BOSTON-MAINE/CENTRAL VERMONT AIRWAYS: United States (1933-1940). With initial capitalization of $10,000, National Airways is formed in early 1933 at New York by ex-New York, Philadelphia and Washington Airway (Ludington Airlines) employees Paul Collins and Eugene Vidal. Support is obtained from New York businessman Sam Solomon, famed aviatrix Amelia Earhart is signed on as spokesperson, and two Stinson SM-6000B Tri-Motors are purchased from Ludington.
A contract is arranged with Boston and Maine Railroad official Laurence Whittemore, responsible for the then-dormant Boston-Maine Airways, to operate his former route to Bangor, Maine, via Portland and Waterville. Revenue flight services commence on August 11.
Additionally, Collins contracts with newly formed Central Vermont Airways, owned by the Canadian National Railroad, to fly its routes as a feeder service from Boston to Montpelier, beginning on October 27. Soon the two airlines are operated as one coordinated enterprise, Boston-Maine/Central Vermont Airways.
Two extensions are added on February 7, 1934: Manchester is added as a stop and the Montpelier destination is stretched to Burlington. Service to Montreal, which makes the company an international airline, is launched on March 20. Since start-up, the New England entrant has flown less than 2,000 passengers. In the wake of the airmail scandal of February-March, the company bids for and receives a June 5 Post Office contract to fly mail between Boston and Burlington via Bangor. The Montreal service must be halted for winter as of October 22.
Beginning in summer 1935, flights are offered between Bangor and Bar Harbor. This railroad-sponsored aerial arrangement is continued with little change over the next three years. On April 8, 1936, a Stinson crashes at Burlington. Having determined that newer flight equipment is essential, the owners order two new Lockheed Model 10As for National Airways, which are delivered in October.
On March 1, 1937, the railroad interests buy out Collins and his associates when they are unable to come up with the money to pay for the Electras. Boston-Maine/Central Vermont Airways continues operations as before with the ex-National Airways Stinsons confined to a new Bangor-Caribou via Millinocket, Houlton, and Presque Isle route started on August 5. Lewiston-Auburn becomes a destination on December 1.
By 1938-1939, the carrier virtually controls the northeast corner of America’s growing commercial air space. On November 19, 1940, the company is reorganized and renamed Northeast Airlines, a more geographically correct title free of railroad connotation.
BOTSWANAAIRWAYS CORPORATION (PTY.), LTD.: Botswana (1969-1972). Formed as official successor to Botswana National Airways (Pty.), Ltd., BAC is formed at Gaborone in 1969 to operate scheduled passenger and cargo services between the capital and regional destinations. The fleet comprises 1 Vickers Viscount 754 and 1 Douglas DC-3. The company is succeeded by Air Botswana (Pty.), Ltd. in 1972.
BOTSWANA NATIONAL AIRWAYS (PTY.), LTD.: Botswana (1966-1969). The first of three national airlines to be formed at Gaborone within six years, BNA is established under the leadership of D. Morgan in summer 1966 to serve as the successor to Bechuanaland National Airways, Ltd. Outfitted with 1 Fokker F.27 Friendship and 1 Vickers Viscount 754, the company undertakes regional scheduled services from Gaborone to Johannesburg, Livingstone, and Lusaka. Simultaneously, 1 Britten-Norman BN2 Islander and 1 Beech 58 Baron are employed to operate a domestic network.
In October, the carrier launches a joint venture route to Bulawayo with South African Airways (Pty.), Ltd.
The fleet is increased in 1967-1968 with the addition of 1 Douglas DC-4 and 2 DC-3s, the former purchased from Philippine Airlines (PAL) . The four-engine Douglas is employed to fly fuel from Francis-town to Livingstone each day, where it is off-loaded and sent by rail to the Roan Selection Trust Copper mines.
After three years service with diminishing returns, the company is forced to shut down in late 1969. It will be succeeded by Botswana Airways Corporation (Pty.), Ltd.
BOUGAIR (PTY.), LTD.: Papua New Guinea (1967-1986). Formed at Kieta in the North Solomons province of Papua New Guinea in 1967, Bougair (Pty.), Ltd. is initially employed as a charter carrier in support of its owners, Bougainville Copper. Scheduled services are initiated in 1973 linking Kieta with Wakunai, Buka, Nissan Island, Torokina, Inus, and Sabah.
The fleet in 1981 comprises 1 Shorts SC-7 Skyvan, 2 Britten-Norman BN-2 Islanders, and 2 Cessna 185s. During the next four years, another Islander is acquired, replacing the Shorts and Cessnas. In 1986, Managing Director P. Nerau’s company is renamed North Solomons Air Services (Pty.), Ltd.
BOUNAVAD: Bulgaria (1928). This short-lived airline is founded at Sofia in 1928 and, with a Junkers F-13, runs scheduled service from Sofia to Ruschuk and Varna. Unsupported and unable to achieve economic viability, the enterprise quickly folds.
BOURAQ INDONESIA AIRLINES: PB 2965, 1-3 Jalan Angkasa, Kemayoran, Jakarta Pusat, 10720, Indonesia; Phone 62 (21) 6295289; Fax 62 (21) 629-8651; Http://www. bouraq. com; Code BO; Year Founded 1970. Private interests, led by J. A. “Gerry” Sumendap, form this nonscheduled passenger and cargo airline at Balikpapan, in eastern Kalimantan, on April 1 1970. The new entrant is a subsidiary of Sumendap’s Porodisa Industrial Group, Ltd.. Employing 4 Douglas DC-3s, Bouraq begins ad hoc services toward the end of the month, linking its base with Jakarta, Surabaya, and Palu.
Finding a measure of success, the company now elects to commence scheduled operations and, beginning in June, Douglas frequencies are initiated from the previous points to Banjermasin, Tarakan, Ujungpan-dang, and on to Tawau, in Malaysia. For the next 11 years, Sumendap will second executives from Porodisa to operate the airline.
ANihon YS-11A is acquired from Japan in May 1971 and orders are placed for Fokker F.27s and Hawker Siddeley HS 748s. The Dutch-made Fokkers arrive in June 1972, the same month scheduled flights begin from Menado to Davao in the Philippines. The first HS-748 arrives in January 1973.
During this year, as in the last two, Boraq is providing domestic scheduled flights from Jakarta and Balikpapan to many of the larger Indonesian islands. International routes are undertaken as well, including Pontianak to Singapore and Tarakan to Tawau in Malaysia and Zamboanga in the Philippines.
The charter carrier Nusantara Air Service is acquired by Porodisa Industrial Group to serve as a Bouraq sister carrier. Outfitted with a pair of F.27s leased from Garuda Indonesian Airways, the company operates the large turboprops for the remainder of the year.
