rotor tales chc- april june 02

7/21/2019 Rotor Tales CHC- April June 02

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Safety first for SARcrews Down Under6

Back in Venezuela

African Adventure

Volume 7, Number 2 CHC Helicopter Corporation

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Continued on page 2

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CHC Helicopters Ireland has won anew five-year contract to provide a Search

and Rescue S61 helicopter and back up

aircraft for a new Irish Coast Guard baseat Waterford, Ireland. The operation com-mences 1 May 2002 for the Departmentof Marine and Natural Resources.

This new contract requires the conver-sion of an S61 to full autohover capability,

which will be carried out by CHC’s AstecHelicopter Services in Stavanger, Norway.The Waterford base will be CHC Ireland’sthird Irish Coast Guard Base, afterShannon and Dublin.

CHC Ireland has also successfullyrenewed its existing contract with

Marathon International PetroleumIreland Limited. The contract com-

mences 1 April 2002. The duration ofthis contract is for five years with furtheroptions. The operation is based in Corkwith the sole use of an AS365N aircraft.

PETER LEONARD does not consider himself a

hero. But to every employee at CHC, and to the 10Spanish fishermen who owe him their lives, he mostcertainly is.

Pete demonstrated incredible skill, strength andcourage as rescue winchman with the CHC IrelandCoast Guard SAR team Feb. 2 when pulled 10fishermen from a sinking ship to the safety of aCHC SAR S-61. For his heroic efforts, which hedismisses as all in a day’s work, and his devotionover the years, Pete is this issue’s CHC Champion.

Pete was called to a rescue just after dark whilegale force winds and waves battered a sinking fishingvessel half an hour away.

As he does for every mission, Pete didn’t give athought to the fact he might be risking his own life,and concentrated on the task at hand. At the scene,he was lowered to the capsized vessel and began the job of bringing up 10 fishermen. Twice he waswashed overboard by waves, but because he was stillconnected to the winch, he was able to recover hisposition and carry on with the rescue operation.

Still a youthful 49, Pete spent 23 yearswith theRoyal Navy, and even did some basic pilot trainingbefore joining the company in 1992. In 1993 Petereceived the Coast Guard Award for MeritoriousService, and over the yearshasrepeatedly demonstratedhistotal commitment to getting the job done.

Craig Dobbin, O.C.C hairman & C hief Executive O fficer

Despite getting knocked around Feb. 2,Pete knew that failure was not an option, andhe went back

down thatline untilevery lastfishermenwas safelyaboard thehelicopter.Pete, Icommendyour bravery,strength and resolve.

I’m told the ground and sea rescue crews whowatched the scene have said that without Pete andthe rest of the CHC crew from Shannon, those10 fishermen wouldn’t have had a chance.

Here’s how witnesses have described the event:In what looked like a scene from a Hollywood

movie, the 10 fishermen were clinging to thestarboard rail of the overturned FV Celestial Dawnthe evening of Feb 2, as waves crashed over theirheads and the vessel’s bow pounded closer to the jagged rocks. The real dawn was eight hours away,and despite the vessel’s proximity to the shores of Dingle, helicopter rescue was the only option for theshivering fishermen. Fast rescue craft had already

tried to get near the boat, but breaking waves andhigh winds forced them to turn

Pete Leonard

All is calm the day after,but seas were ferocious when CHC I reland’s Pete Leonard and crew rescued 10 f isherman f rom the rai l of the str icken FV Celesti al Dawn.

All is calm the day after,but seas were ferocious when CHC Ireland’s Pete Leonard and crew rescued 10 f isherman from the rai l of the str icken FV Celesti al Dawn.


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Sylvain AllardPresident

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THE THIRD QUARTER, fiscal 2002,represents CHC’s best third quarter performanceand our ninth consecutive quarter of growth.These results confirm that we have done anexcellent job in responding to our customers’needs in the face of various market challenges.

However, with the current volatility in oilprices, some of our North Sea customershave

initiated major cost reduction exercises. AsIhave told our shareholders, these cost reductionmeasurescould affect exploration spending and wemay see reduction in exploration-related revenuein the North Sea over the next 12 months.

As we move forward the CHC Groupneeds to prepare itself strategically with a morecompetitive cost structure in anticipation ofa changing market.

We remain absolutely committed tostrengthening this company, and maintainingour position as the world leader in terms of

safety, training, efficiency and, above all,customer satisfaction.

After extensive discussions, CHC hasconcluded that we can achieve substantialbenefits by adopting a common approach inEurope, while retaining autonomy in the existingthree major operating divisions. Our long-termobjective is the standardization of our systemsand our approach to business across Europe.

Accordingly, we have determined thefollowing steps are necessary to maintainCHC’s strategic advantage:

• Implementing of a fully integratedsoftware solution across the three Europeandivisions to introduce a common approach

to maintenance and flight operations;• Introducing of a common financial

reporting system across Europe andCorporate headquarters;

• Restructuring of the European divisions toallow the flying divisions to focus on theircore business whilst Astec will take overmore of the Group’s maintenance supportin both Aberdeen and Stavanger;

• Establish one training center which willcover all of the CHC Group’s pilot andengineer training requirements and

enhance our capability to serve externalcustomers.(A further report on this is due

in the near future which will determine thesteps necessary to achieve this objective.)

Addressing these challenges now will allowus to provide secure employment for the majorityof staff in our European operations for the longterm by enhancing our ability to retain significantmarket share.

It is important to note that while we recordedan excellent third quarter, total flying hours fromcontinuing operations remained consistent withthe same quarter last year. The status quo in thismarketplace will not allow CHC to remaincompetitive. We must continuously improve

our business model to thrive.I am pleased to acknowledge several new

contracts won in the last quarter: a new long-term oil and gas contract in East Timor; twocontracts renewals in the U.K., with KerrMcGee North Sea and Marathon International,and; a new five-year SAR contract for the IrishCoast Guard.

These new contracts indicate that we aremeeting our customers’ needs and winning theirsupport. With the standardization of ourEuropean operations, I am confident we will

continue to win their support, and secure ourown prosperity.

back. Swimming to shore was not possible inthese conditions. Only half the fishermen werewearing life jackets, and hypothermia wasn’tlong off.

The emergency call to CHC Ireland’sShannon base came at 20:20. The crew of Captain Derek Nequest, (also chief pilot andShannon base manager), Copilot Mark Kelly,Winch Operator John Manning and WinchmanPeter Leonard were airborne within 10 minutes,five minutes better than the contract’s daytimerequirement. The initial report had indicatedthe vessel was listing, but had not capsized, sothe plan discussed aboard the helicopter was forPete to be winched to the vessel, where he wouldremain as fishermen were winched aboard twoat a time. However, it soon became apparentthis was not an option.

“When we arrived, we could see the situationwasactually much worse than initially thought,”Pete said. “The ship waslying on itsstarboard side,with the bow towardsthe rocks. All 10 crew wereliterally hanging on to the rails, all in nice long line.”

The crew quickly established a newplan, setting a hover about 40 feet above theoverturned vessel. Pete was to go down, remainattached to the winch and bring up the sailorsone at a time without disconnecting.

With the pilots maintaining a static hover,and winch operator John Manning keeping thecable taught, Pete was able to move about freelyon the rail of the ship and quickly attach therescue strop to the first sailor. He then grippedhim tightly and signalled John to winch themup. The task would be gruelling under idealconditions, but Pete was facing 70 kph winds,a heaving vessel and five-metre waves breakingover head.

One wave caught him from behind,knocked him to the side and off the vessel.

“John managed to winch me in,” Pete saidcasually after the incident. “It happened asecond time, as I was trying to get (a sailor)into the strop.”

One terrified man didn’t want to leave therail, despite near-certain death if he remained,

and another sailor had to help pry loose his deathgrip while Pete calmed him down.

Ten times Pete gripped a sailor and waswinched up, and 10 times he went back downwithout hesitation.

CHC Scotia Managing Director NeilCalvert immediately sent Pete his personalcongratulations, and the Spanish MaritimeOrganization sent a letter of thanks (thoughno one has heard from the fishermen). CaptainDerek Nequest offered this summary of Pete’slifesaving actions:

“Not only was this a significant feat of physical fitness and professional ability as awinchman, but Pete also clearly displayed thecourage and determination to get the job donewhich has become synonymous with SARoperations in Ireland. As a result of his efforts,

10 seaman were saved from a precarioussituation that could so easily have resulted inmajor loss of life.”

