History of Braathens SAFE (1946–1993)
In 1958, Braathens SAFE started flying to
Far East
Braathens South American & Far East Airtransport A/S was founded on 26 March 1946 by
Braathen traveled to the United States, where he bought several used
The first route ran from Oslo to
The regular services could be done with a round trip time of nine to ten days, including overnighting in Cairo, Karachi and Bangkok, and with technical revision of the plane in Hong Kong. At first there were semiweekly services, but by the end of 1947, these had increased to weekly. In June, Braathens SAFE bought a Douglas DC-3, LN-PAS Norse Carrier, and in August another DC-4, LN-PAW Norse Commander, both from KLM. In 1947, Braathens SAFE flew twenty-five trips to Hong Kong, five to New York and one to Johannesburg, South Africa, making a profit of NOK 750,000. The following year, Braathens SAFE started the first trial flights to South America. The first flight was made on 23 August from Stavanger via Reykjavík, Gander and Bermuda to Caracas, where the plane landed on 26 August. In October, the airline flew to Panama, but neither route gave sufficient contracts to commence regular services. In 1948, the airline made fifty trips to Hong Kong, eight to Johannesburg, two to the United States, three to Venezuela and two to Panama.[7]
Concession
During World War II, the civil aviation planning was conducted by the
By 1948, Braathens SAFE's routes were so regular that several countries stated that a bilateral agreement would have to be negotiated for them to continue. However, the concession that had been granted to DNL did not allow Braathens to fly any scheduled flights. Braathens SAFE applied for fifteen-year concession on 5 February 1948;
The Hong Kong-route was officially opened on 5 August 1949. Braathens SAFE had then moved its operative base from Gardermoen to Oslo Airport, Fornebu. The company stationed technical employees in Rome, Karachi, Bangkok and Hong Kong, as well as having an agreement with KLM. The planes would stop each night and crew and passengers would stay at a hotel. Cabin crew had no training, and learned the job as they worked. Chicken was the most common lunch meal, and the cabin crew had to purchase this fresh each day, usually observing the slaughter to ensure its freshness. In 1949, sixty-seven flights were made to Hong Kong, as well as two to Tokyo, to Venezuela and one to Johannesburg.[10]
In 1950, it became increasingly clear that the SAS-cooperation was weak, and that either a full merger or a discontinuation of the cooperation would be necessary. Braathen suggested to the government that DNL,
Braathens SAFE applied for a concession on a route from Norway to New York on 27 March 1950. This would allow the airline to connect the route to the Hong Kong-flights, giving one continual service. The proposal would involve the purchase of
Icelandic cooperation
In 1952, the Icelandic airline
Domestic with Herons
From 1950, Braathens SAFE started flying charter services to Europe with
In 1951, Braathens SAFE applied for concession for a route from Oslo to Bodø via Trondheim without subsidies. They also stated that they were willing to fly all domestic routes without subsidies, granted that they were awarded all routes. This was based on the acquisition of de Havilland Heron aircraft, which could use shorter runways and has a capacity of 15 people. SAS was granted the concession to Bodø and Trondheim, but the Ministry of Transport issued a concession to Braathens SAFE on the route from Oslo via Tønsberg Airport, Jarlsberg to Stavanger. The plane started in Stavanger in the morning, and operated the opposite direction of SAS' route from Oslo to Stavanger, which continued onwards to London. The first flight was made on 3 May 1952, with the Heron LN-PSG Per. From 7 to 14 May, the plane went on a tour of the country, visiting several airports. Regular services started on 18 August and a one-way ticket cost NOK 95.[15]
On 30 January 1953, Braathens SAFE applied to start a route from Oslo to
Braathens bought six Herons, in addition to one that was leased during 1954. They had been given the common Norwegian names Per, Ola, Pål and Lars. Because of replacements, the airline never operated more than four at a time.
