Air Alpes

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Air Alpes

IATA LP ICAO ALP Callsign AIRALPES
Founded	1961
Ceased operations	1981
Destinations
Headquarters	Chambéry Airport Viviers-du-Lac, Savoie, France
Key people	Michel Ziegler (founder)

Société Air Alpes was a French airline company headquartered in Chambéry Airport and in Viviers-du-Lac, Savoie, near Chambéry.^[1] Established in 1961 by Michel Ziegler, the airline's history began in the French Alps.

Contents 1 Creation 2 The early Pilatus years 3 The Pilatus years 4 De Havilland DHC- Twin Otters 5 The "regional" association with Air France begins 6 The developing years 7 The Corvettes - their arrivals 8 Air Alpes new logo and business history circa 1976 9 "The end of a beautiful adventure" 10 Incidents and accidents 11 References 12 External links

Creation

Mr. Michel Ziegler Air Alpes in 1961.

He was backed up by Henri Ziegler and Mr Sylvain Floirat. These two became the two first shareholders, followed later on, by Joseph Szydlowski, himself an important aeronautical manufacturer.

From the start, Ziegler called at his side Mr Robert Merloz, a Savoyard school friend. Merloz helped Ziegler during the first stages of the company. Further on, Merloz pursued a career as an Air France pilot.

The registered office was established in Chambéry. During the building of the Chalet/Air Terminal the registered office was transferred to Courchevel Altiport, and was the registered office in Europe with the highest altitude (2.016m altitude).

Mountain aviation had started on July 30, 1921 when François Durafour landed on the "Dôme du Gouter", altitude 4.330m, on board a Caudron G.3 (the Caudrons brothers). During the mid 1950s the Swiss pilot, Hermann Geiger, improved flying techniques. From Sion, on board his Piper, he carried out many rescues and supply missions in the Alpes Valaisannes.

Another French pilot, Henri Giraud, also a student of Geiger, had begun to open the way to this mountain aviation, he will visit famous for its landing at Mont Aiguille, but especially on June 23, 1960 by asking his Piper PA-18. A Super Cub F-BAYP the summit of Mont Blanc in 4807 metres altitude.

It is with him that Ziegler and Merloz learnt and perfected the art of mountain flying and landing techniques on snow.

It started with a Piper Aircraft PA-18, Super Cub, registration F-BKBP (s/n 18-5094). This activity was made up primarily of "General Aviation" and "Land Supplies" to High Mountains refuges and a flying school.

A comparative study between the Dornier Do 27 and the Pilatus Aircraft "Porter" will see the leasing of a Pilatus PC-6 equipped with a piston engine Lycoming 340CV, registration HB-FAZ. On September 2, 1961, it was destroyed during a training flight at the "Col du Dome" in the Mont Blanc mountains (Crew safe and sound). During 2001, the restaurant/chalet manager, situated at the base of the "Glacier des Bossons", found parts of the aforementioned plane. It took 40 years for the Pilatus to reach the foot of the glacier.

The High Altitude Altiport at Courchevel was built with the support of the Town Council and the station manager, Gilles de la Rocque. It is a runway with short landing strips, in high altitude, covered in snow in winter. The aircraft are ski-equipped for landing.

The runway was 300m long x 30m wide with a medium slope of 15 degrees. Construction of a chalet used either for offices or mini-air-terminal and a hangar.

The Paul-Emile Victor's old caterpillar shuttle was bought to transport the passengers between the ski resorts and the Altiport.

The early Pilatus years

In 1962, from Pilatus Aircraft Company of the first Pilatus PC-6 (PC-6/A-H2 Porter F-BJSZ s/n 525) was acquired. It was equipped with a Turbomeca engine Aztazou. This aircraft could carry seven passengers plus pilot. This purchase was possible because Mr Joseph Szydlowski, founder of the Turbomeca Company (manufacturer of engines for planes and helicopters), provided the engine for this aircraft free of charge. Later on, he became an Air Alpes' shareholder.

