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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 02.2006

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NEW LOOK
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NEW TECHNOLOGY>NEW AIRCRAFT>

If theres one constant at CHC it is change. Over the years CHC has brought together many of the worlds pioneer helicopter companies: British International, Canadian, Court, Helikopter Service, Lloyd, Okanagan, Sealand, Schreiner and others. Uniting these pioneer companies under one banner and building on their strengths, CHC has constantly sought innovation to improve service and safety. Now CHC is leading the industry in technological change and introducing a new look for the CHC fleet.

03 AW 139 to Den Helder

06 Emergency at Humberside

07 Vision-One

09 Boy Rescued

12 Donation to Dili

15 Crewmans Silent Ordeal Over

EXECUTIVE CHAIRMAN

Notes & Comment Moving on to Bigger and Better Things


Craig L. Dobbin, O.C.

As you may know, I recently terminated discussions with a private equity group that was interested in taking CHC private. I announced the termination of the discussions for one main reason: we are worth more than they were willing to pay. In hindsight I am delighted the deal did not go through. We are at one of the most exciting time in the Companys history. We are building a foundation and preparing for growth that I believe will make CHC a household name around the world. Our success depends on establishing a strong relationship between operations and Heli-One, and I am proud of your continuing efforts to make this new dynamic work smoothly. Corporations can move never stand still, they either move forward or decline.

At CHC, we are most definitely moving onto bigger and better things. We are in firmly control of our destiny and I see us doubling the size of the CHC Group within five years. The due diligence process we just went though has provided us with an even deeper insight into our operations and has helped us identify areas where we can make further improvements. Our focus is on continued growth and expansion in all markets. As we grow, the value of this Company will continue to increase and the career opportunities for all employees will expand. We continue to lead the industry with new technology aircraft, and I am pleased to see the smooth introduction of the AW139 to Den Helder and soon to North Denes. Next up is the EC 155 and EC 225. CHC has always been at the forefront when it comes to introducing new aircraft,

and I recognize that these major changes are not without challenges. I thank all those involved for getting us through the introduction phases safely and efficiently; youve paved the way for several years of smooth flying. I would like thank the many CHC employees who have donated their time and money to social causes close to their hearts. Many of your stories are told in this issue of Rotortales, from building homes in Africa to teaching children in Myanmar. I encourage everyone at CHC to consider the important job of helping those less fortunate. Pick a project or an issue you feel passionate about an area where you can really make a difference and get involved. We have some great people at CHC

CHIEF EXECUTIVE OFFICER

CHC Safety Quality Summit Sets the Standard


Sylvain Allard

In April, CHC hosted its second annual Helicopter Safety & Quality Summit here in Vancouver. The CHC Safety & Quality Summit is fast becoming one of the industrys premier safety events and I congratulate the organizers, particularly CHC VPSafety & Quality, Greg Wyght, on the success of the event. The Safety & Quality Summit is not just a CHC event, but an industry event, attracting representatives from Shell, BP, Petrobras and others. I would like to see the summit continue to grow and attract individuals from outside organizations. As you know our goal is continuous improvement in safety and quality. This goal is not limited to CHC operations. Improvement in safety across our industry is not only good for our peers and our

passenger, it is good for business. As we continue to improve helicopter safety records, the industry will expand into new areas, offering new opportunities for CHC and provide transportation benefits to a larger population. On a more direct level, our insurance rates will improve as the industrys safety record improves. This years summit featured the some of the worlds leading experts on human factors in aviation, Dr. Scott Shappell, Dr. Douglas Wiegmann, Dr. Albert Boquet. Shappell and Wiegmann literally wrote the book on error management: A Human Error Analysis: The Human Factors Analysis and Classification System. If you were not able to attend the summit, I encourage you to read this book. Only by recognizing human factors as the most dominant cause of accidents in our industry and making the effective management of human error a constant across the entire organization can we fulfill our mandate of constant improvement. Another important speaker at the summit was the US FAAs David Downey, co-chair of the International Helicopter Safety Team (IHST). As David pointed out, the IHSTs goal is to reduce the helicopter accident rate by 80 per cent

within 10 years, bringing it in line with that of major air carriers. I applaud this effort, and trust that when it is reached, a similarly challenging target will be set and a mindset of perpetual improvement will be entrenched. Although CHCs rate is already in line with major air carriers, our goal is to reduce it further, by setting other measurable milestones along the way, such as a 10 per cent increase in occurrence reporting and increased sharing of information. To that end, we have just launched the second generation of SQID (Safety Quality Integrated Database), which will be available to all operations within CHC and to Heli-One. SQID will catalogue all occurrence reports in one database which will be available to all employees. In addition to SQID, we are rolling out a company-wide CHC intranet to link all areas of the CHC group, and to further encourage the sharing of information. The CHC Intranet will link all existing employee intranets and provide important new safety information including summaries of all significant occurrences and related news. Currently being tested in Vancouver, the site will soon be available at all locations. Stay tuned

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CHC EUROPE

CHC INTRODUCES THE

AW139
Petra van Saaze Business Unit Leader, The Netherlands

IN DEN HELDER

Performance

This year CHC Helicopters Netherlands in Den Helder adds four new-generation helicopters to the fleet. On January 19th the first of two offshore, North Sea compliant AW139s was introduced by way of a customer reception at Den Helder Base. Superior power and the newest safety features make these aircraft welcome additions to Den Helder. The Agusta-Westland AW139 is a medium, twin-engine helicopter which meets the latest stringent standards imposed by the European Aviation Safety Agency (EASA) and incorporates the latest technologies in safety equipment and capacity. Later this year the second AW139 will be introduced, along with two new EC155s. The first customers to use these aircraft are Total, Wintershall and Petro-Canada. A prominent feature of the AW139 is a state-of-the-art cockpit instrumentation with LCD-screens and outstanding payload/range.

The AW139 can carry 12 passengers (1150 kg) plus the legally required 30 min reserve fuel over a range of about 226 kilometres (125 NM) round trip, without refuelling. This is the approximate equivalent of a trip from Den Helder to the F2 block and back. Another advantage of this powerful aircraft is its remarkable single-engine performance capabilities. In the event of an engine failure during take-off, the take-off can continue without losing height. With a less powerful aircraft a continuous take-off is also possible, but in that case height will be traded for speed.
Safety

A prominent feature of the AW139 is a state-of-the-art cockpit instrumentation with LCD-screens and outstanding payload/range.
a ail-safe design and systems redundancy based on the latest standards, which are incorporated throughout the helicopter. In the unlikely event of a ditching, the helicopter can: Deploy floatation gear automatically, so no manual pilot initiated actions are needed. Tolerate waves, when floating up to state 5 (which is wave height 8 12 feet), compared to sea state 4 for former generations. Launch external life rafts both from the cockpit and from outside the helicopter. CHC is very pleased with the addition of these new technology aircraft to the fleet

An important safety feature is a Traffic Collision Avoidance System (TCAS). This equipment not only detects other aircraft in the vicinity (important in uncontrolled airspace), but will also provide information on their altitude and moving direction. In addition, the crashworthiness of the cabin structure, including seats and fuel tanks, has been improved. The aircraft has

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the evolution of design

A new look for CHC is being unveiled around the world this year. The new livery incorporates the existing colour scheme into a new design that reflects the new CHC and better suits new aircraft designs: S-92, AW139, S-76C+, and will be applied to existing aircraft such as the Bell 412.

New Look
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his year and next CHC will introduce more new aircraft types than any other operator: the S-92, AW 139, EC 155, EC 225 and additional S-76 C+ aircraft; leading the way just as pioneers Carl Agar, Morten Henke, Carl Schreiner and others would have done. Its an evolution, rather than revolution, which is why CHC has chosen a new look that represents the natural progression of the established brand. The new livery, which is being introduced to new and refurbished aircraft around the world this year, features an extended, sweeping white line that suits the graceful curves of these new aircraft designs. By maintaining the existing red and blue colours, CHC is able to build on its brand strengths of safety, reliability and customer service excellence. The CHC reddish orange represents our commitment to safety, and is the safest colour for aircraft in terms of visibility in the greatest range of sky conditions. The deep blue represents the sky and our vision of constant improvement, as well as our ability to take customers where they could not otherwise go. At the same time, the sweeping white stripe wraps itself around the entire aircraft, representing the total helicopter support provided by our newest division, Heli-One. Most recently CHC announced the awarding of a five-year contract renewal (plus three one-year options) with Maersk Oil & Gas AS for the provision of three new Sikorsky S-92 helicopters in support of Maersks offshore oil and gas operations in the Danish sector of the North Sea. These dedicated new aircraft will be introduced starting in July, 2007. We are bringing the S-92 to distant markets, such as Miri, Malaysia, where on March 7 CHC introduced Asias first S-92 to Malaysian Helicopter Services. In April, CHC introduced the first Agusta Westland AW 139 helicopter to the UK sector of the North Sea as part of a contract award from Tullow Oil. CHC has also introduced this new aircraft type to the Dutch sector of the North Sea, where the very first aircraft in the new livery was unveiled in Den Helder earlier this year. Subsequent to the introduction of the AW

The CHC reddish orange represents our commitment to safety, and is the safest colour for aircraft in terms of visibility in the greatest range of sky conditions. The deep blue represents the sky and our vision of constant improvement, as well as our ability to take customers where they could not otherwise go. At the same time, the sweeping white stripe wraps itself around the entire aircraft, representing the total helicopter support provided by our newest division, Heli-One.
139s, CHC will bring two new EC155 aircraft to the Netherlands operations. Commencing in April, 2007, CHC will introduce two new Eurocopter EC 225 aircraft as part of its commitment to a fiveyear contract with Total E&P UK plc. CHC is also investing in a fleet of three speciallymodified AW139s and four S-92s to undertake civilian search and rescue work for the UKs Maritime and Coastguard Agency from July 2007. These aircraft will feature new technology such as forwardlooking infra red and low light cameras, Nightsun searchlight, a satellite communications system featuring a flight-following tracking facility, Skyshout public address system, and dual high speed hoists. CHC has also deployed new Sikorsky S92 aircraft in both the Norwegian and UK sectors, becoming the worlds largest operator of this new aircraft type

With the expansion of the fixed wing fleet for our core customers, CHC developed a new standard livery for the Dash-8.

