July – November 2002

Perfect storm7

New digs in Nova Scotia

42 years with Astec

Volume 7, Number 3 CHC Helicopter Corporation

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CHC PRESIDENT Sylvain Allardstated earlier this year that it is a long-term objective to introduce acommon approach to maintenanceand flight operations across the flyingdivisions of the Group. In order toachieve this goal, we need tostandardise our systems. As a firststep, the IT systems and softwareapplications used in CHC’s Europeanoperations are being merged.

The divisions work together todevelop a common Flight BusinessSystem, a common Line MaintenanceSystem, a new Maintenance Repairand Overhaul System, andstandardised financial and economicreporting. The project, called ProjectOne, is headed by CHC VicePresident David Dobbin.

The decision to harmonise ITdevelopment and usage throughout

CHC Scotia’s new terminal building opens in Aberdeen ... See page 8 for additional photos

Continued on page 4

Johan Petersen

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The challenge has been issued. CHC Scotia’s KenPole (above) and Andy Foster have climbed the highestpeaks in Scotland, England and Wales – with the CHChummingbird flag in hand. Now we’re challengingCHC employees around the world to photograph theflag in wild and wonderfull places in your home land.Winning entries will receive a CHC three-in-one fleece-lined jacket (ideal for cool, windy mountaintops), orcash prize, and photos will be printed in the 2004Company calendar. See inside for details.

THE NATIONAL THREE PEAKS walk involvesclimbing the highest mountains in Wales, Englandand Scotland. These are Snowdon, Scafell Pike andBen Nevis respectively. Different people will takedifferent periods of time to do the three peaks. Thosewho are brave, noble or just wish to get very littlesleep try to do all three within the space of 24 hours –The Three Peaks Challenge. This is our attempt.

SNOWDON, 1085m (3559ft) WalesIt was a calm day in Wales as the stopwatch

started. At 10 a.m. on that Saturday we set off toclimb Snowdon, the crowning height of Wales.Snowdon is a true mountain supported on severalsides by faces and ridges. It commands a ridge of itsown with three neighbouring peaks and has givenname to the surrounding region, SnowdoniaNational Park. We set off along the Miners trackfrom Llanberis Pass, which was soon behind us.Peering ahead we hoped for a glimpse of the summit,which was hiding somewhere above us in the clouds.

Over the past years the National Three PeaksChallenge has been increasing in popularity, withmany charities organising the event providingtransport and logistical help - leaving only the legwork to those on the challenge.

The summit of Snowdon was reached ahead ofschedule. A few photos and chocolate bars later weretraced our steps back down to the car and got therewithin good time at 1 pm. One down, two to go.

Continued on page 5

By Ken Pole, AS332L fleet, CHC Scotia Hill Walking & Climbing Club

Sylvain AllardPresident

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

AT CHC OPERATIONS around the world,changes are taking place more rapidly than ever. We are constructing new facilities and restructuring business units. As we streamlineCHC’s operations to meet our customers’changing demands, CHC employees continue to get the job done in an exceptional manner. I commend your efforts and hard work during this Company-strengthening process.

At the same time, we continue to facesignificant challenges on the cost side, which allemployees must be aware of to better understandthe Company and its strategy for growth and long-term prosperity. CHC’s major costconcerns are as follows:1. Insurance premiums escalated some

US $1.8 million immediately followingSeptember 11, 2001, and we have assurancesthere will be additional significant increases atrenewal in the third quarter. CHC must seek to recover these increases in existing and future

contracts, but may have to absorb some of theincreases through other cost-reduction exercises.

2. Pilot loss of license coverage costs have tripled in the last 12-18 months to the pointwhere this coverage is unattainable from anyinsurance company and is being temporarilyself-funded by CHC. Structural changes mustbe made in the coverage, while retainingadequate protection for those who becomeunable to work.

3. Salary and overall compensation settlementshave been high, particularly in Europe. We continue to subscribe to the view that all employees must be fairly compensated, but we must avoid becoming a high-costairline, since this is not in the long-termbenefit of CHC and all its employees.

4. New heavy and medium helicopters areexpensive, as is their maintenance and cost. A modern fleet is essential to meeting thedemands of our customers. We must examineevery area of inventory management andoperations to improve our cost effectiveness.Even small cost savings can add up to hugesavings over time and distance.On the positive side, our customer base is

diverse and strong, and I believe customer

satisfaction levels are high, thanks in large part to the dedication and expertise of CHC staff and management. The Company is wellpositioned to continue these trends, in large part because CHC is willing to commit tosubstantial investment in equipment, training,new facilities, and working capital.

In Aberdeen, we have invested in a modernterminal to serve the high passenger volumes ofour customers, and CHC Scotia employees madethe transition to the new facility smoothly. We have built a new hanger for Baku, and a newhelicopter facility is under construction in Halifax,Nova Scotia, to ensure CHC Internationalremains the leader supporting new explorationand production activities off Canada’s East Coast.

Perhaps most importantly, CHC has led theindustry in investment in new heavy helicopters, at more than _14 million each. In December, we will deliver our second MKII of the year, a newmachine for Phillips through CHC HelikopterService in Stavanger. Our investment in newaircraft, including the launch of the new generationEC225 in 2003 and 2004 is unparalleled. Our commitment to the future will yieldadvantages in the SAR sector and for longermission crew contract work.

If we fail to look to the future, we will erodeour market share and the Company will shrink. I believe our strategy will lead to greater prosperity,security and growth for many years to come.

I AM TRULY FORTUNATE to work with so many talented and dedicated men andwomen. There is one attribute in particularwhich stands out among a large number of myfellow employees – the ability to remain calm and confident under pressure.

One of our greatest CHC champions hasthrived under pressure for 20 years. Through herunstoppable drive, CHC Helicopters InternationalPresident Christine Baird has risen from theposition of secretary to president of CHC’s fastestgrowing division based in Vancouver.

In the early days, when the Company was expanding rapidly, there were tremendousdemands placed on all employees. We were

about to launch our first international contract, inSouth America, and Christine seized the moment.

In addition to carrying out her demandingtasks as secretary to the late Al Soutar, Companypresident at the time, Christine took charge of all international logistics – arranging work visasand permits, getting aircraft registered in aforeign country, ferrying the aircraft acrossoceans, and cutting through mountains of redtape. She took on, and managed these tasks with no blueprint to follow. Soon after, Christinewas promoted to Special Projects Manager, and then Commercial Manager. Christine was appointed Executive Vice President of CHC Helicopters International in 1991 and in April, 1998, was appointed President of the division.

Christine leads a team of 323 employees,including 240 pilots and engineers. I know fromspeaking to many of you that Christine is well-respected and does an exemplary job unitingmany different cultures and nationalities into oneCHC family. Her focus is clearly team-building,

effective communication and personal growthand development.

Throughout her career, Christine has beengutsy and brimming with confidence, yet at the same time she is humble, and believes inequality for all. Clients often mention hercourage, and her determination to succeed.

Today Christine stands out as a womandynamo in a male-dominated profession. Resilience and strength have allowed Christine to negotiate with power and authority in countries where women aren’t even allowed to drive a car.

It is my hope that Christine’s success will be embraced by the industry, and will encourageall helicopter, and oil and gas companies topromote more women to executive positions. I also hope it will inspire women throughout theCompany to seek leadership roles, and non-traditional professions such as pilot and engineer.

Christine, you are a true champion, and I salute you for 20 years of dedicated service –and coolness under pressure.

