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51-693: In 1938, the Norwegian Army Air Service completed the air station, which was expanded by them and later the Luftwaffe during World War II . Civilian operations commenced in 1956, with Bardufoss and Bodø Airport being the only land airports in Northern Norway . Services were initially provided by Scandinavian Airlines System (SAS). Bardufoss served Troms and Ofoten , until the 1964 opening of Tromsø Airport and 1973 opening of Harstad/Narvik Airport, Evenes cut away most of

102-566: A 12-year gap, establishing three daily flights to and from Oslo, with connections to the SAS and Star Alliance global network. This has since changed to Norwegian Air Shuttle, following the airline winning back the defence contract from SAS in 2023. Bardufoss was selected an emergency landing airfield by the Norwegian Army Air Service in 1934, with construction starting in early 1935. A 200-by-200-meter (660 by 660 ft) area

153-523: A clean low wing. The configuration was later retained in many narrow-body aircraft and regional jets . The initial I, III and VI variants could seat 90 to 99 passengers over 1,650 to 2,500 km (890 to 1,350 nmi). The later, slightly longer 10/11 variants could seat 99 to 118 passengers over 2,800 to 3,300 km (1,500 to 1,800 nmi) and were powered by Pratt & Whitney JT8D low-bypass turbofans. The stretched Caravelle 12 could seat 131 over 3,200 km (1,700 nmi). On 12 October 1951,

204-519: A highly altered wing; an aerodynamic fairing behind the fin of the tailplane; expanded cargo capacity via raised floor support struts; and higher cabin windows. Other changes included the adoption of variable-displacement pumps for the hydraulic system and the use of AC-based generators in place of earlier DC counterparts along with an auxiliary power unit (APU). The redesigned wing was equipped with double-slotted Fowler flaps , additional and repositioned stall vanes , aerodynamic improvements to

255-560: A narrow fuselage and shoulder-mounted wing, similar to many regional propliners. Proposals from SNCASO included the S.O.60 with two Rolls-Royce Avon RA.7 engines, outfitted with two smaller Turbomeca Marborés as auxiliaries. SNCASE had also returned a number of designs from the X-200 to X-210, all of these being purely jet-powered. On 28 March 1952, after studying the various entries, the Comité du Matériel Civil announced that it had produced

306-479: A national plan for civil aviation. It recommended that flights in Northern Norway be carried out using seaplanes, but also noted the possibility of upgrading existing military air stations for civilian use. Scheduled services to Bardufoss started in 1956, with SAS extending its service from Oslo Airport, Fornebu via Trondheim Airport, Værnes to Bodø Airport to Bardufoss. The initial terminal at Bardufoss

357-603: A new fire station. Estimated to cost between NOK 50 and 100 million, it is scheduled for completion in 2014. The airport has a runway aligned 10–28 (roughly east–west) with an asphalt surface measuring 2,443 by 45 meters (8,015 ft × 148 ft). It is located at an elevation of 77 meters (253 feet) above mean sea level . SAS Select Service Partner operates a café at the terminal. Cominor operates three airport coach routes—one to Sørreisa , Finnsnes and Silsand ; one to Setermoen and one to Maukstadmoen . The airport has 235 paid parking places; taxis and car rental

408-532: A revised windscreen design, soundproofing , a new luggage compartment door, and wing spoilers . The Caravelle 10A and 10B, which differed only in the engines used and were commonly referred to as the Super Caravelle , featured the improvements of the VI-R in addition to a high degree of further design changes. The more high-profile modifications included a stretch of the fuselage by 33 inches (84 cm);

459-484: A seaplane route from the water aerodrome to Tromsø, Alta and Hammerfest . This route lasted until 1963. Three times a week SAS operated a night flight from Bardufoss and Bodø to Oslo, with Andøya Airport, Andenes added in 1964, using a Convair Metropolitan . A new terminal opened in 1962. Three airports were opened in Finnmark in 1963, Alta Airport , Lakselv Airport, Banak and Kirkenes Airport, Høybuktmoen , and

