50 godina zračne luke Zagreb 50 years of Zagreb Aerodrome
Kad je prije nešto više od pola stoljeća Narodni
odbor grada Zagreba odlučio osnovati poduzeće za
aerodromske usluge i dati mu naziv Zrakoplovna
luka Zagreb, trinaest prvih zaposlenika
novoosnovanog poduzeća osvjedočilo se u istinitost
narodne izreke da je svaki početak težak.
Unatoč svemu, zahvaljujući ponajviše entuzijazmu
zaposlenika, ali ništa manje i činjenici da je Zagreb
već od samih početaka razvoja zrakoplovstva
stjecao dragocjena iskustva u zračnom prometu
i organizaciji aerodromskih djelatnosti, razvoj i
napredovanje nije bilo moguće ničim zaustaviti.
Želja za vrhunski organiziranom tvrtkom uvijek
je bila glavna misao vodilja njezinih zaposlenika.
A rezultati njihove predanosti tom cilju doveli su
ih na vrh uspješnosti i vodeću poziciju u ovome
dijelu Europe, koju dugi niz godina, sve do danas,
neprijeporno drže.
ISBN 1234567890
Half a century plus some years ago, when The Peo-
ple’s Committee of the City of Zagreb decided to set
up a company to provide airport services and call it
the Zagreb Aerodrome. The first thirteen employees
of the new company could see for themselves how true
the saying was about every beginning being hard.
In spite of everything and primarily because of the
enthusiasm shown by its fist employees, but also
because of the fact that Zagreb had, since the very
beginning of aviation, been gaining experience in
air traffic and in airport service organization, it was Zračna luka Zagreb • Zagreb Airport
not possible to stop. The ambition of its employees
remained the same: top-quality organization of the
company. Efforts invested have made it possible for
the company to hold the top position among its peers
in this part of Europe, and it has been seen as the top
quality company for many years, and until today.
Zračna luka Zagreb / Zagreb Airport
50 godina / years
Zagreb 2012
Impressum
Nakladnik Publisher
Zračna luka Zagreb d. o. o.
Pleso b. b., Zagreb
Za nakladnika For the publisher
Tonči Peović
Glavni urednik Editor-in-chief
Zvonko Šeb
Uređivački kolegij Editing committee
Igor Bugarinovski, Lidija Capković
Martinek, Tonko Jović, Katarina Leko,
Marko Jeras, Zoran Pucarić
Suradnici Contributors
Ivana Akmadžić, Branka Ban, Miroslav
Drljača, Ante Dujić, Vlado Fučkala,
Dinko Galić, Mario Gruja, Miroslav
Jerković, Ivo Jurič, Vojko Kraljeta,
Marko Kujundžić, Zdenko Malenica,
Andrija Markić, Marijan Ostojić, Tanja
Pilipović, Hrvoj Pipić, Živko Proda-
nović, Luka Roić, Zvonko Supek, Ivan
Šubar, Boris Tamburić, Marin Tica,
Renato Uccellini, Hrvoje Vukušić
Fotografije Photos
Arhiva Zračne luke Zagreb / Zagreb
Airport Archive, Arhiva Vlade
Republike Hrvatske / Archivs of the
Government of the Republic of Croatia,
Arhiva Croatia Airlinesa / Croatia
Airlines Archives, Državni arhiv u
Zagrebu / State Archivs in Zagreb,
Muzej grada Zagreba / Museum of
the City of Zagreb, Knjižnice grada
Zagreba /eCity of Zagreb Libraries,
Pixsell, IKA – Photo service, HINA-
FaH, Miroslav Ambruš-Kiš, Tomislav
Aralica, Kruno Blažinović, Tomislav
Haraminčić, Željko Krčadinac,
Miroslav Drljača, Miroslav Jerković,
Petar Mežnarek, Zoran Miličić, Boris
Pečnik, Šime Strikoma
Lektura Proofread by
Rosanda Tometić
Prijevod na engleski jezik English
translation by
Nataša Mance, Miljenka Demel
Lektura engleskog teksta English text
proofread by
Stephen Hindlaugh
Oblikovanje Graphic design by
Krešimir Godina
Priprema za tisak Print preparation
P. L. Studio, Dubovačka 48, Zagreb
Tisak Printed by
PRINTERA GRUPA d. o. o.
Dr. Franje Tuđmana 14A,
Sveta Nedjelja
CIP zapis dostupan u računalnome
katalogu Nacionalne i sveučilišne
knjižnice u Zagrebu A CIP catalogue
record is available from the National
and University Library in Zagreb
broj xxxxxx number xxxxx
Naklada: 1000 primjeraka Printed in
1,000 copies
ISBN xxx-xxx-xxxx-xx-x
Zračna luka Zagreb • Zagreb Airport
Prvi Zagrebački aerodrom
10
Zagreb’s First Aerodrome

Drugi Zagrebački aeordrom

46
Zagreb’s Second Aerodrome

Aerodrom u Lučkom
96
Lučko Aerodrome

Pleso
120
Pleso

Zračna luka Zagreb danas

278
The Zagreb Airport Today

Planovi se ostvaruju
350
Plans become reality
Predgovor
Kad je prije nešto više od pola stoljeća Narodni odbor grada Zagreba
odlučio osnovati poduzeće za aerodromske usluge i dati mu naziv
Zrakoplovna luka Zagreb, o čemu svjedoči rješenje koje je 27. listo-
pada 1961. godine potpisao predsjednik Narodnog odbora Većeslav
Holjevac, trinaest prvih zaposlenika novoosnovanog poduzeća osvje-
dočilo se u istinitost narodne izreke da je svaki početak težak. Prvi
dan 1962. godine i početak njihova radnog odnosa većina je zapamtila
po radosti koju donose novi radni izazovi, ali i po poteškoćama koje
dočekuju svakog početnika. Iako je Zrakoplovna luka Zagreb za svoj
početni kapital iz gradskoga proračuna dobila devet milijuna dinara,
što je donekle jamčilo početnu financijsku stabilnost, prvi direktor,
Alojz Tencer, u planovima poslovanja ponajprije se suočio s manjkom
školovanih djelatnika, a zatim i s centraliziranim upravljanjem koje je
u bivšoj državi vrlo djelotvorno gušilo inicijative od kojih se očekivao
napredak. Poseban doprinos poteškoćama dao je tadašnji nacionalni
zračni prijevoznik; budno je pazio da se nečime ne ugrozi njegov mo-
nopolistički položaj.
Unatoč svemu, zahvaljujući ponajviše entuzijazmu prvih zaposlenika,
ali ništa manje i činjenici da je Zagreb već od samih početaka razvoja
zrakoplovstva stjecao dragocjena iskustva u zračnom prometu i orga-
nizaciji aerodromskih djelatnosti, razvoj i napredovanje nije bilo mo-
guće ničim zaustaviti, možda tek povremeno usporiti. Bez obzira na
to što je Zrakoplovna luka Zagreb svoj naziv promijenila u Aerodrom
Zagreb, a potom i u Zračna luka Zagreb, želja za vrhunski organizira-
nom tvrtkom uvijek je bila glavna misao vodilja njezinih zaposlenika.
A rezultati njihove predanosti tom cilju doveli su ih na vrh uspješnosti
Foreword
Half a century plus some years ago, when The People’s Committee
of the City of Zagreb decided to set up a company to provide air-
port services and call it the Zagreb Aerodrome, as evidenced by the
resolution of 27 October 1961, signed by President of the People’s
Committee, Većeslav Holjevac, the first thirteen employees of the
new company could see for themselves how true the saying was about
every beginning being hard. They all remembered the joy of their
first working day, 1 January 1962, but also the hardships encountered
at the very start. Although the initial capital of 9 million dinars was
provided to the new company by the City of Zagreb, which meant
that the new company financial stability was guaranteed to start with,
its first director, Alojz Tencer, had to deal with shortage of qualified
personnel, and then also with centralized management present in ex
Yugoslavia, that effectively stifled any initiative aimed at bringing
progress. Hardships were only made more difficult by the national air
carrier, as it focused primarily on safeguarding its monopolistic posi-
tion.
In spite of everything and primarily because of the enthusiasm
shown by its fist employees, but also because of the fact that Zagreb
had, since the very beginning of aviation, been gaining experience
in air traffic and in airport service organization, it was not possible
to stop, maybe just to slow down temporarily, the development and
advancement that was under way. The Zagreb Aerodrome changed
its name into the Zagreb Airport, but the ambition of its employees
remained the same: top-quality organization of the company. Efforts
invested have made it possible for the company to hold the top posi-
i vodeću poziciju u ovome dijelu Europe, koju dugi niz godina, sve do
danas, neprijeporno drže.
Uz podsjećanje na bogatu prošlost i tri zagrebačka aerodroma, na či-
joj poslovnoj tradiciji Zračna luka Zagreb uspješno nadograđuje svoj
ugled, u ovoj su knjizi i prisjećanja na ljude i događaje koje pamtimo,
tkozna zašto, možda samo malo više od ostalih. U tome najviše poma-
žu mnogobrojne sačuvane fotografije. U jednu knjigu, ma kako ona
velika bila, vrlo je teško uvrstiti baš sve što se u Zračnoj luci Zagreb
dogodilo u proteklih pola stoljeća, od njezina osnutka do danas. Pose-
bice je to teško kad se zna da u zračnoj luci ne nedostaje svakodnevne
vreve i živosti i obilja najrazličitijih događaja. Svaki od osamnaest
tisuća dana zasigurno je obilovao egzistencijalno važnim poslovnim
potezima i mnogim aktivnostima zaposlenika, ali i mnogim zanimlji-
vim zgodama, dragim uspomenama, dogodovštinama tisuća putnika i
njihovih pratilaca, i sve je to nemoguće izbrojiti, a kamoli zapamtiti...
Moguće je da su nehotice izostavljeni neki ljudi ili možda zaboravljeni
događaji koje je vrijedilo zapamtiti, no neka ovdje objavljeni zapisi,
a među njima svakako ima i mnogih prvi put otkrivenih povijesnih
činjenica, budu snažan poticaj budućim kroničarima. Neka ih i ova
knjiga potakne na nova istraživanja i povijesnu valorizaciju uloge koju
je Zračna luka Zagreb imala u prošlosti, ali posebice u dva desetljeća
novije povijesti hrvatske države od njezina osamostaljenja. Ostvari li
se ta težnja, vrlo je vjerojatno da ćemo u proslavama budućih obljet-
nica svoja prisjećanja moći obogatiti novim spoznajama, ali i radovati
se novim poslovnim uspjesima kolektiva koji u svojem nazivu s pono-
som nosi ime glavnoga hrvatskoga grada.
Zvonko Šeb
glavni urednik
tion among its peers in this part of Europe, and it has been seen as
the top quality company for many years, and until today.
This book recounts the eventful history of the three Zagreb airports,
since the Zagreb Airport is founded on this long business tradition,
but it also talks about the people and events we remember, who
knows why, maybe just a bit better than others. Maybe the reasons
are many photos that have been preserved. It is not easy to put eve-
rything that has happened at the Zagreb Airport over the past half
century in a book, irrespective of the number of its pages, especially
if we know that there is never a shortage of people or events at it on
a daily basis. Each one of the 18,000 days has no doubt been full of
important business decisions, employee activities, interesting events,
cherished memories, and experiences shared by thousands of pas-
sengers and people accompanying them, so it is impossible to sum
them all up, let alone remember… Some people may have been in-
advertently left out or events not mentioned, although they deserve
better, but what has been put on paper, and there are certainly here
historical facts mentioned publicly for the first time, should serve
as encouragement to future writers. This publication should entice
them to continue research and evaluation of the role played by the
Zagreb Airport in the past, and especially in the last two decades,
since Croatian gained independence. It is highly probable that future
anniversary celebrations will be seen as good occasions to add new
facts to what is already known but also to rejoice in the achievements
of the employees of the company proudly using the name of the capi-
tal of Croatia in its name.
Zvonko Šeb
Editor-in-chief
Josipović
Povijest Zračne luke Zagreb i Grada Zagreba, u posljednjih pet desetljeća,
isprepletena je i zajednička: usporedno su se širili i razvijali, u skladu s novim
tehnologijama i potrebama, u službi razvoja metropole i hr-
vatskog zrakoplovstva.
Pred nama su, u riječi i slici, najzanimljiviji detalji o prome-
tu, kapacitetima, servisnim službama, putničkim agencijama,
rekonstrukcijama i inovacijama koje ovu najveću hrvatsku
zračnu luku čine omiljenim odredištem milijuna putnika,
posjetitelja, turista i poslovnih partnera sa svih strana svijeta
koji posjećuju Zagreb i Hrvatsku.
S druge pak strane, Grad Zagreb je zahvaljujući između osta-
log i svojoj zračnoj luci, na nacionalnoj i međunarodnoj ra-
zini postigao zavidne turističke, kulturne i gospodarske rezultate. Osim toga,
zagrebačka zračna luka postala je most preko kojeg je Grad Zagreb uspostavio
mnogobrojna prijateljstva u Europi i svijetu. Tim prijateljstvima i međuna-
rodnom suradnjom Zagreb se ponosi, a velike zasluge pripadaju upravo za-
grebačkom aerodromu.
S pogledom u budućnost, te nedavno potpisanim ugovorom o koncesiji, naj-
avom gradnje novog putničkog terminala, zagrebačka zračna luka dobit će
novi i moderni izgled s kojim Hrvatska, već iduće godine, slijeće na zajednič-
ku pistu Europske unije.
Zračnoj luci Zagreb čestitam 50. obljetnicu postojanja i uspješnog djelovanja,
a svim čitateljima i putnicima želim srdačnu dobrodošlicu u hrvatsku metro-
polu!
Milan Bandić, gradonačelnik Grada Zagreba
Over the last fifty years, the Zagreb Airport and the city of Zagreb have
had intertwined history as they grew and expanded together, adopting new
technologies and meeting new needs, always at the service of the develop-
ment of the Croatian capital city and of aviation in Croatia.
We have here, in text and photos, the most interesting details about the
traffic, capacity, services, travel agents, reconstructions and innovations
that all together make the largest Croatian airport a favourite destination
for millions of passengers, visitors, tourists and business partners coming
from all over the world to Zagreb and to Croatia.
It is true that the City of Zagreb has had considerable success as a tourist,
culture and business destination, both nationally and internationally, also
thanks to its airport. The Zagreb airport has become a bridge enabling
Zagreb to make numerous friends both in Europe and elsewhere in the
world. These friendships and international cooperation are the pride of
Zagreb, and the airport has played an important role in establishing them.
Looking ahead, it is important to mention the recently signed concession
agreement and the building of a new passenger terminal, as it will change
the look and feel of the airport and help Croatia land already in 2013 on
the common EU runway.
I congratulate the Zagreb Airport on the occasion of the 50th anniversary
of its successful operations and I expend a warm welcome to all the readers
and visitors to the capital of Croatia.
Milan Bandić, Mayor of the City of Zagreb
Velika Gorica je najveći i prvi susjed hrvatskoj metropoli, gradu Zagrebu.
U toj činjenici sadržane su sve prednosti, ali i nedostaci Velike Gorice.
U blizini tako velikog grada kao što je Zagreb,
teško je očuvati svoje lokalne posebnosti, teško
je po nečemu biti i bolji i veći i prepoznatljiviji
od “velikog susjeda”. Istina, Zagreb nikad neće
imati svoju Plemenitu opčinu, svoj Turopoljski
lug i Vrata od krča, nikada neće imati turopolj-
sku podgutnicu, a ni prelijepe drvene kapelice.
Neće, jer to je naša, velikogorička, turopoljska
posebnost. Riječ je o posebnostima koje nisu od jučer, one su tu “od stolje-
ća sedmog”.
No, ima jedna posebnost po kojoj je Velika Gorica današnjim generacijama
još prepoznatljivija. To je naša zračna luka, ali i zrakoplovna škola, zrako-
plovni remontni zavodi i centri. Ponosimo se činjenicom što smo dobar
domaćin Zračnoj luci Zagreb, što je Velika Gorica milijunima putnika iz
cijelog svijeta bila i bit će prvi kontakt s Hrvatskom. Posebno se ponosimo
i činjenicom što su tisuće Velikogoričana i Turopoljaca svojim radom i
sposobnostima gradile i razvijale ne samo Zračnu luku Zagreb nego i cjelo-
kupno hrvatsko zrakoplovstvo.
Velika Gorica je grad zrakoplovstva. Dokazala je to ne samo postojanjem
zrakoplovnih institucija nego i školovanjem brojnih zrakoplovnih struč-
njaka. Tisuće njih brinulo se o sigurnosti našega neba i održavalo borbenu
spremnost zrakoplovnih snaga u ratnim vremenima, a veliki broj njih da-
nas brine o sigurnom i ugodnom zračnom prometu nad Velikom Goricom
i Hrvatskom. Zato s ponosom kažemo da smo grad zrakoplovstva, ali i
grad koji najveću svoju snagu ima u svojim ljudima.
Dražen Barišić, Gradonačelnik Velike Gorice
Velika Gorica is the largest and the first neighbouring town to the Croatian
capital city of Zagreb. This very fact is a source of both advantages and disad-
vantages for Velika Gorica. It is not easy to keep all your local characteristics
when you are so close to a large city such as Zagreb and it is even more difficult
to find something that you are better or greater at than your “big neighbour“. Of
course, Zagreb will never be able to boast the Velika Gorica and Turopolje
region rich traditions, including the Noble Municipality, the Turopolje For-
est, and the “Vrata od krča“, it will never have its Turopolje “podgutnica“ or
its exquisite wooden chapels. These are all our own local specificities, and
they date back many centuries.
There is, however, one local feature that has made the town of Velika Gorica
well known to the generations of today, and this is our airport and our avia-
tion school, aviation maintenance facilities and centres. We are a proud host
to the Zagreb Airport, and the fact that Velika Gorica has been and will con-
tinue to be the first contact with Croatia for many millions of travellers from
all over the world makes us proud as well. The fact that thousands of inhabit-
ants of Velika Gorica and of Turopolje region have invested their skills and
energy to build and develop not only the Zagreb Airport but also the overall
aviation industry in Croatia is another reason we have for pride.
The town of Velika Gorica is a town of aviation, not only because of all
the aviation institutions located in the town, but also because of its aviation
schools and professionals educated there. Thousands of them have been respon-
sible for the security of our skies and for the fighting readiness of Croatian air
force at the time of war, and a large number of them are currently responsible
for making air traffic over Velika Gorica and Croatia safe and comfortable.
This is why we can proudly claim that we live in the town of aviation, but also
in the town that considers its people to be its most valuable asset.
Dražen Barišić , Mayor of Velika Gorica
 Prvi zagrebački aerodrom
Prvi zagrebački
Svoj prvi aerodrom Zagreb je imao već potkraj 1909. godine,
za što je svakako najzaslužniji inženjer Slavoljub Penkala. Taj
svestrano daroviti izumitelj, rođen u okolici slovačkoga glav-
nog grada Bratislave, imao je dvadeset devet godina kad se go-
dine 1900. sa suprugom Emilijom doselio u Zagreb i nastanio
u kući broj 17 na Trgu Franje Josipa I. (današnjem Trgu kralja
Tomislava). Mladi se bračni par potpuno uklopio u novu život-
nu sredinu. Penkala je Hrvatsku prihvatio kao novu domovinu,
o čemu možda ponajviše svjedoči podatak da je svoje krsno
ime Eduard kroatizirao u Slavoljub.
strana 10 page
Zagreb had its first airfield as far back as the end of 1909.
This was largely due to the efforts invested by the engineer
Slavoljub Penkala. This man, both a polymath and gifted
inventor, was born in the vicinity of the Slovak capital
Bratislava. In the year 1900, when he was 29, he moved to
Zagreb and lived with his wife Emilia at no. 17 Franz Joseph
the I Square (today King Tomislav Square). The young cou-
ple quickly integrated into Zagreb social life. Penkala ad-
opted Croatia as his new homeland, which is best illustrated
by the fact that he changed his given name from Eduard to
the Croatian name Slavoljub.
aerodrom
Zahvaljujući diplomi inženjera kemije
stečenoj na Sveučilištu u Dresdenu, a
možda još i više nevjerojatnom smislu
za tehniku i darovitosti za izume,
Penkalu je, potkraj 1900. godine,
Visoko kraljevsko ugarsko Ministarstvo Thanks to his degree in chemical very important position, comparable
financija iz Budimpešte, imenovalo engineering from Dresden University, to a minister in today’s government,
kraljevskim tehničkim kontrolorom u and even more so his great talent for enabled him to exercise technical
Hrvatskoj. Bila je to vrlo visoka funkcija, all things technical and his gift for supervision of the entire Croatian
ravna današnjoj ministarskoj, i ona mu inventions, at the end of 1900, the High manufacturing industry located in
je omogućavala tehnički nadzor nad Royal Hungarian Ministry of Finance the Hungarian part of the Austro-
cjelokupnom tadašnjom hrvatskom in Budapest appointed Penkala Royal Hungarian Monarchy.
industrijom u ugarskom dijelu Technical Controller for Croatia. This
Monarhije.

strana 11 page

Trg Franje Josipa I. na razglednici
Zagreba iz 1900. godine. Penkala je
najprije stanovao u kući na broju 15,
a kasnije se preselio u veću kuću na
broju 17 (prva kuća s lijeve strane).
Prvi zagrebački aerodrom
A postcard from 1900 showing the Franz
Joseph the I Square in Zagreb. Penkala’s
first address was at no. 15.
He later moved to a larger house at
no. 17 (the 1st house on the left).
strana 12 page
Inž. Penkala godišnje je patentirao dva do tri izuma i procjenjuje
se da ih je imao ukupno osamdesetak. Najpoznatija je mehanička
olovka koja je po njemu i dobila ime – penkala. Proizvodio ju je u
radionici koju je otvorio u Ulici Marije Valerije u Zagrebu (danas je
to Praška ulica), no kako su najveće zanimanje za penkale pokazivali
kupci u srednjoj Europi, sagradio je i tvornicu u Berlinu. Predmeti
njegovih konstrukcija bili su najčešće namijenjeni širokoj potrošnji u
svakodnevnom životu, no mnoge su ideje ostale nerealizirane, jer su
tadašnja tehnologija i tehnički razvoj znatno zaostajali za rješenjima
koja je nudio.
Penkala patented two to three inventions every year. It is
estimated that there altogether 80 inventions were patented
by him. The automatic pencil was the most famous of these,
and was named the penkala after him. He opened the first
automatic pencil production plant in Maria Valeria Street in
Zagreb (today’s Prague Street (Cro: Praška ulica) and subse-
quently built another plant in Berlin, as demand for his pen-
cil was greatest in the Central European market. Most of the
objects he constructed were consumer products used in ev-
eryday life, although many of his ideas remained unrealized
because the technology and technical development of his
time were not advanced enough to meet the requirements of
the solutions he came up with.
strana 13 page
 Prvi zagrebački aerodrom

U vrijeme Penkalina
dolaska u Zagreb, 1909.
godine, vozio je tramvaj
s konjskom zapregom,
ali se već intenzivno
planiralo uvođenje
električnog tramvaja.
Fotografija je snimljena
na uglu današnjeg
Starčevićevog trga i
Trga kralja Tomislava.
Tramvaj je vozio od
Glavnog kolodvora
prema sjeveru pored
Penkaline kuće, koja
je od mjesta snimanja
udaljena pedesetak
metara.