In January 1974, Nusantara Air Service is reformed and renamed Bali Air (Bali International Air Services). The Fokkers are withdrawn and replaced with a fleet of Britten-Norman BN-2 Islanders and BN-2A Trislanders. When Philippines President Ferdinand Marcos declares martial law for his nation in 1975, Bouraq is forced to suspend its Davao route.
An HS 748-2A with 5 crew and 27 passengers is destroyed as the result of a bad landing at Palu Airport on January 23, 1976; there are no fatalities.
Services otherwise continue apace for the remainder of the year.
Bouraq’s various trunk line services to southern Sulawesi are rationalized in early January 1977 and on January 24, through services are initiated from Jakarta and Surabaya to Tarakan, Menado, and Ujungpan-dang. The company, through its parent, now takes a stake in the production of the Nurtanio-CASA 212-100 Aviocar, a Spanish turboprop manufactured in Indonesia, and orders three.
Another Hs 748-2A with 5 crew and 46 passengers is destroyed as the result of a bad landing at Ujung Pandang on February 9; again, there are no fatalities.
The fleet of President Sumendar’s 390-employee carrier in 1978 comprises 1 Nihon YS-11A, 7 Hawker Siddeley HS 748s, and 3 DC-3s. The fleet also includes 3 Islanders and 3 Trislanders, which are leased to Bali Air. The first two Aviocars arrive at the beginning of November and enter service early in the month on routes in and through Java.
Services expand during 1979 and into the 1980s; additional domestic destinations include Maluku, Bali, and the Nusa Tenggara Islands.
In early August 1980,2 Vickers Viscount 748s and 1 V 812 are leased from Far Eastern Air Transport, Ltd. of Taiwan.
En route from Banjarmasin on August 26, the Vickers Viscount 812, with 6 crew and 31 passengers, suffers the separation of a part of its tail, causing it to crash into a swamp 26 km. NE of Jakarta; there are no survivors.
Flights continue without incident in 1981, but, in 1982 Bouraq gains its independence from the Porodisa Industrial Group and employs its own group of executives and managers.
An HS 748-2A with 3 crew and 42 passengers is destroyed as the result of a bad landing at Manado on December 10; there are no fatalities.
By 1983, the Hawker fleet has grown to 13 aircraft, but a larger aircraft is now required to keep up with demand for the airline’s services. In September, 4 Viscount 843s are purchased from CAAC (General Administration of Civil Aviation of China). All enter service in 1984.
In 1985, international return flights are offered from Tarakan in Indonesia and Tawau in Sabah, Malaysia. Additional frequencies are initiated during the remainder of the decade and the fleet grows to comprise 16 BAe 748s, 4 Vickers Viscount 843s, 3 Britten-Norman BN-2 Islanders, 3 Britten-Norman BN-2A Trislanders, 3 IPTN (CASA) NC-212-100 Aviocars, 1 Douglas DC-3, and 1 Cessna 404.
Operations continue apace in 1986-1987. The 852-employee company enjoys an upturn in passenger traffic during 1988, flying 449,483 passengers during the first three quarters, a 9.9% increase over the previous year. Freight is, however, down by 15.4% to 2.34 million FTKs.
An HS 748-2A with 5 crew and 47 passengers makes a wheels-up landing at Banjarmasin on January 4, 1989; although the aircraft is destroyed, there are no fatalities.
As Garuda Indonesian Airlines withdraws from domestic operations later in the year and in 1990, this 794-employee carrier fills the resultant niche. Passenger boardings increase 68% to 425,631. Freight climbs 81.5% to 2.8 million-ton kilometers. Operations continue apace in 1991 and enplanements total 180,245.
The fleet in 1992 includes 9 BAe (HS) 748-A2s, including 3 out of service; 5 BAe-B2s; 1 BAe-B2F; 3 out of service IPTN (CASA) NC-212-100 Aviocars; and 3 Viscount 843s, 1 of which is out of service.
An engine fire forces a Viscount 843 with 6 crew and 64 passengers to abort its takeoff from Banjarmasin on August 28; although the aircraft is damaged beyond repair, there are no fatalities.
In December, a Boeing 737-291A and B-737-205C are wet-leased for six months from Air Atlanta Icelandic, H. F.
Passenger boardings decline 13.5% to 158,807 and freight traffic plunges 70.5% to 419,000 FTKs.
By 1993, General Manager V. P. Rungkat oversees a workforce of 731 and the Douglas transport, the Cessna, and the BN-2s/2As are withdrawn. One of the remaining 3 Viscounts is out of service as are 3 of the 9 BAe 748-2As.
On January 9 just after takeoff on a service to Banjarmasin, a BAe (HS) 748-2A with 5 crew and 30 passengers returns to Surabaya due to problems with the Nos. 2 engine. The aircraft crashes in a swamp, breaks in two, and catches fire (15 dead).
Scheduled passenger and cargo services continue throughout the central and eastern parts of the archipelago. In October, a marketing agreement is signed with Philippine Airlines (PAL) calling for joint service on a route from Manado to Davao using Bouraq aircraft and crew.
A Viscount is restored to service in 1994, but, more importantly, the company, under Operations Manager Aan Husdiana, begins jetliner frequencies with a new fleet of “Baby Boeings.” Chartered and placed on
The route network are 4 B-737-2H6As, 3 B-737-230As, and 1 B-737-2K2A, the latter leased from the Dutch carrier Transavia Airlines, N. V.
The Vickers Viscount 843 is destroyed as the result of a bad landing at Pontianak on November 27; there are no fatalities.
Enplanements average 65,000 per month and reach a total of 780,000 for the year.
On May 29, 1995, the government allows Bouraq Indonesia to add 17 new domestic and international routes. Five-times-a-week B-737-200 service is inaugurated on June 22 between Surabaya and Singapore. Other new routes started at this time include Ujungpandang, in south Sulawesi, with Singapore, and Manado, in north Sulawesi, with Singapore.
While en route from Tual to Kaimana on August 9, a BAe (HS) 748-2A with six crew and four passengers crashes into Mt. Komawa; there are no survivors.
In cooperation with EVAAir, Ltd., frequencies are initiated in October between Surabaya and Taipei and between Surabaya and Perth, Australia.
Customer bookings this year total 838,964.
The workforce is decreased 8.6% in 1996 to 731.
Engine failure forces an HS 748-2B, with 43 passengers, to abort its takeoff from Ambo on July 11; the turboprop overruns the runway and rams into a dyke. Although the plane must be written off, there are no fatalities.
Passenger boardings for the year soar 35.3% to 1,296,698, but cargo traffic plunges downward 73.5% to 8.27 million FTKs.
