BASIC AIR STUDY ON SWEDEN

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-01617A004200090004-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 17
• Document Creation Date: December 23, 2016
• Document Release Date: August 19, 2013
• Sequence Number: 4
• Content Type: REPORT

cr,Pf.1,77:1
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. BASIC-AIR STUDY ON b*LIAN
OUTLINE
I. Civil Air Policy of Sweden.
II. Governmental Activities in Connection with Civil Aviation.
Air Transport Companies
Statistics on ABA and SAS Operations.
Airline Routes Flown.
Air Facilities.
IV. Bilateral Agreements Concluded by Sweden.
'V. Aeronautical Industry, Research and Education.
f ? ? y
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BASIC AIR STUDY ON SWEDEN
I. Civil Air Policy
- As a result of almost 25 years of air transportation experience, (18)
Sweden has formulated a general policy of international air service
based on free enterprise, a minimum of government subsidy,
cooperation and reciprocity between nations, and as much freedom of
the air as possible.
The government's policy regerding competition among national (1)
carriers is theoretically one of tee competition but ABA has
pradtically a monopoly on flying regular internal and international
routes. Until present time, Swedish airlines have flown without
hindrance or pressure from the government wherever -foreign politics,
available equipment, and airline economy has permitted. With the
merger of ABA and SILA, however, the governmentmay determine policy with
respect to scheduled air carriers to a greater degree than-formerly.
Sweden is a small country having limited resources and has there- (1,22:
fore cooperated with Norway and Denmark, with whom she is most closely
associated geographically and culturally. Scandinavian Airlines
System, of which the Swedish member is ABA, was formed in order that
the equipment, personnel and-facilities-of the three countries could
be pooledto effect more economic operation bi avoiding concurrent
traffic and unnecessary competition.
' Although Sweden's air policy is not dominated by the US, Sweden (1)
closely-follows aviation developments here, endeavors to'profit by
American experience and methods, and maintains dtandards equivalent
to ours with respect to safety of flight.
' On 5 May 1947, Sweden obtained one of the 21 seats on the (1,8)
bouneil of ICAO. Sweden signed the ICAO Convention on 12 December 1944,
deposited its instrument of ratification on 11 November 1945, and
signed the Air Transport Agreement on 19 November 1945. She also
participates actively in IATA.
Sweden prefers complete multilateral agreement and hopes (25, 26)
for that ultimately, but, nevertheless, concludes bilaterals on a
purely reciprocal basis conforming to ICAO standards. Swedish policy
is to "fly everywhere" Under these conditions.
A-point of strength in Swedish civil aviation is the cooperation (1)
with Norway and Denmark. This enables Swedish airlines to operate
greater distances with greater capacity and frequency. A point of
Weakness is the dependence on foreign aircraft which in view of Sweden's
dollar shortage may seriously limit Sweden's ability to purchase
planes. Another point of weakness is the lack of trained pilots and
flight personnel which requires SAS to employ foreigners (American and
British) to operate and maintain aircraft.
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II. Governmental Activities in Connection With Civil AViation
'- -The Royal Board'of.Citil Aviation was established in 1945 (147)
Under the Ministry of Communications. It represents Sweden in
all air policy matters in addition to controlling civil air
operations within Sweden, including all construction of civil
airfields, licensing of civil pilots, naviiators and radio
operators and the establishment, maintenance and operation of
numerous aeroclubs throughout the country. The Board is generally
considered to be honestly and sincerely administered although
a severe shortage of personnel and the lack of experience has
placed a handicap upon smooth administration of the organization.
The Swedish government promotes the development and expansion
of scheduled and nonscheduled air transport by granting loans
from the Aviation Loan Fund for the purchase of aircraft. There
is no subsidization of air carriers and aircraft manufacturing;
however, subsidies are sometimes granted to private flying clubs
for gliding purposes. The government owns 50% of the stock
of ABA.