At the time when

Penkala came to live
in Zagreb, the city had
horse-drawn trams,
althugh plans were
already in place to
replace them with an
electric tram system.
This photo was taken
on the corner of today’s
Starčević Square and
King Tomislav Square.
The tram went from the
main railway station
towards the north and
passed Penkala’s house,
which is some 50 meters
away from the location
from which the photo
was taken.

strana 14 page
 Zagrebački zrakoplovni savez 2001. godine na Penkalinoj je kući, na današnjem
Trgu kralja Tomislava broj 17, inicirao postavljanje spomenploče.

In 2001, a commemorative plaque was put on the house at no. 17 King Tomislav
Square in Zagreb, where Penkala lived. This was initiated by the Zagreb Aviation
Association.

strana 15 page

Na dugom popisu Penkalinih patenata,
uz tehničku olovku, nalivpero, termos-
bocu, rotirajuću četkicu za pranje zuba
i mnoge druge, nalazi se i Radion,
preteča svih deterdženata, kao i Alga,
tekućina za masažu koja je još i danas
mnogim reumatičarima nezamjenjiva.
Prvi zagrebački aerodrom
Penkala’s patents include, among
other inventions, his automatic pencil,
fountain pen, thermos bottle, rotating
toothbrush, but also Radion, the
forerunner of all washing powders,
as well as Alga, a massage liquid
that many people suffering from
rheumatism find irreplaceable even
today.
strana 16 page
Izazovima vjekovne ljudske težnje – letenju, koje je nakon
revolucionarnog prvog leta Amerikanaca Orwilla i Wilbura
Wrighta 1903. godine počelo dobivati neke nove smjerove i
potaknulo mnoge ljude diljem svijeta na konstrukciju letje-
lica, nije mogao odoljeti ni inženjer Penkala. Samo četiri-pet
godina nakon podviga braće Wright, odlučio je intenzivno
proučavati uzgon zrakoplovnog krila i osnove zrakoplovstva, a
potom izrađivati nacrte prema kojima je u radionici smještenoj
u dvorištu svoje kuće počeo graditi avion.
Nedugo prije toga, na vojnom vježbalištu u Črnomercu inž.
Penkala je, uz dopuštenje generala Radoslava Gerbe, zapovjed-
nika Trinestoga zbornog zapovjedništva austrougarske vojske,
sagradio i prvi hangar. Tu livadu, omeđenu Selskom cestom
na istoku i potokom Črnomercem na zapadu te današnjom
Baštijanovom ulicom na jugu, a nasipom uskotračne željeznice
Samoborčeka na sjeveru, Zagrepčani su ubrzo počeli nazivati
Penkalinim uzletištem, a povjesničari je smatraju prvim hrvat-
skim aerodromom. Njime su se i civili i vojska koristili sve do
1926. godine.
Humans had had the ambition to fly for centuries. The revo-
lutionary first flight by the American brothers Orville and
Wilbur Wright in 1903 encouraged many people all around
the world to construct aircraft, and the challenge was taken
up by Penkala as well. It was only three to four years after
the triumph of the Wright brothers that Penkala decided to
study in depth the basics of aeronautics and aerodynamic
lift He then started designing and building an aircraft in the
workshop located in his own backyard.

Not much earlier, Penkala had been given permission by

General Radoslav Gerba, commander of the 13th Military
Command of the Austro-Hungarian Army to build the
first hangar at Črnomerec meadow, which was bordered by
Selska Road to the east, the Črnomerec brook to the west,
today’s Baštianova Street to the south, and the Samoborček
narrow-gauge railway embankment to the north. It soon
became known as ‘Penkala’s runway’ and historians now
consider it the first Croatian aerodrome. It was used for
military and civilian purposes until 1926. Vijest koju je sredinom siječnja 1910. godine objavio A news item, published in the Zagreb daily Novosti in January
zagrebački dnevni list Novosti, da Penkala već dvije godine 1910, saying that Penkala had been building a biplane since
konstruira biplan te da će ga preseliti na vojno vježbalište 1908 and was planning to move it to the military exercise
u Črnomercu gdje će obaviti prve pokuse bez javnosti, grounds in Črnomerec, where the first tests were to be
senzacionalno je odjeknula među Zagrepčanima. performed without the public being present, was received as
a sensation by the inhabitants of Zagreb.

strana 17 page
 Prvi zagrebački aerodrom

Crtež hangara koji je inž. Penkala Drawing of the hangar built by Penkala
sagradio na južnome dijelu vojnog at the southern part of the military
vježbališta u Črnomercu. exercise grounds in Črnomerec.

strana 18 page
Prema novinskim izvještajima, u črnomeračkom je hangaru inž.
Penkala potkraj veljače 1910. godine počeo je sastavljati dijelove
dovezene iz svog dvorišta, a početkom travnja potpuno je dovr-
šio letjelicu, avion osebujne konstrukcije, do tada nigdje viđene.
Nazvao ga je biplan. Upravo je tako napisao u prijavi kojom je
još četiri mjeseca prije u Mađarskom kraljevskom patentnom
uredu u Budimpešti patentirao sve što je na toj letjelici smatrao
svojim izumom. Stručnjaci se ne slažu s nazivom biplan, jer to
nikako nije bio dvokrilac, nego, prema današnjoj klasifikaciji, vi-
sokokrilac bez kabine. Ali u ono vrijeme Penkala nije našao bolji
naziv, jer njegov je avion uistinu imao dvije plohe. Gornja ploha,
krilo, imala je zadaću stvarati sile uzgona. Raspon krila bio je
devet metara a površina malo manje od osamnaest četvornih
metara. Ispod krila, na mjestu na kojem današnji avioni imaju
trup, bila je donja horizontalna ploha. Imala je oblik jako izduže-
nog istokračnog trokuta na čiji su se oštrokutni vrh nadovezivala
repna kormila. Sastojala su se od tri trokuta koji su svojim vrho-
vima bili spojeni s velikom trokutastom plohom. Srednji repni
trokut bio je čvrsto fiksiran, a dva su se postrana mogla pomicati
pa su kombinacijama različitih položaja omogućavala horizon-
talno i vertikalno upravljanje avionom.
Na donjoj su plohi bili smješteni motor marke Laurin & Kle-
ment, hladnjak s vodom, pilotovo sjedalo i upravljačke koman-
de. Ispod pilotova sjedala bilo je podvozje s dva kotača, a na
kraju donje plohe bio je treći kotač.
According to contemporary newspaper reports, towards the
end of February 1920, Penkala started assembling the parts
brought from his backyard and at the beginning of April had
his aircraft fully assembled. It was an original design, seen
nowhere before. He called it a biplane. This was the name he
had entered in the patent application he had submitted four
months earlier to the Hungarian royal patent office in Budapest
to protect all the parts he considered to be his original inven-
tions. Experts do not agree with the name biplane, as it was
certainly not a biplane but a high-wing plane with no cockpit,
according to today’s classification. However, Penkala could not
find a more suitable name, as his aircraft actually did consist of
two planes. The upper one, the wing, was constructed so as to
generate the necessary lift. The wingspan was nine meters, and
the surface area was somewhat below 18 m2. Under the wings,
where today’s aircraft have a fuselage, there was a lower hori-
zontal plane. This had the shape of an equilateral triangle, with
the tail rudders attached to a sharp angled apex. They consisted
of three triangles, attached by their apexes to the large triangu-
lar plane. The middle rear triangle was fixed, while the two on
the sides were movable and the combination of their different
positions made it possible to manoeuvre the aircraft both hori-
zontally and vertically.
On the lower plane, there was an engine made by Laurin &
Klement, a cooler filled with water, the pilot’s seat and the air-
craft’s controls. The undercarriage with two wheels was under
the pilot’s seat and the third wheel was attached to the end of
the lower plane.
strana 19 page
Prvi zagrebački aerodrom

strana 20 page
 Prema tvorničkoj deklaraciji,
češki motor Laurin & Klement
imao je dvadesetpet konjskih
snaga. Pokretao je dvokraku
elisu marke Chaviere dugačku
210 centimetara, montiranu
izravno na osovinu motora
koja je postizala oko tisuću
petsto okretaja u minuti, a
to je, prema konstruktorovu
izračunu, avionu trebalo
osigurati brzinu od 57,5
kilometara na sat.

Laurin & Klement engine had

a horsepower of 25, according
to the manufacturer’s
declaration. It turned a
propeller with two blades that
was 210 cm long and made
by Chaviere. It was mounted
directly on the engine shaft
which could reach the speed
of up to approximately 1,500
revolutions per minute, so that,
according to the constructor’s
calculations, the aircraft would
be able to reach a speed of
57.5 km per hour.

Prva verzija Penkalina aviona. The first version of Penkala’s plane.

strana 21 page

Novosti su 17. travnja 1910. godine
objavile da je avion dovršen i da će za
desetak dana početi pokusna letenja.
Prvi zagrebački aerodrom
On 17 April 1910, Novosti published
the news that an aircraft had been
completed and test flights would start in
of ten days.
Nakon više od dva mjeseca koja su prošla bez
ijedne vijesti o tome kako napreduju najavlje-
ni pokusni letovi Penkalina aviona, Novosti su
25. lipnja 1910. godine, objavile mali napis s
naslovom Penkala leti. Iako je to bila senzaci-
onalna vijest, imala je samo nekoliko redaka
i objavljena je u dnu stranice. Može se samo
nagađati da je takav tretman najvjerojatnije
dobila zato što je potjecala iz neprovjerenog ili
nepouzdanog izvora, a ne od Penkale, a mo-
guće je i da je stigla u zadnji čas, kad boljeg
mjesta više nije bilo. Ni sljedećeg dana, a ni
danima poslije toga nikakvih vijesti iz Črno-
merca nije bilo, jer vijest je bila – izmišljena.
Penkala toga dana nije letio. Zlata Klapčić,
novinarka koja je tridesetak godina istraži-
vala ranu povijest hrvatskoga zrakoplovstva,
u svojoj knjizi Posrtanje u nebo, objavljenoj
2001. godine, na osnovi mnogih posrednih
detalja i svjedočenja očevidaca vrlo je argu-
mentirano ustvrdila da Penkala, ne samo toga
dana, nego nikada nije ni letio. On je osmislio
konstrukcijska rješenja i izradio nacrte prema
kojima su majstori raznih zanata izrađivali
pojedine dijelove te na kraju sastavili avion, za
što im je uredno plaćao. Kao vrstan inženjer
pomno se skrbio o svim detaljima konstruk-
cije i o preciznoj izradi svih dijelova aviona te
strana 22 page
Two months went by without any news about
the developments regarding announced test
flights of Penkala’s aircraft. Then, on 25 June
1910, Novosti published a brief article under
the title Penkala is flying. Although this was
sensational news, the text was only ten lines
long and was published at the bottom of the
page. We can only guess that this was due
to the fact that the source of the news was
considered either unreliable or could not be
verified, and the news had not been delivered
by Penkala in person. It may have also been
received at the last minute, when a more
prominent position on the page was not
available any more. No news followed from
Črnomerec, either the day after or the fol-
lowing days, and it turned out the news was
a fabrication. Penkala did not fly on that day.
Zlata Klapčić, a journalist who researched
the early history of Croatian aviation for
thirty years, published a book in 2001 en-
titled Posrtanje u nebo (Stumbling into the
sky), where she made the claim based on
many indirect details and testimonies by eye-
witnesses that Penkala never actually flew his
aircraft, either on that or on any other day.
He designed the aircraft and prepared the
drawings, which were then used by crafts-
predano iskušavao njegove mogućnosti tijekom nebrojenih rulanja po črnome-
račkom uzletištu. Popravljao je avion kad se oštetio nekoliko puta, a zatim opet
danima i tjednima rulao. Prema stečenim iskustvima, koja je marljivo bilježio,
usavršavao je konstrukcijska rješenja, ugrađivao i dorađivao pojedine dijelove,
dodavao je avionu sve za što je mislio da bi mu moglo koristiti… Vrlo je vjero-
jatno da se tijekom tih silnih rulanja katkad na trenutak malo i odvojio od tla,
ali letio nije.
Jedini čovjek koji je uistinu letio avionom Slavoljuba Penkale bio je Dragutin
Karlo Novak. Javnosti potpuno nepoznat mladić, kojeg je inž. Penkala, odu-
ševljen njegovom opsjednutošću zrakoplovima i letenjem, podučio osnovama
upravljanja i letenja, rođen je godine 1892. u srcu Zagreba, u dvorišnoj zgradi u
Ilici 19. Rano je ostao bez roditelja, pa se o njemu brinula teta, koja ga je, na-
kon završetka osnovne škole, poslala na školovanje u moravski gradić Troppau,
k rodbini njegova pokojnog oca. Ondje je s odličnim uspjehom izučio zanat
preciznog mehaničara specijaliziranog za velike javne satove, a nakon završetka
naukovanja nastanio se kod starije sestre u Budimpešti. Na budimpeštanskom
Rakošijevu polju, na kojem su se organizirala prva natjecanja tadašnjih pilota,
oduševio se avionima i letenjem, pa je tako boravak u Budimpešti presudno
utjecao na njegov daljnji život.
strana 23 page
men of different trades to manufacture various parts and finally assemble
the aircraft. They were all paid for their work in an orderly manner. Penkala
was an expert engineer and paid attention to every detail of the engineer-
ing work and the required precision in the production of each part of the
aircraft. He tested the aircraft capabilities by taxiing it along the Črnomerec
runway an innumerable number of times. He repaired the plane a couple of
times when it was damaged and then taxied it for days and weeks. He kept
records of all the details observed during these tests and kept improving the
design, modifying and adding parts to the plane that he thought might im-
prove it. It is probable that in the course of all the numerous tests he might
have been able to lift the aircraft off the ground for a moment, but he did
not fly.
The only person who actually did fly the aircraft built by Slavoljub Penkala
was Dragutin Karlo Novak. A young man totally unknown to the public, he
was obsessed by aircraft and flying, which is what Penkala was impressed by
and which is why he taught the young man the basics of flying aircraft. Dra-
gutin Karlo Novak was born in 1892 in the very centre of Zagreb, at number
19 Ilica. His parents died when he was a child and he was brought up by an
aunt. When he finished primary school, he was sent to his late father’s fam-
ily in the Moravian town of Troppau to continue his education. In Troppau,
he learned the trade of precision mechanic, specializing in the maintenance
of large public clocks, which he performed well. Once his apprenticeship
was completed, he moved to Budapest to live with his older sister. It was at
Rakosy field in Budapest that the first competitions for aircraft pilots were
organized and Dragutin developed his interest and enthusiasm for aircraft
and flying. Thus his stay in Budapest had a major impact on the course of
his entire life.
 Prvi zagrebački aerodrom
Urarskim zanimanjem za koje se
školovao, Dragutin Novak bavio
se vrlo kratko. Mnogo ga je više
privlačilo letenje. Poznata su
samo dva javna sata na čijem je
postavljanju sudjelovao, a jedan
od njih je sat na crkvi Svetoga
Blaža u današnjem Prilazu Gjure
Deželića, građenoj između 1910.
i 1915. godine.
Dragutin Novak was a
watchmaker, but worked in the
trade for a very short period of
time. He was attracted much
more to flying. According to
surviving records, he only
participated in the installation
of two public clocks, one of them
on the Church of Saint Blaise in
today’s Prilaz Gjure Deželića,
built between 1910 and 1915.
Početkom 1910. Novak se vratio u Zagreb i
zaposlio kao urar. Poznato je da je postavio
samo dva javna sata: jedan na crkvi Svetog
Blaža (u današnjem Deželićevu prilazu), a
drugi na Kavani Corso. I to su mu bili jedini
poslovi u zanatu za koji se školovao. Naime,
od djetinjstva je sanjao o tome da postane
avijatičar. Poletan i bistar mladić koji mu se
početkom ljeta 1910. godine u Črnomerec
došao predstaviti kao vrstan mehaničar i do-
bar poznavatelj suvremene tehnike, Penkalu
je oduševio pa ga je bez imalo oklijevanja
uzeo za suradnika. Svidjela mu se Novakova
djetinjasta opčinjenost željom da bude pilot
i mladić mu je ubrzo postao desna ruka. Na
črnomeračkom je aerodromu doslovce bora-
vio dan i noć, u hangaru je i radio i spavao,
pa je ubrzo stekao neograničeno povjerenja
gospona inžinira.
strana 24 page
Novak returned to Zagreb in early 1910 and
got a job as a watchmaker. We know today
that he participated in the installation of
only two public clocks, one on the Church
of Saint Blaise (today’s Prilaz Deželić), and
the other on the Corso Café. These were the
only jobs he performed in the trade he had
trained for. His dream, ever since he had
been a child, was to be an aviator. When the
enthusiastic and bright young man came
to Črnomerec in the early summer of 1910
to introduce himself to Penkala as a quali-
fied mechanic and a person knowledgeable
about modern technology, Penkala liked
Novak’s fascination with beeing a pilot and
the young man soon became his assistant.
He would literally spend all his time at the
Črnomerec airfield. He worked and slept in
the hangar, and was soon fully trusted by
Penkala.
 In order to teach Karlek (a term of
endearment used by Penkala for
Dragutin) the skill of flying an aircraft,
Penkala replaced the pilot’s seat with a
small bench seating two. However, the
weight of two people proved too much
Da bi Karleka (tako ga je Penkala od
for the not so powerful engine and soon
milja zvao) što uspješnije podučio
Novak was in the aircraft on his own.
vještinama upravljanja, umjesto
Penkala would often follow the aircraft
pilotskog sjedala Penkala je stavio malu
on his bike.
klupu za dvije osobe. No pokazalo se
da su dvije osobe preveliko opterećenje
za slabašni motor. Zato je Novak ubrzo
u letjelicu sjedao sam, a inž. Penkala
počesto se za avionom vozio na svojem
biciklu.

strana 25 page
 Prvi zagrebački aerodrom

Slavoljub Penkala (naslonjen na avion) Slavoljub Penkala (leaning against the

i Dragutin Novak (prvi zdesna) pred aircraft) and Dragutin Novak (first on
hangarom na črnomeračkom vojnom the right) in front of the hangar on the
vježbalištu. Črnomerec military exercise grounds.

strana 26 page
Novakova želja da svaki dan leti sve više i sve bolje, donijela je
sjajne rezultate. Bez poteškoća pravolinijski je letio na visini od
četiri, pet, šest metara, već je iskušao i zaokret od 180 stupnje-
va i inž. Penkala bio je i više nego zadovoljan što je sustavno i
metodično ispitivanje mogućnosti aviona potvrđivalo njegove
teorijske zamisli.

A onda se potkraj listopada 1910. godine dogodila nezgoda.

Nakon što je preletio dvjestotinjak metara, Novak je odlučio
podići avion na visinu koja bi mu omogućila siguran zaokret.
Popeo se na dvanaest metara, no kad je poželio još više, po-
kazalo se da je motor preslab. I umjesto da nastavi penjanje,
avion je naglo izgubio visinu i krilom udario u tlo. Novak se
nasreću nije ozlijedio, a čak se i oštećeno krilo moglo lako
popraviti, ali inž. Penkala nije ni pomišljao na popravak. Od
Penkala za upravljačem, a Novak uz Penkala at the controls, and Novak
avion na kojemu su uočljiva neka by the aircraft showing certain
Novak was driven by his wish to fly and his performance im- unapređenja prvotne verzije: trideset improvements on the original version:
centimetara duža elisa i skije ispred the propeller is 30 cm longer, skis have
proved in an impressive manner. He had no difficulty flying prednjih kotača koje su je štitile, repna been mounted in front of the front
in a straight line at an altitude of four, five or six meters and drljača umjesto kotača i eleroni na wheels for protection purposes, and
krilima. there is a tiller instead of wheels at the
was also able to turn the aircraft 180 degrees. Penkala was rear end and ailerons on the wings.
more than satisfied to see that continuous and methodical
testing of the aircraft confirmed his theories.

But then an accident happened at the end of October 1910.