A few years later, on November 15, 1968, an aircraft of this type beat the International Altitude record and reached the altitude of 13.485m. The pilot, Bernard Ziegler, eventually became Director of Department "Airbus Test Flights". It took 4 years for this record to be beaten.

The works undertaken the previous summer at the Meribel station for the creation of a new Altiport ended in January, on a summarily graded runway (400m x 15m with a medium slope of 6%), the Piper F-BKBP and the Pilatus F-BJSZ will land for the first time at Meribel. That year a Chalet/Air-Terminal and a hangar were built.

It is during its inauguration that Szydlowski, Turbomeca CEO and one of the Air Alpes' first shareholders, invented the word "Altiport". This term became a new dictionary entry 10 years later.

That year the S.F.A. Pilots (Aeronautical Training Service), Mr Marcel Collot and Jean Delparte, both trained by Mr Hermann Geiger, undertook the task of writing the first basis of the regulation manual, establishing, the conditions under which the aircraft can take off on various surfaces other than the flat surface of small airports or aerodromes and to classify the different types: altiports, airstrips and glaciers. Air Alpes worked very closely to the development of this regulation.

A Piper PA-18 Super Cub F-BNAO (s/n 188236) was leased to replace the slightly damaged F-BKBP. Opening of the first winter routes. Lyon/Courchevel/Meribel and Geneva/Courchevel/Meribel (Flights ALP 121 and 122).

Inter stations flights and glacier skiing drop-offs were offered to passengers. This activity was very important during the first years of Air Alpes' operation. These landings could only be realized with a high altitude guide. A very close cooperation was established between the ski-instructors and guides from the various ski-resorts.

From the Haute-Savoie, Savoie and Isère Altiports, the main glaciers of the "Mont Blanc", the "Tarentaise", the "Vanoise" or the "Oisans" were now accessible. For each flight only a maximum of 6 persons and 1 guide could be accommodated.

This activity ended in 1979 after a ban of glaciers landings.

A contract was signed with ORTF. It made provisions for the supply of a relay platform to broadcast life images of the "Tour de France", Paris–Roubaix and others prestigious cyclist events.

The first few years of these flights were made with a Pilatus PC-6, then with a de Havilland Canada DHC-6 Twin Otter, F-BOOH. This contract ended in 1973. For the broadcasting of these events a special equipment was installed on board of the aircraft.

Scenic flights of the Alps and especially the "Tour du Mont Blanc" for many years attracted customers charmed by the discovered landscapes.

In 1963, a second Pilatus PC-6/A-H2 F-BQKY (s/n 549) joined the fleet, creation of La Plagne Altiport (300m x 25m medium slope of 14%) and first domestic seasonal routes in Corsica.

Commercial agreement with Gyrafrance (Helicopter Company). Air Alpes developed its General Aviation (air advertising, parachuting, maiden flight).

In 1964, Megève Altiport was inaugurated on December 20, 1964. In November, leasing of a Beechcraft Sferma "Marquis" F-BLLR, twin-engines, 6 seater and equipped of 2 engines Turbomeca "Astazou" for flights to Lyon Bron Airport.

In 1965, the Geneva/Courchevel winter route offered connecting flights to "Val d'Isère" (250m x 25m medium slope 18%) and "La Plagne" Altiports

In 1966, in July, De Havilland Canada DHC-6 Twin Otter, (CF-UCD) was presented to the staff of Megève and Courchevel Altiports.

Air Alpes offered training of high altitude flying.

Construction of a new chalet/air terminal at Courchevel, fitted with a bar/restaurant.

In the "Pilot Journal", Air Alpes entered the comic industry with the adventures of Tanguy and Laverdure.