Pete, I along with all your fellow employees,salute you.

Continued from page 1


http://slidepdf.com/reader/full/rotor-tales-chc-april-june-02 3/16CHC Helicopter CorporationCHC Helicopter Corporation

ON SATURDAY 1 MARCH, the OpsCentre at CHC HS Stavanger received an urgentrequest for assistance. Another helicopteroperator could not carry out its planned liftingassignment as the object was way too heavy forthe helicopter assigned to the task. No other

heavy-lift capacity was available.The lift was urgent as the drilling rig

‘Deed Sea Trym’ was getting ready to leaveneighbouring Sandnes for its next contract andcould not wait. On the other hand, it needed afive-metre, three-tonne cylinder, known as aheave compensator, in place atop the rig’s derrickbefore leaving port.

Knowing the capabilities of the Super Pumaand the availability of heavy-lift equipment atCHC HS’s main base, the caller urgently askedCHC HS to provide the necessary assistance.

The pick-up point was a mere 100 metres fromthe rig in the Sandnes dock area.

In hours, the operation was prepared,including the completion of an ‘HS SAFE’analysis, inspection of the site, assigninghelicopter and crew to the job, and establishingthe necessary co-operative arrangements withcontractors, local police, port authority, etc.

The lift required air and ground crewexperienced in long-line work – qualificationsnot readily available on the weekend at suchshort notice.

As the picture proves, it worked. CHC HSstaff and police officers needed to clear the pick-up area of curious onlookers and the helicopterneeded to refuel once due to a longer hover thanoriginally planned. But by the afternoon of2 March, the rig was heading into the NorthSea with the critical heave compensator dulyinstalled ... thanks to the flexibility and

motivation displayed by dedicated CHC HSstaff. Congratulations on a job well done!

WHEN PARKS CANADAproclaimed thatnothing could betransported over thebogsof GrosMorneNational Park in western Newfoundland,MarineServicesand Consultantsof Rocky Harbour,had a 6,500-kilogram problem on itshands. A newtour boat for theinland fjord, Western Brook Pond,weighed a few thousand kilosmorethan themaximum lift capacity of any helicopter in theregion.

So Marine Service’s President Reg Williams,had the brand new vessel’s engine, shaft andwheelhouse removed. He then cut the 15-metreboat right down the middle and called CHCHelicopters International in Halifax.

With the permission of ExxonMobil –which has the aircraft on dedicated contract butshares in third-party revenue – Halifax wouldhave an S61 depart in the morning the day of thelift, sling the loads in the early afternoon (weatherpermitting) and be back for dinner. All was setfor Monday March 25. Halifax Base ManagerCapt. Rod Legassick flew left seat, hanging outthe bubble window, while Capt. Darcy Hoover

ran the throttles during the lifts (there werenine in all, including the two pieces of hull,wheelhouse, and a dismantled excavator).

The operation went flawlessly, “just likeclockwork,” according to the engineer on theground Darryl Reid.

Despite a steady breeze, Legassick andHoover gingerly maneuvered the hull sections

into perfect position, Reid said. A winch wasused to squeeze the hull together, and it wasbolted back in place.

The perfect end to a perfect mission – right?Not exactly.

On the way home the S61 developed enginetrouble and had to pull into tiny Stephenville toawait engineers and replacement parts, delayingthe return of the aircraft by two days.

Fortunately Team Halifax has spentthree years impressing the heck out of thecustomer with their hard work, dedicationand professionalism, so that ExxonMobilunderstands these things can happen.

The 6,500 kg tour boat had to be cut in half, wi th wheelhouse (above) removed, in order to be slung into Western Brook Pond.

Photos by Shawn McCarville


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THE INTERNATIONAL FEDERATION

of Airline Pilots’ Associations is coming toStavanger May 3-7 for its 57th annualconference, thanks in large part to the efforts of CHC Helikopter Service Captain Per Gram.

IFALPA is a world-wide federation of national pilot groups with 110,000 members in93 countries, including Norway. This year’sconference will be the largest aviation congress

ever held here in Norway, with 500 delegates,observers, invited dignitaries and spouses, fromnational and international bodies.

Sessions include workshops such as “TheAftermath of an Accident or Serious Incident,”and seminars including “Bridging the gap – aninformation session on helicopter operations.”

Organiser Per Gram has been planning thefive-day event for years.

“In 1996 I had the idea that the NorwegianAirline Pilots̀ Association should host an annualconference where we would focus on recognised

problem areas. I felt that offshore helicopteroperation is an area with considerable scope for

improvement,” Per says.Per got his wings as a Norwegian military

student pilot at Williams AFB in the USA in1968, flew fighter aircraft for a while and thenswitched to the four-engined Lockheed P-3Orion maritime surveillance aircraft. He stayed inthe RNoAF for eight years and logged some5,500 hours before joining Helikopter Service in1976, where he became a captain on the S-61N

in early 1978 and also flew Cessna Citationbusiness jets for a while.

“Some of us took the initiative to launch ahelicopter working group across the North Sea asthe challenges were much the same in the wholeof the North Sea Basin, Per says. I had theopportunity to help establish the IFALPAHelicopter Working Group which initially hadmembers from around the North Sea only. Lateron it was expanded and we now have membersfrom 20 nations. This IFALPA committee is oneof many recognised by both the JAA and ICAO.

In other words, we participate where the rules,regulations, and recommendations are developed.

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“Our aim is that offshore operations alongdesignated main routes should demonstrablyhave the same safety level as scheduled airlineoperations. We need controlled airspace, we needcollision risk assessment models as a basis forprocedures and we need improved certificationrequirements (e.g. to reduce cockpit noise),” PerGram says.

Per adds that although there will be consider-

able focus on working conditions for helicopterpilots, he hopes there will be ample industryfocus as well and that the helicoptermanufacturers will be attending the event.Airbus, Boeing, BEA Systems, Honeywell, EPT,Parc Aviation and EVAS are registered as sponsorsand exhibitors and will be giving demonstrationson the premises.

Stavanger and its immediate surroundingshave a lot to offer visitors and the organisers willtake advantage of the many possibilities toarrange a varied programme for delegates and

their companions.By Johan Petersen

CHC HS Capt. Per Gram conceived the idea of hosti ng the IFALPA conference in Stavanger more than fi ve years ago.


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The system, when installed, will comprise aseparate video playback unit, multiplex technologyto minimise system cabling and an integralseatback LCD monitor and individual controls.Sound isvia small corded ‘Walkman’ typeheadphonesconnected to the display.

The next question was, of course, “What arewe going to show?”

It was at this point that we introduced athird partner, who is partially owned by CHCScotia, producing survival and briefing videos forthe offshore oil and gas industry.

They gave a great deal of input as to howthe programmes we would wish to present couldbe tailored. Indeed, as a group, we saw some of the real benefits for customers as beingable to carry out not only video and audioentertainment but also Corporate team briefs,‘Welcome’ briefingfor offshore installations as well as standard

helicopter briefings, reducing costs by not havingseparate Terminal departure rooms for this. Inaddition, the ability to have an automatic displayof the ‘brace’ position in emergency situationswas considered to be a safety enhancement.

It was at this point that Neil asked, “Whencan we have a prototype system?” The answeris within six months of ‘pressing the button’,which we hope to do soon. There are, of course,a number of technical and legislative challengesto overcome, particularly with the means bywhich we produce an individual monitor

which can be used in all daylight or seatingconfigurations but we feel that we have

THE MISSION APPEARED SIMPLE–“John, I want a seatback video system for ouroffshore Super Pumas.”

(Most people in the helicopter industryknow that the only means of making a long flightappear a little less mundane is through a goodbook, or the ‘elevator music’ through the quiteoften unreliable IFE system.)

“No problem, Neil”, I responded,

after all, hundreds of fixed wing airlineshave such asystem installed.

However,after severalfrustrating

weeks andseveral in-depth

conversations withmanufacturers such as Matsushita, it became

obvious that the task was not quite so simple.Neil, I was sure, would not respondfavourably to my best achieved quotation whichwas for a system weighing some 400 kg and at a‘best price’ of US$1.5 million.

