every operator has to approvethe resulting maintenance schedule astheir Approved Maintenance Program.Once complete, a team of technical records

staff (project leader Signe Espeland) loadand verify the specific identity and maintenance data for each aircraft intoHelisoft, with an end compliance handoverto the operator.

GO has dedicated line maintenance trainers, who will travel to the BUs fortraining and support.

MRO/Source-OneThe Movex MRO system is an integratedenterprise application, specificallydesigned to support management in themaintenance, overhaul and repair industryand to provide a level of technical andfinancial control required by new legislations.

Movex MRO helps users optimize the uti-lization of materials, tools and personnel,enabling efficient forecasting, planningand procurement. Users can performmaintenance operations with quality andefficiency by ensuring that personnel with the required skills are allocated asnecessary. The system also maintains full life cycle control of operational unitsand components and provides full traceability of the work being done.

Last February a true copy (blue-print) ofthe Astec solution was implemented at thenew workshop in Vancouver. This startedas a small workshop but is now expandingconsiderably as H1 takes over maintenanceresponsibility for several aircraft types.With the Movex MRO system already inplace, the expansion is already taken careof from a system point of view.

MRO experts will train and support staff on the inventory/logistics/workshop software and perform the inventory conversions. This process will be done inclose cooperation with Financial Servicesand the Internal Audit team. In order tocreate a smooth link between Movex MROand Helisoft, a graphical user interface,called Source One, has been developed forthe processes that include both systems.

The Source-One solution will be imple-mented at all line stations and will be the prime system to:

■ View information regarding the aircraft due list,

■ View all logistics information regarding inventory levels, order and shipping status, and all correspondence for any particular order,

■ Place customer orders directly to the ILS centers for AOGs and any other unscheduled maintenance part requirements,

■ Perform inventory movements/transactions in the system at the base.

THE INTRO PROJECT TEAMTony Maxwell, Phil Larson, Aren Boschman, Jens Korte, Rick Green,Jeff Cheah, Jostein Tjelmand and Steve Coetzee (inset).

continued on page 17

An intro to INTRO –Project Goals

■ Transfer 132 aircraft from different systems in Helisoft to new core systems.

■ Implement these systems to approx. 65 bases/line stations and train staff on new business practices.

■ Build a global network that will allow most bases to be “live” on any of the core systems.

■ Transfer all base inventories to the current Movex MRO system.

■ Move all operations to a PbH contract with Heli-One.

■ Convert or re-write all manuals and procedures according to changes and local requirements.



CHC EUROPE

By Jay Gates

On May 11, 2005, three days after the hugeVE Day celebrations commemorating the60th anniversary of the end of the SecondWorld War in Europe, CHC OperationsOfficer Josh Steggles noticed a chap in full military uniform walking around theCHC base at Humberside, England. Hewas wearing the immaculate uniform of aColonel of the Royal Canadian Air Force,adorned with the 1939-1945 Star, theFrance-Germany Star, and Air GunnerWings on his left breast.

During the war, Humberside was knownas RAF Kirmington, one of 49 BomberCommand airfields in the area,and home to 166 Squadron,known as ‘The Black Bulldogs’who flew Lancaster bombers.This historical link means thatstaff at CHC Humberside arekeenly aware of the sacrificesmade by so many in the area.

Soon the mysterious colonelentered the CHC building andintroduced himself as Ray Cole.Ray was in fact a veteran of166 Squadron and he was alsothe Honorary Colonel of 9Wing RCAF based in Gander,Newfoundland, and had come to England with his wife,Shirley, to celebrate VE Day andto show her where he had spentmany momentous days in 1944.Ray completed 33 missions overoccupied Europe, including 19as the Tail Gunner and 14 as theMid-Upper Gunner, all as a member of the crew of LancasterME500, call-sign ‘AS-P’. He said thiswas probably the last opportunityhe would have to visit his old base.