CHC Helicopter Corporation

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CHC Helicopter Corporation

ON OCT. 11, CHC began trading on theNew York Stock Exchange, after de-listing fromthe smaller NASDAQ exchange. CHCChairman and Chief Executive Officer Craig L.Dobbin was invited to Exchange headquarters inthe heart of Manhattan’s financial district to ringthe opening bell and start the day’s trading.

CHC flew an EC-225-F1 Twin Star helicopterto New York for the day and parked it in front ofthe Exchange Building on Wall Street. Members ofCHC’s executive team then joined Craig Dobbininside on the bell podium, and the Company wasfeatured on major business television networks inthe U.S. and around the world. Coincidentally, theU.S. markets enjoyed one of the best one-day rallies in months on that day.

CHC continues to trade it’s Subordinate ClassA and Class B multi-vote shares on the TorontoStock Exchange. Rotortales asked Craig Dobbin afew questions about the move to the NYSE.

RT: Why the switch?CLD: There’s no doubt the listing on the NewYork Stock Exchange will provide CHC withincreased visibility in the global investmentcommunity, and increased access to capital forpotential future expansion.

RT: Are we planning to expand?CLD: We’re always looking for ways to grow andstrengthen the Company, and this is animportant step. It marks a new beginning, andwill help us grow at a time when our customersare demanding we cut back and reduce costs.

RT: What makes the NYSE so special?CLD:The NYSE isn’t called “The Big Board” for nothing. The exchange represents a prestigiousgroup of some of the largest internationalcompanies in the world. More than 450 companiesfrom outside the United States trade on the NYSE,including many of our customers, such as BP, Shell, Norsk Hydro, Statoil, Talisman Energy,TotalFinaElf, and BHP. Non-US companies on the NYSE are valued at about $5 trillion.

RT: Those are pretty big companies. Will it costCHC a lot more to trade on the NYSE?CLD: No. There were some one-time costsassociated with the move, such as bringing ahelicopter in for the day, but going forward thecost of listing on the NYSE is comparable to thecosts of the NASDAQ.

RT: Why the helicopter on Wall Street?CLD: The helicopter was really special, and itattracted a lot of attention. Wall Street hadn’t seenanything like this in more than a year. There havebeen hardly any outside events since September11, 2001 – and there’s never been a helicopterthere. We knew we were going to getinternational television coverage, and what betterway to show what we do than to park ahelicopter right in front of the exchange.

RT: Why didn’t we send a larger helicopter, like aSuper Puma?CLD: Well, for one thing, they’re all busy flyingour customers right now, and there’s nothingclose to New York. But the other reason islogistics. You wouldn’t believe the restrictionsinvolved. For security reasons, we couldn’t fly inthat part of Manhattan, and all the fuel had to bedrained from the machine before we could truckit to Wall Street, so it really made sense to use theTwin Star.

RT: Will the move to the NYSE mean increasedscrutiny of our operations?

CLD: It might, but we’re all accustomed to theclose attention the media and our customers payto us, through audits and so on, and we’re quiteproud of what we do. There will be additionaldisclosure requirements at the Corporate level,but CHC is already well ahead of all itsregulatory requirements, and shouldn’t have tomake any changes.

RT: So, has CHC made it to the big time?CLD: I wouldn’t say that. One of the biggestthreats to large companies is complacency. We’refacing more challenges now than ever, and theworst thing we can do is sit back and be satisfied.We’ve got to work to expand into new marketsaround the world, and strengthen our position inexisting markets. If we don’t someone else willmove in and take over. The NYSE listing is justanother tool to help us remain the world leader,like excellent customer service, safety, competitivepricing and efficiency. These things will help usstay on top. And we’ll never stop looking for waysto improve.

RT: Thanks.

Class A subordinate voting shares of CHC Helicopter Corporation began trading on the New York Stock Exchange Friday,October 11, 2002. In New York for the ringing of the opening bell were, left to right: David Dobbin, Vice President; Jo Mark Zurel, Chief Financial Officer; Craig L. Dobbin, O.C., Chairman and Chief Executive Officer; Sylvain Allard,President; Noel Clarke, Senior Vice President; and Craig C. Dobbin, Vice President.

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the European divisions results from the ‘bestpractices’ project undertaken a few months back, to consider ways of improving overallefficiency. “Increased efficiency in processingproduction data means our employees can focus on value added activities,” David Dobbinpoints out.

Standardising systems and applying the samesoftware throughout the European operationsfacilitates communciation, enhancingproductivity and simplifying reportingprocedures. A leading principle of thestandardisation process is that data input tooperating systems are to be made once only, toavoid unnecessary duplication.

The entire organisation will benefit from thesedevelopments, as reporting formats will be identicaland everyone involved will find it easier to readimportant information. A further advantage is thatdevelopment costs may be shared between severalusers. It is envisaged that the chosen solutions willeventually be applied Company-wide.

Flight Business SystemThe Flight Operations System (FOS) is a

program package used by the Operations Centres inStavanger and Aberdeen. FOS provides an efficient,up-to-the-minute presentation of deployed andavailable resources, based on the inputs of heliport,operations and maintenance staff.

The system developers have drawn on thewealth of experience of CHC HS and CHCScotia, to create a new Flight Business System.This includes the existing FOS, with the additionof a Flight Records System to make it a completeWindows-based production system. As an addedbonus, base improvements will be made to thesystem at the same time.

The information presented includes flightschedules for the bases subordinated to theCentre, aircraft and crew status, airport/platforminformation, weather information, any specialdetails relating to a particular flight, etc. It has afunction ensuring that information to customersis provided as required.

“The system doesn’t make the decisions for you;it provides you with all the information you need tomake a right decision,” Project Leader Roger Eliassentold Rotortales. With flight records added, all theinformation required for the entire operation, fromplanning up to and including basic information forinvoicing, will be handled by the system.

Line MaintenanceCHC Scotia’s John Burns is in charge of the

Line Maintenance project. “The project

consolidates thefunctionality of the halfdozen systems currentlyin use by some CHCoperators. The existingAirsoft (Scotia) andHelisoft (HS) systemswill be replaced by aMovex MaintenanceSystem communicatingwith the other Movexmodules. This will giveus significant benefitsin terms of a reducedadministrative burden;we want people makingeffective use of data, not manipulating it ashappens everywhere inthe business today,”John says. “A key element is communication with other major systems such as the FBS and Finance.”

All data should be entered just once, by the creation of an electronic Technical and Flight Log system, and be available to all areas of the business for use almostimmediately: Technical, Operational and, as importantly, Finance.

Another key benefit is the reduction in the risk of error in processing the data,

which can have significant safety benefits in terms of aircraft technical records, for example.

“Getting the new system operational requires a great deal of work and we all have apart to play in making this happen,” John says.

Maintenance Repair and Overhaul Astec Helicopter Services, as an international

supplier of maintenance and logistic services, isdependent on well-performing, integrated ITsystems. Although the present Helisoft fullysupports the technical areas within the company,the present IT systems have proved inadequate incritical business areas, such as job costing, workorders, invoicing, customer information, historicreporting and statistics.

Astec’s MRO project will result in upgradedversions of the existing Movex Logistics andMovex Financial systems, as well as implementingthe new MRO system, to make it one fullyintegrated system.

The MRO project is led by Jan R. Rosland. The project will also include setting up a

system for component and base maintenance aswell as support functions in Aberdeen, enablingAstec to step up its maintenance support toCHC Scotia.