However, at CHC Scotia, we have a longtradition of innovation and a desire not to bebeaten, so it suddenly struck me that there werea number of commercially available products,already meeting civil aviation requirements,which could be brought together to produce a lowcost, reliable audio-visual system which could beinstalled in any helicopter within the CHC fleet.

My first point of contact was a manufacturerof monitors for use in the Police and SARmarkets; as luck would have it, the ownerhad some previous experience in passengerentertainment systems.

He was immediately gripped with the ideaof a low cost system which was not only highlyreliable but also easily maintained and simpleto change the content.

Many lengthy telephone conversations tookplace, followed by refined system specifications,cost targets and timescales, but the outcome was

a system with a cost target dramatically reducedand 40 kg in weight.

considered and have a suitable response for each,giving us a system that can transcend anyhelicopter platform and ultimately, due to itsuniqueness, be offered to a large external market.

In addition to the passenger benefits, wehave also considered utilising a cockpit displaylinked to external vision cameras, already availableas a positive contribution to safety by offeringaircrew an external view of the helicopter and itsenvironment, particularly in emergency situationswhere the presence of fire, open cowlings ormain/tail rotor problems can be visually relayedto aircrew.

With this system, we are offering somethingunique which we firmly believe the customer willvalue. In addition, CHC is raising the stakes inthe offshore market by being the launch customerfor aircraft such as the EC225. This aircraft hasdramatic improvements in performance, however,we cannot fully utilise the increased payload in

our current operational environment. Theproposed seatback video system allows CHC toutilise some of this ‘wasted’ payload as a means of adding value for our customers hence generatingadditional revenue. It could eventually beinstalled on CHC’s entire offshore fleet.

I have, however, just been reading withinterest of the new technology of Plastic TVdisplays which could be built into fabric orclothing. Who knows, maybe in 10 years timewe will be writing to inform you of the helicoptertrim which also acts as a full 360 ̊surround video

system, or is that a bit too far fetched?John Burns, Engineering Business Manager



CHC HELICOPTERS (AUSTRALIA)

has completed 750 missions for the SnowyHydro SouthCare contract, which it has heldsince inauguration in 1998. Snowy Hydro

operates 24 hours a day, offering search andrescue services, assistance at accident scenes andair ambulance service to major hospitals in theAustralian Capital Territory (ACT) and NewSouth Wales (NSW). Snowy Hydro SouthCarealso conducts fire-fighting duties in support of the Bushfire Service.

In the relatively short history of SouthCarethere have been scores of remarkable accounts of rescues and missions. In the 1998 Sydney-HobartYacht race, 55 people were rescued from sailboats,when multiple storms and hurricane force windand waves descended on the fleet of 155 racingyachts. Six sailors lost their lives.

Thankfully, as the events of 05 March, 2002indicate, not all missions are as critical. However,SouthCare crews approach every operation – andindeed everything they do – with safety foremostin mind. To counter unpredictability and improvesafety, crews operate within a robust SafetyManagement System (SMS), encompassing everyactivity carried out by flight crew, maintenance

THE EMERGENCY CALLcame at 19:00from Australian Search and Rescue (AusSAR), anational centre established by the government forcoordination of Australia’s civil search and rescue.A sailboat was in trouble in nasty weather.

It was to be a beacon search in an area200 to 230 km into Bass Strait, east of East Sale.The weather at the time was typical of this areawith southwesterly winds howling at 60 to 80kilometres per hour, high seas and low cloud,down to 1500 feet.

We launched at 20:10 with the only crewavailable, Captain Jim Llewellyn, First OfficerRob Moore, Aircrewman Steve Simpson andRescue Crewman Scott Sorrell. When wecrossed the coast, the weather deteriorated rapidlyto heavy rain with embedded CB’s (Storm Cells)and the wind increased to 120 kph at 1000 feet.As we picked our way through the weather, we

monitored various frequencies for a beacon signalwith no result.

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engineers, administrative personnel, client,passenger, employee, and contractor.

On March 05, the duty crew from SouthCare base in Canberra was activated by AusSAR

at 22:52 for a beacon on the coast, South of Sydney. On duty were Pilot Ray Stone,Aircrewman Shane Paton and Paramedics CathStephenson and Jim Tierney. Whilst Ray checkedthe weather and communicated with the relevantagencies, the other crewmembers ranged theaircraft, fuelled and loaded equipment for apossible over water SAR. On completion thecrew were airborne at 23:21 Hrs headed for theSouth coast of New South Wales. The initialsatellite detected the signal at two differentlocations, one inland 31 km West of Nowra,and the other 78 km away, 18 km off thecoast in the active RAN (Royal Australian Navy)Restricted exercise areas. En-route the crewtalked about different situations that they mayencounter in the area, and prepared themselves inthe cabin for arrival at the first location. Whilstthe crew searched in the initial area, Sydney AirTraffic contacted a RAAF (Royal Australian AirForce) P3-C Orion, which conducted a beaconsearch at a height of 21,000 ft in the restricted

A fixed wing waslaunched from Moorabbinfor top cover (to the helicopter) and to assist in thebeacon search. Unfortunately we arrived in the area15-20 minutesbefore them and had to depart dueto fuel restrictionsafter having to consider a 140 to150 kph ground speed home with an instrumentapproach on arrival.

The fixed wing later located the beacon15 km southeast of the search area, however thebeacon signal was very weak and they could onlyhold it to a range of three km. As it turned out,the beacon was floating inside the boat cabin andwas 5 years past its expiry life! The fixed winginformed us of the beacon position when wewere half way back to East Sale.

On arrival back at East Sale we discussedthe conditions and options with AusSAR anddecided to launch to arrive at the beacon at firstlight. The weather had abated a little for the

06:00 launch and the winds were down to85 kph with the cloud base at 1000 feet.

After a long cold night for the sailor, dawnarrived with the sound of CHC S76 RAAF SARHelicopter. The survivor pointed to the onlyother crewmember: his companion and trustyfriend, Jess. The crewman indicated to throw heroverboard; they both then swam clear of the boatbefore the wet-suited body on the end of a cable

plunged beside both survivor and friend offeringa lifting sling. Conducting a routine double(triple) lift rescue of the yachtsman and his dogfrom five meter seas.

We wrapped the survivor in a space blanketand proceeded back to East Sale where we arrivedat 08:12. Of course the survivor was veryappreciative, as was his crew!

This is only one example of what CHCAustralia EMS crews do 24 hours a day, sevendays a week, and the difference they make tothe lives of so many people – and occasionally

their pets.John Boag & Jim Llewellyn

CHC Helicopters (Australia)CHC Helicopters (Australia)



INTERNATIONAL WOMEN’SDAY, Friday, March 8, 6:45 AM:

Eight CHC women joined forces

with 1100 other Adelaide womenfor a delightful breakfast to cele-

brate International Women’s Day

and support UNIFEM. These

meetings are held all over

Australia and indeed the globe.

Funds raised have been com-

mitted to support UNIFEM

Australia’s work in East Timor.

The program has already helpedEast Timorese women develop a

range of skills so that they have

access to a sustainable source of

income, the plight of women and

children in East Timor is close to

CHC Australia because of our

involvement with the UN’s peace

keeping forces.

The very early start in the city

was a bit of a hardship to endurefor ‘nine to fivers’ particularly the

working Mums, but worth the

effort for the friendship and achance to help strengthen the

economic capacity, rights and

bargaining power of more than

900 million women worldwide.

UNIFEM activities are assisted

through sponsorship and contri-

butions. The host, South

Australian Senator Rosemary

Crowley, acknowledged our

group of eight, with a special

mention for the work of CHC

Australia in East Timor.Working in a progressive global

organization we are in a great

position to ‘think globally and act

locally’ on a daily basis. Perhaps

next year on International Women’sDay you may be interested in

joining the Australian contingent

and share in the joy of participating

in promoting women’s human

rights and strengthening women’s

economic rights.

