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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 .
On 30 January 1953 , Braathens SAFE applied to start a route from Oslo to Trondheim Airport , Lade . A trial permit was granted , and the first flight was made on 18 August . Because Lade had a grass runway , Trondheim Airport , Værnes was used during bad weather . SAS flew a morning flight from Oslo , while Braathens flew the morning route from Trondheim . In 1953 , Braathens SAFE stated that to keep their 210 employees and fleet of one DC @-@ 4 , one DC @-@ 3 and two Herons , they would have to receive future domestic services , to compensate for more than 90 % of their revenue disappearing with the loss of the Far East route . In 1953 , Braathens SAFE applied to fly five routes : Bardufoss – Alta – Kirkenes ; Stavanger – Bergen – Trondheim ( both with Herons ) ; Tromsø – Alta – Hammerfest ; Bodø – Harstad ; and Bodø – Harstad – Tromsø ( all with de Havilland Canada DHC @-@ 3 Otters ) . The five routes would require NOK 725 @,@ 000 in annual subsidies . The concessions were granted to DNL , who allowed their partially owned subsidiary Widerøe to fly the sea routes .
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 . In June 1955 , Braathens SAFE started landing some of the Oslo – Stavanger planes at Kristiansand Airport , Kjevik and Farsund Airport , Lista . The route , nicknamed the " Milk Route " , operated Stavanger – Farsund – Kristiansand – Tønsberg – Oslo in the morning , with a return in the evening . The same year , SAS and Braathens SAFE started negotiating splitting up the domestic routes . Nils Langhelle , then regional director in SAS , suggested creating a merged subsidiary that could fly all domestic routes . On 16 May 1956 , Braathens SAFE started landing at Hamar Airport , Stafsberg on the Oslo – Trondheim route , and at Notodden Airport , Tuven on the Oslo – Stavanger route . Both airports had 1 @,@ 000 metres ( 3 @,@ 300 ft ) runways that could only be served by small aircraft such as the Heron . From 1959 , services to both airports were terminated . Røros Airport was opened on 19 July 1957 , and Braathens SAFE landed some of the Oslo – Trondheim services there . After 1958 , services were terminated , but after the runway was extended from 1 @,@ 360 to 1 @,@ 600 metres ( 4 @,@ 460 to 5 @,@ 250 ft ) , it was taken into use again in 1963 .
The route Stavanger – Bergen – Trondheim was awarded to Vestlandske Luftfartsselskap in 1956 , but this company filed for bankruptcy the following year . Ålesund Airport , Vigra was scheduled to open in 1958 , and both Braathens SAFE and SAS applied for the concession , along with the route along the West Coast . At first the ministry wanted to issue the concession on the route Stavanger – Bergen – Ålesund – Trondheim to Braathens SAFE and the route Ålesund – Oslo to SAS . But after negotiations , Braathens SAFE stated they were willing to fly the coastal route without subsidies if they were granted the Oslo @-@ route , since that would allow them to cross @-@ subsidize ; this was granted by the ministry . An agreement was then made between the ministry , SAS and Braathens SAFE , where both airlines would fly the routes Oslo – Trondheim , Oslo – Stavanger , Oslo – Kristiansand and Kristiansand – Stavanger – Bergen ; Braathens SAFE had a monopoly on the routes Oslo – Ålesund and Bergen – Ålesund – Trondheim , while SAS was granted a monopoly on the routes Oslo – Bergen and ( Oslo ) – Trondheim – Bodø – Bardufoss . In 1958 , Braathens SAFE had 77 @,@ 591 passengers .
= = = Hummelfjell Accident = = =
On 7 November 1956 , the Heron LN @-@ SUR Lars crashed at Hummelfjell after the aircraft had experienced icing problems . The Hummelfjell Accident killed the pilot and one passenger , but the remaining ten people on board survived . Among them was the famous television actor Rolf Kirkvaag , who , despite injury , succeeded at walking to civilization to inform about the accident .