The next generation system will have agraphic interface, replacing the present IBM

Continued from page 1

The display of the new Movex Maintenance Repair and Overhaul System presents users with a much improved screen image that is reader friendly. It also provides improvedfunctionality and flexibility through its integration with the upgraded Movex Logistics and Financial modules.

AS/400 black/green screen image. An example of the concept is the big-screen picture nowdisplayed in the Integrated Logisitcs Centre inStavanger, providing an instant view of theoperational status and with a number ofunderlying programs to display key informationas requested by the user.

FinanceCHC is currently implementing new Movex financial software at CHC Astec, CHCHS, CHC Scotia and at corporate head office.The finance project is being led by Rick Green,Vice President Financial Planning and Control,with dedicated support from the divisionfinancial groups. The Movex financial systemwill allow all operating divisions to work with a common software, resulting in more efficientfinancial processes and timely delivery offinancial results for all internal and externalusers. This system will enable users to inputbetter financial information and spend moretime delivering quality financial information tomanagement. The goal: Let Movex software dothe number crunching; let financial employeesprovide key financial information for managingthe business.

The Movex financial suite of products is atotally integrated package that talks intelligently to flight operations and line maintenance. Iteliminates duplication of effort and lets financialemployees focus on their important job tasks.

Intentia has offices and customers in all parts of the world. Their global presence allowsthem to regularly update their software, insuringthat CHC will always be current on financialsoftware development and usage. Movex is the foundation on which CHC will build its integrated financial and other informationsystems from different corners of the world.

SCAFELL PIKE, 978m (3208ft)England

The next bit gave the legs a rest, swappingwalking for driving. Two hundred miles awayScafell Pike was waiting - England’s highestsummit, located in the heart of the Lake DistrictNational Park. Our challenge took part during abank holiday weekend and the Lakes are alwayspopular, especially around any holiday. Oursetting off point to climb Scafell Pike, WesdaleHead, is about as far from the motorway as youcan get. This left us with spectacular scenery fromnarrow winding roads and routed us throughnumerous small villages. It turned out luck waswith us as we didn’t get caught behind anycaravans and little bank holiday traffic, arriving atWesdale Head at 6pm.

Several miles away is Seathwaite which has the wonderful title of ‘the wettest place in GreatBritain’. A lovely title and one I was sure wouldhave been reserved for somewhere in Scotland, butno, there we where setting off into the hills withthe wettest part of Britain just down the road. Toensure there was no doubt about the title, not longafter setting off it started raining - the only rain wesaw during the whole challenge. Fortunately thearea was not out to really prove it’s worthiness ofthe title and after an hour it was dry again.

Of the three peaks, this was the one whereyou could get lost, particularly ascending duringdarkness or in cloud. Fortunately we had neitherand reached the summit ahead of schedule for aquick break then it was off again. During thedescent, to the west the sun was setting on a fineevening. By 10pm we were off the mountain anddriving for the highest mountain of them all, BenNevis, 250 miles away. Two down, one to go.

BEN NEVIS, 1344m (4409ft)Scotland

Many coffee stops and precious few hours ofsleep later, we arrived in the wee small hours atFort William, near the foothills of Ben Nevis inthe Scottish Highlands. In darkness, at 5am weset off from the Glen Nevis Youth Hostel, withhead torches lighting the stony path of theTourist Track. This was originally built as a ponytrack to service the now ruined observatory and

hotel at the summit, which date back toVictorian times. Around us a superb day waswaking up. As the ascent continued we had greatviews over the nearby mountains. There was alayer of cloud above us but as the day warmed thecloud was thinning and rising out of our reach.After an awful lot ofup hill, over rocks,crossing burns,passing cairns androck outcrops, wewere nearing thesummit. Through athin layer of cloudwe were up into thesunshine reachingthe top at 7:30. Theview that greeted uswas amazing - wehad been on the gonow for 20 hours, climbed all of the three peaks,travelled a good length of the country - and thiswas the reward. Below was the whole of thecountry.

The challenge was not over here though; theclock stops at the bottom of the third peak but bynow the end was well and truly in sight and it was

quite literally all down hill. The CHC flag, havingtravelled around with us, was flown from the topand photographs taken for some lasting memories.

Going down proved no bother and was donein good time even with many stops chatting toother groups also doing the challenge. Being a

bank holidayweekend there musthave been ten othergroups from variouscharities andorganisations. Formany of them thiswas their first of thethree peaks havingchosen to tacklethem the other wayround, so manywere full ofquestions - little did

they know what was ahead of them!The clock finally stopped crossing the

footbridge over the River Nevis. And the time –23 hours 35 minutes! Thanks must go to CHCScotia for sponsoring the event – and watch out, ideas are being passed around of what to do next.

Inspired by the flag-flying activities of Fosterand Pole, Rotortales is taking their challenge tothe rest of the CHC group.

Here’s the deal: over the next several months,plan a mission to fly the CHC flag in one of yourfavorite scenic places. Travel to this place underyour own power (no helicopter rides, please), take

photographs with a 35 mm camera, and write afew words about your adventure.

Winners will be selected from each division,and their photographs will be published inCHC’s 2004 Company calendar. Each winnerwill receive a CHC three-in-one fleece-linedjacket, or cash equivalent. You’ve got lots of time,

entries must be received by September, 2003, butget them in early if you can, and enter as often asyou like.

If you require a CHC flag, please contact Chris Flanagan at 1-709-570-0749 or cflanagan@stjohns.chc.ca.

Happy trails!

Continued from page 1

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Early morning in the Highlands: the ascent of Ben Nevis.Below: Andy Foster, left, and Ken Pole fly the flag from thehighest point in Britain.

CHC Helicopters (Africa)

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CHC Helicopters (Africa)

FOR THE UNEDUCATED, Namibia is onecountry up from South Africa on the west coastof Africa. It is known for great open plains, hugegame farms, diamonds and the Namib Desert,where the country gets its name.

Our home is in the south of the country, justnorth of the Orange River, which forms theborder with South Africa. The town,Oranjemund, gets its name from the rivermouth, the name meaning Orange Mouth inGerman. The surrounding countryside is desert,with a rainfall of less than 90mm per year, butbecause of the proximity to the river, water is notin short supply. As a result, the town is theproverbial oasis in the desert, with lush vegetationand some beautiful gardens. The whole townbelongs to the local mine, and sporting facilitiesare plentiful. The local weather is very mildthroughout the year, caused by the cold seacurrents just offshore and the predominantsouthwesterly wind.

Diamonds are the single largest source ofrevenue earner for the Namibian government.Among various other methods, it is mined byconverted drill ships. These are operated by DeBeers Marine Namibia for NAMDEB, a jointventure between the Namibian government andthe mighty De Beers diamond mining house.Enter CHC Namibia! We won this contractstarting in April 1998, with an initial contractperiod of 5 years, supporting the mining vesselsoffshore Oranjemund.

Since January 2002, we also support anexploration-drilling program in the Kudu field100nm NW of Oranjemund. This rig, theOcean Whittington, is under contract to Shell fora two well program. Thrown into the equation,we also helped support a geo-survey vessel120nm SW of Oranjemund in South Africanwaters for a 90-day contract.

The operation consists of two S76 A++helicopters and an S61N. This is the same S61

that Ian and his crew took on an African safarimentioned in the previous issue of Rotortales. An engineering staff of five, of which four rotateback-to-back, and one permanent chief engineer,support the helicopters. We normally have eightpilots, with seven working on a 5 month in, 1 month out rotation, accompanied by family.The other pilot is supplied from our Cape Town operation. Five months might seem like a long time on a remote contract in a desert

town, but considering thefacilities available and thequality of living, I can assureyou it is extremely bearable.Did I mention the 18-hole golf course? The operation also employs four hangar staff, a secretary and a flightcoordinator.