Loris Tomkinson

exercise areas near the secondary location. Afterneither aircraft found detection, AusSAR stooddown both aircraft and the crew commenced areturn to home base. Another satellite passed

over at 0030 Hrs and AusSAR replotted thesignal 1nm off the Wollongong coast, with theOrion unavailable participating in exercises withthe RAN, the South Care crew turned to thenew datum 122 km from their present position.The signal was gained by the crew 72 kmSouth West of Wollongong at a height of 6500 ft.After numerous passes to determine signalstrength of the beacon over shipping near thecoast, the crew narrowed the search to theWollongong boat harbour. To refine the locationof the beacon, the crew elected to land near the

harbour and proceed on foot with a hand heldVHF radio to DF the signal. Several vesselswere inspected for the beacon until the searchdwindled down to four vessels. The crew boardeda yacht along side the wharf at 0137 Hrs,a startled owner was woken and the offendingbeacon was selected off. After a quick brief bythe crew, the owner was not aware of thesituation that they had caused, but at least theywere safe and their beacon was serviceable.



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18 J une 2001:The phone rings, “HeyBill, it’s Carlos Dugarte calling from Aerotecnicain Venezuela. What do you think about workingtogether again?It’s been too long. We’ve gota tender coming up for work offshore.You interested?I’m on my way to Vancouver,let’s discuss the possibility…”

That’show it all started. With one phone callfrom an old friend, CHI would be heading backto Venezuela with two aircraft. Together withAerotecnica’stwin otter and 412, we would servicethe PDVSA contract. It would mean two years

working out of Capure, 23 milessouth of Trinidad.Following the tender submission,Aerotecnica was awarded the job and we wererequested to have two S61’s in Venezuela byDecember – 90 days away! Our experience toldus that even with the two aircraft identified, thiswas going to be a challenge. One of the aircraftwould come from the UK, go through Canadaand on to South America. Multiple inspections,reams of paperwork and more technicalities thanwe remembered from our last tour in Venezuelawere involved.

We had made a commitment to ourpartners, who had in turn made a commitmentto PDVSA, and now it was time to followthrough. We quickly pulled together our basestart-up team, and set to work. Logistically, weunderstood this would not be simple given thelegalities of moving one aircraft through threecountries – with much of the move taking placeover Christmas.

The aircraft identified by CHI would beC-GHJU an S61N Shortsky leased from a localcompany in Vancouver, and C-GROV (formerlyG-BEIC), an S61N leased from CHC Scotia.

On November 17, C-GROV arrived in Halifax,where the team completed all preparationrequired to send it south. One week later,CHI took possession of the Canadian machineand began preparations for its departure.

The wheels were put in motion to get bothmachines inspected, approved and ready for theferry flight to Venezuela. This is where teamworkbecame essential. Every department was involvedin this project, including Maintenance,Operations, Design Approval Organization,Quality Assurance, Tech Records, Finance and

Commercial/ Business Developmentdepartments. All departments put their best foot

forward. Pulling together forthe transition of the aircraftmade for a quick turnaround,and by Christmas, both S61shad made their way toVenezuela.

Beyond the aircraft,other hurdles arose thatothers might have beenintimidating, but not toCHI. We viewed them asopportunities to learn and to

grow as an organization and ateam. We had difficultyobtaining Venezuelan workvisas for our crews. And ourbase location of Capure hadvirtually no infrastructure –we needed everything fromaccommodations, hangar,parts storage, passengerlounge, communications,refueling set-up – even awater source to support theoperation. Under theguidance of Kalique (CarlosDugarte Jr) and thanks to theresources of Aerotecnica, wehave overcome theseobstacles.

Our first revenue flightwas January 6, 2002. Thisproject start up has not beenwithout its share of challenges, but due to thepeople involved, anothercontract has successfully

gotten off the ground.

AEROTECNICA

Established in 1950 byAntonio Dugarte Senior,Aerotecnica is Venezuela’slargest and most successfulhelicopter operator. Theycurrently operateapproximately 30 helicopters throughout thecountry. In addition to Charter and Contractoperations they are Sales and Service

Representatives for Bell Helicopters.Aerotecnica is a private company and is very

much a family-run operation. At the age of 85,Mr. Dugarte still goes into the office on adaily basis to look after his business interests.

Day to day operations are run by his sonsAntonio and Carlos Dugarte and their two

Despite bureaucrati c obstacles, and a short t ime frame, two CHC S61s were delivereice bui ld-up, and the Ori noco River delta, r ight, offers breathtaking views. Bottom: A

CHC Helicopters InternationalCHC Helicopters International



sons Antonio Jr. and Carlos Jr. ‘Kalique’.CHC’s relationship with Aerotecnica dates

back to the late 1970s and early 80s when we

worked in partnership on two offshore operationsfor local Venezuelan oil companies, Lagovan and

Marovan. During thisperiod we operated a Bell212, a Sikorsky S76, anda Sikorsky S61N out of Caracas, Maturin, andMargarita Island inN.E. Venezuela.

Since then we havemaintained a positiverelationship with thecompany assisting themwith pilot recurrent

training supported withInstructors from CanadianHelicopters AdvancedTraining Facility locatedin Penticton, BritishColumbia.

CHC values itsrelationship withAerotecnica and looksforward to participating infuture business ventures inthe years to come.

PDVSA

PDVSA ‘Petróleos deVenezuela S.A.’ is acompany wholly ownedby the Republic of Venezuela. Since 1975,PDVSA has been underthe control of ‘LeyOrgánica que Reserva alEstado la Industria yComercio de losHidrocarburos’, a

nationalization law thatreserves for the State allactivities relating to theexploration, exploitation,manufacturing, refining,and domestic andinternational marketing of crude oil and refinedproducts. PDVSA is

responsible for the operation of a number of subsidiaries, in compliance with guidelinesprovided by the Venezuelan Ministry of Energy

and Mines.

CAPURE GEOGRAPHY The coastal base at Capure issituated ina remote area of the Orinoco River Delta inVenezuela’sDelta Amacuro State. A short boatride from the small town of Pedernales, Capureconsistsof a population of approximately 100, onekilometer of road, one airstrip, and the recentlyconstructed camp, hangar and passenger facilities.

The Orinoco Delta is a vast, intricate maze of waterways weaving through the jungle, carryingthe waters of the Orinoco River to the AtlanticOcean. The Orinoco Delta has formed overthe course of thousands of years as the river hasdeposited millions of tons of sediment into theocean. Over the last century alone, some 1,000km has been added to the Delta, which continuesto extend into the Atlantic at a rate of 40m peryear over its entire 360km coastline. The Orinocobranches off into over 60 waterways and 40 riversthat diffuse through 41,000km of forested islands,swamps and lagoons.

There are a variety of habitats within theDelta, both terrestrial and aquatic. Mixed tropicalrainforest, dominated by towering palm trees,prevails over much of the terra firma, fostering a

variety of flora including fruiting trees, orchids,bromeliads and arboreal ferns; which flourish inthe moist air of the canopy. Grassland swampsand marshes brim with aquatic plants, andestuarine waterways towards the ocean arethick with mangroves.

Needless to say, the wildlife of the Delta isalso extremely rich and varied. Jaguar, puma,ocelot, red howler and capuchin monkeys,capybara, agouti, giant otter, manatee anddolphins are just a handful of the countlessspecies of mammal that can be observed in

their natural habitats. Among the extensivebird population are hoatzin, macaws, parrots,toucans, caciques, kingfishers, cormorants,egrets, falcons, hawks, harpy-eagles, weaverbirdsand hummingbirds. There is also an untoldnumber of amphibians, reptiles and fish species,including anaconda, boas, vipers, fer-de-lance,coral snakes, iguana, cayman, turtles, piranha,stingrays and catfish.

PS: Hey, you come back here with thatengineer!

Suzanne Perr y, Len Denni s and Brian Arsenault

he Capure, Venezuela base, where peli cans on the blade (left ) are far more li kely thanCarlos Dugarte and Antonio Dugarte, and CHI’s Bri an Arsenault.


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CHC Helicopters International

IN MOST COUNTRIESwith a UNpresence, an excited crowd approaching thesecurity gates of a UN Helicopter compoundwould be threatening enough for the guardsto sound the alarm. But not this time.

On Feb 23, the CHC International crewsupporting Bosnia-Hercegovina’s only UNhelicopter contract hosted the first ElementarySchool Field Trip at the Sarajevo heliport.Twenty-three excited Grade 5 students fromMesa Selimori Primary School had their firstclose-up look at the white helicopter thatthunders over the city on a daily basis.