The South East Asian and national currency problems of late 1997 have a devastating impact upon the carrier’s ability to function. Traffic declines, personnel are laid off, and aircraft are withdrawn.
With the rupiah now valued at 17,000 to the U. S. dollar, the nation’s airlines are, in May 1998, granted permission to increase fares by 37.5%. By late May, when President Suharto resigns, Bouraq is reported to be near collapse.
By the beginning of August, a cost-cutting plan that would have combined the domestic operations of Garuda, Bouraq, Merpati, and Mandala collapses; despite load factors as low as 30%, the smaller airlines refuse to join with the flag carrier.
The effects of the Asian currency crisis and the national economic downturn continue; at this point, the four companies are losing significant funds as 80% of their costs are in U. S. dollars, but only 20% of their income is in the same currency.
During the last week of August, the Indonesian parliament does grant a long-desired fare increase. Domestic tickets increase in price by 40% on September 1; they rise again another 14% on December 1.
Flights continue in 1999. During the first six months of the year, the rupiah regains some 50% of its strength. The balance of the parliamentary-approved fare increase is postponed.
Enplanements for the year total 388,000 and 3.63 million FTKs are operated. Airline employment at the beginning of 2000 stands at 731.
BOWEN AIR LINES: United States (1930-1936). Two years after selling Texas Air Transport, Temple Bowen forms a new airline using his name in the fall of 1930. Employing three Lockheed Model 5 Vegas, Bowen inaugurates scheduled passenger services linking Dallas (DFW) and Houston on October 1. Later in the month, this service is extended to Oklahoma City from Dallas. In November, a pair of Lockheed DL-1 Metal Vegas are acquired and employed to stretch a route down to Tulsa from Fort Worth.
In association with Braniff Airways, the company’s Fort Worth terminus is extended to Oklahoma City in 1931. In May, the company becomes the first to operate the ultrafast, 175-mph Lockheed Model 9 Orion, placing two into service with the five Vegas and increasing flights out of Fort Worth and Dallas to 18 per day. Operations continue apace in 1932-1933. On June 2 of the latter year, one of the Orions crash-lands at Tulsa; the pilot and two passengers are injured.
As a result of investigations into the airmail scandal, the government cancels all existing mail contracts on February 9, 1934 (effective February 19) and orders the U. S. Army Air Corps to fly the mail.
As a result, Bowen now closes its services from St. Louis to Chicago, Springfield, and Tulsa. At the end of March, the Post Office, following the failure of the military operation, takes new bids on the mail routes. As a result, the company begins flying to Brownsville and a multistop to St. Louis.
Despite the lease of two Vultee V-1As from American Airlines in 1935, the company cannot effectively compete with Braniff Airlines. As a result, operations cease in February 1936 and the Vultees are returned to American.
BOWMAN AVIATION: 10811 West Perimeter Road, Fort Wayne, Indiana 46706, United States; Phone (219) 927-4040; Fax (219) 9274048; Year Founded 1976. Bowman is originally established at Fort Wayne International Airport in 1976 to provide the services of an FBO. Over the next two decades, the company also undertakes executive and small group passenger charters. In 1998-2000, the company employs 11 pilots and operates aircraft from 2 major bases.
From Fort Wayne, Bowman flies 1 each Cessna 550 Citation II and 3 C-310s, while from De Kalb County Airport at Auburn, Indiana, it operates 3 C-310s and 1 each C-402, C-404 Titan, C-414 Chancellor, and C-421.
BRAATHENS, A. S.: P. O. Box 55, 1330 Oslo Airport, Oslo, 1330, Norway; Phone 47 (67) 59 70 00; Fax 47 (67) 59 13 09; Http://www. braathens. no; Code BU; Year Founded 1998. Having initiated a program the previous October to change its corporate image, 3,290-employee Braathens SAFE, A. S. is renamed in January 1998. Work continues on the redesign of company publications, vehicles, signage, lounges, and aircraft livery.
Transwede Airways, A. B. is renamed Braathens Sverige, A. B. and
Continues to operate domestic flights from Stockholm to Lulea, Umea, Jonkoping, and Halmstad plus an international service to Oslo.
In April, the carrier’s U. K. operations are transferred from London’s Gatwick Airport to Stansted Airport. Plans are made to move into Oslo’s new Gardermoen Airport, north of the capital.
In honor of the Norges Fotballforbund and its upcoming participation in the World Cup soccer matches to be held in France, the company paints “Vi Flyr Drill’s” titles (Drill is the team nickname) on a B-737-405; the image of a player adorns the plane’s tail.
On April 14, the first of the company’s 3 B-737-7Q8s chartered from International Lease Finance Corporation is delivered, unveiling the airline’s new aircraft color scheme. In addition to a stylized wing, an aurora borealis decal is worn on the sky blue tail.
The Dash-700s will be named for Norwegian royalty. The premier plane is christened Ingeborg Eriksdotter, followed by Magnus Logob-oter (a Braathens B-737-505), Erik Magnusson (a B-737-505) and Haakon Magnusson (a B-737-405).
Following several months of negotiation, it is announced on August 17 that, effective in September, the Crafoord-Wiklund family, which owns Sweden’s Malmo Aviation Schedule, A. B., has sold its shares to Braathens for SKr 600 million ($73.2 million). The Norwegian carrier offers to purchase the shares of the remaining minority shareholders, which includes board members and employees of Malmo.
Braathens Vice President Geir Olsen is placed in charge when, upon implementation of the sale, Malmo Chairman Stefan Wilklund steps down. The 450-employee Malmo continues operations, now as a member of the KLM (Royal Dutch Airlines, N. V.) alliance that includes Braathens as a major partner. Indeed, it will be revealed that the Dutch flag carrier has contributed $19.5 million of the Malmo purchase price. The acquisition strengthens the Nordic leg of the KLM-Northwest Airlines alliance in its contest with SAS (Scandinavian Airlines System) for dominance of the Arctic market.
Plans continue to be made for the receipt of six purchased B-737-705s over the next three years.
A new route is inaugurated in October between Oslo and Haugesund, five times a day.
Passenger boardings for the year inch up 2.2% to 5.42 million, but cargo traffic is down by 5.5% to 5.73 million FTKs. Revenues jump 18.2% to $823 million while expenses rise 25.5% to $757 million. Although there is a $66-million operating profit, there is also a $2.9-million net loss.
It is announced on February 26, 1999 that the carrier will inaugurate B-737-7Q8 service in May from Bergen and Stavanger to Sandefjord Airport at Torp.
At the beginning of March, Malmo Aviation Schedule, A. B. is renamed Braathens Malmo Aviation, A. B. and its operations begin integration with those of Braathens Sverige, A. B. Its fleet of 11 BAe 146200s is repainted to reflect the change.