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III. Ait Transport Companies
(1) Statistics on-ABA and SAS operations:
Aktiebolaget Aerotransport (ABA) was organized in the (20,27,36)
spring of 1924 by private interests who held all the stock
of the company until 1935 when the government obtained 97%
ownership by subscribing to an entire new stock issue. All
operations ceased during the war with the exception of service
to Helsinki, Copenhagen, Berlin and Aberdeen. After 2 DC-3s
were shot down in October 1943 IV the Luftwaffe on the Aberdeen
route, Service was suspended until 5 March 1944 when the
Swedes obtained a German guarantee of safe conduct. ABA was
on strike from November 1947 until April 1948, at which time
it combined with-SILA. ABA reported a loss of 1.12 million
kroner for 1947. The total traffic income during the year
amounted to 30.09 million Kroner.
1946
1947
Number of passengers
172,872
175,585
Kilos of postal. matter
301,152
468,477
Kilograms of freight
2,670,013
3,848,272
Kilometers flown
6,749,236
8,804,916
Svensk Interkontinental Lufttrafik A. B. (SILA) was (20)
formed on 25 February 1943 IV representatives of Swedish
industrial and shipping concerns to permit Sweden to take
full advantage of postwar intercontinental air transport.
The government granted SILA the right to carry on intercon-
tinental air traffic while ABA maintained domestic and
Europeah traffic.
From an operational standpoint, the ABA-SILA merger '
became effective 18 April 1948. However, the capital merger
was not effective until Riksdag approval on 1 July 1948.. It
is understood that the new merged .company, which is known as
ABA, has been capitalized at 60 million crowns, of which the
government holds 50% while private interests own the other 50%.
Foreigners are not allowed to own controlling or minor interests
.in Swedish aviation companies. The Chairman of the ABA Board
is elected by government shareholders. Seven members of the
Board are elected by the government and seven by the private
interests. There is also an operations committee, of which
the chairman is elected by private interests, two members by
government shareholders, and two members by the private share-. .
holders, which will actually direct policy. Aircraft Owned by
the company consists of 24 DC-3s, 2 B-us, 5 DC-4s, 5 JU-52s
and 5 DC-6s. ABA was granted a loan of 20.25 million Swedish
crowns representing 90% of the purchase price of ten DC-6s
from the Aviation Loan Fund. The entire order has been paid
for and delivery accepted but four are,remaining in storage
at Santa Monica until ABA can negotiate for their resale.
ABA also has a contract with SAAB for ten "Scandia-90" aircraft
which are expected in the winter of 1949-50.
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19,24,28)
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Scandinavian Airlines System.
The possibility of some form of joint endeavor by (Ma)
Scandinavian airlines for the North Atlantic operation had 21a,
been under discussion for several years preceding the inva- 37)
sion of Norway and Denmark. While the trend of events had
prevented consummation of the project, it was not entirely
abandoned, and immediately after the liberation the discus-
sions were renewed. Competition for the potential North
Atlantic traffic promised to be exceedingly keen with three
US carriers and the well established airlines of England,
Holland, Belgium and France. The proximity of the Scandi-
navian terminals and the use of a single US terminal made
joint operation practicable and more economical. Moreover,
none of the companies alone was able to supply the necessary
personnel, equipment and other facilities without a delay
which would have been especially serious at the start of the
competitive race. Further, the problems involved in trans-
ocean flying were sufficiently new and different from those
of the European and domestic services of the companies to
indicate the feasibility of separating the two types ofcper -
ations. This fact facilitated combining the trans-Atlantic
operations of the three airlines. As a result, Scandinavian
Airlines System (SAS) was organized 31 July 1946. The con-
sortium remains closely dependent on the participating companies,
Det Danske Luftfartselskab (DDL), Det Norske Luftfartselskab
(DNL), and ABA (origin/my BMA), for the determination of
policy and overaILdirection. The agreement runs until 31 Dec-
ember 1951 but can be terminated sooner. The Board of Trustees
consists of six members, two appointed by each of the participat-
ing companies. 'they are appointed for one year and the Chairman
is named in succession by DDL, DNL, and ABA. All profits and
losses are divided among the three companies on the basis of their
participation, that is, DDL 2/7, DNL 2/7, and ABA 3/7. All
operations to the US subsequent to 31 July 1946 were conducted
in the name of SAS. Service on the North Atlantic route was
inaugurated on 17 September 1946 and the South Atlantic route
began scheduled operations on 22 February 1947.