The route Stavanger–Bergen–Trondheim was awarded to
Hummelfjell Accident
On 7 November 1956, the Heron LN-SUR Lars crashed at Hummelfjell after the aircraft had experienced icing problems. The
Friendship
During the late 1950s, Braathens SAFE started looking for a replacement for the aging DC-3s and Herons. An order was placed with
The first flight to the winter-only airport at Longyearbyen on Svalbard was made on 2 April 1959, when Store Norske Spitsbergen Kulkompani chartered a DC-4 from Bardufoss Airport. Store Norske cleared a 1,800 by 40 metres (5,910 by 130 ft) runway on snow for the aircraft. More flights were chartered during the 1960s, and Longyearbyen became a regular charter destination for Braathens SAFE.[24]
From 3 June to 30 September 1960, Braathens SAFE was granted concession on the route from Oslo via
Passengers traveling from Western to Northern Norway had to transfer from Braathens SAFE to SAS in Trondheim. Both airlines saw this as a strategic opportunity to get routes in each other's territories. On 31 August 1960, Braathens SAFE applied for an extension of its Bergen–Ålesund–Trondheim route onwards to
An additional F-27s was delivered in 1961, and two more in 1962. By then, the Oslo–Stavanger route was expanded to four daily round trips, of which two went via Kristiansand. Ålesund had two round trips, while Trondheim had one. The coastal route had two services, and was branded as the "Airbus". In all, 175,202 passengers were transported, up 40% since the previous year.[27] By 1965, the Trondheim, Ålesund and coast routes had three round trips, while there were four to Kristiansand and five to Stavanger. That year, the right-winged Borten's Cabinet was appointed; Braathens SAFE therefore again applied for an extension of the West Coast route to Tromsø and Bodø. When the government signaled that it would support the application, it caused a major debate, particularly in Denmark and Sweden, and the Danish and Swedish governments threatened to terminate the SAS agreement. On 25 November 1966, with 82 against 62 votes, the Norwegian Parliament voted to allow Braathens SAFE to fly to Bodø and Tromsø as an extension of the West Coast route from 1 April 1967.[28]
On 3 March 1967, parliament decided to build four short take-off and landing airports along the Helgeland coast between Trondheim and Bodø. Braathens placed an order for a de Havilland Canada DHC-6 Twin Otter and planned to start the company Braathens STOL. It applied to operate the route without subsidies, but the concession was rejected and granted with subsidies to Widerøe, which had been operating the routes using seaplanes.[29]
Charter
During the 1950s, the main customers for charter flights had been Norwegian shipping companies, who flew their crew home from ports in Central Europe. In 1959, Saga Tours was created as the first travel agency for Mediterranean charter trips, and the company started a cooperation with Braathens SAFE. The first DC-4 flew to Mallorca that year. In 1961, the company's first Douglas DC-6B was bought. It had a capacity of 96 passengers, and cooperation was also started with Metro and Paddan in Gothenburg. Other charter destinations were London, Alicante and Málaga, both in Spain. That year, Braathens SAFE bought 50% of Saga Tours in a private placement. Braathens SAFE established an office in Gothenburg in 1965. After Vingresor had been bought by SAS and moved to Stockholm three years later, three employees started Atlas Resor in Gothenburg, and started using Braathens SAFE as their airline.[30] By 1966, Braathens SAFE was operating seven DC-6s.[31]
The agreements with Spanish authorities allowed only airlines from the country of origin or from Spain to fly charter flights. But because of the SAS-cooperation, an agreement was made where any Scandinavian airline could fly to Spain from any of the three Scandinavian countries. Domestically, Braathens SAFE received strong competition from
Into the Jet Age
In 1965, Braathens SAFE placed an order for three
By 1966, Braathens SAFE had sold all its DC-4s, and had purchased eight F-27s. The DC-6s were used exclusively for charter, with all domestic flights being flown with the F-27s. The same year, the booking system was centralized and moved to offices in Oslo. The company established sales offices in Bodø and Tromsø on 1 March 1967. A new cargo department was opened at Oslo Airport on 29 September. Braathens SAFE applied in a joint venture with the Norwegian America Line to start a cargo flight to the United States and the Far East, but this was declined by the ministry. From 1967, also DC-6s were used on domestic routes. In August, it was announced that Braathens SAFE would replace the F-27s with six new Fokker F-28, and that the F-27s would be sold to the manufacturer. Later, the number of orders of 737s was reduced to two, and of F-28s to five.[35] The Fellowships cost NOK 40 million each.[36]
The first 737, LN-SUS, landed in Oslo on 8 January 1969, followed by LN-SUP on 31 January. Braathens SAFE was the launch customer of the F-28, and the first plane landed in Oslo on 3 March. Five F-28s were delivered in the course of a year, in addition to one aircraft that was leased periodically until 1971. There were several technical problems due to having the earliest models of the F-28, causing some operational difficulties. Two DC-6s were sold, and all but three of the F-27s were sold to Fokker between October 1968 and May 1969. Along with the aircraft came a new simulator, and the simulator division was moved from Sola to Fornebu. On 27 February 1970, the company took into use an IT-system, based at Sola.[37]