After flying for some 200 meters, Novak decided to take the
aircraft higher in order to be able to turn it around in a safe
manner. He took the plane to an altitude of twelve meters,
but when he wanted to go even higher, the engine proved
not powerful enough. Instead of gaining altitude, the plane

strana 27 page
 Prvi zagrebački aerodrom
Novaka i drugih pomoćnih radnika zatražio je da avion rastave
i dijelove zapakiraju u sanduke. Hangar je prodao zagrebačko-
me šnelfotografu Mihailu Merćepu. Merćep je već neko vrijeme
okupljao i financirao ljude vične gradnji aviona, pa je čak u
Kustošiji odlučio otvoriti tvornicu, a i na črnomeračkom je
aerodromu podigao hangar, odmah pokraj Penkalina.
Nitko još ni dandanas ne zna što je bilo presudno za takvu
Penkalinu reakciju, a nepoznato je i gdje su završili zapakirani
dijelovi aviona, nacrti, stručne publikacije i ostala dokumenta-
cija. Nagađalo se kako je Penkala shvatio da bez jačeg motora
neće biti napretka, a novca za kupnju novog nije imao, jer je
potrošio svu ušteđevinu i sve što je zaradio na prodaji olovaka
i nalivpera, no ta nagađanja nijednim detaljem nikad nisu po-
tvrđena.
Iako se u kasnijim godinama još bavio proučavanjem jedrilica,
Penkala je potpuno napustio konstruiranje aviona i svoje avi-
jatičarske snove. Hrvatska povijest zrakoplovstva pamti ga kao
konstruktora prvog aviona, osnivača prvog aerodroma i prvog
instruktora letenja.
strana 28 page
suddenly lost it and its wing hit the ground. Luckily, Novak
was not injured and even the wing could be easily repaired.
However, Penkala did not even think of repairing it. He
asked Novak and his other assistant workers to dismantle
the aircraft and to pack its parts into boxes. He sold the han-
gar to the Zagreb photographer Mihailo Merćep, who had
been gathering and financing individuals skilled in building
aircraft, and who had decided to open a plant in Kustošija,
building a hangar at the Črnomerec airfield, right next to
the one erected by Penkala.
To this day, nobody knows what prompted Penkala to react
in the way he did, and the destiny of the boxes with aircraft
parts, drawings, professional papers and related documents
remains unknown. Some people believe that Penkala un-
derstood that there could be no progress without a more
powerful engine but had no money to buy a new one, as all
his savings and earnings from pencil and fountain pen sales
were spent on aircraft development, but there is no evidence
to support this claim.
Although he later went back to studying aircraft, Penkala
completely abandoned aircraft design and his aviation
dreams. In Croatian aviation history, he is remembered as
the first aircraft designer, the founder of the first aerodrome
and the first flying instructor.
Mihailo Merćep, Penkalin susjed na
črnomeračkome aerodromu, a poslije i kupac
njegova hangara, bio je sušta suprotnost
zatajnome Slavoljubu Penkali. Prema svim
dostupnim svjedočanstvima, Merćep je bio,
suvremenim jezikom rečeno, hvalisavi šminker.
Volio je nositi pilotsku odjeću i slikati se pokraj
aviona ili u njemu te isticati svoje navodne
podvige, iako nikad nije letio, niti je o letenju
uopće imao pojma.
Na ovoj je fotografiji Merćep sjeo u avion odjeven
u pilotsko odijelo. Joško Rusjan stoji pokraj njega.
Mihailo Merćep, Penkala’s neighbour at the
aerodrome in Črnomerec, and later on the buyer
of the hangar, was the absolute opposite of the
self-effacing Slavoljub Penkala. Based on all
available evidence, we would today describe
Merćep as a boastful fashionista. He liked wearing
pilot’s clothes and having photos taken of himself
standing near or in planes. He liked talking about
his alleged exploits, although he had actually
never flown and indeed had no knowledge of
flying.
In the photo Merćep has entered the plane dressed
as a pilot. Joško Rusjan is standing next to him.
Vlasnik fotografskog ateljea, iako bez ikakva
tehničkog znanja i bez odgovarajućeg obrazo-
vanja, promatrajući letove Penkalina aviona,
Merćep je pronicavošću spretna trgovca uočio
mogućnosti za unosnu zaradu. Odlučio je
otvoriti radionicu i zaposliti znalce koji će u
njoj graditi avione, pa je iz Slovenije doveo
braću Edvarda i Joška Rusjana, u to vrijeme
već uspješne konstruktore i letače. Edvard je
potkraj 1909. godine na slovenskom vojnom
vježbalištu u Rojnicama, dvokrilnim avionom,
koji je sagradio s bratom Joškom, uspio prele-
tjeti udaljenost od pet stotina metara na visini
od dvanaest metara. Nakon što je avion nepo-
pravljivo razbijen, jer se pri jednom od slijeta-
nja sudario s konjskom zapregom, u kolovozu
1910. godine braća su dovršila novi tip aviona
kojim je Edvard nekoliko puta obletio Rojnice
na visini od dvadeset pet metara, što se u ono
vrijeme smatralo izuzetno velikim uspjehom.
strana 29 page
Merćep was the owner of a photographer’s
studio and had no technical knowledge or
training. However, he had observed Pen-
kala’s flights and, being a shrewd trader,
understood there was a potential profit to
be made from it all. He decided to open a
workshop and employ skilled personnel to
build planes in it. He brought from Slovenia
two brothers, Edvard and Joško Rusjan, who
had already established themselves as suc-
cessful airplane builders and aviators. To-
wards the end of 1909, Edvard succeeded in
flying 500 meters at an altitude of 12 meters
in a biplane built with his brother Joško. The
exploit took place on the Slovene military
exercise grounds in Rojnice. After the plane
had been irreparably damaged while land-
ing when it crashed into a horse-driven cart,
the brothers finished building a new type of
airplane in August 1910 which Edvard flew
around Rojnice several times at an altitude
of 25 meters, which was then considered to
be a great success.
Prvi zagrebački aerodrom
Braća Edvard i Joško
Rusjan prihvatili su
Merćepov poziv da dođu
u Zagreb, na Črnomerec,
za koji su znali da ima
odlično uzletište, vrlo
pregledno, daleko
od naselja. I ondje su
počeli graditi prvi avion.
Nazvali su ga Merćep-
Rusjan, a pridružila im se
i bivša Penkalina ekipa
s Dragutinom Novakom
na čelu, pa povjesničari
letenja taj prvi avion vrlo
često nazivaju i Rusjan-
Novak.
Brothers Edvard and
Joško Rusjan accepted
Merćep’s invitation to
come to Zagreb and
Črnomerec, as they
knew about its excellent
runway, good visibility
and sufficient distance
from inhabited areas.
This is where they
started building their
first aircraft. They named
it Merćep-Rusjan,
and were soon joined
by Penkala’s team,
headed by Dragutin
Novak. Consequently
some historians call
this aircraft the Rusjan-
Novak plane.
strana 30 page
Novi veliki dan za črnomerač-
ku livadu koju su Zagrepčani i
dalje zvali Penkalin aerodrom,
bio je 26. prosinca 1910. godi-
ne. Kiša i mokar snijeg koji su
padali prethodnih dana livadu
su pretvorili u blatište, ali je
Edvard Rusjan, unatoč svemu,
oko tri sata poslije podne ipak
poletio. Već sam uzlet publika
je popratila burnim pljeskom i
povicima, a nakon što se po-
peo na visinu od oko stotinu
metara te nad aerodromom
napravio šest krugova, a zatim
nekoliko puta u niskome letu
mahanjem ruku otpozdravljao
gledateljima, slijetanje avio-
na popraćeno je frenetičnim
oduševljenjem. Gledatelji su
ga doslovce izvukli iz aviona i
podigli na ruke.
Another big event on the
Črnomerec meadow, which
continued to be known as
Penkala’s aerodrome, hap-
pened on 26 December 1910.
Rain and snow had fallenon
the previous days, and the
surface of the meadow was
muddy. However, Edvard
Rusjan decided to take off
about three o’clock in the
afternoon in spite of every-
thing. The spectators had
already started applauding
and shouting during take-
off, and the mood turned to
frenetic enthusiasm once the
pilot had climbed to the an
altitude of about 100 meters,
circled the aerodrome six
times, and then descended
to wave to the public before
finally landing. The pilot was
literally dragged out of the
plane and carried around
the field by the enthusiastic
crowd.
 Potkraj godine 1910. avion je bio The aircraft was completed by the end
dovršen, a prve pokusne letove Edvard of 1910, and the first test flights were
Rusjan izveo je 13. i 14. studenoga 1910. performed by Edvard Rusjan on the 13
godine. and 14 of November 1910.

strana 31 page
 Prvi zagrebački aerodrom
Tri tjedna poslije, tijekom demonstracijskog leta koji je Mihai-
lo Merćep organizirao u Beogradu, dogodila se nesreća. Avion
je nakon vrlo atraktivnog leta pri slijetanju zahvatio snažan
udar vjetra pa se s visine od oko trideset metara srušio i razbio,
a dvadesetčetverogodišnji Edvard je poginuo.
Tragedija mladog pilota ni najmanje nije omela Mihajla Mer-
ćepa u njegovim ambicioznim planovima motiviranim ponaj-
više dobrom zaradom. Joško Rusjan i Dragutin Novak u njego-
voj tvornici aviona, smještenoj u Kustošiji, u staroj francuskoj
pilani i tvornici parketa, ubrzano su gradili nove avione, ali za
probne letove ambiciozni gazda nije imao pilota, a Novaka nije
želio. Iako je znao da je već vrlo uspješno letio na Penkalinu
avionu, smatrao ga je amaterom bez pilotske diplome, premla-
dim da bi mu se povjerilo upravljanje tako skupim strojem.
Nakon duljeg nagovaranja Merćepu je uspjelo privoljeti češ-
kog pilota Jana Čermaka da iz Bečkog Novog Mjesta dođe u
Zagreb i bude pokusni pilot za njegov novi avion kojem je dao
naziv Sokol. S Čermakom je u Zagreb došao i Slovenac Stanko
Bloudek. Njih su dvojica već sagradila nekoliko vrlo uspjelih
aviona i ostvarili zapažene uspjehe u letenju. I dok je Bloudek s
Novakom i drugim Merćepovim radnicima obavljao neke kon-
strukcijske preinake na Sokolu, Čermak je letio u avionu Blou-
dekove konstrukcije – Libelle i svojim akrobacijama zabavljao
Zagrepčane koji su se redovito okupljali na črnomeračkom
aerodromu.
Three weeks later, on the occasion of a demonstration flight
organized by Mihailo Merćep in Belgrade, there was an acci-
dent. The plane had performed a very attractive flight but was
caught by a strong gush of wind when going to land and fell
from an altitude of 30 meters and crashed. 24-year-old Edvard
was killed.
The young pilot’s tragedy did not distract Mihailo Merćep
from his ambitious plans motivated by the possibility of a
good profit. In his old aircraft factory located in Kustošija in
an old French saw mill and parquet factory, Joško Rusjan and
Dragutin Novak were busy building new planes, but the ambi-
tious boss had no pilot for his test flights and did not want to
let Novak fly. Although he knew Novak had successfully flown
Penkala’s airplane, he considered him an amateur without
proper qualifications and too young to be entrusted with such
an expensive machine.
It took Merćep a lot of persuading before the Czech pilot Jan
Čermak agreed to come from Wiener Neustadt to Zagreb and
become a test pilot for his new plane, which he called Sokol
(The Falcon). Čermak came to Zagreb accompanied by the
Slovene Stanko Bloudek. The two of them had already built a
number of very successful aircraft and had also had consider-
able success in flying. While Bloudek was busy making certain
design changes to Merćep’s plane together with Novak and
other workers employed by Merćep, Čermak was flying a plane
designed by Bloudek – Libelle. His acrobatics were eagerly fol-
lowed by the Zagreb’s inhabitants, who regularly came to the
Črnomerec aerodrome.
strana 32 page
Čeh Jan Čermak letio je 1911. godine na črnomeračkom aerodromu na dvokrilnom In 1911, the Czech Jan Čermak used the Črnomerec aerodrome to fly the two-wing
avionu Libelle koji je u Pragu sagradio sa Slovencem Stankom Bloudekom. Libelle which he built in Prague together with the Slovene Stanko Bloudek.

strana 33 page
 Prvi zagrebački aerodrom

Plan prema kojemu je Čermak letom na Sokolu trebao biti glavna atrakcija A plan was made to get Čermak to fly the Sokol aircraft as the main attrac-
Drugog svesokolskog sleta, velikog tjelovježbenog natjecanja koje se u Zagre- tion at the large second gymnastics rally organized in Zagreb on the 13 and
bu održavalo 13. i 14. kolovoza 1911. godine, nije se, nažalost, ostvario. Iako 14 August 1911, but it was not to be. Although he had performed two or
je nekoliko dana prije sleta s novim avionom dva-tri puta uspješno letio iznad three successful flights with the new plane above the areas of Črnomerec
Črnomerca i Kustošije i, kako su novine izvijestile, bez poteškoća dosegao vi- and Kustošija a couple of days before the rally, and according to newspaper
sinu od stotinu metara, Čermak se nikako nije mogao priviknuti na zanošenje reports had had no difficulty reaching an altitude of 100 meters, Čermak
aviona u smjeru vrtnje propelera, uzrokovano žiroskopskim momentom ro- could not get used to the aircraft drifting in the direction of the propeller
tacijskog motora. Zato je na sletu, umjesto sa Sokolom, letio na Libelle 2. To je rotation, which was caused by the gyroscope momentum of the rotation
uvelike omelo Merćepove planove da na Sokolu dobro zaradi. Naime, dolazak of the engine. This is why he flew Libelle 2 and not Sokol during the rally,
na slet najavila je visoka delegacija vojnog zrakoplovstva Kraljevine Srbije iz which had a negativ impact on Merćep’s plans to make money from the So-
Beograda. Njihovi su stručnjaci željeli više doznati o praktičnoj primjeni aviona kol aircraft. His hopes of making money were based on the fact that an im-
u vojne svrhe, jer su planirali osnovati zrakoplovni odjel pa je bilo vrlo izgled- portant delegation of the Air Force of the Kingdom of Serbia from Belgrade
no da će avione kupiti baš od Merćepa. Vjerojatno je Čermakovo odbijanje had announced its attendance at the rally. Their experts wanted to learn
da leti na Sokolu dodatno poremetilo njegov odnos s Merćepom, iako su zbog more about the practical application of airplanes for military purposes, as
Merćepove arogancije odnosi bili već dobrano narušeni. To je samo ubrzalo they had plans to establish an air force department and there was a good
Čermakov odlazak iz Zagreba. chance they would buy planes from Merćep. Čermak’s refusal to fly Sokol
probably further worsened relations between him and Merćep, although the
Aeromiting održan 13. kolovoza 1911. godine na črnomeračkom je aerodromu, latter’s arrogance had already harmed them considerably. This new fact ac-
prema pisanju zagrebačkih dnevnih listova, okupio više desetaka tisuća posjeti- celerated Čermak’s decision to leave Zagreb.
telja. Mnogi su od njih morali i više od pola sata čekati u donjoj Ilici tramvaj u
koji bi se moglo ući, jer je, kako su Novosti izvijestile, mladi svijet visio na ste- The aeromeeting held on 13 August 1911 at the Črnomerec aerodrome, at-
penicama tramvaja poput grozdova. Čermak je tijekom desetominutnog leta na tracted, according to contemporary newspaper reports, tens of thousands of
visini od oko stotinu dvadeset metara napravio nekoliko krugova iznad aero- spectators. Many among them had to wait more than 30 minutes in order to
droma, a zatim se spustio samo dvadesetak metara od hangara, što su kroničari get on the tram in Ilica because young people were hanging from the tram
okarakterizirali osobinom vješta avijatičara, a publika popratila dugotrajnim entrance steps like grapes, according to the report in Novosti. Čermak flew a
pljeskom i uzvicima ushićenja. number of circles above the aerodrome during his ten-minute flight at an al-
titude of about 120 meters, and then descended to some 20 meters from the
hangar, which was described by chroniclers as showing outstanding aviation

strana 34 page
I Bloudek i Čermak nisu u
Zagrebu ostali onoliko koliko
je to Merćep priželjkivao. Blo-
udeka je ljutila Čermakova
neukrotiva sklonost rizicima
pa se vratio u Prag i nastavio
studij, a Čermak je pošao na
veliku turneju po Rumunj-
skoj, Bugarskoj i Kraljevini
Srbiji te se iz Beograda vra-
tio u Prag gdje je svoj avion
1913. godine prodao.
skills, while the spectators
applauded and cried out in
excitement.
Neither Bloudek nor
Čermak stayed in Zagreb
as long as Merćep had
wished them to. Bloudek
was angered by Čermak’s
unbridled appetite for risk
and returned to Prague to
continue his studies, while
Čermak started a tour of
Romania, Bulgaria and the
Kingdom of Serbia, at the
end of which he returned
from Belgrade to Prague,
where he sold his plane in
1913.
Joško Rusjan i Dragutin Novak zajedno In 1911, Joško Rusjan and Dragutin
su 1911. godine napravili repliku Novak jointly produced a replica of
aviona kojim je u Beogradu letio the plane flown by Edvard Rusjan in
Edvard Rusjan, no Novak je njime smio Belgrade, but Novak was only allowed
letjeti tek nakon što je Čeh Jan Čermak to fly it after Jan Čermak had left
otišao iz Zagreba. Zagreb.
strana 35 page
 Prvi zagrebački aerodrom

Prvi Novakov javni let na aerodromu u Črnomercu, 4. kolovoza 1912. godine, The first flight performed in public by Novak at the Črnomerec aerodrome
oduševio je mnogobrojne Zagrepčane. on 4 August 1912 inspired a lot of enthusiasm among Zagreb’s inhabitants.

strana 36 page
strana 37 page
 Prvi zagrebački aerodrom

Ostavši bez pokusnog pilota, s avionom koji je u črnomerač- Once he was left without his test pilot and with a plane gath-
kom hangaru danima skupljao prašinu, Merćep je uvidio da se ering dust in the Črnomerec hangar, Merćep realized that he
ipak mora osloniti na Dragutina Novaka. had to rely on Dragutin Novak after all.

Iako je prvi puta poletio prije gotovo dvije godine, priliku za Although he had already been flying two years ago, Novak
prvo predstavljanje zagrebačkoj publici Novak je dobio tek 4. did not have his first chance to impress the spectators in
Nakon uspješnog prvog
kolovoza 1912. godine. Novosti su svoje čitatelje izvijestile da je Zagreb until 4 August 1912. Novosti reported that he circled javnog leta u Zagrebu, Novak
je sudjelovao na aeromitingu
tri puta kružio nad vojnim vježbalištem na visini od 200 i 250 the military exercise grounds three times at altitudes of 200
u Osijeku, a 21. i 22. kolovoza
metara, i spustio se glatko, a mnogobrojno općinstvo priredilo and 250 meters, and landed very smoothly. The numerous 1912. godine u Budimpešti na
Drugom ugarskom avijatičkom
mu je burne ovacije. spectators greeted him with a standing ovation.
mitingu. Upravo na Rakošijevu
polju, na kojem se svojedobno
oduševio avionima i letenjem,
Novak se, pred više od stotinu
tisuća gledatelja iskazao kao
najuspješniji od petnaest
natjecatelja iz nekoliko
europskih država. Fotografija
je snimljena u Budimpešti, uoči
natjecanja.

Following his first successful

public flight in Zagreb, Novak
took part at an aero meeting
in Osijek, and then in Budapest
at the Second Hungarian
Aviators’ Meeting held on 21
and 22 August 1912. It was on
the Rakosy field, where he had
become interested in planes and
flying at an early age that Novak
showed himself to be the best
among 15 competitors from a
number of European countries
in front of more than 100,000
spectators. The photo was taken
in Budapest just before the start
of the competition.

strana 38 page
Nakon pobjede na natjecanju u Budimpešti,
Novak je u Zagrebu učestalo letio. Velika
letačka priredba održana na črnomeračkome
aerodromu 20. travnja 1913. godine, bila je
njegov posljednji nastup u Zagrebu. Novosti
su dan poslije objavile da nikada još ondje nije
bilo toliko općinstva. Na fotografiji su Dragutin
Novak (u pilotskom odijelu), Joško Rusjan (u
bijelom puloveru) i Mihailo Merćep (s kapom).
Uz avion je pomoćnik Dragutin Krilec, a sasvim
desno je Merćepov stalni pratilac Slabnik

After winning the competition in Budapest,

Novak flew frequently in Zagreb as well. A large
aviation rally, organized at the Črnomerec
aerodrome on 20 April 1913, was his last
appearance in Zagreb. Novosti wrote the next
day that there had never before been so many
spectators at such an event.
The photo shows Dragutin Novak (in pilot’s
clothes), Joško Rusjan (in a white pullover) and
Mihailo Merćep (with a cap). Next to the plane
is assistant Dragutin Krilec, and to the right is
Merćep’s collaborator Slabnik.

strana 39 page
Prvi zagrebački aerodrom

strana 40 page
Početkom svibnja 1913. godine, na zrakoplovnom natjecanju u
Grazu, Novak je oduševio članove stručnog žirija svojim bra-
vurama na visini od oko četiri stotine metara. No pri slijetanju
je, zahvaćen iznenadnom snažnom kišom i jakim vjetrom, na
trenutak izgubio kontrolu nad avionom i srušio se s visine od
tridesetak metara. Avion se potpuno razbio, jedino motor nije
pretrpio veća oštećenja, a Novak je bez svijesti prevezen u bol-
nicu gdje se dulje vrijeme oporavljao od ozljeda.
Nesreća u Grazu i gazdini nečovječni postupci koji su je po-
pratili, natjerali su Novaka da s Merćepom prekine svaku dalj-
nju suradnju. Gotovo istodobno, i Joško Rusjan dao je otkaz,
ne mogavši više trpjeti izrabljivački odnos i omalovažavanje.
A kad je početkom kolovoza 1913. godine u starom Penkalinu
hangaru izbio požar u kojemu je jedan avion progutala vatra,
zajedno sa svim nacrtima, stručnim knjigama i časopisima te
gotovo svim alatom, bio je to potpuni kraj. Nitko više nije ni
pokušao oživjeti gradnju aviona. Merćepa, koji je do tada pu-
nio novinske stupce, više nitko i nigdje ne spominje, a tvornica
aviona u Kustošiji je zatvorena.
In early May 1913, Novak participated in an aviation com-
petition organized in Graz, where he impressed the mem-
bers of the expert jury with his acts of bravura performed at
an altitude of about 400 meters. However, when descending
he had to cope with heavy rain and a strong wind, and lost
control of the aircraft and fell from an altitude of 30 meters.
The plane was totally destroyed with the exception of the
engine, and Novak was unconscious when taken to hospital,
where he spent quite a long period of time recovering from
his injuries.
The Graz accident and the inhumane actions of his boss
that followed it made Novak discontinue cooperation with
Merćep. Joško Rusjan resigned almost at the same time,
because he could no longer take the exploitation and lack
of respect. And then in the beginning of August 1913 there
was a fire in the old hangar built by Penkala. One plane was
completely destroyed, as were all the drawings, literature
and magazines, and almost all the tools. This meant the
end of it all. Nobody was now willing to even start building
planes again. Merćep, who was in all the papers before the
event, was not even mentioned any more, and the aircraft
plant in Kustošija was closed.
strana 41 page