Our flying hours may not be as impressive as someother offshore operations, but we pride ourselves on adispatch rate of greater than 99% since the De Beers Marine

contract started, which is attributed to the hardwork put in by our engineering staff. Our hangarstaff ensures that we operate the shiniest andmost appealing helicopters in the CHC group.(An unbiased opinion) Our fixed wingcompatriots, or ‘Bomber Command’, whichoperates two Convair 580 aircraft, and someKingairs that are contracted in on demand,complement our effort in Oranjemund. They fly all our offshore crews from Cape Townto Oranjemund for the crew changes and back

CHC’s Convair CV580 (right) transports offshore diamond harvesters from Cape Town, South Africa toOranjemund, Namibia where they are then flown offshoreby helicopter. Below: A CHC Sikorsky S76 100 nauticalmiles northwest of Orangemund (below).

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EXCEPTIONAL FLYING by CHC enabledthe National Sea Rescue Institute (NSRI) atBakoven to save its boat worth R235 000. The boat, even though secured within a boatshed due to an impending storm, was beinglifted toward the roof by the force of the waves.Brad Geyser, Station Commander stated: “We contacted CHC Helicopters who airliftedthe boat out under tremendously adverseconditions. Then they landed it on the sportsfield at La Med. It was a beautiful landing in the mist without any damage to the boat.”

May 25 was a devastating day for the NSRIat Bakoven. Nine-metre-high waves completelydestroyed the oldest base in the country. Geysersaid the base had survived many storms over theyears, but the one that peaked on this day wasthe worst he had seen in 28 years of service. “The main supports holding up the base weretaken out by the storm. We estimate the damageat between R150 000 and R200 000,” saidGeyser. “We had taken precautions and removedwhat we could on Friday night. But the storm’sextreme force about 3 a.m. was much more thanwe had bargained for. You had to see the powerof the water to believe it.”The severity of the stormcaused the boat to becometotally unhooked. The boatat times was hitting theceiling so hard that all thewindshield deflectors brokeoff and the boat literallybroke through the ceilingboards. It was declared thatunless the boat was removedbefore the next high tide, it would definitely be lost.

Only a small window of opportunity existed forpersonnel to winch the boatout of the trailer and shed andthen hook it up for take-off.

This was very difficult to accomplish withoutpower, so the lift strop ropes had to be used to ease the boat out on rollers. Once the ropes wereconnected, the boat was winched out on the rollers to just out of the shed front. The slings were then attached with the idea that the boatcould be edged out onto the ramp just before the Sikorsky 61 took off.

With all the slings fastened and crewbriefed, they anxiously waited for the helicopter, watching the sets wash across theramp closer and closer to the boat, now stuckout on the ramp with no way to save her if a big set came in. The helicopter, piloted by John Pocock, appeared through the mist at08:45. As the mist started to clear a little, apacked beach of spectators was revealed.

“With some brilliant flying inches abovethe shed roof, the helicopter connected with the slings and started to lift,” said Geyser. “The trip to La Med was short and the landingwas smooth as silk. Thanks to Ian Labuschagneand John Pocock of CHC for not only assisting us in our time of need, but for some brilliant flying!”

The storm in Bakhoven was the worst the Station Commander had seen in 28 years. Thanks to CHC, the NSRI boat was saved despite the complete destruction of the base.

again. This enables us to offer a one-stop serviceto clients, where crewmembers are met at theirarriving flights, transported to Oranjemund and the offshore installation and back again, all under one roof so to speak!

No operation can work in isolation though,and we are no exception. We receive excellentsupport from Head Office 850 km down theroad. Logistics are simplified by the directcompany flights from Cape Town a few times per week, and backup is but a phonecall away.

The close working relationship we have with our clients helps us to render a tailoredservice, designed to fulfill their needs in a safe and effective manner. By remaining flexible and committed, our air and ground crews make sure there is always a smile on the faces of our client representatives at the end of everyworking day. This is evident from all the clientfeedback that we receive, and also by numerousaudits conducted by client auditors since thecontracts started.

Operating in the local conditions, namelyfog and blowing sand, is a fact of life. It istherefore not unusual for a flight to return to base because of weather that is below the minima of 200’ cloud base, and 3/4 nmhorizontal visibility. Recently, there was anincident where one crew did 18 approaches to ships in one day without ever seeing a ship.Must be some sort of record. And can youimagine what goes through an engineer’s mindwhen he arrives at the hangar in the morning,only to find a thick layer of sand over the aircraft, the hangar floor and the equipment?What a nightmare, but it keeps the hangar staff occupied!

Looking back at four years of service, it isclear that the use of an experienced and dedicatedstaff made the difference. The implementation of the ISO 9001 Quality Management Systemand more recently, of our Safety ManagementSystem, went a long way to ensure a safe andefficient service to our clients. Perhaps this is agood opportunity to thank all the people whohelped make CHC Namibia a first-rateoperation. We even had a few tamed Canadiansand Aussies working here over the years. Theycan’t help where they were born, but they did avery good job regardless.

Today we have very satisfied clients in De Beers Marine Namibia and Shell. With thenext 5-year De Beers contract less than one yearaway and exciting developments in Namibianoffshore gas production, we are looking forwardto many years of solid service in the area.

Charles Burger, Oranjemund Base Manager

CHC ScotiaCHC Scotia

June 1 marked the opening of a new terminal facility,

as well as the completion of renovations of Scotia’s

hangar at the Aberdeen base. “We were waiting

with eager anticipation for the opening of the

new terminal. There has been a lot of hard work

from members of staff who deserve our thanks

for a job well done. We moved during the day

and overnight Friday 31 May ready to take

passengers and aircrew on the Saturday

morning 1 June. The passengers checked-in

on the Saturday and were sent happily on their

way. Although there are still the obvious

minor problems to sort out,

overall the whole exercise

has been a success. The

staff enjoy working in the new

surroundings and are settling

in well”, said Karen MacConnell

of CHC Scotia.

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CHC Scotia has been awarded a five-yearcontract, plus options for another five years, for the sole use of two AS365N Dauphinaircraft based at Blackpool, a holiday town in northwest England made famous by its“golden mile” of arcades and amusements. The contract, which was awarded in Augustafter a competitive bid process, is in support of offshore East Irish Sea oil & gas operationsfor Hydrocarbon Resources Limited and BHPBilliton.

Despite Blackpool’s reputation as Britain’s most popular seaside holiday town,the CHC base is no vacation spot. Lastsummer, CHC Scotia crews flew more than300 flights a month, nearly a quarter of whichwere unplanned (less than 24 hours notice).

That’s an average of 10 flights every day of the month. The base moves more than 1,000men and women and about 10,000 kg of freightoutbound monthly, all with two relatively smallaircraft. They also average about one decklanding every nine minutes flying time, keepingpilots, engineers and support staff hopping. As usual they work all hours to keep theaircraft serviceable and can only work on the A/C in the evenings or weekends.

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CHC Helicopters InternationalCHC Helicopters International

THE NOVA SCOTIA offshore gas industryis heating up, and CHC HelicoptersInternational (CHI) is positioned for growthwith a proposed new helicopter hangar andcommon-use passenger terminal at HalifaxInternational Airport.