With the delivery of the Boeing 737-200s, Braathens SAFE started using these aircraft on the long-haul charter flights. By 1977, there were nine international charter airlines competing with Braathens SAFE: Aviaco, Britannia Airways, Dan-Air, Linjeflyg, Maersk Air, Scanair (owned by SAS), Spantax, Sterling and Transair. In 1976, good exchange rates gave a peak of flights to London, with eleven weekly flights across the North Sea. Braathens SAFE also started flying for Vingresor. In 1976, 44% of the company's revenue was from charter, but by 1979 it had dropped to 36%. During this period, about half of the planes' flying time was related to charter.[38]
More airports
Prior to the opening of Kristiansund Airport, Kvernberget, Braathens SAFE applied for a concession to fly to it along the West Coast, as well as the direct route from Oslo. SAS applied to fly the Oslo-service. The ministry wanted Braathens SAFE to fly the route with a concession granted to SAS, but Braathens SAFE rejected this. Instead, they were granted both the routes on temporary basis. The new airport received three daily flights to Oslo, of which two went via Ålesund, and four services on the West Coast route. At the same time, there was a discussion about who was to operate the new STOL-airports on the West Coast. Braathens SAFE stated that they wanted a local airline to do the flying, and chose not to apply. The concession was granted to Widerøe, and Braathens SAFE subsequently bought part of the airline.[39]
On 5 April 1972,
The same year, the government appointed a commission, led by
Flight 239
On 23 December 1972 at 16:30, the company's most fatal accident occurred. F-28 LN-SUY Sverre Sigurdson on Flight 239 from Ålesund to Oslo crashed at Asker, killing 40 of the 45 people on board, including the crew of three. The cause of the accident was never discovered, although a possibility could have been faults with the instrument landing system.[42][43]
Times of change
Following the steep increase of oil prices in 1973, Braathens SAFE increased the ticket prices with about 30%, giving for the first year a reduction in the number of travelers. The IT-system Bracar was introduced on 4 February 1974, connecting all locations with 53
Ludvig G. Braathen died on 27 December 1976 while he was still CEO. He was succeeded by his son Bjørn G. Braathen, who had returned to the company a few years earlier.
Starting with the delivery of the F-28s and 737s, all planes were named after Norwegian kings. The last three F-27s were also given such names.[48] During the 1970s, Braathens SAFE took delivery of eleven 737s, supplementing the four F-28s. The third delivered, LN-SUA, had a cargo door on the side, making it ideal for cargo flights. The three planes delivered in 1979 had extended range tanks making direct flights to the Canary Islands possible. In 1979, the company started looking into possible replacements for their fleet, considering larger aircraft.[49]
The late 1970s and early 1980s was a time of economic problems for airlines worldwide. Passenger numbers stabilized, and Braathens SAFE introduced a 15% discount to purchasers of 100 tickets at one time. The company hit NOK 1 billion in revenue in 1981. Discounted tickets were not sufficient to cover the increasing costs, particularly related to fuel, and the company introduced the internal campaign Bra-82. This involved a more market-oriented management and a focus on service increase, including better regularity and free coffee. During the summer, the reduced demand made the airline introduce discounted "summer tickets" for NOK 280 on any route in Southern Norway. This gave a 75% load factor, the highest for the whole year.[50]
In 1982, Braathens SAFE bought 15% of DNL. It also applied, though the sister company
New Boeings
In 1980, the management of Braathens SAFE decided that it needed larger aircraft if the company was to stay competitive on charter flights. Larger aircraft could be put into service on the main services from Oslo, Gothenburg and Stockholm, while the 737s could be used to smaller destination and from other cities. On 25 February 1980, the company announced that it had ordered two Boeing 767-200 planes, with an option for two addition craft. The cost of the two firm orders was about NOK 500 million. This would allow the aircraft to be used for both domestic scheduled flights and for charter, and was configured with 242 seats. This was less than charter-only airlines, for instance Britannia had their planes configured with 273 seats. Braathens SAFE's planes were delivered on 23 March and in November 1984. The following year showed increasing charter traffic, although it only made up 25% of the company's revenue.[54] The company had considered the smaller Boeing 757, but did not have sufficient range.[55] Also the Airbus A310 was close to being chosen.[56]
The 767s were launched as "First Business Class" to charter travelers, but the business model was not successful. The new consumer groups entering the market had low willingness to pay, and the demand for premium charter services was low. The company was faced with not being able to charter out the plane because of the low seat numbers, but could not put in the extra seats because of the aircraft also being used on the scheduled market. Using so large aircraft on the short-haul flights in Southern Norway gave little economy-of-scale, and the airline seldom needed the increased capacity. Braathens SAFE also had problems, because from order to delivery, the exchange rates had increased from 5 to 9 NOK per USD, almost doubling the price in NOK. In 1986, the two 767s were sold. Two years later, Altas Resor was sold, and the following year Saga. Braathens SAFE closed its bases in Gothenburg and Stockholm, but remained a charter operator with 737s from Norway.[57]
Following the decision to sell the two 767s, management also decided to sell the four remaining F-28s. This would allow Braathens to operate a fleet of pure 737-200, giving lower operating costs. One 737 was taken out of service in 1984, and the four F-28s sold in 1986. The same year, seven more 737-200s were delivered, along with two more in 1987 and 1988. By then, Braathens SAFEs entire fleet consisted of nineteen 737-200s.