To listen to Ray was to have historycome alive before your eyes. TheRoyal Canadian Air Force hadprovided 14 Squadrons toBomber Command and over 25%

of all Bomber Command staff. During thewar, some 178 bombers from Ray’s RAF166 Squadron failed to return from theirmissions, and 921 Airman of the Squadronmade the supreme sacrifice, many ofwhom were Ray’s Canadian compatriots.There were good memories too, such aslocal hero Mrs. Skipworth, a farmer’s wifewho would have mugs of hot tea for thecrew after their missions. Ray recalled thaton his last visit here in 1984, a man walkedup to him and said he remembered himleaping over the hedge and having tea inhis Mum’s garden 40 years earlier. It wasPaul Skipworth, her son.

As Ray was given a tour of the heliport,he was asked if he knew anything about

CHC and replied, ‘Sure. I come fromNewfoundland and Craig Dobbin is a

friend of mine.’ Name dropping likethis definitely brings results! Ray

was given an intimate andknowledgeable tour of theCHC S76C and Eurocopter

365N, which were bothon the tarmac.

Ray mentioned that hemight like to cruisedown runway 21/03one last time, so wearranged for one of

the Airfield OperationsRange Rovers to dashdown the runway withRay aboard. I asked ifthey could try and get the

Range Rover up to the V1 speed of a LancasterBomber. As they raceddown the runway, 365NTraining Captain MarkusOlaleye suggested thatmaybe permission couldbe obtained to grant Rayan aerial perspective ofhis wartime home. If itwas to work, everythingwould have to be achievedwithin 45 minutes as both

Markus and his co-pilot

Bob Archer were scheduled to depart on a revenue flight to an offshore drilling rigwithin the hour.

A couple of phone calls were made toHead Office in Aberdeen and approvalsobtained. Within minutes, Ray was aboardG-BTNC and soon pointing out familiarlandmarks to Shirley. Two long circuitswere made of the airfield and in the dis-tance Ray saw the triple towers of LincolnCathedral, the same towers that they usedto line up over for their approach intoKirmington after returning from missions.He happily pointed out the familiar greencopper spire of St. Helen’s church and, bestof all, he saw his favourite wartime villagepub, ‘The Marrowbone and Cleaver’,known to everybody in his squadron as‘The Chopper’. The final, slow approach to Runway 21 gave Ray the wonderful feeling that he was once more sitting in his beloved Lancaster and returning backhome safe and sound.

After shutting down, Ray was helped outof the Eurocopter 365N2 helicopter andhis joy was unmistakeable. He thankedMarkus and Bob for the epic flight,and as I led him out of the heliport, hetold me that he had decided to head to‘The Chopper’ for a last pint. There weretears in his eyes. After saying our goodbyesto Ray and Shirley, I made a quick phonecall to ‘The Marrowbone and Cleaver’and told the landlady she would shortly be receiving a very special guest. The significance of the appearance of an old‘regular’, and a veteran of Kirmington’sown 166 Squadron, was not lost on her and she said, ‘Don’t worry, we will makesure that we do him proud.’

Ray reminded us that he was the legacy of why we are who we are today.Lest we forget.

Humberside receives extraordinary visitor

L-R, Bob Archer, Shirley and Ray Cole, Markus Onaleye.



By Chris Flanagan

A PanAm Airways S61 was involved in ahorrific incident atop New York City’s PanAm building in May 1977, as passengerswere preparing to board for a short flightto New York’s major airports. With rotorsturning, one side of the undercarriage support collapsed, and the machine rolled,killing five people.

In the aftermath of the accident, New YorkMayor Abraham Beame refused to grantpermission for Pan Am to rebuild the aircraft and fly it off the building, and alsorefused to allow another helicopter tolower it to the ground. For four months itsat on the rooftop, until Court Helicopters(later CHC Africa, and now part ofCHC Global Operations) purchased it for salvage.

“The company bought it for the bits andpieces,” said engineer Stuart Harbottle,who was catching up with old friends atCHC’s new headquarters in Vancouver.“The intention was not to put the machineback together again.”

But the only way to get it down was in aservice elevator, which meant a great dealof dismantling lay ahead for the CHCAfrica crew.

Harbottle along with seven other engineerswere sent from Cape Town to New Yorkfor two weeks to dismantle the machineand prepare it for shipment back to SouthAfrica.

It was a difficult task, particularly for arookie AME. “You try cutting through a 61 rotor blade with a hacksaw as anapprentice,” Harbottle said.

