Partnair

The airline has its background in a group of parachuters who in 1968 established Paralift Air Service.{{cite news |title=Fortsetter i tung virkelighet |work=Dagens Næringsliv |date=11 September 1989 |page=4 |language=Norwegian}} The intention was to establish a company to own and operate an aircraft so they did not have to rent an aircraft each time they were parachuting.{{cite news |title=Dette veteranflyet har dumpet 62000 passasjerer |last=Nilsen |first=Petter |work=Verdens Gang |date=11 September 2008 |page=24 |language=Norwegian}} It took delivery of a Cessna 180 in February 1969, which it kept until August that year.Hagby: 300 It then took over a Cessna 182.Hagby: 299 These aircraft were both tailored as parachute-only aircraft. The following year the fleet was doubled with the arrival of a Cessna 310.Hagby: 287

The company was incorporated on 30 June 1971{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%200790.html |title=World Airline Directory – Partnair A/S |journal=Flight International |date=26 March 1988 |page=102 |accessdate=24 August 2015}} and received a commercial air operator's certificate in the fall. The airline took delivery of a de Havilland Dragon Rapide in August, configured for parachuting.{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1971/1971%20-%201540.html |title=Private Flying |journal=Flight International |date=19 August 1971 |page=280 |accessdate=24 August 2015}} The aircraft was kept until 1973.Hagby: 120

Until the 1975 retirement of the Cessna 182, Paralift continued to operate parachuting flights. However, it increasingly focused on ad hoc and corporate charter. It targeted a growing market for executive charters using smaller twin-prop aircraft. Although slightly slower, they were significantly more economical that corporate jets. Paralift was able to operate many routes cheaper than scheduled services given that the entire aircraft was filled up. In addition, nonstop flights were available on any conceivable route combination, unlike scheduled services. Paralift was therefore successful at targeting smaller groups of executives traveling as a group.{{cite news |title=Flyr hvor som helst når som helst |work=Verdens Gang |date=24 April 1973 |page=13 |language=Norwegian}}

Paralift operated out of Oslo Airport, Fornebu. It subcontracted maintenance to Fred. Olsen Airtransport and catering to Scandinavian Airlines System. For the business charter market the airline bought a Cessna 310 in 1970, a Cessna 320 and Cessna 401 in 1972.Hagby: 152Hagby: 305 The Cessna 310 was replaced with a Cessna 402 in 1975. The Cessna 320 was sold in 1976 and replaced with the airline's first Piper PA-31 Navajo. Within three years Paralift was operating five such aircraft,Hagby: 270Hagby: 272 and had also bought a Piper PA-31T Cheyenne and a Cessna 404 Titan.

File:Partnair Beech 200 Super.jpg at EuroAirport Basel–Mulhouse–Freiburg in 1986]]

Sometime between 1975 and 1977 the airline changed its name to Partnair. It saw increased business particularly from the booming oil industry. By 1977 the airline was the second-largest light twin-prop operator in the country.{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1977/1977%20-%200292.html |title=Light commercial and business – Partnair expands |journal=Flight International |date=5 February 1977 |page=272 |accessdate=24 August 2015}} The airline flew 5,200 hours with its five aircraft in 1978.{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%200927.html |title=Short finals... short finals... |journal=Flight International |date=24 March 1979 |page=889 |accessdate=24 August 2015}} The Cheyenne was retired in 1980, replaced by a new Cheyenne a year later which remained in use until 1985.Hagby: 275

