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RotorTales
CHC H E L I C O P T E R C O R P O R A T I O N EMPLOYEE MAGAZINE ISSUE 03.2005

Sikorsky S-92A

Gets Down To Work

On Monday, May 23, 2005, CHCs first Sikorsky S-92A, LN-OQA, completed its maiden business flight for Norsk Hydro Oil and Energy, carrying 15 passengers from Bergen to the Oseberg Field Centre in the Norwegian North Sea. In its first two months of operation, LN-OQA performed admirably, logging 289 flying hours and carrying out 203 round trips offshore.
continued page 03

04 Land and Sea Rescues

05 Monica Mhle, a shining light

06 East Timor Mission Accomplished

08 First flight out of Trabzon

12 H1 systems implementation: Program INTRO

14 Humberside receives extraordinary visitor

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EXECUTIVE CHAIRMAN

Reshaping the Industry

NOTES AND COMMENT
Craig L. Dobbin, O.C.

I commend the hard work of those who are actively exploring these exciting markets and bringing new work to CHC. Recently we announced our intention to sell our minority interest in Inaer and Canadian Helicopters Limited (CHL), a group that only a few years ago was the foundation of this Company. There are a great many talented and wonderful people at CHL and Im sure they will enjoy many successes under their new ownership structure. For CHC, the sale will allow us to concentrate even more on our core businesses and to continue to expand as an international helicopter services company. This summer we introduced the Sikorsky S92 to the fleet. Many of you in Europe have put in many extra hours of training and set-up to get this brand new helicopter

My fellow employees, We are currently enjoying the most active period in the Companys history. Looking around at the new activity and new roles for so many of us around the world, I see this as a period of great excitement. Were not only changing the way CHC does business, were changing the industry. With the creation of Heli-One, were making expertly maintained twin-engine helicopters available to a wider group, including smaller operators and governments. I believe we are making helicopter

flight a safer business. It will take time and effort to grow the business into these new areas, but we have the team to do it and the structure in place. The long-term benefit will be prosperous, secure careers for more and more CHC employees for years to come. At the same time, the new structure is allowing our regional operators to focus more exclusively on customer service and marketing. The timing is perfect. The North Sea is enjoying its busiest year of exploration in a decade, and international markets are booming. There is great potential for expansion, particularly in South America and Africa, and I expect we will be entering as many as four new countries in the next 12 months.

CHIEF EXECUTIVE OFFICER

Safety System Critical to Success

Sylvain Allard

necessary steps to prevent accidents. Furthermore, each step and each component of the SMS must be demonstrable to our various auditors. The 12 fundamental elements of CHCs SMS are as follows: 1. Leadership & Accountability 2. Risk Assessment and Hazard Management System at every level 3. Training & Competency 4. Working with Contractors and Vendors 5. Facility Maintenance, Inspection and Management 6. Operations and Safe Systems of Work 7. Management of Change 8. Information and Document Control 9. Crisis and Emergency Management 10.Incident Analysis and Accident Prevention 11.Assessment, Audits, Assurance and Improvement 12.Performance Measures (KPIs) and Continuous Improvement The CHC safety policy (printed in the last issue of Rotortales and available from our Safety and Quality office in Vancouver) demonstrates our commitment to safety,

In June the CHC Safety and Quality Department initiated the launch of CHCs worldwide Integrated Safety Management System (SMS) with a presentation to all staff in Vancouver. I am pleased to support this global initiative, which will soon be rolled out to the rest of the organization. I wish to emphasize that CHCs safetyfirst philosophy and culture of constant improvement is a tangible management system, in fact one of the most important management systems in the company. A successful SMS must be managed with specific goals, benefits and measurement tools. It must also start at the top and, I assure you, the CHC SMS does. Our goal will always be the elimination of injuries and losses to property or the environment. This goal includes a three-year strategy to

increase employee involvement through increased reporting, while reducing the severity of occurrences. CHCs 2003 accident rate was 0.47 accidents per 100,000 hours flown, approximately equivalent to a major commercial airline, and several times better than the 2.6 accidents per 100,000 hours for all twin engine helicopters. But of course, we are always trying to reduce our accident rate. Over the past 40 years, the percentage of total accidents in the aviation industry caused by mechanical factors has declined steadily. As a result the relative percentage of accidents caused by human factors has increased. We are focusing on the area of greatest risk human factors. Our corporate philosophy is that any accident involves a failure at all levels, including the top management. Therefore, every level of management, in every department, must be involved in the risk management process and take the

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type flying. I have no doubt this aircraft will prove to be a magnificent machine and I expect decades from now well look back at it with the same fondness we have for the S61. On July 11, CHC lost a great friend, supporter and former director with the death of the honourable Frank Moores, from cancer. In addition to serving as CHC Board member for eight years, Frank was Newfoundlands second premier and later one of the most influential men in Ottawa. Frank was a brilliant businessman, and he brought a great deal of insight to the Board during the critical years of expansion in the 1990s and early 2000s. He was a man of great integrity and always had kind words for both friends and adversaries. He will be greatly missed

Sikorsky S-92A
continued from page 01

CHCs second S-92A, LN-OQB, began its operational service in Bergen June 6, carrying out crew change flights, also for Norsk Hydro. In the first six weeks, it had completed 193 flying hours and carried out 135 round trips offshore. Each S92 is scheduled to carry out 19 flights (round trips) per week, Monday-to-Friday, and fly approximately five hours each per day. In addition there are two-to-eight ad hoc flights per week. The third S-92 began operating for Statoil from Kristiansund in mid August

starting with the goal of the continuous pursuit of no harm to people, the environment and property. The policy also points out that CHC will provide the necessary resources to support this goal. If any CHC employee, in any area of the world feels that they need more resources to reach our goal, please contact our VP Safety and Quality Greg Wyght with your request. One of my goals within the SMS is to increase the number of reported occurrences by at least 10 percent per year for the next three years. To facilitate the reporting of hazards, CHCs Safety and Quality Department has created a Safety Quality Integrated Database (SQID). Those who have taken the SQID training course will have received an introduction and password to the database at http://sqid.chc.ca/sqid. Others may direct inquiries to sqid@chc.ca. With your help and the Integrated Safety Management System (SMS), we can continue to improve upon our excellent safety record which is, after all, the number one way to improve the business

CHCs Sikorsky S92A flies between Bergen and Norsk Hydros Oseberg A platform in the North Sea.

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CHC EUROPE

Out on a Limb
By Mark Kelly

Cups of tea and sandwiches were given to the crew by Garda and locals! Shortly after 09:15 R115 was informed that the casualty was willing to be airlifted from his position at the end of the crane. Due to bitter cold the firemen in attendance were also to be lifted as it was considered too dangerous for them and the casualty to descend the crane. With a great deal of skill and positioning, Capt. Simon Cotterell approached the overhead of the casualty. Once in the overhead, there was nothing below the aircraft winching door but one male casualty and 300 feet of clean air. When in this position, a steady hover and a brave winch-man are required. Pete Leonard was lowered from the aircraft to lift the casualty in what is known as a Free Air Decent or Space Walk! We recovered our hypothermic casualty and handed him over to an awaiting ambulance, before returning to airlift two grateful firemen using the same technique. On the Rescue: Capt.S. Cotterell, Co-pilot (new to CHC-SAR) McKenzie-Brown: E. Burns and P. Leonard.

On a bitterly cold early March morning, a deaf and mute man broke into a building site beside the new bridge in Limerick City, Ireland and began climbing a 300-foot crane. The Garda and Emergency Services were called and at 03:00, two firemen trained in high rescue were sent out onto the arm of the crane to persuade the man to climb down. One of the firemen was proficient in hand signing. As part of the Emergency Service, the Garda had requested CHC Ireland to standby at the location should the man need helicopter assistance. On scene at dawn, CHCs S61N R115 made out the form of the firemen and the casualty on the arm of the crane. As R115 flew past, the casualty waved the aircraft to move away! R115 was then informed to standby and repositioned at a nearby school playing field, and await instructions.

CHCs Pete Leonard commences a free air decent to rescue a distraught man.

