Replacement of shipborne and rescue helicopters (94-3E)

Despite the end of the Cold War, the cancellation in November 1993 of the contract for the EH-101 helicopters, and cuts in the defence budget, discussion continues on the replacement of the Sea King shipborne helicopters and Labrador search and rescue helicopters of the Canadian Forces. This paper examines the reasons for these replacements and the options available.

BACKGROUND AND ANALYSIS

A. The Need for Replacement

1. Sea King Shipborne Helicopters

The Sea King helicopters that operate from Canada’s new frigates and other warships entered into service in 1963. Designed primarily for anti-submarine warfare (ASW), the Sea Kings also provide Canadian warships with surveillance and transportation capabilities and occasionally participate in search and rescue operations.

The modernization of their ASW electronic sensors kept the helicopters fairly up-to-date in their primary role and routine maintenance and overhauls over the years have kept them in flying condition, despite their extensive use in difficult weather conditions. The older the Sea Kings become, however, the more maintenance they require and the greater the concern about their safety of operation.

With this in mind, in the mid-1980s the Department of National Defence began the process of selecting new helicopters to replace the Sea Kings by the late 1990s. The EH-101 helicopter was chosen to replace both the Sea King and the Labrador (see Section 2 below). Contracts were signed in 1992 with EH Industries for 50 helicopters and with Paramax Canada for the supply of ASW and other electronic equipment for 35 of these aircraft. The total estimated costs of the purchase was some $5 billion, although only about half of the costs were for the airframes and engines, the ASW electronic sensors accounting for a substantial portion of the rest.

The cost of the new helicopters at a time when the armed forces of NATO and other countries were being cut at the end of the Cold War made the issue very controversial, even after the August 1993 announcement that the number of ASW EH-101s would be reduced to cut costs.

The contracts were cancelled by the Liberal government formed in November 1993, as the Liberal Party had promised during the federal election. However, because of the age of the existing helicopters and growing concerns as a result of a number of accidents, the replacement of the Sea Kings is still considered necessary, albeit at lower cost than that of the EH-101 project. Moreover, the shipborne helicopter remains an important element of Canada’s military capabilities.

Although the submarine threat has greatly diminished with the end of the Cold War, the helicopter replacing the Sea King would still complement the capabilities of Canadian ships by providing surveillance above and around them, by transporting supplies and personnel, and by carrying out rescue missions when required. Sea Kings were used extensively in the Persian Gulf and the Adriatic Sea, as well as for inspecting cargo ships as part of the enforcement of U.N. sanctions against Haiti; they were also used to transport supplies for UN peacekeepers in Somalia.

The selection of a replacement for the Sea Kings is also influenced by another factor, the need to replace the Labrador search and rescue helicopters.

2. Labrador Search and Rescue Helicopters

Canada operates Labrador helicopters from CFB Comox, British Columbia, CFB Trenton, Ontario, and CFB Greenwood, Nova Scotia, as well as from other locations when required, solely for search and rescue operations. Like the Sea Kings, the Labradors entered service with the Canadian military in the early 1960s and the Department of National Defence began searching for a replacement during the mid-1980s. Around 1990, a decision was made to replace the Labradors with 15 transport versions of the EH-101 capable of flying in bad weather conditions. By using the same type of helicopter to replace both the Sea King and Labrador helicopters, it was hoped to reduce maintenance and pilot training costs.

With the cancellation of the EH-101 purchase, the Labrador replacement remained an issue. At a time when Air Command is reducing the number of types of aircraft in its fleet to cut operational costs, the expense of maintaining a small fleet of aging rescue helicopters poses problems. As with the Sea Kings, there is also some concern about the effects of aircraft age on flying safety, notably since the April 1992 crash of a Labrador due to engine failure.

B. Options

1. Government's Position

On 31 October 1994, the Special Joint Committee on Canada’s Defence Policy tabled a report recommending, among other things, quick action on the purchase of new shipborne and rescue helicopters. Following the completion of the parliamentary review, the Minister of National Defence presented the 1994 Defence White Paper outlining Canada’s new defence policy.

The white paper indicated that there was an urgent need for new shipborne helicopters and that the Sea Kings will be replaced by the end of the decade. It stated that the Labrador search and rescue helicopters would be replaced as soon as possible. While the same type of helicopter might be bought for both the shipborne and rescue roles, other possibilities were being explored, such as different forms of partnership with the private sector for maintenance and even alternative financing arrangements for the purchase of replacement aircraft.