The event marked not only the passing of the second year of the UNMIBH contract, butalso the first formal contact between local citizensand the ‘stranci’ – foreigners, or as we jokinglycall ourselves, the ‘strangers’. Accompanied bytwo teachers, parents and two members of theSarajevo Emergency Rescue Team, the studentssoon learned that the ‘stranci’ had a full itineraryplanned for them. In the brilliant spring-likesunshine, pilot Ross Kuch presented in-depthlesson plans about flight following, radiocommunication, aerodynamics, jet propulsion,rotorcraft control mechanisms and typicalmissions for UN-189, the Canadian RegisteredBell 212, C-GOKX.

To have been able to plan and prepare for aschool field trip on an airport still very much

under control of the military is as much atestimony to the UN mission and its continuedpresence here as it is to the people of Sarajevo.Having endured years of siege with randomdestruction in strong evidence down even thenarrowest street or alley of the city, the localpeople have had their share of foreigners invadingtheir land – something CHC International crewsfrom Canada have never experienced.

CHC provides commuter services for IPTFand Human Rights personnel, borderreconnaissance missions, VIP transport and

emergency medical transport. Since it is not adedicated emergency aircraft, UN-189 does not

have FLIR or Night Vision Goggle capabilities.Instead, regulations require authorized NightVFR routes in order to complete emergencynight missions—no small challenge in amountainous country. Most of our missions have

been routine, including flights to mountaintopradio repeater stations in the winter. Not muchdifferent from flying in Western Canada.

However, being the only white civilianhelicopter amongst a plethora of militarymachines – UH-60 Blackhawks, CH-47’s,CH-53’s, Westland Lynx, BO-105’s and Griffons– UN-189 enjoys the freedom and access toall SFOR bases in the country, as well as thefreedom to land in most villages and towns withan authorized UN or SFOR helicopter landingsite (HLS). To land anywhere else – on an alpinemeadow or farmer’s field in the valley – is notrecommended. Not because of noise contraintsor territorial disputes or security reasons. Butbecause there are an estimated one millionunexploded landmines in Bosnia-Hercegovinawith only half of them in known locations.

The golden rule is to stick to asphalt surfaces,avoid abandoned looking areas or shiny metalobjects on the grass, and consider everycentimetre of ground as suspicious. Flying overthe countryside, as attractive as it is with therolling hills and jagged cliffs, might as well beshark-infested waters, and is for the most part the

only hostile threat to our operation.So successful has the UNMIBH been in

implementing their mandate, that in his briefingto the Security Council on Dec 12, 2000, theSpecial Representative of the Secretary-General,Jacque Paul Klein, said progress made by themission has “enabled us to think about an endpoint … in a two year time frame.”

As we enter our third year of the UNMIBHcontract, it is with that proviso attached—adefinite end in sight. But our fond memories of Bosnia won’t necessarily end when we leave.

Our first School Field Trip ended with treatsand a flight display by the SFOR Lynx aircrew

located next door to the UN Helipad. And inaddition to a photo of each student behind thecontrols of UN-189, each of them also wenthome with (we hope) a good story to tell his orher parents about the ‘stranci’ who fly the whitehelicopter. Just one example of the good willCHC International fosters while on duty withthe UN in troubled nations.

By Allan CramSarajevo Base Manager

Photos, fr om top left: Landmi ne danger signs are acommon site around Sarajevo; as are bombed outbui ldings, such as these destroyed apartment blocks nearthe airport ; the Bosnian landscape looks beauti ful fromthe air, but the landmine-strewn ground might as well be shark- infested waters; on a recent fi eld tr ip, back row left:

Teachers Sabina Trbi and Eldina Mujki; middle row: grade 5 students; right: Pi lot Ross Kuch.



Croatia, Byzantium, Montenegro and

Hungary have all occupied the territory at

one time another. In the 13th Century, Turkish

raids prevailed and the Ottoman empire

remained in power until 1878. Bosnia was

then forced under Austro-Hungarian Rule.

But resentment toward this foreign occupation

intensified in 1908 when Austria annexed

Bosnia-Hercegovina outright. The assassination

of the Austrian heir, Archduke Franz Ferdinand

by a Bosnian Serb on J une 28, 1914 – the shot

heard round the world – led Austria to declare

war on Serbia one month later. When Russia

came to Serbia’s aid, and Germany supported

Austria, the world was soon at war.

The most recent war in Bosnia-Hercegovina

erupted in April 1992 after snipers opened fire

on unarmed citizens in Sarajevo who were

demonstrating for peace. Twelve people were

killed in that attack. Shortly after, civil war and a

campaign of ‘ethnic cleansing’ ensued. The city

of Sarajevo came under siege April 5, 1992 and

ended three years later leaving over 10,000

civilians dead and the city in ruins.

In late 1995, after the brutal three-sided

war in which 200,000 people were killed and

2.2 million people (half the population) were

displaced, the parties agreed to a cease-fire.

Under the terms of the Dayton Agreement, the

UN Protection Force (UNPROFOR) which had

been in Bosnia since 1992 would withdraw and

security would be undertaken by a NATO-led

multinational Implementation Force, to be

known as IFOR. In December 1995, as IFOR

formally took over responsibility in Bosnia-

Hercegovina (BiH), the United Nations Security

Council endorsed a new civilian UN operation

in the country, UNMIBH. The mission’s two

principle components – the United Nations

International Police Task Force (UNIPTF) and

a UN Civil Affairs office – were created to

implement the Dayton-Paris Peace Agreement.

In the immediate post-war environment,the UNMIBH’s major focus was to deploy IPTF

monitors at some 60 locations, supervise the

transformation of local war-time police to

regular civilian police structures and manage

difficult political crises. Over 2,000 civilian

police from all over the world made up the

initial deployment within Bosnia.

One year later in 1996, the Security

Council authorized the establishment of a

Stabilization Force (SFOR) for a period of

18 months to succeed IFOR. In 1997, the

Mission’s work focussed on reducing the large

numbers of weapons in police possession,

providing assistance in removing illegal check

points, monitoring police performance during

the first post-war elections and the initiation of Federation Police restructuring through police

certification, policing structures and training.

Each year as the mission was extended,

their actions became more and more specific.

In 1999, UNMIBH began to address specialized

police services, support units, Border Service

and court police. These efforts support the

UNMIBH’s overall mandate to “provide a safe

and secure environment for all persons by

ensuring that civilian law enforcement

agencies operate in accordance with

internationally recognized standards and with

respect for internationally recognized human

rights and fundamental freedoms.”

CHC International became a part of this

effort in J anuary 2000 when they successfully

bid for the charter of a Bell 212 helicopter for

use in UNMIBH.

MR. PETE LAVOIE,CHIEF ENGINEER, SIKORSKY

Pete began his career in the industryin 1978. Pete has spent years in the fieldas an engineer, joining CHC in 1998.Since that time, he has been makingimportant contributions to themaintenance staff at CHI in his currentrole as Chief Engineer (Sikorsky), where

he has applied his years of experienceto maintain an efficient and effectiveSikorsky maintenance program.

Pete’s wealth of engineeringknowledge makes him a tremendousasset to CHI and a welcome resourcefor our customers.

Known as ‘Pistol Pete Lavoie’around the office and in baseball circles,he has agreed to take on coaching dutiesfor CHI’s slo-pitch team this summer.If work ethic is any indication,

I’m sure he’ll end off the seasonwith a grand slam!

CHC INTERNATIONAL is pleased to introduce an

occasional series profiling key members of our team.

Get to know the cast of characters that have been

instrumental in our success.

MR. ED HORODESKI,

CHIEF ENGINEER, BELL & EUROCOPTER

With over 26 years experience in thehelicopter industry, Ed has attained animpressive level of knowledge and experience inthe mechanics of Bell and Eurocopter aircraft.

Ed joined CHC (Sealand Helicopters) in1979 as a Supervisory AME after only twoyears as an apprentice and field mechanic. After

12 years in a supervisory role with CHC, hedecided to pursue other avenues, working forBell Textron for six years. In 1997, Ed returnedhome to CHI to assume his current position asChief Engineer (Bell and Eurocopter).

