Skandinavisk Aircraft Manufacturing, officially Skandinavisk Flygproducent A/S, is an Andallan aerospace company that designs, manufactures and sells both civilian and military aircraft. Skandinavisk is the largest aerospace company in Andalla and Thalassa by revenue, employees and size. The company employs 62,773 people in Andalla and Giokto, making it the single largest employer locally. At the end of FY 2017, a total of 91,359 people were employed worldwide. Skandinavisk aircraft are delivered to customers across the world, with major final assembly plants located in Andalla, @Orioni and @Limonaia. The company's international headquarters are located in the Skandinavisk Global Tower along Antonsen Avenue in downtown Arkhavn, with regional head offices in Nordhaven (Orioni), Toledo (Iverica), Limone (Limonaia) and Feerefaaierhafen (Variota).
The company was founded on 2 September 1907 by Markus Olstad, along with the same group of engineers who built the first successful Andallan powered aircraft — the Olstad Flyer. Wilbert Vernesen, the first Andallan pilot on a powered aircraft, served as the company's chief pilot and trained several more to become the very first Andallan pilots. The first Skandinavisk-built aircraft was the Model 1, a small experimental biplane based off the Olstad Flyer. The company soon began producing general-purpose biplanes, the most popular of which were the "P-series" mailplanes. In the early 1920s, the company began to venture into larger commercial aircraft. Throughout the 1930s, focus was gradually shifted from general-purpose aircraft to the much larger airliners. Skandinavisk competed very closely with Saeb, the latter of which ventured into flying boats to address the needs of the archipelago. However, as the popularity of flying boats began to diminish, Saeb ultimately lost its foothold in the large airliner market. Meanwhile, Skandinavisk had introduced the very successful "SK-series" airliners, cementing its position at the top of the Thalassan aerospace industry. The company entered the jet age after Saeb was forced to sell its jet fighter project due to the rapidly-falling demand for military equipment after the Thalassan War. Soon later, Skandinavisk entered the commercial jet age with the classic SK-3. It was at this time that Skandinavisk began to grow rapidly, producing several more jet airliners, all of which were successful. In the early 1980s, Skandinavisk formed a joint venture with Khiimori Aeronautics of @Fulgistan and the Aishkuraend Rheilhhu Rihana of @Rihan to develop and manufacture the SK-6. The SK-6 project was only beginning design studies at that time, and the newly-formed KAS Aerospace took over development. Along with KAS Aerospace, Skandinavisk remains one of the world's largest and most prominent civil aviation manufacturers.
Skandinavisk Aircraft Manufacturing is subdivided into 5 major divisions:
Skandinavisk Global, primary manufacturer of SK-series airliners; based in Finkenveder, with a second final assembly plant in Tailam, Giokto. Skandinavisk Europa, manufactures general-purpose aircraft; based in Nordhaven, Orioni. Skandinavisk Argis, manufacturer of SK-series airliners; based in Limone, Limonaia. Skandinavisk Thalassa, manufactures general-purpose aircraft; based in Vindkilde. Skandinavisk Defense, military division of Skandinavisk; based in Klarsby.
The calendar read 5 July 1948, Monday. It had been a year since the Thalassan War had ended, when the Gioktons had surrendered and the @Sunset Sea Islands liberated from its oppressive leadership. It was a bloody war that saw the deaths of millions — military and civilian alike. It was not unusual that the Commonwealth had not yet recovered; yet despite this, the economy was, as a matter of fact, growing. People were looking for new ideas. And where else could they find new ideas other than Europa, the political, ideological, cultural, economical and technological center of the world? The opportunities were very promising. Yet despite all the possibilities, though, Europa was undeniably far — a trip across to Europa by sea could take up to three weeks, and in an increasingly competitive and fast-paced world, time was of the essence. People had to get there quicker, cheaper, and more efficiently.