2. Modernization of Existing Airframes

The modernization of the existing airframes might appear to be a less expensive option than acquiring brand new aircraft; however, this option is less attractive in the long term because it simply delays the acquisition of new helicopters. The Sea King and Labrador airframes are over 30 years old and, even with extensive modifications, they would have to be replaced in five to ten years, or flown only occasionally.

Old aircraft are sometimes modernized to prolong their use; for example Australia is modernizing its Sea Kings to keep them in operation until about 2005. The Australian aircraft, however, were built some ten years later than the Canadian, so their modernization is more cost effective. Thus for Canada, the purchase of new helicopters appears to be the best option.

3. Purchase of New Helicopters

Numerous types of medium-sized helicopters are available, including versions of the Eurocopter Super Puma (Cougar or Panther), the Agusta-Westland Cormorant, which has the same airframe and engines as the EH-101, and the Sikorsky S-70 (called the H-60 by the U.S. military). Some of these are already used by many countries in the ASW and maritime surveillance roles. A few types of Russian helicopters are available, but doubts have been raised about the costs of bringing them up to Western standards and about the availability of spare parts.

While smaller helicopters are cheaper and can carry out some maritime surveillance and rescue duties, they may have less range or take a smaller load than medium-sized helicopters and cannot carry as many ASW sensors or passengers. Comparisons of different types of helicopters are tricky because, for example, one type might have less range than another, but could be equipped for air-to-air refuelling. The Air Force has 99 CH-146 Griffons (Bell 412s built in Canada) ordered in 1992 at a cost of $1 billion to replace almost all its small helicopters, such as the Twin Huey and Kiowa. However, for maritime and rescue operations, medium-sized helicopters are more suitable.

Indeed, because of the difficult Canadian weather conditions, the new helicopters require radar, navigation equipment and de-icing capabilities for the rotor blades. Bad weather capability is necessary to ensure the safety of flight personnel and to enable the aircraft to fulfil their missions. The costs of buying new helicopters with appropriate all-weather capabilities, while less than those for the EH-101, could still be quite significant. However, Canada may have little alternative if it wants to maintain its current rescue capabilities, ensure the surveillance of its territorial waters, and fulfil its international commitments.

C. Proposals Considered by Cabinet

1. Delayed Approval

In June and July 1995, news reports stated that the Cabinet was considering departmental proposals for the acquisition of new military equipment, including new shipborne and rescue helicopters. Although the department had hoped for quick approval of the four acquisition projects, questions were apparently raised during Cabinet meetings with respect to the costs and the necessity for such acquisitions at a time of reduced government spending on social and other programs. There were also reports of concern among Cabinet members about the distribution of regional benefits if contracts were awarded.

As a result, only one of the four acquisition projects won quick Cabinet approval, the purchase of new armoured personnel carriers (APCs) and the modernization of existing ones, announced in August 1995. Final Cabinet approval for the acquisition of new shipborne and rescue helicopters was delayed. The Minister of National Defence suggested that a final decision on both projects would be made before the end of the 1995-1996 fiscal year.

2. Shipborne Helicopter Project

According to news reports, the proposal presented to Cabinet concerning the shipborne helicopters was for the purchase of some 32 S-70 (or H-60) Sikorsky Seahawks declared surplus by the U.S. Navy. Instead of buying new S-70 airframes, the Department of National Defence apparently wanted to reduce costs by buying airframes that had been used but were not so old as the Sea Kings. This would leave enough funds to cover some modernization of the airframes and to add Canadian anti-submarine and surveillance equipment. Loral Canada, formerly known as Paramax and later as Unisys GSG Canada (now Lockheed Martin Canada), was apparently slated to provide the electronic equipment. Although smaller than the EH-101 and Sea King, the used Seahawks could be equipped to fulfil the surveillance and anti-submarine role to about the same level of capability. The need to provide new electronic equipment instead of using U.S. equipment partly arises from differences between U.S and Canadian equipment and tactics.

