Flug : tímarit um flugmál - 01.03.1955, Blaðsíða 42

Flug : tímarit um flugmál - 01.03.1955, Blaðsíða 42
Post — and Telegraphs Adrninistration and moved to its receiving station at Gufunes. The same applied to the transmitting station at Rjúpnahæð and the Loran Station at Vík. These were both turned over to the P & T for operation, after having been operated for a number of years by the CAA. A close liaison is now effected with the P & T in respect to of the operation of these facilities, as the CAA is responsible to ICAO for their continued successful operation. In explanation it may be pointed out that the aforementioned communications services and Lor- an Station, together with aeronautical meterologi- cal and oceanic air traffic control services, are fin- anced internationally through ICAO. The Atlantic nations of ICAO recognized the fact that the Iceland- ic nation could, due to its limited resources not be requested to maintain and operate expensive servic- es for international aviation on its own. Therefore this scheme on international financing tuas brought about in 1948. This great undertaking is consider- ed to be a true example of mutual understanding and aid between nations. Icelandic participation in international aviation has been rewarded in other ways too. Probably the most outstanding gain is the Technical Assistance Mission that ICAO sent to Iceland at the request of the CAA in 1951. To make a long story short this mission more or less revolutionized the airline flight operations in Iceland. This was to a great ex- tent accomplished by installing, during the Mission’s eighteen months stay, a nurnber of powerful radio beacons at strategic locations throughout the count- ry. This air navigation system enabled the airlines to operate in far worse weather conditions than before, when practically no blind flying facilities xuere available outside the two main airports. The CAA was well cognizant of the Mission’s efforts and has in its spirit continued with installation of various air navigation facilities in tlie country, of which the latest is probably the most interesting. This is a Decca Airfield Radar installation at Ak- ureyri, which, it is felt, will materially aid the some- what difficult instrument approach to the valley of Eyjafjörður. Finally, we come to that effort of the CAA, which, is probably greater than anything that has been done so far, namely the construction of air- ports. Due to lack of space, a brief list of the major fields will have to suffice, although a fuller de- scription of the various aspects and problems icould be highly desirable. After completion of Vestmanna- eyjar, which is already mentioned, the airfield at Sandur was built, giving that isolated community rapid air service to the outside luorld. The airfield at Akur was built both to serve the adjacent town of Blönduós and environments and also to serve as alternate field for Reykjavík. Much the same applies to Sauðdrkrókur, which has been equipped with full lighting aids to enable aircraft to be diver- ted there when the airports on SW-Iceland are closed due to weather. The airfield at Egilsstaðir is now serving the whole east coast area, enabling Flug- félag íslands, which operates the domestic services, to discontinue álmost entirely the expensive and difficult flying boat operations to the fjords on the east coast. The latest major aerodrome to be constructed is the new Akureyri airport. This achievement brings the aviation to the doorstep of this most promin- ent town in Iceland, outside of the Capital. The ground travel time from Akureyri to the airport is now something like 5—6 minutes as compared with sorne 45 rninutes to the old field at Melgerði. That travel time could easily increase to several hours during heavy snow conditions. In addition to tliese airports there are about a dozen airfields which have been rnade or improved during these last few years, which are used regularly for airline service. This short and incomplete account of the activi- ties of the CAA during the first ten years, will have to be sufficient. There is, of course, a number of aspects which no mention has been made of, due to lack of space. In this category is the eoer increas- ing operation of the civil aircraft services at Kefla- vik Airport, where the CAA now employs about a third of its entire staff. Likewise no mention has been made of the seaplane facilities throughout the country, the domestic air traffic control and radio services, aircraft inspection, etc. etc. It is felt, that in its first ten years of operation, the Civil Aviation Administration has endeavoured to apply the rather limited funds, available from time to time, to the most widespread use, in order to give more cornmunities some seruice. This will no doubt, be continued in the years to come. These services and facilities xuill be improved and re- placed, as technical knoiuledge and funds become available, for the continued and increasing benefit of the public. S. H. G. 40 - FLUG

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