CHI announced construction of the new$3.5 million, 32,500 ft2 CHC Complex at awell-attended press conference July 16.Representatives from all major local mediaattended the launch and it received coverage innewspapers, radio and television.

“It was a great success with five or six TVcrews there; we couldn’t have asked for bettercoverage,” said CHI’s Business DevelopmentManager in Halifax, Barry Clouter, whoorganized the news conference.

Clouter also couldn’t have asked for better timing. Less than a month after CHImade headlines, Marathon Oil Companyannounced a deepwater offshore gas discovery 345 kilometres south of Halifax.

CHC Helicopters International has secured three important contracts in Southeast Asia and the Middle East.In Songkhla, Thailand, PTTEP (the Thai Government Petroleum Authority) has extended CHC HelicoptersInternational’s contract for one year plus six option months.

Also in Thailand, Chevron Offshore (Thailand) Ltd. is taking delivery of a second S76 in the Gulf ofThailand to replace their crew boats. The contract value is $5.5 million CDN over

18 months. In the middle East, CHI has been awarded a contract to supportAGIP Offshore from Kish Island in the Persian Gulf with

one primary Sikorsky S76A++ and one back-upBell 212. The contract will commenceNovember 2002and is valued at

$15.5 million CDN over 30 months.

10

The successful wildcat well encounteredapproximately 30 metres feet of net gas pay overseveral zones, and opens a whole new area in theNova Scotia offshore sector. Marathon seniorvice president of Worldwide Exploration, PhilBehrman, called the discovery “an importantfirst step in developing deepwater play offshoreNova Scotia.”

The new CHC Complex will easilyaccommodate increased helicopter traffic. The hangar will have room for four helicopters(compared to two at the current facility), andwill feature a large state-of-the-art passengerfacility capable of handling all of the region’soffshore passengers.

The new passenger terminal will include a

11will require an estimated 26 wells over its life toproduce reserves of both liquids and gas.

The field life is estimated to be 25 years,with first liquids production planned tocommence in late 2003.

CHC Helicopters (Australia) is providingtwo Super Puma AS332 helicopters – the aircraftof choice for the offshore oil industry – for thedevelopment stage of the project, scheduled to becompleted at the end of 2004. The CHC base iscurrently in Dili, the capital of East Timor,though it is expected to be relocated to Baucautowards the end of this year.

Due to the temporary status of the Dili base, CHC have had to operate without a hangar,permanent workshop or office facilities. However,with some Aussie ingenuity, the base is able tosupport a seven-day, 24-hour Super Pumaoperation with the resourceful use of portablecabins and shipping containers. Due to theextended and unexpected duration of the base of operations being in Dili, Phillips are to provide a temporary hangar structure which will provide shelter and protection for the Super Puma operation.

CHC’s Halifax terminal facility is taking shape.Contractors used the “tilt-up” fabrication method: concrete walls are poured on the ground (overtop of a specially created mold of the CHC logo), and theneach slab is tilted upright to create a wall. The facilityis expected to be completed by the end of the year andoperational by January, 2003.

On the 27th of September, CHC Helicopters International hadthe honor of flying the First Lady of the Philippines, President Gloria Macapagal Arroyo, the First Gentleman Mike Arroyo and other dignitaries from El Nido Resort, Palawan to the Malampaya Platform.

President Gloria Macapagal Arroyo and CHPII crewwith RP-C176. At left: Captain Ed Bonavente; center,a very cheerful President, and at right; First OfficerRodel Caringal.

SHORTLY AFTER MIDNIGHT on May20 2002, East Timor became the world’s newestnation as the United Nations Secretary GeneralKofi Annan, handed over authority to EastTimor’s new government elect.

CHC Helicopters have had apresence in East Timor for over fouryears by way of a multi-aircraft contractwith the United Nations, and as ofMarch 2002, through a contract withPhillips Petroleum Pty Ltd, thedevelopers of the world-class Bayu-Undan field.

The Bayu-Undan field is located in the central Timor Sea about 500 kilometres northwest of Darwin,Australia and about 250 kilometressouth of East Timor. The field measuresapproximately 25 km by 15 km and

separate check-in area, passenger waiting area,security clearance, luggage room, safety-videoviewing room, suit up area, drug and alcoholtesting room, indoor vented smoking room,washrooms, as well as a flight coordinator’s office and communications room.

The administrative and operational officeson the second level will consist of a trainingfacility, flight simulator, pilot’s lounge and flightplanning facility, administrative and accountingoffices and a lunchroom.

“The facility enables CHC to remain at the forefront of increasing offshore operationaldemands on the East Coast of Canada,” Barry said.

Construction is underway.

CHC Australia offshore Super Puma over Dili, E. Timor.

CHC Helicopters (Australia)

12

CHC Helicopters (Australia)

WHILE ON HOLIDAY, 1200 k from home,on the east coast of Australia, away from the daily routine, the office, and peak hour traffic. An obvious choice destination for a holiday issomewhere in the Sun!

A last minute glance in the mirror, clad withbikini, reveals a terrifying truth: “That’s not goingto look so good on Cable Beach.”

Holidays begin like new years resolutions,with the best of intentions: “Got to do somethingabout that shape!”

A new view in the mirror, with brandspanking new designer gym and running gear,shoes, socks, three quarter track pants,appropriate T-shirt, brand name water bottle andhand weights; I am so serious about this. Now, tocomplete the look and the final statement aboutwho I am and where I fit in this world - theCHC peak cap.

All the right gear in the right place, steadfastand determined, I begin the fashionable circuitaround Lake Munger, Perth, Western Australia.My partner in determination, with moreexperience and fitness, has completed her firstcircuit on blades and pushes off for her second,while the burning in my chest is becomingunbearable. The pounding of my own dear heart isdeafening to my ears. No more breath left in me.This is it. I am going to have a heart attack righthere, right now! It’s not cool to die like this, so I

abandon the pace and reduce my efforts a level orthree, maybe four, a pace more elegant and suitableto a woman of my position and grace.

As I am strolling alongside the Lake, myheart rate slightly recovering, a young man beginsto stare at me and then points in my direction.Fear and thoughts of horrible humiliation racethrough my mind in a hot rush as his pointpenetrates my line of sight. “Its too late! I havestarted to die, and this man can see it happening!Oh No! I am ok. I don’t know you; you don’tknow me! I am in a place where nobody issupposed to know me. Please don’t be looking atme; please don’t call an ambulance! I will neversurvive the humiliation after breaking a leg lastholiday. No one would believe I could possiblydo something as dumb as that again.”

His stare does not waiver, his look more curiousthan at first. Then he speaks: “Where did you getthat hat? My Dad works for CHC in Vancouver!”

Mike Roberts of CHC International, your boysays Hi! from Perth, sunny Australia. It was mypleasure to meet your son on that Sunday morning.

A sense of family, familiarity and belongingcame over me as we chatted and became friends.It struck a chord to muse over the global community in which we now work and live.

As for my shape, beach balls look good onCable Beach anyway!

Loris Tomkinson

SARQUIP INTERNATIONAL continues togather momentum since it’s inception in 1996.The continued growth has seen Tony Hall as the one man work place grow to a five personworkplace, four on the workshop floor and one inthe office. The new personnel are Graham Dale –Business Manager, Adam Wills – Life SupportController, Chad Plumeier – Trim Assistant andGill Leadbeater – Administration Officer. Withcontinued growth we can expect to see additionalstaff join the team to keep up with demand.

