January – Apr i l 2003

Airlifting Helicopters3

Teaching an old dog

Keepers of the Light

Volume 8, Number 1 CHC Helicopter Corporation

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By Brian Arsenault

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

Two helicopters, based in Vancouver, were nearingcompletion of their major refurbishments and 3000-hour maintenance inspections. Engineers workeddouble shifts to have all inspections and test flightscompleted so the last of the training could be completedbefore disassembly for transport to Baghdad.

On Dec. 21 these aircraft departed YVR onboard two transport trucks, headed for Calgary,Alberta, on the other side of the Rocky Mountains.In Calgary, they were loaded on a 747 Freighterbound for Luxembourg. On Dec 27 the helicopterswere loaded onto trucks bound for Vatry, France.When you’re working for the UN – particularly the

Around lunchtime, Mike wondered aloud:“Where’s Firebird 218?”

He was referring to Duncan Patrick’s Bell JetRanger, and a turn around a bend at Bendora Damrevealed the awful truth. The Jet Ranger was upturnedin the reservoir, weighed down by the engine in itsroof, and sinking. There was no sign of the pilot.

“It’s quite a scary thing to see, in a sense, that hehad been doing exactly what we had been doing.”Euan said. “Then it was just, ‘OK, let’s get him out’.And we went ahead without hesitation.”

Mike hovered about six meters above thestricken craft as Euan jumped. He dived down intothe black water and saw that the helicopter door wasoff and the pilot was unconscious and still buckledupside down in his seat.

Under normal circumstances, Euan’s job is toremain in the aircraft and operate the rescue systems,while two Southcare paramedics tend to victims.

UN in Iraq – everybody knows about it,and without any prompting, the FrenchMilitary called to ask about the transferthrough their country. They just wantedto know if they could be of any help.

The next day the aircraft were loadedonto an Ilyushin IL76 Russian Transport,which departed for Baghdad. From thetime the aircraft left Vancouver until their arrival in Vatry the were under thesupervision of Ross Chamberlain and JohnLeblanc. The IL76 arrived on Dec 29 tothe waiting arms of our crews in Baghdad.On New Year’s Day both aircraft wereserviceable and ready for UN tasking.

The Thailand Bell 212 requiredpainting and last minute maintenance,which was headed up by Mark Christie.On Dec 18 the aircraft was ferried toBangkok from U-Tapao (the Thai NavyBase). On Christmas Day, Mark arrivedin Abu Dhabi with the helicopter, whichwas then transloaded onto a truck boundfor Dubai. The next day the helicopterwas dropped off at the Panalpina holdingarea to wait for the South African 212.

The fourth machine, based in CapeTown, underwent a 3000-hourinspection, was reassembled, and acquired

CHC AUSTRALIA SOUTHCARE pilot MikeToms and Aircrewman Euan McKenzie werereturning for more water to battle fires in NamadgiNational Park near Canberra Jan. 13 when theynoticed something was amiss. The team had beenbucketing water in the Bell 412 since about 6:30 a.m.,shadowing a helicopter pilot from another firm,Duncan Patrick.

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CHC Bell 212s on the tarmac in Baghdad.

Euan McKenzie races against timeto rescue pilot.

Sylvain AllardPresident

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

WITH OUR CHC AFRICA crew in Antarcticathis January, we were once again working on allseven continents. Our team of 2,500 professionalsis so spread out, that I haven’t had the opportunityto meet everyone – at least not yet. However, I am hearing reports from all corners of the worldon the tremendous professionalism and skilldemonstrated by our employees.

Most recently, on Jan. 28, our S-61Coastguard rescue crew in Shannon, Ireland, flew through 70 mph winds, and saved the life of a seriously injured seaman despite 30-footwaves and the onset of darkness. WinchmanNeville Murphy carefully brought the victim tosafety. I understand that Coastguard Brass havecommended the crew for a “fantastic job inatrocious weather”. That’s praise well-earned, and I offer my congratulations to Neville,

along with winch operator Eamonn Burns, and Captains Robert Goodbody and TonyO’Mahoney for one heck of a rescue.

On the other side of the world, ourAustralian Southcare crew made headlines inmost of the country’s newspapers, when theycame to the aid of an another pilot, whose smallmachine had crashed in water. CHC CrewmanEuan McKenzie jumped from our Bell 412, dove underwater, and cut free the trapped pilot.The pilot owes his life to Euan’s skill and quickthinking, and to the expert training CHCAustralia provides its emergency crews.

Most of us carry out our tasks under slightlyless dramatic conditions. But it’s the same professionalism and dedication behind the scenes that allows CHC to remain the worldleader – and will allow us to stay on top asmarket conditions change.

It’s been brought to my attention that oneman behind the scenes in Australia has workedthrough 20 years of change with one consistentobjective: to succeed. Graham Brown, CHCAustralia’s Expediter, is a man to whom failure is simply not an option, and he gets the nod asthis issue’s CHC Champion.

He’s described as a sparkling wit withinCHC Australia who everybody knows and loves.

Graham’s unique skills mean:• He gets equipment to the right place, on

time and at the right price.• He can find anything lost in a freight

handler’s warehouse. • Nightmare customs regulations, shipping

invoices, commercial invoices and dangerousgoods requirements are no problem.

Graham is known to be totally relaxed whileunder pressure. I’m told that over the years, urgentcalls for help and aircraft out of service would neverbother Graham, regardless of the time or place.Thailand, India, Adelaide, Williamtown, East Sale,wherever the problem, Graham would “just fix it”.

Graham manages the flow of equipment,spares, and complete aircraft to Australia’s 14widespread bases, and across the sea to EastTimor and beyond. Graham’s three childrenCorey, Tyson (now a CHC LAE) and Kelly havefollowed in their father’s footsteps in the aviationindustry and his devoted wife Monica has beencalled upon to be patient more than once whileher husband attends urgent AOG matters.

CHC Australia’s engineers, flight crews andsupport staff all perform their tasks more effectivelyknowing Graham Brown is taking care of businessbehind the scenes. Well done “Brownie”, and keepup the good work.

CHC HAS PERFORMED extremely well overthe past two years. But rather than look back, I’dlike to examine the opportunities and challenges I see ahead of us, and the fundamentals whichprovide the strength of the CHC group.

In December, we were disappointed to learnthat we will lose the BP crew contact Aug. 1, 2004.Our CHC Scotia team worked very hard on thisproject, and every effort was made to retain thiscontract, at reasonable margins. However, theentrance of a third player in the North Sea marketunderscores the necessity of remaining competitive.We cannot be complacent.

We have won a significant long-termcontract renewal with BP in the southern NorthSea, proving that CHC can, and will offer thebest customer value in the region. This isparticularly important with the ongoing

fragmentation of the market in the North Sea,and the introduction of smaller offshore players.

As you know, BP has announced the sale ofvarious assets, and other majors are consideringfurther divestment. New operators such asApache are very focused on value. I believe thischange in the marketplace will translate intoopportunities for those service companies whichcan adapt. We can, and must do so, by providinggreater cost efficiencies, continued focus onexcellent customer service, and greater flexibility.CHC has clearly demonstrated its leadership inmeeting these challenges. Our consolidationefforts in Europe, introduction of a commonsoftware system, and the creation of Astec UK areall positive steps in our effort to continue to bethe No. 1 service provider in the region.

