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