Novosti su 10. kolovoza 1913. na
prvoj stranici objavile crtež o požaru
Merćepova hangara.
Prvi zagrebački aerodrom
Ipak, samo tjedan dana na-
kon požara, na aerodromu u
Črnomercu – nova atrakcija.
Glasoviti tršćanski pilot Ivan
Vidmar, koji se proslavio pr-
vim letom preko Jadranskog
mora, tjedan je dana izvodio
akrobatske letove. Iako su ga
novine svakodnevno hvalile,
za njegove letačke bravure Za-
grepčani baš i nisu pokazivali
preveliko zanimanje.
On 10 August 1913, Novosti published
a drawing of the fire in Merćep’s hangar
on their front page.
strana 42 page
However, only a week after
the fire, there was a new at-
traction at the Črnomerec
aerodrome. A famous pilot
from Trieste, Ivan Vidmar,
the first pilot to fly across
the Adriatic, performed
acrobatic flights for a week.
Although his exploits were
in the papers every day, the
people of Zagreb did not
show much interest.
Prvih dana mjeseca veljače 1914. godine – novi doživljaj za poklonike letenja. U
Zagreb je stigao glasoviti francuski pilot Adolphe Pégoud. U svijetu je bio poznat
kao najbliži suradnik francuskog konstruktora Louisa Blériota, i kao pilot koji je
prvi izveo luping i letio „naopako“. Zbog njegovih vratolomija zvali su ga „luđak na
leđima“. Pégoud nije letio u Črnomercu, nego na Borongaju, na prostranoj livadi
koja je služila i kao sajmište. Možda je upravo to bio početak povijesti drugog
zagrebačkog aerodroma, o kojem se nakon završetka Prvoga svjetskog rata počelo
sve više razmišljati.
The beginning of February 1914 saw a new attractive event for flying enthusiasts.
This is when Zagreb hosted the famous French pilot Adolphe Pégoud, known
globally as a close collaborator of the French constructor Louis Blériot, and the
first pilot to perform a loop and to fly upside down. He was nicknamed „the lunatic
on his back“ because of his escapades. Pégoud did not fly at Črnomerec but at
Borongaj, in a spacious meadow that was also used as a fair ground. This event may
have marked the beginning of the second Zagreb aerodrome, which became a topic
of discussion after the end of the First World War.
strana 43 page
Prvi zagrebački aerodrom

strana 44 page
Črnomeračko je uzletište tijekom 1914. godine iz dana u dan
bivalo sve pustije. Opet je bilo samo mirna livada na gradskoj
periferiji, vojno vježbalište na kojem su povremeno vježbali
vojnici iz konjaničke vojarne smještene na današnjem raskrižju
Selske ceste i Prilaza baruna Filipovića. Katkad su subotom
i nedjeljom održavane razne sportske priredbe, ali na letenje
nitko više ni ne pomišlja. Nitko ne organizira javne letove.
Gospodarska kriza, uz nagađanja o skorom ratu, učinila je svo-
je. Poznatiji europski letači ne dolaze u Zagreb, a i drugdje po
Europi sve rjeđe nastupaju. Državne vlasti posvuda ih stavljaju
pod svoje okrilje, jer je sve izglednije da će uskoro doći do rata.
A kad je 23. srpnja 1914. godine snažno nevrijeme zahvatilo
zapadnu zagrebačku periferiju, trošni preostali Merćepov han-
gar srušio se pod naletima oluje. Bio je to kraj blistavog razdo-
blja u kojemu su postavljeni temelji hrvatskoga zrakoplovstva.
Prvi zagrebački aerodrom prestao je biti omiljeno izletište Za-
grepčana i utočište entuzijasta zaljubljenih u avione i letenje.
The Črnomerec aerodrome became deserted in the course of
1914. It was again just a peaceful meadow on the outskirts
of the city, the military exercise grounds used from time to
time by soldiers from the cavalry barracks located at the
crossroads of today’s Selska Road and Baruna Filipovića.
Various sporting events were organized from time to time,
but flying was no longer on anybody’s mind any more. There
were no public flights organized, which was partly due to
the economic crisis but also the expected start of armed con-
flict. Well-known aviators stopped visiting Zagreb, and their
shows became rare in other parts of Europe as well. Instead,
state authorities became interested in their skills, which
could prove useful as war was expected to break out soon.
On 23 July 1914, a storm hit the western suburb of Zagreb,
and the hangar owned by Merćep collapsed due to strong
winds. This event marked the end of the outstanding period
that had marked the beginning of aviation in Croatia. The
first Zagreb aerodrome ceased to be a favourite excursion
destination for the inhabitants of Zagreb and a retreat for
enthusiasts fascinated by airplanes and flying.
strana 45 page
 Drugi zagrebački aerodrom
Drugi zagrebački
Tijekom Prvoga svjetskog rata, od 1914. do 1918. godine, avi-
oni su doživjeli punu afirmaciju. I dok su se zaraćene strane na
početku rata njima koristile uglavnom za izviđanje ili davanje
uputa topničkim jedinicama za eventualnu korekciju paljbe,
s vremenom su avioni postajali sve brži i sve veći. Avionska
industrija je cvjetala. Pojavili su se lovački avioni koji su mogli
letjeti i do dvjesto kilometara na sat, gotovo svakodnevno pro-
nalazila su se konstrukcijska rješenja koja su omogućavala da
ih se naoruža sve većim i sve preciznijim oružjem. Pojavili su
se i bombarderi, primjerice, s rasponom krila većim od dva-
deset metara i s mogućnošću prevoženja ne tako davno neza-
mislivih količina tereta. Aerodromi su nicali posvuda, tehnika
letenja je usavršavana… Avioni su postali ubojito oružje.
strana 46 page
It was during the First World War, fought between 1914
and1918, that airplanes became fully appreciated. At the
very start of the war, the warring parties used airplanes for
reconnaissance purposes or to give firing instructions to
their artillery on the ground, but airplanes soon became
larger and faster, and the aircraft industry started flourish-
ing. Fighter aircraft were developed, flying at speeds of up
to 200 km/h, and new designs were developed almost daily,
which made it possible for aircraft to carry more powerful
and more precise weapons. Bombers were built with wing-
spans exceeding 20 meters, capable of transporting amounts
of cargo that had been unimaginable only a short time
before. Aerodromes were built everywhere, and flying tech-
niques improved. Airplanes had turned into lethal weapons.
aerodrom
Nakon svršetka rata, većini proizvođača ratnih aviona egzi-
stencija je dovedena u pitanje, jer vojne avione više nitko nije
naručivao. Vojni piloti potražili su nova zanimanja, uglavnom
u novoosnovanim kompanijama koje su preuređene vojne
avione počele prilagođavati prijevozu putnika, pošte i najrazli-
čitijih drugih tereta te različitim sportskim aktivnostima. Prvi
komercijalni putnički let ostvaren je u Njemačkoj već 5. veljače
1919. godine između Berlina i Weimara, a prva redovita zračna
linija uspostavljena je 25. kolovoza iste godine između Pariza i
Londona.
When the war was over, most manufacturers of war planes
faced problems, as there were no more orders for them.
Army pilots looked for new employment, mostly in newly
established companies that were turning army aircraft into
aircraft for carrying passengers, mail and other types of
cargo or into planes used for various sporting activities. The
first commercial passenger flight was organized between
Weimar and Berlin in Germany on 5 February 1919, and the
first scheduled flights started between Paris and London on
25 August 1919.
strana 47 page
 Drugi zagrebački aerodrom
U novoosnovanoj državi, Kraljevstvu Srba, Hrvata i Slovenaca,
povijesna i civilizacijska različitost triju konstitutivnih naroda
i njihovih političkih pogleda te ratom opustošeno gospodar-
stvo, posebice zategnuti odnosi s većinom susjednih država,
znatno su usporili poslijeratni razvoj zračnog prometa. Iako su
državne vlasti odmah nakon završetka rata zaposjele bivše voj-
ne aerodroma (u Zagrebu, Novom Sadu, Sarajevu i Mostaru)
te već 1920. godine donijele planove za reorganizaciju vojnog
zrakoplovstva i svakom zapovjedništvu vojnog područja nami-
jenile jednu eskadrilu, u putničkom prometu nije se događalo
ništa važnije od razgovora o velikim planovima.
Tek se godine 1923. u Zagrebu počelo ozbiljnije raspravljati
o tome da je vojni aerodrom na Črnomercu premalen i da bi
trebalo sagraditi novi. Ministarstvo vojske i mornarice odlučilo
je sagraditi civilno-vojni aerodrom, pa je vojna komisija za-
dužena da pronađe odgovarajući teren. No više od toga nije se
poduzimalo. A kad je potkraj travnja 1924. godine veliki tro-
motorni putnički zrakoplov društva Franco Romaine iz Pariza,
pri slijetanju na aerodrom u Črnomercu imao ozbiljnih poteš-
koća, ideja o gradnji novog aerodroma ponovno je aktualizira-
na. Obzor je, izvješćujući sljedećeg dana o kritičnom slijetanju,
konstatirao da je zagrebački vojni aerodrom vrlo malen i nije
uređen za tako velike avijone kao što je pomenuti.
strana 48 page
The Kingdom of Serbs, Croats and Slovenes, a newly estab-
lished state, saw the development of its aviation hampered
by a number of adverse factors, including historical and civ-
ilizational differences between the three constituent nations
and their political goals, an economy destroyed by war and
tense relationships with most of its neighbours. Immedi-
ately after the end of the war, the newly established govern-
ment authorities took over former military aerodromes in
Zagreb, Novi Sad, Sarajevo and Mostar, and made plans to
reorganize the air force as early as 1920, with one squadron
to be assigned to each army command. However, not much
happened in passenger air transport apart from discussions
about ambitious plans.
In was only in 1923 that more serious talks were held in
Zagreb about the need to build a new military aerodrome,
as the one in Črnomerec was considered too small. The Min-
istry of the Army and Navy decided to build a new civilian
and military airport and an army committee was given the
task of locating a suitable site. Not much happened after
that until April 1924, when a large three-engine passenger
plane of the Franco Romaine air carrier from Paris encoun-
tered serious difficulties while landing at the Črnomerec
aerodrome and the new airport project was again put on the
agenda. The newspaper Obzor reported on the landing dif-
ficulties the following day, stating that the “Zagreb military
aerodrome is very small and not equipped for such large air-
planes”.
 Novinar Obzora svoj je napis završio
znakovitim zaključkom: Držimo da bi
bilo skrajnje vrijeme, da se sagradi novi
aerodrom, koji bi služio ne samo vojnim
potrebama, nego i zračnom prometu
uopće.
strana 49 page
The Obzor journalist concluded as
follows: “We believe it is high time we
built a new airport which can be used
not only for military purposes but for air
traffic in general”.
 Drugi zagrebački aerodrom
Osnivanje aerokluba u Zagrebu
U zagrebačkom dnevniku Jutarnji list od 14. prosinca 1924.
godine, objavljen je članak u kojem se pozivaju oni koji imaju
interesa za avijatiku da dođu u utorak 16. o. mj. u devet sati
navečer u Trgovački dom. Nadalje, Jutarnji list piše da bi osni-
vanje Aerokluba u Zagrebu trebalo pridonijeti uspostavi zrač-
nog prometa između Zagreba i drugih gradova u državi pa i u
inozemstvu.
Dva dana poslije, 16. prosinca, drugi zagrebački dnevnik, No-
vosti, izvijestio je da je u Trgovačkom domu održana osnivačka
skupština aerokluba. Zanimljivo je da su Novosti petnaest go-
dina prije, još u listopadu 1909. godine, objavile poziv na osni-
vanje Hrvatskog zrakoplovnog društva ili Aeronautičkog kluba.
Inicijativa tada nije oživotvorena, jer je zanimanje građana
bio nedostatno. Desetljeće i pol, dakle, proteklo je od prvotne
zamisli, a za to su vrijeme avioni uvelike napredovali, postajali
sve bolji i snažniji, pa je sve više građana pokazivalo zanimanje
za letenje.
Od osnutka privremenog odbora trebalo je proći gotovo pola
godine da bi aeroklub mogao početi djelovati. Naime, prema
pravilima Međunarodne udruge za aeronautiku (FAI, Fédéra-
tion Aéronautique Internationale), krovne institucije svjetske
aeronautike koja je osnovana 1905. godine u Parizu, u tu je
instituciju svaka država smjela učlaniti samo jedan nacionalni
klub. Budući da je u Beogradu već postojao aeroklub, tek su se
dugim pregovorima uspjela usuglasiti pravila pa je nacional-
strana 50 page
Establishment of an aero club
On 14 December 1924, the Zagreb daily Jutarnji list pub-
lished an article inviting all those interested in aviation to
come to a meeting at Trgovački dom on Tuesday, 16 Decem-
ber, at 9 pm. Jutarnji list also claimed that the purpose of
the meeting was to establish an aero club, which would help
establish scheduled air traffic between Zagreb and other
destinations, not only in the country but also abroad.
Two days later, on 16 December, another Zagreb daily, No-
vosti, reported that a meeting establishing an aero club was
held in Trgovački dom. It is interesting to note here that
15 years earlier, in October 1909, Novosti had already pub-
lished a call to establish a Croatian aviation society or aero-
nautic club. The initiative came to nothing at the time, as
the level of public interest was not sufficient. A decade and a
half had to pass before the initial idea would be considered
again. In the meantime, aviation had made a lot of progress,
airplanes had become better and stronger, and the number
of people interested in aviation had increased.
Half a year had to pass before the provisional committee
was established for the aero club to start its activities. This
was due to the fact that the rules of the International Aero-
nautics Association (FAI, Fédération Aéronautique Inter-
nationale), the umbrella association in global aeronautics,
established in Paris in 1905, stipulated that only one club
could represent each member country in the association.
As there was already a club in Belgrade, long negotiations
 Prema pisanju časopisa Motor u broju od 16.
svibnja 1925. godine, u upravni odbor birano
je trideset zagrebačkih odličnika iz krugova
avijatičara, privrednika, inžinira i ljubitelja
avijatike, te isto takovih pet odličnika u nadzorni
odbor. U istom napisu Motor je izvijestio da je na
prvoj sjednici, održanoj 7. svibnja 1925. godine,
odlučeno da će ovaj glavni odbor razviti u
buduće veliku propagandu za avijatiku, te je
sada na našem općinstvu, da svojski podupre
nastojanja, da se postignu ciljevi aero-kluba
a ti su: širenje smisla za avijatiku, inicijativno
djelovanje da se u našoj zemlji izgrade tvornice
za zračna vozila i konačno uspostavi zračni
promet u tu- i inozemstvu jer će se time uvećati
broj članova i toli nužna materijalna sredstva
ovoga, za našu privredu i obranu zemlje vrlo
važnog kluba.

According to the text published in the magazine

Motor of 16 May 1925, the members of the
management committee included thirty
prominent figures from Zagreb, among them
aviators, businessmen, engineers and aviation
enthusiasts. Five prominent were elected to
the club supervisory board. In the same issue
of Motor, it was reported that a resolution on
the tasks of the management committee had
also been adopted at the first meeting held on 7
May 1925. The body would work on promoting
aviation, while it was up to the people of Zagreb
to provide support for the implementation of the
aero club goals: increasinginterest in aviation,
initiating efforts to build aircraft manufacturing
plants in the country, and establishing air traffic
both inside the country and with other countries,
as this would help increase the number of club
members and its financial assets, which was of
great importance both for the economy and for
national defence.

strana 51 page
 Drugi zagrebački aerodrom
nom aeroklubu dan naziv Aero-klub Kraljevine Srba, Hrvata i Slovenaca
“Naša krila”. Time su bile uklonjene sve pravno-formalne prepreke i
privremeni je odbor 30. travnja 1925. godine napokon održao osnivačku
sjednicu na kojoj je izabran glavni odbor zagrebačkog Oblasnog odbora:
Josip grof Bombelles za predsjednika, Guido pl. Pongratz za prvog pot-
predsjednika, a Alexander Ehrmann za drugog, umirovljeni kapetan-pi-
lot Pibernik za tajnika, a dr. Ivo Brlić za blagajnika.
Aerodrom Zagreb na Borongaju
Godine 1924. Agrarna direkcija u Zagrebu donijela je odluku o eks-
proprijaciji zemljišta pokraj teretnog kolodvora Čulinec i dodijelila ga
vojnim vlastima za gradnju novog aerodroma. Oduzimanju zemljišta
vlasnici su se svim silama nastojali oduprijeti, a potporu su imali i u
gradskim vlastima, koje su tražile da se odluka poništi, jer aerodrom
ugrožava sigurnost stanovnika. Iako je Vlada Kraljevine triju naroda za
gradnju odobrila 3,6 milijuna tadašnjih dinara, umjesto u proljeće 1925.
godine, kao što je bilo planirano, nivelacija terena počela je tek sljedeće
godine. Poteškoće je stvaralo i prilično podvodno zemljište, pa su se
radovi na drenaži znatno produljili, no čim su bili dovršeni, ljeti 1926.
godine, aerodrom i njegova 750 metara duga uzletno-sletna staza počela
se koristiti, još prije nego što su sagrađeni hangari i pristanišna zgrada.
U proljeće 1926. godine na Borongaj je iz Črnomerca preseljena vojna
eskadrila i tamošnji je aerodrom zatvoren.
strana 52 page
were required to harmonize the rules. The national club was called
the Aero Club of the Kingdom of Serbs, Croats and Slovenes “Naša
krila” (Our Wings). With all the legal and formal barriers removed,
the provisional committee was finally able to hold its founding meet-
ing on 30 April 1925. This is when the management committee of the
Zagreb chapter of the club was formed. The members were: Count
Josip Bombelles, chair; Guido Pongratz, first vice chair; Alexander
Ehrmann, second vice-chair; retired Captain Pibernik, secretary; and
Dr. Ivo Brlić, treasurer.
The Zagreb Aerodrome in Borongaj
In 1924, the Directorate for Agriculture in Zagreb made a resolution
to expropriate a site near the Čulinec cargo railway terminal in order
to give the plot to the Army to build a new aerodrome. The expro-
priation was opposed by the landowners, who were supported by
the local authorities. They asked for the annulment of the decision,
claiming that the aerodrome would endanger the safety of the local
population. Although the government of the Kingdom had allocated
the sum of 3.6 million dinars for the project, construction work did
not start in the spring of 1925, as had been planned, but a year later.
There were difficulties due to underground waters, and drainage
works took longer than expected, but the aerodrome and its 750-me-
ter-long runway were in use immediately after the work’s completion
in the summer of 1926 and even before the hangars and terminal
building were finished. The Črnomerec aerodrome was closed in the
spring of 1926, after the air force squadron was moved from there to
Borongaj.
 Današnja karta zagrebačkog područja
na kojoj je još vrlo vidljivo područje na
kojem je nekada bio aerodrom.

Today’s map of the Zagreb area with the

location of the former aerodrome still
visible.

IZ ZBIRKE TOMISLAVA ARALICE / COLLECTION TOMISLAV ARALICA

Pogled iz zraka na istočni dio An aerial view of the eastern part of
borongajskog aerodroma na kojem su the Borongaj aerodrome, where army
smješteni vojni objekti. facilities were located.

strana 53 page
 Drugi zagrebački aerodrom

Podaci za slijetanje na Borongaju objavljeni

u monografiji koju je Aeroklub Kraljevine
Jugoslavije objavio u povodu održavanja
35. konferencije Međunarodne zrakoplovne
federacije (Conférence de la Fédération
Aéronautique Internationale), koja je održana
u Dubrovniku 9. rujna 1935. godine: Geografski
položaj: širina 45º 49’ N, dužina 16º 02’ E,
nadmorska visina 122 m, magnetna deklinacija
3º 49’ W (srpanj 1934), godišnja varijacija -9’,
ukupna površina 585.000 m², dužine PSS: S-J 900
m, SI-JZ 1.000 m, I-Z 650 m, JI-SZ 700 m, radijski
identifikacijski znak YTY.
Borongaj Aerodrome landing data taken from
a monograph published by the Aero Club of the
Kingdom of Yugoslavia to mark the occasion
of the 35th Conference of the International
Aeronautical Federation (Conférence de la
Fédération Aéronautique Internationale), held in
Dubrovnik on 9 September 1935: Geographical
position: latitude 45º 49’ N, longitude 16º 02’ E,
altitude 122 m, magnetic declination 3º 49’ W
(July 1934), annual variation -9’, total surface
area 585,000 m², PSS lengths: N-S 900 m, NE-
SW 1,000 m, E-W 650 m, SE-NW 700 m, radio
identification code YTY.

strana 54 page
Pristanišna i upravna zgrada
Aerodroma Zagreb na Borongaju
dovršena je 1933. godine.

The terminal and administrative

building were completed at Borongaj
in 1933.