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CHC GLOBAL

Snowy Hydro SouthCare Snapshot EMS for Canberra Australian Capital Territory (ACT) and SE New South Wales. Over 2,200 missions completed since inception in 1998 Bell 412 operates on 24/7 basis Dedicated pilot and aircrewmen on base at all times Staffed by six full-time CHC crewmen and AME Airborne with medical crew within 15 mins between 0800-1800; 30 mins at all other times. Base located at Sysonston, just outside Canberra city centre

Canberra crews
WINCH DOZENS TO SAFETY
Saving the life of a 14-year old boy was one of several missions in a busy season for the crew of CHC's SouthCare Snowy Hydro EMS service in Canberra Australia.
Peter McDonell Aircrewman, Canberra Base, Australia

Its been a busy autumn season for the CHC crew at Snowy Hydro EMS service here in Canberra, Australia. In February, Captain Craig Thomas and myself as aircrewman lowered two paramedics into the Googong Cascades to treat a seriously injured 14-year old boy who was swimming in a watering hole when he was jumped on by an adult. The boy had been knocked unconscious and submerged under the water for several minutes. He was winched approximately 130 ft from a small rock surrounded by water in a stretcher by the crew and taken to hospital where he was treated for crushed and fractured vertebra and a serious skull fracture. It was a challenging rescue, made particularly rewarding in late March, when the boy managed a visit to the base with his mum. He has made great progress but has a long road of physiotherapy and

rehabilitation ahead to overcome the affects of the several cracked vertebras he received as a result of the accident. In early March Captain Dave Donaldson and Aircrewman David Land with two paramedics winched 17 school children and their teachers from bush land near Tuross Falls. The group became lost and spent a cold night in the bush before being rescued by the crew, requiring 25 winch cycles to complete the group rescue. The party were not taken to hospital but to the search coordination post nearby.

In mid-March Captain Craig Thomas and myself as Aircrewman with two paramedics winch-rescued an injured rock climber after he severely cut his leg causing an arterial bleed on a jagged rock at Booroomba Rocks south west of Canberra. He was located on a steep rock face and recovered using a hypothermic lift approx 90ft and taken to hospital. Thanks to the entire team at Snowy Hydro for jobs well done under challenging circumstances

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H1 EUROPE

Focusing on greater employee input with Vision-One


Neil Calvert has good news for any employee who has ever thought there must be a better way to do this. The President of Heli-One is launching a new program with dedicated resources to help workshops, repair facilities and any part of the organization improve workflow and reduce bottlenecks. Called Vision-One, the program will catalogue a great deal of what Heli-One does, map processes, outline workflow and give employees greater opportunity for input. Our goal is to create a process that allows constant improvement, Neil said. Basically were implementing a system that allows us to react instantly to changes in available technology or customer requirements and to stay ahead of the competition. An integral component of the Vision-One program is the mapping out of all processes. The Vision-One team will build a database that outlines everything from workshop processes to financial management in a common language. With the first phase, employees will gain a greater understanding of the true costs of our processes. As a result, any employees with experience or knowhow will have the opportunity to point to a specific point in the process and say: I know how to improve this. The helicopter industry has never been stronger, Neil said, and any improvements we make in our processes will provide opportunities to bring in new work, strengthen the company and provide new career opportunities for more employees. We can either grow as a company, or shrink, Neil said. And maintaining the status quo will almost certainly lead to shrinkage, because the competition is always chasing the market leader. Vision-One will be managed and implemented entirely with internal staff. A similar project has been carried out at the engine workshop in Stavanger, Norway with positive results and the first official Vision-One pilot project will take place at the S-61 Main Motor Head Workshop in Vancouver commencing this summer. Another goal of the Vision-One program is to create a more visually appealing work environment so that customers can be introduced to Heli-One processes and gain greater confidence in the Company. And dont think Vision-One is only aimed at workshops: the goal is to be able to bring customers to any part of the company, including business offices

Solveig Johannessen (left), Rune Veenstra and Bjorn Age DybdalHolthe will kick off the Vision-One efficiency project starting with the S-61 main rotor head workshop in Vancouver.

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CHC GLOBAL

Dedicated Humberside crew complete marathon evacuation


CHC Humbersides Capts. Andy Black, left, and Andy Crossland were airborne within nine minutes of the first distress call
landing site, located in the city of Hull. Meanwhile, back at Humberside, Base Manager Jay Gates, Operations Officers Sue Kauss and Shane Bellamy, assisted by Ramp Handler Daniel Beedham and Operations Trainee Mathew Johnson, went about informing all the necessary authorities, departments and personnel of the escalating incident. By now a fleet of police vehicles and Ambulances had descended on the CHC Heliport building. At 12:16 SD returned to Humberside with the first 10 passengers, followed five minutes later by the RAF SeaKing with another 10. SD took a rotors running refuel and by 12:24 was heading back offshore to transfer personnel from the 3B across to another Centric platform, the Eight Alpha (8A). It returned to Humberside at 13:46 with a further 10 passengers. At this point Capt. Phil Hodgson and First Officer Pete Moggridge arrived to take over SD as flying crew. CHC Duty Engineer Mark Greswell did a full turnaround on SD in quick time and it was once more airborne at 14:20. These two Pilots were about to undertake a mammoth and selfless flying task. By now the Operations staff had also changed over and Operations Officers Jane Loveday and Phil Pratt, assisted by Ramp Handler Richard Foley and Operations Trainee Scott Siddorn were coordinating the flying operation. Centrica decided to fully evacuate the 3B and transfer everybody to the 8A, prior to them being sent back to Humberside, as it would be a quicker means of achieving a safe platform shutdown. SD had arrived back at Humberside at 15:05 with 10 more

Jay Gates, Base Unit Leader, Humberside

The morning of Thursday, Feb. 16 was not a scheduled flying day for Centrica, a CHC customer in the Southern North Sea which operates a massive offshore natural gas storage reservoir. However at 10:56 the Offshore Logistics Co-ordinator aboard the Ravenspurn North, which is the BP main gas platform in the Southern North Sea, called CHC Humberside Operations to inform them that they were picking up distress radio traffic from the nearby Centrica platform, the Three Bravo (3B). As a result, BP was suspending flying operations and leaving its contracted Sikorsky S76C, G-SSSD, at Humberside available for possible emergency use. The BP operating crew that morning were Capt. Andy Crossland and Capt. Andy Black, who had already prepared the aircraft for what they thought was their next flight. At 11:00 a call came into
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Operations from the Heli Admin Officer aboard the 3B confirming there had been an explosion aboard the platform which had resulted in a fire, and that a helicopter was required urgently to begin demanning non-essential personnel. The platform had 58 persons aboard at the time. In the manner of a WW2 scramble order, Capts Crossland and Black were airborne at 11:09, en route to the 3B. On arrival at the rig they were joined by a dedicated Search and Rescue SeaKing helicopter, which had arrived from the nearby base of RAF Leconfield. The platform fire appeared to be out and large amounts of steam were coming from the platform as a result of the rig deluge system. While SD landed on the accommodation platform helideck to start the evacuation process, the SeaKing began winching six men from a lifeboat which had been launched from the wellhead platform. The six passengers, plus two others who had minor injuries, were airlifted to a mainland hospital

EMPLOYEE MAGAZINE

Congratulations to First Officer Pete Moggridge and Capt. Phil Hodgson on their tremendous contribution to the Humberside evacuation

passengers and now went offshore to undertake the evacuation, returning three hours later with 10 relieved passengers. Twenty-four personnel were left on the 8A to monitor the 3B and determine what could be done to facilitate a return that evening, giving the crew a chance to take a well-earned break. But we werent done yet. All operational, power and communications lines route directly to the 3B and onwards to the 8A. The remote switching arrangements on the 3B began failing and the 8A lost all main power and all phone lines. The 8A only had power from an emergency generator and communications was now down to short-range VHF radios. The decision was made to shut down and evacuate the 8A; both Phil and Pete were once more heading offshore by 18:50. Operations staff at Humberside now had to contact the 8A by way of the platform standby boat Putford Trader by Inmarsat satellite, which passed the details to the 8A by marine VHF. The SD arrived back at Humberside with 10 more passengers at 19:29.