The job was further complicated by thefact the crew had to build and tear downscaffolding every day, lest the high windswhipping through skyscraper canyons rip everything apart. Half way through the project, New York suffered one of itsworst power outages ever, and the crewhad run up and down 60 flights of stairsfor four days.

But the crew completed its mission,bringing the tail boom down on top ofthe service elevator and recording whatwas probably the elevator’s fastest decentever when they loaded the engines and gearbox.

Once the bits and pieces were back inCape Town, the company decided it couldrebuild that aircraft – over several years.Harbottle spent more hours than he’d like to remember working on the 61.“It was completely re-skinned,” he said.“When we started putting it back togetherwe replaced every single rivet.”

But there remained another problem –they needed a jig, and Sikorsky wasn’t keenon participating in the rebuilding of thisinfamous aircraft. So Harbottle and

company engaged in a little corporateespionage, quietly whipping out tapemeasures and gathering the critical measurements from Sikorsly’s jig at itsmaintenance facility in the US. The jig was completed, and finally, after about five years, the aircraft was ready to fly.The African engineers had added a five-tank fuel system, giving it the longestrange of any 61 in the world.

When Sikorsky begrudgingly sent its pilot to test and approve the aircraft forrecertification, he said it was the best 61 he had ever flown, Harbottle said withobvious pride.

And if there is such a thing as redemptionfor machines, this S61 more than made up for that horrific accident in 1977.After being recertified, it became a long-range rescue helicopter, performing medical evacuations from tankers andfishing vessels hundreds of miles off thecoast of south Africa, often saving the livesof mariners who had no other means ofgetting ashore in a timely manner.

After more than a decade of service, theS61 was sold to the Namibian Departmentof Fisheries, where it was used to interceptvessels fishing illegally of the coast ofNamibia. But even that wasn’t the last stop for N619PA.

A few years ago the aircraft was bought bya North American operator and completelyrebuilt once again, this time decked out inluxurious VIP configuration, completewith supple leather seats for passengers.Today the machine is parked, but by nomeans retired. It is expected to fly again,and just to complete the circle, CHC willlikely be called upon to provide regularmaintenance services for N619PA.

CHC GLOBAL

The 61 that came to earth in an elevator

And lived to take off againThe interminable Sikorsky S61 has been in many difficult situationsover the last 40 years but it’s safe to say none has been in a tighterspot than N619PA. This is perhaps the most storied S61 ever flownand certainly the only S61 known to have descended from the roofof a 60-storey skyscraper inside a service elevator. S61 N61AP in various stages of disassembly

atop New York City’s PanAm building in 1977.



By Nigel Edwards, Base Manager, Adelaide

No matter how long you’vebeen flying, or how long you’vebeen around, something alwayscomes up that you haven’t seenbefore ... like rescuing sheepknee deep in mud in the middleof a salt lake.The call came in about 17:00, 13 April 2005from a desperate farmer living just southof Yorketown, on the Yorke Peninsula inSouth Australia, asking for assistance torescue approximately 100 sheep (160 inreality) that had wandered on to LakeFowler, a salt lake about 4.5 kilometerswide and long.

The sheep had decided to cross the lake,and sheep being sheep, followed in eachother’s footsteps. About half way across,the last half of the flock started to break

through the weakened salt crust and consequently got “stuck in the mud”.

I called on Captain David “Hoges” Hoganto pilot VH-BJX, a Bell 206L. I was thecrewman, so off we went to Lake Fowler to rescue sheep. Hoges’ response was, tosay the least, interesting. We gathered allavailable information and it was decidedon an 0800 departure to sling the sheepfrom the lake.

On arrival we met the farmer and he had“hog tied” most of the sheep, who by nowwere rather fatigued. We decided to do two lifts of three sheep and then discussany queries we had. Both lifts went welland it was decided to up the payload tofive sheep. The sheep had to be barrel-

rolled along the ground and into the net and then get “real familiar” with eachother as they were lifted from the lake.They were then transported about a kilometer to the edge of the lake wherethey were released.

The lake crust was broken up and yousunk to your knees in mud whilst rollingsheep or dragging a mud impregnated net to the next load. What fun it was!