On the deepwater side, recent researchconfirms the world’s deepwater markets willdemonstrate significant growth over the nextseveral years.

The World Deepwater Report recentlyreleased by energy consultants Douglas-Westwood indicates that there are more than 140 deepwater field developments listed fordevelopment over the next five years. This is

more than double the number of deepwater fieldsbrought onstream in the last five years.

CHC remains committed to acquiring andoperating the most advanced fleet of helicoptersnecessary to meet our customers’ deepwater needs.We have not revised our Eurocopter deliveries ofup to six Super Puma MKIIs and two EC 225sthrough to 2005, although we do have someflexibility in delivery dates in order to ensure weaccess the aircraft when new contracts dictate.

We are currently evaluating the Sikorsky S-92to determine if it better meets the requirements ofour customers. The entrance of this new aircraft,and its proclaimed lower operating costs, willhopefully encourage Eurocopter to become morecompetitive, which is good for business.

CHC’s greatest strength is its ability to takeadvantage of shifts in emerging markets. Byleveraging the skills of our divisions, which arestrategically located worldwide, and sharingresources to reduce costs, we will continue to be a world leader.

I commend you all for your efforts in meetingthe challenges of our changing marketplace, and lookforward to continued improvement – and continuedgrowth – throughout the CHC group.

Astec Helicopter ServicesAstec Helicopter Services

the aircraft in the IL-76 were the dismantled rotorcomponents, spares and miscellaneous equipment.As the photos show, there was no shortage ofhelping hands during the loading of the aircraft.Motorised loading assistance was provided byScandinavian Airlines ground handlers, with the Volare aircrew and an international mix ofCHC engineers participating enthusiastically.

The heavy SAS tractor and platform trailermoved the two helicopters cautiously intoposition behind the ramp of the Ilyushin, wherethe transport aircraft’s heavy winches took over to bring the helicopters into their final positionsfor the airlift.

To Darwin on scheduleThe Ilyushin departed Stavanger in the late

afternoon of 7 November, on completion of theloading operation. The heavy aircraft reachedDarwin as scheduled in the early morning of 9November, having stopped for crew rest andrefuelling at Masqat and Singapore.

All local customs clearance and other paperwork was handled by Astec’s forwarders, who alsoorganised the necessary handling assistance atStavanger’s Sola Airport. They want to thankeveryone involved in the operation for a job welldone and to wish CHC Australia and CHCInternational good luck with the operations.

ACTING AS A STAGING post for CHCInternational and CHC Australia, Astec HelicopterServices organised the transportation of two CHCaircraft to Darwin, Australia, on 7 November, 2002– a Bell 212 and a Super Puma. Both went into thebig belly of an Ilyushin IL-76 operated by VolareAirlines of the Ukraine, and were destined for EastTimor and Western Australia.

The Forwarding Department of AstecHelicopter Services has been an internationalpublic freight forwarder, air freight agent andapproved customs broker since 1970. The firstairlift it organised, under the name of HelikopterService, consisted of two Bell 204s to Columbiain 1968, followed by two Bell 47s to Muscat,Oman for oil exploration support.

The same Forwarding Department laterintroduced a world-wide “roll-on, roll-off and take-off” concept, used to move helicopters betweenharbours all over the world. Their experience inthis field was utilised in, for example, moving threeSikorsky S-61N helicopters from Stavanger toBrazil, for lease to Brazilian operator Aeroleo,flying for Petrobras in the early 1990s.

The department’s airlift experience includesthe transportation of two Super Pumas in a singleIL-76 to Vietnam and Australia in 1993. In total,they have been responsible for moving more than100 helicopters around the world by sea and airthrough the years.

TeamworkThe Canadian-registered Bell 212,

C-GOKX, flew up from Bosnia where it hadoperated in support of UN relief work out ofSarajevo, arriving via Nuremberg. (See “Healing aNation” in Rotortales Vol. 7 No. 2.) Destined forUN work in Dili, E. Timor, the aircraft wouldnormally have been operated by Australian crews,who have been in E. Timor continuously sinceMay, 1999. But with the busy Australian summerfirefighting season ahead, CHC Australia M.D.Ian McBeath invited the International crews towork alongside the Australian crews for a fewmonths in order to provide the best possibleservice to the customer.

The Super Puma was a CHC Scotia AS 332L – G-BKZH – flown across the North Seato Stavanger from Aberdeen. Configured foroffshore oil and gas support, the Super Puma isnow on contract in Broome, WA, for BHP Biliton.

Three CHC International engineers, fourCHC Scotia engineers and two CHC HelikopterService engineers assisted in the preparation ofthe aircraft for the airlift and in the loading of thehelicopters into the IL-76.

The Loading OperationThe Bell 212 minus rotors and pylon went in

first. The Super Puma was taken on boardcomplete except for its rotors. Stowed alongside

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

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Johan Petersen

CHC Helicopters InternationalCHC Helicopters International

red, white and blue helicopter land on the beachto pick up the winners and take them on anincredible journey. Among the spectacular sightswere the mushroom-shaped islands of Tarutao,including Krabbie, Phuket and Phi Phi Island(where the ‘00 movie The Beach was filmed).

But until the show had been aired, Ted couldtell no one: The minute we showed up, it was made clear to us that all contractual employees are required to sign a $6 million bond of secrecy. In other words, since the show is taped some months in advance, everyone that was involved in the filming would be privy to the sequence of events that took place. Thus, one could partake in gambling and of course ruin the surprise of theoutcome of who won what and when. Who knew? It was an enjoyable job and pleasant change from the everyday routine of flying out of Songkhla.

Although TAS and CHC will beremembered for their famous ‘challenge’ flight,they also were involved behind the scenesthroughout the duration of the show. TAS wascalled upon to fly the directors and producers to and from the island on numerous occasions.Though unlikely that we will be offered a re-occurring role on the Survivor series, it was an endeavor unlike any other and we are proud that our distinguished helicopter was able toenjoy its 15 minutes of fame.

its Canadian registration by the end of the day onDecember 24. On December 28, run ups andtest flights were carried out. The 212 was thendisassembled for shipping and ready to go onJanuary 3. But at the last minute, for reasonsnever explained, our chartered IL76 was deniedlanding rights in South Africa. We then arrangedanother IL76 based in South Africa to take the 212 to Mombasa, where it would meet the first IL76 and take the crew and 212. But again, minutes before departure from Mombasa,landing rights were refused in Sharjah by theSharjah Military. Fortunately, I was able to reacha UN official in Vermont (enjoying his holidays),who happened to have UN Baghdad letterheadon his laptop, and he faxed a letter to the Sharjah

Military and Government officials to get thingsmoving. On January 5 the IL76 departedMombasa for Sharjah. The Thai and SouthAfrican helicopter arrived in Baghdad on January6. The crew that made this happen was MikeRoberts, Robert Toma, Chris Brownell and ChrisMoore, with a helping hand from theengineering staff at CHC Africa.

Base Manager Capt. Chris Hodson reportedthat two aircraft made their first flights on Jan 7,sweeping across Iraq’s western desert. The missionwent off perfectly and the UN folks were happythey didn’t have to travel by jeep. The 8 pilotsand 6 engineers are based at the Rimal Hotel inBaghdad and report that everything is on trackand, by the way, the food is good and plentiful(although several of the guys came down withBaghdad belly). They’ve described their Iraqi

hosts as overly friendly and helpful. A typical dayinvolves a fleet of eight helicopters taking off information from Baghdad, so it’s quite a site.