= = Friendship = =
During the late 1950s , Braathens SAFE started looking for a replacement for the aging DC @-@ 3s and Herons . An order was placed with Fokker for the delivery of their new Fokker F @-@ 27 Friendship , a two @-@ engine turboprop with cabin pressurization . Braathens SAFE was the second airline to receive the plane , after Aer Lingus . The first craft , LN @-@ SUN , was delivered in December 1958 , with the second , LN @-@ SUO , delivered the following year . They were put into service on the main routes : once daily Oslo – Trondheim , once daily Oslo – Ålesund , twice daily Oslo – Stavanger , including one stopping at Kristiansand , and one trip daily Bergen – Ålesund – Trondheim . The delivery of the Friendships made the Herons unnecessary , and these were sold . The two DC @-@ 3s were kept as a reserve , and were used for the first part of the summer schedules because of late delivery of LN @-@ SUO . They were also used for charter . The airports at Hamar , Farsund and Tønsberg had too short runways for the Friendship , and these destinations were terminated .
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 .
From 3 June to 30 September 1960 , Braathens SAFE was granted concession on the route from Oslo via Sandefjord Airport , Torp to Aalborg Airport in Denmark . This became possible because SAS had abandoned the route the previous year . It was flown with a DC @-@ 3 , giving an 80 % load factor . On 22 July , the Braathens SAFE applied for a three @-@ year concession , but this was rejected because SAS stated that they would restart the route . In 1961 , SAS started the route Stavanger – Kristiansand – Ålborg , and in 1963 on the route Oslo – Kristiansand – Ålborg . The concession allowed SAS to also take passengers on the domestic legs , giving Braathens SAFE competition on the routes to Kristiansand .
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 Bodø Airport and Bardufoss Airport . The two airports had been served by SAS from Oslo via Trondheim . SAS presented estimates that between 2 @.@ 5 and 6 @.@ 1 passengers transferred at Trondheim each day . Braathens SAFE later proposed that they could fly directly from Bergen and Ålesund to Bodø and Bardufoss , but Braathens SAFE 's application was rejected by the ministry . All concessions ended on 31 March 1961 , and the ministry extended them all one year . Three new airports , Alta Airport , Lakselv Airport , Banak and Kirkenes Airport , Høybuktmoen , were about to open and the ministry wanted to award new concessions that included these airports . Braathens SAFE applied to operate to all the airports in Northern Norway , but the contract was awarded to SAS . The latter also applied to operate a route from Northern Norway via Trondheim , Ålesund and Bergen to Stavanger , while Braathens SAFE in 1964 again applied for an extension of the West Coast route to Northern Norway . This was moderated to a direct route from Tromsø Airport to Bergen , which SAS received permission for on 4 March 1965 .
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 . 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 .
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 .
= = 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 . By 1966 , Braathens SAFE was operating seven DC @-@ 6s .
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 Sterling Airways , but on the other hand this allowed Braathens SAFE to fly charter flights from Sweden . In 1968 , the large Swedish – Danish charter airline Internord went bankrupt , giving Braathens SAFE increased charter traffic . The company also started purchasing a larger share of Altas Resor , until it took over all the whole company in 1978 . In Sweden , Braathens SAFE used its partners to sell charter flights to Norway , and then continue their flights using scheduled flights . Braathens SAFE was hindered by the charter regulations from making intercontinental flights , as well as flights between the Scandinavian capitals . The rules also forced business travelers to use scheduled flights .
= = Into the Jet Age = =
In 1965 , Braathens SAFE placed an order for three Boeing 737 @-@ 200s , costing a total ofNOK 100 million . They were intended to do the main haul of the charter market . There had been an internal struggle as to whether the company should purchase the Fokker F @-@ 28 Fellowship or the Boeing 737 @-@ 100 , a shorter version of the 737 @-@ 200 . Having a single plane type would give a single pool of pilot and mechanic certifications , and would have saved the company NOK millions in costs . Following the decision to purchase the F @-@ 28 , Bjørn G. Braathen , son of Ludvig G. and later CEO , left the company .