CHC Ireland Coastguard crew pull seamen from burning ship

By Mark Kelly

On September 1 at 1105h the crew of the Shannon Irish Coastguard S61 were tasked to F/V Patriarch which had radioed a mayday approximately 20 minutes off the west coast of Galway.
The report was that the vessel was on fire with three crewmembers on board. Lifting with standard fuel, the crew of Cathal Oakes, Tony O Mahony, Noel Donnelly and Eamon Burns were airborne and enroute within seven minutes. The weather at Shannon was good and it was felt that spotting a smoking vessel

should be relatively easy but there was a warm front just coming onto the coast and it was likely that it would reduce the visibility in the vicinity of the vessel. The aircraft flew at an altitude of 1,000 feet enroute with good visibility, but after clearing the Aran Islands descended to 200 feet due to visibility of 500 meters in haze and low cloud. The situation was further complicated by the fact that radio contact with the vessel had been lost, and other vessels in the area which were eager to help were calling in contradictory information. The crew therefore made the decision to continue to the original position and check out any radar/FLIR contacts in that vicinity. While enroute from one contact to another, The Patriarch was spotted by Eamon, clearly smoking and beam onto the sea. The SAR checks were completed, and from a start position it was decided to put Eamon down to check on the severity of the situation with the crew. Once Eamon was on deck he radioed back for an immediate evacuation due to the danger of gas canisters exploding. The lift

harnesses were sent down and in two double lifts all were safely aboard the helicopter. The timing proved critical as by the time the lifts were complete the wheelhouse was literally engulfed in flames. The three crewmembers were brought to Connemara airport and the aircraft returned to Shannon. An attempt was made by the Aran Islands lifeboat to recover the vessel but it was unsuccessful due to the fire. It subsequently went on the rocks and sank

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

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CHC GLOBAL

Monica Mhle, a shining light to all at CHC

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

The changes in the law allowed CHC to develop an apprenticeship programme aimed specifically at those disadvantaged under the old regime. Monica Mhle was chosen to be one of these apprentices, and in late 2004 she passed her final trade test and officially became a Licensed Aircraft Engineer, specialising in Electrical Systems. It is widely believed that Monica is the first black female Aviation Engineer in South Africa and naturally enough CHC is extremely proud of her.

Ever since she was a little girl, Monica had been interested in knowing how electricity worked and how you made and fixed everyday appliances like fax machines and TVs. After high school it was suggested she study Electrical Engineering and so Monica chose to specialise in light current, enrolling in the local Athlone Technical College, in 1998. She had already completed two years of her course, and had passed four modules in Electrical Engineering when she saw an advert in the local paper, from a company called CHC, seeking prospective apprentices. She had never thought of working in the aviation industry, but applied anyway. They called me in three times for an interview and on my first interview I did not have the money for public transport, and so I had to walk the six kilometres from my home to Cape Town International Airport, Monica said. Mr. Mike Anhauser, the CHC Human Resources Manager, asked me how I got there and I was too ashamed to tell him the truth, and so I had to lie and tell him I came by taxi.

Nokulunga Monica Mhle was born on the 25th November 1977 in the Eastern Cape of South Africa and grew up as one of seven children in the small town of Qumbu. After passing her first year at High School in 1993, Monica moved to Cape Town with her mother, but tragedy struck when her beloved mother passed away in that same year. Her eldest sister, who already had children of her own, had to look after the extended family. They all lived in a shack built of whatever wood, plastic and tin panels came to hand, far from schools, work, and basic amenities. The family survived by selling sweets and second-hand clothing. During school holidays everybody worked in the fields on nearby farms to supplement their meagre income, but there was no money for luxuries such as lunches or bus fare, and Monica walked a 10 km round trip for school each day.

beloved sister passed away. Monica could not afford to pay for the funeral, and approached the MD of CHC Africa, Mr. Jeremy Labuschagne, who gave her the necessary funds to allow the family to bury their sister. As 2003 came to an end, it gave her one more kick, when a shack fire started nearby and gale force winds caused the fire to rip through the township. Monicas shack, her home, was burned to the ground and Monica was left with nothing except the clothes she went to work in. She lost everything she owned, including her study aids and course books. Again Jeremy and CHC came to her aid, with funds for building materials and new clothes. Monica is now a valued member of the technical workforce of CHC and is currently on assignment at the George Base in South Africa, working on the electrical systems of the S61N fleet. She says she will never forget those less fortunate, and now supports her other sister and her three children, and her brother, who is studying Mechanical Engineering, and his two children. I want to thank CHC Helicopters for all they have done for me. They have changed my life, Monica said Monica truly is a shining light, and is a fine example of what good there is to be found in people, no matter how hard their background

Monica was selected from a long list of candidates, mostly men. That was the happiest day of my life, she said. I could hold my head up with a smile on my face, and I was truly, truly thankful as I never thought that I could go this far.
Even while Monica was studying, life was not dealing her a good hand of cards. All through her study years, she was returning home each evening and nursing her younger sister who had developed a life threatening illness. Sadly, on the 9th May 2003, at the tender age of 23, her

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CHC GLOBAL

Mission Accomplished
Flexible, adaptive and devilishly ingenious in East Timor
By David Allan

On the 19th of May 1999, Super Puma VH-LAF left Karratha, Western Australia, for Dili to commence what began as a sixmonth contract with the United Nations in East Timor. This association with the UN grew from one aircraft to four, and the time frame gradually stretched to six years.

After that time the flying was expanded to provide logistical support for the different defence force groups, as well as having a 24/7 aeromedical evacuation capability. Both aircraft types shared this task, although in the final phase this was carried out solely by the B212. On 30 June 2005 the contract ceased, and it did so in a manner similar to the way in which it all began quietly, and with one aircraft. But in the intervening period, an enormous effort was expended by several individuals. As a base, this one was different. The flying rate was often high, and this required a prodigious maintenance effort. What made this unique was that all this activity took place with a tenuous and often stretched supply line. That the base continued to function effectively remains a remarkable achievement of both engineering and logistical input, a feat that was required to be continuously flexible, supremely adaptive, and devilishly ingenious. Over the six years, serving the UN in East Timor provided a variety of opportunities and experiences that benefited both the

company and the individuals involved. Through their contributions, many people made the operation a success, and it was not just those who spent their two weeks on in-country; significantly, it was also those who quietly kept things running smoothly behind the scenes. Well done!

The contract was originally implemented to support the referendum process should East Timor become independent. And when the results came in, the upheaval began.
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CHC crews and support staff served the United Nations for six years in East Timor, flying AS332 and B212 aircraft.

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CHC GLOBAL

Victoria Police winch Canadian Yachtsman to safety

At 0915 on Feb. 3, Victoria Police Pilot Ray Pitts received a call from the Rescue Co-ordination Centre regarding a 71-year old male on a de-masted yacht off the coast of Lakes Entrance. The vessel was foundering in the conditions with no other form of propulsion.
The crew made flight planning, fuel and equipment preparations aboard the EMS Dauphin N3 which CHC provides to the Victoria Police in Australia. Communications with the yacht were attempted via a marine VHF radio and a satellite phone; however the Water Police were unable to establish contact and had to wait until the male person made contact with them. The sea level air pressure for the day had been noted as extremely low and commented on by the pilot to be equivalent to the centre of a cyclone. The lower the pressure, the more significant the weather variation.
Over Melbourne: the AS365N3 is one of four aircraft CHC leases to the Victoria Police.

just about all white due to the tops of the waves being blown off by the wind. The aircraft arrived overhead at approximately 1110 hours and prepared for the winch. The waves did not appear to be that large but on reaching closer to the water it could be seen that they were in the vicinity of five-to-six metres high. On the first attempt, crewman LSC Hardiman was winched to the deck of the wallowing yacht. However, due to the continual movement of the yacht, the rise and fall of the sea and all best efforts of the operator to pay out sufficient cable, the conditions caused Hardiman to be wrenched off the boat and into the water. With Capt. Ray Pitts maintaining as steady a hover as possible, and the winch operator working feverously to try and keep the cable at the right distance, Hardiman was able to get to the sailor; however they were submerged several times. For some reason, the sailor had grabbed the winch wire and when the water dropped away, the rescue strop dropped down below his knees. He then let go of the wire, and immediately fell backwards with his head down towards the water. Almost instantly, the winchman, winch operator and pilot worked together to avert disaster. Pitts stopped the ascent of the helicopter and maintained a steady hover. Francis played out the cable, and the crewman and sailor were put back into the water where the strop was readjusted. They were then winched up to the helicopter and to safety.