"Special Mission" designed by Albert Uderzo and Jije from Jean-Michel Charlier's scenes appeared in the editions 363 to 393, then in an album in 1968, and then in a TV series "Les Chevaliers du Ciel" - (Third series - episode 8)

In 1967, the Alpe d'Huez council asked Air Alpes to be in charge of the planning and following up of the Altiport construction. The Courchevel Chalet/Air-Terminal was built. It was moved and placed on a hard base surface by a helicopter. This helicopter was borrowed from Aérospatiale. (Runway 430m x 25m with a slope of 11%).

The same year, the Alpe d'Huez, Avoriaz, Tignes ski-resorts were also used during the winter season.

The summer program in Corsica: domestic routes: Ajaccio/Propriano/Calvi.

Creation of a new Altiport in the Alpes: "Les Arcs" (400m x 25 medium slope of 14%).

A third Pilatus PC-6 was added to the fleet: registration: F-BOJJ (s/n 513), equipped with a piston engine. It was modified a few years later as a PC-6/A-H2, thanks to the installation of a Turbomeca "Aztazou" engine.

In June, the Tactical Approach Landing and Radar (TALAR) system was tried at Chambéry. A Pilatus is specially equipped with this system for the occasion.

Air Alpes ordered a DHC-6 Twin Otter 100 series to be delivered in October.

Air Alpes in the 1960s

Year	Passengers Transported	Flying Hours	Staff
1961	2,500	30	4 (2 Pilots/1 Secretary/1Engineer)
1962	3,800	500	5 including 1 engineer
1963	5,200	810	7
1964	5,000	821	6
1965	3,960	797	5
1966	6,430	1.043
1967	10,590	1,725	17
1968	16,480	1,043	28
1969	26,296	3,263	35 including 14 pilots, 5 engineers
1970	35,796	4,847	17 pilots, 15 engineers, 23 sales and administrative

The Pilatus years

In 1972 three new Pilatus PC-6 joined the fleet:

F-BTCE (s/n 573),

F-BTCG (s/n 551)

F-BTCH (s/n 531)

The skill of the mechanics charged with working upon the Pilatus was typified in January 1974 when a five-hour Turbomeca "Aztazou" engine change without any adapted infrastructure is completed at the Val d'Isère Altiport altitude 2.450m under a temperature of minus 7 degrees Celsius.

Finding opportunities for the Pilatus fleet, F-BTCG was used on contracts to create artificial rain on the island of Teneriffe, and drought relief in Champagne and Brittany Regions by seeding the clouds to create rain in during the drought of 75-76.

Air Alpes began to sell off its Pilatus aircraft around 1975 but still found additional uses for some of them through 1977, such as fighting forest fires for the Hérault Department and the North Corsica Fire Department. Based in Calvi these airplanes performed "Guet Arme" missions which means monitoring and signaling a fire, taking action immediately in order to fight it. For these fire fighting missions, the planes were equipped with a 1.000 litre tank placed in the cabin. These 1.000 litre tanks could be deployed in just a few seconds via a trap door situated under the fuselage of the aircraft

After Air Alpe began phasing out its last Pilatus mountain flight routes from Courchevel, routes were continued for some time by Air Savoie and its Pilatus and a BN.2 aircraft, and a few pilots formerly with Air Alpes.

The Pilatus Fleet

F-BRPJ will be sold to the Nevers Parachutiste Center 1976

F-BTCG The Parachutist Center will buy Pilatus PC-6 1980

F-BTCH. The Parachutist Center will buy Pilatus PC-61980

F-BJSZ (s/n 525),

F-BQKY (s/n 549)

F-BOJJ (s/n 513),

F-BTCE (s/n 573),

F-BTCG (s/n 551)

F-BTCH (s/n 531)

Pilatus PC-6 Southern Alpes Routes 1972-75:

Gap - St Crepin, winter season, a Pilatus PC-6

Gap, Hautes-Alpes Gap - Serre-Chevalier, winter season, a Pilatus PC-6

Chambéry - Val d'Isère, Pilatus

Chambéry - l'Alpe d'Huez. Pilatus

Gap, Hautes-Alpes - Barcelonnette,

Vars (Hautes Alpes) - Serre Chevalier. winter season, Pilatus,

De Havilland DHC- Twin Otters

By 1966, Air Alpes was in the market for a STOL aircraft with greater capacity and performance. Among the two types offering the most potential were the Short Skyvan and De Havilland Canada DHC-6 Twin Otter. Due to its adaptability to flying in mountain regions the Twin Otter 100 series soon won out, and in 1967 an order was completed for the first Twin Otters for with first deliveries scheduled to Air Alpes for October.

DHC-6 (s/n 72) F-BOOH's delivery on December 7, 1967 allowed winter operations into the Courchevel Altiport as the Twin Otters were seemingly readily adaptable to be equipped with skis. The 19 seat Pratt & Whitney PT6A powered aircraft were also used on the Chambéry - Grenoble - Nice - Ajaccio, during the summer months.

Very shortly after its delivery to Air Alpes the added complexities and very delicate and costly operation of the ski-equipped Twin Otter were realized when F-BOOH was damaged during a training flight at the Courchevel Altiport. This incident spurred the Courchevel Council to conduct regular snow removal program at the Altiport airfield from there forward.

During the overhaul and repair of the aircraft, a Twin Otter D-DIHA of General Air was leased and it is soon decided the Twin Otters will no longer be fitted with skis, due the penalty of being able to only transport 16 passengers instead of the usual 19, in order to compensate for the lateral instability of the ski equipped airplane at take off.

In May, the DHC-6, F-BOOH, rejoins the fleet after being overhauled and modified to a Series 200 configuration with a longer fuselage nose and more spacious cabin. As the Courchevel Altiport now conducts snow removal skis will no longer be required.

The "regional" association with Air France begins

After 1968 it was becoming apparent many smaller provincial towns wished to be connected directly to Paris by air. Among some of the smaller regional airlines that begun to fill this need were Rousseau Aviation, TAT (Touraine Air Transport) Air Paris or Europe Aero Service EAS - Europe Air Services. The French regional air transport sector would eventually comprise as many as 50 regional airlines, flying as many as 100 regular or seasonal routes. During this period these airlines carried more than 500,000 passengers.

In 1969, Air Alpes began flying the Chambéry to Paris (Paris - Le Bourget Airport) route with five daily flights Monday through Friday.

In 1970 under Zieglers initiation, ATAR (Regional Air Transport Association) is established. The association comprised the following French regional airlines: Air Alpes, Air Alsace, Air Aquitaine, Air Languedoc, Pyrenair, Air Rouergue, Air Antilles, Air Martinique and Guyane Air Transport and promoted the needs of smaller airlines like Air Alpes in relation to the larger Flag air carriers like Air France.

Air France banner

By 1972 and 1973 Air Alpes was flying in cooperation with Air France and under their "banner" and in the aircraft livery of Air France. When these Air France/Air Alpes routes were included as one, Air Alpes by the end of 1973 covered 50 routes. The following are the first "banner routes" flown by Air Alpes in cooperation with Air France. The first planes to be flown in full Air France colors by Air Alpes were the Aérospatiale Corvettes followed by the F-27 that was bought by Air Alpes from Compagnie Nationale.

Air France banner routes

Courchevel - Paris (beginning in 1972 - equipment: DHC-6 Twin Otter)

Courchevel - Geneva (beginning in 1972 - equipment: DHC-6 Twin Otter)

Marseille - Milan (beginning in 1972 - equipment: DHC-6 Twin Otter)

Marseille - Geneva (beginning in 1972 - equipment: DHC-6 Twin Otter)

Marseille - Barcelonne (1973)

Marseille - Geneva (1973)

Metz- Düsseldorf (1973)

Chambéry - Paris (1974)

Towards the end of 1973 Air Alpes was flying 50 routes under its own banner and IATA codes including these Air France/Air Alpes routes and flights jointly marketed by the two airlines. Sales and ticket passenger distribution agreements yielding beneficial results as have been experienced with Air France leads to the forging of further agreements with other larger airlines such as Union des Transports Aériens for the Savoie and Haute-Savoie regions and Pan American World Airways sales office for all of France, except for the Paris region as of 1976.