510-478: A short list of three entrants: the four-engined Avon/Marbore SNCASO S.0.60, the twin-Avon Hurel-Dubois project, and the three-engined Avon SNCASE X-210. At this point, British engine manufacturer Rolls-Royce had already begun to offer a new version of the Avon that was to be capable of developing 9,000 lbf (40 kN) of thrust, which would render the auxiliary engines of the S.O.60 and the third engine featured on

561-486: A total of 172 Caravelles had been sold to a range of operators. Aviation writer M.G. Douglas attributed the type's favourable early sales record to the effective marketing campaign of performing demonstrations to prospective customers using the two prototypes, as well to the Caravelle having effectively no jet-powered rivals, being the only short-haul jetliner for several years following its introduction. Several models of

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612-556: A total of 20 different designs were ultimately received. The majority of these proposals were powered by all- turbojet engine arrangements, although Breguet had entered a number of designs that were powered by both turbojet and turboprop engines; among these was one for a Snecma Atar -powered tri-jet to be developed in association with the SNCA du Nord and a turboprop type; all of the different designs were designated as Br. 978 . Hurel-Dubois had entered several turboprop designs based on

663-730: Is also available. Bardufoss Airport is located on the premises of Bardufoss Air Station of the Royal Norwegian Air Force . The air station covers an area of 237 hectares (590 acres) and is home to the 337 and 339 Squadrons. The former operates the Westland Lynx in cooperation with the Coast Guard and the latter operates the Bell 412 , largely as support for the Norwegian Army . Bardufoss Air Station

714-408: Is the largest helicopter base in the county, in addition to hosting the air force's aviation school. Allied forces have used Bardufoss as a training ground for fighter aircraft since the 1970s. The school, squadrons and air station are collectively organized as part of the 139th Air Wing. Målselv Municipality and Bardu Municipality host most of the army's Northern Brigade . Norwegian Air Shuttle

765-541: Is the only airline serving the airport with scheduled flights, consisting of three daily flights to Oslo Airport, Gardermoen . The Norwegian Armed Forces is the largest purchaser of travel at the airport and operations are based on a contract between the two parties, resulting in scheduled flights. The airport handled 207,650 passengers, 5,279 aircraft movements and 56 tonnes of cargo in 2013. Scandinavian Airlines System Flight 347 , an SAS-operated McDonnell Douglas MD-82 en route to Bodø Airport and Oslo Airport, Fornebu ,

816-671: The Comité du matériel civil (civil aircraft committee) published a specification for a medium-range aircraft, which was later sent to the aviation industry by the Direction technique et industrielle . This called for an aircraft capable of carrying 55 to 65 passengers and 1,000 kg (2,200 lb) of cargo on routes up to 2,000 km (1,100  nmi ; 1,200  mi ) with a cruising speed of about 600 km/h (320  kn ; 370  mph ). The type and number of engines were not specified. Since 1946, various design studies for aircraft in this category had already been underway at several of

867-442: The de Havilland Comet . SNCASE merged into the larger Sud Aviation conglomerate before the aircraft entered revenue service on April 26, 1959, with Scandinavian Airlines System (SAS); 282 were built until production ended in 1972. It was ordered by airlines on every continent and operated until its retirement in 2005. The short-range, five-abreast airliner is powered by two aft-mounted Rolls-Royce Avon turbojet engines, allowing

918-403: The wing root and adjustments to the leading edge that improved the performance of the wing during the crucial takeoff and landing phases of flight. Despite its commercial success, however, the Caravelle was soon displaced from being the focus of Sud Aviation's development efforts as the majority of the company's design engineers were progressively reallocated onto an entirely new project that

969-514: The 200-unit mark. The Caravelle belongs to the first generation of passenger aircraft to use newly developed jet propulsion technology, and it was the first jet airliner developed specifically for the short/medium-range sector of the market. Early in the Caravelle's career, its chief competitors were propeller-driven aircraft, such as the British-built Vickers Viscount and the U.S.-built Convair CV-440 . Reportedly,

1020-431: The Caravelle proved to be a highly reliable airliner during its early years of service. The low accident rate for the type led to lower than average insurance premiums for Caravelle operators. The Caravelle was typically powered by a pair of British-built Rolls-Royce Avon turbojet engines, installed in a rear-mounted position close to the tail unit. Various models of the Avon engine were adopted for different versions of