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 . The Fellowships cost NOK 40 million each .
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 .
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 .
= = 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 .
On 5 April 1972 , Molde Airport , Årø opened . Unlike other primary airports , it had been built and financed by the municipality , and did not become state @-@ owned until 1978 . Braathens SAFE started flying both to Oslo and along the West Coast from Molde . The same year , the airline for the first time exceeded one million domestic passengers . It also started with five weekly cargo flights with flowers from Genova , Italy . The following year , the last DC @-@ 6 was sold , after the type had been phased out since 1969 .
The same year , the government appointed a commission , led by Bue Fjermeros , to look into the organization of the domestic air routes . Since the last compromise in splitting routes , the traffic had increased more in Braathens SAFE 's domain that SAS ' . The commission also looked a to whom the two next airports that would be opened , Haugesund Airport , Karmøy and Harstad / Narvik Airport , Evenes , would be given . Neither company wanted to cooperate beyond the existing arrangement of coordinating their routes time @-@ wise , along with those of Widerøe . In addition , Braathens SAFE bought handling services from SAS at Gardermoen , Bergen , Bodø and Tromsø , while SAS bought handling services from Braathens SAFE at Stavanger . The commission granted SAS the rights to fly from Oslo to Haugesund , Harstad / Narvik and the new airport Svalbard Airport , Longyear . Braathens SAFE was allowed to fly from Bergen to Northern Norway via Ålesund , Molde and Kristiansund . SAS lost the right to fly directly from Bergen to Northern Norway . When the matter was passed by parliament , they also granted SAS the right to fly from Oslo to Stavanger , even if their planes did not continue abroad .
= = = 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 .
= = 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 terminals , rationalizing 20 man @-@ years . In 1974 , Annæus Schjødt jr. became chair , and the following year , the employees were represented with two board members . The remaining three F @-@ 27s were sold to the Braathens Rederi @-@ owned Busy Bee between 1975 and 1977 . From 1 January 1976 , Braathens SAFE introduced " Green Routes " , where passengers were granted 35 % discount if they traveled on Saturdays or Sunday morning , booked a round trip and were away for at least a full week or over a weekend . From 1972 to 1976 , the company 's revenue doubled , to NOK 500 million , while production increased 18 % . The main contributing factor was the increase of labor costs , that had almost doubled in the four years , although also higher fuel prices and taxes contributed . In 1976 , the airline transported 1 @,@ 154 @,@ 000 scheduled and 485 @,@ 000 chartered passengers . Braathens SAFE had a 37 % scheduled market share and 31 % share of the charter flights . The largest traffic increases were in Stavanger , Bergen and Trondheim . During the late 1970s , Braathens SAFE increased the number of direct flights between these cities , without increasing the number of landings in Ålesund and Kristiansand . From 1 April 1977 , the airline lost its dispensation to operate with reduced cabin crew , and was forced to increase the number on the F @-@ 28 from one to two , and on the 737 from two to three . At the same time , the airline introduced in @-@ flight meals .
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 . In 1977 , Braathens SAFE made NOK 10 million in profit on the Trondheim route and NOK 4 million on the routes from Oslo to Kristiansand and Stavanger . At the same time , the airline lost NOK 6 million on the routes to from Oslo to Ålesund , Molde and Kristiansund , and NOK 18 million on the coastal routes between Stavanger and Tromsø . From 1 October 1978 , the company also introduced 50 % youth discount for people under 26 years . From 1 May 1978 , there was introduced a NOK 100 tax on international charter flights . The same year , Braathens SAFE bought 15 % of Bergenske Dampskibsselskab , that owned 51 % of the travel agency Bennett Reisebureau . This was to try to secure influence over the chain , that was also owned 31 % by SAS . A new , neutral ticketing system , SMART , was introduced in 1980 for all travel agents in Norway and Sweden . Following this , Braathens SAFE sold its stake in Bergenske with a profit .