The lone sailor had been on an aroundthe-world solo voyage in a 40-foot yacht. The aircraft flew to Latrobe Valley where they refuelled and obtained a dry set of clothes for the yachtsman, and then returned to the Air Wing Hangar. En-route they requested the notification of Customs/ Immigration officials as he was a citizen of Canada and had sailed from that location. With the conditions described, it is apparent that the crew have done an outstanding job to perform this rescue. Although a team effort, the courage displayed by LSC Hardiman to continue with the rescue when faced with being submerged a number of times under the water is worthy of recognition. The Air Wing trains to conduct winch rescues, however, on speaking with the crew on their return, it was obvious that the training conducted could not possibly have prepared them for the challenges and conditions they encountered. Yet they handled the situation in the most profession manner possible. Well done to all involved. CHC Helicopters in Australia owns and provides maintenance services to two AS365N3s, one SA365C1 and one AS350BA all of which are operated by the Victorian Police Air Wing and Air Ambulance Service. Thanks to Victoria Police Air Wing Operations for details if this rescue

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

RESCUE
During the 75-minute flight to the vessel, the crew experienced fairly normal weather conditions with wind in the vicinity of 20 knots. They left land in the vicinity of Woodside and noted the sea state was a swell of approximately five metres, and

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CHC GLOBAL

First flight out of Trabzon

By Mike Mason Base Manager, Trabzon, Turkey

On Sunday July 10, 2005, CHC flew the first operational flight for bp from Trabzon, Turkey, in support of the Turkish Black Sea Exploration program. This is the initial venture for bp in the Black Sea area and consists of one or two wells projected over a nine-month period.
Trabzon is a bustling seaport of 500,000 located in the northeastern part of Turkey, snuggled between mountains and sea. Originally founded in 746 BC it has been a trading centre on the old Silk Route between Europe and Asia. Until recently, few western tourists came this far north in Turkey but the city now is a stopover for travelers who come to explore the history, or the beaches, of Northeastern Turkey. Trabzon international airport is well-suited for offshore operations. The bp well, located 130 km northeast of Trabzon, is being drilled by the drill-ship Global Santa Fe Explorer. Originally built by Howard Hughes for the US government as the recovery vessel for a sunken Russian submarine, it was later purchased by Global Santa Fe and turned into a drill ship. A letter of intent was signed in early December 2004 for two S76s, a C+ and a back up A++, as well as construction of a fully functional hangar, with all support logistics on site at Trabzon Airport. Additionally CHC was tasked to manage all aspects of bp passenger movements offshore and offices were set up in the International Terminal to fulfill this role. A May 15 start-up was delayed to early July 2005 as the drill ship Global Santa Fe Explorer was late arriving. Two CHC aircraft arrived in Trabzon on May 14th, to find a hangar, which was over a month behind schedule due to logistic and

construction delays. As a result stores were spread from Trabzon all the way back to Vancouver. The next six weeks saw a major push to ensure that we were ready when the rig arrived. CHC crews on site, local employees, our Turkish partner Redstar Aviation, and Vancouver support personnel undertook a huge work effort to ensure we passed the bp audit scheduled the first week in July. On July 7, bp personnel arrived for the final audit. Over the next three days the remaining issues were resolved and C-GHRE flew on July 10, meeting the ship in transit for the heli-deck inspection and first passenger transfer. The approval by bp was a milestone for CHC. It is our first bp contract and the first bp audit since bp rolled out its new BP Global Aviation Contract. CHC is currently the only helicopter aviation provider to successfully pass this audit. It establishes CHC as bps preferred helicopter provider in the Caspian Black Sea area. Our bp contracts now in Baku, Azerbaijan; Tiblisi, Georgia; and Trabzon, Turkey provide a solid base from which to expand into other countries in the Caspian region as opportunities arise.

This was at times a difficult job for those involved. The contract requirements were detailed and extensive; mistakes were made and lessons learned that will stand us all in good faith for future contracts with not only bp but with other customers as well. CHC employees on site who took part in the base startup, and should be thanked for their efforts, include: Base Manager Dick Morissette, along with Dan Merritt, Al Laframboise, Jerry Jackson, Daryl Balymer, Mick Lutz, Cavas Pantachy, Tarcy Tyndall, Keith Sato and Dave Allan (CHC contractor). As well, without the support of our local employees, Redstar and Vancouver staff, the job could not have been completed in time. With the audits over and flight operations up and running smoothly, CHC crews have settled well into the job, immediately building an excellent rapport with the customer and the offshore crews. The C+ has been well received by passengers, who are happy to fly in a new aircraft. Despite the language difficulties, the Turkish people are very friendly and helpful. We are looking forward to successful flight operations with bp on its initial well and hopefully a long tenure in the Trabzon area

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

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CHC EUROPE

Quick-thinking pilot averts disaster

By Peter Bakke Flight Crew Manager, UK

On the 14th January 2005, Super Puma G-TIGZ set off for a routine flight to the Tartan A platform, 200 kilometres northeast of Aberdeen. The flight was under the command of Eduardo Prato, with Andy Mason as his co-pilot. The weather was typical for that time of year over the North Sea, with a stiff north westerly wind and the occasional heavy shower. After arrival at the Tartan A, Eduardo left the helicopter to supervise the passenger loading, leaving Andy at the controls. However, what had up to now been a textbook routine flight to a well-known and previously troublefree helideck, was about to become the most demanding test of quick reactions and skill that Andy had ever faced.

The aircraft had landed into a steady 40 kt wind. As passengers were being loaded however, the wind took a sudden and extraordinary change of direction and momentarily increased to nearly 65 kt. This started to roll the aircraft towards the oncoming line of passengers.
Andy made a split-second decision to stop the aircraft from rolling any further by putting the aircraft into the hover, which was just as well since subsequent inspection of the flight data recorder showed that the aircraft came within a fraction of a degree of the point-ofno-return. Despite the inevitable chaos on the deck, and the fact that there had not been enough time to engage the helicopters

stabilisation equipment, Andy calmly flew the aircraft to a safe distance from the startled passengers, assured the safety of those who had managed to already board the aircraft, and once safe to do so, returned to the Tartan deck. Based on the recommendations from the internal investigation groups incident report, the UK Flight Crew Manager has drafted a Flying Staff Instruction which will likely adjust the guidance material applicable to landings in strong or gusting wind conditions. There is no doubt in my mind that several people owe their safety to Andy Masons skill and presence of mind. Andy is the consummate professional pilot, modest and well-liked by all who know him. We are very proud indeed to have him on the CHC Scotia team

Above: Captains Andy Mason, left, and Eduardo Prato remained calm when a sudden wind shift threatened the Super Pumas stability.

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CHC GLOBAL

ExxonMobil

Dances the Kizomba with CHC in Africa

CHCs business of moving the industry that moves the world does not usually take place until the customers drill rigs or platforms are in the field. But that all changed when ExxonMobil decided to develop the massive Angolan Kizomba field complex some 150 kilometres offshore in waters averaging 1,250 metres in depth.
By Carol Goedhals with Jay Gates

The technology for this US$10 billion operation called for two of the worlds largest FPSOs Floating, Offshore Production, Storage and Offloading vessels to be built by the renowned Hyundai Heavy Industries shipyard in South Korea. The vessels, named Kizomba A and Kizomba B, are gigantic in every sense, being 285m in length, 63m wide, having a draught of 32m and housing 100 crew on a hull which weighed in empty at 81,000 tons. The topsides carry processing units which can recover 250,000 barrels of oil a day, and the hull is large enough to store over 2.2 million barrels of oil. As Kizomba A was nearing completion in late 2003, an email that would keep me busy for almost 2 years appeared on my computer at the CHC Global base in the Cape Town Docks. ExxonMobils agent was looking for a helicopter to make a crew change out of Durban, South Africa, as the FPSO would have completed the long crossing of the Indian Ocean. I got to work and after many long telephone conversations with officials from the airport, customs, immigration and the agent, all was in place for the Kizomba A to arrive off the coast of KwaZulu-Natal. On April 17th 2004 Jay Gates and I flew to Durban in advance of Sikorsky S61N, ZS-RDV, which had departed from the Docks base with Captain Piet Burger, First Officer Corne Schabort and Flight Engineer Colin Lee aboard. The next morning after much preparation, we checked in the advanced guard of specialists who were to fly to the FPSO the

night before the rest of the crew. At this point the Kizomba A was still under tow some 160 kilometres north of Richards Bay, which itself was over 30 minutes flying time north of Durban. The first crew change went without a hitch and RDV returned safely to Durban Airport just over three and a half hours later.