The continuing political problems in the Yugoslav province of Kosovo boil over into a conflict between Belgrade and NATO on March 24. As aircraft from the NATO nations pound Yugoslavian targets in Operation Allied Force, hundreds of thousands of Kosovo refugees cross the borders into Albania and Macedonia. As aid workers struggle to provide relief, several governments step forward to provide sanctuary, agreeing to take some of the displaced persons.
Among the earliest nations to respond to the sanctuary plan is Norway. Prime Minister Kjell Magne Bondevik indicates that it will take in
6,000 refugees. As they arrive, return flights to the region will bring supplies obtained by the Norwegian People’s Aid group. On April 5, the first group of 91 refugees bound for Norway is flown by a Norwegian military plane to Naples, Italy, where they are transferred to a Braathens B-737-405. Upon their arrival at Gardermoen Airport, Oslo, the passengers are taken by bus to a transit center, from which they are to be sent to communities throughout the country. Additional flights will follow.
When the situation in the Balkans changes, Soren Jessen-Petersen, deputy head of the UN’s refugee agency, urges Norway and other countries to stop receiving refugees and instead help Kosovo Albanians in the area. Norway, which has received about 700 refugees and had committed to receiving up to 6,000, halts the organized contract transport after a last flight is completed on April 16. In announcing the cutback in parliament the previous day, Justice Minister Odd Einar Doerum notes that 1,100 refugees have thus far been flown into Norway by Braathens aircraft.
Daily nonstop B-747-451 roundtrips are started by Northwest Airlines on May 1, between Minneapolis (MSP) and Oslo. Simultaneously, the U. S. major and KLM partner begins to code-share with Braathens from Oslo to over 12 cities in Norway and Sweden.
In early May, the UN High Commission for Refugees asks Western nations to accept additional displaced Kosovans on a temporary basis. By May 11, Braathens and several Balkan-region carriers, also flying under contract, have delivered 2,783 ethnic Albanians to Oslo.
As a result of competition and problems at the new Gardermoen Airport, Braathens, on May 20, reports a growth in pretax losses from NKr 9 million to NKr 4,412 million, as well as an increase in the operating loss from NKr 2 million to NKr 379 million.
A total of 5,202 Kosovo refugees have been brought to Norway by May 27.
Widening competition and Nordic fare wars play havoc with the carrier. Overall passenger boardings are up 4.5% to 6,096,000 and cargo rises 3.2% to 5,917,000 FTKs. Even though operating income climbs 4.4% to $827,838,000, expenses jump 10.5% to $878,925. The previous year’s small operating loss deepens to $51,087,000 while the net downturn increases to $76,072,000.
Airline employment stands at 3,978 at the beginning of 2000, an
11.1% decline. Two company B-737-505s make almost simultaneous emergency landings within 25 min. of each other. at two different air-ports—Oslo and Stockholm—in two countries—Norway and Sweden— on January 9 with identical faults. No injuries are reported from either incident.
A chartered B-737-3Y0 is returned during the first quarter; it will be repainted and leased to Aeris, S. A.
The company on April 27 enters into a sales and leaseback agreement with its largest shareholder, Braganza, A. S., for its Stavanger office facilities and hangar. The NKr 240 million price allows the airline a NKr 160 million gain.
After two years at London (STN), the company shifts back to London (LGW) on May 3 for its Oslo-Bergen service.
As a result of the growing uncertainty at KLM (Royal Dutch Airlines, N. V.) caused by the April “demerger” with Alitalia, S. p.A. and the new merger talks with British Airways, Ltd. (2), the joint venture planned by the Dutch carrier with Braathens is shelved on July 1.
BRAATHENS HELIKOPTER, A. S.: Norway (1989-1994). In 1983,
The pioneer Norwegian airline Braathens SAFE, A. S. makes plans to enter the offshore helicopter market using Boeing Vertol 234LR Commercial Chinooks from Stavanger to Ekofisk for Phillips Petroleum (Norway). Discussions are held with Boeing Vertol later in the year toward acquisition of two helicopters.
When, in 1984, Phillips Petroleum (Norway) elects to retain its contract with Helikopter Service, A. S., Braathens ends discussions with Boeing and makes no further effort to enter the offshore market for the remainder of the decade.
In September 1989, the company announces that it will, in fact, begin helicopter offshore support operations in the North Sea in the new decade. Braathens Helikopter, A. S. is established at a base at Stavanger’s Sola International Airport where company officials, led by President Bjorn Braathen and Managing Director Bjarne Sortland, sign several long-term contracts, worth between 800 and 900 million Krone ($123.8 million to $139.3 million) with Phillips Petroleum (Norway), Statoil, and Norsk Hydro. Work begins on another offshore support base, at Bergen’s Flesland Airport, and a $50-million order is placed for 4 Aerospatiale AS-332L Super Pumas.
Airline employment in 1990 stands at 70 and the first Super Puma is delivered on May 21. Revenue operations commence on September 1. During the remainder of the year and into 1991, the 3 remaining Super Pumas are acquired. Braathens services contracts for Statoil and Norsk Hydro from Bergen and for Phillips from Stavanger and Sola. Late in the year, a fifth AS-332L is purchased.
Airline employment stands at 90 in 1992 and the investment in the helicopter line by parent Braathens SAFE totals 350-million Krone ($54.2 million). A three-year contract with Amoco begins on February 1 and a sixth Eurocopter (formerly Aerospatiale) Super Puma arrives in May, followed by a seventh in September.
In November, the company begins to support a BP Oil contract from Sola. This contract, together with the Amoco arrangement, is worth 400-500 million Krone ($62-$77.4 million). Also during the month, the company makes a $13.2-million order for two Sikorsky S-76Cs.
Services continue throughout the first three quarters of 1993. When Ludv. G. Braathens Rederi, A. S. elects to concentrate on the parent, the decision is taken to sell the company to Helikopter Service, A. S. The arrangement is completed in February 1994.
BRAATHENS MALMO AVIATION, A. B.: P. O. Box 37, Malmo-Sturup, S-20120, Sweden; Phone 040 (660) 29 00; Fax 040 (660) 28 49; Http://www. maviation. se; Code 6E; Year Founded 1999. During
Late March 1999, Malmo Aviation Schedule, A. B. is renamed Braa-thens Malmo Aviation, A. B. to reflect its place in the airline group being established by Braathens, A. S., its new owners. Malmo’s 11 BAe 146-200s are now repainted to reflect the new identity as its operations are integrated with Braathens Sverige, A. B. The new color scheme combines a red and blue cheatline similar to that employed in the parent’s new branding. Two of the BAes are introduced as “logojets.” The sponsors are the Swedish electric utility company Sydkraft and NetSys Technology Group’s “WebWare.”