The outstanding flying programme of the day for the other clients was being completed by Capt. Clive Henry and First Officer Tom Bowling using Sikorsky S76C, G-SSSE. To ensure that no crew flight hour breaches occurred, Jane Loveday made a switch and tasked Clive and Tom to do the next rotation to the 8A at 19:46. Clive and Tom returned to Humberside at 20:27 with the last seven non-essential personnel from the 8A. This left only seven more personnel offshore, including both OIMs, who were now busy in the final stages of making safe the 8A prior to leaving it as an effective NUI, or Normally Unmanned Installation. An hour later they were ready, and it fell once more on Phil and Pete to complete the last flight of an almost 12-hour odyssey. At 21:38, after SD took its last rotors running refuel of the day, it took off for a final run to the Rough Field for the remaining seven personnel. Flying over eight hours and seven trips, CHC had transferred 40 personnel from the 3B to the 8A and then transferred a further 64 personnel from the 8A back to safety at Humberside. As well as the non-stop work done back at base by all of the dedicated CHC Operations staff, a special note must be made of the dedication to the days events by Pilots Andy Crossland and Andy Black. When first advised of an impending emergency offshore these two stalwart characters had done all of their flight planning, fuelled up their helicopter, and were heading for the casualty within 13 minutes of the first warning call, and

SNS AND ROUGH FIELD FACTS > The Southern North Sea is a source solely of Natural Gas. > NG production began 1966 > Gas reserves in Rough field were depleted eight years ago > The reservoir is now used to store natural gas reinjected from adjacent fileds > Reservoir supported by two platforms Three Bravo and Eight Alpha. > The Rough Field stores over 10% of the UKs gas requirement at any one time. > CHC has been flying crew change and logistic flights to the two platforms for over 20 years > The 3B helideck is the highest helideck in the SNS at 222 feet AMSL > 3B is the closest platform to Humberside and is used for training new pilots in offshore operations and for Night Deck Landing Procedures (DLP).

within nine minutes of receiving the actual Go call. No less impressive was the dedication shown by Pilots Phil Hodgson and Pete Moggridge who flew in stressful conditions, in the harsh offshore environment, almost continuously for nearly eight hours with only one 25-minute break (all safely within the confines of the FTL!). They had ensured that the job was completed, with no one left offshore. It fell to Jane Loveday and Jay Gates to complete the paperwork, switch off all of the lights and lock up all the doors. They finally left the CHC Humberside heliport at 11:05. Jay had been in at work since 08:30 that morning and, even more impressively, Jane was back on duty again at 05:00 the next morning. Now thats dedication

Centrica platform 3B in the Southern North Sea was the site of an explosion and fire Feb.16 that led to a chain of evacuations.
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Kirikiri
Helen Beynon Communications Assistant

A N

U P D AT E

When we last heard from Veronica Snoxell at the Kirikiri school in Lagos, Nigeria, the school was preparing for the construction of its brand new facilities. So where does the initiative stand now? The volunteers, teachers and parents are all working hard to ensure that the school children receive the best possible education available.
Throughout 2003, the school had been using the pews at St. Josephs Church as a classroom. When the school needed a new building in 2004, Schreiner Aviation Group decided to help out in the purchase of land and construction fees. However, the project has been marred several times. Veronica hopes to gain new funding to accomplish the dream of a building large enough for all the children at the school. On the first attempt to get a plot of land, the school went to the local prison. They were told that charities and NGOs regularly got land plots on the prison grounds by paying a token rent of $1000. With a fair amount of fundraising the token rent was raised, and the school was given a certificate for a narrow plot of land between two churches. However, upon arrival, the church on one side claimed that the land was theirs; they too had been given a certificate of authentication. The school was given another plot of land, but this location was subject to heavy rains and flooding at certain times of the year, so they refused the offer without getting any money back. The second attempt to acquire a land plot was again on prison land, but this time with the Lagos State instead of Federal. An ideal plot was found, located next to a church and a clinic, but they were soon told that no construction was allowed on that plot of land. A third attempt for land was made by talking with private vendors. A plot with a

Due to money and authority issues, the school has not been able to find a suitable plot of land for building, however Veronica is optimistic that with a little help, a new school is within reach. The school is based in one of the poorest parts of Lagos, and was started 6 years ago by Dick Francis, a business manager in civil engineering. Veronica, the wife of CHC employee Mark Snoxell, has been volunteering at the school for over three years. She started out as a stand-in teacher, and soon became involved in the local community, improving the quality of teaching and learning.
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large play area was found, but this time the school was wary of parting with any money. After further investigation, it turned out that the current owners trying to sell the land were not the real owners, that the bank was trying to repossess the land, and that several other people had already laid claim to it. At the end of Summer 2005 the school was informed that they would no longer be able to use the St. Joseph Church pews as their classroom; they were required to move out and pay a years rent up front for a building to teach in. The cramped building is just large enough to hold 100 pupils, even though the school consists of 114 (57 boys and 57 girls). School volunteers continue to be optimistic about finding a new location. It is essential that we move off this rented property, said Veronica. Once the school has its own land with a big hall, it will be

able to resume the community functions it had before 2003 when it occupied an old warehouse. The school hall served as a local information center and library, a village hall for PTA meetings, an adult education centre and a youth recreation centre. Real facilities would enable the community to resume the activities and enjoyment it has been denied. The school continues to provide Lagos children with an educational opportunity they might not otherwise receive. Since the inception of the project, there have been three groups of graduates. In 2003, 15 pupils took the Nigerian common entrance exam and went on to secondary school. In 2004, 14 pupils did the same. In 2005, 25 children finished primary education at the school; of these, 22 went on to secondary school. The project brings happiness to the children and families in the area. It is not

difficult to quantify this as bright faces with gleaming white teeth always greet me when I go to the project, says Veronica. The project also improves the local community by providing employment to the school staff and local craftsmen who make tables and chairs, and welders who put in a gate at the entrance. With additional funding, the Kirikiri project would be able to purchase a plot of land where they could build real facilities to serve the entire community. With meager resources, the community cannot do much on their own. Tuition fees are also a problem for many of the families; with help, the fees could be paid for and families could put aside some of their income for health care and basic survival. The CHC Craig Dobbin Foundation hopes to be able to contribute to this project and help improve the lives of the children and community of Lagos

Despite a lack of proper facilities and funding, the KiriKiri school in Lagos provides a positive learning environment and offers children an education they could not otherwise get.

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Donations for Dili


Helen Beynon Communications Assistant

When is the last time a haircut inspired you to help humanity and dine with the recipient of a Nobel Peace Prize? One CHC employees trip to the hairdresser sparked a donation project that has helped hundreds of children in Dili, Timor Leste (formerly East Timor). Peter Lymn, Base Manager and Avionics Engineer in Dili, has been donating clothing and toys to the children of Timor Leste since 1999. The project began when he was discussing the local situation with his hairdresser (as one tends to do) in Mount Barker, a town 30 km from Adelaide where the main CHC base in Australia is located. She agreed that something should be done to help the children. Peter has four children of his own, who he says have most things in life. Seeing barefoot children scavenging through rubbish piles on the streets, wearing the only clothes they own, made him want to help in any way possible. I thought, if I could contribute even a small amount to some needy children, it would be a start in helping them. So Peter set to work, searching through his childrens closets for items they no longer used. His search was fruitful, and he filled five packing boxes with toys and clothing. After the discussion with his hairdresser, she displayed a sign in her shop window asking for donations. People responded to the need, and a project was born. Timor Leste has been a country mired by conflict for several years, and children continue to suffer. More than a quarter of the population is thought to have died during 25 years of conflict that ended with a successful vote for independence from Indonesia in 1999. Further violence immediately following the vote led to a rampage in which hundreds were murdered and villages reduced to ruins. A six-year UN peacekeeping mission supported by CHC helped restore peace, but infrastructure and resources remain very poor.

Lito DeAlmeida gets a close-up look at the cockpit of a Super Puma with CHC Engineering Assistant Elvis Fore.
Thousands of children have been left homeless and in orphanages; these are the children who benefit from projects such as Peters. Peter continues to collect the various donations that come in to the hairdressers. He packs everything into boxes and takes them to CHC stores for shipment in Dili. Generally he will try and stockpile a larger amount of goodies for around Christmastime. Dili is a Christian community, but orphanages are often poor and cannot afford to give out Christmas presents to the children they care for. It is a wonderful moment, seeing the smiles on their faces when they receive a gift. But it is also very sad to hear them say that this was their first and only Christmas gift, Peter said. Peters work has earned him a dinner invitation from Nobel Peace Prize winner and Timor Leste Foreign Minister Jose Ramos-Horta. As a friend of Mr. RamosHortas legal secretary, Peter heard that the foreign minister would be travelling along the outer areas of Timor Leste, one of the

poorest areas of the country, at Christmastime. Mr. Ramos-Horta would be donating buffalo for Christmas dinner. Peter suggested the foreign minister take with him six boxes full of donations, to give to the children in these areas who would otherwise have nothing. The foreign minister was delighted, and invited Peter to accompany him on his next visit (which Peter unfortunately had to decline, as he cannot leave the Dili area). However, Peter still had the opportunity to have dinner with the Mr. Ramos-Horta upon his return. The donation program in Dili continues to grow, as an article in the local paper has helped to raise awareness. In addition, one of Peters childrens basketball teams will be donating basketballs to the project. This project is especially important now, as the UN mission in Timor Leste has decreased from 12,500 to 300 people, meaning fewer jobs and less money in the local economy

Peter Lymn, Base Manager in Dili, helps improve the lives of many children in Timor Leste, including Pedro, 5 (held by Peter), his brother Lito, 6, and sister Maria, 11.