The process started all over again on the 12th October 2004, with a request for a possible crew change on the sister FPSO, Kizomba B. I jumped at the challenge and called upon another Captain Burger, this time JB Burger, the Docks Base Manager, for technical assistance. ExxonMobil had decided, for operational and security reasons, to use the quieter and safer alternative of Richards Bay Airport, situated some two hours drive north of Durban. The 2005 operation was set to leave Cape Town on April 6th, with ZS-RDV once again making the long ferry flight up to Richards Bay (RCB). At Durban we left three cargo nets for the fresh food provisions to be packed into, as we were going to do a full underslung operation to the Kizomba B after the crew change programme was complete. The first two sorties were completed with no hiccoughs but as soon as the second sortie was complete, First Officer Arthur Bradstreet reported he was feeling weak and nauseous. At this stage we still had three sorties to go, so I sent out some Hydal, Coke and water to Arthur. Arthur, who had started vomiting towards the end, soldiered on and we managed to complete all five sorties with 89 passengers going out and 75 passengers coming off, as per Exxons instructions. Whenever any of the Korean shipyard workers disembarked off an inbound flight, they would point at me and shout, Hey, you the lady from last year. I obviously have a face, or a voice, that you just cant forget! Unfortunately, after the last flight had shut down, it was obvious that Arthur was finished and his condition was such that I decided he should seek medical attention. A doctor was called to the hotel and duly diagnosed Arthur as suffering from a case

Captain Burger mentioned that the Kizomba A was easily the biggest thing he had ever seen afloat. It was being towed by three tugs, with a fourth tug acting as pathfinder. On landing on the FPSO, he looked at his altimeter and noted that it was reading almost 100 feet above sea level. ExxonMobils boast about the Kizomba A being the biggest FPSO in the world was very obviously not an idle one.
The next day went like clockwork, and thanks to good planning and with everybody playing their full part, the day literally flew by. RDV had clocked up just over 11 hours for the seven crew change flights over two days.

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RDV on the helideck of the Kizomba B.

of severe food poisoning and dehydration. It was obvious he was not going to be in any condition to fly in the morning, and we still had three more sorties to go, plus the underslung cargo. A call was made to Peter Monster Wilkens, the CHC Base Manager at the George Base, and he arranged for First Officer Robin Plato to be sent up to Richards Bay. This was easier said than done as scheduled connections were not going to allow us to keep to our timetable. So Karl Pitterman gave the OK for a charter to be arranged to get Robin up to Richards Bay as soon as possible. The next morning at 6:00, Robin stepped out at Richards Bay and climbed straight in to RDV. On schedule, at 6:30, the first flight lifted off for the Kizomba B, while Arthur jumped aboard the chartered plane and headed back to George for medical attention. By 17:30 that afternoon we had finished three crew changes and carried out four tonnes of supplies, which looked to consist of mostly fresh produce, including 2,000 eggs in trays. We all went back to the local hotel and relaxed, in readiness for what should have been an uneventful ferry flight back to Cape Town.

Sunday morning dawned bright and warm in Durban, and there was no inkling that a frontal storm of epic proportions was about to engulf the Cape. We arrived at Port Elizabeth for the first fuel stop to find that Cape Town was reporting winds gusting to 55 knots, extensive lightning activity and heavy persistent rain. The rain was so heavy that the town of Napier, which was parallel to our route home, had recorded 172mm of rain in just six hours. We had no option but to extend the trip by overnighting in Port Elizabeth and await the passing of what the locals were calling a black southeasterly gale. The next day we headed once more for Cape Town and set a course for George, for our last fuel stop. A well recovered Arthur Bradstreet joined us for the last sector to Cape Town. This last sector saw us flying a circuitous track around, and often above, some rather vicious looking cloud formations, most of which were still dropping extensive rain on the land below, and some still with enough power in them to discharge some spectacular lightning. It was a very hectic flight, and exciting stuff to witness. We arrived back safely in Cape Town and had a few days respite, although we had not yet finished with the Kizomba B. Just four days later, on April 15th, the Kizomba B and its merry fleet of tugs arrived off the Cape coast and once more CHCs Cape Town Docks base and RDV were called into action. Again I was called on to do what I know best; arranging, managing and executing crew and stores transfers to vessels passing

Capt. JB Burger, Carol Goedhals and F/O Robin Plato heading home after a successful crew change program.

Cape Town. That day we conducted another flawless programme of three flights carrying a total of 52 passengers, followed by a further two cargo flights underslinging almost two tonnes, mostly of potatoes it seemed, out to the Kizomba B. The last part of the last flight was to deliver, by winch, a packet containing a small O ring to the tug Salvaliant. The Kizomba saga is not yet over, with the Kizomba C still to come, and the client once more considering using CHCs South African operation to ensure the job gets done properly. ExxonMobils Jack Bonczynski and Dave Buckland reported that they were more than impressed by what CHC had achieved for them this second time around. Finally, what exactly is the Kizomba? It is not just an extensive offshore oilfield. The Kizomba is a most elegant, tango-like dance beloved by Angolans. After all the exertions that CHC had to go through to get the job done over a two year period we think it is aptly named

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

Canadian Football Field 100m X 59m (330ft X 195ft) Olympic Hockey Rink 61m X 26m (200ft X 85ft)

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

Rugby Field (ideal) 144m X 70m (472ft X 230ft)

International Soccer Field (max) 110m X 75m (361ft X 264ft)

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CHC/HELI-ONE

CHC Group business changes and systems implementation

As a result of the restructuring of the CHC group and the creation of CHC Global Operations, CHC Europe and Heli-One, it is vital that CHCs core systems Movex Financial, Movex MRO (Source-One), and the Helisoft maintenance software be implemented globally.
The systems implementation is a major undertaking involving all parts of CHC. As a project, it requires an integrated approach between the systems rollout and the related business process changes. The team carrying out these changes includes representatives from all three business divisions and Global Systems & Solutions (GSS). The implementation project, called the Integrated Rollout program, or INTRO, will enhance the way CHC does business by simplifying and standardizing processes and information as follows:

Visibility of technical and logistic data across the group should ensure improved standardization of maintenance requirements, availability of spares, global inventory levels and reliability reporting, The exchange of business information will improve with all operations on the same system and network.

Checklists for all activities to be performed before, during and after implementation of each of the projects and overall program are signed off as completed, Following the project stage, a handover agreement is signed to mark the transfer of tasks from the project team to day-to-day operations.

REACHING THE GOALS ON TIME

For the INTRO program, senior Business Unit (BU) management has identified key individuals on location who will act as the focal points of contact to ensure full commitment and involvement in the overall program and the individual projects. Before we start an implementation, Steve Coetzee will visit the business units and formalize the work to be done to provide clarity on the changes and to safeguard commitment from both sides. Formalization will include:

Movement of aircraft and components/ parts will be easier as all technical data will be transferred electronically, Re-training of personnel on the system will not be required as they move from base to base, Certain technical document processing can be centralized to avoid duplication of entry and interpretation, Maintenance and logistic control will increase at remote bases with enhanced IT infrastructure and on-line access to information from virtually every base,

After this process the project teams commence work and the formal communication process starts which will include daily, weekly and bi-weekly status and progress updates towards the BU, senior management GO and H1 and of course within the program group.