I tako je 1926. godine Zagreb na svojoj istočnoj periferiji, oko
šest kilometara od gradskoga središta, dobio novi aerodrom.
Službeni mu je naziv bio Aerodrom Zagreb, ali su ga Zagrep-
čani od prvoga dana zvali – Borongaj. Najprije se njime ko-
ristila samo vojska, a kad su sagrađeni i objekti koje je prema
tadašnjim propisima svaki aerodrom morao imati, Borongaj je
otvoren i za civilni zračni promet. Hangari su dovršeni 1932., a
pristanišna zgrada u srpnju 1933. godine. Bio je to drugi zagre-
bački aerodrom, ali prva zračna luka.
This is how in 1926 Zagreb got a new aerodrome on its east-
ern outskirts, about six km from the city centre. Its official
name was the Zagreb Aerodrome, but for the people of Za-
greb it was Borongaj from the very first day. The aerodrome
was first used only by the military, but once all the facilities
required by the regulations were built, Borongaj was opened
for civilian air traffic as well. Hangars were completed in
1932, and the terminal building in July 1933. It was the Za-
greb’s second aerodrome, but its first airport.

strana 55 page

Isječak iz napisa kojim je časopis Motor
u broju 3 od 15. veljače 1928. godine na
tri stranice najavio prvi let putničkog
zrakoplova na redovitoj liniji Beograd-
Zagreb.
Drugi zagrebački aerodrom
An excerpt from the text published
on 15 February 1928 in issue no. 3
of the magazine Motor about the
first scheduled flight by a passenger
airplane on the Belgrade-Zagreb route.
strana 56 page
Prva domaća linija
Prvi putnički avion na Borongaj je sletio 3. veljače 1928. go-
dine. Bio je to avion Potez 29, prvi od triju zrakoplova koje je
poduzeće Aeroput, osnovano 1927. godine, kupilo u Francu-
skoj. Iz Pariza je u Zagreb doletio preko Liona, Marseillea i
Milana, a na Borongaju je prenoćio te sutradan nastavio let do
Beograda.
Prva zrakoplovna linija uspostavljena je 15. veljače 1928. go-
dine između Zagreba i Beograda. Avionom Potez 29, oko pod-
neva su iz Beograda u Zagreb doletjeli beogradski novinari i
fotoreporteri Palavestra, Srzentić, Ružić, Novaković i Mandić.
Istog poslijepodneva avion se vratio u Beograd, a u njemu su
bili novinari iz zagrebačkih listova Riječi, Novosti, Jutarnjeg
lista, Morgenblatta i Hrvata: Bornemisa, Sušić, Peharec, Levicki
i Klajić.
The first domestic route
The first passenger plane landed at Borongaj on 3 February
1928. The airplane was a Potez 29, the first of three airplanes
purchased in France by the Aeroput company, established in
1927. It flew to Zagreb via Lyon, Marseille and Milan, and
after a night at Borongaj, it continued its flight to Belgrade
the next day.
The first scheduled flights started between Zagreb and Bel-
grade on 15 February 1928. Journalists and photographers
from Belgrade landed around noon in a Potez 29: Palaves-
tra, Srzentić, Ružić, Novaković and Mandić. The plane re-
turned to Belgrade on the same afternoon, with journalists
from the Zagreb papers Riječi, Novosti, Jutarnji list, Mor-
genblatt and Hrvat: Bornemisa, Sušić, Peharec, Levicki and
Klajić.
strana 57 page
 Drugi zagrebački aerodrom

Aeroput je u Francuskoj kupio tri

putnička aviona Potez 29. Prvi od
njih nosio je registracijsku oznaku
X-SEBC i njime je trebala biti svečano
otvorena redovita linija Beograd-
Zagreb. No uoči polaska zatajio je
motor, mehaničari ga nisu mogli
pokrenuti, pa su putnici i pošta
morali biti premješteni u drugi Potez
29 koji je imao oznaku X-SECD.
Fotografija je snimljena prije nego
što su putnici, zbog kvara na motoru,
morali prijeći u drugi avion.
Na prvom letu avionom su upravljali
piloti Vladimir Striževski i Tadija
Sondermajer, koji je bio jedan
od osnivača i prvi glavni direktor
Aeroputa.

Aeroput purchased three Potez 29

passenger planes in France. The
first one had the registration code
X-SEBC and was meant to be used on
the first flight on the regular route
between Belgrade and Zagreb. When
it was ready to take off, the engine
would not start, mechanics could
not do anything, and the passengers
and mail were moved to the second
Potez 29 airplane, registration code
X-SECD.
The photo was taken before the
passengers had to move to the
other plane because of the engine
malfunction.
On this first flight, the plane was
flown by pilots Vladimir Striževski
and Tadija Sondermajer, who was
one of the founders and the first
managing director of Aeroput.

strana 58 page
 Mnoštvo ljudi na
Borongaju je s velikim
zanimanjem dočekalo
prvi putnički avion na
njegovu prvom letu.

A large number
of people came to
Borongaj to witness
the landing of the first
passenger plane on its
maiden flight.

strana 59 page
Drugi zagrebački aerodrom

Prvim letom Poteza 29

u Zagreb je došlo pet
beogradskih novinara
i snimatelja. Kući su se
vratili vlakom, jer je
avionom u Beograd letjelo
pet zagrebačkih novinara.

On its first flight to Zagreb,

the Potez 29 carried five
journalists from Belgrade.
They went back by train,
as five journalists from
Zagreb boarded the plane
heading back to Belgrade.

Tako je središte Zagreba

izgledalo 15. veljače
1928. godine. Fotografija
je snimljena iz prvog
putničkog aviona koji
je sletio na borongajski
aerodrom. Zagreb je te
godine imao oko 240
tisuća stanovnika.

This is what the centre

of Zagreb looked like on
15 February 1928. The
photo was taken from
the first passenger plane
that landed at Borongaj
Aerodrome. At the time,
Zagreb had 240,000
inhabitants.

strana 60 page
strana 61 page

Na redovitoj liniji Beograd-Zagreb,
uspostavljenoj samo tjedan dana nakon
inauguracijskog leta, Aeroputovim
avionima upravljali su sovjetski piloti
(slijeva na desno) Viktor Nikitin,
Vladimir Striževski i Mihailo Jarošenko.
Zanimljivo je da su nekoliko godina
poslije, sva trojica stradala u avionskim
nesrećama. Viktor Nikitin poginuo je
Drugi zagrebački aerodrom
1933. godine kad se avion Farman 306
sa sedam putnika i dva člana posade
odmah nakon polijetanja iz Ljubljane
prema Sušaku srušio u šumi, tik do
Psihijatrijske bolnice u Studencu, ni
kilometar daleko od novootvorenog
aerodroma u Polju.
Na istoj liniji tri je godine poslije avion
Spartan Cruiser, kojim je upravljao
Regular flights between Belgrade and
Zagreb were established only a week
after the maiden flight. Aeroput planes
were flown by Soviet pilots (from left to
right) Viktor Nikitin, Vladimir Striževski
and Mihailo Jarošenko. It is interesting
to note that all three pilots lost their
lives in airplane accidents a few years
later. Viktor Nikitin died in 1933 when
his Farman 306, carrying seven passen-
gers and two crew members, crashed
in a forest soon after taking off from
Ljubljana in the direction of Sušak. It
crashed in the vicinity of the Studenac
Psychiatric hospital, less than a kilome-
ter away from the newly opened aero-
drome in Polje.
Three years later, the same route was
taken by a Spartan Cruiser, flown by
Mihailo Jarošenko. The plane crashed
into the Mount Golovec near the
village of Hruščica, five kilometers from
Ljubljana.
Vladimir Striževski, the chief and most
senior pilot at Aeroput, lost his life in
August 1940, when he was flying from
Zagreb to Split with nine passengers
and two crew members. His plane
crashed into a Velebit peak called Mala
Visočica.
Mihailo Jarošenko, zbog guste magle
udario u brdo Golovec kod sela
Hruščica, pet kilometara od Ljubljane.
A Vladimir Striževski, šef pilota i
najstariji pilot u Aeroputu, poginuo je u
kolovozu 1940. godine, kad je na letu iz
Zagreba u Split avion Lockheed Electra s
devet putnika i dva člana posade udario
u velebitski vrh Mala Visočica.
strana 62 page
Šest dana nakon inauguracijskog leta, 21. veljače, uslijedio je prvi komerci-
jalni let. Za putovanje dugačko 359 kilometara cijena karte bila je prilično
visoka: u jednom smjeru šesto dinara, a tamo i natrag u roku od tri dana –
tisuću sto dinara. Prema pisanju zagrebačkih novina, prva putnica na letu
iz Zagreba u Beograd bila je gospođica Tea Gubec, a na letu iz Beograda u
Zagreb prva je kartu kupila Slava Zagorac.
U prvih četrnaest dana, to jest do 29. veljače, prevezena su 84 putnika, a do
kraja 1928. godine između Zagreba i Beograda Aeroput je svojim avionima
ostvario 411 letova i prevezao 1.322 putnika i deset tona tereta.
Prve međunarodne linije
U listopadu 1929. godine Zagreb je uključen u međunarodni zračni pro-
met. Linija Beograd-Zagreb produžena je do Graza i Beča, a od 31. ožujka
1930. postala je redovitom. Osim aviona Aeroputa, na njoj su letjeli i avioni
austrijske kompanije ÖLAG (Österreichische Luftverkehrs AG) i francuske
kompanije CIDNA (Compagnie Internationale de Navigation Aérienn).
U ljeto 1930. godine uspostavljena je i prva turistička avionska linija, Za-
greb je povezan sa Sušakom (aerodrom je bio na Grobničkom polju). Ne-
što kasnije, Zagreb je preko zračne luke na Borongaju redovitim domaćim
avionskim linijama povezan s Ljubljanom, Splitom, Dubrovnikom i Saraje-
vom, a nakon linija za Graz i Beč, uspostavljene su i međunarodne linije s
Pragom, Budimpeštom, Klagenfurtom, Trstom, Venecijom i Milanom.
strana 63 page
Six days after the maiden flight, the first commercial flight took place
on 21 February. Given the fact that the flight covered a distance of 359
kilometers, the ticket price was pretty high: 699 dinars one way and
1,100 dinars for a return flight, to be undertaken over the course of
three days. According to reports in Zagreb newspapers, the first pas-
senger to travel from Zagreb to Belgrade was Miss Tea Gubec, while
Slava Zagorac bought the first ticket for the flight from Belgrade to
Zagreb.
84 passengers travelled in the first 14 days of the service up to 29 Feb-
ruary, and by the end of 1928, Aeroput’s planes had flown between
Zagreb and Belgrade 411 times with 1,322 passengers and 10 tons of
cargo.
The first international flight routes
In October 1929, Zagreb became a destination in international air
traffic. The Belgrade-Zagreb route was extended to Graz and Vi-
enna, and scheduled flights started on 31 March 1930. The route was
serviced not only by Aeroput planes, but also by Austrian air carrier
ÖLAG (Österreichische Luftverkehrs AG) and by French air carrier
CIDNA (Compagnie Internationale de Navigation Aérienn).
The summer of 1930 saw the establishment of the first tourism-ori-
ented air route, connecting Zagreb to Sušak (the airfield was at the
Grobnik field). Some time later, scheduled flights were linking Zagreb
to Ljubljana, Split, Dubrovnik and Sarajevo, and new international
flights were added as well, providing links not only to Graz and Vi-
enna, but also to Prague, Budapest, Klagenfurt, Trieste, Venice and
Milan.
 Drugi zagrebački aerodrom

Potez 29 s registracijskom oznakom X-SECD, koji je prvi letio između Zagreba i
Beograda, oko dva mjeseca poslije prvog leta, 9. travnja 1928., na borongajskom
je aerodromu blagoslovljen i kršten imenom Zagreb. Na svečanosti je bilo nekoliko
tisuća Zagrepčana, a avion je blagoslovio zagrebački nadbiskup dr. Antun Bauer.
Kuma na krštenju bila je gradonačelnikova supruga Berta Heinzel.
It was on 9 April 1928, two months after it first flew between Zagreb and Belgrade,
that the Potez 29, registration code X-SECD, was blessed and christened with the
name Zagreb at Borongaj Aerodrome. This special occasion was attended by
several thousand inhabitants of Zagreb. The plane was blessed by the Archbishop
of Zagreb Antun Bauer, and it ‘godmother’ was the mayor’s wife Berta Heinzel.

strana 64 page

Ljeti 1930. godine uspostavljena je
redovita linija Zagreb-Sušak (gornja
slika). A kad je Aeroput flotu od šest
jednomotornih aviona Potez 29
dopunio kupnjom prvog tromotornog
aviona Farman F.306 (na desnoj
slici), godine 1931. uspostavio je novu
redovitu liniju koja je Zagreb preko
Sušaka, Splita i Sarajeva povezivala s
Beogradom. Zbog gospodarske krize
Aeroput je 1932. godine ukinuo većinu
domaćih linija, no ne zadugo, jer je
1. lipnja 1933. godine linija Zagreb-
Sušak ponovno uspostavljena. Na
njoj su naizmjence letjeli avioni češke
kompanije ČSA i Aeroputa, svaki po
petnaest dana.
IZ ZBIRKE TOMISLAVA ARALICE / COLLECTION TOMISLAV ARALICA
In the summer of 1930, scheduled
flights started between Zagreb and
Sušak. When Aeroput enlarged its fleet
of six single engine Potez 29 planes by
purchasing the first three-engine plane,
the Farman F.306, it was possible to
start scheduled flights linking Zagreb
and Belgrade via Sušak, Split and
Sarajevo, which was done in 1931. Due
to the economic crisis, most domestic
routes were discontinued in 1932,
but not for long, as flights between
Zagreb and Sušak were restarted on
1 June 1933. The flights were covered
alternatively by the planes of the Czech
company ČSA and Aeroput, each of the
companies flying for a fortnight.
strana 65 page
Drugi zagrebački aerodrom

strana 66 page
U povijesti Aerodroma Zagreb na
Borongaju, datum 1. srpnja 1930.
godine vrlo je važan. Toga je dana
uvedena redovita međunarodna
avionska linija. Let od Praga do Zagreba
preko Brna i Bratislave uspostavila je
češka zrakoplovna kompanija ČSA
(České aerolinie), kojoj je to bila prva
međunarodna linija. Na prvom letu
tromotornim zrakoplovom Ford 5
AT-C registracijske oznake OK-FOR
dvočlanu su posadu činili pilot Albert
Kocián i mehaničar Vladimír Čadský,
a među četrnaest putnika bili su i
generalni direktor praške zrakoplovne
luke Bedřich Trnka i tehnički direktor
kompanije ČSA František Stočes.
Na Borongaju je priređen svečani
doček s limenom glazbom, a slavlje je
nastavljeno u hotelu Esplanade.

1 July 1930 is an important date in

the history of the Zagreb Aerodrome
at Borongaj. This is when the first
scheduled international flight took
place. The Czech air carrier ČSA (České
aerolinie) started flying from Prague to
Zagreb via Brno and Bratislava, which
was the company’s first sschedduled
international flight. On that first flight
in a three-engine aircraft Ford 5 AT-C, Od lipnja 1936., ČSA je letio iz Praga Godine 1939. Aeroput je ukinuo As of June 1936, ČSA flew from Prague The flights were of a seasonal character
registration code OK-FOR, there were u Zagreb te dalje do Sušaka avionom avionsku liniju Zagreb-Sušak. to Zagreb and then further on to and the service was provided until 15
two crew members, pilot Albert Kocián Avia Fokker F.IX, a od Sušaka do Razlog toj odluci bila je navodna Sušak. The plane was an Avia Fokker September 1938.
and mechanic Vladimír Čadský, and Splita manjim avionom Saunders Roe nedovoljna opremljenost aerodroma F.IX, while the distance from Sušak to In 1939, Aeroput discontinued flights
14 passengers, among them director A.19 Cloud za osam putnika. Taj je na Grobničkom polju za prihvat novih Split was covered by a smaller plane, a between Zagreb and Sušak, the reason
general of Prague Airport, Bedřich avion-amfibija za sunčana vremena i zrakoplova. Saunders Roe A.19 Cloud , taking eight being inadequate equipment at the
Trnka and the technical director of ČSA, mirnog mora mogao sletjeti na morsku passengers. This was an amphibious Grobnik field aerodrome that could not
František Stočes. površinu, nakon čega se putnike aircraft, and when it was sunny and meet the requirements of new aircraft.
A welcome ceremony was organized brodom prevozilo na obalu. To je bio the sea was calm, it could land on the
for them at Borongaj, with a brass sezonski let i održavan je do 15. rujna surface of the sea, and passengers
band playing, and the celebration was 1938. would then be taken to shore by boat.
continued at the Esplanade Hotel.

strana 67 page
 Drugi zagrebački aerodrom

Aeronautička izložba i aeromiting

U mjesecu svibnju 1931. godine, u tri velika paviljona Zagre-

bačkoga zbora, preteče Zagrebačkoga velesajma, otvorena je
međunarodna aeronautička izložba, prva u Kraljevini Jugosla-
viji. Izložen je putnički avion Potez 29 kojim je prije tri godine
otvorena stalna zračna veza između Zagreba i Beograda, sport-
ski i turistički avioni mnogobrojnih aeroklubova te svi tipovi
aviona kojima je raspolagalo vojno zrakoplovstvo Kraljevine
Jugoslavije, a uz njih i mnogo tehničkih pomagala, benzina,
ulja, specijalnih lakova i ostalih proizvoda koja se koriste u
avionskoj industriji.
Aeronautical exhibition and air show
In May 1931, the first international aeronautical exhibition
to be organized in the Kingdom of Yugoslavia was opened
in the three large halls at the Zagrebački zbor, a predecessor
of the Zagreb Fair. Exhibits included the Potez 29 passenger
plane, used three years earlier on scheduled flights between
Zagreb and Belgrade, sports and tourism aircraft owned
by numerous aero clubs, as well as all the types of aircraft
owned by the Air Force of the Kingdom of Yugoslavia to-
gether with various technical appliances, fuels, oils, special
varnishes and other products used in aviation.

strana 68 page
 Zagrebački mjesečnik Novi
Motor, sportska revija za
automobilizam i avijatiku,
na pet je stranica objavio
iscrpan izvještaj o tom doga-
đaju, ocijenivši da se na ovoj
izložbi dobija potpuna slika o
razvoju i stanju naše avijacije,
koja uspješno napreduje, te se
razvija kod nas i aeroplanska
industrija, koja je dostojno
reprezentirana na izložbi, te se
može mirno usporediti i staviti
uz bok i svjetskim tvornicama.
strana 69 page
The Zagreb monthly maga-
zine for sports, motoring
and aviation, Novi Motor,
published a five-page report
on the event. It said that the
exhibition had provided a
complete overview of the
developments and status
of national aviation and
that progress was evident.
Positive developments were
also noted in the aircraft
manufacturing industry, as
evidenced by the exhibits
shown. Claims were also
made that comparison with
global producers was not to
national manufacturers’ dis-
advantage.
Drugi zagrebački aerodrom

Na aeromitingu, koji je na Borongaju

održan 24. i 25. svibnja 1931. godine,
nastupili su brojni domaći i strani piloti.
Novi motor izvješćuje da nijedna slična
priredba u Zagrebu nije privukla tako
veliki broj gledaoca, koji su do zadnjeg
mjesta ispunili sav prostor, koji je bio
određen za publiku. Prilazi aerodromu
bili su zaposjednuti još dugo prije početka
programa bezbrojnim automobilima,
autobusima i nepreglednim kolonama
pješaka.

Borongaj hosted an air show on 24

and 25 May 1931, with many local
and foreign pilots taking part. Novi
motor reported that no similar event
organized in Zagreb had attracted so
many spectators, and that the area
prepared for them was full. Access roads
to the aerodrome were occupied by
innumerable cars, buses and long lines
of pedestrians long before the event
was scheduled to start.

strana 70 page
Aeromiting je otvoren preletima devet vojnih zrakoplova, koji The air show was opened flyovers performed by nine mili-
su tri puta u uzornom redu defilirali ispred publike. Slijedio je tary planes that flew three times above the spectators in
lov na balone, u kojem su piloti elisama uništavali mnogo- perfect alignment. The next was a balloon hunt, when pilots
brojne balone, neke i na vrlo malim visinama, zatim spuštanje destroyed numerous balloons with their aircraft propellers,
dvaju aviona s visine od tisuću metara s ugašenim motorom, some at very low altitudes, then two planes descended from
letovi jedrilica te najefektnija točka programa: simulacija zrač- an altitude of 1,000 meters with their engines turned off, fol-
ne bitke dviju skupina od po tri lovačka zrakoplova, pri čemu lowed by flights by gliders. The most spectacular part of the
su pokazane brojne akrobatske figure. show was a simulated air force battle between two groups of
fighter aircraft, with numerous acrobatics performed as part
Drugi dan aeromitinga publici nije bio toliko zanimljiv, jer je of the simulation.
imao natjecateljski karakter. Četiri domaća pilota i petnaest
stranih, iz Austrije, Čehoslovačke, Engleske i Poljske, natjecalo The second day of the air show was not that interesting for
se u preciznom slijetanju, a aeromiting je završen utakmicom u the spectators, as it was actually a precision landing contest
trokutu Borongaj-Remetinec-Odra. between four domestic pilots and fifteen foreign pilots from
Austria, Czechoslovakia, England and Poland. The air show
closed with a competition in the Borongaj-Remetinec-Odra
triangle.

strana 71 page

Zagrebački zbor
Zagrebački zbor je najstariji sajam na jugoistoku Europe i jedini
međunarodni sajam u Hrvatskoj. Grad Zagreb ima dugu tradiciju
održavanja sajmova. Nakon osnutka biskupije 1094. godine, svake se
godine u mjesecu kolovozu, na blagdan svetog Stjepana, na Kaptolu
održavao sajam poznat kao Kraljev sajam. Stotinama godina redovito
su se održavali razni tjedni, mjesečni i godišnji sajmovi u Zagrebu,
a 1646. godine na današnjem Trgu bana Jelačića otvoren je novi
veliki sajamski prostor. Godine 1865. sajmište je iz središta grada
preseljeno na periferiju, na prostor gdje je trideset godine poslije
sagrađeno kazalište. Ondje je 1894. godine održana prva međunarodna
gospodarska izložba.
Godine 1914. Gradska općina ustupila je Zagrebačkom zboru zemljište
između Martićeve i Klaoničke ulice (današnje Bauerove), s bivšom
jahaonicom u Martićevoj ulici. Tu su se sajmovi održavali sve do 1936.
godine, kad su Gradsko zastupstvo i banska uprava potvrdili zaključak
o preseljenju Zagrebačkog zbora na Savsku cestu gdje je kupljeno veliko
zemljište od trideset tisuća četvornih metara, oko dvije tisuće četvornih
Drugi zagrebački aerodrom
metara veće od onoga u Martićevoj ulici.
Na otvorenju Proljetnog velesajma, posljednjeg u Martićevoj ulici, koji
se održavao od 2. do 11. svibnja 1936. godine, objavljeno je da se nakon
dvadeset sedam godina postojanja Zagrebačkog zbora, njegova porta
u Martićevoj ulici zauvijek zatvara. Odmah nakon završetka Proljetnog
velesajma, srušene su drvene barake i paviljoni, a na Savskoj cesti na
prostoru današnjeg Studentskog centra počela je gradnja paviljona.
Nijemci i Francuzi prvi su sagradili vlastite paviljone, a za Jesenski
velesajam te se godine prijavilo šesnaest stranih država.
Na Savskoj cesti sajamske su se priredbe održavale sve do 1956. godine,
kada je zaslugom gradonačelnika Većeslava Holjevca Velesajam
preseljen na nove prostore preko Save, gdje se i danas nalazi.
Na lijevoj fotografiji je ulaz u Zagrebački zbor u Martićevoj ulici, a na
desnoj strelicom je označena zgrada bivše jahaonice.
Na lijevoj fotografiji je ulaz u Zagrebački zbor u Martićevoj ulici, a na
desnoj je strelicom označena zgrada bivše jahaonice.
strana 72 page
Zagrebački zbor
The Zagrebački zbor was the oldest fair to be organized
in south-eastern Europe and the only international fair
organized in Croatia. The city of Zagreb boasts a long tradition
of organizing fairs. After the diocese was established in 1094,
Kaptol became the site where a fair was organized every year
in August, on St Stephen’s day. The fair became known as “the
King’s fair”. For hundreds of years, there were various weekly,
monthly and yearly fairs organized in Zagreb, and in 1646 a
new fairground was opened on today’s Ban Jelačić Square. In
1865, the fairground was moved from the city centre to the
outskirts, to the location where thirty years later the national
theatre building would be erected. This was the site of the first
international commercial exhibition organized in 1894.
In 1914, the city municipality gave the Zagrebački zbor
a plot of land located between Martićeva and Klaonička
Street (today Bauerova), together with the former riding
facility located in Martićeva Street. This is where fairs were
organized until 1936, when the city council and the national
government administration confirmed a resolution to move
the Zagrebački zbor to Savska Street, where a large plot of
land had been purchased (thirty thousand square meters,
about two thousand square metres more than the previous site
in Martićeva Street).
When the Spring Fair was opened for the last time at the
fairground in Martićeva Street on 2 May 1936, it was
announced that, after 20 years of the Zagrebački zbor, its gate
at Martićeva Street would close forever on 11 May, the last day
of the fair. Immediately after the closing of the Spring Fair, its
wooden barracks and other facilities were demolished and
construction of new facilities started in Savska Street, on the
site of today’s students’ centre. The first exhibition facilities
were built by Germany and France, and 16 countries applied to
participate in the Autumn Fair that same year.
Fairs were organized in Savska Street until 1956, when
Zagreb’s Mayor Većeslav Holjevac moved the fair to its new
location across the River Sava, where it has remained until
today.
In the left-hand photo, there is the entrance to Zagrebački zbor
in Martićeva Street, and in the right-hand one an arrow marks
the building of the former riding facility.
Talijanski zrakoplovi na istočnom, vojnom dijelu Borongaja početkom tridesetih Italian aircraft on the eastern, military part of Borongaj Aerodrome in the early 1930s.
godina prošloga stoljeća. U pozadini se vidi zapadni, putnički dio aerodroma i još The western, civilian part of the aerodrome is visible in the background, together with
nedovršeni drugi par betonskih hangara (visokih devet metara, površine 40 x 80 the unfinished second pair of concrete hangars (height nine meters, surface area 40 x
metara), građenih prema projektu Milutina Milankovića. 80 meters), designed by Milutin Milanković.