“We are going to use the helicopters for a varietyof operations. Transportation is one, aerial inspections,aerial monitoring and possibly in conjunction with aland-based inspection,” UN spokesman Hiro Ukeitold a press briefing in Baghdad.

A special thanks has to go out to all theengineers and the maintenance support staff who worked long and hard to make this all cometogether. It’s dedication and professionalism likethis that leaves no doubt in my mind that whencalled upon, I know we can make deadlines likethis one, and new ones in the future. A specialthanks also goes out to Juerg Boschung and BeaBraun at Panalpina for making sure all carrierswere on time and within budget.

CHC INTERNATIONAL andpartner Thai Aviation Services madetheir prime-time TV debut on episode 10 of thepopular reality show ‘Survivor Thailand.’ PilotsKhun Sura Chaisatra and Ted Gep were privilegedenough to be asked to work on a project for theCBS television network.

The event took place on an interesting littleisland on the West Coast of Thailand, theAndaman Sea side. It’s a place called Koh Ta-RuTau Island, the largest of 51 islands making upthe Tarutao National Park. This tropical islandwas the place called home by the 16 SurvivorCastaways for 39 days. Best known for havingbeen a prison camp in 1938, it is also famous forits exotic wildlife. On any given day you could

cross paths with a wild buffalo, snakessuch as the python and venomous kingcobra, or be surrounded by thousands of malaria-carrying mosquitoes.Nonetheless, this was the location for an incredible once-in-a-lifetimeexperience for a few of our pilots.

Prior to the filming of this 4thSurvivor series, CHC and TAS

were called upon to help CBSscout the islands of Thailandfor the perfect location to set

up the two camps of ChuayGahn and Sook Jai. For the half

dozen pilots involved in this scoutingmission, it was an opportunity to explore areas

of Thailand they may otherwise never have seen.Pilot Ted Gep writes: The tranquil serenity

of the little known spot is ideal for the supposed‘deserted island paradise’ setting of the Survivorseries. Our job was to provide transportation for the winners of the ‘Knock-Out Challenge’, to a secret location (the mainland) for their prize: a helicopter ride, elephant trek through the jungleand a Thai feast.

The lucky winner was Brian Heidik ofQuartz Hill, CA and his guest, Clay Jordan ofMonroe, LA. Although our pilots interview wasedited from the show, we were able to see the sleek

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Koh Ta-Ru Tau Island, Thailand.

Bell 212s in Vancouver.

CHC Helicopters (Australia)

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CHC Helicopters (Australia)

FOLLOWING A RE-SHUFFLE of SuperPumas earlier in the year, CHC Australia parted company with its pride of the fleet andgained a 20 year-old veteran of the North Sea.Congratulations to CHI on a deal resulting in theinternal company swap. We are grateful to Scotiafor the replacement machine and rest assured wewill put it to good use.

Do you remember Ashley Strauss? He is theTom Cruise look-alike who had to put the lastSuper Puma together. Well as luck would have it,he drew the short straw yet again. As Project Co-ordinator, Ashley faced another challenge.Certificate of Airworthiness, usual avionicsgismos, sorry I’m told these are essential gismos.New interior trim, mini refurbish and wait for it– external sponson fuel tanks! Never seen orfitted by us before. Luckily for us we picked upsome tanks from Scotia and International sometime ago thinking the packing crates were morevaluable than the contents. After a lot ofheartache and a fair bit of jiggery pokery by SydHarbour and Peter Kluzek they managed to fitthe tanks in roughly the right place. Fuel contents

indication was a challenge as the Pomms usesome funny liquid measurements. The contentsgauge was reading Hogshead of Claret. But youcan’t fool us down-under. Chris Schrapel (King ofthe Cone Heads, that’s Avionics Manager to theuninformed) managed to find a conversion chartto kgs. With our own internal tank, externalsponson tanks and full fuel we won’t need anIlyusion to ferry this machine. With the pilots upfront, and a Vegemite sandwich or two we canpoint them in the right direction and wave byebye. With Chris’ new Flight Track we can evenkeep an eye on them if they get lost.

Talking of Pomms, we’ve also had an influx ofpilots from the Motherland. It’s just a rumour but

one was reported to be carrying a cricket bat. Toolate for the Ashes Series but maybe we can fix himup with the Darwin School boy elevens. If he’sgood enough he might even make twelfth man.

Cliff (10 men) Shute, Senior Base Engineerand his team have battled the hot and sticky wetseason to bring this machine together. After being out in the cold for 20 years this little baby’snot going to need a jump start. A southernhemisphere compass swing and it will be readyfor a tour in tropical Broome. Beautiful one day,perfect the next. For the new English crew it will be Pearls and Oysters instead of North Seacod and chips. Dream on boys! There’s a lot ofhard work yet to be done.

With the transformation complete and lookingresplendent, we don’t care what vintage you send us.As they say, “The old ones are the best” and this doghas few tricks left in her yet.

But to ensure thehelicopter could carry asmuch water as possible inits bucket, Southcare wasoperating with a crew oftwo. “It’s certainly not my job to jump into thewater and dive into asubmerged helicopter but,that in mind, I certainlyhave experience as a rescuecrewman and I was quitecomfortable with what wewere doing.”

After diving under, Euanmanaged to get the pilot outof his safety harness and to the surface, and then tried to balance on the upturnedhelicopter as he gave himmouth-to-mouth resuscitation.“I got about 20 breaths in andthe helicopter sank,” he said.

Euan inflated a life jacket andstarted to move slowly towards the

shore carrying the dead weight of the pilotwho remained blacked out and heavy with soddenclothes. “It was hard work and my life jacket wasnot supporting me very well,” he said.

Assistance then arrived when Canberra Chief

Minister Jon Stanhope and Bushfire andEmergency Services Director Peter Lucas Smithswam out to help bring the pilot to shore. Euansaid he would have made it to shore had the pairnot been there but it would have taken “a lotlonger.” The two senior officials had beenobserving in another helicopter, and landed at theshore when they saw there was trouble.

Euan and Peter Lucas Smith then worked to revive the victim on shore. “We did that forabout 25 minutes and then he spontaneouslystarted breathing again,” Euan said.

A third pilot, Matt O’Brien, a workmate of the stricken pilot was also a strong source of support, Euan said. “He was a good, calminfluence and just kept talking to the pilot, even though he was unconscious, just saying‘Keep breathing mate, keep breathing mate’.”Patrick Duncan regained consciousness Jan. 21after being in a coma for more than a week, and is said to be making a strong recovery. It turns out that Euan, who has been involved in rescue work in Queensland for 10 years, once worked as a lifeguard at Noosa, wherePatrick Duncan lives.

“It’s a very rewarding job. It’s something whereyou can get out of bed in the morning and notknow what to expect,” said Euan. The five-yearCHC veteran was back on deck fighting the fires at 8 a.m. the next day.Continued from page 1

VH-LHK before ... and after

Southcare rescue photos appeared in newspapersacross Australia, including in the AdelaideAdvertiser, above.