1071-465: The Caravelle were developed and produced over the lifetime of the production run, often in response to the increasing power of the available engines, which allowed higher takeoff weights to be adopted. By 1963, there were a total of six different versions of the Caravelle in production, designated III , VI-N , VI-R , 10A , 10B , and X-BIR . Of these, the Caravelle III was considered to be

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1122-476: The Italian aircraft manufacturer Fiat Aviazione , which produced the aircraft's tailplane, fin, ailerons , and engine nacelles ; and French aviation firm Breguet Aviation , which performed the outfitting of the rear fuselage; while much of the ancillary equipment of the Caravelle originated from either British or U.S. manufacturers. Sud Aviation constructed and outfitted the nose section, along with manufacturing

1173-629: The Luftwaffe, and a second runway, 1,850 by 90 meters (6,070 by 300 ft) long, was built at Fossmoen, but never used. The airport was reclaimed by the RNoAF in 1945, who started using a water aerodrome on the lake of Andsvann. A runway extension in 1952 and 1953 to 2,500 meters (8,200 ft) was financed by the North Atlantic Treaty Organization . A government commission published a report in 1947 which recommended

1224-615: The Wikimedia System Administrators, please include the details below. Request from 172.68.168.150 via cp1114 cp1114, Varnish XID 936219850 Upstream caches: cp1114 int Error: 429, Too Many Requests at Thu, 28 Nov 2024 08:42:18 GMT Sud Aviation Caravelle The Sud Aviation SE 210 Caravelle is a French jet airliner produced by Sud Aviation . It was developed by SNCASE in the early 1950s, and made its maiden flight on May 27, 1955. It included some de Havilland designs and components developed for

1275-451: The X-210 unnecessary. The Committee issued a request for SNCASE to re-submit its X-210 proposal as a twin-Avon design. In doing so, SNCASE decided to not remove the remaining engines from their rear-mounted position; most designs had placed the engines underneath the wing, where they could be mounted on the spar for lower overall weight, but it was felt that these weight savings were not worth

1326-419: The airline taking over the three weekly Oslo-services from 1 January 1999. The airport hit a temporary high 190,000 passengers in 2000, largely because of increased military activity. This dropped to 150,000 in 2003. A new terminal opened on 16 January 2004, costing NOK 5.85 million. Construction took four months and the main contractor, Thor Olsen, built the terminal without profits. The old terminal building

1377-522: The airliner, often with increased thrust and additional features such as thrust reversers . Alternative powerplants were adopted or proposed for some Caravelle models, such as the U.S.-built Pratt & Whitney JT8D-1 and General Electric CJ-805-23C engines. The Caravelle was designed to maximise passenger comfort and operator convenience. The rear entry door had built-in stairs that, while adding structural complexity, meant that mobile airport stairs were unnecessary. On later variants, soundproofing in

1428-463: The basic version of the airliner, while the other variants featured an increasing number of improvements. The Caravelle VI-N was equipped with more powerful Avon 531 engines and an additional heat exchanger for the air conditioning , while the Caravelle VI-R, which had come about as a result of demands by U.S. carrier United Airlines , was furnished with thrust reverser -equipped Avon 352s,

1479-411: The construction of a pair of prototypes along with a pair of static airframes for fatigue testing . SNCASE's design licensed several fuselage features from British aircraft company de Havilland , the two companies already having had dealings in respect to several earlier designs. The nose area and cockpit layout were taken directly from the de Havilland Comet jet airliner, while the rest of the airliner

1530-574: The effort. This turned out to be a benefit to the design, as the cabin noise was greatly reduced as a result. In July 1952, the revised X-210 design with twin Avons was re-submitted to the Secretariat General for Civil and Commercial Aviation (SGACC). Two months later, SNCASE received official notification that its design had been accepted. On 6 July 1953, the SGACC placed a formal order for

1581-408: The form of readily removable mattress-like rolls that fixed in place via existing brackets was added to the design. In some configurations, the Caravelle's cabin was furnished with a number of rearward-facing passenger seats, which was an uncommon arrangement amongst civil aircraft. From September 1963 onwards, an autolanding capability (via two separate systems, of which one was self-contained while