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Volunteer teaching rewards both students and instructor


CHC BASE MANAGER CREATES CLASSROOMS IN THAILAND, MYANMAR

After raising his own four girls in Southern Ontario and conducting numerous flight training activities, CHC Global Operations Pilot Murray Bale decided to use his teaching skills to help the communities in which he works. Murray is base manager in Kanbauk, Myanmar, and has been touring with Global Operations since 1981. His first tour was through Songhkla, Thailand. It was here that Murray was inspired to lend his English skills to the local orphans. Now, as manager in Kanbauk, he continues to set an example for other employees, teaching English to children in a local school.
Teaching in Thailand

Murray first began teaching children in Thailand five years ago, outside the CHC base in Songkhla. When Murray found out about the Songhkla Babies House, he went directly to the manager to tell her he wanted to help out by teaching the children English. At first she seemed hesitant to let him teach at the school, as she thought he was looking for a place to live at the orphanage as well. As soon as I explained that I already had a home and a job in Songhkla, she was happy to accept, says Murray. The Songhkla Babies House is home to about 200 children, ranging in age from diapers to 16. At first, Murray taught groups of 20 children after school. The program was mandatory, but Murray didnt believe that the children should be forced to come. He spoke with the manager and they agreed that the English class

would be optional. Making the class optional drove me to make it fun for the kids, so that they would want to come, says Murray. The kids who want to learn are the ones who will attend, and they are the most enjoyable to teach. Murrays classes quickly evolved into a fun place for the children to converse in English, play games and sing. Head and shoulders, knees and toes is a big hit with them, says Murray. He also brings in clothes to distribute as rewards for the children. Working in the orphanage was especially rewarding for Murray because of the relationships with the children. Those in the orphanage have no families to go home to at the end of the school day, he says; they are starved for attention and love, and become very attached to their teachers. The attachment goes both ways; the children can help fill a void for a pilot separated from his family. I would drive up on my motorcycle in the afternoon, and the kids would swarm around, waiting for a hug. They loved seeing adults.
Moving to Myanmar

Volunteer teacher and Kanbauk Base Manager Murray Bale asks school officials to make his English classes strictly optional in order to create a fun learning environment.
Giving the children an opportunity to learn and play is rewarding for Murray; he knows the classroom time is providing them with an atmosphere they might not otherwise get. Although they face continual hardships, all the children he has worked with have been incredibly happy with their lives. None of these children go hungry; it is the political instability and lack of amenities in their countries that constitute the hardships they face. Something we take for granted, such as electricity, is unreliable and often not available. In Myanmar, the children have been isolated for a long time due to politics and war. The majority of children are educated at a primary level, however there is no infrastructure to support children in later years of education, or in pursuing a career. By teaching the children English, Murray can only hope that a seed will be planted in the minds of a few, and that they will pursue dreams of education and jobs in other countries. Murrays work in teaching exemplifies CHCs ideals of social responsibility. I believe that we have a responsibility to the countries that we live and work in. These countries are not just vehicles for making a profit. We are part of the development of these countries and I endeavor to leave these places a little bit richer than when I arrived, says Murray

When Murray was transferred to the base in Kanbauk, he immediately went to the local school to find out if he could teach there. The headmaster was in favor of the idea; the children knew many English nouns, but did not have the basic conversation skills to put them together. Again, Murray set up an optional after-school classroom where children could converse and play in English.

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13

CHC HELPING COMMUNITIES CHC HELPING COMMUNITIES CHC HELPING COMMUNITIES CHC HELPING COMMUNITIES CHC HELPING COMMU

Township Challenge
IRISH VOLUNTEERS BUILD HOUSES FOR THE LESS FORTUNATE
Ciaran Smith and fellow Irish philanthropists raised money at home, traveled to South Africa and threw themselves at the backbreaking task of building solid homes in place of tin shacks. L to R: Billy Murphy, a Cape Town resident, John Corcoran, Ciaran and Sen Hart.

Ciaran Smith Winchman, CHC Ireland, Sligo

The Niall Mellon Township Challenge was launched in 2002 with the aim of improving the living conditions of the residents in one of South Africas many townships, Imizamo Yethu. The brainchild of Dublin developer Niall Mellon, the project has seen more than 350 brick homes built by Irish volunteers since its inception. Imizamo Yethu is a community of approximately 15,000 people living in tin hut dwellings,more commonly described as shackswith a general size of approximately 4m x 3m. Few of the shacks have running water and most residents are forced to share outside sanitation facilities. With millions of people living in shacks, this project had the potential to become a symbol of hope for many South Africans. This was the third year that Irish volunteers made the trip and the aim was to build 100 houses in two weeks. Each volunteer had to fundraise 4000 to make the trip. Trying to raise this amount of money was never going to be easy; however, I knew that with the support of my family and friends I could achieve my target. This years Township Challenge was staggered over two weeks with the aim of building 100 homes. I enrolled for the first week along with two hundred other volunteers. We arrived in Cape Town on the 28th of October and were amazed at
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Ciaran with 12 yr. old Yonela Matshona, who will be able to attend school for free thanks to Ciarans sponsorship.

the poor conditions that these people lived in. Here was this beautiful place with mansions overlooking the Atlantic Ocean and heated outdoor swimming pools; turn a corner and you have iron shacks running up the side of a mountain.When we entered the township we were gob smacked at the warm reception given to us by the locals. We couldnt help but be touched by the spirit and friendliness of the residents, and this inspired us to give 110%.We were divided up into teams of six, given a map and tools and we got down to work.We hit the ground running and each team was building a house a day up to roof level. It was amazing to see how quickly the new houses seemed to mushroom overnight.

The notorious Cape storms hit on the third night and flattened about 30 of the freshly built homes.However, rather than become despondent, we quickly remembered why we were there, cleared off the sites and got back down to the business of building again. By the end of our week in Cape Town, we were, amazingly, back on track. It wasnt all work for the builders.We were also treated to a visit to the local primary school where I met one of the school children, 12 year old Yonela Matshona. It was here that I got an opportunity to sponsor Yonelas education. It cost the equivalent of 50 to pay for one years education, a tracksuit and a school uniform. By the end of the second week, 106 homes were built. The fact that we had surpassed the target became all the more rewarding when we realised that around 800 of the residents would have a proper home, running water, electricity and a toilet for the first time in their lives. Their joy was clear to see as the keys were handed over to them on the last day of the challenge. When I first heard about the challenge in 2004, I never dreamt that I would have been able to raise the money to make the trip. But thanks to the very generous sponsorship of CHC Ireland and my work colleagues I have been fortunate enough to be a part of something very special. I would like to thank everybody who sponsored me to take part in this challenge. I will never forget their kindness and generosity. The Irish stand shoulder to shoulder with the South Africans in our desire to see the end of shacks in this country. Your sore muscles, burnt faces and weary backs will heal. But the pride you take home with you will never leave you. Niall Mellon

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CHC GLOBAL

CHC Aircrewman overcoming serious injury


As a rescue aircrewman for CHC in Australia, Danny Clarke has witnessed a lot of perseverance in the face of injury and suffering. Among his many missions was his rescue of a sailor who had not only been burned while welding, but had fallen overboard from a tanker off the Western Australia coast. Now Danny, 25, is facing a double setback of his own, but true to his character, he has not let injury weaken his resolve. Danny suffered a childhood injury that left him completely deaf in his right ear. Despite the hearing loss, Danny relentlessly pursued his dream of becoming a helicopter winchman, which he realized 8 April 2003, when he became a winchman/rescue swimmer for CHC Australia, after working as storeman since 2001. Then in October of 2005, Danny was walking home after a night out with friends when a stranger approached him and started acting aggressively. Unprovoked, the stranger attacked Danny viciously. Despite Dannys attempts to pacify him, the stranger struck him heavily across the face. Danny fell to the ground and fractured the base of his skull on the hard walkway. The head injuries led to the loss of hearing in his left ear, leaving Danny completely deaf. Despite the terrible injury, Danny did not give up on his dream career. On February 9, he underwent one of the first simultaneous bilateral cochlear implant procedures in Australia. Its an expensive procedure, but one of the cochlear implants was sponsored by the Lions Ear and Hearing Institute in Perth, where the surgery was performed, and CHC employees are helping Danny raise the remaining funds. CHC employees at the Pearce Base raised $4,800 for Danny and other assistance is still coming in. A musician as well as a winchman, Dannys total deafness would have prevented him from carrying on with the life he loved. The complicated three-and-ahalf-hour bilateral cochlear surgery may