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CHC Helicopters (Africa)CHC Helicopters (Africa)

East to West Africa and the general trade fromthe Indian sub-continent to South America allhave to pass the Southern African coast in orderto reach their destination.

The result of this traffic is the requirementfor good navigational aids, which includeslighthouses. Not surprisingly, the coast of SouthAfrica is the best-lit coast in the whole of theAfrican continent and, due to the crossroadsnature of its offshore, sea routes have some of the most powerful lighthouses on earth. Forexample, Cape Point Lighthouse, at the end ofthe continent, throws out a staggering light beamequivalent to 23 million candle power whichmakes it the most powerful lighthouse in thesouthern hemisphere.

Wherever you find lighthouses there isgenerally a requirement for Helicopter support.For as long as anybody can remember, CHCAfrica has been providing such a service to theLighthouse Service of the National Ports

By Jay GatesSenior Operations Controller

ONE OF THE MORE INTERESTINGaspects of working for CHC Africa is theoperational diversity that is required in this partof the world. Anyone looking at a world atlas, or a globe, cannot fail to notice that the coasts ofSouth Africa happen to run parallel to some ofthe most important sea routes in the world, pliedby some of the world’s largest vessels. The shipsengaged in the oil trade from the Persian Gulf tothe Gulf of Mexico, the ore trade from Australiato Europe, the automotive trade from the Far

Authority (NPA), who are the Governmentdepartment responsible for theupkeep of all of the maritimenavigation aids in SouthAfrica. The present MD of CHC Africa, JeremyLabuschagne, was one of the Pilots whoflew the originalproving flights for theservice way back in the days of the venerable Allouette 3!! The service has come a longway since then.

The South African coastis long and potentiallydangerous (witness the manyshipwrecks dotted around it)but it is not broken up bymany islands, such as foundalong the coasts of Canada,Norway or the UnitedKingdom. The result of this geographical nicety is that most localLighthouses are certainlyisolated, but they are

Dassen Island Lighthouse and the Sikorsky S-61N

7onshore and are easy to access by suitable landvehicles. There are only four lighthouses thatneed continuous helicopter support by CHCAfrica. They are Bird Island, Dassen Island,Roman Rock and Cape Point. The first three are located offshore and the last one has no roadaccess leading to it.

Operations are normally planned out ofCHC Africa’s Cape Town Docks base, and aregenerally carried out by one of the pair of BellLongranger helicopters maintained for thispurpose. The service is always backed up withone of the Sikorsky S-61N helicopters if therequirement is for ‘heavyweight’ support. The Lighthouse Service has an ongoing flyingschedule that is linked to a well managedprogramme of routine, planned maintenance and regular resupply of provisions.

On a normal schedule, the Longranger will position to the relevant shore base near the Lighthouse. From there it will lift up to five Engineers, Technicians or Support Staff outto the Lighthouse being serviced. It will thenusually run a freight shuttle service between theshore base and the Lighthouse underslinging fuel,

building and construction materials, food, water,tools and spares. It brings back to shore anyempty fuel drums, replaced machinery, rubbish,waste and other unwanted equipment. Both Bird Island and Dassen Island have well markedhelicopter landing areas and Roman Rock has a raised helicopter landing pad adjacent to the lighthouse making it an easy matter ofmoving people and material to and from theLighthouse. Cape Point has no such luxury as it is located on a spine of rock at the tip of a long peninsula. The Lighthouse personnel haveto walk from a car park along the spine to thelighthouse and the helicopter has to undertakeprecision cargo slinging at this location.

Dassen Island is probably unique on thisoperation as the Lighthouse not only has a fulltime keeper on station, but he is accompanied by his family. They must have a lifestyle envied by many. The island is a declared nature reserve which maintains large populations of wild tortoises, rabbits, seabirds includingcormorants, gulls and terns, and is home to

one of the few Jackass Penguin colonies foundalong the African coast.

Having a keeper and his family to look aftermeans the helicopter is often used on resupplydays to take the whole family to the mainland to give them a few hours respite from isolated,island life. It has also been used to take thechildren to and from boarding school, a form of school transport that few children can boast ofto their friends. Recently, the resident lighthousekeeper and his family had completed their twoyear tour on the island and were being replaced.This meant using one of the world’s moreunusual furniture removals trucks, namely a CHC Africa S-61N helicopter.

Over a two day period, the S-61Npositioned in a full removals and packaging crewof a dozen men and in almost 50 sorties movedtwo complete households of furniture, ornamentsand private possessions, including a fishing boat,to and from the island. The helicopter cabin wasstripped of seats down one side to allow thecarriage of delicate items in the safety of theaircraft and all other household items wereunderslung in the normal manner. On day one,the outgoing keeper was moved out and, on day two, the incoming keeper took up residence.The capabilities of the S-61N were not wastedand on the same mission, the aircraft was alsoused to undersling heavy equipment that theLongranger would not have been able to manage.More than half a dozen large, empty, stainlesssteel fuel tanks were carried back to the mainlandfor repair and refurbishment.

An unbroken, excellent working relationshipbetween CHC Africa and the NPA, which spans more than a quarter of a century, continuesto endure down at the bottom of the Africancontinent. In its own way CHC is playing its partin keeping the coast lit and the surrounding seassafe for all passing mariners.

CHC Scotia

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CHC Scotia

Midland and was taken on as a First Officer onthe ATP (a brand new aircraft at the time) andwe moved to Castle Donnington in the EastMidlands. There were lots of teething problemswith the ATP, but Richard eventually built upenough hours on the turbo-prop to allow him toapply for a First Officer position on the Boeing737 based at Heathrow.

He got the job and we were on the moveagain. This time we purchased a flat in Surreyand Richard commuted along the M25 to andfrom Heathrow. Many helicopter pilots, I know,dream of escaping the harsh environment of theNorth Sea and long for the comfort of a warmcockpit and the delights of being served tea orcoffee from an attractive Hostie! But as Richardfound out, the grass is not always greener on theother side. Fixed wing flying did not suitRichard’s character. He was not one for sitting inthe bar down route talking about flying all nightand regretted that so much of his time was spentnight-stopping in different hotels.

We were both unhappy with the situation atthat time and Richard missed what he called “realflying.” There was quite a difference betweentapping your route details into a computer andsitting back while the auto pilot did everything,as opposed to having to land a helicopter on a rigwith major cross winds and poor visibility –Richard missed the challenge!

The decision was made that he would tryand get back into helicopters. Flight magazineadvertised for someone to fly a Bell 47 off a yachtwhich was moored in Monte Carlo. Of coursewho got the job but Richard, and off we wereagain! The job lasted the summer and Richard’sduties were to fly guests of a rich Americanaround the Med - island hopping, but he was alsoexpected to help scrub the decks!

Back in the UK, a conversation with myparents highlighted the idea that there maypossibly be work back in Aberdeen as the oilindustry had picked up again. Richard contactedBond Helicopters and was invited for aninterview 2 days later and was subsequentlyoffered a position on the S-76. We were bothhappy again, me to be back in Scotland andRichard because he had got back into helicopters.He eventually moved on to the Super Pumawhere he gained his Command and relished theextra responsibility. CHC Scotia was the finalcompany Richard worked for and I know hewould have been so moved that so many of hisfriends and colleagues turned out for his funeraland the fly over was especially poignant.