The first Beechcraft King Air 100 was delivered in 1978, followed by a second in 1980.Hagby: 273 That year Partnair also took delivery of its first Beechcraft Super King Air 200. The airline gradually ordered more of these until operating six Super King Airs. A British Aerospace Jetstream 31 was ordered in July 1981, along with a further option, for delivery in October 1982.{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%202313.html |title=Airliner market |journal=Flight International |date=18 July 1981 |page=151 |accessdate=24 August 2015}} However, the order was canceled before delivery.Hagby: 376 Instead, Partnair took delivery of two used Cessna 550 Citation II corporate jets, but these were retired within a year.Hagby: 196Hagby: 311 Partnair started using simulators to train their pilots from 1982.{{cite news |title=Første flysimulator for småfly i Norge |last=Guhnfeldt |first=Cato |author-link=Cato Guhnfeldt |work=Aftenposten Aften |date=6 February 1985 |page=3 |language=Norwegian}}

The shipping company Tenvig bought the airline in 1983. In the following three years, they invested 43 million kroner in the company.{{cite news |title=Kan bli nedlagt for annen gang |last=Berg |first=Sveinung |work=Aftenposten |date=13 September 1984 |page=48 |language=Norwegian}} From 15 May 1984 the former military terminal at Fornebu was converted into an executive terminal, named Terminal 2. In addition to Partnair moving its flights there, it signed a two-year contract to operate the terminal on behalf of the Civil Aviation Administration.{{cite news |title="Terminal 2" på Fornebu tatt i bruk: Ny terminal for småfly passasjerer |last=Guhnfeldt |first=Cato |author-link=Cato Guhnfeldt |work=Aftenposten Aften |date=3 May 1984 |page=7 |language=Norwegian}}

File:Partnair Convair 580 side.jpg at EuroAirport Basel–Mulhouse–Freiburg in 1987]]

Partnair bought Nor-Fly Charter in September 1984. Nor-Fly operated two Convair CV-580s. Partnair used the aircraft to fly domestic charter for oil companies, mostly to Andøya Airport, Andenes, as well as larger corporate groups internationally. Nor-Fly had bought the two aircraft in 1980 and 1981, respectively; one was based at Fornebu and the other at Stavanger Airport, Sola. With the merger, Partnair relocated both aircraft to Stavanger. Maintenance on the Convairs was subcontracted to Fred. Olsen Airtransport.{{cite news |title=Partnair overtar Nor-Fly Charter |last=Guhnfeldt |first=Cato |author-link=Cato Guhnfeldt |work=Aftenposten Aften |date=13 September 1984 |page=48 |language=Norwegian}}

A new hangar and office building was completed at Oslo Airport, Fornebu in May 1985, having cost 15 million Norwegian kroner. The hangar measured {{convert|1350|m2|sp=us}} while there was {{convert|900|m2|sp=us}} of office space. At the time the airline had 75 employees. The company stated that the merger had allowed it to operate better in two separate market sizes and was able to better sustain the volatility in the air taxi market. About half the company's revenue came from each size of aircraft.{{cite news |title=Flyselskapet Partnair: Inn i ny hangar på Fornebu |last=Guhnfeldt |first=Cato |author-link=Cato Guhnfeldt |work=Aftenposten Aften |date=28 May 1985 |page=16 |language=Norwegian}} In September 1985 Partnair started talks with Norving with the aim of a merger, but the talks never led to anything.{{cite news |title=Ikke fusjon med Partnair: Norvings tredje nei |last=Hansen |first=Lars Ditlev |work=Aftenposten Aften |date=26 September 1985 |page=42 |language=Norwegian}} A third Convair 580 was bought in May 1986.Aircraft Accident Investigation Board Norway: 11

In the second half of 1984 the airline developed plans to start scheduled traffic, and applied for concession to operate out of Sandefjord Airport, Torp to Gothenburg and Copenhagen. They also applied to operate a route from Oslo via Notodden Airport, Tuven to Stavanger. The Notodden concession was granted in March 1985,{{cite news |title=Konsesjon på linjetaxiflyvning |work=Aftenposten |date=1 March 1985 |language=Norwegian |page=15}} and the route was started on 15 August using Super King Air{{cite news |title=Flyselskapet Partnair åpner torsdag regulære flyginger på |agency=Norwegian News Agency |date=14 August 1985 |language=Norwegian}} and flew twice a day, five days a week.{{cite news |title=Stor dag for Notodden igår: Helårs flyrute åpnet |last=Guhnfeldt |first=Cato |author-link=Cato Guhnfeldt |work=Aftenposten |date=16 August 1985 |language=Norwegian |page=11}} This route was made possible after an instrument landing system was installed at the airport. The upgrades also included a new terminal. Ticket sales and check-in was managed by NSB Reisebyrå, a subsidiary of the Norwegian State Railways.