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1632-528: The leading French aircraft manufacturing organisations, and had resulted in some ambitious concepts being mooted. None of these firms possessed the financial power to independently embark on the substantial development work involved, let alone to establish a manufacturing line for the construction of such aircraft. The response to the specification from the French industry was strong, it has been claimed that every major manufacturer submitted at least one proposal;

1683-414: The maiden flight, which had a total duration of 41 minutes, the crew consisted of Pierre Nadot (Captain), André Moynot (First Officer), Jean Avril (mechanic), André Préneron (radio operator) and Roger Beteille . Almost one year later, on 6 May 1956, the second prototype made its first flight. The first prototype had been fitted with a cargo door located on the lower left side of the fuselage, but this door

1734-433: The original SE designation assigned to the airliner was retained. In May 1959, the Caravelle received its airworthiness certification, enabling the type to enter passenger service. On 26 April 1959, the Caravelle performed its first flight with paying passengers on board for Scandinavian operator SAS; shortly thereafter, the type commenced operations with Air France as well. Within four years of entering airliner service,

1785-438: The other was integrated with the airliner's autopilot ), was made available for the Caravelle by Sud Aviation. The final assembly line for the Caravelle was at Sud Aviation's factory at Blagnac Airport near Toulouse . Much of the aircraft was manufactured at other sites across France and in other countries, however. The production of large portions of the Caravelle had been subcontracted to other manufacturers; these included

1836-656: The population served. Braathens SAFE started flights to Bardufoss in 1967 and a new arrivals hall opened in 1972. Until 1992 the Norwegian Armed Forces operated their own charter services, after which these were coordinated with civilian scheduled services. Braathens took over the Oslo-route in 1999, a new terminal opened in 2004 and Norwegian Air Shuttle took over the Oslo route in 2008. From February 1, 2020, SAS reinstated year-round flights to Bardufoss after

1887-743: The service from Bardufoss was extended to those towns. Tromsø Airport opened the following year, reducing the number of services to Bardufoss. SAS flew the Sud Aviation Caravelle to Bardufoss for the first time in 1963 and introduced the Douglas DC-7 in 1965. From 1964 the Norwegian Armed Forces organized its own flights through chartered aircraft. Braathens SAFE received permission in 1967 to extend its West Coast route from Bergen to Trondheim onwards to Bodø, Tromsø and Bardufoss. Widerøe took over some of SAS flights between Bodø, Tromsø, Andenes and Bardufoss in 1971. The terminal

1938-795: The service. Norwegian issued a tender for ground handling , which resulted in Røros Flyservice winning ahead of the incumbent SAS Ground Services . This resulted in a court case which deemed the action conveyance and forced Røros Flyservice to pay the same wage as in SAS. Røros Flyservice spun operation into the subsidiary Bardufoss Flyservice, which ultimately went bankrupt. SAS operated a summer route from Bardufoss to Oslo each summer from 2010 to 2012. Norwegian started with an intermediate landing in Bodø on one of their daily Oslo flights from 2011. The Ministry of Defence decided in January 2012 to build

1989-766: The tailcone, rudder, Fowler flaps , both the leading edges and trailing edges of the wing, and the majority of the fuselage. The Caravelle served with airlines on every continent except Australia. In 1957, Trans-Australia Airlines (TAA) sought to order two Caravelles, to service its longest routes, Perth-Sydney and Perth-Melbourne, from 1960. However, the Australian government blocked the order, saying that any further diversity in full-size airliners used on domestic routes would have an adverse impact on aircraft servicing within Australia. For 45 years of commercial operation, 67 Caravelles have been withdrawn from service as

2040-487: The type received its first order from Air France; it was followed by Scandinavian Airlines System (SAS) in 1957. More orders followed, which had been partially driven by a campaign of direct presentations held at airshows and dedicated flight demonstrations using the two prototypes to potential customers. Also during 1956, SNCASE (Sud-Est – Southeast) had merged with SNCASO (Sud-Ouest – Southwest) and several other French aircraft manufacturers to become Sud Aviation; however,

2091-476: The work on the Super-Caravelle would be merged with similar work that had been undertaken by Britain's Bristol Aeroplane Company , and would result in the development of Concorde . In total, 282 Caravelles of all types were manufactured (2 prototypes or pre-production aircraft and 280 production aircraft); reportedly, Sud Aviation's projected break-even point for the type had been forecast to be around