Richard loved his flying, but he had manyloves and interests outside of work. He partlyfinanced his PPL by being a tennis coach at theVanderbelt Club in London and played squash tocounty level. In later years he developed a love forgolf and being a typical Virgo, practiced his swingendlessly until it was as near perfect as possible -he achieved a handicap of 12.

However his main love was his music! Whilewe lived at Williamston near Colpy, Richard builta recording studio with state of the art recordingequipment. He worked tirelessly on his music,and with a couple of close friends an album wasproduced – ‘Point of No Return’ – this albumwas played at his graveside.

Richard was unique, and he really was thelove of my life. I believe he is still with me, and if Iam lucky, some of his love for life and infectiousenthusiasm has been instilled into me. I shall beeternally grateful that I was lucky enough to spend20 mad, crazy wonderful years with him!

Fiona McLay

IT IS WITH GREAT SADNESS that weannounce the recent death of our colleague Colin Embleton. Colin was taken to theBeaumont Hospital in Dublin following anaccident at work on Monday, 13 January 2003.He sustained serious head injuries andsubsequently died in hospital on Wednesday,15 January 2003.

Colin joined British Airways Helicoptersas a tradesman A&C in January 1978. InJanuary 1979 he was promoted to LeadTradesman and subsequently to ShiftSupervisor – Aberdeen in May 1981. Colinand his family went to Brunei in 1993

where he joined Shell Petroleum. In July 1997 hereturned to Aberdeen as a Certifying Engineer.Colin accepted a transfer to the Company’s Dublinbase where he worked as a respected A&C LicencedEngineer until his recent death.

To his colleagues, Colin was a kind andgentle man and although he didn’t necessarilyagree with them, was always willing to listen toother people’s point of view. His interests in liferevolved around his family, astronomy andanimals. Many cats and kittens were rescued byColin and subsequently found a good home as aresult of his compassionate nature and love ofcats. Poignantly, it is perhaps for his powerfullaugh that Colin will be remembered by thosewho knew him best.

Our thoughts are with Colin’s family at thistime, especially his wife Margaret and hischildren Paul, Andrew, Philip and Lisa.

RICHARD AND I first met when he was a brand new first officer at BristowHelicopters. I was a ground hostess at thetime and the new first officers wereaffectionately known as ‘puppies’. Richardchose to fly the S-61 and it was because of his experience on this aircraft that he laterdid a three-month stint in the Falklands afterthe war in 1982.

Due to the oil market crashing in themid 80s, Richard and many of his friendsand colleagues were made redundant. Thisforced Richard to re-assess his career and hedecided to get his fixed wing licence. This heduly achieved and his first fixed wing job wasnight flying a King Air around Europe out ofSouthend. I by that time had been flying as aCabin Attendant for British Air Ferries andmanaged to transfer to their main base atSouthend where we both worked forapproximately a year. Obviously night flyingwas not the ideal, so once Richard had builtup sufficient hours, he applied to British

1958 – 2002

1944 – 2003

9

HILDE MERETE INGVALDSEN (33) is on extended leave from her job as a Traffic Clerk with CHC Helikopter Service in Bergen,to pursue her greatest ambition: representingNorway and winning medals in the next Winter Paralympics in Torino, Italy.

Hilde’s life was turned upside down whenthe tee bar of a ski lift caught her jacket andcarried her past the exit point. Fighting to freeherself, Hilde was dragged along, breaking herback when the lift dragged her over a wall.Hospitalised for nine months, Hilde wasparalysed in both legs and is a wheelchair user.She is a tough girl and fought her way back to theski slopes. She is now on extended leave fromCHC Helikopter Service, training determinedlyto be on the Norwegian Paralympics team and toperform well in these games.

Hilde, an outdoor person before her injury,actually did not take part in competitive sportsuntil after her accident. As part of herrehabilitation training, she went to Beitostølen –a centre in the mountains offering winter sportsopportunities for handicapped people under the

auspices of the Norwegian Ski Federation. “Thisactivity suited me very well,” says Hilde, whoadmits that skiing is not the only reason she keptcoming back to Beitostølen. She happened to hitit off with her ski instructor at the centre, HaraldGuldahl. She had to stay at home while he madehis Paralympics debut at the Nagano wintergames in 1998. The couple are now engaged tobe married, and for the next Games, she aims tobe part of the Paralympics team.

Five years after the accident, which left herparalysed from the hips down, Hilde Ingvaldsencompeted with great success in Norwegian skiing competitions, including the annualchampionships for handicapped sportsmen andwomen. She did not beat the ruling champion of Nordic cross-country sit-ski but is determinedto do that some day.

Naturally she spends a lot of time in themountains – both to train and to be with her fiancé while he instructs handicapped skiers atBeitostølen. In addition to skiing, Hilde took up kayaking in the summer, as she found this to be the ideal exercise while there is no snow onthe ground.

She is a socially active person – even more sothan before her accident, she says. Hilde spends alot of time with friends and is involved in therunning of the building society where she lives, notfar from the health sports centre at Beitostølen.

Hilde identifies two main factors that helpedher overcome her predicament. One was thenetwork of family and friends who supported her through a critical period in her life andhelped her see the possibilities rather than theproblems. The other encouragement to Hildewas that CHC Helikopter Service left her nodoubt that she would be able to return to work.“Thanks to the support of my employer and the co-operation of the Bergen AirportAdministration, my workstation in the helicopterterminal was adapted to my new situation.”

She does not reflect on the ski lift accidentmuch. “There is nothing I can do about thatanyway … it already happened. My focus now is on the future and how to get ahead”, Hildetold a journalist recently.

Get ahead she definitely will, this strong-willed native of Bergen.

Johan Petersen

A QUIET AND SUCCESSFUL occasion tookplace during the summer of 2002 with the birth in Aberdeen of Astec UK, the branch of AstecHelicopter Services AS of Stavanger, Norway.

Conceived from the amalgamation of thenon-core business activities of CHC Scotia – i.e.Base Maintenance and Scotia Overhaul Servicesalong with the addition of Logistics/TechnicalRecords and Design – Astec UK employs a totalof 100 staff working from three locations withinAberdeen Airport, Scotland:

• On the East side of the Airport, the BaseMaintenance facility consisting of 2,090square meters of hangar and office spacewith the ability to carry out two AS 332 Gchecks simultaneously;

• On the West side of the Airport at CHCScotia Helicopters, providing the storesfunctions;

• On the West side, in the Industrial Estate,the Kirkhill facility consisting of 1,000square meters for the ComponentOverhaul Workshops and 600 squaremeters for Technical Records, Logistics,Design and Administration.

Astec UK holds JAR 145 approval granted bythe CAA of Norway and complements the BaseMaintenance/Overhaul and Repair capabilities ofour parent in Stavanger. The new subsidiary is fullycommitted to providing support, frequently onsite, for CHC Scotia and its subsidiaries in Irelandand Denmark, as well as for all the operatingdivisions of the CHC group. Third-party work isalso part of our portfolio with the provision ofcomponent overhaul/repair capability and onsiteinspections for UK and foreign operators involvedin both onshore and offshore activities.