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 . 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 .
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 .
In 1982 , Braathens SAFE bought 15 % of DNL . It also applied , though the sister company Braathens Helikopter , for concessions for helicopter services from Stavanger to offshore oil platforms . As a reaction , the incumbent , Helikopter Service , applied for Braathens SAFEs West Coast routes . At this point , SAS bought 15 % of Helikopter Service . In 1984 , Braathens SAFE introduced services to Farsund Airport , using wet leased F @-@ 27s from Busy Bee . The same arrangement was used to connect Haugesund to Bergen and Stavanger . In Haugesund , this was in competition with Norving . Busy Bee @-@ operated planes were also used on routes from Sandefjord in competition with Norsk Flytjeneste . The same year , the cabin crew had a 14 @-@ day strike , halting all flights . It was caused by the company paying lower wages than SAS and Busy Bee . In 1985 , a new booking system was introduced , that allowed overbooking . This gave increased revenue , but the company had to start compensating rejected passengers with a full refund and a free seat on the next flight . On 16 December 1985 , the airline 's administration moved into the a new building , the Diamond , located at Fornebu . The frequent flyer program Bracard was launched in September 1985 . It was a cooperation with Inter Nor Hotels , and gave special privileges to travelers that made 25 full @-@ price trips per year with Braathens .
= = 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 . The company had considered the smaller Boeing 757 , but did not have sufficient range . Also the Airbus A310 was close to being chosen .
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 where 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 .
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 . At the same time , Boeing had launched the 737 @-@ 300 , a slightly larger aircraft with new CFM @-@ 56 engines . Braathens SAFE considered the new aircraft , but where concerned that it used a traditional mechanical cockpit . The airline also needed larger aircraft for the charter traffic , and smaller aircraft for the domestic routes . The airline also considered the McDonnell Douglas MD @-@ 80 and the Airbus A320 , but settled on the 737 following the announcement of the stretched 737 @-@ 400 , with 156 seats , and the shortened 737 @-@ 500 , with 124 seats . These had glass cockpits , and Braathens SAFE would be among the first airlines to receive both models . To finance the purchase , the airline sold all but two of the 737 @-@ 200s and leased them back . For some of the aircraft , they received more money than they had paid .
= = = 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 .
= = 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 .
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 . 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 .
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 . In 1988 , Braathens SAFE introduced automatic check @-@ in machines in Oslo , Stavanger , Bergen , Ålesund and Trondheim .
The first 737 @-@ 400 , LN @-@ BRA , was delivered to the airline on 9 July 1989 . The 19 737 @-@ 200s were gradually handed to their owners , while seven 737 @-@ 400s and seventeen 737 @-@ 500s were delivered until 1994 . The investment cost NOK 4 @.@ 5 billion . By the end of 1993 , the company had NOK 3 @.@ 4 billion in debt . On 1 June 1989 , Erik G. Braathen , son of Bjørn G. , took over as CEO at the age of 34 . 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 .
= = 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 , Air @-@ X was granted concession to fly the route via Sandefjord and Skien . The route started on 2 May 1989 . Previously the rules stated that if SAS flew to a non @-@ Scandinavian destination from any capital , no other Scandinavian airlines could fly to that city . Braathens SAFE lost many contracts in the charter market in 1990 , following Scanair 's purchase of larger Douglas DC @-@ 10 aircraft . On 18 May 1990 , Braathens SAFE was awarded the concession a route from Oslo , Bergen and Stavanger to Newcastle , which opened on 3 April 1991 . The airline was also awarded the route from Tromsø to Murmansk , Russia , once per week from 28 January 1993 .