The continued efforts of the staff at HeadOffice along with Tony saw the first ATSOcertified approval of the Wander Lead and, soonto follow, other items Tony has developed overhis time with Sarquip International. These itemsare all associated with the rescue aspect of the

work performed by rescue crews in the helicopterindustry throughout the world. Once theASTO’s for other items are approved, SarquipInternational will also endeavour to distributethese throughout the industry worldwide.

Sarquip International recently despatchedtheir first consignment overseas with a shipment ofSpecialised Search & Rescue equipment to China.There is a good possibility of additional ordersbeing placed in this area of Sarquip’s expertise.

The signing of the Alpha Helmets Contractmaking Sarquip International the exclusivesupplier and service centre for Australia and NewZealand for the maker of the Alpha Helmetsbeing Helmets Integrated Systems Limited.

Sarquip International are also specialists in thefitting of lightweight interiors for the Sikorsky S76

helicopters. These interiors are able to reduce theweight of the aircraft by up to 100 kilograms,thereby increasing the efficiency and marketabilityof the aircraft. This service has been provided to anumber of businesses including companies inThailand and Indonesia. The Sarquip advantage inthis area is that the work is performed on site and isable to be scheduled during on site refurbishmentor routine maintenance. In addition to the fitting oflightweight interior, Sarquip International has thecapability to retrim standard helicopter interiorsincluding seats, flooring and linings.

All of this makes for a very complete servicefor all helicopter users and a one stop servicecentre both within Australia and overseas, makingSarquip International a very special and uniquedivision within CHC Australia.

Graham Dale, Sarquip Business ManagerSarquip International manufactures SAR safety equipment (left) and refits lightweight interiors for the S-76 (centre, and right).

Loris TomkinsonLoris Tomkinson

13

THE SKIES OFF BERGEN remainedclear Sunday Aug. 4, providing a perfectbackdrop for the shooting of a new safety video for CHC Helikopter Service.

Video producer Jan Borg and CHC HSCommunications Manager Johan Petersenflew out in a Super Puma from Bergen to meet up with a recently repainted Super PumaMk 2 bound for Statoil’s Gullfaks field.

Thanks to the flying skills of CHC HSaircrew and the invaluable assistance of otherstaff, as well as the helpfulness of Statoilmanagement and staff, CHC HS was able to shoot some excellent footage for the new Mk 2 passenger video.

The photographers followed the Mk 2 on its regular revenue flight, hovering to one side while it unloaded passengers on Statoil’sGullfaks A, before flying on to Gullfaks C. The video photographer was dropped off thereahead of the Mk2’s arrival, CHC HS SuperPuma Mk2 takes off from Statoil’s Gullfaks C, a concrete platform in production since 1990.

Any division interested in obtaining outtakes of the video footage, or digital images, should contact Chris Flanagan or Johan Petersen.

Johan Petersen

CHC Helicopters (Australia) providesabout the widest range of helicopter services in the group, everything from oil and gas support to seasonal fire fighting. Pictured here is almost every-thing in between. Top: the Victoria PoliceDauphin AS 365N3 (VH-PVH). This air-craft is one of four helicopters ownedand maintained by CHC for the VictoriaPolice Department. The N3 is slowlyreplacing the SA 365C1, pictured justbelow. (Note the subtle differencesbetween the C1 and N3, plus differentpaint schemes.)

Third from top: VH-UAH, a Bell 412on RAAF deployment, with Air Force F-18 in background. Bottom: South Care VH-NSC Bell 412 EMS based in Canberra, seen here at Geehi airstripon the western side of the SnowyMountains (yes, it does snow inAustralia), with pilot Ray Pearson and crewman Mark Delf at the controls. Photo by Phil McHugh, ACT Ambulance paramedic.

CHC HS Super Puma Mk2 lands atop Statoil’s Gullfaks C, a concrete platform in production since 1990.

Phot

os: J

ohan

Pet

erse

n

Astec Helicopter ServicesAstec Helicopter Services

JAN LINDERUD, SALES MANAGERwith Astec Helicopter Services, is probably ourlongest serving employee anywhere. At 61, Janhas worked in what was to become Astec since1958. Excluding his two years as a freelanceengineer, he has 42 years of service!

“My ICAO engineer certificate arrived in themail on my 21st birthday,” he says, explainingthat this required a little planning includingfootwork in the Norwegian Civil AviationAuthority. In 1958, Jan was employed byNorwegian air operator Widerøes Flyveselskap,which was contracted to maintain HelikopterService aircraft, taking his licensed engineer examaround Christmas 1958.

Jan was offered an engineer job at the base inBodø in northern Norway. “Wedding plans hadto be changed because Eva and I decided tomarry before moving north. Our friends did infact wonder why our wedding day suddenly hadto be moved forward,” Jan says with a laugh.“Anyway, it turned out that I could not sign forthe airworthiness of an aircraft until I was of ageat 21, unless I brought my father.” Anotherlaugh. “So we arranged for my certificate to arriveon my 21st birthday in June. By that time wewere settled in Bodø.”

Jan transferred to HS when the company tookcharge of its own maintenance activity in 1963.

The Bodø job then ceased to be aBodø job: “I worked in Bodø duringthe winter and in summer travelledwith the onshore helicopters as theymoved around Norway. I recalllogging 296 days of travel in a singleyear.” That was in 1964.

Jan called founder directorMorten H. Hancke and suggested abase in Stavanger, as HS flew a greatdeal in support of power gridconstruction in South WesternNorway. Hancke agreed and atemporary facility was found atStavanger Airport.

S-61 engineer“One Wednesday in May

1966, as we were ferryingconstruction crews to a powerdevelopment in the mountains, acall came through from Hancke,instructing me to get myself back toStavanger and catch a plane to Oslo.I had no time to finish work on thefoundations of our new house andleft the rest of the job for my wife.By the time we got back from theUSA with two brand new SikorskyS-61Ns three months later, thehouse was ready to be moved into.”

In fact, Morten Hancke had told no one inthe company except Hans Heen (future TechnicalDirector) of his plan to acquire S-61s and fly forExxon, which was about to start exploring theNorwegian continental shelf. This was to be thefirst stage of an incredible growth for HS as oilwas found and fields were being developed.

“By the time we flew the Sikorskys home,Hancke had set up a base at the German wartimeair base at Forus, with concrete runways andthree large repair and overhaul hangars builtduring World War 2. The RNoAF took overpossession when the Germans left in 1945 but by1966 had reduced its presence to an engine shop,a vehicle repair shop and a watch keepingplatoon. One day, Hans Heen, driving thepassenger bus to the embarkation point,accidentally ran over a row of rifles neatly laid outon the ground while the soldiers were exercising.”

By 1971, the company employed 94 people.In the less busy periods offshore, search andrescue services were contracted to the NorwegianRescue Co-ordination Centres in Stavanger andBodø (1970-73). Staff numbers had reached 850seven years later.

Quality controllerJan started his career in the company as an

engineer, initially in northern Norway. Moving

south, he worked as a licensed engineer onoffshore helicopters at Forus, leaving HS for twoyears but returning to become a technicalinspector in 1970. From 1972, he worked as aquality controller and subsequently wasappointed Quality Manager in 1978. He tookcharge of the company’s fixed-wing overhaul andrepair section in 1986, remaining there until itwas closed down in 1990. From then on, Jan hasbeen engaged in the sale and marketing oftechnical services, transferring to Astec when thecompany was spun off from CHC HelikopterService in 2001.