The task took 4.7 hours of flying (1 hourwas transit time to and from the area).In total we lifted 160 sheep five at time.

No estimate on how long clean-up took.But notice that everything about the pilotis clean… the hose, flying suit, t-shirt and boots!.

CHC GLOBAL

in South Australia

Top: Sheep, being sheep, followed each other across the salt lake until every one became stuck.Above left: Nigel Edwards, left, and clean Capt. David ‘Hoges’ Hogan after the mission. Above: The sheep savers of Yorketown.

Sheep slinging success



CHC AROUND THE WORLDCHC S76A++ D2-EXH on a recent Eso Oil revenue flight to Soyo, Angola. Photo taken by Capt.Wendy Winnard, who along with Capt. Morne Wiid, were ferrying ZS-RNG up to Malabo fromLuanda, Angola and managed to fly alongside D2 EXH for 45 minutes on the way up to Soyo.

GSS – IT All information flows and process transactions will be performed in a “live”global IT environment. GSS is movingtowards a global ‘core technology’configuration which will increase globalefficiency and reduce duplication andmanual data entry. GSS has dedicated staff to implement the necessary hardwareand software requirements and to assessthe business process changes and relatedprocedure manual requirements. GSS issetting up a global helpdesk to address all questions, issues, problems etc. on a24/7 basis.

Movex FinanceMovex Finance, which is already in use at a number of CHC divisions,will become the platform from which all internal and external financial reportingwill be sourced. With fully integratedAccounts Receivable, Accounts Payable,General Ledger, Inventory and Fixed Asset modules, Movex will provide a standardized, flexible means for recording,analyzing, and reporting for all CHCBusiness Units.

The most recent implementation ofMovex Finance took place in Holland,where CHC went live in May with theSchreiner entities. With some hard workfrom the project team, a dedicated staffat the Hoofddorp office, and some strongcups of coffee, Schreiner successfullyclosed year-end under its old Exact systemand started off fiscal 2006 under Movex.

Based on experience to date, it is clear the changes will be felt by many. Initially,the most obvious affect will be glitches in routines, systems and personnel competence. The situation is constantlybeing monitored, so that resources can be assigned to solve revealed issues andimplementation plans are adjusted whennecessary. As time goes on and theseteething problems are being solved, theresult will provide a stronger platform fora better business and a more competitivecompany.

For more information on ProgramINTRO, please visit the CHC GlobalIntranet.

CHC Group business changescontinued from page 14

CHC ENTERS 'DE KUIP'With a Dutch flight crew cheerfully fulfilling its mission, a Den Helder-based Dauphin SA365brings the players to the pitch at the Feyenoord Football Club of Rotterdam to kick off the 2005 season. Built in 1938, the open-air Feyenoord Football Stadium -- affectionately knownthroughout Holland as 'De Kuip', or 'the Tub' -- is one of the most famous in Europe, with astrong sense of tradition and seating for 61,000.

TSUNAMI DONATIONCHC Global's VP Resources and Operations Brian Clegg presentsa cheque for $27,777.33 to Red Cross Regional Director SusanBorthwick in Vancouver. CHC made the donation to the Red CrossAsia Tsunami Relief Fund, along with an equal amount to theMercy Malasia Fund, matching the total raised for the relief effortby individual CHC employees.



Welcome AboardCORPORATE Amanda Baker – Financial Reporting Analyst,Grace Buenavides – Payroll Administrator,Christine Carey – Administrative Assistant,Watson Cheng – General Accountant, HibaqFarah – Accounts Payable Assistant, GregoryFok – Budget Analyst, Clayton Fraser –Inventory Accountant, Fareen Harji –Treasury Analyst, Mehernosh Kasad –Accounts Payable Assistant, ShahindaLakhani – Corporate Accountant, Andy Lau –Manager Taxation, Aileen Lopez – AccountsPayable Assistant, Wilson Mah – AccountsPayable Assistant, Alex Man – SeniorAccountant, Heli-One, Chris McDowell – VPMergers and Acquisitions, Teri Price – PayrollManager, Michelle Roberts – PayrollAdministrator, Ed Robinson – InformationTechnology (IT) Auditor, Pia Roy –Administrative Assistant, Ma Loreto Russell –Treasury Accountant, Nicole Sides – AccountsReceivable Analyst, Mark Stock – VP HumanResources, Ian Thomas – Assistant DirectorFinancial Services, Jostein Tjelmeland –Global Systems Director, Erik Van Straaten –Director Legal Services, Chris Wales – SeniorManager Taxation