On 19 June 1990 , SAS announced that all its services to London Gatwick Airport would be moved to London Heathrow Airport , where most of its services had landed . The same day , the Ministry of Transport announced that any Scandinavian airline could apply for and receive concessions to fly to Gatwick . On 25 June , Braathens SAFE applied to fly to London , but instead wanted to fly to London Stansted Airport , to have better landing slots . The concession was granted on 18 January 1991 , but the airline chose to not start the route . The company had been granted a concession to Malmø in Sweden , and the route opened on 2 May 1991 with two daily departures . This was later reduced to one . In October 1992 , the two airlines that flew from Oslo to Gatwick , Norway Airlines and Dan @-@ Air , filed for bankcruptcy . Braathens SAFE immediately decided to start the route , with a departure at about 10 : 30 that would allow connections to the rest of the domestic network . Six days later , the first schedules were published in the newspaper , slots and British permission was granted three days after that . Another two days after that , the service started .
At the time , Denmark was a member of the European Union ( EU ) , while Sweden and Norway had applied and were awaiting referenda 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 crate 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 . 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 .
= = Helicopters = =
On 1 September 1989 , Ludvig G. Braathens Rederi founded Braathens Helikopter . The shipping company had signed an agreement with the oil companies Norsk Hydro , Phillips Petroleum and Statoil to provide helicopter transport for their crews to their offshore oil installations Ekofisk , Oseberg , Gullfaks , Veslefrikk . This was the first time the incumbent Helikopter Service had received competition on their offshore helicopter services . The initial agreement secured Braathens Helikopter a revenue of NOK 800 million in the course of five years , and gave the company a 20 % market share . Four 19 @-@ seet Aérospatiale Super Puma helicopters were ordered , each costing NOK 60 million . Total investment costs were NOK 300 million . Two helicopters were stationed at Stavanger Airport , Sola and two at Bergen Airport , Flesland . The initial contract involved flying 10 @,@ 000 passengers per year .
Twenty @-@ two pilots were hired along with a total staff of 70 , and services started on 1 September 1990 . In June 1991 , Braathens Helikopter signed a three @-@ year agreement with Amoco for flights from Stavanger to Valhall . The contract had an option for a two @-@ year extension . The revenue was between NOK 100 and 200 million , depending on the length of the contract and the capacity needed . Operations started in February 1992 , and involved the company purchasing another two Super Pumas . On 10 September , Braathens Helikopter was awarded the contract with British Petroleum for flights from Stavanger to Ula and Gyda . The contract gave a revenue of up to NOK 300 million in the course five years . Operations started on 1 November 1992 , and involved about 2 @,@ 000 hours of flying per year . With this contract , Braathens Helikopter had about a 30 % market share . Braathens purchased one more Super Puma as a consequence of the contract . After operations started , the company had grown to 120 employees and was the second @-@ largest helicopter operator in the country .
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 . 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 . 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 . They were immediately sold , giving Ludvig G. Braathens Rederi a NOK 170 million profit on the five @-@ year venture .
= Gerard ( archbishop of York ) =
Gerard ( died 21 May 1108 ) was Archbishop of York between 1100 and 1108 and Lord Chancellor of England from 1085 until 1092 . A Norman , he was a member of the cathedral clergy at Rouen before becoming a royal clerk under King William I of England and subsequently his son King William II Rufus . Gerard was appointed Lord Chancellor by William I , and he continued in that office under Rufus , who rewarded him with the Bishopric of Hereford in 1096 . Gerard may have been with the king 's hunting party when William II was killed , as he is known to have witnessed the first charter issued by the new king , Henry I of England , within days of William 's death .