A few years back, while Thalassa was still caught within the tight grip of the menace it had created itself, the Skandinavisk SK-4 had begun production. At that time, Andalla was too preoccupied to even take notice its new creation, the same creation that would soon carry thousands of passengers across Argis and Europa each week — all in the name of Andalla. The SK-4 was a ground-based aircraft, which at the time was not as attractive as the large, powerful flying boats of Saeb. What it did have to boast about, however, was its impressive range - over 6,000 kilometers. And as it was a land-based aircraft, it could reach important inland cities such as Toledo, O'polis, Saipuo, Moskovo, New Halsham, Girk, Bogd Gioro, Delta, Novumcastrum, and Centridge City. It had the power to end the era of flying boats, yet nobody bothered to take notice... except the airlines.
One could never really explain properly what was going on with airlines during the war. While there were those who wanted to flee the violence, others chose to stay. Their trained employees were drafted into the military, leaving many positions empty — some airlines choosing to temporarily fill these positions with untrained workers, or leaving them unoccupied altogether for the sake of safety. Mismanagement and inexperience quickly became one of the leading causes of incidents and accidents of Andallan carriers during the war. There also loomed in the air the threat of Giokton fighters; they would often harass or even shoot down the defenselss airliner upon discovering it during a routine patrol. It was for this reason that airline passengers were required to wear oxygen masks for the entire duration of the flight above the Tiauhai Sea, in the event of a rapid pressure loss. Patched-up bullet holes on the wings, tail and fuselage became a common sight on Andallan airliners, if the aircraft had not already been downed. But as the war went on and Giokton air force numbers slowly dwindled, more airlines became confident to resume operations, while a handful of airlines had also been founded in hopes of exploiting a new-found source of profit. And when they finally had the chance to begin operating their shiny new SK-4s, they put them to work as soon as possible.
This was the "Northern Route", one of the most heavily-traveled air routes during the late 1940's to the mid-1960's. It ran from Andalla to Central Europa or @Orioni, with stops at @Iverica, @Prymont (Ostport), Deltannia and finally to wherever in Europa the passenger was destined for. It remained that way until 1964, when the transoriental-capable SK-3 Series 20 jet airliner entered service. It was also in the same year that the airport at Burkini opened; situated near-perfectly in the middle of the Oriental Ocean, the new airport allowed a transoriental crossing to be done in two 4,000-kilometer legs.
But for now, the Northern Route was their only choice. Airlines could make it through in under 5 days, with many competing against each other for the fastest passage. But for passengers, it was heaven. Their wildest dreams had come true; no longer would they have to take 3 weeks by ocean liner just to reach Europa. Weeks became days, ships became planes, and seas became skies.
From the corner of his window, Daniel Arvesson could see another SK-4 take off. This one belonged to Østhav Lufttransport, one of the several airlines created solely on the hopes of exploiting this new Silk Road. To him, these airlines were naive and ignorant. It took more than just a startup to be able to travel the Northern Route, because flying was expensive, not only for the passengers but even for the airline itself. In a way, every country charged flyover fees — that is, if they even allowed foreign aircraft to pass through. And though Andalla had been able to at least negotiate discounted fees with Iverica, Ostport and Deltannia, aircraft had to land. And once they were on the ground, airport fees entered the question. Combined with several other fees, taxes and administrative issues made operating an airline an extremely difficult task — one that could drive these "start-up airlines" into bankruptcy within a mere few years. It was a disaster. And somehow, it was Arvesson's duty to fix it.
In the background, Arvesson heard the faint sound of a phone's sharp ring. His secretary, Mirjam Byström, came in the office.
"Sir, Minister Holme's on the phone. He wants to speak to you."
"Why didn't he call me in my office..? Ah, never mind, hold on."
"Director-General, you have been reading the news regarding our Northern Route, have you?"
"Ah, yes, of course Minister Holme. Daily."
"Then, surely, you have heard of what happened in Delta?"
"Definitely, Minister. I believe we must act on it as soon as possible."
"Exactly. And what would you propose in order to fix it?"
"Perhaps a bilateral agreement standardizing aviation regulations could help... But we may not be able to accomplish such a thing anytime soon."