AviatorJan Linderud’s interest in aviation began

early. “I started making model airplanes from atender age, ‘graduating’ with two Norwegian free-flight radio controlled model airplanechampionships,” Jan recalls. “By devious means Itricked my father into letting me take a gliderpilot’s course.” Jan then flew gliders until histransfer to Bodø in 1958.

He maintained his interest in flying, being afounding member of Helikopter Service FlyingClub from its establishment in 1983. The flyingclub at one stage operated five planes. Jan servedas chairman through most of the club’s existence– an ideal combination with managing thecompany’s fixed wing repair shop – until itsmerger with Sola Flying Club.

For a while, Jan’s interest in planes and flyingbrought him to team up with colleague HaraldSekkelsten in acquiring and constructing a Pittsairplane. However, the project had to be shelvedand the aircraft sold when it was about 75 percent complete after Jan went through a period of serious illness a couple of years ago.

For medical reasons, Jan no longer holds avalid pilot’s license, but has the approval of theNorwegian Civil Aviation Authority as aninspector of home-built planes, made and flownby local enthusiasts including former colleaguesMike Boxhill and Leif Furuheim, both retiredveteran offshore pilots.

SportsmanAs a youngster, Jan played bandy and ice

hockey for many years while living in the eastern part of the country. After moving toStavanger, he was involved in the running of the ice hockey division of well-known sports club ‘Viking’. Nowadays his main sports interest is golf, which he says he plays at least threetimes a week - an interest that he shares with hiswife Eva. “Any holiday that does not take a golferanywhere near a green is no holiday at all,” hestates categorically. “Eva and I plan our holidaytrips accordingly.”

Johan Petersen

14

People

15

People

WELCOME ABOARDCHC Scotia, Aberdeen: William Welsh, GroundSupport Worker; Daniel MacLean, AccountsAssistant (Temp); Sam Brown, HR Officer;Gordon Wilson, Desktop Support Analyst; Nigel Griffiths, Tax Accountant; Blackpool:Paul Turnbull, Ground Support Worker;Denmark: Morten Rasmussen, Pilot; Tom Larsen,Pilot; Jan Boennelykke, Pilot; Keld Andersen,Operations Officer; Dublin: David Carolan,Aircrewman; Kevin Daunt, Co-Pilot; Ken Byrne,Certifying Technician; Humberside: Ken Bryars,Operations Officer (Temp); North Denes: KevinGray, Certifying Technician; Shannon: JohnHassett, Certifying Technician; Waterford:Mark Donnelly, Co-Pilot; Barry O’Connor, Co-Pilot; Simon Cotterill, Chief Pilot; Stuart Dixey, Certifying Technician; James Duffy, Certifying Technician; Ian Grosz,Co-Pilot; Finbarr Stack, Mechanic.CHC Helikopter Service: Frans van Dommelen,Co-pilot (Bergen); Ulla Aretorn, Co-pilot(Bergen); Ann Elin L. Karlsson, Traffic Assistant(Sola) (ex-temp.); Nina Johansen, TrafficAssistant (Sola); Asta Kristin Thorsteinsdottir,Temporary Traffic Assistant (Kristiansund);Cathrine B. Kleivane, Temporary Traffic Assistant (Bergen); Elisabeth K. Naa, Temporary Traffic Assistant (Bergen); Gunn Kristin Eide, Temporary Traffic Assistant (Bergen).Astec Helicopter Services: Nina Sundgren, Skilled Worker; Michelle Francis, Controller;Stein Ole Hansen, Asset Controller.CHC International: Douglas Mitchell, Contract AME; Charles Houle, Shipper Clerk;Jed Hansen, Pilot; Lou-Ann Gillard, TechRecords; John Hyndman, Contract AME; Jason Duncan, Apprentice AME; NirondonRagan, Base Manager / Pilot (Thailand); JohnLarsen, Avionics Engineer; Sharon Stafford,Travel Coordinator; Marina Eglis, Tech Library;Lee Ellis, Stores Assistant. A welcome to oursummer help: Claudine Ranger, LogisticsAssistant; Vlad Goldenberg, MIS Assistant; Andy Wu, Accounting Student.CHC Africa: Randy Leitch, Pilot (Angola); EricBrossier, Pilot, (Angola); Francois Marais, Engineer(George Base); Douglas Smith, Engineer (GeorgeBase); Louis Schutte, Engineer (CT Operations).CHC Composites: Tony Coates, AssemblyTechnician; Donald Hollett, Materials LaboratoryTechnician; Paul Ryan, Procurement Specialist;Fred Baxstrome, Inventory Control Manager;Nelson Marsh, Instrumentation Technician.Welcome as well to William Purcell and PeadarTiernan, students from University CollegeDublin, Ireland, who joined CHC Compositeson June 3, 2002 for summer internships. William

and Peadar are working in the ProductionEngineering Department until September.CHC Corporate: Jason Hillyard, Project Officer;Jennifer McBeath, Receptionist/AP; Laura Janes,Communications Work Term Student; ElizabethPayne, student returning for third Work Termwith Human Resources.

MARRIAGES, ENGAGEMENTSCHC Scotia: Elaine Guthrie, Purchase LedgerAssistant, Aberdeen, to Douglas Mitchell on 27 April at Garthdee Church, Aberdeen.Congratulations to the both of them.CHC International: From Halifax Base, Jenna Campbell married fiancé Brent McSweenon May 25.At the Philippines Base, engineer Joselito Rodrigo(Lito to his friends) tied the knot with fiancéJocelyn Mendoza on 25 March.CHC Australia: A classy Castle wedding for Tyson Brown Touring (LAME) who married Kim 25 May. Congratulations Tyson and Kim.CHC Composites: Congratulations to HayleyStockley, Composite Technician, and ChrisDavis, who were married in Gander,Newfoundland on 22 June; Congratulations to Corey Torraville, CTA, who married Chasity Gillingham 6 July.

BIRTHSCHC Scotia: Congratulations to Wendy, TrafficOfficer, Aberdeen, and Gary Lawson on thearrival of Emma on 12 April. Congratulations to Barry, Management Accountant, Aberdeen,and Donna Davidson on the arrival of MatthewJames on 24 May.CHC Helikopter Service: Congratulations to Siw V. Bergen on her adoptive son; Terje Soltvedt on the birth of a son on 5 March.Astec Helicopter Services: Congratulations to Heidi Kleppe and Roy Harbak on the birth of a son on 8 May. Congratulations to Mona Berakvam on the birth of a daughter on 14 May.CHC International: Benjamin Karl Hanschke was born March 8 to AME Andrew Hanschkeand his wife Treena.CHC Australia: Finance department, AngelaGolding’s bundle of joy Tyson Alexander 8lb 4oz.arrived on Thursday night 23 May. Tyson andmum are doing well.CHC Composites: Congratulations to Bruce Oliver,Program Coordinator and his wife Tanya Oliver, on the birth of their baby girl Hannah, on April 12.Congratulations to Wanda Gillingham, CompositeTechnician and Truman Head, on the birth of theirbaby girl Kiana Merretta, on April 17.CHC Corporate: Congratulations to TammySheppard, HR Specialist, and husband Scott

Sheppard who welcomed baby girl AshleyBrianna on April 20.