Two Fokker 100s join the fleet in late summer. Arrangements are now concluded for the acquisition of 9 Avro RJ100s previously operated by SAM Colombian Airlines, S. A. Discovery of widespread fuel tank contamination in the SAM aircraft forces a postponement of the initial Malmo delivery scheduled for November 5. That confusion causes a delay in the trade-in to BAe-AMJ of several Malmo BAe 146-200s.
Having already lost SKr 300 million on unprofitable routes, company officials in mid-November institute a review of the route network. Only the profitable routes from Bromma to Malmo and Gothenburg are exempted as all others north of Sweden are closed on November 29, including those from Bromma to Lulea and Arlanda to Lulea.
It is learned in December that the first of the former SAM RJ100s will not be available before April. Customer bookings during the 12 months total 1,560,000.
Concerned with the adverse publicity generated by the route review, Managing Director Fons Brusselmans indicates in late January 2000 that the Malmo to London (LCY) route, slated to have been closed on January 10, is profitable and will be retained.
Flights between Oslo and Stockholm cease on June 25. On October 2, service is also discontinued between Malmo and London (LCY) and from Stockholm to Halmstad, in southwestern Sweden.
It is widely reported on October 8 that the carrier will probably revert to its old Malmo Aviation name.
BRAATHENS SAFE (BRAATHENS SOUTH AMERICAN AND FAR EAST AIR TRANSPORT, A. S.): Norway (1946-1998). Norwegian shipping magnate Ludvig G. Braathen forms his own charter airline on March 26, 1946. An order is placed for a fleet of 3 Douglas DC-4s, the first of which is received on February 11, 1947, and is christened Norse Skyfarer.
Revenue flight operations, initially on a monthly basis, but then weekly, are inaugurated; charters and inclusive-tour flights work the main shipping routes to northern South America and to Hong Kong that year and the next.
A Norwegian government license is acquired in 1949 to operate a scheduled Oslo-Hong Kong route. DC-4 service to the Far East begins on August 5, as the Douglas flies the longest overland service originating in Western Europe, from Oslo to Hong Kong via Amsterdam, Cairo, Basra, Karachi, Bombay, Calcutta, and Bangkok.
In 1950 and in cooperation with Loftledir/Icelandic Airlines, H. F., a connection is made to New York via Iceland.
Employing de Havilland DH 114 Herons, the airline opens scheduled domestic service in August 1952 over an Oslo-Stavanger via Tonsberg route; charter flights are also increased. Enplanements for the year total just 2,800.
A scheduled Oslo-Trondheim frequency begins in 1953. In anticipation of renewal of Far Eastern certification, orders are placed for 2 Lockheed L-1049E Super Constellations.
In July 1954, the Oslo-Hong Kong scheduled concession is acquired by SAS (Scandinavian Airlines System), forcing Braathens to discontinue its flights on this route. Its external route concessions gone, the carrier is forced to cancel its Lockheed order and look to charters and inland Norwegian routes for its salvation; only 2,800 passengers are flown in 1955.
In 1956-1957, frequencies are initiated from Oslo to Stavanger, Aale-sund, Kristianstad, Molde, Roros, Kristiansund, Trondheim, and Farsund and from Bergen, Stavanger, and Alesund to Evenes, Bodo, and Tromso.
On November 7 of the former year, the DH-114 Heron 2 B Lars, with 2 crew and 10 passengers, fails its climb away from Hommelfjell, Norway, and makes a forced landing near Tolga (2 dead). Parts of the wreckage will be employed to repair another Heron that is damaged on January 26, 1957.
In 1958, Braathens SAFE becomes Europe’s second Fokker Friendship operator when the first of several F.27s are delivered on December 20. Late in the year, the small carrier Vestlandske Luftfartselskap, A. S. is acquired and merged, its equipment being employed to launch Bergen-Oslo operations.
The first Vickers Viscounts join the fleet in 1959. On April 2, the islands of Svalbard become accessible by air as a Braathens DC-4 from Bardufoss on the mainland, the Norse Commander, lands on a snow-covered tundra airstrip at Advent Valley (Adventdalen), Spitsbergen. In 1960, long-range Douglas DC-6Bs are placed in service for overseas charters.
Between 1961 and 1965, domestic Norwegian frequencies are improved and stepped up while overseas charter bookings for both cargo and passengers increase. On January 20 of the former year, a DC-6A is purchased from Northwest Airlines. During 1964, the new Tromso Airport is opened; it will become the company’s hub for flights to Spitsbergen.
In 1966, Busy Bee Air Services, A. S. is formed as a charter subsidiary. On April 18, DC-6Bs are introduced on the route from Bardu-foss to Spitsbergen. A final DC-6B is acquired from the U. S.-based Boreas Corporation in June. As a result of Norway’s discontent with SAS (Scandinavian Airlines System), the country’s new conservative government ends the conglomerate’s privileged status over its domestic routes, turning them over to Braathens SAFE on May 15.
Operations continue apace in 1967-1968. The first Boeing B-737-205s and Fokker F.28-1000s are delivered in 1969; Braathens is launch customer for the Fokker jetliner, which begins its first scheduled service with the airline on March 28. The one-time Boreas Corporation DC-6B is withdrawn late in the year.
From 1970-1973, the route system increases to approximately 2,200 unduplicated miles and the fleet includes 2 B-737-205Cs, 5 F.28-1000s, 6 F.27s, and 6 DC-6Bs. Boardings average just under 1 million per year.
In 1972, Busy Bee Air Services, A. S. is rechristened Air Executive Norway-Busy Bee, A. S. in an effort to gain business traffic.
An F.28-1000 with 3 crew and 42 passengers crashes into a forest near Asker while on approach to Oslo on December 23 (40 dead).
In December 1973, the last of 121 DC-6B services flown to Spitsbergen over seven years is completed.
Jetliner service to Spitsbergen begins on January 17, 1974, when the B-737-205C Halvdan Svante arrives at the tundra field at Advent Valley. The F.28-1000 Olav Kynne is the first scheduled passenger liner to land at the city’s new Svalbard Airport, on September 14. Enplanements for the year reach the 1-million mark, climbing to 1,381,680. The employee population is 1,181.
A sixth B-737-205 is acquired in 1975 and the 10 millionth domestic passenger is boarded on December 12. During the year, SAS (Scandinavian Airlines System) wins exclusive rights to operate the route from Tromso to Spitsbergen. A total of 1,472,000 passengers are carried on the year while freight traffic climbs 6.6% above 1974.