INTRO PROGRESS REPORT

Schreiner North Sea Helicopters (SNH) is the first CHC operation being fully converted to the new systems and business practices. As expected, there were a number of unanticipated issues and challenges, but with the constructive cooperation from SNH management and staff the issues that have arisen are being resolved. We appreciate the flexibility and resilience of SNH staff and are positive that the changes will work for the best. We have learned from the implementation at SNH and have incorporated the necessary changes in a new program set-up. The next business unit due for the process and system transition is the rotor wing division of Global Operations, ACN Nigeria. We are receiving positive feedback from Nigeria on the renewed set-up and they look forward to the change. Source-one software and operating processes have been successfully imple-

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

What does Heli-One do?

H1 will own all global inventories. All operations will be supported through to a nose-to-tail PbH contract. All global logistic support will be done through two ILS centres, one in Stavanger and one in Vancouver. This will enable a full 24/7 service worldwide. The logistic activities performed by the Heli-One ILS (Integrated Logistic Support) centres will include those of the current operations. All aircraft will be owned and managed by Heli-Ones fleet management team.

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An intro to INTRO Project Goals

THE INTRO PROJECT TEAM

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

mented at Songkhla. Implementation at Utapao, Manila and Baku will follow shortly. For the Baku base, stores manager Gennya Peresada has been assigned to work on the MRO project team for the next six months. From Australia, CHC is sending staff to Vancouver to be trained on the new Helisoft software, and to look into the possibility of electronically converting data from their current system into Helisoft. CHC-GO Africa has released Sarel van Rensburg to join the team for the business process change side. Together with the H1 ILS center managers, Sarel will ensure a proper transition from the current to the new business model, so that timely support for our customers can be guaranteed. We are pleased to say that we are receiving full support and commitment from every base contacted to date. special word of thanks goes to personnel in Europe who have supported their colleagues around the globe on the new systems and processes. Their knowledge is vital for delivering the specific capabilities of each system.

staff (project leader Signe Espeland) load and verify the specific identity and maintenance data for each aircraft into Helisoft, with an end compliance handover to the operator. GO has dedicated line maintenance trainers, who will travel to the BUs for training and support.
MRO/Source-One

Transfer 132 aircraft from different systems in Helisoft to new core systems. Implement these systems to approx. 65 bases/line stations and train staff on new business practices. Build a global network that will allow most bases to be live on any of the core systems. Transfer all base inventories to the current Movex MRO system. Move all operations to a PbH contract with Heli-One. Convert or re-write all manuals and procedures according to changes and local requirements.

The Movex MRO system is an integrated enterprise application, specifically designed to support management in the maintenance, overhaul and repair industry and to provide a level of technical and financial control required by new legislations. Movex MRO helps users optimize the utilization of materials, tools and personnel, enabling efficient forecasting, planning and procurement. Users can perform maintenance operations with quality and efficiency by ensuring that personnel with the required skills are allocated as necessary. The system also maintains full life cycle control of operational units and components and provides full traceability of the work being done. Last February a true copy (blue-print) of the Astec solution was implemented at the new workshop in Vancouver. This started as a small workshop but is now expanding considerably as H1 takes over maintenance responsibility for several aircraft types. With the Movex MRO system already in place, the expansion is already taken care of from a system point of view.

MRO experts will train and support staff on the inventory/logistics/workshop software and perform the inventory conversions. This process will be done in close cooperation with Financial Services and the Internal Audit team. In order to create a smooth link between Movex MRO and Helisoft, a graphical user interface, called Source One, has been developed for the processes that include both systems. The Source-One solution will be implemented at all line stations and will be the prime system to:

View information regarding the aircraft due list, View all logistics information regarding inventory levels, order and shipping status, and all correspondence for any particular order, Place customer orders directly to the ILS centers for AOGs and any other unscheduled maintenance part requirements, Perform inventory movements/ transactions in the system at the base.

SYSTEMS CHANGES - SUMMARY

Helisoft

A team of engineers has been dedicated and trained to build the new aircraft structures in Helisoft. An appointed person is to perform QA checks on every step of the work done. Under their national approvals, every operator has to approve the resulting maintenance schedule as their Approved Maintenance Program. Once complete, a team of technical records

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CHC EUROPE

Humberside receives
By Jay Gates

extraordinary visitor
On May 11, 2005, three days after the huge VE Day celebrations commemorating the 60th anniversary of the end of the Second World War in Europe, CHC Operations Officer Josh Steggles noticed a chap in full military uniform walking around the CHC base at Humberside, England. He was wearing the immaculate uniform of a Colonel of the Royal Canadian Air Force, adorned with the 1939-1945 Star, the France-Germany Star, and Air Gunner Wings on his left breast. During the war, Humberside was known as RAF Kirmington, one of 49 Bomber Command airfields in the area, and home to 166 Squadron, known as The Black Bulldogs who flew Lancaster bombers. This historical link means that staff at CHC Humberside are keenly aware of the sacrifices made by so many in the area. Soon the mysterious colonel entered the CHC building and introduced himself as Ray Cole. Ray was in fact a veteran of 166 Squadron and he was also the Honorary Colonel of 9 Wing RCAF based in Gander, Newfoundland, and had come to England with his wife, Shirley, to celebrate VE Day and to show her where he had spent many momentous days in 1944. Ray completed 33 missions over occupied Europe, including 19 as the Tail Gunner and 14 as the Mid-Upper Gunner, all as a member of the crew of Lancaster ME500, call-sign AS-P. He said this was probably the last opportunity he would have to visit his old base. To listen to Ray was to have history come alive before your eyes. The Royal Canadian Air Force had provided 14 Squadrons to Bomber Command and over 25% of all Bomber Command staff. During the war, some 178 bombers from Rays RAF 166 Squadron failed to return from their missions, and 921 Airman of the Squadron made the supreme sacrifice, many of whom were Rays Canadian compatriots. There were good memories too, such as local hero Mrs. Skipworth, a farmers wife who would have mugs of hot tea for the crew after their missions. Ray recalled that on his last visit here in 1984, a man walked up to him and said he remembered him leaping over the hedge and having tea in his Mums garden 40 years earlier. It was Paul Skipworth, her son. As Ray was given a tour of the heliport, he was asked if he knew anything about CHC and replied, Sure. I come from Newfoundland and Craig Dobbin is a friend of mine. Name dropping like this definitely brings results! Ray was given an intimate and knowledgeable tour of the CHC S76C and Eurocopter 365N, which were both on the tarmac. Ray mentioned that he might like to cruise down runway 21/03 one last time, so we arranged for one of the Airfield Operations Range Rovers to dash down the runway with Ray aboard. I asked if they could try and get the Range Rover up to the V1 speed of a Lancaster Bomber. As they raced down the runway, 365N Training Captain Markus Olaleye suggested that maybe permission could be obtained to grant Ray an aerial perspective of his wartime home. If it was to work, everything would have to be achieved within 45 minutes as both Markus and his co-pilot
EMPLOYEE MAGAZINE

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

Bob Archer were scheduled to depart on a revenue flight to an offshore drilling rig within the hour. A couple of phone calls were made to Head Office in Aberdeen and approvals obtained. Within minutes, Ray was aboard G-BTNC and soon pointing out familiar landmarks to Shirley. Two long circuits were made of the airfield and in the distance Ray saw the triple towers of Lincoln Cathedral, the same towers that they used to line up over for their approach into Kirmington after returning from missions. He happily pointed out the familiar green copper spire of St. Helens church and, best of all, he saw his favourite wartime village pub, The Marrowbone and Cleaver, known to everybody in his squadron as The Chopper. The final, slow approach to Runway 21 gave Ray the wonderful feeling that he was once more sitting in his beloved Lancaster and returning back home safe and sound. After shutting down, Ray was helped out of the Eurocopter 365N2 helicopter and his joy was unmistakeable. He thanked Markus and Bob for the epic flight, and as I led him out of the heliport, he told me that he had decided to head to The Chopper for a last pint. There were tears in his eyes. After saying our goodbyes to Ray and Shirley, I made a quick phone call to The Marrowbone and Cleaver and told the landlady she would shortly be receiving a very special guest. The significance of the appearance of an old regular, and a veteran of Kirmingtons own 166 Squadron, was not lost on her and she said, Dont worry, we will make sure that we do him proud. Ray reminded us that he was the legacy of why we are who we are today. Lest we forget

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CHC GLOBAL

The 61 that came to earth in an elevator

And lived to take off again

The interminable Sikorsky S61 has been in many difficult situations over the last 40 years but its safe to say none has been in a tighter spot than N619PA. This is perhaps the most storied S61 ever flown and certainly the only S61 known to have descended from the roof of a 60-storey skyscraper inside a service elevator.
By Chris Flanagan S61 N61AP in various stages of disassembly atop New York Citys PanAm building in 1977.