CORPORATE TEMPSMelanie Beggs – Human ResourcesAdministrator, Kirk King, Student – Working Experience Aberdeen, Georgia Pahou– Human Resources Administrator, Yvonne Sham – Accounts Payable Assistant,Dennis Walsh – General Accountant

HELI – ONEVancouverEoin Anderson – Supply Contracts Manager,Steve Bains – Lead Hand Technician, FredBaker – Quality Manager, Jeff D.Bezanson –Component Technician, Aren Boschman –Project Director, Joseph R.Burton – NDTInspector, Matthew Campbell – NDTInspector, Biljana Car – Component Planner,Mel Carlson – Engineer Level 14, ShaunCatlin – Project Director, Fiona Czeschel –Business Support Assistant, Arjan De Jong –Project Coordinator, William Dino – AME-Helisoft Project, Amandio Ferreira – ShopTechnician, Augustine Fong – ShopSupervisor, Bert Fong – Stores Person, RobertGornall – Workshop Planner, James Griffith

– Apprentice Technician, Micah Jopson –Component Technician, Jens Korte – VPLogistics Services, Lars A. Landsnes – VPBusiness Information, Ian Leitch – Machinist,Al Lewis – Machinist, Elizabeth MacDonald– Business Support Assistant, Roy L. McClarty– Stores Project Manager, Chris McCulloch –Lead Hand in the S61/S76 Small ComponentsLine, Terence McHardy – S61 Main RotorHead Shop Lead Hand, Travis Miller –Inventory Control Statistician, Daniel MichaelNekic – Shop Technician, Steve Pendli – LeadHand/Bell , Scott Penney – BusinessInformation Manager, Chris Poirier – S76Lead Hand in the Main Gearbox Line, DanielPusch – Shop Technician, Peter Pusch –Component Technician, Kimberley Raabe –Business Support Officer, Michael Roman –Lead Shipper, Nathaniel Roque – ShopTechnician, Yuriy Ruvinskiy –Shipper/Receiver, Carlos Salazar – BusinessInformation Analyst, Brad Shaen – Director ofMarketing & Sales/Americas, Norm Shaw –Component Technician, David Sparrow –Apprentice Technician, Peter Tait – LogisticsProcess Analyst, Eric Warawa – ShopTechnician, Angie Wells – Deputy LogisticsSupport Manager, Fred Wells – SupplyContracts Officer, Tracy Whereatt – CustomerSupport Officer

ASTECRune Veenstra – Vice President R&O Europe

HELI – ONE TEMPVancouverDavid Acton – Technical Records Assistant,Roar Askein – Business Information Analyst,Michelle Haggard – Administration,Heather Hawthorn – Customs PerformaAssistant, Doug Hill – Technical RecordsAssistant, Farid Ismail – MaintenancePrograms Helisoft iso tech records, BryceLevasseur – Painter, Michael MacGowan –Maintenance Programs for Helisoft, Mara Marquez – Customs PerformanceAssistant, Trevor Meausette – Shipper,Richard Natavio – Shipper, Pamela Orr –Shipper/Receiver, Nicholas Peszel – StoresHelper, Aaron Richards – Stores Helper,Rainer Schwab – Business InformationAnalyst, Kevin Selch – Technical RecordsAssistant, Jesse Smith – Stores Counter Clerk,Donald Stutt – Technical Records Assistant,Honeyleen Supelario – Junior Office ServiceAssistant, David Wilson – Technical RecordsAssistant