A special corporation, the SAS, Inc., has been established
in the US with headquarters in New York. A simil\ar subsidiary,
the, SAS,' Ltd., is -iikistered in Great Britain. The capital
stock in these joint stock companies is owned by the participa-
ting companies in the same proportions as their share in SAS.
Personnel and equipment are made available to the can= ci r 2-1,36)
sortium under separate charter agreements. Aircraft in operat-
ion by SAS consist of 7 DCL4s, 1 DC-3 training plane, and 7 DC-6s.
It is not known whether SAS returned the DC-4s to the mother
companies-for use in European traffic on delivery of the DC-6s
as planne. Font -Boeing Stratocruisers have been ordered but
SAS doesn't expect they will be in operation before the summer
of 1949.
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Since pooling and collaboration are necessary for economic (TAWS)
operation, the joint arrangement was extended on 18 April 1948 23,
to include all the European and domestic routes being operated
by ABA, DDL and DNL. The operation is now divided into two
main, divisions, ISAS (Intercontinental Scandinavia Airlines
System) and ESAS (European Scandinavia Airlines System). ISAS
exists today much in the same breakdown for operation and admin-
istration as did the original SAS (i.e., overseas traffic to US,
South America and intermediate points). ESAS has-been establish-
ed to coordinate the remaining service (i.e., domestic and European).
In ESAS each airline retains its corporate identity, but in all
other respects the three companies function as one. While actual
ownership of each plane rests with one of the individual companies
(because ESAS has no legal corporate basis), each plane will carry
the SAS insignia. *Total capital behind the three companies
amounts to about $40,000,000. Headquarters organization for
ISAS remains in Stockholm but headquarters for ESAS are in
Copenhagen-. Technical services such as maintenance and overhaul
are divided among the three countries: all DC-6s will be serviced
at Bromma Airport, Stockholm; all DC-4s at Kastrup Airport, Copen-
hagen; DC-36 and other aircraft in?thetcoupgyta elatuhip: The
busineSs end of cargo has been placed/In asio. There are countless
details yet to be worked out and officials estimate that it will be
two years before all functions are completely coordinated. It is
therefore top early to estimate the economies expected through
consolidated operation in Europe but there is little doubt that
financial benefits will be considerable.
The combined number of employees is 8,000. The staff consists
chiefly of Scandinavians but it has been necessary to employ a
certain number of Atericans and Englishmen. At the overseas
stations the personnel considts chiefly of foreigners, only the
managers being Scandinavian. SAS maintains twenty offices through-
out Europe, in addition to those in the US. With 82 aircraft,
the combined SAS fleet represents one of the largest in the world,
consisting of 13 DC-6s, 9 DC-4s, 48 DC-3s, 4 Vickers Vikings,
2 Sandringham Mark VI flying boats, and 5 JU-52s. Another Sand-
ringham is on order.
(8,14.
aa,31)
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?