The thirtieth anniversary is celebrated on March 26, 1976. A seventh B-737-205 is delivered in May and the fleet now also includes 4 F.28-1000s and 1 F.27s. The domestic community of Evenes joins the route network while inclusive-tour charter flights are inaugurated to Athens, Sicily, and Dubrovnik.
Passenger boardings jump 11.4% to 1.64 million while cargo accelerates 14.6%. Airline employment grows 3.6% to 1,223. The year ends on a sad note with the December 27 death of founder Ludvig G. Braathen.
Bjorn G. Braathen becomes president/CEO in January 1977, with his son, Erik G. Braathen, as executive vice president/chief operating officer. The last two F.27s are turned over to Air Executive Norway-Busy Bee, A. S. as yet another B-737-205 is added. Enplanements rise to 1,756,575.
Freight traffic rises 18.7% in 1978 and passenger boardings increase 7.5% to 1,899,000. Airline employment stands at 1,350 and the company now provides charters to 105 destinations in Africa, Europe, and the Middle East.
Three B-737-205As are delivered in 1979. Freight grows 10.2% and passenger boardings move ahead 9.5% to 2.04 million.
The workforce is increased by 5.4% in 1980 to 1,631. Air Executive Norway-Busy Bee, A. S. is renamed Busy Bee of Norway, A. S. in early spring and begins concentrating on military charters. Orders are placed for two high-tech Boeing 767-200s.
Passenger traffic jumps 9.3% to 2.2 million passengers flown and freight is up 11.8%. Revenue figures are released: on revenues of $198.8 million, expenses are $188.1 million, producing an operating profit of $10.6 million, up 12.8%.
The employee population grows by 4.2% in 1981 to 1,700. Enplanements inch up 0.8% to 2,191,000 and freight grows 3.5% to 4.55 million
FTKs. Airline employees total 1,700 in 1982. Freight climbs 1.6% to 4.63 million FTKs and passenger boardings ascend 4.6% to 2,291,000.
One hundred new workers are hired in 1983. Braathens now makes plans to enter the offshore helicopter market using Boeing Vertol 234LR Commercial Chinooks from Stavanger to Ekofisk for Phillips Petroleum (Norway). Discussions are held with Boeing Vertol later in the year toward acquisition of two helicopters. In a joint venture with Britannia Airways, Ltd., a rediffusion B-767 simulator is installed at the U. K. carrier’s London (CTN) base.
Passenger traffic only increases 0.3% (2,298,000 passengers carried) and freight dips 0.8% to 4.59 million FTKs. An operating profit of $13.2 million is, nevertheless, recorded.
Two new B-767-205s are received in 1984 and are placed in service flying inclusive-tours from Norway and Sweden to the Mediterranean and Canary Islands. When Phillips Petroleum (Norway) elects to retain its contract with Helikopter Services, A. S., Braathens ends discussions with Boeing and makes no further immediate effort to enter the offshore market.
Passenger boardings rebound upward 8.7% to 2,572,824 and freight advances 7.5% to 3.18 million FTKs. Revenues are up 15.5% to $168.7 million, but expenses rise 19.9%, forcing the operating profit down to $8.9 million and the net profit to $4 million.
The employee population numbers 7,628 (168 of them Busy Bee) in 1985. The fleet now comprises 10 B-737-205As, 2 B-767-205ERs, and
4 F.28-1000s, plus 1 B-737-205 and 8 F.27-100s dedicated to Busy Bee of Norway, A. S. As the result of a corporate decision taken during the summer to rationalize on the type, orders worth $110 million are placed for 6 new B-737-205s.
An armed man, who wants to see Prime Minister Kare Willoch of Norway, hijacks Flight 139, Busy Bee’s B-737-205, with 121 passengers en route from Trondheim to Oslo on June 21, but later surrenders at the plane’s destination in exchange for some beer.
One B-767-205ER is sold back to Boeing in October for $9.6 million, while 2 B-737-205As are now based in Sweden to operate inclusive-tour flights. Busy Bee of Norway, A. S. celebrates its twentieth anniversary late in the year and at year’s end, corporate headquarters are moved from downtown Oslo to a new site at Fornebu. The route network now includes 14 airports from Kristianstad in the south to Tromso in the north.
The parent’s enplanements jump 11.4% to 2.87 million and freight skyrockets 69% to 5.39 million FTKs; Busy Bee of Norway, A. S. hauls
630,000 passengers. Revenues at Braathens jump 20.4% to $240.7 million (not including $3.18 million earned by Busy Bee) and expenses are up 12.5% to $214.9 million. As a result, profits are $25.8 million (operating) and $22.5 million (net).
The payroll grows by 2.4% in 1986 to 2,400. Braathen’s fortieth anniversary is celebrated on March 26. The F.28-1000s are taken out of service during spring and summer and sold, while in May, Erik Braathen becomes executive vice president/chief operating officer. The second B-767-205ER is also sold during the summer as the 6 B-737-205As ordered in 1985 arrive during the second and third quarters. Four F.27-100s are also leased for the Busy Bee of Norway, A. S. subsidiary.
Application is made for an Oslo-Spitzbergen via Trondheim and Tromso route. Should Norwegian liberalization occur, services are also planned for Oslo-Brussels, Bergen and Stavanger-Paris, Bergen-Newcastle, and Stavanger-Manchester.
Passenger boardings accelerate 4.4% to 3,023,000 and cargo increases 22.4% to 5.96 million FTKs. Profits of $31.97 million (operating) and $21.6 million (net) are achieved.
Airline employment is increased by 11.4% in 1987 to 2,541. Several new Norwegian routes are inaugurated during the year and a hotel subsidiary is formed to operate two airport hotels on the outskirts of Stavanger and Oslo. On April 1, Braathens is once again granted certification for the Tromso to Spitsbergen service; weekly flights over the route are started by the B-737-205A Magnus Lagabotenon August 14.
The company’s leasing subsidiary orders 5 B-737-505s in a launch order bettered by the parent’s request for 20. Braathens also orders
5 B-737-405s.
Passenger bookings jump 7.6% to 3,451,000 while freight dips 6.5% to 3.85 million-ton kilometers. Revenues advance 15.8% to $340.3 million and costs are held low enough to generate an operating profit of $43.15 million. Net gain totals $54.6 million.
The employee population grows 10.9% in 1988 to 2,817 and the fleet includes 19 B-737-205s. Orders are outstanding for 20 B-737-505s and 5 B-737-405s. In December, the carrier appoints Manufacturers Hanover Trust to arrange with the Long Term Credit Bank of Japan a $260 financing facility for the aircraft purchase, with both banks doing the underwriting.