GLOBAL OPERATIONSVancouverNevin Bernard – Engineer, HughBrackenbury – Engineer, Brent Butowski –Engineer, Ian Callard, Manager – FlightStandards & Training, Nancy Crowley –Executive Assistant, Technical Services, JakeDart – Engineer, Igor Dmitrienko –DAO/Avionics Engineer, Yann Ehouarne –Pilot, Chris Hamlyn – Emergency ResponseCo-ordinator, Jeremy Hart – Project Assistant,Flights Standards, Thin Chong Hui – Pilot,Greg Hulme – Pilot, Nick Konecny – Pilot,Mike Korey – Pilot, John Mee – Travel Co-ordinator, Narayan Menon – Pilot, PeterNeilly – Pilot, Simon Paisley – BusinessInformation Analyst, Mark Richer – Engineer,Alaina Saarela – Records Coordinator, SteveSatow – Pilot, William Shaw – Pilot, PaulaSpiller – Project Planner, Technical Services,Stewart Greg – Engineer, Glenda Strang –Receptionist, Steven Ustare – Engineer,Dennis Venturi – Pilot, MatthewWasserman – Pilot

AustraliaIan Neate – Main Store, Kynan Thiele –Sarquip , Wayne Wildenburg – TechnicalRecords Officer/Head Office

GLOBAL OPERATIONS TEMPVancouverMichael Fleck – Instructor, Jerry Jackson –CHS Manager/HESS Trainer, Paul Shears –DAO Assistant

Halifax baseMegan Faulkner – Check In ServiceAgent/Relief Flight Coordinator, Lori Joudrey– Check In Service Agent/Relief Flight Follower,Dave Donalson – Base Engineer

EUROPEAN OPERATIONSAberdeenJennifer Davidson – ReceptionistSara Cowie – HR Advisor

North Denes:Ian Yaxley – Assistant Dispatch OfficerPercy Impson – Ramp DispatchAndy Goodchild – Pilot

StavangerSvein Ketil Bertheussen – Head of TechnicalServices Europe

WaterfordChris Hughes – Winch Operator/Winchman, Mark McDermott – SAR Captain, FrancisDevaney – Winchman

Peoplearound the world



AfricaToni Lindschinger – Pilot Congo, BobMasson – Pilot Congo, Abo Ruben –Assistant mechanic Bata EG, Acuche Antonio– Assistant Mechanic Bata EG, Siledo Pedro –Assistant Mechanic Bata EG, Makoli Manuel– Manifesting Clerk Malabo EG, Karl Zehrt –Regional Managing Director African OperationsGreg Hulme – Pilot Malabo EG, RonYalowica – Pilot Ivory Coast, Murray Bale –Pilot Malabo EG, Henri Paris – Pilot Bata EG,Othman Mod Som – Port Gentil Gabon,Gerhard Pistorius – Pilot S61 Cape Town

HalifaxMegan Faulkner – part time Customer ServiceAgent, Lori Joudrey – part time CustomerService Agent

PromotionCORPORATEBen Lewis – Corporate Controller, AnnetteCusworth – Director/Financial Reporting

HELI - ONEVancouverMargit De Jong – Business Support Manager

AstecRune Berg – Business Manager HeavyMaintenance Stavanger

EUROPEAN OPERATIONSAberdeenMick Davey – Type EngineerColin Stepnenson – AS332 Type EngineerJim Strachan – Avionic Fleet Support EngineerDany Guilloux – Maintenance ProgramCoordinator, Frank Clews – Maintenance Mgr– UK & Europe, Rune Meinich-Bache –Operations Centre Manager, Ann ChristinDalen – Operations Officer, Dan Paulsson –Operations Officer

BlackpoolPaul Turnbull – Dispatch Officer (Trainee)

Den HelderBram Sevenhuijsen – Captain, EdwinSoeters – Captain, Jurgen Pille – CaptainRobert Graus – Captain, Harmen de Dood– Captain, Roeland van Kampen – Captain,Harold Jager – Pilot, Christiaan Schlepers –Pilot, Jildou Dikkers – Pilot, Khalid Saif –Pilot

ShannonEamonn Burns – Aircrewman Trainer

StavangerTone Madstuen Mæland – HSE-advisorKjell Ingar Olsen – Type Engineer Eurocopter

GLOBAL OPERATIONSHalifax BasePat Perry – Base Manager/Pilot, Lisa Young – Maintenance tech records

AustraliaAshley Strauss – Maintenance ProgramPlanner/Vancouver, Loris Tomkinson –Safety and Quality Auditor/Head Office, Mick Quirke – Deputy Chief Engineer/HeadOffice, Valerie Millward - TechnicalLibrarian/Head Office