A PanAm Airways S61 was involved in a horrific incident atop New York Citys Pan Am building in May 1977, as passengers were preparing to board for a short flight to New Yorks major airports. With rotors turning, one side of the undercarriage support collapsed, and the machine rolled, killing five people.

It was a difficult task, particularly for a rookie AME. You try cutting through a 61 rotor blade with a hacksaw as an apprentice, Harbottle said. The job was further complicated by the fact the crew had to build and tear down scaffolding every day, lest the high winds whipping through skyscraper canyons rip everything apart. Half way through the project, New York suffered one of its worst power outages ever, and the crew had run up and down 60 flights of stairs for four days. But the crew completed its mission, bringing the tail boom down on top of the service elevator and recording what was probably the elevators fastest decent ever when they loaded the engines and gearbox. Once the bits and pieces were back in Cape Town, the company decided it could rebuild that aircraft over several years. Harbottle spent more hours than hed like to remember working on the 61. It was completely re-skinned, he said. When we started putting it back together we replaced every single rivet. But there remained another problem they needed a jig, and Sikorsky wasnt keen on participating in the rebuilding of this infamous aircraft. So Harbottle and

company engaged in a little corporate espionage, quietly whipping out tape measures and gathering the critical measurements from Sikorslys jig at its maintenance facility in the US. The jig was completed, and finally, after about five years, the aircraft was ready to fly. The African engineers had added a five-tank fuel system, giving it the longest range of any 61 in the world. When Sikorsky begrudgingly sent its pilot to test and approve the aircraft for recertification, he said it was the best 61 he had ever flown, Harbottle said with obvious pride. And if there is such a thing as redemption for machines, this S61 more than made up for that horrific accident in 1977. After being recertified, it became a longrange rescue helicopter, performing medical evacuations from tankers and fishing vessels hundreds of miles off the coast of south Africa, often saving the lives of mariners who had no other means of getting ashore in a timely manner. After more than a decade of service, the S61 was sold to the Namibian Department of Fisheries, where it was used to intercept vessels fishing illegally of the coast of Namibia. But even that wasnt the last stop for N619PA. A few years ago the aircraft was bought by a North American operator and completely rebuilt once again, this time decked out in luxurious VIP configuration, complete with supple leather seats for passengers. Today the machine is parked, but by no means retired. It is expected to fly again, and just to complete the circle, CHC will likely be called upon to provide regular maintenance services for N619PA

In the aftermath of the accident, New York Mayor Abraham Beame refused to grant permission for Pan Am to rebuild the aircraft and fly it off the building, and also refused to allow another helicopter to lower it to the ground. For four months it sat on the rooftop, until Court Helicopters (later CHC Africa, and now part of CHC Global Operations) purchased it for salvage. The company bought it for the bits and pieces, said engineer Stuart Harbottle, who was catching up with old friends at CHCs new headquarters in Vancouver. The intention was not to put the machine back together again. But the only way to get it down was in a service elevator, which meant a great deal of dismantling lay ahead for the CHC Africa crew. Harbottle along with seven other engineers were sent from Cape Town to New York for two weeks to dismantle the machine and prepare it for shipment back to South Africa.

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CHC GLOBAL

Sheep slinging success in South Australia

through the weakened salt crust and consequently got stuck in the mud. I called on Captain David Hoges Hogan to pilot VH-BJX, a Bell 206L. I was the crewman, so off we went to Lake Fowler to rescue sheep. Hoges response was, to say the least, interesting. We gathered all available information and it was decided on an 0800 departure to sling the sheep from the lake. On arrival we met the farmer and he had hog tied most of the sheep, who by now were rather fatigued. We decided to do two lifts of three sheep and then discuss any queries we had. Both lifts went well and it was decided to up the payload to five sheep. The sheep had to be barrel-

rolled along the ground and into the net and then get real familiar with each other as they were lifted from the lake. They were then transported about a kilometer to the edge of the lake where they were released. The lake crust was broken up and you sunk to your knees in mud whilst rolling sheep or dragging a mud impregnated net to the next load. What fun it was! The task took 4.7 hours of flying (1 hour was transit time to and from the area). In total we lifted 160 sheep five at time. No estimate on how long clean-up took. But notice that everything about the pilot is clean the hose, flying suit, t-shirt and boots!

By Nigel Edwards, Base Manager, Adelaide

No matter how long youve been flying, or how long youve been around, something always comes up that you havent seen before ... like rescuing sheep knee deep in mud in the middle of a salt lake.
The call came in about 17:00, 13 April 2005 from a desperate farmer living just south of Yorketown, on the Yorke Peninsula in South Australia, asking for assistance to rescue approximately 100 sheep (160 in reality) that had wandered on to Lake Fowler, a salt lake about 4.5 kilometers wide and long. The sheep had decided to cross the lake, and sheep being sheep, followed in each others footsteps. About half way across, the last half of the flock started to break

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

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CHC Group business changes

continued from page 14 GSS IT

CHC AROUND THE WORLD

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

All information flows and process transactions will be performed in a live global IT environment. GSS is moving towards a global core technology configuration which will increase global efficiency and reduce duplication and manual data entry. GSS has dedicated staff to implement the necessary hardware and software requirements and to assess the business process changes and related procedure manual requirements. GSS is setting up a global helpdesk to address all questions, issues, problems etc. on a 24/7 basis.
Movex Finance

Movex Finance, which is already in use at a number of CHC divisions, will become the platform from which all internal and external financial reporting will be sourced. With fully integrated Accounts Receivable, Accounts Payable, General Ledger, Inventory and Fixed Asset modules, Movex will provide a standardized, flexible means for recording, analyzing, and reporting for all CHC Business Units. The most recent implementation of Movex Finance took place in Holland, where CHC went live in May with the Schreiner entities. With some hard work from the project team, a dedicated staff at the Hoofddorp office, and some strong cups of coffee, Schreiner successfully closed year-end under its old Exact system and started off fiscal 2006 under Movex. Based on experience to date, it is clear the changes will be felt by many. Initially, the most obvious affect will be glitches in routines, systems and personnel competence. The situation is constantly being monitored, so that resources can be assigned to solve revealed issues and implementation plans are adjusted when necessary. As time goes on and these teething problems are being solved, the result will provide a stronger platform for a better business and a more competitive company. For more information on Program INTRO, please visit the CHC Global Intranet

CHC ENTERS 'DE KUIP'

With a Dutch flight crew cheerfully fulfilling its mission, a Den Helder-based Dauphin SA365 brings the players to the pitch at the Feyenoord Football Club of Rotterdam to kick off the 2005 season. Built in 1938, the open-air Feyenoord Football Stadium -- affectionately known throughout Holland as 'De Kuip', or 'the Tub' -- is one of the most famous in Europe, with a strong sense of tradition and seating for 61,000.

TSUNAMI DONATION
CHC Global's VP Resources and Operations Brian Clegg presents a cheque for $27,777.33 to Red Cross Regional Director Susan Borthwick in Vancouver. CHC made the donation to the Red Cross Asia Tsunami Relief Fund, along with an equal amount to the Mercy Malasia Fund, matching the total raised for the relief effort by individual CHC employees.