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 Drugi zagrebački aerodrom

Unutrašnjost jednog od borongajskih hangara za The inside of one of the hangars at Borongaj, used for
putničke zrakoplove 1940. godine. Uz Aeroputov passenger aircraft in 1940. Next to the Aeroput aircraft
zrakoplov Lockheed Electra su jedrilice zagrebačkog are the gliders of the Zagreb chapter of the Naša krila
Oblasnog odbora Aerokluba Naša krila. aero club.

strana 74 page

Charles Lindbergh u Zagrebu Charles Lindbergh in Zagreb
U nedjelju, 4. travnja 1937. godine, aerodrom na Borongaju On Sunday 4 April 1937, Borongaj Aerodrome hosted a fa-
ugostio je glasovitog Amerikanca, pukovnika Charlesa Lin- mous American, Colonel Charles Lindbergh, one of the best
dbergha, jednog od najpoznatijih pilota u povijesti zrakoplov- known pilots in the history of aviation, the man who ten
stva, čovjeka koji je deset godina prije sam preletio Atlantski years earlier had been the first to fly solo across the Atlantic
ocean od New Yorka do Pariza. Vijest o Lindberghovu dolasku Ocean, from New York to Paris. The news of Lindbergh’s
u Zagreb stigla je prethodne noći. Javljeno je da će na povrat- arrival in Zagreb had been received the previous night. It
ku iz Egipta u London prije podne krenuti iz Atene, preletjeti was announced that the colonel, on his way back from Egypt
Skoplje te poslije podne sletjeti u Zagrebu, a onda nastaviti do to London, would take off from Athens in the morning, fly
Beča. over Skopje and land in Zagreb in the afternoon, and then
continue his flight on tu Vienna.
Novinari dnevnog lista Novosti
zabilježili su da se Lindberghov veliki
sportski avion crvenih krila i plavog
trupa pojavio na horizontu u 3 sata i 23
minute. Avion se naglo spuštao, izveo
je nad aerodromom dva kruga i glatko
se spustio na zemlju. Snagom svog
motora dokotrljao se avion po zemlji
do platforme avionskog pristaništa
pred hangarom. Pukovnik Lindbergh u
Zagreb je doletio na svojem turističkom
avionu Miles M.12 Mohawk.
Journalists of the Novosti reported
that Lindbergh’s large sports aircraft
with red wings and a blue fuselage
was visible on the horizon at 3.23. The
plane made a steep descent, circled
twice above the aerodrome and landed

Zapadna strana aerodroma na
Borongaju, za putnički promet, u
vrijeme Lindberghova posjeta Zagrebu.
The western, passenger, part of smoothly. It used the power of its engine
Borongaj Aerodrome at the time of to roll up to the platform in front of
Lindbergh’s visit to Zagreb. the hangar. Colonel Lindbergh flew
to Zagreb in his Miles M.12 Mohawk
touring aircraft.

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 Drugi zagrebački aerodrom

Charles Lindbergh nakon

gašenja avionskog
motora pred zapadnim
hangarima aerodroma
na Borongaju. Izlazak
Charlesa Lindbergha i
njegove supruge Anne
iz aviona srdačno je
pozdravljen burnim
pljeskom.

Charles Lindbergh, after

the plane’s engine had
been switched off, in front
of the western hangars
at Borongaj Aerodrome.
The exit of Charles
Lindbergh and his wife
Anne from the plane was
greeted with enthusiastic
applause.

strana 76 page
 Više od stotinu
Zagrepčana
dočekalo je
na Borongaju
glasovitog pilota i
njegovu suprugu.
U prvom planu je
pukovnik Dušan
Radović, domaćin
supružnicima
Lindbergh.

More than one

hundred citizens of
Zagreb gathered
at Borongaj to
greet the famous
pilot and his wife.
In the foreground:
Colonel Dušan
Radović, host to the
Lindberghs.

strana 77 page
 Drugi zagrebački aerodrom

Odmah nakon slijetanja

Lindberghov avion
Miles M.12 Mohawk
odguran je u hangar, a
gosti su se automobilima
odvezli do obližnjeg
stana pukovnika Dušana
Radovića, komandanta
zrakoplovne brigade koja
je bila stacionirana na
Borongaju.
Podignuti pokrov motora
otkriva američki motor
Menasco Buccaneer B6-S
od dvjesto konjskih snaga.

Immediately upon
landing, Lindbergh’s
Miles M.12 Mohawk was
pushed into the hangar,
and the guests went by
car to the nearby flat of
Colonel Dušan Radović,
commander of the air
force brigade stationed at
Borongaj.
With the hood lifted,
the US-made 200
horse powers Menasco
Buccaneer B6-S engine
can be seen.

strana 78 page
 Napis o dolasku Lindberghovi su odsjeli u
glasovitog zrakoplovca,
čija se svjetska slava hotelu Esplanade i u Zagrebu
ni deset godina nakon su ostali do utorka. U pone-
preleta Atlantika nije
umanjila, Novosti su u djeljak ih je pukovnik Radović
broju od 5. travnja 1937. automobilom poveo u razgle-
godine kao prvorazrednu
senzaciju objavile na davanje grada. Gajevom do
prvoj stranici. Trga bana Jelačića, gdje su se
An article announcing
zaustavili na njegovoj sjever-
the visit of the famous noj strani, ispred prodavača
aviator, whose global
fame remained
naših narodnih rukotvorina,
undiminished ten years zatim Bakačevom ulicom
after he had flown across
the Atlantic single-
preko Kaptola, a zatim preko
handedly, was published Nove Vesi do Gupčeve zvijezde,
as sensational news on
front page of the Novosti
zabilježile su Novosti, zatim
issue of 5 April 1937. Mlinarskom cestom i Jurjev-
skom ulicom do Cmroka, pa
preko Tuškanca i Mesničke
ulice natrag u grad. Razgle-
davanje Zagreba završilo je
na Jelačićevu trgu, gdje je
Anne Lindbergh, zadivljena
narodnim rukotvorinama,
kako pišu Novosti, kupila više
komada, gotovo kod svakog
prodavača po jedan komad.
strana 79 page
The Lindberghs stayed at
the Esplanade Hotel and left
Zagreb on the Tuesday. On
the Monday, they went sight-
seeing with Colonel Radović
as their guide. They went
by car along Gajeva Street
up to Ban Jelačić square,
where they stopped on the
northern side, where items
of Croatian folk art were
on sale. They continued up
Bakačeva Street via Kaptol
and Nova Ves to Gupčeva
zvijezda, as noted by Nov-
osti, then further up Mli-
narska and Jurjevska Street
to Cmrok, and via Tuškanac
and Mesnička Street back to
the city centre. The sightsee-
ing ended at Jelačić Square,
where Anne Lindbergh was
impressed with the items
of folk art on sale and pur-
chased several of them, one
from almost each seller.

Nakon objeda u hotelu
Esplanade, gosti su se željeli
upoznati s kiparom Ivanom
Meštrovićem, za kojeg je gos-
pođa Lindbergh u Americi
čula mnogo pohvalnih riječi.
Domaćini im, nažalost, tu
želju nisu mogli ispuniti. Ate-
lje u Ilici 12 bio je zatvoren,
jer je kipar već dulje vrijeme
boravio u Splitu, no više od
pola sata Lindberghovi su ra-
zgledavali Meštrovićeva djela
izložena u Galeriji.
Drugi zagrebački aerodrom
After lunch at the Esplanade,
the guests expressed their
wish to meet the sculptor
Ivan Meštrović, about whom
Mrs Lindbergh had heard
many words of praise in
the USA. Their hosts were
unfortunately unable to
fulfil their wish. The artist’s
studio in Ilica 12 was closed,
as the sculptor had already
for some time been living
in Split, but the Lindberghs
spent more than 30 min-
utes at the Gallery where
Meštrović’s works were ex-
hibited.
Iako je Charles Lindbergh
sa suprugom u Zagrebu
boravio samo kao turist,
u nekim se novinskim
napisima nagađalo da je
vodio i poslovne razgovore
o gradnji velikog aerodroma
koji bi bio međupostaja na
letovima iz Londona u Indiju.
No kako nije zabilježen
nijedan susret s nekima od
predstavnika vlasti koji bi
o tome odlučivali, vrlo je
izvjesno da takvih razgovora
nije ni bilo.
Although Charles Lindbergh
and his wife visited
Zagreb as tourists, some
papers speculated that Mr
Lindbergh was in Zagreb
to discuss the construction
of a large airport to serve
as an intermediate stop
for flights between London
and destinations in India.
As no records have been
found of any talks with the
authorities who could decide
on the issue, it is highly likely
that no such talks were
actually held.
strana 80 page
 Na ručku koji je pukovnik Dušan
Radović u ponedjeljak priredio za
Lindbergha (sjedi na čelu stola) bili su i
časnici stacionirani na borongajskom
aerodromu.
strana 81 page
On the Monday, Colonel Dušan Radović
invited Colonel Lindbergh (seated at the
head of the table) to a lunch attended
by officers stationed at Borongaj
Aerodrome.
 Drugi zagrebački aerodrom

U ponedjeljak, dan uoči

odlaska iz Zagreba,
Lindbergh je dio
poslijepodneva proveo
u hangaru pripremajući
zrakoplov za nastavak
putovanja. Kad je završio
s pripremom, pukovnik
Radović odvezao ga je
na Sljeme gdje je, kako
su novine izvijestile, u
Domu činovnika popio
čaj, a nakon šetnje
snijegom prekrivenom
Činovničkom livadom
popeo se na vidikovac
s kojeg se pružao
prekrasan pogled na
Zagreb.

On the Monday, a day

before he was to leave
Zagreb, Lindbergh spent
part of the afternoon
at the hangar getting
his plane ready for
the continuation of
his journey. Once
preparations were
completed, colonel
Radović took him up to
Sljeme where, according
to newspaper reports,
he had tea at the
Dom činovnika, took
a walk on the snow-
covered Činovnička
meadow, climbed up the
observation point and
enjoyed the wonderful
panoramic view of
Zagreb.

strana 82 page
U utorak, 6. travnja 1937. godine, supružnici Lindbergh napu-
stili su Zagreb. Na borongajskom aerodromu s kojeg su odle-
tjeli u Beč, ispratili su ih, kako su Novosti izvijestile dan poslije,
mehaničari i ostali djelatnici zagrebačkog civilnog aerodroma.
Prema novinskim napisima, polijetanje nije prošlo bez malih
poteškoća. Naime, avion je nakon silaska s betonske stajan-
ke na travnatu površinu, kotačima duboko upadao u mokru
zemlju, pa je Lindbergh gotovo pola sata vozio zrakoplov po
uzletištu tražeći tvrdu površinu pogodnu za polijetanje. Poletio
je pola sata prije podneva, nakon zaleta od oko stotinu pedeset
metara.
Hanna Reitsch dojedrila na Borongaj
U četvrtak, 17. kolovoza 1939. godine, kasno poslije podne na
borongajski je aerodrom sa zrakoplovnom jedrilicom
Reiher II. sletjela Hanna Reitsch, proslavljena njemačka jedri-
ličarka, osvajačica mnogih rekorda i jedna od rijetkih vojnih
pilotkinja njemačkog ratnog zrakoplovstva. Poletjela je oko
podneva iz Graza i preko Maribora doletjela u Zagreb. Za sto
pedeset kilometara dugačak prelet trebalo joj je punih pet sati.
Kraći odmor nakon naporna leta Hanna Reitsch provela je u
restoranu na terasi pred pristanišnom zgradom. Društvo su joj
radili Ivan Mrak, šef Aeroputove ispostave u Zagrebu i zagre-
bački zrakoplovci, među kojima je bila i prva hrvatska pilotki-
nja Katarina Matanović.
On Tuesday 6 April 1937, the Lindberghs left Zagreb. They
left for Vienna from Borongaj Aerodrome, with farewells,
as Novosti reported a day later, expressed by the technicians
and other employees of Zagreb’s civilian airport.
According to newspaper reports, take off was not completed
without some difficulty. The plane rolled off the concrete
apron and onto a grass-covered area and the wheels sank
deep into the wet soil, so Lindbergh had to run the airplane
on the runway for almost half an hour, looking for a stretch
of hard surface to take off from. He started his flight at 11.30
am after a take-off run about 150 meters.
Hanna Reitsch glides into Borongaj
Late in the afternoon on Thursday 17 August 1939, the fa-
mous German glider pilot, holder of many records and one
of the few female pilots in the German Air Force, Hanna
Reitsch, landed at Borongaj Aerodrome in her glider Reiher
II. She had taken off from Graz around noon and flown to
Zagreb via Maribor. It took Reitsch a full five hours to cover
the short stretch of 150 km.
After a strenuous flight, Ms Reitsch had a short break at the
restaurant in front of the terminal building. Keeping her
company were Ivan Mrak, head of the Aeroput Zagreb of-
fice and other aviators from Zagreb, among them the first
female Croatian pilot, Katarina Matanović.
strana 83 page

Milan Hetenyi, jedan od čla-
nova uprave zagrbačkog obla-
snog odbora Aerokluba Naša
krila poveo je zatim glasovitu
jedriličarku u klupsku radi-
onicu na Samoborskoj cesti
gdje je razgovarala s članovi-
ma vrlo poduzetne jedriličar-
ske sekcije zagrebačkog obla-
snog odbora Aerokluba Naša
krila i razgledala jedrilice koje
su gradili.
Te večeri iz Graza je doletio
avion opremljen kukom za
vuču jedrilice, koji je njezinu
jedrilicu Reiher II sljedeći dan
povukao na prelet do Graza.
Iako je namjeravala otići rano
ujutro, vremenske neprilike u
tome su ju spriječile pa je od-
lazak morao biti odgođen do
podneva.
Drugi zagrebački aerodrom
Milan Hetenyi, a member
of the management board
of the Naša krila aero club
Hanna Reitsch s
accompanied the famous Ivanom Mrakom i
Katarinom Matanović.
glider pilot to the club work-
shop on Samoborska Road, Hanna Reitsch
where she met members of with Ivan Mrak and
Katarina Matanović
the very active gliding sec-
tion of the Zagreb chapter of
the Naša krila aero club and
was shown the gliders under
construction.
The same evening, a plane
arrived from Graz, which
was provided with a hook to
tow a glider, and the follow-
ing day her glider, Reiher II,
was towed in order to start
the flight to Graz. Although
she had planned to leave ear-
ly in the morning, weather
conditions were adverse and
the departure had to be post-
poned until midday.
strana 84 page
Katarina Matanović – prva hrvatska
pilotkinja i padobranka
Katarini Matanović bile su samo dvadeset dvije godine kad se
1935. godine na Borongaju upisala u pilotsku školu koju je vo-
dio umirovljeni pilot i instruktor Ivan Mrak. Prvi put poletjela
je u proljeće 1936. godine, a letački ispit s odličnim je uspje-
hom položila 10. listopada iste godine. U studenome je dobila
diplomu sportskog pilota, odnosno diplomiranog turističkog
pilota.
Zagrebački aeroklub na Borongaju je redovito školovao pilote.
Prije Katarine Matanović, 1933. godine, školovanje je završilo
šest polaznika i steklo diplomu turističkog pilota, no Katarina
je prva pilotkinja u Hrvatskoj.
Godine 1938. skočila je padobranom s visine od tisuću petsto
metara te je time ušla u povijest zrakoplovstva kao prva pado-
branka u ovome dijelu Europe.
Od listopada 1942. godine mjesec je dana letjela kao ugovorni
zrakoplovni službenik za prijevoz zrakoplovnog službenog oso-
blja, raznošenje promičbenog tvoriva i sl., od travnja 1943. bila
je zaposlena kao turistička pilotkinja, a poslije je, do veljače
1945. godine radila kao ugovorna činovnica u zračnoj luci.
Katarina Matanović – the first Croatian
woman pilot and parachutist
Katarina Matanović was only 22 when she enrolled in the
Borongaj school for pilots in 1935. The school director was
Ivan Mrak, a retired pilot and instructor. She had her first
flight in the spring of 1936, and she passed her pilot’s test
with excellent grades on 10 October of the same year. She
obtained her diploma as a sporting pilot, i.e. as a graduate
tourism pilot, in November.
The Zagreb aero club at Borongaj offered regular pilot train-
ing. Six pilots had earned their diplomas as pilots in tourism
before Katarina qualified, but she was the first woman pilot
in Croatia.
In 1938, she jumped with a parachute from a height of 1,500
meters and entered the history of aviation as the first wom-
an parachutist in this part of Europe.
In October 1942, she flew for a month as a contracted avia-
tion employee responsible for the transport of aviation offi-
cials and distribution of promotional material, etc. In April
1943, she got a job as a pilot in the tourism industry, and
following that, she worked as a contracted employee at the
airport until February 1945.
strana 85 page
 Drugi zagrebački aerodrom

Na Borongaju je 15. rujna 1940. godine svečano kršteno šesnaest novih On 15 September 1940, a ceremony was organized at Borongaj to christen 16 new
zrakoplovnih jedrilica zagrebačkog Oblasnog odbora Aerokluba Naša krila. gliders of the Zagreb chapter of the Naša krila (Our wings) aero club. Katarina
Katarina Matanović bila je kuma jedrilici krsnog imena Vjetrogonja. Matanović was the ‘godmother’ of the glider christened Vjetrogonja.

strana 86 page
Velika zrakoplovna priredba
Početkom Drugoga svjetskog rata civilni zračni promet sveden
je na minimum i zračnom lukom na Borongaju neko se vrije-
me koristila isključivo vojska.
No, kratko vrijeme nakon izbijanja rata, već u nedjelju 21. ruj-
na 1941. godine, na Borongaju se održala velika zrakoplovna
priredba, prva u novoj Nezavisnoj Državi Hrvatskoj. Prema
pisanju časopisa Hrvatska krila, više od petnaest tisuća ljudi
oduševljeno je pozdravilo modelare i njihove letjelice, a uz
izložene vojne avione najviše ih se dojmio let jedrilice.
Nekoliko dana prije priredbe koja je izazvala do tada neviđeno
zanimanje Zagrepčana, jedna je jedrilica bila izložena na Trgu
bana Jelačića, gdje su se prodavale i ulaznice za zrakoplovnu
priredbu.
An important aviation event
With the beginning of the Second World War, civilian air
traffic was reduced to a very minimum, and for a period of
time Borongaj Aerodrome was used exclusively by the mili-
tary.
However, only a short time after war had broken out, on 21
September 1941, another big aviation show was organized
at Borongaj Airport. It was the first such event organized in
the Independent State of Croatia. The magazine Hrvatska
krila reported that more than 15,000 people enthusiastically
greeted the aircraft builders and their aircraft. Apart from
the exhibited military aircraft, the most admired display
was the flight performed by a glider.
A couple of days before the show that inspired such an un-
heard of level of enthusiasm opened, a glider had been ex-
hibited on Ban Jelačić Square, close to where the tickets were
sold for the aircraft exhibition.
strana 87 page
 Drugi zagrebački aerodrom

Više od petnaest tisuća gledatelja na velikoj zrakoplovnoj More than fifteen thousand spectators were present at the
priredbi, koja se na Borongaju održala 21. rujna 1941. godine, big aviation show organized at Borongaj on 21 September
ponajviše je bilo oduševljeno prikazanim jedrilicama. 1941. The gliders inspired the most enthusiasm among the
inhabitants of Zagreb present at the show.

strana 88 page
Za vrijeme radova na poboljšanju drenaže borongajskog aerodroma 1942. In 1942, while works were underway to improve the drainage of the Borongaj
godine, hrvatsko vojno zrakoplovstvo koristilo se uzletištem u Svetoj Nedelji. Bila Aerodrome, Croatian Air Force used the runway in Sveta Nedelja, actually a
je to livada podno župne crkve. meadow below the parish church.

strana 89 page

Slijetanje putničkog zrakoplova
Junkers Ju 52 njemačke Lufthanse na
borongajski aerodrom.
Drugi zagrebački aerodrom
Landing of a German Lufthansa
Junkers Ju 52 passenger plane,
at the Borongaj Aerodrome.
Ljeti 1942. godine Aerodrom Borongaj otvara
se za putnički promet. Rumunjska kompanija
LARES uspostavila je preko Zemuna i Zagre-
ba liniju do Venecije i Milana na kojoj su avi-
oni letjeli šest dana u tjednu – ponedjeljkom,
srijedom i petkom iz Bukurešta u Milano, a
utorkom, četvrtkom i subotom iz Milana u
Bukurešt. Prema redu letenja, na Borongaju
su se zadržavali dvadeset minuta.
Tijekom 1943. putnički je promet obogaćen
novim linijama. Časopis Naša krila, polu-
strana 90 page
In the summer of 1942, Borongaj Aero-
drome opened for passenger traffic. A Ro-
manian company started flying via Zemun
and Zagreb to Venice and Milan six days
a week – Monday, Wednesday and Friday
from Bucharest to Milan, and Tuesday,
Thursday and Saturday from Milan to Bu-
charest. The flight schedule required them
to have a twenty-minute break at Borongaj.
In the course of 1943, new scheduled flights
were added. The magazine Naša krila, an
mjesečnik za zrakoplovstvo, u broju 13 od
15. srpnja 1943. godine objavio je red letenja
novih zrakoplovnih veza Zagreba s Beogra-
dom, Sarajevom, Bečom, Bukureštom, Bu-
dimpeštom, Milanom i Venecijom. Deutsche
Lufthansa s Borongaja je svake srijede i su-
bote povezivala Zagreb s Bečom i Sarajevom,
a avioni talijanske kompanije ALI ponedjelj-
kom su letjeli od Milana preko Venecije do
Zagreba i dalje u Budimpeštu, a utorkom
obratno.
aviation bimonthly, published the flight Odlazak putnika iz pristanišne zgrade Passengers leaving the terminal
prema zrakoplovu (lijeva slika). building to board the plane (left).
schedule in the issue no. 13 of 15 July
Istovar tereta i putničke prtljage iz
1943There were new routes linking Zagreb Unloading the cargo and passenger
putničkog zrakoplova Junkers Ju 52 luggage from German Lufthansa
with Belgrade, Sarajevo, Vienna, Bucha- njemačke Lufthanse (desna slika). Junkers Ju 52 passenger plane. (right).
rest, Budapest, Milan and Venice. Deut-
sche Lufthansa flew from Borongaj every
Wednesday and Saturday to Vienna and
Sarajevo, and the Italian air carrier ALI flew
every Monday from Milan via Venice to Za-
greb and then further on to Budapest, and
every Tuesday in the opposite direction.
strana 91 page
 Drugi zagrebački aerodrom

Utovar prtljage u zrakoplov talijanske kompanije ALI. Zrakoplov rumunjske kompanije LARES.