PROMOTIONS/CHANGESCHC Scotia: Aberdeen: Jide Adebayo, AreaManager (Scotland); Malcolm Paine, ManagingPilot (Scotland); Malcolm Alldritt, SeniorMovements Controller; John Johnston, SeniorPilot – Forties; Carol Murray, Ops DeskController; Koulla Manousou, Technical Clerk; Blackpool: Paul Shepphard, OperationsOfficer; Denmark: Terry Waldron, Chief Pilot; North Denes: Mike Handley, Managing Pilot (England).CHC Helikopter Service: Harald Sundfør, TrafficAssistant (Bergen); Terje Engum, Chief Pilot(Kristiansund); Odd Stølsvik, Line MaintenanceShift Leader (Sola); Siw E. Sviland, Ops. Centre Customer Support Officer; Frode Karlsen, Line Maintenance (Sola); Stig Ove Saure, Captain (Bergen); Bjørn Hovland, Captain (Kristiansund); Leif R. Hus, Captain(Bergen); Fridtjof Bjerkås, Captain (Kristiansund);Runar A. Mathiesen, Captain (Bergen); Morten Caspersen, Captain (Bergen); Lars Bøhn, Captain (Bergen).

RETIREDCHC Scotia: Phil Fisher, 2 May 2002, Aberdeen Captain, after 23 years service;William Moreland, 30 May 2002, AberdeenRamp, after 20 years service.CHC Helikopter Service: Nils Klem Nilsen, Captain.

DEPARTURESCHC Helikopter Service: Frank Haugland, Co-pilot (Bergen) (to Lufttransport).Astec Helicopter Services: Ole Jakob Johansen;Ørjan Vestrheim.

AWARDSCHC Scotia:30 Years: Aberdeen: Eddie Moores, LineMaintenance, 17 April; 25 Years: Aberdeen: Dave Hogg, Captain, 13 June; Andy Oxenford, Captain, 13 June; Keith Dawson, Captain, 13 June;15 Years: Aberdeen: Ian McCabe, BaseMaintenance, 2 July; David Murray, Overhaul, 6 July; Noel Osbourne, Captain, 6 July; PeterPrue, Line Maintenance, 27 May; Blackpool:Stuart Croft, Certifying Tech, 13 May;Humberside: Matthew Lawson, Captain, 20 July; Ken Reed, Engineer, 1 July; 10 Years: Aberdeen: Colin Lambert, Stores, 27 May.

CHC Composites:5 Years: Christine Penney, Quality Technician, 15 February.

CHC Scotia

Karen MacConnell Executive Assistant

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

CHC HelicoptersInternational

Susan McAlpineExecutive Assistant

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

Astec HelicopterServicesEidi T. Husebø

Executive Assistant

47 51 94 18 16ehusebo@hesgrp.com

CHCComposites

Valerie Dwyer Executive Assistant

1-709-651-5711vdwyer@chccomposites.com

Corporate Office

Chris FlanaganDirector of Communications

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

CHC Helicopters(Africa)

Cheryl PedersenCommercial Executive

+27 (0) 21 934 8628cheryl@cti.chcafrica.com

CHC Helicopters(Australia)

Graham BowlesOnshore Sales

& Marketing Manager61 8 8372 7702

gbowles@chcaustralia.com

CHC HelikopterService

Johan PetersenCommunications Manager

47 51 94 1820jpeterse@hesgrp.com

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

16

THE CHC TRADE SHOW booth was a hit at two shows in Eastern Canada this summer,thanks to enthusiastic staff and raffles for a model CHC Super Puma AS332L. The models – hand-carved in the Philippines, and sourced by CHC Helicopters International staff at theMalampaya base – were among the most popular items at the shows.

At the Newfoundland Ocean IndustriesAssociation annual Petroleum Show in St. John’s, more than 300 people dropped theirbusiness cards in the box hoping to take home amodel for the kids. And at the Halifax OffshorePicnic, CHC International took home first prizefor Best Pavilion, despite the modest size of thebooth. Pilots and engineers from CHI’s HalifaxAirport Base dropped by to help BusinessManager Barry Clouter, and a sparkling S-61Nflew slowly over the Island in Halifax Harbourwhere the annual offshore gathering took place.

Judges declared the CHC presence a truenetworking success, adding the business was wellpromoted. First prize was a boat cruise for 50

people, which Barry will use to further marketthe Company to customers and suppliers.

Also popular were CHC temporary tattoos.In Halifax, one man saw the tattoos, andwhipped off his shirt to display the real thing: a CHC hummingbird permanently tattooed on his right shoulder. Turns out Jeff Harringtonhad himself branded when he took a rotor wingflight training course with Canadian Helicoptersin 1988. Too bad it’s the old logo Jeff, the CHC Brand Police would never let you get hired on with illegal body art.

In St. John’s, Elizabeth Payne, Laura Janes and Jennie McBeath worked tirelessly over the two-day trade show to make CHC betterknown in its home market. Meanwhile, at theNewfoundland Offshore Conference, which took place in conjunction with the trade show, CHI President Christine Baird gave a presentationoutlining CHC’s operations around the world, and promising the oil industry audience they would soon be seeing a lot more of CHC in Eastern Canada.

Laura Janes, Jennie McBeath andElizabeth Payne draw for the modelSuper Puma AS332L at the OffshoreNewfoundland Petroleum Show in St. John’s (above). Jeff Harrington shows off his hummingbird tattoo at the Halifax Offshore Picnic (left).

Brian Kotloff, 12, of Pennsylvaniavisited Newfoundlandlast summer with hisDad, Dr. Rob Kotloff,Mom Debbie, and two brothers Eric and Ethan. Whilevisiting, they had theopportunity to travelvia helicopter from

St. John’s to central Newfoundland. Back at WilliamPenn Charter School in Philadelphia, Brian wasgiven an assignment to write “From my Perspective”,an essay conveying the sights, sounds and emotionsassociated with a special event. He chose to write about his helicopter trip, a testament to the indelibleimpression it left upon him, and the fond memories he has retained.

By Brian Kotloff

I WOKE UP IN THE MORNINGhearing a faint swooshing noise that kept getting louder. I packed my bags, slowly walked towards thesound, and watched it land directly in front of me.I climbed into my ride, anxiously waiting to leave.As it ascended from the launch pad and soared overthe cliff, my stomach dropped down to my knees.It was the first time I had flown in a helicopter and I was scared to death. The rotor on top of the helicopter sounded like a tornado. “Put yourheadphones on!” I could barely hear the pilot yell. I was off on my adventurous journey through theCanadian wilderness!

I looked down and felt like I was a giant.Everything below me, the few houses and cars,and all of the trees, looked like ants from up high.Masses of water dotted with icebergs surroundedme. The pilot pointed out groups of caribou,appearing like little white dots speckled all overthe ground. I spotted one that was brown andtold him about it. All of a sudden, the helicopterjerked downwards and for a second I thought wewere going to crash, but the pilot stopped twenty

feet above the ground and I realized the browndot was really a wild moose. Since we were so lowto the ground, the grass below us blew so hard, as though a hurricane was overhead. Thehelicopter hovered over the moose so I could seea close-up image of the huge animal. Its antlerssprung from its head like branches on a tree.Finally, the moose dashed away into the forestand the helicopter reverted to its normal positionabout five hundred feet above the ground.

Thirty minutes later, it was time to land. The helicopter started lowering to the ground,attempting to land on a landing pad next to theguesthouse. Everything on the ground graduallybecame bigger and bigger as the helicopterlowered down. When the helicopter finallylanded, I took my headphones off and could hearthe very loud rumbling of the rotor once again.As I exited, I thought the spinning rotor wasgoing to chop my head off but, luckily, it didn’t.My stomach, which had plunged down to myknees while in the helicopter, was now back tonormal, ready to store a long-awaited meal.