Hijacking
On 21 June 1985, the 737-200 LN-SUG Harald Gille, with 121 passengers en route from Trondheim to Oslo, was hijacked by the 24-year-old Stein Arvid Huseby. He had threatened a flight attendant with an air gun. He demanded to talk to Prime Minister Kåre Willoch and Minister of Justice Mona Røkke and a press conference to make a political statement. His demands were not met, and he surrendered while the plane was parked in Oslo. This was the first hijacking in Norway.[59][60][61]
Competition and new planes
The F-28s had the largest regularity problems, mostly due to the number of landings, which could count up to 16 per day. For instance, LN-SUO flew 36,000 hours with 76,000 landings. The last flight was made on 16 December 1986, and the aircraft sold for NOK 45 million each. Although the F-28 was taken out of service, some of the routes on the West Coast needed to be operated with smaller aircraft than the 737. The company made an agreement to wet lease Busy Bee F-27s one some of the routes, while the most trafficked ones would be taken over by 737s.[62]
A 1985 government committee, led by State Secretary Per Arne Watle, recommended that more route be flown by both Braathens SAFE and SAS, and that additional airlines be allowed to start other routes. On 5 September 1985, Braathens SAFE applied for the route Trondheim – Bodø – Harstad/Narvik – Tromsø and Tromsø–Longyearbyen. SAS had stated that it was fine with them if other airlines started flying international routes they did not, and on 17 October Braathens SAFE also applied for the routes Bergen–Stavanger–Paris, Bergen–Stavanger–Manchester, Oslo–Stavanger–Brussels and Trondheim–Bergen–Newcastle.[63] The applications were rejected and it was agreed upon that SAS would retain all rights to fly internationally between Oslo, Bergen, Stavanger, Gothenburg, Stockholm, Copenhagen and Århus.[64]
A new round of concession applications were filed in 1987: Trondheim to Northern Norway, Tromsø–Longyearbyen, Oslo–Billund and Oslo–Alicante. The right-winged Willoch's Second Cabinet decided to use three principles in issuing new concessions: keeping the array of local routes, granting concessions on the terms that the airlines would continue to cross-subsidize routes, and to introduce competition on the largest routes. Braathens SAFE was given permission to fly Oslo–Bergen and Western Norway – Trondheim – Bodø – Tromsø, plus once daily Oslo–Trondheim–Bodø, as well as Tromsø–Longyearbyen. At the same time, SAS was allowed to fly freely on the routes Oslo–Trondheim and Oslo–Stavanger.[65] In 1988, Braathens SAFE introduced automatic check-in machines in Oslo, Stavanger, Bergen, Ålesund and Trondheim.[66]
The first 737-400, LN-BRA, was delivered to the airline on 9 July 1989.[67] The 19 737-200s were gradually handed to their owners, while seven 737-400s and seventeen 737-500s were delivered until 1994.[48] The investment cost NOK 4.5 billion. By the end of 1993, the company had NOK 3.4 billion in debt.[68] On 1 June 1989, Erik G. Braathen, son of Bjørn G., took over as CEO at the age of 34.[69] In 1992, Busy Bee filed for bankruptcy; the company's fleet of three Fokker 50s were transferred to the newly established Norwegian Air Shuttle, which started wet-leased operations along the West Coast for Braathens SAFE. As demand increased through the 1990s, the fleet was extended to six aircraft.[70]
International routes
Braathens SAFE was also given the right to fly its first international scheduled flights for the first time in several decades. On 19 August 1988, the airline was granted concession to fly to Billund in Denmark. At the same time,
On 19 June 1990, SAS announced that all its services to
