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35-670: 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

70-552: 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

105-401: A few non-stop flights from New York to Europe, but westward non-stops against the prevailing wind were rarely possible with an economic payload. The Lockheed Super Constellation and DC-7B that appeared in 1955 could occasionally make the westward trip, but in summer 1956 Pan Am's DC-7C finally started doing it fairly reliably. BOAC was forced to respond by purchasing DC-7Cs rather than wait on

140-472: 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

175-603: 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

210-479: 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

245-596: A total price of $ 40 million, thus covering Douglas' development costs. The DC-7 wing was based on that of the DC-4 and DC-6, with the same span; the fuselage was 40 inches (100 cm) longer than the DC-6B . Four eighteen-cylinder Wright R-3350 Duplex-Cyclone Turbo-Compound engines provided power. The prototype flew in May 1953 and American received their first DC-7 in November, inaugurating

280-525: Is a stub . You can help Misplaced Pages by expanding it . Douglas DC-7 The Douglas DC-7 is an American transport aircraft built by the Douglas Aircraft Company from 1953 to 1958. A derivative of the DC-6 , it was the last major piston engine-powered transport made by Douglas, being developed shortly after the earliest jet airliner—the de Havilland Comet —entered service and only a few years before

315-695: 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

350-408: 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

385-541: 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 ,

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420-522: The Super Stratocruiser from New York to London or Paris. Early DC-7s were purchased only by U.S. carriers. European carriers could not take advantage of the small range-increase of the early DC-7, so Douglas released an extended-range variant, the DC-7C ( Seven Seas ) in 1956. Two 5 ft (1.5 m) wingroot inserts added fuel capacity, reduced interference drag and made the cabin quieter by moving

455-572: The DC-6B, established a reputation for straightforward engineering and reliability. Pratt & Whitney, manufacturer of the DC-6s Double Wasp engines, did not offer an effective larger engine apart from the Wasp Major , which had a reputation for poor reliability. Douglas turned to Wright Aeronautical for a more powerful engine. The Duplex-Cyclone had reliability issues of its own, and this affected

490-531: The DC-7's service record. Carriers who had both DC-6s and DC-7s in their fleets usually replaced the newer DC-7s first once jets started to arrive. Some airlines retired their DC-7s after little more than five years of service, whereas most DC-6s lasted longer and sold more readily on the secondhand market. Basic price of a new DC-7 was around $ 823,308 (£570,000). Price of a DC-7B was around $ 982,226 (£680,000) in 1955, rising to $ 1,184,490 (£820,000) in 1957. Similarly,

525-606: 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

560-475: The U.S. registry in 2010, they were used mainly for cargo and as aerial firefighting airtankers . Due to its engine problems , the DC-7 has not had the same longevity as the DC-6, which is still used by a number of commercial operators. The Douglas DC-7 suffered 82 incidents and accidents with a total of 714 fatalities. No DC-7s are in operation today. A small number survive on display: Data from Jane's all

595-419: 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

630-778: The delivery of the Bristol Britannia . The DC-7C found its way into several other overseas airlines' fleets, including SAS , which used them on cross-polar flights to North America and Asia. The DC-7C sold better than its rival, the Lockheed L-1649A Starliner , which entered service a year later, but sales were cut short by the arrival of Boeing 707 and Douglas DC-8 jets in 1958–60. Starting in 1959 Douglas began converting DC-7s and DC-7Cs into DC-7F freighters to extend their useful lives. The airframes were fitted with large forward and rear freight doors and some cabin windows were removed. The predecessor DC-6 , especially

665-552: The engines farther outboard; all DC-7Cs had the nacelle fuel tanks previously seen on Pan American's and South African's DC-7Bs. The fuselage, which had been extended over the DC-6Bs with a 40-inch (100 cm) plug behind the wing for the DC-7 and DC-7B, was lengthened again with a 40-inch plug ahead of the wing to give the DC-7C a total length of 112 ft 3 in (34.21 m). Since the late 1940s Pan Am and other airlines had scheduled

700-514: The engines' power recovery turbines. The DC-7 was followed by the DC-7B with slightly more power, and on some DC-7Bs (Pan Am and South African Airways), fuel tanks over the wing in the rear of the engine nacelles, each carrying 220 US gallons (183 imp gal; 833 L). South African Airways used this variant to fly Johannesburg to London with one stop. Pan Am's DC-7Bs started flying transatlantic in summer 1955, scheduled 1 hr 45 min faster than

735-443: The first non-stop east-coast-to-west-coast service in the country (unrealistically scheduled just under the eight-hour limit for one crew) and forcing rival TWA to offer a similar service with its Super Constellations . Both aircraft frequently experienced inflight engine failures, causing many flights to be diverted. Some blamed this on the need for high-power settings to meet the national schedules, causing overheating and failure of

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770-565: The jet-powered Douglas DC-8 first flew in 1958. Larger numbers of both DC-7B and DC-7C variants were also built. Unlike other far more successful propeller-driven Douglas aircraft, such as the DC-3 and DC-6, no examples of the DC-7 remain in service as of 2020. In 1945 Pan American World Airways requested a DC-7, a civil version of the Douglas C-74 Globemaster military transport. Pan Am soon canceled their order. That proposed DC-7

805-636: 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

840-729: The price of a DC-7C was $ 1,155,560 (£800,000) in 1956, increasing to $ 1,343,385 (£930,000) by 1958. Cost of the DC-7F "Speedfreighter" conversion was around $ 166,112 (£115,000) per aircraft. DC-7s were used by Alitalia , American Airlines , BOAC , Braniff Airways , Caledonian Airways , Delta Air Lines , Eastern Air Lines , Flying Tigers , Japan Airlines , KLM , Mexicana de Aviacion , National Airlines , Northwest Orient , Panair do Brasil , Pan American World Airways , Riddle Airlines , Sabena , SAS , South African Airways , Swissair , Turkish Airlines , Transports Aériens Intercontinentaux , and United Airlines . Seventeen DC-7s remained on

875-727: 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

910-779: 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

945-650: 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 The Norwegian Army Air Service ( NoAAS ) ( Norwegian : Hærens flyvåpen )

980-477: 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

1015-483: 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

1050-456: 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

1085-677: 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,

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1120-586: Was established in 1914. Its main base and aircraft factory was at Kjeller . On 10 November 1944, the NoAAS merged with the Royal Norwegian Navy Air Service to form the Royal Norwegian Air Force . This military aviation article is a stub . You can help Misplaced Pages by expanding it . This article about an organisation based in Norway is a stub . You can help Misplaced Pages by expanding it . This article about an aviation -related organization

1155-472: 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

1190-412: 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

1225-487: Was unrelated to the later DC-6 -derived airliner. American Airlines revived the designation when they requested an aircraft that could fly across the United States coast-to-coast non-stop in about eight hours. (Civil Air Regulations then limited domestic flight crews to 8 hours' flight time in any 24-hour period. ) Douglas was reluctant to build the aircraft until American Airlines president C. R. Smith ordered 25 at

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