Loading luggage onto an Italian air carrier ALI plane. Aircraft of the Romanian air carries LARES.

strana 92 page
 Aerodrom na Borongaju, snimljen
6. svibnja 1945., dva dana prije
kraja rata. Jasno su vidljive

N posljedice sedam savezničkih

bombardiranja aerodroma i
ranžirnog kolodvora.

Photo of the Borongaj Aerodrome

taken on 6 May 1945, two days
before the war ended. The airfield
and the nearby marshalling
yard were bombed seven times
by allied forces and the result is
clearly visible.

NCAP RCAHMS
strana 93 page
 Drugi zagrebački aerodrom

Zrakoplovni jedriličari na
Borongaju 1953. godine.
Nakon završetka Drugoga
svjetskog rata na Borongaju
je djelovala remontna
radionica Jugoslavenskog
vojnog zrakoplovstva.
Već ljeti 1945. godine
aerodromom su se počeli
koristiti zagrebački
zrakoplovni jedriličari
okupljeni u Prvoj matičnoj
jedriličarskoj grupi. Godine
1961. remontna je radionica
preseljena u Veliku Goricu i
nakon toga se na Borongaju
više nije letjelo.

Glider pilots at Borongaj

in 1953. Following the end
of the Second World War,
a Yugoslav Air Force repair
workshop was set up at
Borongaj. Zagreb glider
pilots, members of the
first organized group, had
started using the aerodrome
as early as the summer of
1945. In 1961, the repair
workshop was moved to
Velika Gorica and there was
no flying at Borongaj after
that.

strana 94 page
 Danas je područje bivšeg Aerodroma
Borongaj zaštićeni spomenik kulture,
a nekadašnjim hangarima nekoliko se
tvrtki koristi kao skladištima.
Natpis na kući s brojem 89 u današnjoj
Branimirovoj ulici podsjeća na
blizinu aerodroma. Desetljećima
je ta gostionica bila mjesto okrepe
Zagrepčanima koji su do Borongaja
najčešće pješačili.

Today the area of the former Borongaj

Aerodrome has been declared a
protected cultural monument and the
former hangars are used by a number of
companies as warehouses.
There is a plaque on no. 89 Branimirova
Street that reminds us of the airport’s
proximity. For decades, the inn was a
place where the inhabitants of Zagreb
would get refreshments on their way
to Borongaj, as they most frequently
on foot.

strana 95 page
 Aerodrom u Lučkom
Aerodrom u
Desetak kilometara jugozapadno od središta Zagreba smjestilo se
prigradsko naselje Lučko. Osnovano je u 18. stoljeću, kad su po
rijeci Savi plovili brodovi, pa je prema luci, koja je bila na njihovu
putu iz Slovenije prema istoku, naselje i dobilo ime. Budući da
tada još nije bilo većine današnjih mostova preko Save, skela u
Lučkom bila je jedan od najvažnijih ulaza u grad. U to su se vrije-
me čak Kaptol i Gradec sporili oko prava na ubiranje naknada za
prijevoz skelom, sve dok Hrvatski sabor nije odlučio da prevozni-
na pripada Kaptolu.
Ni luke ni skele na Savi u Lučkom danas više nema, no naselje još
nosi isto ime.
strana 96 page
Lučko is a small town ten kilometers to the south-west of the
centre of Zagreb. The town was founded in the 18th century,
when the River Sava was navigable and ships would pass the
port (the Croatian for port is luka) on their way from Slovenia
down the river towards the east, which is how the town got the
name Lučko. As most of the current bridges across the Sava
had not been built at the time, the ferry at Lučko provided one
of the most important entry points to the city of Zagreb. There
was a dispute raging at one time between two parts of the city of
Zagreb, Kaptol and Gradec, about which of the two was entitled
to collect the ferry fee, and the dispute ended when the Croatian
Parliament decided to grant the right to collect the ferry fee to
Kaptol.
There is neither a port nor ferry at this location on the Sava to-
day, but the town is still called Lučko.
Lučkom
Nakon što je godine 1946. u novoj jugoslavenskoj državi osnovana
Glavna uprava civilnog zrakoplovstva, kojoj je osnovna zadaća bila
obnova zračnog prometa, Lučko je odabrano kao idealno mjesto za
novi ulaz u Zagreb – zračnu luku. Na taj su odabir najviše utjecale
dvije činjenice: blizina ceste Zagreb-Karlovac i djelomice izgrađena
infrastruktura, jer se odabrana lokacija za tu namjenu koristila još
u vrijeme Drugoga svjetskog rata. U blizini Gornjeg Stupnika nje-
mačko je ratno zrakoplovstvo Luftwaffe još 1943. godine počelo s
uređenjem vojnog uzletišta. Aerodrom je 1944. godine dograđivan
i imao je travnatu uzletno-sletnu stazu dugačku oko 1500 metara,
jedan manji hangar, radionice i barake te dvanaest srednjih skloni-
šta za zrakoplove. Potkraj Drugoga svjetskog rata aerodromom se
koristilo i hrvatsko Vojno zrakoplovstvo.
After the new Yugoslavia founded its Central Directorate for
Civil Aviation in 1946 with the task of re-establishing air traffic
in the country, Lučko was selected as the perfect location for Za-
greb’s airport. Two key facts were taken into consideration when
the decision was made: the proximity of the Zagreb-Karlovac
road, and the fact that the infrastructure was already partly in
place as the location had been used for the same purpose during
the Second World War. The German air force, the Luftwaffe, had
started building a military aerodrome in the vicinity of Gornji
Stupnik in 1943. Additional work was performed in 1944, which
meant that there were already some facilities there, including a
grass-covered runway, about 1,500 meters long, a small hangar,
workshops and sheds as well as twelve mid-sized shelters for air-
planes. Towards the end of the war, the aerodrome had been used
by the Croatian Air Force as well.
strana 97 page
 Aerodrom u Lučkom

Iako mu je naziv Aerodrom Lučko, ta zagrebačka zračna luka nikada nije bila Although it was called Lučko Airport, this Zagreb airport was actually never in the
u Lučkom. Njezini su je graditelji nazivali Gornji Stupnik, a prema današnjoj town of Lučko. The builders called the location Gornji Stupnik. According today’s
administrativnoj podjeli, Aerodrom Lučko nalazi se u naselju Ježdovec, uz granicu s administrative division of territory, Lučko Airport is in the settlement of Ježdovec,
naseljima Lučko i Gornji Stupnik. near the border with the towns of Lučko and Gornji Stupnik.

strana 98 page
Od 1. travnja 1947. godine Aerodrom Zagreb u Lučkom ospo-
sobljen je za domaće, a nešto kasnije i za međunarodne letove
i sve do 1959. godine Zagreb je preko Lučkog bio povezan
zračnim prometom s cijelom tadašnjom državom te nekima
od najvažnijih europskih gradova. Već 1949. Swissair povezuje
Zagreb s Zürichom, godinu dana poslije uspostavljaju se veze
s Münchenom i Frankfurtom, a 1954. godine s Londonom i
Kairom.
From 1 April 1947 until 1959, the Zagreb Airport at Lučko
had the facilities and equipment required for domestic and,
later on, international air traffic. Zagreb was linked via
Lučko with the whole country and with some of the most
important cities in Europe. As early as 1949 Swissair started
flying between Zagreb and Zürich, a year later flights started
between Zagreb and Munich and Frankfurt, and in 1954
Zagreb was linked by air to London and Cairo.
strana 99 page
Prema statističkim podacima
Aerodroma Zagreb, u prvoj godini
poslovanja na Lučkom je ostvareno
nevjerojatnih 1430 letova i prevezeno
oko jedanaest tisuća putnika i trideset
tona robe. U sljedeće dvije godine te
su brojke gotovo prepolovljene, ali
nakon toga broj letova naglo raste,
kao i broj prevezenih putnika i robe,
pa je 1951. godine zabilježeno više od
dvadeset osam tisuća putnika. Najveći
promet zabilježen je 1959. godine. Te
su godine putnički zrakoplovi u oko tri
tisuće letova prevezli trideset pet tisuća
putnika i sto četrdeset pet tona robe.
According to Zagreb Airport statistical
data, in the first year of operations,
Lučko handled 1,430 flights, which was
a huge number, as well as about 11,000
passengers and 30 tons of cargo. The
figures were practically halved in the
next two years, only to be followed by
another sharp increase in the volume of
operations, so that in 1951 more than
28,000 passengers went through Lučko.
The volume of operations peaked in
1959, when the airport recorded about
3,000 flights, 35,000 passengers and
45,000 tons of cargo.
 Aerodrom u Lučkom

Upravna i pristanišna zgrada s The administrative building, terminal

prilaznim putovima na Aerodromu and access roads at Lučko Airport at
Lučko kad je ondje bila glavna the time when it was the main Zagreb
zagrebačka zračna luka za putnički passenger airport.
promet.

strana 100 page

U drugoj polovici pedesetih godina prošloga stoljeća, uvođenjem većih
i težih zrakoplova u civilno zrakoplovstvo, travnata manevarska povr-
šina aerodroma Lučko više nije zadovoljavala postavljene kriterije. Kad
su umjesto DC-3 uvedeni avioni tipa Convair, koji su u svijetu uglav-
nom služili za međunarodni promet, Zagreb je praktički bio isključen
iz međunarodnog zračnog prometa. Javni zračni promet zato je iz Luč-
kog premješten na aerodrom Pleso, gdje je u sklopu vojnog aerodroma
jedan dio otvoren za civilne potrebe. A Lučko je ostalo na korištenju
nekim postrojbama tadašnje vojske i Aeroklubu Zagreb. Uz sportsko-
rekreacijske aktivnosti, motorno letenje, zrakoplovno jedriličarstvo,
padobranstvo, aviomodelarstvo i slične, Aeroklub je desetljećima orga-
nizirao i osnovno školovanje pilota, sve do devedesetih godina prošlo-
ga stoljeća kad su se pojavile i druge pilotske škole. No kako uzletno-
sletna staza, danas duga 850 metara, a i travnate manevarske površine,
zbog utjecaja vremenskih (ne)prilika dopuštaju korištenje aerodroma
samo u sušnijim razdobljima, od proljeća do jeseni, u novije se vrijeme
sve češće čuju zagovaratelji ideje da se Lučko modernizira i osposobi za
prihvat male komercijalne avijacije i za školovanje pilota tijekom cijele
godine.
Aeroklub Zagreb i danas je operator letenja u Lučkom, koje ima status
zračnog pristaništa za prihvat zrakoplova opće namjene i povremeni
prijevoz. Uz hangar Aerokluba Zagreb, na Lučkom je i hangar Fakulte-
ta prometnih znanosti te helidrom Ministarstva unutarnjih poslova s
pripadajućim letjelicama, a u zapadnom dijelu stacionirana je helikop-
terska baza Hrvatskog ratnog zrakoplovstva.
strana 101 page
Towards the end of the 1950s, newer and heavier aircraft started
being used in passenger air transport and the grass-covered
manoeuvring surfaces at Lučko airport could not meet the new
requirements. When DC-3 airplanes were replaced by the Con-
vair, the airplane type that became a standard in international
passenger air transport, Zagreb was practically excluded from
international air traffic. This is why public air transport was trans-
ferred from Lučko to the airport at Pleso, which was a military
airport. Part of it now started being used for civilian purposes,
while Lučko was left to be used by certain army units and the Za-
greb aero club. In addition to sports and recreational activities,
powered flying, gliding, parachuting, scale aircraft model building
and the like, the aero club for decades organized basic pilot train-
ing until the early 1990s, when a number of other pilot training
schools started operating. As the runway at Lučko is 850 meters
long and its grass-covered manoeuvring surfaces can only be used
in the dry season, from spring till autumn, initiatives have recently
been tabled again that Lučko should be modernized in order to be
suitable for small commercial aircraft landing and for pilot train-
ing throughout the year.
Zagreb Aero Club is today the flying operator at Lučko, which has
been given the status of an airfield for general purpose aircraft and
for unscheduled air transport activities. In addition to the Zagreb
Aero Club hangar, there is also a hangar of the Faculty of Trans-
port and Traffic Sciences and a heliport of the Ministry of Interior
with aircraft. In the western part, there is the helicopter base of the
Croatian Air Force.
Aerodrom u Lučkom

Aerodrom Lučko zatvoren je za promet Lučko Aerodrome is closed for traffic

od jeseni do proljeća. U zimskim from autumn to spring. In winter,
mjesecima članovi Aerokluba Zagreb members of Zagreb Aero Club tow the
povremeno izguraju avione iz hangara i planes out of the hangars from time to
zagriju motore. time to warm up the engines.

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strana 103 page
 Aerodrom u Lučkom

Eleanor Roosevelt u Zagrebu Eleanor Roosevelt in Zagreb

Za višednevnog boravka u Hrvatskoj, u Zagreb je 26. srpnja In 1953, Eleanor Roosevelt, wife of the late US President
1953. godine avionom iz Dubrovnika doputovala Eleanor Roo- Franklin Roosevelt, visited Croatia and on 26 July, flew from
sevelt, supruga preminulog američkog predsjednika Franklina Dubrovnik to Zagreb.
Roosevelta.
She was met at Lučko Airport by high government officials
Na aerodromu u Lučkom dočekali su je visoki državni duž- and Zagreb mayor, Većeslav Holjevac. After a brief rest at
nosnici i zagrebački gradonačelnik Većeslav Holjevac. Nakon the Esplanade Hotel, Mrs Roosevelt visited the Rade Končar
kraćeg odmora u hotelu Esplanade, prije podne je posjetila factory in the morning and was taken for a brief excur-
tvornicu Rade Končar, a poslije podne su je domaćini poveli na sion out of the city in the afternoon. She described the visit
izlet u zagrebačku okolicu. U svojim je dnevničkim zapisima to Zagreb in her diary, saying that she had visited a small
o posjetu Zagrebu navela da je poslije podne posjetila gradić, town, about an hour’s drive away from Zagreb, without giv-
udaljen oko sat vožnje od Zagreba, ali nije precizirala o kojem ing the name of the town, but she noted the three details
je mjestu riječ. No zabilježila je tri detalja koji su je posebno that she was especially impressed by: in the small local li-
oduševili: u maloj mjesnoj knjižnici našla je prijevode nekih brary she visited, she saw translated works by Jack London
djela Jacka Londona i Uptona Sinclaira, u rekreacijskoj dvora- and Upton Sinclair, in the recreation hall of the local cultur-
ni Doma kulture zatekla je nekoliko dječaka kako igraju šah, al centre, she met some boys playing chess, and she especial-
a posebno joj se svidjela folklorna priredba plesača i pjevača ly liked the folk singers and dancers who performed for her
odjevenih u narodne nošnje. Za plesove je u svojem dnevniku dressed in folk costumes. This is what she wrote in her diary
ustvrdila da su vrlo slični američkim narodnim plesovima, a about the songs she heard on that occasion: “The dancing is
pjesme su joj se učinile tužnima, prožetima melankoličnim very similar to our own folk dancing but the singing seemed
prizvukom (The dancing is very similar to our own folk dancing to me on the whole to be rather sad with a melancholy flavour
but the singing seemed to me on the whole to be rather sad with to all the tunes”.
a melancholy flavor to all the tunes).

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strana 105 page
 Aerodrom u Lučkom

Velike zrakoplovne priredbe Big aviation shows

Osim svakodnevnih redovitih putničkih linija, aerodrom u
Lučkom, kojim su se koristili i vojska i policija, oduvijek je bio
i poprište zanimljivih zrakoplovnih događaja. Na njemu su
održavana brojna natjecanja zrakoplovaca, zrakoplovnih jedri-
ličara i padobranaca te aviomodelara.
In addition to daily scheduled passenger flights, Lučko
airfield was used by the police and military and was also
the location where interesting aviation events were often
organized. It was a venue for competitions among aviators,
glider pilots, parachutists and scale aircraft model builders.

Godine 1978. na Lučkom je održano Svjetsko padobransko In 1978, Lučko was the venue of the World Parachutist
prvenstvo na kojem su nastupila stotinu dvadeset dva pado- Championship, with 122 male parachutists and 65 female
branca i šezdeset pet padobranki. parachutists taking part.

Članovi Aerokluba Zagreb i hrvatske Members of the Zagreb Aero Club

reprezentacije u disciplini grupni likovni
skokovi – četvorke (Formation skydiving
4-way) Robert Pečnik, Dražen Pečnik,
Krešimir Markuš i Nenad Šušnica iznad
Lučkog.
and Croatian National Team while
performing in the formation skydiving
4-way: Robert Pečnik, Dražen Pečnik,
Krešimir Markuš and Nenad Šušnica
above Lučko.

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strana 107 page
 Aerodrom u Lučkom

Jedna od velikih priredbi sportskoga zrakoplovstva na Lučkom
svakako je bilo Svjetsko prvenstvo u preciznom letenju koje
se održavalo od 7. do 14. srpnja 2002. godine. Sudjelovala su
pedeset četiri pilota iz sedamnaest država, uglavnom svi koji u
svijetu nešto znače u tom sportu: piloti iz Češke, Poljske, Au-
strije i Južnoafričke Republike.
Among the big sporting aviation events at Lučko, the 2002
World Precision Flying Championship should be men-
tioned. It was organized from 7 to 14 July 2002, with 54
participants from 17 countries. Practically every prominent
athlete in the sport was present: pilots from the Czech Re-
public, Poland, Austria and South Africa.

Predvođeni izbornikom i trenerom Marijanom Picakom, za Led by head coach Marijan Picak, the Croatian national
hrvatsku su reprezentaciju nastupili Miroslav Nessek, Predrag team included the following athletes: Miroslav Nessek, Pre-
Crnko i Želimir Trifunović iz Aerokluba Zagreb, Andrej Bagar drag Crnko and Želimir Trifunović from Zagreb Aero Club,
iz riječkog Aerokluba Krila Kvarnera te Mijo Ban iz Aerokluba Andrej Bagar from Rijeka Aero Club Krila Kvarnera, and
Osijek. Mijo Ban from Osijek Aero Club.
Hrvatska reprezentacija
(slijeva): Želimir Trifunović,
Miroslav Nessek, Predrag
Crnko, izbornik i trener
Marijan Picak, Mijo Ban i
Andrej Bagar.

Croatian national team

members (from the left):
Želimir Trifunović, Miroslav
Nessek, Predrag Crnko,
head coach Marijan Picak,
Mijo Ban and Andrej Bagar.

strana 108 page

Stota obljetnica zrakoplovstva
Na velikom aeromitingu koji je u nedjelju, 29. kolovoza 2010.
godine, održan u Lučkom u povodu stote obljetnice zrako-
plovstva u Hrvatskoj, sudjelovalo je stotinjak različitih letjelica,
akrobatski piloti, paraglajderi, padobranci, jedriličari i modela-
ri. Posebnu pozornost više desetaka tisuća posjetitelja privukla
je replika Penkalina zrakoplova CA 10. Iako, baš kao i davne
1910. godine, nije uspio poletjeti, publika je burnim pljeskom
pozdravila Penkalin aeroplan dok je rulao četiristotinjak meta-
ra aerodromskim travnjakom.
100 Years of Aviation
On Sunday 29 August 2010, a big aviation show was orga-
nized at Lučko to mark the occasion of the 100th anniversary
of aviation in Croatia. About 100 various aircraft, acrobatic
pilots, paraglider pilots, parachutists, glider pilots, and
scale aircraft model builders participated. Tens of thou-
sands of spectators were present, many of them especially
impressed by a replica of Penkala’s aircraft, the CA 10.
Although the replica failed to take off, just as had been the
case with the original in 1910, there was an enthusiastic
round of applause, when the public saw Penkala’s airplane
taxiing about 400 meters on the grass at the airport.
strana 109 page
Aerodrom u Lučkom

strana 110 page

Replika Penkalina zrakoplova, iako nije
poletjela nego je samo rulala travnjakom i
povremeno poskakivala, baš kao prije stotinu
godina, izazvala je ovacije mnogobrojnih
gledatelja.
A replica of Penkala’s aircraft failed to take
off, and just rolled on the grass and jumped
up from time to time, just as had been the
case a hundred years ago. Nevertheless, the
numerous spectators greeted it with a great
deal of enthusiasm.
strana 111 page
Aerodrom u Lučkom

Osim preleta borbenog zrakoplova

MIG-21, posebno je dojmljiv bio nastup
akrobatske skupine Krila Oluje, koja
je na zrakoplovima Pilatus predstavila
vrhunske letačke vještine te desantni
skok padobranaca iz višenamjenskog
vojnog helikoptera MI-171Sh.