Mitchell Reid, General Manager, Astec UK

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

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

People

10

People

Driver, Kelly Chohan (Stores Rotable Repair),Robin Sumner (Apprentice Engineer), ElisaBrosseau (Customs Performa Admin), Scott Milner(Pilot – contract), Ralph Buck (Pilot – contract),Leger Thibeault (Pilot – contract), ColeenPalethorpe (Business Development Co-ordinator).CHC Africa, Cape Town: Nomawetu Mlonzi,Apprentice Helicopter Mechanic; Jay Gates, Chief Operations Controller; Charmaine Palm,Engineering Assistant. Oranjemund: TangeniNdakalako, Apprentice Helicopter Mechanic;Brenda Sibbinda, Apprentice Helicopter Mechanic;Tinus van der Westhuizen, Pilot. West Africa:Jeff Gibson, Pilot. Malabo: Rob Hurn, Pilot; Kim Hatch, Pilot; Bruce Drummond, Pilot; Mike Harris, Pilot; Ross Kuch, Pilot; Luanda:Bob Raymond, Pilot; Peter Davies, Pilot. Antarctica:Luveen Ranghunandan, Pilot; Rob Siegrist, Pilot. CHC Corporate: Blake Fizzard, Director of Tax; Paula Kieley, Executive Assistant; DonnaOsmond, Receptionist.

MARRIAGES, ENGAGEMENTSCHC Scotia: Ian Duthie (Accountant, Aberdeen) toAngela on 03 Aug. 2002 at Kings College Chapel; TimLea (Pilot, Aberdeen) to Maureen on 10 Aug. 2002 inKirriemuir; Dave Rolfe (Pilot, Aberdeen) to Fran on 24Aug. 2002 in Blythe, Newcastle; Michael Tompkins

(Pilot, Aberdeen) to Helen in Oct. 2002 at ThainstoneHouse; Sean Herron (Ramp,Aberdeen) to Amanda duringDec. 2002; Paul Husband(Engineer, Shannon) toOonagh on 13 July 2002.Congratulations to you alland we wish you all the bestfor the future!CHC Corporate: FrancesMcDonald (Accountant)married Gord Noseworthyon 14 Sept. 02.

BIRTHSCHC Scotia: Congratulations to Paul (GSW/TrafficOfficer, Blackpool) and Dawn Turnbull on the arrival of son, Ethan, on 12 Dec. 2002.Congratulations also, to Danny (Engineer,Aberdeen) and Anne Porter on the birth of Olivia Louise McKenzie on 31 Aug. 2002.Congratulations to proud parents, Toby Dobson(Pilot, North Denes) and Kirsty, for the birth of Louise, on 28 Oct. 2002. Congratulations toNicholas (Pilot,Humberside)and KathleenFlaherty on thebirth of theirson, Finnen, on6 Nov. 2002.Mark Marooth(Programmer,Aberdeen) andwife Jane are tobe congratulatedon the birth ofthe son Joseph

Henry, little brother to their daughter Emily, on 21 Jan. 2003.Astec Helicopter Services: Congratulations to Frank Bjørnsen on the birth of a daughter on 2 July. Congratulations to Solveig and MortenJohannessen on the birth of a daughter on 17 July.Congratulations to Tom Breisnes on the birth of a son on 15 Aug.. Congratulations to Ingse-Lill Olsen on the birth of a son on 12 Sept.Congratulations to Stig Sebulonsen on the birth ofa son on 1 Oct. Congratulations to Vanja Jacobsenon the birth of a son on 19 Dec.CHC Helikopter Service: Belated congratulations to Sverre Sjastad on the birth of a daughter on 1 June 2002, and to Claus Tjalve on the birth of his daughter on 27 June 2002.CHC International: Trevor Paterson and wife Helenhad a baby boy named Caleb on 28 Oct. 2002.Susan and Darcy McAlpine had a baby girl, Sarah Margaret, on 15 Dec. 2002.CHC Africa: To Caren (Engineer and TrainingInstructor, Cape Town) and Carlo Kok (ChiefEngineer at Cape Town Docks S-61 base) adaughter Carmen, a sister to Carla. To Mike Harris (Pilot at Malabo E G) and his wife Nicola, a son Liam, a brother to Ella.CHC Australia: Craig Cain (EMS Aircrewman,Bendigo Base) is the proud father of a boy, Jack Darcy! Born 10.10am, 9 Sept. 2002.Congratulations to Sian and Matt Smith(Aircrewman, Bendigo Base) on the birth of theirdaughter Jemima Kathleen on 1 Oct. 2002, 7lb7oz. Shaun Catlin (Logistics Manager) and Maretta(former Engineering Assistant) have made room for Deacon Geoffrey, born 3 Dec. Tyson (TouringEngineer) and Kym Brown are proud to announcethe arrival of their daughter Mikayla Jade on 14Oct.2002, at 8lb 8oz. Grandpa Brown (Manager,Logistics Support) is chuffed with the arrival. A big start to the new year for Chris Schrapel,Avionics/HUMS manager. Trudy’s bump was renamed Amy, born 2 Jan. 9lb 13oz. CHC Corporate: Lisa (Executive Assistant) and Jim Pittman welcomed a baby girl, Olivia GraceAug. 22. 02

PROMOTIONS/CHANGESCHC Scotia: Barry Cahill, Certifying Technician;Finbarr Stack, Certifying Technician; WilliamWelsh, GSW 2; Elliott Wisely, GSW 1; RobinStewart, Nightshift Supervisor; Tom Cargill,Nightshift Supervisor; Stewart Brown, GSW 2Nightshift; Jim McWilliam, Caretaker – Longside;Jim Cornell, Engineering Supervisor (Waterford);Daniel Beedham, GSW 2; Laurence Nicholles,GSW 2; Colin Brown, Management SafetyAdvisor; Suzanne Davies, Logistics Rep; SimonHailey, Captain; Rod MacDonald, Captain; Grant Lawrence, Chief Pilot (Dublin); EmmaGriffiths, Administration Supervisor; RichardBlayney, Senior Pilot (North Denes); Angie Gray,Engineering Management Admin Assistant; Dany Guilloux, Engineering Resources Co-ordinator; Nicola Cormack, EngineeringResources Co-ordinator; Lucy Simpson, Deputy Traffic Supervisor; Ciaran Ferguson,transfer to Shannon.