Rescue aircrewman Danny Clarke has overcome his hearing loss thanks to advanced surgery and help from friends at CHCs Pearce Base. L to R: Simon Weyling, Doug Martin, Danny Clarke, Phil Peel, Brodie Prideaux.
allow him to regain about 80% of his hearing in both ears. The ability to listen to his loved ones and the other voices of the world are what he looked forward to most before his surgery, in addition to hearing music again. Danny hopes to be able to return to work as an Aircrewman, but it is not known whether health and safety regulations will permit it. Dannys ears were turned on in late February, after the successful completion of the surgery. He is now capable of voice recognition, and doctors are thrilled with initial hearing results. There are still adjustments to be made, and a lot of work ahead for Danny, but he is thrilled by every new sound he relearns. He is almost overwhelmed by hearing his phone ring again after three months of silence. Donations can be made by contacting Maureen Hayward, the payroll administrator in the Adelaide Head Office at mhayward@chcaustralia.com

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15

CHC GLOBAL

Humberside helps

Canadians a long way from home


Jay Gates

Last year, the Air Traffic Control office at Humberside International Airport passed a courtesy note to Jay Gates, CHC Base Manager at Humberside, informing him that a Canadian registered aircraft would be performing some survey work at low level, out over the North Sea, which might have an impact on CHCs offshore helicopter flying operations. Some three weeks later two young pilots, Tania Lor and Justin Ladouceur of Sander Geophysics, arrived at Humberside Airport in their survey-equipped Cessna 404 Titan. The aircraft was specially fitted with a stinger, carrying an aerial magnetometer, and would be carrying out airborne seismic survey mapping on behalf of ConocoPhillips, who were also a major client of CHC out of Humberside. Their survey area was 100 miles offshore where there was daily helicopter activity to 12 gas platforms, three of them right in the middle of the survey block, and the Canucks wanted to find out as much information as possible to assist them with their flight programme. After a quick tour and basic overview, the surveyors were introduced to Roger

Lyons, a senior captain and S76C Line Trainer who had just finished his flying programme for the day. Roger is well known for detail in all that he does and happily took the two Canadians under his wing to give them his usual in-depth brief which continued for over an hour. CHC S76C helicopters operating out of Humberside provide crew change flights to platforms, which use various radio frequencies for direct contact with helicopters and Lower Airspace Radar Service (LARS) in this region. It that is not enough theres the added non standard element of the British Government Fisheries Patrol Aircraft, call sign Watchdog, which regularly flies low level patrols throughout the survey area, but with no obvious pattern. The ability of the Canadians to fly safely in this area was paramount, not only to the benefit of the CHC helicopters in the area, but also for the reverse reason. Tania and Justin would be flying a fixed box pattern (i.e. no deviations), on strict NorthSouth lines, at a constant 150 knots and at 650 feet AMSL. The strict requirements of the survey meant that they would only be flying Day VFR and to make life more complicated, they would be operating at this low level without lights, as the naviga-

Base manager Jay Gates, right, shared his expertise and helped visiting Canadians Tania Lor and Justin Ladouceur fly their survey aircraft more safely in busy North Sea air space.

tion strobe lights could not be used whenever the magnetometer was operating. As Justin had never conducted a survey over such a hostile overwater environment before (the North Sea is only 8C at this time of year), Roger gave them the full details of HOTA (Humberside Offshore Training Association), the local Survival School where ditching, egress and liferaft procedures can be practised. CHCs HeliOne division arranged the rental of crew survival suits for the duration of their survey. They finally walked out of their brief from Roger with more information than they could ever have hoped for. The staff at CHC were able to furnish the Canadians with information on everything from where to obtain avgas, to how to replace a few parts on the Cessna and where to find the best hotels in the region. Over the next couple of weeks, the two crews exchanged technical information about their aircraft, and before long Justin was converted to helicopters, indicating he would like to switch from fixed wing flying to rotory wing, and get his Canadian CPL(H). We even found some aviation connections between our crew and theirs. It turned out CHC pilot Peter Moggridge had once flown a Starduster 2 in Brampton, Ontario, and Tania not only knew the aircraft, she knew its owner well. Later, Chief Pilot Capt. Alessio Candido discovered that he had relations living in the same Toronto suburb that Tania lives in. Thanks to fine spring weather and a little help from CHC, the Canadians completed their 20-mile square survey box which comprised 195 flight lines and 3,900 nautical miles of aerial survey ahead of schedule. On their final day in Humberside, both Tania and Justin walked into the CHC Terminal to express their person thanks to everybody at CHC in Humberside for the assistance they had received. A great learning experience for both sides, there was just one last thing the Humberside team had to teach the Canadians: where to find the best pubs in the region

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EMPLOYEE MAGAZINE

H1 EUROPE

Heli-One surpasses 300


AS332 gearboxes and main rotor heads
Karl Gjelvik Business Manager Dynamics Heli-One (Norway) AS

Stavanger facility is the only non-OEM repair centre for MK II Dynamic components. Heli-Ones Dynamic Components workshop at Stavanger, Norway, has surpassed a major milestone, successfully overhauling more than 300 AS332 Gearboxes (main, intermediate & tail), and more than 300 AS332 main rotor heads. The Dynamic Components workshop is the only approved R&O center other than Eurocopter (EC) licenced to overhaul dynamic components on the Super Puma AS332 MK II. Now called Heli-One Dynamic Components, the workshop was established in 1972 to support high-utilization helicopters operating in the rapidly growing North Sea oil industry. Expansion gave the facility the capability to meet the needs of the entire Norwegian fleet, including Bell 47, 205, 206, 212, 214, 214ST, Sikorsky S61N and Boeing Chinook BV234 over the years. The introduction of AS332 Super Puma lead to a relationship with Eurocopter in which Heli-One became an approved Technical Repair Center for AS332 MK I dynamic components in Scandinavia (1994). This required investment in spareparts and tools, technical training at the EC plant in Marignane, France, and later, the acquisition of helicopter transmission test facilities: a full load test cell certified by EC and designed for testing AS 330, AS332 MK I and MK II. Our professional workforce in the workshop, as well as in logistics and planning, has secured the lowest Turn Around Time (TAT) achievable and led to an increased demand for service. Today HeliOne provides maintenance on AS332 dynamic components to customers all over the world. Based on our experience on AS332 MK I, the introduction of MK II dynamic

Heli-One Norway Dynamic Component workshop team members Roy vreb, left, Sigmund Sandve, Kurt Dyrli, Ingvar Espedal, Ernst Knutsson have helped reduce turn-around time and increase thirdparty demand.
component service was a logical step, and led to the expansion of our production area. We completed our first MK II gearbox overhaul in November 2003 and the production area expansion was completed a year later. Training of HeliOne personnel has been performed on site in Stavanger, carried out by EC experts on actual components. Tools and spare parts necessary for this new activity were already available in our workshop, and the test rig was certified for MK II components, allowing a smooth transition from the previous PBH arrangement. The Heli-One Dynamic Component workshop is one of the most experienced component workshops in the world. A number of our technicians have been in the business for more than 20 years, and some more than 30 years. The team includes 40 professionals organized under Dynamics, Test Benches, Hydraulics and Non Destructive Testing who service more than 60,000 AS332 operating hours on PBH support. Customers includes Cougar Helicopters and the Swedish Air Force in addition to CHCs own fleet, and ad-hoc customers all over the world. Our strong relationship with Eurocopter is one of the keys to success, giving us timely access to technical expertise and highest quality OEM spare parts. Eurocopters professionalism and technical and logistic support, in conjunction with Heli-Ones organisation, has proven to be the precise formula for success

L to R: Haavard J.Dahle, Sigurd Sviland, Yves Siegel (Instr. Eurocopter, France), Tor Inge Scheie, Arild Lode

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17

CHC ADVENTURE

Crossings to Cocos
Adventures on an island charter
I was a most unlikely candidate to be chosen as a flying spanner on these charters but purely by chance, when I qualified for my first LAME licence (1961), I was the very first person to be issued with a gas turbine licence without holding a piston engine licence. The authority (Australian DCA in those days) had altered the basic examinations to make this possible. I remember that at the time several of the old-timers were not pleased at this watering down of standards! I was Adelaide-based with TAA and we were the base chosen to support this charter, as the engineering staff there were ex-military and very experienced on piston engines. I had moved to Adelaide in 1964 and found that I was 14 years younger than the youngest of the rest of the engineers so immediately I became the boy. My boss at the time added me to the team of three engineers supporting the Cocos charter; much to the absolute dismay of the rest of the engineers. They were convinced that without the pre-requisite 50 years on thumpers, I was destined for a very rough ride trying to keep a DC4 serviceable. Of course all of this did nothing for my confidence, but I said nothing and just kept my fingers crossed. The DC4 would come through Adelaide, where the engineer would join the aircraft en route to Perth. It was comforting knowing there was engineering support in Perth, so that any potential problems could be dealt with prior to the charter. After an overnight in Perth, during which the aircraft was re-configured to mixed cargo and passenger and a basic galley installed, the DC4 would leave for Cocos at first light. The crew of two was augmented by two cabin attendants and a navigator. The plan was always to cruise at around 8,000 feet mainly for the comfort of the dozen or so passengers we carried. Some trips were very eventful. I remember being short of breath and going to the cockpit to ask why, only to find that we were lost, the poor navigator was beside himself and the aircraft was up at 11,000 feet in an attempt to pick up the NDB signal from the Island. I believe this experience resulted in changes to the DC4 navigation SOPs! We quickly learned to take with us the things that the islanders missed most: newspapers, oranges, apples, pastries. That assured us of plenty of assistance and hospitality. In turn we could buy Seiko watches and other duty free goods that came in on the bi-monthly boat from Singapore. Once we become involved with a cyclone and diverted to Darwin on the way back. It was a very rough trip and many of the passengers and the cabin attendants were airsick but the DC4 was a pretty solid aircraft and was unaffected. On arrival in Cocos, the aircraft had to be serviced and attended to, any defects rectified, a basic fuel load added and a detailed post-flight inspection carried out. I was alone in my particular approach to this. I would always stay and finish all of the work possible before I left the aircraft. I discovered that the other engineers on the charter would leave the aircraft and only return early in the morning to prepare for departure.