1969 - the first Beechcraft Model 99 ordered arrives in Autumn.

The 15-seat aircraft is equipped with two Pratt & Whitney Canada PT6-A20 engines and flow by two crew members. In 1970, Chambéry - Grenoble - Nice routes are begun with B 99 airliners.

Beechcraft Model 99 Fleet

F-BRUN will eventually fly under the Air Limousin (flag/banner/code?)

F-BRUX (s/n U122) will join the fleet.

F-BRUF (s/n U-121)

F-BUYG (s/n U63)

F-BVJL (s/n U-84)

F-BSUJ (s/n U62) - sold to the Belgian Company Publi-Air in 1976.

F-BSUK (s/n U21) - sold to the Belgian Company Publi-Air in 1976.

F-BTMJ (s/n U-129)

F-BTMK (s/n U130),

F-BTDV - equipped with more powerful engines/leave the fleet for the U.S.A. in 1978.

F-BSTO - equipped with more powerful engines/leave the fleet for the U.S.A. in 1978.

1969 - the four engined STOL (Short take off and landing) Breguet 941 was tested and displayed at the Bourget Show (Salon International de l'Aeronautique et de l'Espace de Paris-Le Bourget Paris Air Show), with full Air Alpes logos. In autumn, a number of test runs were conducted to the various altiports at Megève, Meribel, l'Alpe d'Huez' with the goal of demonstrating the capabilities of operating this larger capacity STOL airliner in the regular and challenging mountain regime environments. The Breguet 941 was very similar in design to another de Havilland product, the Dash-7; a 40 seater STOL airliner which Air Alpes was later to sign contracts ordering the type for delivery circa 1977-78.

1972 - the opening of the Dole - Paris, and Paris/Geneva - Courchevel routes with the Twin Otter. In November, just a few years before the arrival of the Aérospatiale Corvettes flights from Marseille - Milan and Marseille - Geneva begin being flown under Air France's code and banner. Below is a brief list detailing the Twin Otter fleet and their dispositions.

The developing years

Twin Otter DHC-6 & B-99 Routes 1972-75:

Dole - Paris - Twin Otter DHC-6, B-99 (Chambéry/Dole/Paris Monday morning and return Friday evening)

Lyon - Toulon.

Toulon - Figari

Nice - Figari

Marseille - Figari

Liège (city) - Paris

Charleroi - Paris

Liège - London

Charleroi - London

Charleroi - Antwerp

Liège (city) - Antwerp

Liège (city) - Chambéry

Charlero - Chambéry

Toulon - Ajaccio

Toulon - Bastia

Toulon - Vichy

Toulon - St Etienne

Toulon - to the Wallon Region Airports

As Air Alpes entered into the 1970s many improvements were made at the air"Altiports" which Air Alpes found almost exclusive niches. Among these were the Couchevel Airport which is upgraded. The runway has been moved by 18 degrees in comparison with the previous one. An Air-terminal chalet, and a 30 m × 40 m hangar complete the new facilities

March 1, marks the inauguration of new facilities at the Megève Altiport including a pavement tarred runway of 400 m × 40 m with a medium slope of 8% and provisions for year around snow removal. Megève will become one of the world's best equipped Altiports with an optical guidance system AVASI, a VHF communication system, Weather Station and a Fire Brigade.

Lyon Satolas Airport which later becomes the Lyon Saint-Exupéry International Airport gets a new ticketing office and passenger lounge.