Soon after Henry 's coronation Gerard was appointed to the recently vacant see of York , and became embroiled in the long @-@ running dispute between York and the see of Canterbury concerning which archbishopric had primacy over England . Gerard managed to secure papal recognition of York 's claim to jurisdiction over the church in Scotland , but he was forced to agree to a compromise with his counterpart at Canterbury , Anselm , over Canterbury 's claims to authority over York , although it was not binding on his successors . In the Investiture Controversy between the king and the papacy over the right to appoint bishops , Gerard worked on reconciling the claims of the two parties ; the controversy was finally resolved in 1107 .
Gerard was a patron of learning , to the extent that he urged at least one of his clergy to study Hebrew , a language not commonly studied at that time . He himself was a student of astrology , which led to suggestions that he was a magician and a sorcerer . Partly because of such rumours , and his unpopular attempts to reform his cathedral clergy , Gerard was denied a burial inside York Minster after his sudden death in 1108 . His successor as archbishop subsequently had Gerard 's remains moved into the cathedral church from their initial resting place beside the cathedral porch .
= = Early life and career = =
Gerard was the nephew of Walkelin , Bishop of Winchester , and Simon , Abbot of Ely . His parents were Osbert and Anna , and his brother Peter was also a royal clerk . Where he was born and raised is unknown ; he is documented as cantor of Rouen Cathedral , and precentor of the same cathedral , although the date of his appointment to either office is unrecorded . By 1091 he had become archdeacon of Rouen . He served in the royal chancery under successive kings of England , William I and William II .
= = Bishop of Hereford = =
Gerard was appointed Lord Chancellor of England in 1085 , and was present at William I 's deathbed in 1087 . He continued as Chancellor to William Rufus until 1092 ; what precipitated his loss of office is unclear . He retained the king 's trust , for Rufus employed him in 1095 along with William Warelwast on a diplomatic mission to Pope Urban II regarding Archbishop Anselm receiving the pallium , the sign of an archbishop 's authority . Rufus offered to recognise Urban as pope rather than the Antipope Clement III in return for Anselm 's deposition and the delivery of Anselm 's pallium into Rufus ' custody , to dispose of as he saw fit . The mission departed for Rome in February 1095 and returned by Whitsun with a papal legate , Walter the Cardinal Bishop of Albano , who had Anselm 's pallium . The legate secured Rufus ' recognition of Urban , but subsequently refused to consider Anselm 's deposition . Rufus resigned himself to Anselm 's position as archbishop , and at the king 's court at Windsor he consented to Anselm being given the pallium .
Although not yet ordained , Gerard was rewarded with the Bishopric of Hereford , and he was consecrated by Archbishop Anselm on 8 June 1096 ; his ordination as a deacon and priest had taken place the previous day . He assisted at the consecration of St Paul 's Cathedral in London on 9 June 1096 . He may have been a member of the hunting party in the New Forest on 2 August 1100 when Rufus was killed , as he witnessed King Henry I 's coronation charter – now known as the Charter of Liberties – three days later at Winchester , close by the New Forest . Gerard was present at Henry 's coronation that same day , along with Maurice , Bishop of London . Henry was probably crowned by Maurice , but the medieval chronicler Walter Map states that Gerard crowned Henry in return for a promise of the first vacant archbishopric . Gerard may have assisted Maurice in the coronation ceremony .
= = Archbishop = =
Gerard became Archbishop of York in December 1100 . No source mentions him being invested by the king , but as Anselm urged Pope Paschal II to give Gerard his pallium , which he would have been unlikely to do if Gerard had been invested by Henry , that possibility seems remote . At Whitsun in 1101 King Henry I , with Anselm 's support , deprived Ranulf Flambard , Bishop of Durham , of the lands of the see of Durham , because Ranulf had defected to Henry 's elder brother Robert Curthose , who also claimed the English throne . Gerard then deposed Ranulf from his bishopric . Soon after his translation to York , Gerard began a long dispute with Anselm , claiming equal primacy with the Archbishop of Canterbury and refusing to make a profession of canonical obedience to Anselm , part of the long Canterbury – York dispute . At the 1102 Council of Westminster , Gerard reportedly kicked over the smaller chair provided for him as Archbishop of York , and refused to be seated until he was provided with one as large as Anselm 's . He travelled to Rome in 1102 to receive his pallium from the pope , to whom he presented the king 's side against Anselm in the controversy surrounding investitures . The pope decided against the king , but Gerard and two other bishops reported that the pope had assured them that the various papal decrees against the lay investiture of bishops would not be enforced . Their claim was denied by Anselm 's representatives and the pope , who excommunicated Gerard until he recanted .