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People around the world

Welcome Aboard
CORPORATE
Amanda Baker Financial Reporting Analyst, Grace Buenavides Payroll Administrator, Christine Carey Administrative Assistant, Watson Cheng General Accountant, Hibaq Farah Accounts Payable Assistant, Gregory Fok Budget Analyst, Clayton Fraser Inventory Accountant, Fareen Harji Treasury Analyst, Mehernosh Kasad Accounts Payable Assistant, Shahinda Lakhani Corporate Accountant, Andy Lau Manager Taxation, Aileen Lopez Accounts Payable Assistant, Wilson Mah Accounts Payable Assistant, Alex Man Senior Accountant, Heli-One, Chris McDowell VP Mergers and Acquisitions, Teri Price Payroll Manager, Michelle Roberts Payroll Administrator, Ed Robinson Information Technology (IT) Auditor, Pia Roy Administrative Assistant, Ma Loreto Russell Treasury Accountant, Nicole Sides Accounts Receivable Analyst, Mark Stock VP Human Resources, Ian Thomas Assistant Director Financial Services, Jostein Tjelmeland Global Systems Director, Erik Van Straaten Director Legal Services, Chris Wales Senior
Manager Taxation

Apprentice Technician, Micah Jopson Component Technician, Jens Korte VP Logistics Services, Lars A. Landsnes VP Business Information, Ian Leitch Machinist, Al Lewis Machinist, Elizabeth MacDonald Business Support Assistant, Roy L. McClarty Stores Project Manager, Chris McCulloch
Lead Hand in the S61/S76 Small Components Line, Terence McHardy S61 Main Rotor Head Shop Lead Hand, Travis Miller Inventory Control Statistician, Daniel Michael Nekic Shop Technician, Steve Pendli Lead Hand/Bell , Scott Penney Business Information Manager, Chris Poirier S76 Lead Hand in the Main Gearbox Line, Daniel Pusch Shop Technician, Peter Pusch Component Technician, Kimberley Raabe Business Support Officer, Michael Roman Lead Shipper, Nathaniel Roque Shop Technician, Yuriy Ruvinskiy Shipper/Receiver, Carlos Salazar Business Information Analyst, Brad Shaen Director of Marketing & Sales/Americas, Norm Shaw Component Technician, David Sparrow Apprentice Technician, Peter Tait Logistics Process Analyst, Eric Warawa Shop Technician, Angie Wells Deputy Logistics Support Manager, Fred Wells Supply Contracts Officer, Tracy Whereatt Customer Support Officer

GLOBAL OPERATIONS
Vancouver

Nevin Bernard Engineer, Hugh Brackenbury Engineer, Brent Butowski Engineer, Ian Callard, Manager Flight Standards & Training, Nancy Crowley Executive Assistant, Technical Services, Jake Dart Engineer, Igor Dmitrienko DAO/Avionics Engineer, Yann Ehouarne Pilot, Chris Hamlyn Emergency Response Co-ordinator, Jeremy Hart Project Assistant, Flights Standards, Thin Chong Hui Pilot, Greg Hulme Pilot, Nick Konecny Pilot, Mike Korey Pilot, John Mee Travel Coordinator, Narayan Menon Pilot, Peter Neilly Pilot, Simon Paisley Business Information Analyst, Mark Richer Engineer, Alaina Saarela Records Coordinator, Steve Satow Pilot, William Shaw Pilot, Paula Spiller Project Planner, Technical Services, Stewart Greg Engineer, Glenda Strang Receptionist, Steven Ustare Engineer, Dennis Venturi Pilot, Matthew Wasserman Pilot
Australia

Ian Neate Main Store, Kynan Thiele Sarquip , Wayne Wildenburg Technical
Records Officer/Head Office

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

GLOBAL OPERATIONS TEMP

Vancouver

ASTEC
Rune Veenstra Vice President R&O Europe

Michael Fleck Instructor, Jerry Jackson CHS Manager/HESS Trainer, Paul Shears
DAO Assistant Halifax base

HELI ONE TEMP

Vancouver

HELI ONE
Vancouver

Eoin Anderson Supply Contracts Manager, Steve Bains Lead Hand Technician, Fred Baker Quality Manager, Jeff D.Bezanson Component Technician, Aren Boschman Project Director, Joseph R.Burton NDT Inspector, Matthew Campbell NDT Inspector, Biljana Car Component Planner, Mel Carlson Engineer Level 14, Shaun Catlin Project Director, Fiona Czeschel Business Support Assistant, Arjan De Jong Project Coordinator, William Dino AMEHelisoft Project, Amandio Ferreira Shop Technician, Augustine Fong Shop Supervisor, Bert Fong Stores Person, Robert Gornall Workshop Planner, James Griffith

David Acton Technical Records Assistant, Roar Askein Business Information Analyst, Michelle Haggard Administration, Heather Hawthorn Customs Performa Assistant, Doug Hill Technical Records Assistant, Farid Ismail Maintenance Programs Helisoft iso tech records, Bryce Levasseur Painter, Michael MacGowan
Maintenance Programs for Helisoft, Mara Marquez Customs Performance Assistant, Trevor Meausette Shipper, Richard Natavio Shipper, Pamela Orr Shipper/Receiver, Nicholas Peszel Stores Helper, Aaron Richards Stores Helper, Rainer Schwab Business Information Analyst, Kevin Selch Technical Records Assistant, Jesse Smith Stores Counter Clerk, Donald Stutt Technical Records Assistant, Honeyleen Supelario Junior Office Service Assistant, David Wilson Technical Records Assistant

Megan Faulkner Check In Service Agent/Relief Flight Coordinator, Lori Joudrey Check In Service Agent/Relief Flight Follower, Dave Donalson Base Engineer

EUROPEAN OPERATIONS
Aberdeen

Jennifer Davidson Receptionist Sara Cowie HR Advisor

North Denes:

Ian Yaxley Assistant Dispatch Officer Percy Impson Ramp Dispatch Andy Goodchild Pilot
Stavanger

Svein Ketil Bertheussen Head of Technical

Services Europe Waterford

Chris Hughes Winch Operator/Winchman, Mark McDermott SAR Captain, Francis Devaney Winchman

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Africa

Toni Lindschinger Pilot Congo, Bob Masson Pilot Congo, Abo Ruben Assistant mechanic Bata EG, Acuche Antonio Assistant Mechanic Bata EG, Siledo Pedro Assistant Mechanic Bata EG, Makoli Manuel Manifesting Clerk Malabo EG, Karl Zehrt
Regional Managing Director African Operations Greg Hulme Pilot Malabo EG, Ron Yalowica Pilot Ivory Coast, Murray Bale Pilot Malabo EG, Henri Paris Pilot Bata EG, Othman Mod Som Port Gentil Gabon, Gerhard Pistorius Pilot S61 Cape Town Halifax Megan Faulkner part time Customer Service Agent, Lori Joudrey part time Customer Service Agent

GLOBAL OPERATIONS
Halifax Base Pat Perry Base Manager/Pilot, Lisa Young Maintenance tech records Australia Ashley Strauss Maintenance Program Planner/Vancouver, Loris Tomkinson Safety and Quality Auditor/Head Office, Mick Quirke Deputy Chief Engineer/Head Office, Valerie Millward - Technical Librarian/Head Office

Departures/Retired
CORPORATE
Moreno Ciapponi VP Financial Services, Anne Douglas Accounts Payable Manager, Sheryl Dunwoody Payroll and Benefits Manager, Stephen Fung Manager Internal Audit, J.T.Hung Corporate Accountant

HELI ONE
Vancouver

Approvals
HELI ONE
Terje Thomassen received his certificate of
apprenticeship

Glen Burrit Stores Counter, Mike Druet Senior VP BD and Marketing, David Gilbert AME Structures, Taryn Leadbeater Executive Assistant, Doug Nickason AME Structures, Per Trevita Market Price
Specialist

Promotion
CORPORATE
Ben Lewis Corporate Controller, Annette Cusworth Director/Financial Reporting