WELCOME ABOARDCHC Scotia, Aberdeen: Susan Cordiner, TrafficOfficer; Lisa Paddon, Administration Assistant;Graeme Hood, Legal Advisor; Andrew Adams,Senior Management Accountant; GillianBroadbent, Administration Assistant; Lee James,Engineer; John Barclay, Employee RelationsManager; Gary MacDonald, Engineer; Sam Baker,Engineer; Graham Conway, Engineer; John Howie,Engineer; Sam Brown, Engineer; David Shelton-Smith, Engineer; Wendy Mottram, ProcurementOfficer; Frances Watson, Traffic Assistant; StevenDuthie, GSE Controller; Robert Smart, GroundSupport Worker; Michael Foreman, Senior QualityEngineer; Amber McKean, Desktop SupportAnalyst; Andrew Pearce, Flight Operations Co-ordinator; Matthew Watkin, Desktop SupportAnalyst; Blackpool: Lee Findley, Storeman; Cork:Sean Murphy, Pilot; Denmark: Steen Bertelsen,Engineer; Erik Feldfoss, Engineer; Dublin: DerekEveritt, Aircrew; Brian Brophy, Pilot; Ken Skelly,Aircrew; Humberside: Daniel Beedham, GroundSupport Worker; Anthony Smith, CertifyingTechnician; North Denes: Laurence Nicholles;Ground Support Worker; Lee Drewery, GroundSupport Worker; Shannon: Gary Bridgewater,Aircrew; Justin Fogerty, Engineer; John Duffy, Pilot; Peter Downes, Engineer; James Brady,Engineer; Gerard Walsh, Engineer; DeclanMcGrath, Engineer; Liam Flynn, Pilot; Waterford:Brian Gowing, Aircrew; Adrian Lomas, Aircrew;Declan McEnery, Engineer.CHC Helikopter Service: Lillian Hjorteland, Traffic Clerk, Sola; Bjorn Loberg, AssistantTerminal Manager, Sola; Johan K.D. Runung,Captain, Bergen (re-employed); Frode Bergflodt,Tech. Instructor, from Astec; Harald Berg, Tech.Instructor, from Astec.Astec Helicopter Services: Sola: Eivind Ola Fredheim,Skilled Worker; Harald Gimre, Skilled Worker;Jørund Eike Mjølhus, Skilled Worker; AndersMæland, Skilled Worker; Kristian Jensen, SkilledWorker; Lasse Anfinsen, Skilled Worker, EvenKnutsen, Skilled Worker, Tor-Arne Olsen, SkilledWorker; Arve Haustavik Jakobsson, Skilled Worker;Inger Marie Monsen, Executive Assistant; GlennAndre Stangeland, Expeditor; Tom A. Pedersen,Expeditor; Stephen Dinsley, Skilled Worker; Bjørn Tore Kjærland, Semiskilled Worker, Ole Kyrre Brænd, System Engineer Avionics, Vidar Giljebrekke, Expeditor; Marit Kjendlie,Project Manager Base Maintenance; MagneLundgren, Skilled Worker; Lars Salvesen, SkilledWorker; Sissel Døscher, Apprentice; Svein ErikMonge, Apprentice; Silje Kristensen, Apprentice,Vidar Sømme, Apprentice; Jan-Tony Mellingen,Apprentice; Maj Brit Fjermestad, Apprentice; Cato Fuglestad, Apprentice; Kristian Eksveen,Apprentice; Thomas Amundsen, Apprentice, Knut Ivar Lilleslåtten, System Engineer, Structure;Christopher M. Relling, ExpeditorAstec UK: Mitchell Reid, General Manager.CHC International: Shahee Lakhani, GeneralAccountant; Chris Singleton, System SupportAnalyst; Coralee Hewlett, Executive Assistant; Phil Larsen, VP M&E; Bong Bolanos, ApplicationsDevelopment Manager; Uri Tabachnicov, Stores

CHC HS Pilot RolfKrey and his Veslemøytied the knot Sept. 20,2002 in Stavanger.

Proud father Shaun Catlin, CHCAustralia, and Deacon Geoffrey Dec. 3.

11CHC Helikopter Service: Gunleik Kleivan, Captain (ret’d) to Simulator Instructor; DavidRyall, Captain (ret’d) to CRM Instructor; SveinOdegaard, Captain (to Astec as a Test Pilot); SveinVennestrom, Navigation Adviser; Frode Karlsen,Technician, Kristiansund; Kurt Kristensen, Bell214ST Maintenance Team Leader; Reidar Fossen,Captain, Sola; Arild Larsen, Crew Managemer;Terje Thorrud, Flight Training Manager. Pilotsassigned to new AS 332L/L1 AWSAR duty onOseberg: Lars Kr. Bjellanes, Anders Nonstad, JannK. Holan, Jan Moe, Per A. Utne, Vidar Saele, SverreSjastad, Jan O. Mossik, Per Solberg, Kjell Paulseth.S61N pilots now based at Bodo: Arild Kleiven, Ulla Aretorn, Sverre Overgard, Finn H. Berg.Astec Helicopter Services: Sola: Tor Hoff, SeniorPurchaser; Rolf Horne, Manager GlobalStore/Forwarding; Frank Bjørnsen, EngineeringSupport Manager; Tor Baustad, Design Manager;Morten Rimbereid, Supervisor Avionics (acting),Arne Harald Andersen, Project Co-ordinator.Astec UK: Barry Davidson, ManagementAccountant; Fiona Hurley, Admin Assistant.CHC Australia: Jennie McBeath, Sales andMarketing Assistant.CHC Corporate: Jonathan Jennings and DeanChurchill, Co-Managers, Special Projects.

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

Captain; Målfrid Klovning, Nurse; Arne Risan,Operations Supervisor, Bergen; Ragnar Folven,Captain; Erling Molaug, Operations Officer. Astec UK: George “Andy” Anderson, PlanningEngineer, after 5 years.CHC International: Brian Small, 30 years; Walter Ramsey, 37.5 years.CHC Corporate: Clayton Parsons, Special Projects Manager.

DEPARTURESAstec Helicopter Services: Sola: Terje Solesvik;Henning Hansen; Arne Georg Sviland; HaraldBerg; Frode Bergflødt; Jostein Horvei; RuthJohansson; Ola Henning Dahl; Stephen Phillips;Kjell Magne Solli; Alf Wathne; Kåre Jan Bru;Birgitte Bråthen.Astec UK: Ronald Smithbone, Senior Technician,Base Maintenance; Per O. Kjessel, Co-pilot.CHC Africa, Cape Town: Derrick Ellerbeck,Engineer; Jacobus Nel, Engineer; CoenraaddeMilander, Chief Pilot; Oranjemund: CorneliusHaupt, Pilot; Leon Carstens, Pilot.

AWARDSCHC Scotia:Aberdeen, 25 Years:Dave Clare, Pilot; AlexanderMartin, Pilot; Alan Veale,Flight Operations Manager;North Denes: Ian Taverner,Chief Engineer. 15 Years:Peter Boston, Pilot; MickKeane, Pilot; Stuart Lynn,Ops Desk Controller,; NeilFincham, Composites;Alexander Barnett, SeniorTechnician; David David,Pilot; Patrick Bainbridge,Pilot; Philip Walters, Pilot;Jim Cruickshank, Ramp;Shannon: Mike Shaw, Flight Operations Manager.10 Years: Mike Irvine, Pilot; Jason Reed, Pilot; Angie Rennie, Flight OpsAdmin; Mark Perry, Engineer. Longside, 10 Years:Duncan Morrison, Ramp.CHC Helikopter Service:40 Years: Sigurd Mellegard. 30 Years: Alv T.Mygland; Jacob Chr. Rordam.25 Years: Thorbjorn Amundsen, Harry Andersen,Inge Antonsen, Ralph Arnesen, Ole E. Bjorke, SteinarBjornenak, Arve Bjoro, Erik Brenden, Tore Bristol,Dieter Fischer, Ragnar Folven, Erik Foyn, Jan A.Gjerstad, Knut Hegle, Oyvind Hestad, SveinHjortland, Inge Hovland, Odd Haereid, Oyvind R.Jensen, Oystein Johansen, Gunleik Kleivan, ArildKleivan, Ingvar Kristiansen, Per A. Kvanvig, Ragnar Landet, Oddvar Larsen, Karl O. Lindheim,Rune Lyssand, Bjorn Moe, Erling Molaug, GustavMyklebostad, Helge Nilsen, Bjorn Normann, Bjorn Oulie, Mathias Rekve, Valter Rorheim, Jan Skarpaas, Age O. Sviland, Pal Ulsteen, ArildVorkinn, Ellen Asbjornsen, Signe M. Myklatun. 20 Years: Bjorn Andersen, Jakob Bae, MaritBergmann, Grethe Birkeland, Rolf Brun, BjornEmilsson, Bjorn Finnseth, Svein Erik Haug,