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2142-629: Was hijacked by Haris Keč on 3 November 1994. The Bosnian living in Norway made demands that Norwegian authorities help to stop the humanitarian suffering in his home country caused by the Bosnian War . None of the crew of 6 and 122 passengers were injured in the incident, which ended with a surrender at Oslo Airport, Gardermoen seven hours later. [REDACTED] Media related to Bardufoss Airport at Wikimedia Commons Norwegian Army Air Service Too Many Requests If you report this error to

2193-482: Was completed in September 1993. Plans for a new terminal commenced with the coordination of civilian and military flights, which had initially resulted in the old civilian terminal being closed. An early proposal was to build a new arrivals hall and keeping the former military terminal as a departures hall. The airport handled 142,100 passengers in 1997. The armed forces signed an agreement with Braathens, resulting in

2244-487: Was completed in mid-1936 and tested using a de Havilland Tiger Moth . The Army Air Service decided to expand the airport and built a triangular gravel runway 500-by-400-by-300-meter (1,640 by 1,310 by 980 ft), which became operational from mid-1938. Further expansions were carried out in 1939 and 1940. During the German occupation of Norway the runway was expanded to 1,600 by 80 meters (5,250 by 260 ft) in concrete by

2295-456: Was demolished free of charge. SAS and Braathens merged in 2004, creating SAS Braathens . The Tromsø bid for the 2018 Winter Olympics , which published its application in 2007, recommended that Bardufoss Airport be the reserve airport for the event and would function as a secondary airport. Norwegian won the tender for military air transport services from 2008, resulting in the airline commencing flights from Bardufoss to Oslo, with SAS terminating

2346-682: Was established at Bardufoss Airport in 1992 as the world's northernmost flight school . It chose the airport because of its difficult weather and terrain in combination with few aircraft movements from commercial aviation. The use of military charter flights was debated from 1976. While they were cost-efficient for the military, merging them with civilian routes would increase the patronage of scheduled services, which would increase frequency and aircraft size. Coordinate flights were introduced in October 1992 and resulted in three weekly services with SAS to Oslo. A new control tower , costing NOK 55 million,

2397-472: Was extended in 1972 with a new arrivals hall. SAS introduced a freight aircraft on the route from Oslo to Bodø, Bardufoss and Tromsø from 1982, using a Lockheed L-188 Electra operated by Fred. Olsen Airtransport . The route proved unprofitable and was terminated in 1989. The airport was classified as an international airport until 1985. A new cafeteria opened in the terminal in 1988. The airport served 85,300 passengers in 1990. The Norwegian Aviation College

2448-412: Was half a hangar leased from the air station. Bardufoss was the only land airport north of Bodø and its catchment area included the towns of Tromsø , Harstad and Narvik . Travel time to Narvik was three hours, Harstad was six hours away and Tromsø was 140 kilometers (87 mi) by road. The towns were also served by the coastal seaplane route, but it only operated during the summer. Widerøe launched

2499-465: Was intended to produce a successor to the Caravelle. The project was relatively ambitious, having the aim of producing a viable supersonic transport that possessed the same general size and range as the Caravelle. It was decided that the envisioned supersonic airliner should be naturally named after the firm's recent success, thus the Super-Caravelle name was applied to the design. Ultimately,

2550-540: Was locally designed. A distinctive design feature was the cabin windows in the shape of a curved triangle , which were smaller than conventional windows but gave the same field of view downwards. On 21 April 1955, the first prototype of the Caravelle (F-WHHH), launched by Madame de Gaulle , was rolled out. On 27 May 1955, the first prototype conducted its maiden flight , powered by a pair of British Rolls-Royce RA-26 Avon Mk.522 , capable of providing 4,536  kgf (44,480  N ; 10,000  lbf ) of unitary thrust. For

2601-493: Was removed in the second prototype in favour of an all-seating arrangement. By October 1956, both prototypes had accumulated in excess of 1,000 flight hours. By the end of 1956, the two aircraft had visited various locations across Europe and North Africa ; and trials were already underway for French carrier Air France . During 1957, the second prototype accumulated roughly 2,500 flight hours across various flights conducted throughout North America and South America . In 1956,

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