Media reaction to the proposed purchase of used Seahawks was mixed. While some questions were raised about the necessity of buying these helicopters, there was also some criticism of the plan to buy old airframes instead of new ones. The issue became more controversial in July 1995 when the news media obtained a copy of a departmental memorandum which criticized the H-60 airframe as being too small to carry all the required equipment and for having characteristics that could hamper the crew’s ability to escape quickly following a crash landing at sea. The Seahawk is basically a version of the UH-60 Black Hawk helicopter designed for the U.S. Army. In early September 1995, there were reports that the government was considering leasing the 32 or so shipborne helicopters in order to reduce the costs, or at least to spread them over a longer period of time.

D. Government Decisions

1. Announcement of Search and Rescue Helicopter Purchase

As with the shipborne helicopters, the final Cabinet decision on the new search and rescue helicopters was delayed amid speculation that the government wanted a wider distribution of whatever regional benefits the project would generate. On 8 November 1995, however, the Minister of National Defence announced that the government had decided to proceed with the acquisition of new search and rescue helicopters. The acquisition costs were estimated to be $600 million, but leasing arrangements and the contracting out of maintenance were still considered options. Deliveries were expected to begin in late 1998.

Following the announcement, the Department of National Defence sent manufacturers a Solicitation of Interest which contained the Statement of Operational Requirements (SOR). The statement confirmed that the Department wanted helicopters with a range of 500 nautical miles and the ability to fly in light icing conditions. It also stated that a rear loading ramp, a glass cockpit (a state of the art instrument panel with video presentation of data) and autopilot were desirable. The manufacturers were expected to respond by the end of February 1996.

2. Delay of Shipborne Helicopter Purchase

No action was taken on the replacement of the Sea King helicopters, however, and in late 1995 and early 1996 there was considerable speculation about when and if the project would go ahead. There were news reports that the government was still considering the purchase of from 12 to 20 Sikorsky Seahawks at a price of U.S. $30 million each and would make a decision before the end of December. As a result, the controversy over the size and safety features of these helicopters continued, prompting Sikorsky to place newspaper ads defending its product.

The new year began with no decision and amid speculation in the news media that the government was having difficulty in deciding whether or not to acquire four Upholder class submarines from the United Kingdom and was therefore hesitating to go ahead with another purchase of expensive military equipment at the same time. The uncertainty ended shortly after the budget was tabled; the Minister of National Defence announced on 8 March 1996 that, because of additional cuts in the defence budget, the decision on the shipborne helicopter project had been deferred for an additional year.

The government’s decision was criticized because, although the Sea Kings are expected to remain in service until the year 2000, some argued that they should be replaced as quickly as possible in view of the increasing costs of maintaining them and concerns about their safety. There was also speculation that the Department of National Defence might begin with the purchase of a small number of helicopters and add more over the years. This would spread out the costs and allow the gradual replacement of the Sea Kings. Costs could also be reduced by delaying the installation of electronic equipment in the airframes or leaving out some capabilities.

3. Final Chapter of EH-101 Project

The government’s decision to proceed with the purchase of new rescue helicopters came at the same time as residual issues from the cancellation of the EH-101 project were being resolved. On 31 March 1995, the government announced that it had reached an agreement with Unisys GSG Canada, formerly known as Paramax and now known as Lockheed Martin Canada, the prime contractor for the electronic equipment on the shipborne version of the EH-101 helicopters Canada had ordered. The government paid the company $166 million as compensation for the work completed prior to the cancellation of the EH-101 contract.

On 9 November 1995, the Minister of Public Works and Government Services, David Dingwall, stated in the House of Commons that an agreement in principle on these costs had been reached with EH industries, the Westland-Agusta consortium. On 23 January 1996, the government announced the final terms of the agreement, which involved the payment of $157.8 million to EH Industries, made up of $136.6 million for work completed up to the cancellation and $21.2 million for termination costs. When added to the $166 million paid to Unisys GSG Canada and the $154.5 million for research and development and the costs of administering the project, the total spent on the EH-101 project is about $478.6 million.

E. More Delays and Problems

While the manufacturers were preparing their proposals, the Department of National Defence announced that the Request for Proposals for the new search and rescue helicopters would be delayed by six months and would now go out at the end of 1996. Indeed, the department announced on 21 August 1996 that there would be two Requests for Proposals, one for the helicopters and one for their maintenance. The latter is to be issued in late 1998.