Ed has been instrumental in the successfulcoordination of base start-ups and helicoptermaintenance program development at CHIoperations around the world.

Ed also got instrumental at CHI’sannualChristmasparty last year. He did an amazingrendition of Roy Orbison’s‘Pretty Woman’.

We were not totally surprised by hisgreat voice;after all he isa man of extraordinary talent.


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Astec Helicopter Services

C H C H S

C H C S c o t i a

C H C A u s t r a l i a

C H C I r e l a n d

D a n i s h I n t e r n .

C o u g a r

H e l i c s a

V e r i t a i r

G L A

F M W ( S w e d e n )

T o t a l

Super Puma Mk1 8 17 4 3 3 11 46

Super Puma Mk2 7 5 11

Sikorsky S-61 6 4 5 5 1 21

Dauphin 365N2 3 3

Bell 214ST 1 1

TOTAL #HC 25 22 5 3 3 3 5 5 1 11 9682

Flight Hours* 34 28 3 2 3 3 2 4 1 4 84

(*000hours/year)

WHEN CHC SCOTIAordered theCompany’s 12th Super Puma Mk2 fromEurocopter last year, it wanted the cockpit andcabin completed efficiently and quickly in orderto deliver the aircraft to the customer as soon aspossible. Kerr McGee North Sea (UK) Ltd. had

signed a new contract with CHC Scotia, makingthe Mk2 their dedicated aircraft, rather thancalling on Super Pumas from the pool.

The solution: the Mk2 was sent to AstecHelicopter Services in Stavanger in ‘green’

condition, without cabin interior trim andseatings. Astec went to work quickly for its sistercompany, painting the helicopter in the CHCcolour scheme, fitting the lightweight interiortrim, installing cabin airline seating andcompleting several other minor modifications.

The result: Astec reduced the purchase priceby more than 300,000 euros, and moreimportantly, allowed the aircraft to commenceoperations two weeks earlier than themanufacturer could have provided.

When the aircraft requires its minor andmajor inspections, Astec will be able to get the job done quickly and cost-effectively.

Astec’s Integrated Logistics System andpooled resources allow operators to reduce theirown capital expenditure while providing higherhelicopter availability, lower maintenance costsand increased spares readiness. Astec continues toexpand, and now supports more than 84,000flight hours annually.

The finishing of the Kerr McGee SuperPuma Mk2 was one of 15 or morecustomisation/major modification programsAstec undertakes each year. In addition, Astecprovides more than 10 G-checks annually andhas produced more than 50 Super puma G-checks since 1988 and more than 50 D-checksfor the S61N.

In the last couple of years, Astec hasexpanded its capabilities to include the 365N2

Dauphin and 330 Puma. Other capabilitiesinclude major avionica installations such asHUMS, FLIR- and video-control installation,de-icing, auto-hover and SAR configuration.

Of course, Astec also holds worldwidelicences for major overhauls of GE andTurbomeca engines, and has completed morethan 50 overhauls for each type.

Astec’s Eurocopter licence now extendsto dynamic component overhaul, whichincludes full load test facilities. Last yearAstec repaired or overhauled 25 main rotor

heads and 40 main gear boxes, and expectsto continue at this pace.

AS332L2 Super Puma MkII before (above)Astec began work completing the interi or and paint ing


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ON 12 SEPTEMBER 2001,ZS-RDVa Sikorsky S-61N crewed by Ian Labuschagne,Henk Viviers, Rob van Wyk and LesterSchoonraad, set off on an African Adventure.BHP Petroleum Tolo in Gabon had awardedCHC Africa a one-well contract. The task wastomobilize the helicopter, crew and sparesfrom CapeTown to Port Gentil, Gabon, provide helicoptersupport for 6 weeksand demobilize back toCape Town. Straightforward one may think,

however, no contract north of South Africa isevera straightforward routine operation. There aremany pitfalls, and yearsof operating in Africa havetaught many lessonsregarding mob/demob flights,operating licenses, immigration and customsprocedures, security and communications.

The pre-contract checklist was run throughfor the last time and with our helicopter loadedwith everything to make us self-sufficient, we wereready to leave. This would be the first time that anS-61N in CHC livery would fly into Africa.

Our flight would take us from Cape Townall the way to the equator. Day 1, Cape Town(South Africa), Oranjemund and Windhoek(Namibia), distance 703 NM, flight time 6.5hours. Day 2 Windhoek, Benguela and Luanda(Angola), distance 860 NM, flight time 7.8hours. ZS-RDV drew a large crowd of curiousapron and security staff at Luanda airport.Although the military operate Mi-8’s the nextlargest civilian helicopter was the S-76 andAS365 Dauphins (the local oil company, Sonairhad taken delivery of a AS332 Super Puma). OurCHC Africa colleagues based in Luanda tookcare of us for the night and we were treated tosupper and the sights and sound of Luanda bynight. Day 3, Luanda, Pointe Noire (DRC) andPort Gentil (Gabon), distance 563 NM, flighttime 5.1 hours. We experienced no seriousproblems enroute, only the usual customs officiallooking for reward. Our trip was made thatmuch easier by the fact that we were able tomaintain HF radio communication with CapeTown for the entire flight.

On arrival at Port Gentil Customs, Immigrationand GaboneseCAA inspectionswerecarried out andafter discussing thefiner pointsof the406 ELT

batterieswith someof theofficialswewereoncontract to BHP by Monday 17 September 2001.

The French operator, Heli-Union,permitted us to use their base atPort Gentil airfield and we weregiven an office, use of their passengerlounge and an area to store ourspares and maintenance equipment.

Port Gentil is a port town situated on apeninsula extending into the Atlantic Ocean45 NM south of the equator. Many oilcompanies

including Agip,Perenco, TFE,Marathon,ELF and BHPhave offices inPort Gentil. Theinfrastructure,amenities andaccommodationsare good. Theofficial languageis French, however,

we were able to getby quite comfortablyin English.

We flew dailyscheduled flightsto the TSFDynamic Positioning drillship “Deepwater Discovery”.The vessel wasdrilling the IkaMarin 1 well in the TOLOblock, 52 NM north west of Port Gentil. We crossed theequator on each flight to the vessel.

When all wassaid and done, we had flown65 hourstransporting 252 pax and 1,236 kgsof freight out and 248 pax and 468 kgsof freightback from the ‘Deepwater Discovery’ in the sixweeksfrom 17 September to 23 October 2001.We all enjoyed our stay and would gladly go backfor more work in Gabon. Our client wasveryhappy with our service and could not stop talkingabout the comfort of the S-61. We had suppliedthem with S-76’sfor their program in Luanda.

Towards the end of the contract it becameapparent that ZS-RDV was destined for Malaboand not Cape Town as originally planned. Crews

were exchanged and while all the pilots headedsouth ZS-RDV together with our engineer Lester

Pictured, from top: CHC Africa S61 at the Heli-Union base,

Port Genti l, Gabon; the dri llship Deepwater Discovery; beachfront near TotalFinaElf Camp; and ZS-RDV in Cape Town prior to departure. Photos by Rob van Wyk and Ian Labuschagne

Schoonraad headednorth for Malabo,Equatorial Guinea. Thishelicopter finally returned toCape Town on 28 December2001 after completing work inMalabo with CHI and a short-term contract for TFE inGamba, Gabon.