"Not at all, Director, that is possible. You may want to contact the Deltannian aviation authority... What was the name again? Uh... anyway. I was trying to say, you should contact them and arrange for a bilateral meeting setting the foundations for standardized regulations... I'll bet you they're just as willing as we are to standardize them, especially since the perpetrators only did it for the money. I'm sure we both know that Deltannia is an important stop on the Northern Route, and we can't afford to lose it... Am I understood, Director-General?
"Yes, sir. I'll arrange a meeting as soon as possible."
Arvesson wasn't amused; Minister Holme was crazy. It wasn't like Andalla and Deltannia could organize a bilateral meeting in a flash. But that was what Minister Holme wanted — Arvesson could not let him down, lest he lose his job as Director-General of the Andallan Aviation Authority. After all, the problem was quite significant — though it was a scandal by a small band of Deltannian airport officials, it did highlight an important flaw in their aviation regulations...
Delta was, undoubtedly, the most important stop along the journey. Much like a busy bus terminal, it was where passengers would disembark and board another plane for wherever they wished to go. When one traveled the Northern Route, landing at Delta signified the final leg of the journey... and that the aircraft did not crash somewhere in the endless sea of ice surrounding it. Icing was definitely not uncommon when flying in the extreme cold of the Argic Circle. When ice crept up to the wings or vertical stabilizer, the pilot could lose control of the aircraft. When ice got into the engine, there would be nothing moving the aircraft forward. And when ice got into both, you'd know where exactly you were — in the middle of a frozen hell.
A few days ago, several Deltannian airport officials found a difference between Andallan and Deltannian aviation regulations — one that could, if properly implemented, restrict the passage of any Andallan aircraft within Deltannian airspace. But they weren't going for the safety — instead they only increased flyover fees, airport fees and other taxes for all Andallan aircraft. And through their network of shady deals and accomplices, those extra fees went to... them.
Once their plot became known, there was nothing the government could do — aviation regulations were aviation regulations, implemented only to ensure the safety of anyone flying within Deltannian airspace. So instead they halted the increase in taxes and prohibited any Andallan aircraft from entering or exiting Deltannian airspace, effectively grounding all Andallan aircraft in Deltannia, Ostport, and elsewhere in Europa. Being the most important stop along the Northern Route, the entire future of the Andallan airline industry was placed in jeopardy...
— TO BE CONTINUED —
This topic was formerly disputed by Vocenae. As a result, all mentions of Vocenae have been replaced with Deltannia. The discussion is located here.
OOC: Prelude to the establishment of an ICAO for Europa. I believe @Gallambria and @Orioni is working on a version of the UN, so we could say this organization evolved into whatever ICAO's counterpart in the Europa UN is.
A very special thanks to ORIONI for fixing some issues while I was away. Tak!
The following is a list of prominent Andallan arms manufacturers. Until the 1950s, most of Andalla's arms manufacturing was controlled by the government. In 1949, the Arms Industry Privatization Act was ratified, granting more leeway for privately-owned arms manufacturers. The present Andallan arms industry is dominated by Skandinavisk, Faerfrisk Arms and Kungsborg Land Systems.
Skandinavisk Aircraft Manufacturing (Officially Skandinavisk Flygproducent A/S) is the largest manufacturer of aircraft in Andalla and the Andallan Commonwealth Air Force's primary supplier of both combat and transport aircraft.
Need I explain more? Go click that link.😉
The Saeb Group is a largely-defunct defense conglomerate and Andalla's largest arms manufacturer during the Thalassan War. It was established by Anton Bergqvist Saeb in 1913 as Saeb Aeronautik (Saeb Aeronautics), following the early success of Skandinavisk. Bergqvist envisioned Saeb to become the leading aircraft manufacturer in Thalassa, producing primarily flying boats to serve the many Thalassan islands. Saeb soon became the dominant manufacturer of military aircraft in Andalla, supplying significant numbers of Commonwealth Army Air Command (Samväldet Haer Luftkommando) aircraft. In the civilian market, Saeb's flying boats competed very closely with Skandinavisk's landplanes; Saeb emerged as the larger manufacturer during the latter years of the 1920s. In 1936, Bergqvist began to venture into the production of military vehicles, developing the P.1 armored car and establishing Saeb Dynamik (Saeb Dynamics). It was followed by Saeb Armen (Saeb Arms) in 1939, which was highly successful and would continue on to produce most of the Andallan military's small arms. Saeb Aeronautik was highly successful during the Thalassan War, as demand for new military equipment hit a record high. As the Thalassan War came to a close, it was decided that Saeb would begin development of a civil aircraft. It was during this time that demand for military equipment continued to fall across the region, and among those largely affected included Saeb. Unable to continue development, Saeb Aeronautik was forced to sell its jet fighter project to Skandinavisk, which had expressed its desire to begin a combat aircraft program. In 1965, the Saeb Group was forced to sell Saeb Armen to rival Faerfrisk, cementing its position as the leading small arms manufacturer in Andalla.