Customer bookings increase a respectable 7.2% to 3,698,817, but cargo declines by 1.9% to 3.78 million FTKs. Revenues jump 8.7% to $388.5 million, expenses climb 15.4% to $360.3 million, and the operating income drops to $28 million. Net profit is also down, to $22.6 million.
The payroll inches up 2.9% in 1989 to 2,900. Erik Braathen, son of President/CEO Bjorn G. Braathen, succeeds his father as head of the company.
A B-737-205A carrying 55 shipping company officials to a ship christening in West Germany, crashes in the Skagerrak, the eastern arm of the North Sea on September 8, while en route from Oslo to Hamburg; there are no survivors.
Also in September, the carrier reenters the rotary-wing market, establishing Braathens Helikopter, A. S., which will participate in the support of the offshore energy industry.
Passenger boardings dip 0.9% to 3,071,125, but freight moves ahead a slow 1.7% to 3.76 million FTKs. An operating profit of $39.5 million is generated, along with net gain of $3.3 million.
Company employment grows 3.1% in 1990 to 2,754 and fleet orders are outstanding for 1 B-737-405 and 15 B-737-505s, the first of which is delivered to the European launch customer in March. Passenger boardings jump 9.7% to 3,838,000 while freight inches up 1% to 3.8 million-ton kilometers. Revenues swell 25.1% to $451.1 million and allow profits: $59.7 million (operating) and $4.7 million (net).
The workforce is cut 0.8% in 1991 to 2,733 and the fleet now includes
1 leased B-737-2E1,4 owned and 6 chartered B-737-205As, 1 B-737-296A, 3 owned and three chartered B-737-405s, and 5 owned and
2 leased B-737-505s. Three B-737-205As are leased to VASP Brasilian Airline (Viacao Aerea Sao Paulo, S. A.) and orders are outstanding for 15 B-737-505s.
New routes are inaugurated to Newcastle, Manchester, and Malmo. Recession and the Gulf crisis limit growth in customer bookings to 0.9%, or 3,871,000. Cargo inches up a very slight 0.6% to 3.82 million FTKs. Revenues incline upward by 3.4% to $466.5 million and operating income reaches $66.3 million. Net profit slides to $1.8 million.
Another 0.5% of the payroll is trimmed in 1992, reducing employee numbers to 2,719. Two of the 4 owned B-737-205As are withdrawn as 11 owned B-737-505s are added, one of which is chartered to Xiamen Airlines. The second, Erik Magnusson, is painted for the summer with a grey belly, white fuselage, and white tail with the Norwegian flag; additionally, different figures from author Tobjorn Egner’s Kardemomme by (Town of Kardemomme) are painted on each side below the windowline forward of the wing.
Additionally, two B-737-405s are leased to Malaysian Airlines, Ltd. In November, a new route is inaugurated between Oslo and London (LGW).
Passenger boardings increased by 7.4% to 4,156,131 while freight swells 18.9% to 4.58 million FTKs. Revenues, of which a sixth comes from charter operations, advance 15% to $536.4 million and expenses grow only 8.3% to $433.4 million. As a result, the operating surplus jumps to $103 million and net gain hits $3.4 million.
In 1993, Chairman Ave Johnsen and President/CEO Erik G. Braathen oversee a workforce of 2,900, up 6.7% over the previous year. The fleet now includes 4 owned and 2 chartered B-737-405s, 1 B-737-296A, 1 leased B-737-205A, and 19 B-737-505s. The Xiamen Airlines lease is increased to include 2 of the latter type while 1 B-737-505 is chartered to Deutsche Lufthansa, A. G.
In January, service is initiated from Tromso to Murmansk. In addition to this new service, a multistop coastal return service is run from Tromso to Stavanger. Before the start of the summer schedule at the end of March, one of the B-737-505s is painted in a special “Sommerflyet” scheme, with markings designed by children. The name and age of the child who created it identify each individual piece of artwork on the fuselage of the plane. Per custom, the standard livery will be returned in early October.
The main network is, however, that operated from Oslo to Alesund, Bergen, Billund, Bodo, Evens, Haugesund, Kristianstad, Malmo, Molde, Roros, Stavanger, Svalbard, Tromso, Trondheim, and Newcastle, U. K. The company is listed on the Oslo Stock Exchange in December.
Customer bookings for the year rise 3.4% to 4,298,178 while cargo moves ahead by 6.1% to 7.7 million FTKs. A $50.21-million operating surplus is reported, along with net gain of $3.41 million.
Airline employment remains the same in 1994 as the fleet is increased by 1 B-737-505. Of the 20 machines of the type now on hand, 3 are leased out to Xiamen Airlines.
On January 10, the carrier’s shares commence trading on the Oslo Stock Exchange. The largest shareholder is Ludvig G. Braathens Rederi, A. S., with approximately 1,000 other shareholders also providing equity. Arve Johnsen becomes board chairman.
The Braathens Helikopter, A. S. subsidiary is sold to Helikopter Service, A. S. in February, and in March the company enters into a marketing alliance with Finnair, O/Y. The arrangement calls for joint handling at Oslo, shared frequent flyer programs, and planning for joint flights with code-sharing. This year’s “Sommerflyet” paint scheme honors the Olympic Games; the “Olympiaflyet” markings will be retained until the following January.
The B-737-296A is retired in September and is sold in October. In November-December, one B-737-505 is sold to Japanese investors and a purchase agreement is signed with Boeing for two more to be delivered in 1996-1997.
Passenger boardings during these 12 months swell 8.4% to 4,657,000 and operating revenues advance by 8.6% to $522.22 million. With expenses at $466.38 million, there is an operating profit of $104.84 million and a net surplus of $29.06 million.
The workforce grows by 6.8% in 1995 to 3,108. The big event of the year is integration of the carrier’s BRA Card frequent flyer program into the Air Miles plan of British Airways, Ltd. (2).
Customer bookings jump 7.1% to 4,991,023 while cargo moves upward 17.8% to 7.5 million FTKs. Most of the passengers flown are conducted over the company’s scheduled domestic route network, one of the largest in Europe. At 5%, charter traffic is now just half of what it had been only four years earlier.
Operating revenues swell 9.6% to $632.34 million but expenses climb just 8.4% to $511.56 million. As a result, operating gain swells to 120.78 million and a net gain of $37.81 million is posted.
Airline employment rises 5.9% to 3,290 in 1996 and the owned fleet includes 2 B-737-205A, which are leased out, 2 B-737-405, and 16 B-737-505s. Also operated under charter are 1 B-737-4Q8, 4 B-737-405s, and 4 B-737-505s, of which 3 are subleased to Xiamen Airlines.