Gerard secured papal recognition of York 's metropolitan see for the Scots . He subsequently consecrated Roger as Bishop of Orkney , but refused to consecrate Thurgot to the see of St Andrews because Thurgot would not recognise the primacy of York . Gerard gave generously to the monasteries of his diocese ; the medieval chronicler Hugh the Chantor stated that Thomas II , Gerard 's successor , accused Gerard of having dissipated the diocese 's endowment . King Olaf I of Man and the Isles wrote to " G " , Archbishop of York , asking for the consecration of " our bishop " by York , but it does not appear to have taken place under Gerard or his successor .
During the first four years of Henry 's reign Gerard was one of the king 's chief advisors , along with Robert of Meulan , Count of Meulan in Normandy and later Earl of Leicester . Gerard was one of Henry 's greatest supporters among the bishops during the Investiture Crisis . In 1101 Gerard witnessed a treaty between Henry and Robert , the Count of Flanders , which sought as far as possible to distance Robert from any future conflict between Henry and his elder brother Robert Curthose , or between Henry and King Philip I of France . After Gerard 's return from Rome he restored Ranulf Flambard to the see of Durham . In 1102 Anselm refused to consecrate three bishops , two of whom had received investiture from the king ; Gerard offered to consecrate them instead , but all except one refused . From 1105 onwards Gerard slowly began to embrace the papal position on investiture of bishops , which opposed laymen investing bishops with the symbols of episcopal authority . As part of his change of position , Gerard withdrew from court to care for his diocese . Towards the end of 1105 Gerard attempted to join Bohemond of Antioch , who was assembling a crusading force in France , but it appears that King Henry prevented Gerard 's departure . In 1106 Gerard wrote to Bohemond that he was still preparing to go on crusade , but he never did . At about the same time , Gerard was working to find a mutually acceptable resolution to the Investiture Crisis , writing a number of letters and other works supporting Anselm 's and the pope 's position . By 1107 King Henry and Anselm had reached an agreement settling the dispute .
Gerard agreed to a compromise on the matter of obedience to Anselm . King Henry proposed that Anselm accept a witnessed oath from Gerard that he would remain bound by the profession he made to Anselm on his consecration as Bishop of Hereford . Gerard made this oath at the Council of Westminster in 1107 . It was a victory for Canterbury , but not a complete one , as Gerard avoided making a written profession , and it was specific to Gerard , not to his office . Gerard continued to oppose Anselm 's attempts to assert Canterbury 's primacy , but the two were reconciled before Gerard 's death .
Gerard also had an uneasy relationship with his cathedral chapter , after attempting to reform his cathedral clergy by forcing them to give up their wives and concubines and become ordained priests . He wrote to Anselm in 1103 complaining of the intransigence of his clergy and envying Anselm 's better relations with Canterbury 's chapter , which was composed of monks instead of the secular canons who made up York Minster 's chapter . In this correspondence , Gerard complained that some of the York canons refused to be ordained as priests , thereby hoping to avoid taking the vow of celibacy . He also accused them of accepting prebends but refusing to live or work at the cathedral , and of focusing on a narrow legal definition of celibacy without actually being celibate . The canons ' argument was that they were only required not to maintain women in their own houses , but they were not forbidden to visit or entertain women in houses belonging to others . It was not only Gerard who complained about the relationship between him and his canons ; the latter accused Gerard of impoverishing York by making gifts of lands to others .