Nigel Woolmer, HSEQ Manager, Australia

I spent a considerable amount of time driving around Australia with Greg Wyght recently, from Sydney to Wollongong and across the Great Dividing range to Canberra. During one of our many conversations I told him about some of the things I had done in my 50 years in aviation. I was quite surprised some weeks later when Greg asked me to produce an article for the CHC Adventure feature. The result is the story of my visits to the remote Cocos Islands. During the late 1950s and 60s, Qantas airline operated an Australia-to-South Africa route with a refuelling stop in The Cocos (Keeling) Islands, a remote and beautiful outpost 1,709 miles (2,750 km) north-west of Perth. Its closest neighbour is Christmas Island, some 560 miles to the northeast. When Qantas took delivery of the new version B Boeing 707s in the early 1960s, Cocos was no longer required, but being an Australian Protectorate, it was considered strategically important and as a result, a contract was let to support the Islands with a bi-weekly service provided by Trans Australia Airlines (TAA) from Perth. The service began using Douglas DC4s (C 54/R5D), which were originally built in 1942 but did not see commercial service until 1946. This was a big aircraft and its performance was astounding for its time, offering presentable cruising speed, good range and a duration of 14 hours. I recall it being said the aircraft consumes a gallon a mile. The fuel was the volatile 110LL (purple Avgas).

The fuel was not topped all the way up until the morning otherwise the relatively cold fuel would gradually expand overnight, run out the vents and leave the aircraft standing in a puddle of Avgas!
I was lucky as it had happened to one of my colleagues first and I was able to avoid the mistake.

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EMPLOYEE MAGAZINE

CHCs Barry Clouter


ELECTED OFFSHORE TECHNOLOGY CHAIRMAN
Barry Clouter, CHC Global Operations Regional Director for the Americas, has been elected Chair of the Board of OTANS, the Offshore-Onshore Technologies Association of Nova Scotia. Barry has worked in the aviation industry for 30 years and has been with CHC since 2001. Barry was elected as Chair of this Eastern Canadian trade association, which represents companies that provide goods and services in support of offshore oil and gas activities in Atlantic Canada, at the annual meeting of the association in Halifax in February. He was first elected to the OTANS board in 2004 and was Vice Chair of the association in 2005. Speaking to over 300 business leaders at the OTANS dinner, Barry listed his objectives for the association in the coming year, which includes greater cooperation between the business communities of Nova Scotia and Newfoundland and working with companies such as ExxonMobil and Encana to jump-start more activity. OTANS, on its own, cannot find the natural gas, Barry said. But we have, and we will during my year as Chair, do all we can to create the business conditions needed to give exploration a real shot. The night had a real CHC theme. The annual meeting guest speaker was CHC President and CEO Sylvain Allard, who gave a presentation on CHCs Safety Management System and safety philosophy. The CHC SMS allows for more effective tracking of accidents and prevention of similar occurrences. Sylvain conveyed the important message that every employee, including the CEO, needs to be aware of all safety issues within the company, and must be aware of, and committed to, best practices when it comes to incident prevention

The engineers decided to make some covers for the magnetos to keep out the humidity and ensure an easy start and no mag drop prior to departure. The magnetos were at the top in the front of the engine and were susceptible to moisture. I was advised by one of the more experienced engineers in Adelaide not to use these but to equip myself with a small Dry Nitrogen bottle and in the morning, connect this to each of the magnetos in turn (the magnetos had convenient bayonet connections for just this purpose) and blow them out. It never failed! It was ironic that the other two engineers on the charter would never adopt any of my ideas (I was too young) until well into the second year of the operation. In the three years of operating with the DC4 I was very fortunate; I never had a single defect, never had a delay, never a missed start. The others had magneto changes, instrument problems, generator problems, two engine changes, a governor change and various other defects. Cocos was a beautiful place to visit and was completely unspoiled at that time. It was a great experience, not least because of the chance to get close to a past aviation era which was the DC4. I learned a lot about thorough preparation, risk assessment and attention to detail. This reduced risk and paid off for me and for those I directly supported on the charters. I also could see that the information we gained should have been more readily shared among the engineers a good safety management principle that has stayed with me to this day

Barry Clouter, CHC Global Regional Director for the Americas, makes his first address as Chairman of the Offshore Technology Association of Nova Scotia.
CHC President and CEO Sylvain Allard conveys the importance of the Safety Management System.

The CHC team in Halifax.

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CHC GLOBAL

CHC mechanic pushes Norwegian rugby team to victory


Robert S. Eaton

Norways national rugby team and CHC Solas Lewis Eaton made a big impression on the international rugby scene in 2005. The team won all 3 of their international matches, and Lewis played at front row forward as he does for his local club Stavanger Rugbyklubb. While this tough sport is big business at the highest level, thousands of players in up to 100 club still play for love of the game as amateurs. The origins of the game are in some dispute, but Rugby School in England claims to be its birthplace. A plaque there reads: This stone commemorates the exploit of William Webb Ellis who with fine disregard for the rules of football as played in his time first took the ball in his arms and ran with it thus originating the distinctive feature of the rugby game. A.D. 1823. Norways victims in 2005 were Finland (home), Israel (away) and Azerbaijan

(home). Players must pay for their own travel and living costs, and need understanding employers to allow free time for a training day or two before a big match, when the selected players come together from all parts of the country. Lewis, a mechanic at CHC Solas repair shop since completing his apprenticeship

there, was introduced to the sport while at school in Singapore. It was in the blood, I guess says Lewis, who was born in Wales, a fanatical rugby nation. They say the Norwegians are born with skis on their feet. Well, the Welsh are born with a rugby ball in their hands. Lewis came to Norway at the age of four. His introduction to the ruffians game played by gentlemen came when he was 16 and his fathers job took the family to Singapore for a year. Starting his apprenticeship in Stavanger back in Norway, the Rugbyklubb provided a sporting and social framework for Lewis. Stavanger Rugby Klubb was formed in 1978. Nationalities from around the world are represented, befitting Stavangers status as Norways oil and gas capital, but Norwegians now form an increasing percentage. Men , women, boys and girls of all playing standards and experience are members, training and playing competitively in the Norwegian Rugby Unions leagues and tournaments. The national union has nearly 1,000 members, approximately one half men, a quarter women and a quarter juniors. There are now clubs in Oslo, Bergen, Trondheim and other towns along coast of Norway. The expense of travel and the weather limit the number of competitive matches that can be played.;this in turn hampers the development of the national team. To build on the success of 2005 and to climb up the world rankings, there is no substitute for regular collective training and competition. Sponsorship for training camps would provide a new impetus and make up for the restrictions imposed by geography and climate on the progress of those who play for the love of this world game

On the ball: CHCs Lewis Eaton plays front row forward for the successful Norways National Rugby Team.

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EMPLOYEE MAGAZINE

CHC GLOBAL

Wading through snake-infested waters


T.J. Ellis Operations

On October 15th, 2005 a call came in to the India Dolphin base notifying the crew that a dam had been opened, and water was starting to flood into the airport. The 14th of October had been a bad weather day, and the pilots had been unable to complete their missions. When Capt. Boehm Tony arrived at the airport with his crew, they found the aircraft was safe. However, a short while later the crew was notified of another

baggage carts. In the terminal the ground floor was completely flooded with waist deep water. Everyone moved to the first floor with great difficulty; during all this, some of the crew fell into the water a few times, resulting in damage to their mobile phones, and the CHC digital camera, through which the events were being recorded. Again, information was relayed that more floodgates were going to be opened. After seeing the water rise steadily, the crew went to check on the aircraft now on the Navy side. With water now so high,

Capt. S. John, left, and Roy Joyce indicate the maximum height of floodwaters at the Terminal building.
floodgate being opened, and water was starting to rise. The machine was now sitting in about three inches of water, and the decision was made to move the machine to the Navy side, which was on higher ground. While the machine was being moved, the parts were also being put onto higher shelves, as the water was slowly creeping higher. Once landed, the helicopter was lashed down with picketing blocks borrowed from the Navy. The crew was then driven back to the hangar, where the water was as high as the bonnet of the car, and at one point the car went off the road , which was not visible through the dirty water. Soon after their arrival at the hangar, the water had reached the top of all the their only option was to walk or wade the one kilometer distance to the machine. Capt. John, Tony, Savio and Roy left the helper and driver at the terminal, with instructions to evacuate, and began their trechearous journey to the aircraft.The water was chest deep with rodents and snakes all fighting for higher ground, but they continued on with nothing but a stick for their defense. When they arrived at the machine, the water was several inches deep already. Once at the aircraft, officials were contacted with the only surviving phone, and the crews decision to relocate the aircraft at their own risk was conveyed. Once again the pilot flew the machine to the highest ground, an isolated area which was rela-

tively dry. After parking the machine, two cobras were spotted, one five feet long; this prompted the crew to wade through the water again to try and reach the Naval base, which was closest to them. After speaking with the air personel in charge of the Naval evacuation, the CHC crew was informed that they could be put in a Gemini raft after the evacuation requirements had been completed. However they were also informed that no evacuation would take place after sunset. Luckily, though it was dark after everyone else had been evacuated, the Gemini driver assured everyone he was confident with the route and could take them back to safety. The raft dropped them ahead of the terminal on a mud bar, a kilometer from dry area. Again they began wading through the water in the darkness to the highway, which they reached after an agonizing hour. As their car was under water, they took another car back to the hotel. We would like to extend a sincere Thank-you to all crew members involved in the India operation, went above and beyond their call of duty. Thank you to each and everyone of you, Roy Joyce, Savio Rodrigues, Capt B. Tony, Capt. John, Krishna, and Rama