The Corvettes - their arrivals

Air Alpes initial flirtations with jet aircraft date back to April 1971 when Aertirrena demonstrated a Yakovlev Yak-40 registration I-JAKA. Aviaexport also lobbied to place the Yak-40 with Air Alpes during a sales presentation of CCP-87791 during that year, however nothing came of these initial presentations and Air Alpes made no commitments.

In 1972 Air Alpes entered into the Air France reservation system ALPHA 3. During this same year the GIECAR group (Groupement d'Interet Économique des Compagnies Aériennes Régionales) was created, leading to greater planned associations with Air France when agreements are forged to form a partnership between Air Limousin, Air Champagne Ardennes and Pyrenair, all flying on the behalf of Air France.

Among the new routes, flown under Air France's are: Marseille to Barcelona, Marseille to Geneva and Metz to Düsseldorf.

1974

This association with Air France continued with the decision to place orders for four Aérospatiale Corvette SN-601 Serial 100 "short range business regional jets." The orders were followed by and option for eight additional Corvette SN-601, serial 200d models and finally in 1974 Air Alpes entered the jet age with the arrival of the Aérospatiale Corvette series 100 and a further decision to have Amaury de la Grange Institute train its pilots to fly them. On September 28 flying in the full colors of Air France upon the Chambéry - Paris route, Air Alpes entered the "jet age" when Corvette F-BVPA (s/n 5), commenced flying regional feeder services.

Corvette series 100 Fleet

F-BVPA (s/n 5) September 28, 1974 Chambéry -Paris

F-BVPB (s/n 6) September 1974

F-BVPC (s/n 12) February 1975,

F-BVPD (s/n13).

In 1974 Air Alpes acquires Air Champagne Ardennes soon after the recent take over of Air Limousin, Air Rouergue and Pyrenair. The number of aircraft continue to increase with the arrival of the Cessna 401 (F-BOJZ), Cessna 402 (F-BRIY) and Cessna 411 (F-BPFM) from this consortium of companies.

1975

Additional Corvettes F-BVPC (s/n 12) and F-BVPD (s/n13) arrived beginning in February 1975 and were to be used upon other Air France regional routes.

Air Alpes was also interested in the 30/40 seat Dassault Aviation, Mystere 30, however this aircraft failed to make it into production and was cancelled by Dassault in 1975.

One aspect of the Corvettes which proved to be very successful was the Air France branding, and in October the first of 2 Fokker F-27 turboprops arrived. The Fokker F27 Mk 400 was a turboprop aircraft, with a capacity of 44, equipped with two Rolls-Royce Ltd, "Dart engines,": (s/n 10.340) which was soon register as F-BYAA. The first F-27 route was Chambéry to Paris, the same route initiated by the Corvettes a year earlier. Subsequent routes would be flown by Air Alpes Fokker F-BYAB delivered on November 5, the first F-27 to wear the full painted colours of Air France just as the Corvettes did.

Air Alpes new logo and business history circa 1976

1972 was a year new business expansion opportunities were explored with the purchase of 30% of AVI ALPI, an Italian air transport company based in Treto Northern Italy and using a fleet of Piper Aircraft and Pilatus Aircraft PC-6 aircraft. Avi ALPI had ben created by Aerosud and famed World War II pilot Martino Aichner. company.

Air Alpes in the 1970s

Year	Passengers Transported	Flying Hours	Staff
1971
1972	85.678	15.137	143 ( 38 Technical Management, 38 pilots, 67 Service Operations, sales, reservation and administrative departments)
1973	110.000	22.700	180
1974	+ 110.000	22.300	200
1975	110.520		238
1976	151.873
1977	153.800
1978	192.200		210
1979
1980	153.800

In 1976 Air Alpes gets a new logo for its aircraft and the company. To celebrate the event a glass of Moet and Chandon Brut Imperial is offered on all F-27 for a period of 2 months. A national campaign and competition is also offered to passengers and booking agencies. While the majority of the stocks still remain in the hands of the Ziegler family (Henri Ziegler) and Mr. Sylvain Floirat, by arranging additional financing two new shareholders take part ownership, they are Les Chambres de Commerce et d'Industrie de Savoie and Haute Savoie.