At the time, Denmark was a member of the European Union (EU), while Sweden and Norway had applied and were awaiting referendums to determine membership. EU was working to deregulate the airline market from 1995, which could cause problems for the Scandinavian agreements. In preparation for this, Braathens SAFE started negotiations with Linjeflyg of Sweden and Maersk Air of Denmark to create an alliance to compete with SAS. In particular, the three airlines wanted to capture the two million passengers that travelled between the three Scandinavian capitals: Oslo, Copenhagen and Stockholm. Instead, SAS was given permission to purchase Linjeflyg in exchange for the Swedish airline market being deregulated from 1 July 1992.[72] From 23 October 1992, the Norwegian Armed Forces stopped chartering aircraft and started using scheduled flights to fly 240,000 personnel annually. Since most of the transport was between Northern and Southern Norway, this gave reduced revenue for Braathens SAFE.[73]
Helicopters
On 1 September 1989, Ludvig G. Braathens Rederi founded Braathens Helikopter. The shipping company had signed an agreement with the oil companies
Twenty-two pilots were hired along with a total staff of 70,
Braathens Helikopter and Helikopter Service announced on 1 October 1993 that the two companies would merge from 1 January 1994. Ludvig G. Braathens Rederi would be paid with NOK 225 million in Helikopter Service shares.[82] The Norwegian Competition Authority stated they would have to look at the merger, since the new company would have an almost-monopoly on offshore flights. However, the ministry stated that the authority could not hinder the merger, because by the time new contracts were awarded in 1995, helicopter operators from foreign countries would also be allowed to bid.[83] The ownership of Braathens Helikopter was transferred to Helikopter Service on 14 December. Ludvig G. Braathens Rederi received 14% of the shares in the merged company.[84] They were immediately sold,[85] giving Ludvig G. Braathens Rederi a NOK 170 million profit on the five-year venture.[84]
References
Notes
- ^ Tjomsland and Wilsberg, 1995: 22
- ^ Tjomsland and Wilsberg, 1995: 31
- ^ Tjomsland and Wilsberg, 1995: 30–31
- ^ Tjomsland and Wilsberg, 1995: 17
- ^ Tjomsland and Wilsberg, 1995: 31–34
- ^ Tjomsland and Wilsberg, 1995: 34–35
- ^ Tjomsland and Wilsberg, 1995: 35–43
- ^ Tjomsland and Wilsberg, 1995: 27
- ^ Tjomsland and Wilsberg, 1995: 39–46
- ^ Tjomsland and Wilsberg, 1995: 47–49
- ^ Tjomsland and Wilsberg, 1995: 49–54
- ^ Tjomsland and Wilsberg, 1995: 54–62
- ^ Tjomsland and Wilsberg, 1995: 75–83
- ^ Tjomsland and Wilsberg, 1995: 63–64
- ^ Tjomsland and Wilsberg, 1995: 64–65
- ^ Tjomsland and Wilsberg, 1995: 66–70
- ^ Tjomsland and Wilsberg, 1995: 116
- ^ Tjomsland and Wilsberg, 1995: 104–108
- ^ Tjomsland and Wilsberg, 1995: 112
- ^ Tjomsland and Wilsberg, 1995: 118
- Aviation Safety Network. "7-Nov-1956". Retrieved 11 September 2009.
- ^ Tjomsland and Wilsberg, 1995: 111
- ^ Tjomsland and Wilsberg, 1995: 118–120
- ^ Tjomsland and Wilsberg, 1995: 155–158
- ^ Tjomsland and Wilsberg, 1995: 121
- ^ Tjomsland and Wilsberg, 1995: 121–125
- ^ Tjomsland and Wilsberg, 1995: 128–129
- ^ Tjomsland and Wilsberg, 1995: 165–172
- ^ Tjomsland and Wilsberg, 1995: 180–181
- ^ Tjomsland and Wilsberg, 1995: 131–134
- ^ Tjomsland and Wilsberg, 1995: 165
- ^ Tjomsland and Wilsberg, 1995: 134–138
- ^ Tjomsland and Wilsberg, 1995: 167
- ^ Tjomsland and Wilsberg, 1995: 243–245
- ^ Tjomsland and Wilsberg, 1995: 173–178
- ^ Tjomsland and Wilsberg, 1995: 283
- ^ Tjomsland and Wilsberg, 1995: 180–182
- ^ Tjomsland and Wilsberg, 1995: 136–141
- ^ Tjomsland and Wilsberg, 1995: 183
- ^ Tjomsland and Wilsberg, 1995: 184–185
- ^ Tjomsland and Wilsberg, 1995: 186–194
- ^ Tjomsland and Wilsberg, 1995: 198–199
- Aviation Safety Network. "23-Dec-1972". Retrieved 11 September 2009.