Meanwhile, the Sea Kings and Labradors encountered some problems during the summer. On 23 August 1996, three of Canada’s fleet of Sea Kings were grounded for the inspection and repair of cracks found in the tail section of the airframes. Though cracks were also found in the rest of the fleet, in different areas of the airframe, flight operations continued, pending repair at a later date. The three grounded Sea Kings returned to flight operations in early September. Cracks are often found in airframes, even in relatively new aircraft, and inspections are done on a regular basis in order to find them before they cause significant structural problems. In November, four more Sea Kings were grounded pending repairs to their airframes.

Questions were also raised in August about the lack of action in dealing with some of the recommendations resulting from the official inquiry into the April 1994 crash of a Sea King. The inquiry had recommended patching a hole in the cabin ceiling to prevent the leakage of fuel into the cabin and this had been done expeditiously; however, other recommendations were rejected by the military or have not been fully implemented. Meanwhile, there were news reports that the crews of Labrador helicopters had been instructed to carry out training flights over open fields rather than forested areas in case of an engine failure. Such failures are apparently more and more common. A Labrador crash-landed in a forest in Nova Scotia in May 1995 as a result of mechanical problems.

Labradors and Sea Kings have made a number of emergency landings over the years and every every new incident raises questions about the age and maintenance of the aircraft. One Labrador from CFB Greenwood made an emergency landing on 20 October 1996 because of mechanical problems, while another Labrador from the same base made two emergency landings in early December. On 13 January 1997, a Labrador from CFB Comox crash-landed in the Georgia Strait after a fire had broken out on board. Sea Kings were also involved in a number of incidents during this period. On 11 October 1996, one Sea King crash-landed on the flight deck of HMCS Huron when one of its engines apparently failed. Two Sea Kings made emergency landings near Halifax, one on 7 November 1996 and another on 12 June 1997.

While some helicopters had mechanical problems, both the Labradors and the Sea Kings nevertheless continued to play an important role in rescue operations across Canada. Labradors evacuated a number of persons during the 1996 floods in the Saguenay region of Quebec, and both Labradors and Sea Kings were used in rescue and support operations during the 1997 floods in the Red River Valley in Manitoba.

F. Bids for Rescue Helicopter Project

Meanwhile, the process to select a replacement for the Labradors continued. The government issued a Request for Proposals from aircraft manufacturers on 27 November 1996, with a deadline of 5 May 1997. Four manufacturers officially presented bids. The Agusta-Westland consortium (E.H. Industries) proposed the AW520 Cormorant (a version of the EH-101); Boeing Canada Technology Ltd. proposed the Boeing CH-47D Chinook; Eurocopter proposed the Cougar Mark 2 (a version of the Aerospatiale Super Puma); and Sikorsky Canada Inc. proposed a Canadian version (Maplehawk) of the Sikorsky S-70A Black Hawk. There had been speculation that some Canadian companies would offer modified versions of Russian-built helicopters such as the Kamov Ka-32 and the Mi-17KF Kittiwake; however, these bids were not made, chiefly because these types of helicopters were still awaiting Transport Canada certification.

Most of the manufacturers who presented bids have allied themselves with various Canadian aerospace companies, some of which are already making components for specific helicopters. Other companies will make components or will participate in the assembly of the airframes if their team wins the contract. Pending the final selection, teams are emphasizing the Canadian jobs and the industrial benefits that would result from the selection of their type of helicopter.

Team Cormorant (Agusta-Westland) includes Bombadier Inc. of Montreal, Bristol Aerospace of Winnipeg, CAE Electronics of Saint-Laurent (Quebec), and CHC Helicopter of St. John’s. Team Cougar (Eurocopter) includes Spar Aerospace in Mississauga (Ontario), SNC-Lavalin of Montreal, and IMP Group of Halifax. Team Maplehawk (Sikorsky) includes CAE Aviation of Edmonton, Canadian Marconi of Kanata, Litton Systems of Toronto, and General Electric of Mississauga. Boeing has not established a team; however, it emphasizes that if the Chinook is selected it will use components from a number of Canadian companies and that its existing plant in Arnprior, Ontario, will complete the assembly of the airframes. With the exception of Boeing, whose Chinook model is considered too big for Canadian naval vessels, the same manufacturers are expected to present bids for the shipborne helicopter project, if and when this is undertaken.