Transfers
EUROPEAN OPERATIONS
Aberdeen

ASTEC
Atle Strmme Managing Director, Bjrn Ivar Aarseth Director Projects, Reidun Hana Purchase Manager, Kevin Frystad Skilled worker Engine workshop, Anders Mland Skilled worker Component workshop, Carolyn Tnnessen Sales Manager Commercial, Inger Marie Monsen Executive Assistant Commercial, Cato Fuglestad Skilled worker heavy maintenance, Marit Kjendlie Project Manager base maintenance, Sigurd Sviland Technician/Asset Controller, Finn Brandsberg Drangeid Senior Maintenance Engineer

HELI - ONE
Vancouver

Paula McKenzie Customer Services Assistant, Louise Ewen Assistant Accountant, Frank Clews promoted to Maintenance Manager, UK & Europe, Rune Meinich-Bache
promoted to Operations Centre Manager, Louise Ewen Assistant Accountant transfer from Multifabs to Aberdeen Humberside Alan Wright Co-Pilot

Margit De Jong Business Support Manager

Astec

Rune Berg Business Manager Heavy

Maintenance Stavanger

EUROPEAN OPERATIONS
Aberdeen

GLOBAL OPERATIONS
Vancouver

Mick Davey Type Engineer Colin Stepnenson AS332 Type Engineer Jim Strachan Avionic Fleet Support Engineer Dany Guilloux Maintenance Program Coordinator, Frank Clews Maintenance Mgr UK & Europe, Rune Meinich-Bache Operations Centre Manager, Ann Christin Dalen Operations Officer, Dan Paulsson
Operations Officer Blackpool Paul Turnbull Dispatch Officer (Trainee) Den Helder

EUROPEAN OPERATIONS
Aberdeen

Bram Sevenhuijsen Captain, Edwin Soeters Captain, Jurgen Pille Captain Robert Graus Captain, Harmen de Dood Captain, Roeland van Kampen Captain, Harold Jager Pilot, Christiaan Schlepers Pilot, Jildou Dikkers Pilot, Khalid Saif
Pilot Shannon

Cristina Apolinario Human Resources & Benefits Administrator, Jeff Davidson Engineer, Theresa Ellis Administrative Assistant/Resources & Operations, Mary Fiedeldy Pilot Services Administrator, Dan Lemire, Manager Regulatory Process, Susan McAlpine Recruiter, Audra McKinley Administrative Assistant, Noel Ranger Maintenance Program Planner, Ian Richards Planning Manager, Mike Roberts Engineer, Kevin Robinson Engineer, Ashley Strauss Maintenance Program Planner, Sonya Tietjen Business Systems Analyst/Developer, Bram Van den Berg Manager/Strategic
Projects Cape Town

Glen Woolston Co-Pilot, Phillip Evans Captain, Ian Struthers Captain, Jim Pollard Captain, Nick Cunningham Co-Pilot, Lisa Paddon Training and Tech
Admin Assistant Den Helder

Dirk van den Akker, Paul Beelen

Humberside

David Bourne Co-Pilot

Kristiansund

Stle Iversen Rnnbakk Technician

North Denes

Rob Morris Chief Pilot, Ben Cook Co-Pilot

Stavanger

Loree Robertson Technical Manager, Ken Steele Deputy Managing Director

African Operations Halifax Base

yvind Breda Captain Kjell Lyse Operations Officer

Waterford

Eamonn Burns Aircrewman Trainer

Stavanger

Maurice Holloway transferred to touring in

Baku

Tone Madstuen Mland HSE-advisor Kjell Ingar Olsen Type Engineer Eurocopter

Simon Turner SAR Captain Ian Grosz SAR Co-Pilot

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People
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Rimmer 15 years, Ray Thomson 15 years, Robert Cunningham 20 years, Mark Lacy 25 years, David Clare 30 years

Marriage
GLOBAL OPERATIONS
Suzanne Perry and Grant Clarke married May 22, 2005

GLOBAL OPERATIONS
Africa

Births
EUROPEAN OPERATIONS
John Hassett (Shannon) wife, Teresa had a baby boy, Eoin in March 2005 Simon Cotterell (Shannon) partner, Nathalie had a baby boy, Harrison on the 11 May 2005. Gary Watkins (Dublin) wife, Edel had a baby boy, Harry Reece on the 13 May 2005

Sean McCutcheon Pilot Ivory Coast, Mark Malan Pilot Malabo E G, Anto Devotta Pilot Congo, Sam Kinnear Pilot Angola
Halifax Base

Death
HELI ONE
Astec

Gail Christopher Admin Assistant, Maternity Leave: Kelly Dawe - Check In

Service Agent/Flight Follower Australia Barry Ferris Pilot/Adelaide, Estelle Dew Main Store/Adelaide, Dean Thompson Pilot/Tourer, Ray Pearson Pilot/Canberra, Darren Stephens Engineer/Adelaide, Sarah Kelly Technical Librarian/Head Office, Yvette Lutze Pilot/Tourer, Lisa Miles Resource Travel Administrator /Head Office, Ross Brooker Engineer/Tourer

Bjrn Erik Kristiansen

Senior Asset Controller

GLOBAL OPERATIONS
Vancouver

RotorTales
Rotortales is the employee magazine for CHC Helicopter Corporation, produced four times per year. All material is gathered and written by CHC employees for CHC employees and interested parties. No material contained within Rotortales magazine may be reproduced without permission of CHC Helicopter Corporation. For questions or comments, or to submit an article or photos for publication, please contact CHC Helicopter Corporation Director of Communications Chris Flanagan, by telephone at 604-279-2493, or by e-mail at cflanagan@chc.ca, or forward correspondence to CHC Helicopter Corporation, 4740 Agar Drive, Richmond, BC, Canada, V7B 1A3. For more information on the company, please visit the website www.chc.ca.

John Lin and his wife, Nancy, had a baby girl. They named her Emma and she weighed in just over 7lbs. All are well.
Halifax Base

Awards
EUROPEAN OPERATIONS
North Denes

Kevin Wenban 15 years

Den Helder

Roland Fennis 12.5 years

Aberdeen

Mario and Julie Leroux travelled to China on March 18 to welcomed their new daughter Audrey Chang Leroux into their family born on April 05, 2004 Greg and Tanya Ellsworth had their daughter Olivia on November 16, 2004 Russell and Joceyln Hovey had their daughter Abbygale in January 2005
Australia

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

Richard and Toni Martin are thrilled at the arrival of little Sandy, born at 1820 18/5/05 3.74 kg at the Darwin Private Hospital. Both mum and bubs are doing well.

ROTORTALES CONTACT LIST

CHC Headquarters Vancouver Chris Flanagan Director of Communications 604-279-2493 cflanagan@chc.ca CHC European Operations Aberdeen Karen MacConnell Executive Assistant kmacconnell@chc.ca Stavanger Sidsel Myre Executive Assistant smyre@chc.ca CHC Global Operations Vancouver Nicole Barker Executive Assistant nbarker@chc.ca Cape Town Cheryl Pedersen Commercial Executive cheryl@cti.chcafrica.com Adelaide Jennie McBeath Sales and Marketing jmcbeath@chcaustralia.com Heli-One Vancouver Kimberley Raabe Business Support Officer kraabe@heli-one.ca Stavanger Birgit Smeby Executive Assistant bsmeby@chc.ca

Safety first for Australia

By Nigel Woolmer Head of Safety for Australia

CHC Global Operations (Australia) has a new Civil Aviation Safety Authority Instrument of Appointment holder for the purpose of issuing Certificates of Airworthiness and Certificates of Airworthiness for Export. What make this appointment particularly noteworthy is that Quality Auditor Loris Tomkinson is the first woman in Australia to be issued this instrument. This commendable achievement came at the culmination of a five-year apprenticeship with the Safety and Quality team.

Loris actually began her employment with CHC (then Lloyd Helicopters) in the finance department in 1991, and later moved to Logistics and became a Purchasing Officer before being selected for the Quality and Engineering Officer position in 1999. Loris, of course, was delighted after the years of courses and so much training and study to attain this appointment, but in typical Loris fashion, her immediate reaction after being issued the instrument was delight, followed by... For goodness sake they have spelled out my middle name ... in full ...on the Instrument! Congratulations Loris.

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CHC HELICOPTER CORPORATION

EMPLOYEE MAGAZINE