Roy Joyces office was temporarily converted to a murky swimming pool, the level of which very nearly reached the aircraft manuals and computer equipment.
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CHC HELICOPTER CORPORATION

21

People around the world


Welcome Aboard
HELI-ONE
Norway Inger Marie Monsen - Accounting assistant, Bjrg V. Eilertsen - Trainee Customer Support, Thomas Hillestad - Trainee Component planner, Inger Lise Tallaksen - Customer Accountant, Tore Mohaugen - Skilled worker, Structure workshops, Brigt Aartun - Skilled worker/Avionic workshop, Terje Solhoff Skilled worker, Avionic workshop, Tonje Melby - System Engineer Avionics, Kjetil Medby Manager Finance, Erling Nilsen - Skilled worker, Hydraulic workshop, Eli Lokna - HR Adviser, Terje Lange - Skilled worker/ Component workshop, Janne Zeiffert - Technical Record Administrator Vancouver Arthur Aguila - Purchaser, Valerie Beames Tech Records Clerk, Tracy Clement - Receiving Inspector, Tom Cole - Customer Support Officer, William Davis - Director of Base Maintenance, Cherry Fedalizo - Business Support Assistant, Marcia Fromberg - Customer Support Officer, Christina Gagno - Project Supervisor/Business Support, Natalie Haywood - Marketing Analyst, Nada Ilic - Component Planner, Mohamed Ismail - Component Planner, Steven Joswig Cleaner, Andrew Kastak - Apprentice Technician, Jiho Kim - Apprentice Technician, Deirdre King - Purchaser, Tom Letherby Aircraft Maintenance Engineer, Teena Mola HR Project Coordinator, William Schuss Tech Records Clerk, Antoine Sonnendrucker Hangar Manager, Kathy Strauss - Data-Entry Clerk, William Tsuei - Purchaser, Chrisanthos Vavaris - Test Cell Operator, Victor Wong Apprentice Technician Engineer/Level 12 Avionics, Gideon Joubert Pilot/Level 10, Barry Lashley - Pilot/Level 10, Daniel Martin - Pilot/Level 10, James McCaffrey - Pilot/Level 12, Gregory Negro - Engineer/Level 15, Jon Palsson - Engineer - Level 14, Jao A.Silva - Pilot (contract), William Stainthorpe Pilot/Level 14, Boban Stamenkovic - Pilot/Level 14 Dash 6 Captain, Mario Straub - Engineer/ Level 14, Jens Barre Valdal - Engineer/Level 14 Dash 8, Stephanie Brown - Apprentice/ Engineer, Robert Chapman - Technical Oversight Mgr, Susan A Di Giacomo - Technical Writer, Terri Harrett - Receptionist, Ian Hunt Travel Coordinator, Ekwitt Inthong - Engineer/ Level 2, Duduzile Kheswa - Receptionist, Ludmila Kolesnitskaya - Avionics Specialist, Clifford Lawrence - Maintenance Planning Mgr, Aubrey Allison Lim - Visa & Work Permit Coordinator, Hua Luo - Software Developer (contract), Kirsten Pfortmueller - Trainer, Irina Sakgaev - Executive Assistant, Ashley Stotts Engineer/Level 4 Africa Chris Calnan - Base Manager/Libya, Jide Adebayo - Regional Director/Africa, Moira Smith - Financial Director/Africa, EJM Lamberty - Pilot/Libya, PJ Beelen - Pilot/Libya, MW Klerk - Pilot/Libya, AC Leefers Pilot/Libya, Graham Day - Engineer/Cape Town, Edwin de Mornay - Cadet Pilot/Cape Town, Hennie Steyn - Inspector/Cape Town, Piet Botha - Engineer/Namibia, Julia Lebaka Cleaning Assistant/Cape Town, Jacques de Steur - Engineer/Libya, Hendrik van der Willik - Engineer/Libya Den Helder Hilma Tolsma - Assistant Human Resources, Petra Van Saaze - Business Unit Leader Humberside Matthew Johnson - Dispatch officer, Scott Siddorn - Temporary dispatch Officer, James Barnett - Co-Pilot, Andrew Gardner Mechanic North Denes Peter Miasek - Ramp Dispatch, Peter Watts Co-Pilot, Rene Krsitensen - Co-Pilot, Jason White - Mechanic Sligo Leif Holmegard - Co-Pilot Norway Randi Thomassen - Company Nurse, Kirsten J.M. Kocx - Co-pilot, Jrgen Johnsen Co-pilot, Ronny Lie - Skilled Worker, Franciscus F. Van Dommelen - Co-pilot, Lars Gullander - Co-pilot, Anne Marie glnd Officer Assistant, Magnus Molnes - Co-pilot, Christian Mrkve - Co-pilot, Hans Stensvold Ramp/Cargo Assistant, Laila Helen Aksnes Cleaner

Promotion/Changes
HELI-ONE
Norway Kenneth Hovelsen - Project Manager/Base Maintenance, Kirsti R. Frantzen - Apprentice Coordinator, Lasse Anfinsen - Inspection Supervisor, System Avionics, Birgit E. Smeby Business Support Officer, Brit Rosengren Team leader Accounts Payable, Kjellaug Horne - Coordinator Logistics, Signe Espeland Manager Technical Record operations

EUROPEAN OPERATIONS
Aberdeen Angus MacLeod - Aircraft Mechanic (unlicenced), Jonathan Barrett - Mechanical Design Engineer, Stanley McCallum - Technical Auditor, Paul Gowland - Technical Trainer, Lauraine Grant - Accounts Assistant, Morris Colenbrander - Accountant, Alistair Ingledew Co-Pilot, Norman Wright - Co-Pilot, Marie Pontoppidan - Co-Pilot, Scott Carmichael Technical Auditor, Jonathon Beddoes - Flight Standards Co-ordinator (UK), Martin Murray Aircraft Mechanic (unlicenced), Claire Reynolds - Maintenance Programme Administrator, Mark Robson - Co-Pilot, Ann-Elin Karlsson Ops Desk Controller/Norwegian Desk, Stephane Rebeix - Co-Pilot, Simon Dupont - Co-Pilot, Karen Clark - Business Information Analyst, Shona Robertson - Operations Data Analyst Denmark Thea Blume - Pilot, Fini Felbol - Engineer Lars Korsgaard - Pilot, Claus Christensen Ops Officer

CORPORATE:
Neil Dorken - Director of Business Information (from Corporate office to Heli-One, Amanda Hobson - Treasury Manager

CORPORATE
Jeffery Ho - Legal Entity Accountant, Marian Jakovcic - Manager, Internal Auditor, Nancy Montgomery - Director, SOX Compliance, Ravinder Kaur Purewal - Accountant

EUROPEAN OPERATIONS
Steve Hodger - Heliport Services Supervisor (Temp), Simon Cotterell - Flight Crew Manager Ireland, stephen Cropper Line Coordinator, Alastair Finlay - Senior Technician, David Darwin - Senior Technician, Keiran Murray - Captain, Richard Prescott Captain, Graham Marshall - Line Coordinator, Terry Boddy - Captain, Tony Ridley - Captain, Mark Kelly - Chief pilot, Jenny Barclay - Ops Cell Manager, Daithi O'Cearbhallain - Senior Crewman/Training Crewman, David Rolfe Captain, Paul Rooke - Head of Training (UK), Harry Watt - Captain, Jennifer Davidson Training Administrator, Torstein Sandven Co-pilot, Peter Allison - Quality Manager , Dave Richardson - Engineering Supervisor, Alan Wright - Co-Pilot, Andrew Adams

GLOBAL OPERATIONS
Vancouver Bjorn Petter Ankjell - Engineer/Level 10, Santiago Beaudean - Pilot/Level 8, Thor Abel Berthelsen - Technical Oversigh Manager Engineer/Level 14, Paul Bordewich - Pilot/Level 12, Bruce Drummond - Pilot/Level 10, Graham Dunne - Pilot/Level 12, Rene Frederiks Pilot/Level 14 Dash 6 Captain, Sigurdur L. Gislason - Engineer/Level 14, Hannes Haberl Engineer/Level 14, Simon Heath - Engineer/ Level 11, Darren Hickenbotham - Pilot/Level 10, Bent S. Hvidberg - Pilot/Level 14, Phillip Jackson - Engineer/Level 14, Brett Jensen -