G. Contract for New Search and Rescue Helicopters

On 5 January 1998, the Minister of National Defence and the Minister of Public Works and Government Services announced that the government had selected the AW520 Cormorant helicopter proposed by E.H. Industries to replace the Labradors. The announcement stated that the maximum project cost would be $790 million for the delivery of 15 search and rescue Cormorants. The project cost includes a maximum of $593 million to be paid to E.H. Industries and approximately $200 million for training, spare parts, and logistics support.

On 23 April 1998, the Department of National Defence announced that the contract with E.H. Industries had been signed and that the acquisition costs had been reduced to $580 million from $593 million. Much of the reduction in costs was due to the decision to take delivery of the new helicopters at the final assembly line in Italy rather than in Canada. For its part, E.H. Industries made a commitment to generate $629 million in industrial and regional benefits in Canada. The first Cormorant is slated to be delivered in January 2001 and all 15 helicopters should be delivered by October 2002.

The decision in favour of the AW520 Cormorant was controversial because of the similarities between that helicopter and the 15 rescue versions of the EH-101 which had been ordered along with the maritime versions in 1992 only to be cancelled in late 1993 by the Liberal government. In fact, even before the announcement, one of the companies bidding for the contract, Sikorsky, had complained about the selection process. Some critics expressed concerns that the 1993 cancellation had only delayed the replacement of the Labradors and the Sea Kings, which, because of their age, required an increasing number of maintenance hours for each hour of flying. There was also some speculation that reductions in the defence budget might lead the government to replace the Sea Kings with a cheaper and less capable helicopter in terms of range, performance, and equipment.

H. Safety Concerns

Critics were especially concerned, however, about the possible growing risks of accidents in view of the advancing age of the Labradors and Sea Kings, both of which had entered service in the 1960s. The issue again became controversial following the 2 October 1998 crash of a Labrador in the Gaspé peninsula in which the six military personnel aboard were killed. The remaining 12 Labradors were grounded (except if needed for life or death emergencies), a usual precaution when reasons for the crash of a particular type of aircraft are not immediately clear. Though, two weeks after the crash, investigators had not pinpointed the exact cause, there was speculation that the grounding order would be lifted after extensive inspection of the remaining aircraft. Nevertheless, the loss of six personnel and the complete destruction of the aircraft have dealt a significant blow to Canada’s search and rescue capabilities.

The effects of the 2 October crash were compounded when the entire Sea King fleet was grounded on 15 October after a fuel leak had been discovered in one of these helicopters prior to a training flight. With the grounding of the Labrador fleet, it had been up to the Sea Kings, which have carried out rescue missions in the past when Labradors were not available, as well as the smaller Griffon helicopters, to carry out rescue missions requiring helicopters. (Hercules transports and other fixed-wing aircraft are also available for rescue missions.) Although by 18 October all but one of the Sea Kings had been inspected and the grounding order rescinded, the grounding of both the Labradors and the Sea Kings highlighted concerns about their safety and their importance to Canada’s rescue capabilities.

Canada is not alone in experiencing difficulties with aging helicopters. The U.S. Marine Corps operates another version of the Labrador called the Sea Knight, which is just as prone to breakdowns. However, the process to replace the Labradors has at least been initiated in Canada and the date when new rescue helicopters will arrive has been fixed. The situation is more uncertain with respect to the Sea Kings, whose replacement is still many years away. As a result, major modifications, including the replacement of the centre section of the airframe at a cost of $500,000 per aircraft, are being made to ensure that these helicopters will continue in service until 2005. The T58 engines are also being upgraded by Acro Aerospace of Canada to improve their reliability as well as their performance. Some new equipment has also been purchased to improve the Sea Kings’ ability to carry out surveillance and other military missions.

PARLIAMENTARY ACTION

After a Sea King helicopter crashed on 28 April 1994, killing two crew members, the Minister of National Defence, David Collenette, was asked during Question Period in the House of Commons if swift action would be taken to replace the aging aircraft. The minister replied on 5 May that well maintained Sea Kings should be able to keep flying until the year 2000. He indicated that, like other defence issues, the replacement of the Sea Kings was being examined as part of the review of defence policy and that a decision would be taken only after the process was completed.

In its report Security in a Changing World, issued on 31 October 1994, the Special Joint Committee of the Senate and the House of Commons on Canada’s Defence Policy recommended early action on the purchase of new shipborne and rescue helicopters to replace the Sea Kings and Labradors. In his response to the report, dated 1 December 1994, the Minister of National Defence noted that virtually all the Committee’s recommendations were reflected in the 1994 Defence White Paper issued the same day. Indeed, the white paper noted that the options available for the replacement of the shipborne and rescue helicopters were currently under consideration.