(2) Airline Routes Flown:
SAS External Routes:
Round trips per week (10)
1. New York - Gander - Glasgow - Stavanger - Copenhagen -
Stockholm - Helsinki 4
2. New York - Gander - Glasgow - Oslo - Stockholm -
Helsinki 3
3. Stockholm - Copenhagen - Geneva - Lisbon - Dakar -
Recife - Rio de Janeiro - Montevideo - Buenos Aires 2
4. Stockholm - Copenhagen - Frankfurt - Geneva - Rome -
Istanbul - Ankara - Baghdad - Teheran Fortnightly
5. Stockholm - Copenhagen - Frankfurt - GeneVi - Nice -
Rome - Brindisi - Athens - Istanbul - Ankara 7
(:) 6. Gothenburg - Aalborg - Oslo - Stavanger - Bergen -
Aalborg - Stavanger - Glasgow 4 *
7. Stockholm - Oslo - Gothenburg - Aalborg - Oslo -e
Glasgow 3 *
8. Stockholm - Copenhagen - Glasgow 4
9. Copenhagen - London 3
10. Oslo - Stavanger - Bergen - Stavanger - London 7
11. Stockholm - Copenhagen - London 7
12. Gothenburg - Aalborg - London 4
13. Oslo - Stavanger - London 3,g
14. Gothenburg - Aalborg - Amsterdam 3
15.. Stockholm - Copenhagen - Amsterdam 7
16. Oslo - Kristiansand - Stavanger 7 Kristiansand
Amsterdam - Brussels (the return trip omits Stavanger) 3
17. Stockholm - Copenhagen - Brussels 7
18. Copenhagen - Paris 2.
19. Oslo - Parts 4
20. Stockholm - Copenhagen - Paris 7
21. Stockholm - Copenhagen - Paris - Lisbon 1
22. Copenhagen 7 Geneva 7 Lisbon 2
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23. Stockholm - Helsinki
24. Helsinki - Stockholm
3
(one way) 6
25. Helsinki - Malmo - Aalborg - Aarhus - Copenhagen -
Frankfurt - Zurich (the return trip omits Helsinki,
Aalborg and Aarhus)
26. Oslo - Cqpenha-Len - Helsinki.- Stockholm - Gothenburg
Malmo - Aalborg - Aarhus - Copenhagen - Hamburg -
Frankfurt - Zurich
27. Zurich - Lyon
28. Zurich - Marseille
29. Stockholm - Copenhagen - Geneva.
30. Stockholm - Copenhagen - Oslo - Gothenburg - Malmb
Aalborg - Aarhus - Copebhagen - Frankfurt - Geneva
Nice .
7
7 **
2
3
2
7**
31. Oslo - Copenhagen - Helsinki - Stockholm - Gothenburg -
Malmo -Aalborg - Aarhus - Copenhagen - Hamburg -
Frankfurt - Zurich 7 **
32. Stockholm - Copenhagen Oslo - Gothenburg - Malmo -
Aalborg - Aarhus - Copenhagen - Frankfurt - Geneva 7 **
33. Stockholm - Copenhagen - Frankfurt - Geneva (return
trip stops at Malmo ) Fortnightly
'34. Helsinki - Stockholm - Oslo - Gothenburg - Malmo -
Aalborg - Aarhus - Copenhagen - Geneva (the return
trip omits Helsinki, Gothenbwre and Aalborg)
35. Stockholm - Copenhagen - Malmo - Aalborg - Aarhus -
Copenhagen - Prague (the return trip omits Aarhus
8 and stops at Gothenburg).
36. Oslo - Gothenburg - Copenhagen - Malmo - Aalborg -
Aarhus - Copenhagen - Prague
2
4
4
37. Oslo - Copenhagen - Malmo - Gothenburg -'Stockholm -
Visby -Warsaw (the return trip omits Malmo) 2
38. Copenhagen - Stockholm 46
39. Copenhagen - Gothenburg - Oslo 14
40. Copenhagen - Oslo 14
41. Copenhagen - Gothenburg 21
42. Copenhagen - Malmo 84
"
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43. Copenhagen - Aalborg 14
44. Copenhagen - Aalborg - Kristiansand - Stavanger 7
45. Copenhagen - Gothenburg - Karlstad 7
46., Aalborg - Oslo
47. Aalborg - Kristiansand - Stavanger
48. Aalborg Gothenburg
49. Aarhus - Aalborg
50. Gothenburg - Oslo
51. Oslo - Stockholm
Return trip omits Aalborg.