Ian Labuschagne, Cape Town Operations Manager



4Welcome Aboard

Astec Helicopter Services: John Lewis Eaton,Apprentice; Terje Thommassen, SemiskilledWorker Avionics; Ingse-Lill Olsen, Purchaser;Andreas Høle, Forwarding Clerk; Leif EinarGuttelvik, Stores Clerk; Ordin Husa, ProjectManager Boeing; Jan Erik Sandven, DirectorBase and Workshop Maintenance; Ole-AndreLindanger, Skilled Worker System Avionics;

Rune Dyrstad, Semiskilled Worker SystemAvionics; Richard Daniel Duckett, SkilledWorker System Avionics; Magne Bjellebø,Quality Manager; Magnus Piva, Engineer; RuthJohansson, Secretary.CHC Helikopter Service, Bergen: Johan KristianLund and Rolf Krey, co-pilots. Kristiansund:Odd-Arild Hansen, Frank Gundersen, andMagne Gundersen, co-pilots.CHC Scotia, Aberdeen: Natasha Calder, TrafficAssistant; John Constable, Co-Pilot; Alan,Fowler, Ramp Worker; Roy Middleton, AccountsAssistant; James Thomson, GSW; Cara Steele,Technical Project Assistant (Temp); JohnFreeman, Overhaul Mechanic; Morna Harvey,part time Traffic Assistant; Alessio Candido, Co-Pilot; Tracey McGregor, Document Controller;Mark Marooth, Programmer/Developer; GaryNoble, Accounts Assistant – Temp.Blackpool: John Clayton, Technical Assistant;Andrew Martin, Base ManagerDenmark: Hans Jorgen Jensen, OperationsDublin: Grant Lawrence, Captain (Waterford);Neil Hoskins, Captain (Waterford)Gerard Flannery, Aircrewman; David Duthie,

Co-Pilot (seconded from Aberdeen)Humberside: Leonard Rowden, A & CEngineer; Simon Mitchell, Day Rate Pilot;Clive Henry, Co-PilotCHC Heli copters (Afr ica): DenisLangenhoven,Engineering Assistant; ManusSteyn, Pilot; DerekEllerbeck, Engineer; Todd Thomas, Pilot; AngeloSauer, Flight Attendant.CHC Heli copters (Australia): The award of Phillips East Timor contract has created up to 20new employment opportunities. Pilots MichaelTweedie, John Mockler, Kurt Natalier and Kirk

Barron have started the program rolling.Congratulations and welcome aboard. Welcometo Kelly Dunne, Operations Assistant; Sue Glassto the Resource Cell and Carita Mather to theFinance Team at Greenhill Road. Mark Rileywill be filling the shoes of Jennie McBeath.CHC Corporate: Jennie McBeath wasthe successfulapplicant for a position in CHC’sCorporateOffice in St Johns. Jennie will be leaving the sunnyshoresof Australia for a period of approximately14 months. Opportunitieslike thisone for Jenniedemonstratesthe global community in which we

find ourselvesliving. Weather will not change tosuit our ideasof globalisation, “Pack your woolly

jumper girl, it snowsover there!”; June AndersoncontinuesasExecutive Assistant filling in for KelleyButton and Lisa Pittman on maternity leave.CHC Helicopters International: Robert Best,Engineer; Christian Brownell, Engineer; JamieBryant, Logistics Coordinator; Ross D.Chamberlain, Engineer; Scott Collie, Engineer;Patrick Conlin, Pilot; Ted Gep Pilot; PatriciaLaos, Customs Performa Assistant; Alex

Muselius, VP of Administration & HR; JoePaquette, Pilot; Wade Pelly, Pilot; Stephen Peszel,Technical Training Manager; Jeff B. Rogers,Flight Coordinator (HZ); Alaina Saarela,Logistics Support Asistant; Catherine Scorgie,Senior Buyer; Michelle N Swinimer, BaggageHandler; Robert Toma, Engineer; John Turner,Pilot; Trent Vance, Shipping Clerk; CaryZimmer, Pilot.

Marriages

CHC HS: Congratulations to Bob Boogaardtwho married his Henny on 9 Nov..CHC Scotia: Samantha Durrant (Pilot,Humberside) to Chris Wakes on 20 Feb. 2002 ina Hot Air Balloon in Las Vegas.CHC Australia: Another CHC wedding: onFeb. 2, Shaun Catlin, Logistics Manager andMarreta Haugen, Engineering Assistant said“I do” in front of a sizeable CHC crowd; andBrendan Waugh married Melissa on February 23.We wish them all the very best in their futurelives together.

Births

Astec: Congratulations to Trond Viskjer on thebirth of his daughter 20 Jan.; to Kevin Frøystadon the birth of a son 28 Jan. and to Jane B.Christoffersen Arild and Audun Arild(CHC HS) on the birth of a daughter 7 Feb.CHC Composites: Congratulations to SusanBryan (CTA-2) and Leon Wheaton on new sonJaden Jan. 23, 2002; Paula Corcoran (CTA-2)and Dion Tobin, a boy, Carter, Jan. 25, 2002,and; Rick Sheppard (CTA-3) and Tina Hedges,a boy, Chase, born July 30 2001.CHC HS: Congratulations to Per Sigeholt on

the birth of a daughter on 26 Dec.; to EvelynEvensen on getting her adoptive daughter homefrom China in Jan.; and to Jane and Audun Arildon the birth of their third baby girl on 7 Feb.CHC Scotia: Amanda (Logistics Co-Ordinator)and David Sellars a baby girl – Caitlin on 28thDec. 2001; Elaine Wood (Aircraft DispatchCo-Ordinator) and Nicky Gibson a baby girl –Kenzie on 17th Dec. 2001; Jennifer (AccountsAssistant) and Kenny Gray a baby girl – Ella on2nd Dec. 2001CHC Australia: Announcing the arrival of

Savannah Nathalie Gaëtane Boag Born18-Feb-02, daughter to John and Veronique

Boag, a sister for Tristan and Tennyson. Donand Julie Knight are now the proud parents of Matthew Ronald, born 4th March. 7lb 3oz.CHC Helicopters International: Congratulationsto Pookee Pathomkalbutr, at the Songklha Basein Thailand. Khun Pookee and her husbandKhun Pinyo had a baby boy, Theerapat (or byhis nickname, ‘Knot’) on Nov. 22/01.Congratulations to Peggy Hanlon of the Halifax

Base. Peggy and partner Bob Brown also had ababy boy, Mackenzie Brown Hanlon, on Jan. 20,2002. In Manila, Mamerto Hernandez Jr., andhis wife Marie Criselda had their first child, ahealthy baby boy on Nov. 30th, 2001, and theynamed him Miro.

Changes/ Promotions

Astec: Joar Ommundsen, Systems Engineer;Henning Danielsen, Purchaser; KristineMykkeltvedt, Purchaser; Glen Young, ProjectManager Surplus Sales; Solveig B. Johannessen,Project Co-ordinator Surplus Sales; Tor Hoff,Logistics Project Manger.CHC Scotia, Aberdeen: Gillian Bratton, TrafficSupervisor; Paula McKenzie, Traffic Supervisor;Bob Farmer, Senior Movements Controller;Louise Mackie, Tech Records Supervisor; GlennToop, Senior Technician; Fred Middlebrook,Technical Quality Manager; Peter Cork, QualityCo-Ordinator (Flight Operations); RoyMiddleton, Engineering Accountant; GrahamWildgoose, Base Supervisor.Operations Cell: Stuart Lynn; Steve Chappell,and; Dave Monro, Operations Desk Controllers;

Harry Harrison, Planning Supervisor; JulieCarnie, Planning Co-Ordinator; MalcolmWallace; Colin Tock; Ali Shand; Elaine Wood;Brian Lawson, and; Ken Burnett, AircraftDispatch Co-Ordinators; Koulla Manousou,Data Administrator.New Chief Engineers: Ian Taverner, England;Alan Combe, Scotland; Ali Henderson, Ireland;New Base Supervisors: Ken Lewis, North Denes:Brian Rook, Humberside; Andy Martin,Blackpool.CHC Australia: Pilot Promotions, Paul

Weymouth and Ray Stone, promoted tocheck and training captain.Well done.

Retirements/ Departures

Astec: Jarle Steinnes, Kjell G. Jamissen, Lene J.Evertsen, Elena Skagen, Mark Harbour, JensMorten Mørland.CHC HS: Ordin Husa, Key Account Manager(to Astec); Dag Rune Ellingsen, Winchman.CHC Scotia, Aberdeen: Roderick Bird, 1 April2002, Pilot, after 20 years service;

Peter Donaldson, 15 Feb. 2002, CommercialManger, after 10 years service.



Blackpool: Bob Spruce, 23 Feb.2002, Operations Officer, after19 years serviceHumberside: Chris Billings, 31Oct. 2001, Pilot, after 24 yearsservice; Ken, Bryars, 27 Feb. 2002,Pilot, after 23 years service.