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CHC HELICOPTER CORPORATION

EMPLOYEE MAGAZINE

Denmark Christian Bay Pilot Den Helder Romeo Pieck - Storekeeper, Jack Van Sligter Helideck Inspector / Helicopter Safety Instructor, Joost Hettinga - Flight Standards Coordinator, Rolf de Gier - A Cat 2 Licenssed Engineer, Wouter van Lunteren - Senior First Officer, Erik van Gelder - Senior First Officer Norway Terje Thorrud - Crew Training Manager Europe, Ulf Selset - Nominated Postholder Ground Operations, Dag S. Johansen Manager Technical Training Europe, Maximilian De Bruyn - Flight Safety Advisor, Ole-Andre Lindanger - Programme Engineer, Inge Antonsen - Technical adviser, Ove Grafsrnningen - Fleet Training Captain S92, Colin Roy ter Braak - Fleet Training Captain AS 332L2

Pilot/George, Louis Schutte - Engineer/ Namibia, Tim Ovchinnikoff - Pilot/E G, Brian Accom - Technical Librarian/Cape Town

EUROPEAN OPERATIONS
Peter Leonard - Chief Crewman/Shannon, Peter Allison - Technical Quality Auditor, Chris Tunnicliff - Snr Technician, Rune MeinicheBache - Ops Cell Manager, Peter Collins Captain, Malcolm Calder - Technical Clerk, Andrew Adams - Business InformationAnalyst, Simon Boone - Ops Dispatch Officer Denmark Kimsley Bridle - Pilot, Kurt Johansen - Pilot Den Helder Igor van der Hoeven - Hoist Operator, Martijn de Jong - Hoist Operator, Paul Beelen Sr Captain RW, Gertjan Sijtema - Captain RW, Jarno Mesman - B Cat 2 Licensed Engineer, Harmen de Dood - Captain RW Norway Thorstein Stenbek - Captain, Slvi E. Lvs Crew Planner, Mette Sirevaag - Crew Planner II, Helge Hofland - Captain, Terje Solesvik Sales and Customer Support, Lars O. Lundberg - Team Supervisor, Per Gram - Captain, Ingvar Kristiansen - Captain, Kjetil Bjrnson Resource Director Europe, yvind Strm Mechanic, Finn Berg - Captain, Jacob Chr. Rrdam - Captain, Dan Paulsson - Operations Officer, Tommy Krakenes - Co-pilot, Laila stb - Technician

Mathiesen, Frode Smraas, Kolbjrn Ove Stlen, Vidar Sle, Lars Erik Tngefelt, Sidsel Gjessen Myre, Berit Opgrd, Mette Sirevaag, Greta Stokmo Skjrseth 10 years Tore Loe, Hkon Johan Sklsvik, Vivian Krger Andersen

Births

CORPORATE
Chris Wales' and his wife Peta had a girl named Georgia borne / 18 Mar 2006

GLOBAL OPERATIONS
Africa Peter Phillips (engineer at Cape Town) and his partner Sue had a girl Kiara /26 Feb 2006, Nelson Gqibani (flight attendant/engineering assistant) and his wife Nobongile, a girl Buyiseka Victoria, Julia Lebaka (cleaner at Cape Town), and her husband had a daughter Aviwe /15 Jan 2006.

GLOBAL OPERATIONS
Australia Blair Robertson - RCM, Peter McDonell ACM, David Land - ACM, Guy Jackson - Pilot, Dean Benson - Pilot, Tim Gent - Overhaul, Lori Turle - Administration Officer, Kynan Thiele - to FT, Karen Sawyer - Finance, Oliver Voegelpoel - Apprentice, Micah Hill Apprentice, Christopher Peacock - RCM (12 month temp), Micah Bernoff - RCM, Anthony Caines RCM Africa Johan Joubert - Pilot from Namibia to Global, Joshua Williams - Pilot from Namibia to Global, Ron Yalowica - Pilot from Ivory Coast to Global

EUROPEAN OPERATIONS
Timothy Leas' (First Officer) and his wife Maureen had a girl Freya Iona Lea / 20 Nov 2005, Nick Ledgers'- (Co-Pilot) and his wife Jeannette had a girl Sophie Eliza Ledger / 05 Mar 2006, Bjorn Tore Kjaerlands' (Co Pilot) and his wife Ranveig had a girl Mari Kjaerland / 07 Mar 2006

Awards

DEN HELDER
Dirk Jan Martens (Senior First Officer) and his wife had a boy Noah Martens / 22 January 2006, Mostafa Essataa (Platformmedewerker) and his wife had a girl Basma Essataa /22 Jan 2006

EUROPEAN OPERATIONS
25 Years Peter Purcell 20 Years Steve Potton, Peter Thame 15 Years Andrew Beattie, David Monro, Paul Lunn 10 Years Samual Manning, Andrew Allen, Keith Murray, John Monaghan

Departures/Retired
HELI-ONE
Norway Ordin Husa - Commercial Manager, John Inge Korsvik - Team leader/Avionic workshop, Siri Egeland - Purchaser, Per Kristian Lund Skilled worker, Machine workshop, Sigbjrn Langerud - Skilled worker, Engine workshop, ystein Raknes - Skilled worker, Avionic workshop, Stian Ramsey - Skilled worker, Component workshop

Engagements
Australia Lincoln Gabel (Pilot) and Sue Glass engaged in February 2006

Deaths

DEN HELDER
25 years John Berndsen 12.5 years Ivar Koster

GLOBAL OPERATIONS
Africa Kowie Visagie, Wife of Tommy Visagie, Engineer Cape Town, after a long struggle with cancer.

CORPORATE:
Jo Mark Zurel - Senior Vice-President & Chief Financial Officer

NORWAY
30 years Endre Skimten, Karl Stabell, Trond Reidar Strand, Odd Stlsvik, Vidar Tajet 25 years Per Johan Cappelen, Torbjrn Frafjord, yvind Friis-Ottesen, Hendrik Hogebrug, Oddvar Hopland, Kjell Reiestad, Colin Roy ter Braak, Leif Inge Torkelsen, Arnulf Torp, Torill Asbjrnsen 20 years Jann Karsten Holan, Atle Jensen, Brede

GLOBAL OPERATIONS
Australia Darryl Cowling - Overhaul, Mark Stewart ACM, Mick Macfarlane - ACM, Garry Crane Eng, Sarah Chinnick - Management Accountant Africa Karl Zehrt - Regional Director/Africa, Karl Pittermann - Financial Director/Africa, Gerhard van Deventer - Pilot/Namibia, Peter Rendall - Engineer/Angola, Craig Links -

CHC HELICOPTER CORPORATION

EMPLOYEE MAGAZINE

23

CHC stalwart retires


The 31st of December 2005 marked the retirement of Capt. Bernard Charles John Williams Barney, as he is affectionately known, wrapped up his 37-year professional flying career in Super Puma VHLHK based in Dili, Timor Leste, flying under contract for ConocoPhillips. To commemorate the event, the airport fire service gave Barney a traditional tribute

to his last flight, albeit in less than perfect weather conditions. Barneys career with CHC Helicopters (Australia), formally Lloyd Helicopters, has spanned 17 years and has encompassed multi-engine, IFR, check and training positions in both EMS and Offshore. Numerous Base Management positions were fulfilled by Barney, sometimes in extremely difficult circumstances, not the least of which was the operation of ticular rescue in the Timor Sea in a Bell 412: We rescued 15 passengers from a Bell 214ST which had ditched into the Timor Sea. The helicopter had inverted in ten-foot seas before any of the passengers could get out. Thanks to the HUET training, all passengers got out without any injuries. Oves professionalism and enthusiasm towards his job are an inspiration to all those who have worked with him over the years. We thank him sincerely for his efforts and look forward to a continued working relationship with him for many more years.

Super Pumas during the civil unrest and independence elections in the struggle for Timor Lestes autonomy. All of Barneys colleagues offer their congratulations and best wishes as Barney now starts his new career of travel, wine appreciation and reducing his golf handicap

Ove Kvick receives service award from Chris Ridings


Ove Kvick celebrates major milestone
Melinda Goodale Resource Administrator

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.

Ove Kvick, a Senior Base Engineer has just celebrated a marvellous milestone of 25 years with CHC Helicopters (Australia). Oves helicopter career began with the Royal Swedish Navy in the early 70s as a crewman and engineer, resigning as Chief Petty Officer in 1979 and emigrating to Australia. Ove began with Lloyd Helicopters in December 1980. Ove is a dedicated and highly respected member of the CHC team. His career highlights include having been able to work in PNG, Indonesia, Thailand, Philippines, Burma and India and seeing a small company grow to become the major helicopter operation in Australia. Ove has maintained an interest in Winch Operation and remembers a par-

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 Nancy Crowley Executive Assistant ncrowley@chc.ca Cape Town Cheryl Pedersen Commercial Executive cheryl@cti.chcafrica.com Adelaide Maria Nikas Executive Assistant mnikas@chcaustralia.com Heli-One Vancouver Christina Gagno Business Support Officer cgagno@heli-one.ca Stavanger Birgit Smeby Executive Assistant bsmeby@chc.ca

NEXT ISSUE:

Heli-One expands
base maintenance program in Vancouver

24

CHC HELICOPTER CORPORATION

EMPLOYEE MAGAZINE

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