ApprovalsHELI ONETerje Thomassen – received his certificate ofapprenticeship

TransfersEUROPEAN OPERATIONSAberdeenPaula McKenzie – Customer Services Assistant,Louise Ewen – Assistant Accountant, FrankClews – promoted to Maintenance Manager,UK & Europe, Rune Meinich-Bache – promoted to Operations Centre Manager,Louise Ewen – Assistant Accountant transferfrom Multifabs to Aberdeen

HumbersideAlan Wright – Co-Pilot

GLOBAL OPERATIONSVancouverCristina Apolinario – Human Resources &Benefits Administrator, Jeff Davidson –Engineer, Theresa Ellis – AdministrativeAssistant/Resources & Operations, MaryFiedeldy – Pilot Services Administrator, DanLemire, Manager – Regulatory Process, SusanMcAlpine – Recruiter, Audra McKinley –Administrative Assistant, Noel Ranger –Maintenance Program Planner, Ian Richards –Planning Manager, Mike Roberts – Engineer,Kevin Robinson – Engineer, Ashley Strauss– Maintenance Program Planner, SonyaTietjen – Business Systems Analyst/Developer,Bram Van den Berg – Manager/StrategicProjects

Cape TownLoree Robertson – Technical Manager, Ken Steele – Deputy Managing DirectorAfrican Operations

Halifax BaseMaurice Holloway – transferred to touring inBaku

Departures/RetiredCORPORATEMoreno Ciapponi – VP Financial Services,Anne Douglas – Accounts Payable Manager,Sheryl Dunwoody – Payroll and BenefitsManager, Stephen Fung – Manager InternalAudit, J.T.Hung – Corporate Accountant

HELI – ONEVancouverGlen Burrit – Stores Counter, Mike Druet –Senior VP BD and Marketing, David Gilbert –AME Structures, Taryn Leadbeater –Executive Assistant, Doug Nickason – AMEStructures, Per Trevita – Market PriceSpecialist

ASTECAtle Strømme – Managing Director, BjørnIvar Aarseth – Director Projects, ReidunHana – Purchase Manager, Kevin Frøystad –Skilled worker Engine workshop, AndersMæland – Skilled worker Component work-shop, Carolyn Tønnessen – Sales ManagerCommercial, Inger Marie Monsen –Executive Assistant Commercial, CatoFuglestad – Skilled worker heavy maintenance, Marit Kjendlie – ProjectManager base maintenance, Sigurd Sviland –Technician/Asset Controller, Finn BrandsbergDrangeid – Senior Maintenance Engineer

EUROPEAN OPERATIONSAberdeenGlen Woolston – Co-Pilot, PhillipEvans – Captain, Ian Struthers – Captain,Jim Pollard – Captain, Nick Cunningham –Co-Pilot, Lisa Paddon – Training and TechAdmin Assistant

Den HelderDirk van den Akker, Paul Beelen

HumbersideDavid Bourne – Co-Pilot

KristiansundStåle Iversen Rønnåbakk – Technician

North DenesRob Morris – Chief Pilot, Ben Cook – Co-Pilot

StavangerØyvind Breda – CaptainKjell Lyse – Operations Officer

WaterfordSimon Turner – SAR CaptainIan Grosz – SAR Co-Pilot

continued on page 20



Rotortales is the employee magazine for CHC HelicopterCorporation, produced four times per year. All material is gathered and written by CHC employees for CHCemployees and interested parties. No material containedwithin Rotortales magazine may be reproduced withoutpermission of CHC Helicopter Corporation. For questionsor comments, or to submit an article or photos for publication, please contact CHC Helicopter CorporationDirector of Communications Chris Flanagan, by telephoneat 604-279-2493, or by e-mail at [email protected], or forward correspondence to CHC Helicopter Corporation,4740 Agar Drive, Richmond, BC, Canada, V7B 1A3. For more information on the company, please visit thewebsite www.chc.ca.