Today, Saeb Aeronautik continues to retain its prominence and is currently the second largest aircraft manufacturer in Andalla next to Skandinavisk. No longer having a foothold in the military aircraft market, Saeb Aeronautik mainly produces turboprop and regional jets for the Thalassan market. Saeb Dynamik continues to produce military vehicles in small numbers, with most of its business lost to Kungsborg Land Systems.
Faerfrisk Arms (Faerfrisk Armen A/S) is the primary manufacturer of small arms in Andalla, and one of the largest in Thalassa. It started out in 1939 as a factory producing bullets for the ACA, and later Saeb Arms. As demand rose, Faerfrisk (Then Faerfrisk Munitions or Faerfrisk Krigsmateriel A/S) began to produce parts for military vehicles. As demand for military equipment fell following the end of the Thalassan War, Faerfrisk entered into a period of stagnation and recovery; Faerfrisk's military vehicle business went into liquidation in 1953. With massive amounts of surplus arms available at cheap prices after the Thalassan War, it was decided that Faerfrisk would begin development of more advanced, more capable guns to be released when demand for the surplus arms fell. Following the rise of the assault rifle in the late 1950s and early 1960s, Faerfrisk enjoyed a period of success. In 1965, Faerfrisk purchased its largest rival, Saeb Armen, leaving it as the sole major small arms manufacturer in the country.
KUNGSBORG LAND SYSTEMS
Kungsborg Land Systems (Kungsborg Jordsystem A/S) is a subsidiary of Kungsborg Heavy Industries (Kungsborg Storindustrigren A/S) responsible for the production of military land vehicles including tanks, rocket artillery and trucks. Formerly Christensen Defense Engineering, a subsidiary of Christensen Automotive, Kungsborg Heavy Industries acquired the company in 1992.
ASKANGER STEEL YARD
Askanger Steel Yard (Askanger Stålvaerft A/S) is the largest Andallan shipbuilding company. Established in 1754 as the Royal Askanger Naval Dockyard (Kongeligen Askanger Flottvaerfter) and also encompassed the artillery factories surrounding it. After the kingdom was replaced with a Commonwealth in [YEAR], the Royal Askanger Naval Dockyard was renamed to the Askanger Steel Yard (Askanger Stålvaerft) and its surrounding factories were sold to the private sector. Since then, the Askanger Steel Yard has constructed many of the largest Andallan-made vessels. The company also operates several other shipyards on the island of Himøy.
Boforsen is a manufacturer of heavy machine guns and heavy weaponry including autocannons and naval guns. Among its well-known products include the 40 mm M36 anti-aircraft/multi-purpose gun, the 51 mm Mk.20 dual-purpose naval gun, and the Skytten 155 mm self-propelled gun.
Gripen Artilerieselskab A/S is a manufacturer of heavy guns and artillery, including naval artillery, field artillery and tank guns. It has been the dominant manufacturer of naval guns in Andalla since the early 1800s. Its headquarters are located in Askanger, near the Askanger Steel Yard. The company was founded in 1788 after businessman Gjermund Hatlestad purchased one of the artillery factories in the Askanger Steel Yard. Though it was unsuccessful, Hatlestad acquired more factories with the money he was earning from his other businesses and eventually grew the company to become a major producer of naval artillery.