** Return trip omits Aarhus.
SAS Internal Routes:
7
7
7
3
7
10
1. Stockholm - Sundsvall/Rarnosand - Lulea 7
2. Stockholm - Visby 14
3. Stockholm - Norrkoping - Visby 7
4. Stockholm -Karlstad 7
5. Gothenburg - Stockholm 21
6. Malmo - Stockholm 7
7. Malmo -Gothenburg 7
? 8. Karlstad -Gothenburg 7
SAS opened its Arctic service on 19 April 1948. Sand- (6)
ringham Mark VI flying boats operate from Stavanger via
Bergen - Oslo - Trondheim - Bod# - Harstad to Troms#. Float-
equipped JU-52s fly from Troms# via Hammerfest - Alta - Vods#
to Kirkenes.
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?
Foreign airlines servicing Sweden include: (10,38)
AIR FRANCE
AOA
BEA
CSA '
AERO 0/Y
KLM
LOT
SABENA
SWISSAIR
pAs
TAI, the Italian airline, completed its first proving (9)
flight on 19 July 1948 and expects to have 1 round trip fort?
nightly thereafter.
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(3) Air Facilities:
Airports and air navigation facilities are operated by (118)
the government through the Board of Civil Aviation. There are
twenty airfields and two water aerodromes in Sweden.
As Bromma Airport (near Stockholm), Sweden's principal
airport, is becoming too small for intercontinental air
traffic, a large airport is being constructed at Halmsjon
(.15 miles from Stockholm), and is expected to be completed
in about five years. It has been decided that in the mean-
time the runways at Bromma will be able to receive DC-6s and
work is continuing to make it suitable for Stratocruisers. A
hanger to house DC-6s and Boeing Stratocruisers is now under
construction at Bromma and is expected to be completed in July
1947. Its 9,300 square meter floor is claimed to make it the
largest permanent hangar in Europe.
(7,8)
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IV. Bilateral Agreements
Fifth freedom type:
Argentina'
Brazil
Canada
Czechoslovakia
France
Greece
Iceland
India
Ireland
Pakistan
Portugal
United Kingdom
United States
Interim:
Egypt
Finland
Iran
Italy
Spain
Uruguay
18 Mar 48
14 Nov 47
27 Jun 47
15 Oct 47
2 Aug 46
7'2 Apr 47.
20 Apr 45
21 May 48
29 May 46
6 May 48
6 Mar 47
27 Nov 46
16 Dec 44
(4,7,8,11,14)
(509,12,13,
15,32)
Company-government:
Denmark-Norway-Sweden - ABA-DDL-DNL 31 July 46 (11)
Switzerland-ABA 10 Sept 45
:Sweden-SWISSAIR 1 Feb 46
?
Division of Traffic:
Poland 24 Aug 45 (7,8,11)
USSR 26 Oct 46
Unknown:
Belgium , 23 Nov 45 (748,11033)
Netherlands 3 Nov 45
Turkey 26 Jun 46
Yugoslavia ' 6 Oct 47
Being negotiated:
China
ilasummis
Egypt
Finland
Iran.
Warn
South Africa
Spain
BaSegettartt
Uruguay
..,..CRE1
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V. Aeronautical Industry. Research and Education.
(1) Aeronautical Industry:
The government does not manufacture aircraft but (1)
military planes are manufactured under government contracts.
Svenska Aeroplan (SAAB), which is privately owned, is Sweden's
only aircraft factory. Airplane production is primarily military
and heretofore foreign aircraft have been used exclusively by Swedish
airlines.
SAAB, whose headquarters is at Linkoping, was formed
in 1937? In addition to manufacturing military airplanes,
automobiles and other equipment, the company makes a light
sport plane, the Safi'', of which twenty-eight have been sold
and twenty are now on the floor awaiting finishing as orders
are received.
(8,35)
The SAAB-90 (Scandia) is the Swedish version of a (8,29)
plane designed to compete with-a.DC-3. Normal capacity is
24 passengers with luggage, although a short range 32 seat
layout is also offered. It will Operate safely from small
airfields and has a range of 800 miles with full load. The
Scandia has a low-wing design with pronounced dihedral, a
widely spaced nosewheei undercarriagel.amd oval section
fuselage. The cabin-is air conditioned but not pressurized.