- ^ Tjomsland and Wilsberg, 1995: 194–197
- ^ Tjomsland and Wilsberg, 1995: 203–211
- ^ Tjomsland and Wilsberg, 1995: 212–213
- ^ Tjomsland and Wilsberg, 1995: 233–237
- ^ a b c Tjomsland and Wilsberg, 1995: 364–365
- ^ Tjomsland and Wilsberg, 1995: 237
- ^ Tjomsland and Wilsberg, 1995: 261–267
- ^ Tjomsland and Wilsberg, 1995: 268–277
- ^ Tjomsland and Wilsberg, 1995: 280
- ^ "Inter Nor og Braathens SAFE: Samarbeide om forretningsfolk". Aftenposten (in Norwegian). 16 September 1985. p. 34.
- ^ Tjomsland and Wilsberg, 1995: 144–148
- ^ Tjomsland and Wilsberg, 1995: 245
- ^ Tjomsland and Wilsberg, 1995: 256
- ^ Tjomsland and Wilsberg, 1995: 148–150
- ^ Tjomsland and Wilsberg, 1995: 247–249
- ^ Tjomsland and Wilsberg, 1995: 279
- Aviation Safety Network. "21-Jun-1985". Retrieved 11 September 2009.
- ^ Andersen, Alf G. (22 June 1985). "Da kapreren strakte våpen". Aftenposten (in Norwegian).
- ^ Tjomsland and Wilsberg, 1995: 280–283
- ^ Tjomsland and Wilsberg, 1995: 275–277
- ^ Tjomsland and Wilsberg, 1995: 290
- ^ Tjomsland and Wilsberg, 1995: 291–294
- ^ Guhnfeldt, Cato (9 July 1988). "Flybillett på automat". Aftenposten (in Norwegian). p. 32.
- ^ a b Tjomsland and Wilsberg, 1995: 295–300
- ^ Tjomsland and Wilsberg, 1995: 309
- ^ Tjomsland and Wilsberg, 1995: 305
- ^ Norwegian Air Shuttle. "History". Archived from the original on 12 October 2010. Retrieved 19 September 2010.
- ^ Tjomsland and Wilsberg, 1995: 299–304
- ^ Tjomsland and Wilsberg, 1995: 303–304
- ^ Tjomsland and Wilsberg, 1995: 319–320
- ^ a b Asgaut, N. (1 September 1989). "Braathen med helikopterselskap". Dagens Næringsliv. p. 2.
- ^ a b Bø, Trond (3 September 1990). "Klar til luftkamp om offshorekunder". Aftenposten. p. 14.
- ^ Bø, Trond (23 May 1990). "Braathens Helikopter i luften". Aftenposten. p. 26.
- ^ a b "Vellykket jomfrutur for Braathens Helikopter". Norwegian News Agency. 1 September 1990.
- ^ Bø, Trond (20 June 1990). "Helikopterpilotene forlater Forsvaret". Aftenposten. p. 15.
- ^ "Storkontrakt for fly". Aftenposten. 29 June 1991. p. 10.
- ^ "Braathens Helikopter får storkontrakt med BP". Norwegian News Agency. 10 September 1991.
- ^ Bø, Trond (11 September 1991). "Øket konkurranse i Nordsjøen: Braathens vant helikopterkamp". Aftenposten. p. 40.
- ^ "Helikopter-fusjon". Bergens Tidende. 1 October 1993. p. 5.
- ^ Thompson, Egil (15 November 1993). "Klart for helikopter-oppkjøp". Norwegian News Agency.
- ^ a b Knudzen, Thomas (7 October 1993). "Helikoptersalg ga 170 mill". Aftenposten. p. 32.
- ^ Klev, Sigurd (4 December 1993). "En time i Helikopter Service". Dagens Næringsliv. p. 33.
Bibliography
- Tjomsland, Audun; Wilsberg, Kjell (1995). Braathens SAFE 50 år: Mot alle odds. Oslo. ISBN 82-990400-1-9.)
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