Awards

CHC Corporate:20 years:CHCPresident Sylvain Allard beganworking for the Company asa VFRpilot April 21, 1982. Sylvain hasheld several key positions, includingSuper Puma Pilot in Canada andabroad, Chief Pilot for theCompany, President of CanadianHelicoptersEastern and President of CHC HelicoptersInternational.Astec Helicopter Services: 35 years:Terje Aase,John Ø. Eriksen.20 years:Åse Arnesen, FrodeBergflødt, Gunnar Bjørnsson, Yngve Blitzner,Kjellaug Odberg Horne, Johanne L. Halvorsen,Kjell Inge Jåsund, Arnfinn Nærland, May-SisselPetersen, Odd Gunnar Simensen, Tor K.Solvang, Rolf Magne Stokvik, Harald Waage.CHC Helikopter Service: 35 years:Per O.Bergmann;20 years:John H. Andreassen, ToreBjørkli, Gordon Bore, Unni Jonassen De Vere,Dag Rune Ellingsen, Knut Frigstad, MortenHaugseng, Grethe Heyerdahl, Hilde M.Ingvaldsen, Oddvar Johansen, Gunn Jåtten,Marie Koløy, Kjell Arne Larsen, Øystein Morken,Jan Helge Myren, Bjørn Nybø, Olav Omdahl,

Werner Sivertsvik, Per Solberg, Terje Thorrud,Olav Vik. 10 years:Bjørn Holand, ØrjanEliasson, Reidar Fossen, Helga Grafsrønningen,Arve Horgheim, Tor-Andreas Horne, Per RuneJonsterhaug, Nils-Rune Kolnes, Ivar Løbrot,Johnny Sætre, Gorm T. Tegtmeier, Tore Villard.CHC Scotia: 30 years:Peter Garland, BHAB – 7Feb. 25 Years; Ronald Anderson, CertifyingTechnician, Base Maintenance – 3 Jan. AlexanderDykes, Certifying Technician, Humberside – 10Jan.20 Years:Roderick Bird, Pilot, Aberdeen– 22 Mar.;15 Years:Dennis Harrison, Mechanic,

Base Maintenance – 3 Feb.; Christopher Davis,Pilot, Forties – 9 Mar.; Trevor Dennis, SeniorTechnician, 11 Mar.; Kenneth Townsend, Pilot –23 Mar.10 Years:Ron Smithbone, SeniorTechnician, Base Maintenance – 13 Jan.; GlenToop, Senior Technician – 12 Feb.5 Years:ClaireReynolds, LogisticsCo-Ordinator, Enterprise –6 Jan.; Angela Gray, Administration Assistant,Engineering Management – 13 Jan.; Ken Walker,Mechanic – 20 Jan.; Patrick Nuttall, Pilot – 27Jan.; Mike Pilgrim, Pilot – 27 Jan.; Harry Watt,Senior Training Captain – 27 Jan.; Justine

Mitchell, Technical RecordsCo-Ordinator –17 Feb.; ChrisKeating, Pilot – 24 Feb.

CHC Africa:25 years:Jeremy Labuschagne;Denis Baker;20 years:Karl

Pittermann;15 years:JamesSteenkamp;John Hickman.10 years:JohnPocock; Lornavan der Hoven;Roy Stewart;Charles BurgerCHC Australia:

10 years:PeterClifford,

started hiscareer as aline Engineerin Adelaide;moved to the remote Pilbara region of Karratha,where he became Senior Base Engineer in1996, and is back as the Bell type specialistat Head Office; Peter Howe, was appointedChief Pilot at Head Office for his first3 years and has filled various operationalpositions, including current post as Check& Training Captain.

CHC International: 15 years:Jim Whately;5 years:Todd Howell; Ken Plumstead.

Receiving their 20-year service awards at Stavanger (left to right) Åse Arnesen,Gunnar Bjørnsson, Odd Gunnar Simensen, Kjell Inge Jåsund, H arald Waage,Kjell aug Odberg Horne, Tor K. Solvang, Oddvar Johansen,Tore Bjørkl i,Olav Vik, Yngve Bli tzner, May-Sissel Petersen and Arnfi nn Nærland.

Seventy years service between them: Astec’s Terj e Aase and CHC HS Per O . Bergmann.

Ten year servi ce awards forTraffic Clerk Helga Grafsrønni ngen and Deputy Fli ght Operati onsDirector Tore Vi llard ofCHC Heli kopter Service.

Hi! I attended one of your courses, 4-6 December. In case youdon’t remember names, I was the claustrophobic one.

My first offshore spell after the course should have started17 January, but on that day I could not find the strength to fly.I walked out of the departure lounge when my flight was called, handingback my survival as I was leaving.

I decided to have another go on

Sunday 20 January and that wasindeed a success. Circumstances werein my favour. There were only two passengers going on the GullfaksC flight and the pilots spent quitea bit of time with us. They came into the departure lounge to pick usup, talked with us for a while inside the helicopter cabin before starting the engines, and they laid out aheadset for me to use if I wanted

to talk to them en route. I had aword with them about two-thirdsof the way out, to tell them I wasdoing fine. On that day I had no claustrophobic reaction at all –not when the door was closedor during the outward flight. It wasa flight like those I used to enjoybefore my claustrophobia set in.

I believe the ice is now broken and that, from now on, I can fly without too many problems. As a bearer of the VIP Card (a card issued by CHC HSand NUTEC to passengers who have completed a Flight Information course to get over their fear of flying) I was well looked after by the terminal staff in the departure lounge at Bergen.

My special thanks go to the two (Swedish) pilots who crewed FlightNo. 926 from Bergen on 20 January– they certainly helped me a lot!

N.N., CHC HS passenger

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Karen MacConnell

Executive Assistant

44-1-224-846002

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CHC HelicoptersInternational

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47 51 94 18 16

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Rotortales is a publication of CH C H elicopter Corporation. W e w elcom e subm issions, story ideas and letters. For questions, com m ents or concerns please contact: CH C H elicopter Corporation’s D irector of

Com m unications, Chris Flanagan by telephone at 709-570-0749, or by em ail at cflanagan@ stjohns.chc.ca, or forw ard correspondence to Hangar N o. 1, St. John’s Airport, P.O . Box 5188, St. Johns, N ew foundland

A1C 5V5. For m ore inform ation on the com pany, visit the C H C w ebsite at w w w .chc.ca. Rotortales is designed and produced by CCL M ilestone, 709-739-9995 or m sm ith.ccl@ cclgroup.ca

The Statfjord-based Bell 214ST performs SAR dut ies and shut tl ing of personnel between instal la- ti ons in the area. It was scrambled to help evacuate Shell’s Brent C plat form after a gas leak on 15 January, 2002.

THE CHC HELIKOPTER SERVICEBell214ST on Statoil’sStatfjord B platform isa trulymulti-role aircraft. It isthe SAR standby helicopterfor thisoffshore region, which includesseveralmajor Norwegian oil and gasfieldsabout an hour’sflight off Bergen on the Norwegian west coast. Italso performsshuttle servicesbetween installationsin the area. Itsthird role isthat of standby

helicopter in the event of an emergency in thenearby Shell UK Brent field, which incidentallyisserviced by Bristow for crew changes.

So when the gas alarm went on Brent C justbefore midnight on 15 January, the first aircraft

to be scrambled was the CHC HS Statfjord Bell214ST. Crewed by pilots Anders Nonstad andOlav Omdahl, engineer/hoist operator SveinHjortland, winchman Torkel Evenseth andStatoil nurse Hans Lundemo, the aircraft wasreadied for SAR operation in about 15 minutes.With aircraft sitting on deck, ready to go, another15 minutes passed before they were ordered to

take off, arriving as the first aircraft on the scene.At 01.10 hours, they lifted 9 people off Brent

C to the Brent B platform where they alsodropped off the winchman, hoist operator andnurse in order to make room for more evacuees.

After a while the 214 operated alongside aShetland-based Sikorsky S-61 which arrived onthe scene about one hour after the Statfjord-basedaircraft. Shuttling continued until 04.00 inthe morning, by which time 104 people hadbeen taken off Brent C, 68 by the 214ST.A Norwegian SAR Sea King arriving on the sceneat about 03.30 hours returned immediately to

shore as its services were no longer needed.The entire rescue operation was coordinated bythe Aberdeen Rescue Coordination Centre.

Congratulations to the Norwegian helicoptercrew on a job well done.

rotor tales chc- april june 02

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