File:Partnair Convair 580 front.jpg at EuroAirport Basel–Mulhouse–Freiburg in 1987]]

After five months, Partnair had lost 1.2 million kroner on the route.{{cite news |title=Flyselskapet Partnair, som blant annet trafikkerer flyruta |agency=Norwegian News Agency |date=10 January 1986 |language=Norwegian}} In average, they were selling three to four tickets per flight to Stavanger, and one to Oslo.{{cite news |title=Lite belegg på ny flyrute |agency=Norwegian News Agency |date=23 January 1986 |language=Norwegian}} From March 1986, the leg from Notodden to Oslo was dropped and the service to Stavanger reduced.{{cite news |title=Partnair fortsatt på Notodden |work=Aftenposten |date=7 March 1986 |language=Norwegian |page=38}} However, the route proved unprofitable and was eventually terminated later the same month.{{cite news |title=TA for 25 år siden |work=Telemarksavisa |date=1 March 2011 |language=Norwegian |page=28}}

The company had a deficit of 6.5 million kroner in 1986. After having lost 10 million kroner of its investment, Tenvig decided to withdraw from the airline and closed it down in April 1987. However, seventy percent of the company was bought by Helikopter Service. The airline started operations again in August, legally as a new company, Nye Partnair A/S. It soon reverted to the former name. After about a year the company was again running without a deficit and Helikopter Service sold its shares to the brothers Terje and Rolf Thoresen. From then the company started losing money and had a poor financial result in 1988. That year the airline operated three Convairs and six Super King Airs. In terms of revenue, it was the fifth-largest airline in Norway, with 80 employees.{{cite news |title=Partnair inn i to nye flyselskaper |last=Oftedal |first=Hallgeir |work=Dagens Næringsliv |date=13 May 1989 |language=Norwegian |page=13}}

Parnair was one of several companies discussing a take-over of Norsk Air in 1988.Tjomsland: 149–150 The following year Partnair bought two smaller airlines, Fjellfly/Viking Air based in Kristiansand and 52 percent of Fonnafly based in Stord.

{{Main|Partnair Flight 394}}

File:Partnair CV-580 LN-PAA.jpg LN-PAA was the accident aircraft in Partnair Flight 394, here at Aberdeen Airport in 1987]]

Partnair Flight 394 crashed in Skagerrak near Hirtshals on 8 September 1989, killing all 55 people on board.Aircraft Accident Investigation Board Norway: 2 A central cause of the accident turned out to be the use of unapproved aircraft parts, specifically unapproved bolts fastening the vertical stabilizer to the fuselage.{{cite journal |url=http://www.flightglobal.com/pdfarchive/view/1993/1993%20-%200700.html |title=Maintenance a factor in crash |journal=Flight International |date=31 March 1993 |page=13 |accessdate=24 August 2015}} The findings spurred international attention to the issue of unapproved parts.{{cite news |last=Bajak |first=Frank |title=Black market of the skies – Substandard airplane parts pose risk |work=Columbus Dispatch |date=8 December 1996 |page=5B}}

