The Helicopter Service of Iceland regularly checks what is available in the marketplace but has so far seen no reason to switch from Bell. "So far we are happy with our 230 and 430," says Sindri Steingrimsson, director flight operations.

The company provides passenger, photography and film, sightseeing, leisure, aerial work, fire services, freight and survey and surveillance services but the 230 is poised for deployment abroad.

Steingrimsson says: "There are three or four interesting projects coming up that we believe both the 230 and 430 aircraft are well suited to and we are waiting to see what decisions are made."

The company, he points out, has Part 145 approval and carries out its own maintenance. "We are happy with the availability of spare parts. We have good relations with our supplier in the United States and enjoy direct contact with them. We are a small company and do not stock up with major items but we obtain these within one or two days so we have been quite happy with this aspect."

He adds: "Our company is coming up to its 20th anniversary and we have found Bell helicopters and related service to be good so we've no reason to change. We have had no serious problems and are quite content but we do keep up-to-date with what is provided by other manufacturers and should the need arise, we are open minded." The company, which has been in continuous operation since 1989 says Steingrimsson, was also the first helicopter company in Iceland to receive JAR OPS 3 certification from the Joint Aviation Authorities and the Icelandic CAA.

The global economic downturn led to many projects, ranging from mining and exploration to hydro-electric power dam building and tourist operations, being put on hold, but charter operators in Iceland are seeing signs that some of these may get the go-ahead in the months to come.

"The 230 has the advantage of being able to operate on skis and has emergency floats. Although it can take ten passengers we configure it for seven. The 430 also has clear advantages for VIP transport," Steingrimsson says. "It is a very difficult time for small operators but we get work because we offer safe, quality helicopters and excellent customer service."

Individual projects have included anything from bush fire-fighting near the capital city of Reykjavik, to supporting the arts and recent movie projects such as Flags of Our Fathers and HOME 2009, says Steingrimsson.

Many operators of Bell aircraft, including the 212, 222, 412, 427 and 430, expressed satisfaction with the aircraft. Agrarflug-Helilift GmbH & Co KG's Robert Ruecker reported he was satisfied with the maintenance support, dispatch reliability and value of the 212 and very satisfied with the operating capability. He was even happier with the 412 - very satisfied with the value, dispatch reliability and operating capability and satisfied with the maintenance support. But he adds: "The worst thing is the rather expensive spares."

The Bell 212 also impressed another operator who was very satisfied with the maintenance support, dispatch reliability and operating capability. "When operated within the expectations of its design envelope it is an excellent helicopter," he adds. "I am also very satisfied with the value, which is hard to beat for moving up to 13 passengers. The best aspect is the simplicity: the worst thing is dealing with peoples' expectations regarding the technology. Just because it is an 'oldie' doesn't mean it isn't also a 'goodie'." He does not advocate an upgrade. "Leave it alone - why gild a lily? It is an excellent value for money helicopter, reliable and easy to maintain - profitable."

There was further anonymous praise for the 412 - our reader was very satisfied with the maintenance support and operating capability and satisfied with the value and dispatch reliability. But he adds: "The avionics can cause delays - especially in humid weather. The maintenance costs for the aircraft, especially the rotor system, aren't the best. Why Bell chose to continue trying to make a silk purse out of that rotor system is beyond me. The best aspect is the utility which provides a bit more speed than the B212, IFR and the worst thing is the rotor system."

The respondent adds: "One could argue the benefits from the JAR OPS 3 equipment upgrades will produce little obvious improvement. However, rational argument against 'mom and apple pie' safety features is pointless when the passionate, well-intentioned and equally uninformed draw a line in the sand."

One operator of the Bell 222 reports that he is very satisfied with the maintenance support, the dispatch reliability and the value and satisfied with the operating capability. "The best thing is the good operating costs but the worst aspect is the limited performance with full payload."

The Bell 427 and the Bell 430 also have their supporters. Alexander Gerkin of Ikaros Aviation AVV says he is very satisfied with the maintenance support, dispatch reliability and operating capability of the 427. He is also satisfied with the aircraft's value. "It is always flying and does not provide any problems."

Capt Michal Wamej of the Magellan Pro-Equity Fund ISA says the 427's most desirable upgrade is a single pilot IFR. He is satisfied with the maintenance support, operating capability and value and very satisfied with the dispatch reliability. "The best aspect is that it is very reliable. The worst thing is its low MTOW," he adds.

One operator, commenting anonymously, said she was very satisfied with 430's maintenance support, dispatch reliability, operating capability and value.

Another 430 operator, Gerard Williams of Starair (Ireland) Ltd, says he is satisfied with the maintenance support, dispatch reliability, operating capability and value. "The best thing," he adds, "is the passenger comfort and the worst aspect the limited performance and range. The most desirable upgrade is a cocooned interior."

Tufan Savas of Agaoglu Air says he is satisfied with the maintenance support and dispatch reliability of the Bell 430 Corporate. And he was very satisfied with the operating capability and value.

He adds: "The best aspects are the wide passenger cabin, smooth ride and comfortable facilities for the pilot. The worst thing is that the engine power is not powerful enough for some specific flights. These include flights during hot days and flights at high altitude. The most desirable upgrade would be more engine power."