RotorTales

CHC Headquarters

VancouverChris FlanaganDirector of [email protected]

CHC European Operations

AberdeenKaren MacConnellExecutive [email protected]

StavangerSidsel MyreExecutive [email protected]

CHC Global Operations

VancouverNicole BarkerExecutive [email protected]

Cape TownCheryl PedersenCommercial [email protected]

AdelaideJennie McBeathSales and [email protected]

Heli-One

VancouverKimberley RaabeBusiness Support [email protected]

StavangerBirgit Smeby Executive [email protected]

ROTORTALES CONTACT LIST

GLOBAL OPERATIONSAfricaSean McCutcheon – Pilot Ivory Coast, MarkMalan – Pilot Malabo E G, Anto Devotta –Pilot Congo, Sam Kinnear – Pilot Angola

Halifax BaseGail Christopher – Admin Assistant,Maternity Leave: Kelly Dawe - Check InService Agent/Flight Follower

AustraliaBarry Ferris – Pilot/Adelaide, Estelle Dew –Main Store/Adelaide, Dean Thompson –Pilot/Tourer, Ray Pearson – Pilot/Canberra,Darren Stephens – Engineer/Adelaide, SarahKelly – Technical Librarian/Head Office,Yvette Lutze – Pilot/Tourer, Lisa Miles –Resource Travel Administrator /Head Office,Ross Brooker – Engineer/Tourer

AwardsEUROPEAN OPERATIONSNorth DenesKevin Wenban 15 years

Den HelderRoland Fennis 12.5 years

AberdeenFrank Clews 15 years, Charles Smith 15 years,Ray Thomson 15 years, Norman Veitch 15 years, Kevin Wenban 15 years, John Dean15 years, David Davidson 15 years, Paul

Rimmer 15 years, Ray Thomson 15 years,Robert Cunningham 20 years, Mark Lacy25 years, David Clare 30 years

BirthsEUROPEAN OPERATIONSJohn Hassett (Shannon) wife, Teresa had ababy boy, Eoin in March 2005

Simon Cotterell (Shannon) partner,Nathalie had a baby boy, Harrison on the11 May 2005.

Gary Watkins (Dublin) wife, Edel had ababy boy, Harry Reece on the 13 May 2005

GLOBAL OPERATIONSVancouverJohn Lin and his wife, Nancy, had a babygirl. They named her Emma and sheweighed in just over 7lbs. All are well.

Halifax BaseMario and Julie Leroux travelled to China on March 18 to welcomed their new daughter Audrey Chang Leroux intotheir family born on April 05, 2004

Greg and Tanya Ellsworth had theirdaughter Olivia on November 16, 2004

Russell and Joceyln Hovey had theirdaughter Abbygale in January 2005

AustraliaRichard and Toni Martin are thrilled at thearrival of little Sandy, born at 1820 18/5/053.74 kg at the Darwin Private Hospital.Both mum and bubs are doing well.

MarriageGLOBAL OPERATIONSSuzanne Perry and Grant Clarke married May 22, 2005

DeathHELI ONEAstecBjørn Erik Kristiansen –Senior Asset Controller

Peoplecontinued from page 19

By Nigel WoolmerHead of Safety for Australia

CHC Global Operations(Australia) has a new CivilAviation Safety AuthorityInstrument of Appointmentholder for the purpose of issuingCertificates of Airworthiness and Certificates of Airworthinessfor Export.

What make this appointment particularlynoteworthy is that Quality Auditor LorisTomkinson is the first woman in Australiato be issued this instrument. This com-mendable achievement came at the culmi-nation of a five-year ‘apprenticeship’ withthe Safety and Quality team.

Loris actually began her employment withCHC (then Lloyd Helicopters) in thefinance department in 1991, and latermoved to Logistics and became aPurchasing Officer before being selectedfor the Quality and Engineering Officerposition in 1999. Loris, of course, wasdelighted after the years of courses and somuch training and study to attain thisappointment, but in typical Loris fashion,her immediate reaction after being issuedthe instrument was delight, followed by...“For goodness sake they have spelled outmy middle name ... in full ...on theInstrument!”

Congratulations Loris.

Safety first for Australia


rotor tales aug 05 lores

Documents

new work

chc safety

new roles

new ownershipstructure

new structure isallowing

chc employees foryears

safer business

maiden business flight