1977

By 1977 The experiment with the Corvette proved not to be lucrative for Air Alpes and the four aircraft were withdrawn from the fleet.

Unfortunately the added financing of the Chamber of Commerce groups was insufficient and the group TAG Techniques d'Avant Garde becomes the main shareholder of Air Alpes, prompting a rapid return of the Cessna F-BOJZ, as a recovery package is put into place with the realization that a number of routes were not profitable.

Additional recovery plans lead to the abolishment and closure of several routes including Chambéry - Grenoble - St. Etienne - Toulouse, Grenoble-Metz along with a contract for Air Inter to perform major maintenance/overhaul of the Fokker F-27's flown by Air Alpes, erupting in huge staff and management conflicts.

In 1978, another Fokker F27- Mk600 registered, F-BYAR (s/n 10.430) joins the fleet, while two Fokker F27s, "with crew" were dedicated Air Inter and their routes, while in

April 1979 the first of a fleet of Fokker F-28 Mk 1000 F-BUTI (s/n 11.034) twinjets arrived. The Fokker F28 equipped with 65 seats replaced the Fokker F-27, on the Chambéry to Paris route. Air Alpes also inaugurated the Paris to Figari Southern Corsica route with the Fokker F28 with the delivery of F-GBBS (s/n 11.050) and F-GBBT (s/n 11.052) which followed a short time later. The F-28 fleet complimented the F-27's and this fleet continued to grow during 1980 as Fokker F-27 Mk 400 F-GCJV (s/n 10.360), Fokker F-27 Mk 100 F-GCPA (s/n 10.258), and the Fairchild Hiller FH-227, F-GCLN (s/n 527) are delivered and carry Air Alpes' logo.

"The end of a beautiful adventure"

On July 3, 1980 an agreement is signed with (TAT) Touraine Air Transport. This initial agreement will take effect on September 7 and makes provisions for the two companies to share sales, organization, and traffic. Additionally, the agreement leads to reductions to the F.28 and F.27. fleet.

In 1981, TAT acquires over 3/4 of Air Alpes and the rebranding of all Air Alpes airplanes begin.

On September 14, a new aircraft will carry the Air Alpes' livery for the last time when the Douglas DC-9-21 aircraft OY-KGE (s/n 47.305/441) and OY-KGD (s/n 47302/422) are leased from SAS Scandinavian Airlines System.

They will operate the flights Chambéry-Paris-Chambéry, Paris-Figari-Paris, Paris-Rodez-Paris etc...

An extraordinary human and technical adventure unfortunately ends. However, it continues to survive, thanks to all "Les Anciens d'Air Alpes", who are grouped together under the organization "The Association Amicale des Anciens d'Air Alpes".

Incidents and accidents

1961 September 2 - Pilatus destroyed during a training flight.

1970 - January 15, Beech 99 F-BRUF lands short of the runway at Chambéry- Aix-les-Bains Airport. All passengers and crew were safe, and sound but the aircraft was destroyed. Following this accident, the Chambéry-Aix-les-Bains airport (Chambéry Airport) will be equipped with an ILS (Instrument Landing System) to allow the security and reliability of the flights. This had been requested by Air Alpes previously for a long time.

1970 - A DHC-6 Twin Otter is damaged during a training flight at the Courchevel Altiport

References

External links

Wikimedia Commons has media related to: Air Alpes

• Ties with: Association des Anciens d'Air Alpes: http://www.airalpes.com/
• To know the evolution of the Alpes aviation http://www.aeroclub-meribel.com/ (History thumb-index/The Alpes and the aircraft)
• To find old schedules: http://www.timetableimages.com/ttimages/lp.htm
• Links for Air Limousin blogs: http://blogs.aol.fr/airpassion87/airlimousin/

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