Knut Hustad, Ingar Jensen, Per K. Kristiansen,Kristian B. Lian, Svein Erik Lorentzen, BjarteLyssand, Jan Mossik, Peter J. Morch, AndersNonstad, Kjell Paulseth, Mette Rosenlund, IngemarRossberger, Kjell Sandvik, Ulf Selset, ThorsteinSjursen, Svein Olav Solbjorg. 10 Years: Frode M.Barstad, Gro Helland, Mette Haarvik, Cato Myrland.Astec Helicopter Services:30 Years: Hadle Dahle, Inge Finnesand, MagnusHorve, Ove Lindal, Alf Watne. 25 Years: Ole G.Bowitz, Oddvar Eide, Kjell Gilje, Geir Grimsrud,Arne Haug, Arne Hegreberg, Arne Hovland, GeirIversen, Kjell Kvitvaer, Trygve Mauritzen, MoretnNielsen, John Odland, Odd H. Royneberg, GeirSevereid, Ole Kristian Smerud, Henning Solberg,Thor Soreide, Torgeir Thorsen, Sven Wetteland,Rolf A. Overhus.Astec UK: 35 Years: Bill MacConnell (StoresController). 25 Years: Cliff Saville (Stores, BaseMaintenance). 20 Years: Alison Fraser (TechnicalRecords). 15 Years: Sandra Duncan (Purchasing);Mark Ritchie (Senior Technician, BaseMaintenance); Malcom Calder (Purchasing). 10 Years: Stuart Todd (Purchasing Manager).

CHC International:30 Years: Alain Verdes,Emile Lupien, Alec Calder,JJ Szafranek, John Hulan,Jack Jaworski, BrianMiyazaki, Phil McCully,Brian Small. 25 Years: RonHealey. 20 Years: MalcolmFraser, Christine Baird, Tim Putland, Mike Lycett.15 Years: Brian Clegg,Stephen Laidler. 10 Years:Mark Pellow, Len Crocker,Bill Crowe, Paul Fyfe, Jeff Rogers, Wanda Squires, Marc Savard, Stevie Campbell. CHC Africa:30 Years: Dennis Baker. 25 Years: Clive Bartmann,

Steven Lightbourne, Theo Sept., Tommie Visagie.15 Years: Lesley Jones, John Pocock.10 Years: Mario Barrogona, Dick Hilland, Dudley Lowe, Cheryl Pedersen, Abdul Goliath,Brian Suter.CHC Australia:20 Years: Graham Brown. 10 Years: TerryWilkinson, joined the team in Aug. 1992 as an aircrewman and has now risen to the loftyheights of Senior Aircrewman (King of Crewman).Additionally, he fills the role of Base Manager at Latrobe Valley in Victoria, where CHC operate a Bell 412EP; Grant Lewis, rescue pilot at Adelaidebase, where CHC operate a Bell 412 and a 206 in support of the SA State Rescue and AmbulanceServices. Grant’s most memorable mission: medical retrieval from the deck of the QueenElizabeth II; Colin Hobbs, sole engineer in support of the Bell 412, operating at the CHC base in Canberra; David “Fast Eddy”Edwards, commenced 10 Dec. 1992.Congratulations on a successful ten years with CHC “Eddy”.

Astec Helicopter Services employees celebrating 25 and 30 years with the Company

Astec’s 20-year brigade.

CHC HS long-service award recipients

CHC Scotia

Karen MacConnell Executive Assistant

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

CHC HelicoptersInternational

Coralee HewlettExecutive Assistant

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

Astec HelicopterServicesEidi T. Husebø

Executive Assistant

47 51 94 18 16ehusebo@chcastec.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@chchs.com

Rotortales is a publication of CHC Helicopter Corporation. We welcome submissions, story ideas and letters. For questions, comments or concerns please contact: CHC Helicopter 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

12

THE FOUR MONTHS of the CAAScholarship Scheme were packed full; the firstthree weeks were spent on the UK CAA’s 52ndairworthiness course in Brighton, which wasattended by representatives of 15 differentnations. Day and evening lectures covered everyaspect of the industry from certification ofequipment, components, and engines to flight-testing of pre-production aircraft. Each BritishCivil Airworthiness Requirement (BCAR) andJAR was covered, usually in great depth.

The remainder of the course was spent atCAA headquarters at Gatwick and at theManchester Regional Office. I was able to see theCAA from the insideand formed workingrelations within theSafety RegulationGroup. I was allowedto spend three weeks at the Manchesterregional officefollowing the localsurveyors as theyconducted aircraftinspections, audits andairworthiness renewals.In all cases the staffand surveyors werevery open about there jobs; very littleinformation was restricted and even then, onlywhen it was concerned with industry or tradesecrets. CAA audit techniques were explained andput into practice in various departments whenout visiting industry. In essence I was given asimilar program to that of a newly recruitedsurveyor though slightly cut down and lessintense. The whole trip was a fantasticeducational experience.

Early 1997: CHC Scotia embarks on venture to select apprentices forLAE program.

Autumn 1997: CHC Scotia testsapproximately 100 applicants in English,maths and engineering science; ninecandidates make the final cut, includingDavid Barron, Debbie Buchan, MichaelGill, Tomas Marsh, Ross McKenzie,Andrew Melvin, who are still with the company.

September 1997: Apprenticestudents introduced to the EngineeringManager Neil Calvert.

Mid September 1997: Coursebegins with intensive nine-month stintat AST in Perth, includes classroomtime and workshop training.

June 1998:Back to Aberdeen;apprentices split upto rotate throughbase maintenance,workshops, wheelor bay blade bay,hydraulic workshop,technical recordsand flight ops.Classroom studiescontinue.

July 1999: back south to AST inPerth for final three-month academicterm before sitting the school final andbasic licence exam.

October 1999: released back to the company to earn their keep.Academic studies maintained aslicence orals loom; candidates willwait to become old enough to sit the exam.

2000: Company puts LAEs inpositions either in base maintenanceor on the line where they could putlicences to use; some assist moreexperienced engineers on heavy liftingoperations, aircraft away from base onshort contracts in exotic locations suchas Sumburagh and Inverness. Someeven dispatched to help companythrough the aerial madness at theBritish Grand Prix at Sliverstone.

April 2001: apprentices pass basic licence exams, and became the company’s youngest LAEs.

June 2002: LAE David Barron goeson his first mission for recovery ofaircraft on a platform, a chip warning.“I definitely enjoy that,” David says.“It’s a great challenge to really takeresponsibility for the operational side as well.”

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

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

By David Barron

LAE David Barron

That was then: ApprenticeEngineer candidatespose with then-EngineeringManager NeilCalvert in 1997,above, and this is now (L-R)Andrew Melvin,Deborah Buchan,Ross McKenzie,Michael Gill, andDavid Barron.