Norwegian regional airline Widerøe has a colorful and fascinating history. Stretching back almost 90 years, the airline grew from its humble beginnings to become a cornerstone of Norwegian aviation. Its focus on short takeoff and landing airports has allowed Norway’s regional network to flourish, keeping people connected and providing lifeline services to the rural communities it serves.
Formed by five enthusiastic friends with two planes between them, Widerøe started life flying skiers up mountains and taking scenic photographs to sell to farmers. Despite operating in one of the most challenging environments in Europe, Widerøe has built a healthy regional business, and has grown to a fleet of more than 40 aircraft.
Humble beginnings
The story of Widerøe begins much longer ago than you might think. In fact, the airline’s history spans almost nine decades, with its establishment taking place in the 1930s. Back then, two small airlines joined forces to begin the journey of Widerøe. Lotsberg & Skappel, which operated a single Gipsy Moth, partnered up with Widerøe & Bjørneby, an airline that operated a Simmonds Spartan.
This humble beginning had a humble mission. In partnership with Norsk Aero Klubb, they worked to establish air shows in the east of Norway. In wintertime, they stationed their aircraft at mountain resorts and earned their bread and butter flying skiers up into the wilds of the Norwegian peaks.
The fleet began to grow in 1933 when the firm bought five de Havilland Dh.60 Moths from the Norwegian Army and a Waco Cabin, which founder Viggo Widerøe brought over from the United States. The official founding of Widerøe as an airline happened on February 19th, 1934, when it began scheduled services with seaplanes between Oslo and Haugesund.
The fledgling Widerøe was set for greatness in 1934 with an application to take over all postal services around the coast. Back then, delivering mail was the launchpad for most of the world’s top airlines, and an easy way to build passenger services. But, sadly, Widerøe was pipped at the last minute by Norwegian Air Lines (DNL), to whom the new government granted exclusive rights for all domestic flights.
Post-war Widerøe
Despite losing its scheduled services, Widerøe continued to exist flying air taxis, ambulance services and tourist flights. As war broke out, civil aviation was banned, and Widerøe’s only operations were limited to flying ambulances for the military. The ban stood until the liberalization of Norway in 1945.
For a while, Widerøe focused on cartography and aerial photography missions. It merged with another Norwegian company called Polarfly, changing its name to Widerøe’s Flyveselskap & Polarfly A/S. In 1950, it took over the Stavanger – Haugesund – Bergen route from DNL and even participated in a four-month-long Antarctic expedition.
With a focus on seaplanes, Widerøe’s network grew as the years progressed. By 1956, it had taken over all sea routes from SAS, and had built a fleet of four DHC-3 Otters. The name changed back to Widerøe’s Flyveselskap A/S in 1958, and the company took over the SAS aviation school in Fornebu. New aircraft arrived, and Widerøe’s position as a leading Norwegian airline was solidified.
Moving to the land
With the coming of the jet age in the 1960s, Norway realized the need for major land-based airports to accommodate these aircraft. Initially, the government proposed nine large airports, but Widerøe had other ideas. Along with some like-minded airlines, it proposed a network of smaller, local airports that would be suited to short takeoff and landing (STOL) aircraft. Smaller airports would be cheaper to build and operate, and would be more convenient to the rural communities close by.
The government approved of the idea of these STOLports and began constructing a number of small airports close to rural populations, as well as three of the nine originally proposed primary airports. Widerøe won the contract to operate the first services, with support from state subsidies and grants from SAS.
Although the routes were not profitable, even with the concessions granted, they were highly popular with the people who used them. In 1969, the government approved the construction of the rest of the regional STOLport network. Widerøe’s future as a scheduled specialist airline was secured, and in 1971, the last of the seaplanes were sold, and the airline became a totally land-based airline for the first time.
The mighty Dash
Widerøe signed for its first two DHC Dash 7s in 1973, a decision that would come to provide the identity for this airline for many years to come. It would be eight years later before the two Dash 7s entered service, in 1981, but their entry into service marked a step-change for Widerøe in its abilities and its customer service.
The Dash carried 50 people, far more than Widerøe had ever flown in one go before. They were also the first pressurized aircraft the airline had flown. This higher class of service saw Widerøe introducing flight attendants for the first time, flying the aircraft from Oslo to Floro via Sogndal.
By 1986, Widerøe had a fleet of eight Dash 7s, a fleet size that was needed as the opening of regional airports accelerated. Three new airports opened in 1986 and 1987, all served by Widerøe, and later in the decade, after Norving collapsed, Widerøe took over many more routes and services. By now, Widerøe was flying in excess of 800,000 passengers a year.
As the ‘90s rolled around, Widerøe looked to the latest and greatest Dash iteration for its future needs. Despite governmental objections, it signed for 15 in 1992, but with a clause that said it could cancel the last seven without penalty. However, De Havilland was having a tough time in the markets, and struck a counter deal with Widerøe where the airline would waive its option rights in exchange for DHC buying its remaining Twin Otters and Dash 7s. The last two Dash 7s left the fleet in 1996.
Deregulation and Widerøe today
Following deregulation, Widerøe began flying to international routes in Russia, Sweden, and Scotland. Not all worked well; several were canceled within a year of launch, but many were a success.
SAS took full ownership of Widerøe in 2002, raising its stake in the airline to 96.4 %. The airline continued to operate a mix of PSO and commercial routes, with a strong focus on inter-Norwegian connectivity. Many of SAS’s regional routes were handed over to Widerøe. But in 2012, SAS said it would sell Widerøe amid its own financial struggles.
The airline was sold to an investor group in May 2013, with all remaining shares transferred in June 2016. SAS remains a close regional partner of Widerøe but is no longer a shareholder.
Today, Widerøe is the largest regional airline in Scandinavia, with more than 2,500 employees and an annual turnover of more than $400 million. More than 40 domestic and international destinations see service from the airline, with 2.8 million passengers a year using its services.
The airline continues to evolve, with the addition of its first jet aircraft in 2018 – the Embraer E190-E2. The backbone of its fleet remains its aging Dash 8s, for which there is no reasonable replacement. As such, the airline is pioneering research into electric aircraft, with a view to having all-electric regional planes in service by 2026.
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