The prototype, whose maiden flight Was made in November 1946,
has been altered but the present model, the SAAB-90A2, has
not yet made a test flight. The plane is powered by two Pratt and
Whitney Twin-Wasp R-2180 engines. ABA has ten planes on order
and regular deliveries should begin in August 1949. -SAAB hopes
for the production of two per month.
The SAAB-91 is a three seat light civil monoplane, the (35),
prototype of which was due to fly in 1945. It is a low-wing
cantilever monoplane of all-metal construction, mainly
aluminum-alloy although steel-plate will be used to cover
the underside of the fuselage to ensure maximum safety for
the occupants in the event of belly landing. The landing
gear is of the retractable tricycle type. Originally designed
as a two-seater, the prototype is being completed as a three-
seater with the third seat behind the starboard front seat,
making it poSsible to convert the two passenger Seats into,
a bed so that the aircraft may be used as an ambulance. The
prototype-is being fitted with a 130 h.p. Gipsy-Major engine;
estimated cruising speed will be 125 m.p.h.; and the range will
be 625 miles.
In 1944, SAAB converted five Flying Fortresses into (35)
14 passenger transports for ABA. These aircraft had force
landed in Sweden during the war and were allocated to ABA
by the government under a loan arrangement with the U.S.
government. ABA engineers lengthened the nose of the fuselage
by three feet and completely refitted the rear fuselage with
passenger accbmmodations, windows, entrance door aft, toilet, etc.
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_ . .
? The entire interior was sound-proofed and heated.
.The bomb-bay was converted into a freight compartment,
using the bomb-hoist gear ao a freight hoist.
Svenska Flyemetor A.B., at Trollhattan, was origin,- (1/120)
ally Tormed as the Nohab Flygmotorfabriker A.B., to manufacture
Bristol "Mercury" and "Pegasus" engines under a license granted
by the Bristol Aeroplane Co., Ltd., to the Swedish government.
In 1941 the A.B.Volvo, of Gothenburg, the leading Swedish motor
company, bought a controlling interest in the Nohab concern, bought
outright the A.B. Ulvsunda Verkstader of Stockholm, and changed
the name of the Nohabs'Flygmotorfabriker A.B. toSvensha Flyg-
motor A.B., the reaulting organization becoming the largest indust-
rial engineering organization in Sweden with four well equipped '
. factories at Trollhatten, Gothenburg (Main Volvo Works),
Skovde (branch Volvo Works), and Ulvsunda, tear Stockholm. The
share capital has been increased from four to eight million kroner,
.all shares being held by A. B. Volvo (6.5%) and A. B. Bofors
(32.5%). The Trollhatt.en plant is one of the most extensive in
Sweden and is situated close to the largest electric generating
stations in Europe, power being obtained from the waterfalls alongside
the factory. The company is now building under license the
Pratt and Whitney Twin-Wasp radial air-cooled engine and the
Daimler-Benz DB 603 twelve-cylinder, inverted-Vee, liquid-cooled
-engine. Sweden has also procured licenses from England to construct
Goblin and Ghott motors for its military aircraft.
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(2) Research:
The government operates its ogn aeronautical research (1)
and development facilities but does npt subsidize private
organizations. Sw. cr. 818,400 is'aPproptiated to the
Aeronautical Engineering Research Institute (Flygtchniska
Forsoksanstalten) and SW. Cr. 181,600 for aeronautical
medical research. Appropriations are increasing. Aerodyhamibs
? and tenacity are given the greatest emphasis. SAAB conducts
its own aeronautical research but uses the wind tunnel of the
Aeronautieal Engineering Research Institute. The Institute primarily
conducts research on military problems but occasionally gives
advice to commerbial airlines on special problems.
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ba, .
(3) Education:
The government sponsors and subsidizes aeronautical (1)
education , insofar as it operates the technical universities
of Stockholm and Gothenborg as well as technical schools at
which aeronautical engineering education is obtainable.
Sw. Cr. 215,000 is appropriated by the government for (1)
the training of flight engineers at a special school at
Molndal.-
a
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