Immediately after the accident Partnair grounded the other two Convairs and laid off 17 of its 45 employees. The King Air fleet remained in operation.{{cite news |title=Partnairansatte skal permitteres |last=Hay |first=Trine |last2=Rygnestad |first2=Arild |work=Aftenposten |date=19 September 1989 |page=3 |language=Norwegian}} The company had a poor financial situation before the accident, which was severely aggravated with the accident. By October 1989 the airline was attempting to sell the Convairs.{{cite news |title=Partnair selger Convairfly |last=Fonbæk |first=Dag |work=Aftenposten |date=5 October 1989 |page=4 |language=Norwegian}} The company filed for bankruptcy on 11 October 1989. At the time the airline had few assets and about 15 to 20 million kroner in debt. All the aircraft were at the time leased.{{cite news |title=Flyselskapet Partnair konkurs |agency=Norwegian News Agency |date=11 October 1989|language=Norwegian}}

The assets from Partnair were taken over by a new company, Nye Partnair A/S ("New Partnair"), which was owned by the Thorsen brothers along with Jostein Nerhus and Eirik M. Eide. Nye Partnair was incorporated in January 1990 and bought large portions of the estate in bankruptcy. This gave it an initial fleet of four Beechcraft Super King Air and one Beechcraft King Air.Resser: 45 Nye Partnair was initially based at Haugesund Airport, Karmøy,Reitan: 94 but relocated to Stord Airport, Sørstokken in May 1991Resser: 47 and took the name Air Stord.Resser: 48 The airline remained in business until 19 February 1999.Resser: 74

The following is a list of aircraft operated by Paralift and Partnair. It contains the model, the accumulated number of aircraft operated (which may exceed the peak county), the year built, the year the type first entered service with the airline, and the year the last unit was retired.

• On 25 September 1977, a Piper PA-31 Navajo registered as LN-PAA crashed into the sea off Oslo Airport, Fornebu. There were no fatalities, although the aircraft was written off.
• On 13 March 1987, a chartered Beechcraft King Air (LN-PAG) with six passengers crashed during landing at Stord Airport, Sørstokken, 20 metres ahead of the runway. The aircraft skidded for about 100 metres before coming to rest in a snow bank. There were no injuries.{{cite news |title=Partnair i grøfta |last=Bakkeli |first=Tom |date=14 March 1987 |work=Verdens Gang |page=11 |language=Norwegian}}
• On 8 September 1989, Partnair Flight 394, a Convair CV-580 chartered by a Norwegian shipping company to fly from Oslo to Hamburg, crashed off the Skagerrak coast in Denmark near Hirtshals killing all 55 people.Gregersen, M.; Jensen, S. & Knudson, P.J. (1995): The crash of the Partnair Convair 340/580 in the Skagerrak: identification of the deceased. Aviat. Space Environ. Med. 66: 158-163.

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{{Reflist|30em}}

{{commons category|Partnair}}

• {{cite book |author=Accident Investigation Board Norway |author-link=Accident Investigation Board Norway |title=Report on the Convair 340/580 LN-PAA Aircraft Accident North of Hirtshals, Denmark, on September 8, 1989 |year=1993 |format=PDF |url=http://www.aibn.no/rapport-02-1993-eng-pdf?lcid=1033&pid=Native-ContentFile-File&attach=1 |accessdate=25 August 2015}}
• {{cite book |last=Hagby |first=Kay |title=Fra Nielsen & Winther til Boeing 747 |location=Drammen |publisher=Hagby |language=Norwegian |year=1998 |isbn=8299475201 |url=http://www.nb.no/nbsok/nb/e38c175e6746f06628c09886091e4707}}
• {{cite book |last=Reitan |first=Sverre Utne |title=Luftfarten på Haugalandet fra 1914 til 2004 |year=2003 |publisher=Eget Forlag |location=Karmøy |language=Norwegian}}
• {{cite book |last=Resser |first=Tor |title=Stord lufthamn Sørstokken |publisher=Sunnhordland Lufthavn |year=2005 |language=Norwegian}}
• {{cite book |last=Tjomsland |first=Audun |title=Høyt spill om Torp |year=2005 |publisher=Tjomsland Media |location=Sandefjord |isbn=82-997212-0-2 |language=Norwegian}}

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