The company celebrates its fiftieth anniversary and scheduled services are inaugurated to Nice, Rome, and Jersey from Oslo. In late June, a 50% stake is taken in Transwede Airways, A. B., with the option of taking over the remainder at the end of the following year. In return for taking over a SFr 35 million subordinated loan, Braathens receives significant benefits. These include 60 slots at Stockholm’s Arlanda Airport, facilities, staff, and leased Fokker 100s.
The Transwede arrangement also gives Braathens a turnkey domestic scheduled network in Sweden; connection to this network is made in October when Braathens launches five-times-per-day return frequencies between Oslo and Stockholm.
Enplanements accelerate 8.6% to 5,420,644, but freight traffic declines 5.1% as 7.11 million FTKs are operated. A net profit of $12 million is reported on operating revenues of $350 million. Equity amounts to 33% of total assets at the end of the year and the net-debt-to-equity ratio is 58%.
A $255-million order is placed with Boeing during the second week of February 1997 for the purchase of 6 Next Generation B-737-700s; deliveries will commence in 1998.
During the first quarter, a B-737-505 receives a special new livery to promote the one-thousandth birthday of the city of Trondheim. It is also renamed Olav Tryggvason, after the Haarfagre clan king of Norway who established the city. Simultaneously, two former SAS (Scandinavian Airlines System) executives are hired; Geir Olsen becomes executive vice president and Vidar Meum is appointed vice president-commercial.
On the morning of August 17, a letter of intent signifying a new strategic relationship is signed in Oslo by the president/CEO of Braa-thens SAFE, Erik G. Braathen, and the managing director/CFO of KLM (Royal Dutch Airlines, N. V.), Rob J. N. Abrahamsen. The Dutch flag carrier acquires a 30% holding in the Norwegian airline from its current major (68.8%) shareholder, the shipping company Ludv. G. Braathens Rederi. The acquisition price is Nkr200 million ($95 million).
Simultaneously, spurred on by the pending alliance between American Airlines and British Airways, Ltd. (2), the two negotiate a new working relationship in several areas. Among these will be greater coordination of connecting services, offering Braathens’ customers the wide selection of connecting services through Amsterdam’s Schiphol Airport using the KLM and partner global route network. The two airlines also consider increasing the frequency of service between Norway and Schiphol and intensifying cooperation between Braathens and Air UK, Ltd. on Norway-United Kingdom routes. KLM and its alliance partner Northwest Airlines will focus also on creating optimal connections between Scandinavian and U. S markets.
Braathens and KLM will also join forces in marketing and sales and examine potential for cooperation in areas including equipment maintenance and purchasing and airport services. Braathens’ frequent flyer program, BRAcard, and KLM’s Flying Dutchman program will be linked; points earned at the respective carriers’ flights will be interchangeable.
A code-sharing agreement is entered into with Finnair O/Y during September for a total of six daily return frequencies between Stockholm and Oslo. Under its terms, the two carriers will book seats for sale on each other’s flights, with Finnair operating one flight and Braathens the rest.
Details for the KLM equity purchase are finalized in October. At the same time, the Scandinavian Design Group is asked to come up with a new corporate identity for the carrier. Ten employees are assigned fulltime to the account.
In addition to the KLM pact, which is seen as a way to contest SAS (Scandinavian Airlines System) domination of the Norwegian domestic and European regional markets, Braathens, according to the plan worked out with KLM on December 1, also initials a strategic, but nonequity, alliance with Northwest Airlines. Under its terms, the carrier will code-share on NWA flights between the U. S. and London (LGW) and Amsterdam and NWA is accorded dual-designator status on Braa-thens routes from London (LGW) and Amsterdam to Norway.
The final acquisition of Transwede Airways, A. B. is completed at the end of the year.
On the year, customer bookings jump 15% to 6,510,000 and operating revenues surge 20.8% to $720 million. Costs climb 24.2% to $683 million. Although the operating profit falls to $37 million, a $26-million net gain is celebrated.
Airline employment in 1998 stands at 3,290; it will be increased 7.4% to 3,534. In January, the carrier is reborn as Braathens, A. S.
BRAATHENS SVERIGE, A. B.: Sweden (1998-1999). Having acquired 100% ownership of Transwede Airways, A. B. at the end of 1997, Braathens, A. S. renames its acquisition early in 1998. Employing four, leased Fokker 100s, the carrier continues to operate domestic services from Stockholm to Lulea, Umea, Jonkoping, and Halmstad, plus an international route to Oslo, home of its parent.
In March 1999, Malmo Aviation Schedule, A. B., a recent Braa-thens acquisition, is renamed Braathens Malmo Aviation, A. B. At this point, Braathens Sverige operations are taken over by and integrated into Braathens Malmo.
BRADFORD AIR TRANSPORT: United States (1985-1986). Mike Cardimone and Leo Angevine establish Bradford Air Transport at St. Mary’s, Pennsylvania, during February 1985 to provide scheduled passenger and cargo flights to Pittsburgh. Employing a Piper PA-32 Cherokee Six, Bradford inaugurates daily roundtrips in March.
Operations continue apace until the following March when the company is renamed West Penn Commuter.
BRADLEY AIR SERVICE, LTD.: Canada (1946-1978). This pioneering Ontario operator is formed at Carp, Ontario, by Robert Bradley in 1946 as the small Frobisher Bay-based FBO and flight training operator Bradley Air Service, Ltd. A charter division is formed in 1954 to obtain aircraft and participate in the construction supply contracts being awarded for the Canadian DEW line. Operations become quite extensive and contract services, together with charters, are flown from bases at Eureka, Frobisher Bay, and Resolute Bay in the Northwest Territories.
The company is bought by pilot John G. Jamieson upon Bradley’s death in 1970.
During the 1970s, operations are conducted with a fleet of 4 Douglas DC-3s, 2 Beech 18s, 3 de Havilland Canada DHC-2 Beavers, and 2 DHC-6-300s.
A DHC-6-300 and a DC-3 are destroyed in a hangar fire at Carp on January 28, 1974.
The operation remains largely unchanged until October 1978, when owner Jamieson is able to acquire the former Nordair Arctic service and two de Havilland Canada DHC-6-300 Twin Otters from Survair, Ltd.
At this point, Bradley Air Service, Ltd. is reformed and the scheduled commuter airline division First Air, Ltd. is established at Ottawa. Its fleet now comprises 6 DHC-6s and 7 Douglas DC-3s. Bradley continues charter and contract service flights into the Arctic under its own name.
A DHC-6-300, with two crew and four passengers, is 40 feet over the runway on final approach to Frobisher Bay on August 23 when it rolls left and hits the ground (one dead).
One of the DC-3s is withdrawn in September and another in November. A Hawker Siddeley HS 748-A2 is acquired in December.
World History