CHRONOLOGY

26 June 1986 - Treasury Board approval was given for start of project definition phase for New Shipborne Aircraft (NSA) to replace Sea Kings.

15 March 1991 - The Department of National Defence merged planning for NSA and New Search and Rescue Helicopter (NSH).

30 April 1992 - A Labrador crashed in British Columbia during a rescue operation, killing one search and rescue technician.

8 October 1992 - The Canadian government signed contracts with E.H. Industries Ltd. and Paramax Canada for the delivery of 50 EH-101 helicopters to replace Sea Kings and Labradors.

27 February 1993 - A Sea King ditched in the Gulf of Mexico after suffering an electrical systems failure.

4 November 1993 - The new Liberal government announced the cancellation of the contracts with E.H. Industries Ltd. and Paramax Canada for EH-101s.

28 April 1994 - A Sea King crashed in New Brunswick, killing two crew members and injuring two others.

18 August 1994 - The Sea King fleet was temporarily grounded for the inspection of fuel leaks following an emergency landing by one aircraft.

31 October 1994 - The report of the Special Joint Committee of the Senate and the House of Commons on Canada’s Defence Policy recommended quick action on the acquisition of new shipborne and rescue helicopters.

1 December 1994 - The White Paper on defence policy indicated that the government would go ahead with the replacement of the Sea Kings and Labradors in the near future.

31 March 1995 - The Canadian government and Unisys GSG Canada, one of the prime contractors for the EH-101 contract, reached an agreement on the payment of $166 million as compensation for the work done by the company prior to the cancellation of the contract.

1 May 1995 - A Labrador based at CFB Greenwood in Nova Scotia made an emergency landing because of mechanical problems.

20 September 1995 - A Sea King made an emergency landing because of mechanical problems.

8 November 1995 - The government announced its intention to proceed with the acquisition of new search and rescue helicopters.

9 November 1995 - The Minister of Public Works and Government Services announced that an agreement in principle had been reached with EH Industries on the termination costs of the contract for the EH-101 airframes.

23 January 1996 - The government announced that the termination costs for the contract with EH Industries for the EH-101 airframes were $157.8 million.

8 March 1996 - The Minister of National Defence stated that a decision on the shipborne helicopter project would be deferred for an additional year.

23 August 1996 - Three of Canada’s fleet of Sea King helicopters were grounded pending the inspection and repair of cracks found in the tail section of the airframe.

27 November 1996 - The government issued the Request for Proposals from aircraft manufacturers for the rescue helicopter project.

13 January 1997 - A Labrador made a crash landing in the Georgia Strait after a fire had broken out on board; this was the most serious of several emergency landings made by Labradors and Sea Kings in late 1996 and early 1997.

5 May 1997 - Four manufacturers met the deadline for proposals for the new rescue helicopter: Agusta-Westland, Boeing, Eurocopter, and Sikorsky.

5 January 1998 - The Minister of National Defence and the Minister of Public Works and Government Services announced that E.H. Industries had been selected to supply 15 Cormorants to replace the Labrador search and rescue helicopters.

23 April 1998 - The Department of National Defence announced the signing of the contract with E.H. Industries for the delivery of 15 Cormorants at a cost of $580 million.

2 October 1998 - A Labrador helicopter of 413 Squadron based at Greenwood, Nova Scotia, crashed in the Gaspé peninsula, killing all six persons aboard. The remaining 12 Labradors were grounded as a precaution.

15 October 1998 - All 30 Sea Kings were grounded after the discovery of a fuel leak in one of the aircraft. All but one returned to flight operations on 18 October.

SELECTED BIBLIOGRAPHY

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Mooney, Paul. "Memo Says ‘Copters Death Trap for Crews." Ottawa Citizen, 21 July 1995, p. A3.

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Turcotte, Claude. "Le coût d’une grosse économie." Le Devoir (Montreal) 3-4 February 1996, p. C1.

Varner, Joe. "Why Canada Needs Maritime Helicopters." Maritime Affairs, Spring/Summer 1998, p. 10-11.

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* The original version of this Current Issue Review was published in January 1996; the paper has been regularly updated since that time.