A very impressive part of the show was

the flypast by a MIG-21 fighter plane,
which was followed by an even more
exciting performance by Krila Oluje, a
team of acrobatic pilots who presented
their top-notch flying skills in Pilatus
aircraft, which was followed by a
parachute drop from a multipurpose
MI-171Sh military helicopter.

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strana 113 page
 Aerodrom u Lučkom

Proslavu stote obljetnice letenja u Hrvatskoj uveličale su i dvije rijetko viđene The aviation show marking the 100th anniversary of flying in Croatia was graced by
letjelice: Ikarus Meteor, povijesna jedrilica Aerokluba Zagreb, sagrađena 1957. the presence of two rarely seen aircraft: the Ikarus Meteor, the legendary glider of
godine te sovjetski školski zrakoplov Polikarpov Po-2, sagrađen 1937. godine i Zagreb Aero Club, built in 1957, and the Soviet Polikarpov Po-2 trainer, built in 1937
obnovljen u Republici Sloveniji. and restored in Slovenia.

strana 114 page


Amaterski sagrađen Bagalini Colombo.
Aerodrom u Lučkom omiljeno je mjesto i za
priredbe aviomodelara koji uživaju velik ugled
u svijetu i na mnogim natjecanjima osvajaju
nagrade. Modelarstvo ima u Zagrebu dugu
tradiciju, još od tridesetih godina prošloga stoljeća.
Stjepan Bernfest, jedan od začetnika modelarstva,
na prvom je Svjetskom prvenstvu u modelarstvu
Bagalini Colombo built by an enthusiast.
1950. godine u Trollhattenu (Švedska) osvojio prvo
mjesto u pojedinačnoj konkurenciji.
Lučko Aerodrome has often been the site of scale
aircraft model shows, as Croatian builders enjoy
a very good reputation globally and have won
numerous prizes at many competitions. Scale
aircraft model building has a long tradition in
Zagreb, dating back to the 1930s. Stjepan Bernfest,
one of the veterans of scale aircraft model building,
won first prize in the individual competition at
the First World Championship, held in Trollhatten
(Sweden) in 1950.
strana 115 page
Aerodrom u Lučkom

U povodu stote obljetnice zrakoplovstva

u Hrvatskoj, fotograf Šime Strikoman
snimio je iz helikoptera na visini od
tristo metara milenijsku fotografiju.
Brojka 100, velika 100x250 metara,
oblikovana je od 73 aviona, helikopterâ
Hrvatske vojske i Ministarstva
unutarnjih poslova, Eurocoptera
Gavrilovića, Cesne, Pipera, Antonova,
jedrilica i motornih zmajeva te replike
prvog hrvatskog aviona konstruktora
Slavoljuba Penkale.

On the occasion of the 100th anniversary

of aviation in Croatia, photographer
Šime Strikoman took a millennium
photo from a helicopter flying at an
altitude of 300 meters. The number
100 formed 100x250 meters in size,
which was done with 73 airplanes,
Croatian Army and Ministry of Interior
helicopters, Euro copter owned by
Gavrilović, Cesnas, Pipers, Antonovs,
gliders, powered kites and a replica of
the first Croatian aircraft designed by
Slavoljub Penkala.

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strana 117 page
Aerodrom u Lučkom

strana 118 page

strana 119 page
 Pleso
Pleso
Nedaleko od Velike Gorice, pokraj sela Pleso, na području koje je već neko vri-
jeme bilo klasificirano kao pomoćno uzletište s travnatom pistom, njemačka
je vojska u ljeto 1943. godine počela gradnju betonske uzletno-sletne staze du-
gačke tisuću osamsto metara i niza rulnih staza. Prema ondašnjim standardima
gradnje, na sloj od deset centimetara šljunka nanesena je četrnaest centimetara
debela betonska konstrukcija, što je bilo dovoljno za sve ondašnje tipove zrako-
plova i potpuno funkcionalno.
U proljeće 1944. godine Pleso je postao glavni aerodrom za tranzitne prelete i
opskrbu gorivom njemačkih vojnih zrakoplova koji su djelovali na Balkanskom
poluotoku. Na aerodromu su bila tri hangara, veliki prostor za smještaj aviona,
skladište streljiva, skladište goriva i protuzrakoplovna obrana.
Zračna luka na Plesu bila je rulnim stazama povezana s uzletištem u Kurilovcu,
čijom se travnatom uzletno-sletnom stazom, dugačkom tisuću sto metara, ko-
ristilo još zrakoplovstvo Kraljevine Jugoslavije. Njemačko ratno zrakoplovstvo
ljeti 1944. godine obnovilo je i dogradilo hangar i radionice te skladišta.
strana 120 page
It was the summer of 1943 when the German Army started work on a
1,800-meter- long concrete runway and a number of taxiways near the village
of Pleso, not far from the town of Velika Gorica. The same location had already
been classified as an ancillary runway with a grass-covered surface for some
time. In line with existing construction standards, a concrete layer of 14 cm
was poured over a 10-cm layer of gravel, which provided an adequate surface
for all types of aircraft used at the time, ensuring full runway functionality.
In the spring of 1944, Pleso became the main airport for transit overflights
and the refuelling of German military aircraft on missions in the Balkan
Peninsula. The airport had three hangars, a large area for storing aircraft, an
ammunition warehouse, a fuel storage facility and an air defence unit.
Pleso Airport was linked by taxiways to the runway in Kurilovec, which was
1,000 meters long and had already been used by the air force of the Kingdom
of Yugoslavia. In the summer of 1944, German air force staff renovated and
enlarged the hangar, workshops and warehouses in Kurilovec.
 Južni dio aerodroma Pleso, snimljen
12. travnja 1944. Na betonskoj
uzletno-sletnoj stazi vide se strojevi te

N nedovršeni sjeverni kraj staze.

Southern part of the Pleso Airport in a

photo taken on 12 April 1944 showing
construction machinery on the
concrete runway and the unfinished
northern end of it..

NCAP RCAHMS
strana 121 page
 Pleso

Aerodrom Pleso snimljen 28.

svibnja 1944. Betonska uzletno-
sletna staza je dovršena, kao i
rulne staze na sjever, prema rijeci
Savi, te na jug, prema uzletištu
N
Kurilovec.

The Pleso Airport in a photo taken

on 28 May 1944, showing the
concrete runway already finished,
together with taxiways to the
north and the Sava River and to
the south, towards the Kurilovec
runway. NCAP RCAHMS

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strana 123 page
 Pleso

Jedina poznata fotografija snimljena

na vojnom aerodromu Pleso u vrijeme
Drugoga svjetskog rata. Iza pripadnika
njemačke Luftwaffe vidi se hangar za
zrakoplove. Izvorni potpis na poleđini
fotografije: kontrola leta, ožujak 1945.

The only known photo taken at the

Pleso military airport during World
War II. One can see the aircraft hangar
behind the German Luftwaffe soldiers.
Caption at the back of the photo: Air
traffic control, March 1945.

IZ ZBIRKE TOMISLAVA HARAMINČIĆA / COLLECTION TOMISLAV HARAMINČIĆ

strana 124 page
Nakon završetka Drugoga svjetskog rata ae-
rodrom na Plesu preuzela je jugoslavenska
vojska. U sljedećim godinama uzletno-sletna
staza pojačana je novim betonskim slojem
debelim osamnaest centimetara, a na prvih
dvjesto pedeset metara beton je bio debeo čak
dvadeset centimetara. Uzletno-sletna staza ta-
kođer je produžena na tamponskom sloju od
četrdeset pet centimetara šljunka, a sagrađena
je i usporedna rulna staza.
Feldmaršal Montgomery u
Zagrebu
Sredinom mjeseca rujna 1953. u Zagrebu
je boravio maršal britanske kopnene vojske
Bernard Montgomery. Proslavljeni ratni zapo-
vjednik, pozvan je na manevre Jugoslavenske
narodne armije. Na vojnom aerodromu na
Plesu dočekali su ga visoki vojni dužnosnici, a
18. rujna sastao se i s maršalom Josipom Bro-
zom, predsjednikom Jugoslavije i vrhovnim
vojnim zapovjednikom.
Pleso Airport was taken over by the Yugo-
slav Army at the end of World War II. In
the following years, the runway was further
reinforced by a with 18-cm-thick concrete
layer and the first 250 meters of the runway
were covered by an even thicker concrete
layer of 20 cm. The runway was also extend-
ed on a foundation of 45 cm of gravel, and a
parallel taxiway was built.
Field Marshal Montgomery
visits Zagreb
In the middle of September 1953, British
Army Field Marshal Bernard Montgomery
visited Zagreb. The famous war commander
was invited by the Yugoslav People’s Army to
attend its manoeuvres. He was met at Pleso
military airport by high ranking army offic-
ers and on 18 September had a meeting with
Marshall Josip Broz, President of Yugoslavia
and its chief military commander.
strana 125 page
 Pleso

strana 126 page

strana 127 page

Kad je sredinom pedesetih godina prošloga stoljeća postalo
izvjesno da travnata uzletno-sletna staza i pretijesna putnička
zgrada Aerodroma Zagreb u Lučkom više ne mogu slijediti
uznapredovali razvoj putničkog prometa, državne su vlasti
1958. godine odlučile da vojska dio svojeg prostora na Plesu
ustupi za civilni promet. Godinu dana poslije dovršena je nova
pristanišna zgrada i uređen okoliš pa je aerodrom registriran
za civilni međunarodni promet B kategorije.
Pleso
In the mid 1950s, it became evident that the grass-covered
Zagreb Airport runway at Lučko and its passenger terminal
were not big enough anymore to deal with the ever growing
volume of passenger transport. This was why in 1958, the
Government authorities decided that the army should let
civilian aircraft use part of Pleso Airport. A year later, a new
passenger terminal was finished and the surrounding area
refurbished so that the airport could be registered for inter-
national civilian B category traffic.
strana 128 page
strana 129 page
 Pleso

strana 130 page

strana 131 page
 Pleso

strana 132 page

strana 133 page
 Pleso

U Zagrebu rijetko viđeni gosti: Lockheed Super Constellation L-1049E krsnog

imena Rani Off Chittor, prvi od triju zrakoplova tog tipa koje je Air India kupila u
ožujku 1955. godine.

Rarely seen in Zagreb: a Lockheed Super Constellation L-1049E christened

Rani Off Chittor, the first of three aircraft of that type purchased by Air India
in March 1955.

strana 134 page

Zrakoplovna luka Zagreb
Prije pola stoljeća Narodni odbor grada Zagreba odlučio je
osnovati poduzeće za aerodromske usluge i dati mu naziv Zra-
koplovna luka Zagreb. Rješenjem koje je 27. listopada 1961.
godine potpisao predsjednik Narodnog odbora Većeslav Ho-
ljevac, novom je poduzeću iz gradskoga proračuna dodijeljeno
devet milijuna dinara početnog kapitala, a za prvog direktora
poduzeća u osnivanju imenovan je Alojz Tencer.
U tom je dokumentu naveden i djelokrug: održavanje, rekon-
strukcija i gradnja aerodroma, prihvaćanje i otprema zrakoplo-
va, utovar i istovar robe i pružanje usluga putnicima, opskrba,
popravak i smještaj zrakoplova, dovoženje i odvoženje putnika
do zrakoplovnog pristaništa i s njega, prodaja voznih karata
i rezervacija mjesta u avionima, pohrana prtljage, pružanje
ugostiteljskih i sličnih usluga putnicima te obavljanje ostalih
usluga koje su u neposrednoj vezi s redovitim poslovanjem
zračnog pristaništa.
Zagreb Airport
Half a century ago, the People’s Committee of the City of
Zagreb decided to establish a company for provision of
airport services under the name Zagreb Airport. The reso-
lution, signed on 27 October 1961 by the President of the
People’s Committee Većeslav Holjevac, allocated the sum of
9,000,000 dinars from the City Budget to the newly estab-
lished company as its initial capital, and Alojz Tencer was
appointed to the position of company director.
The same document specified the scope of activities of the
new company: the maintenance, reconstruction and con-
struction of the airport; the handling of aircraft; the load-
ing and unloading of goods; the provision of services to
passengers; supplying, repairing and storing of aircraft; the
transfer of passengers to and from the airport terminal; sale
of tickets and booking of aircraft seats; storage of luggage,
provision of catering and similar services; provision of other
services directly related to regular airport operations.
strana 135 page
 Pleso

Većeslav Holjevac (peti zdesna) s

delegacijom Grada Zagreba uoči
odlaska u Sjedinjene Američke Države
početkom šezdesetih godina prošloga
stoljeća.
Holjevac je bio vrlo uspješan
gradonačelnik, a posebno je
zapamćeno njegovo vizionarstvo
kojim je nadmašio sve prethodnike.
U komunizmu su svi funkcionari
uglavnom bili predsjednici, na primjer
predsjednici različitih gradskih
tijela, ili predsjednici općina… Samo
je Holjevac bio gradonačelnik. Za
jedanaestogodišnjeg obavljanja
dužnosti gradonačelnika, premostio je
rijeku Savu Mostom slobode, preselio
Zagrebački velesajam sa Savske ceste
u Novi Zagreb i na desnoj obali Save
sagradio stambena naselja koja do
danas zovemo Novim Zagrebom.

Većeslav Holjevac standing (fifth

from the right) with the Zagreb City
delegation before leaving for an official
trip to the USA in the early 1960s.
Holjevac was a very successful mayor,
and he is especially remembered as
a visionary who outperformed all his
predecessors. In the course of eleven
years as Zagreb’s mayor, he built “Most
slobode”(Croatian for Freedom Bridge)
across the Sava, moved the Zagreb Fair
from its location on Savska Road to
Novi Zagreb and built blocks of flats on
the right bank of the Sava, still today
called Novi Zagreb (Croatian for New
Zagreb).

strana 136 page

strana 137 page
 Pleso
Otvaranje granica, gospodarski razvoj
i nadasve atraktivna morska obala,
potkraj pedesetih godina prošloga
stoljeća počeli su privlačiti sve više
stranih turista.
strana 138 page
Towards the end of the 1950s, the
number of foreign tourists started going
up due to the opening up of the borders,
economic development and, above all,
the very attractive Adriatic coast.
strana 139 page
 Pleso

U travnju 1960. godine indonezijski predsjednik Ahmed Sukarno, jedan od suosnivača In April 1960, President of Indonesia, Ahmed Sukarno, one of the founders of the Non-
Pokreta nesvrstanih, nekoliko je dana boravio u službenom posjetu Jugoslaviji. aligned movement, came on an official visit to Yugoslavia. His wife, Hartini, came to
Njegova supruga Hartini posebnim je avionom doputovala u Zagreb i zadržala se cijeli Zagreb on a special flight and spent the whole day sight-seeing.
dan u razgledanju gradskih znamenitosti.

strana 140 page

Putnika je sve više
Godine 1960. Zrakoplovna luka Zagreb ugostila je oko pedeset
tisuća putnika. Zahvaljujući otvaranju novih linija i sve većim
zrakoplovima, u sljedeće dvije godine broj putnika enormno
se povećao. U 1964. godini kroz malo zagrebačko zračno pri-
stanište prošlo je više od sto četrdeset tisuća putnika, a sljedeće
godine bilo ih je više od sto sedamdeset tisuća. Prihod od
17.325 dolara ostvaren 1963. godine, u 1964. narastao je na
32.625 dolara. Za jedno slijetanje velikog putničkog zrakoplova
poput Boeinga 707 aerodrom naplaćuje 338 dolara te još 235
dolara za prihvat i otpremu. O kakvom je iznosu riječ, bit će
jasnije ako se zna da se prihodom od samo jednog slijetanja
moglo isplatiti dvanaest prosječnih plaća.
Dobro poslovanje i ostvareni prihodi bili su snažan poticaj za
intenziviranje planova o gradnji nove pristanišne zgrade.
Passenger numbers on the rise
In 1960, Zagreb Airport hosted about 50,000 passengers,
and their numbers went up sharply over the next two years,
as new air routes were opened and larger aircraft came
into use. In 1964, the small Zagreb Airport saw more than
140,000 passengers, and the number went up to above
170,000 in the following year. In 1963, revenues were US$
17,325, and in 1964, the figure went up to US$ 32,625. The
landing charge for a large passenger aircraft was US$338,
and the handling and take-off charge was another US$ 235.
For comparison, it should be noted here that revenues from
one aircraft landing would be enough to pay 12 average
salaries.
Good business results and revenues led to an more intensifi-
cation of new passenger terminal construction plans.
strana 141 page
 Pleso
Godine 1966. uzletno-sletna staza produžena je za 364 metra, na 2864
metra, a na cijeloj je dužini ojačana i proširena na četrdeset pet metara.
Time je omogućeno slijetanje velikih aviona kao što su Boeing 707 od
136 tona, DC-8 od 132 tone, IL-18 i drugi. Najteži avion koji je do tada
slijetao u Zagrebu bio je Caravelle, težak 48 tona. Istodobno je rulna
staza s petnaest metara proširena na 18,75, a površina stajanke poveća-
na je na šezdeset tisuća četvornih metara. Sagrađena je i nova upravna
zgrada s kontrolnim tornjem te više pratećih i infrastrukturnih objekata
i sadržaja.
Sredinom 1966. godine Zrakoplovna luka Zagreb preimenovana je u
Aerodrom Zagreb.
strana 142 page
In 1966, the runway was extended by another 364 meters to 2,864
meters, and was also widened along its entire length to 45 meters.
This made it possible for large aircraft to land, including Boeing 707
of 136 tons, DC-8 of 132 tons, IL-18 and others. Before that recon-
struction, the heaviest aircraft to land in Zagreb was Caravelle, of 48
tons. Simultaneously, the taxiway was widened from 15 to 18.75 m,
and the apron surface was extended to 60,000 m2. A new administra-
tion building was built, including a control tower and a number of
ancillary and infrastructure buildings and facilities.
In 1966, the airport changed its official name from Zrakoplovna
luka Zagreb to Aerodrom Zagreb.
Godine 1967. opsluženo je gotovo deset tisuća aviona i oko
sto osamdeset tisuća putnika, a količina tereta dosegla je dvije
tisuće tona. Osim domaćih kompanija, JAT-a, Adria Aviopro-
meta i Pan Adrije, u Zagrebu na svojim redovitim linijama sli-
jeću i avioni stranih kompanija Lufthansa, ČSA, Swissair, KLM,
LOT, Interflug i Malev, a još dvadesetak stranih kompanija
održava svoje charter linije.
In 1967, the number of aircraft handled was almost 10,000,
the number of passengers was about 180,000 and cargo vol-
ume reached 2,000 tons. In addition to the domestic airline
companies, JAT, Adria-Aviopromet and Pan Adria, a num-
ber of foreign airline companies operated scheduled flights
landing in Zagreb, among them Lufthansa, ČSA, Swissair,
KLM, LOT, Interflug and Malev, and another 20 foreign air-
line companies operated regular charter flights landing in
Zagreb as well.
strana 143 page
 Pleso

strana 144 page

strana 145 page
 Pleso
Nova pristanišna zgrada
Još u lipnju 1966. godine sve su zagrebačke dnevne novine
najavile da će nova pristanišna zgrada biti svečano predana
na uporabu 1. srpnja, gotovo četiri godine nakon polaganja
temeljnog kamena. U te četiri godine radovi su dva puta pre-
kidani, a prvotni projekti i planovi korigirani i dopunjavani.
Dovršenje je kasnilo uglavnom zbog nedostatka novca, ali
i zbog mnogih drugih nepredvidivih okolnosti. Malo je tko
mogao predvidjeti da će se zračni promet u Zagrebu razvijati
tako brzo kao što se to dogodilo u posljednjih pet godina. Broj
putnika i aviona godišnje se povećavao prosječno za trideset
posto, pa je tijekom gradnje postalo evidentno da je povećanje
kapaciteta neminovno.
Prema novinskim izvješćima iz tog vremena, za pristanišnu
zgradu, koju je projektirao arhitekt Josip Uhlik, a unutrašnjost
arhitekt Bernardo Bernardi, potrošeno je oko sto milijuna no-
vih dinara (preračunato – oko 32 milijuna njemačkih maraka)
te još oko osamsto tisuća za komunalije, parkirališne prostore i
uređenje okoliša.
strana 146 page
A new passenger terminal
In June 1966, every Zagreb daily newspaper announced that
a new passenger terminal would be opened in a ceremony
scheduled for 1 July, almost four years after works had
started. In the course of these four years, work was discon-
tinued twice, and the original plans and designs altered and
amended. Completion was delayed mostly due to lack of
funds, but also due to other unforeseen factors. Air traffic
had developed much faster over the previous five years than
anyone could have predicted. The number of passengers and
aircraft had been going up by 30% on average every year,
and it had already become evident while work was under-
way that an increase in capacity was absolutely necessary.
Contemporary newspaper reports said that the passenger
terminal building was designed by architect Josip Uhlik, and
the interior by architect Bernardo Bernardi, and the total
cost was about 100,000,000 new dinars (equal to about 32
million German marks) while another 800,000 were spent
on utilities, parking lots and work on the surrounding area.
strana 147 page
 Pleso

strana 148 page

Unatoč najavama, nova pristanišna zgrada otvorena je tek go-
dinu dana poslije, 1967. godine. Time je završena prva etapa
gradnje nakon koje se, već u rujnu 1967., pristupilo izradi no-
vih studija i projekata za daljnje proširenje.
U pristanišnoj zgradi otvorene su nove prodavaonice i mje-
njačnice, a poslovna registracija tvrtke proširena je na vanjsko-
trgovačke i komercijalne djelatnosti, tehničke usluge aviokom-
panijama, iznajmljivanje poslovnog prostora i oglašavanje.
Aerodrom Zagreb postao je ravnopravnim članom obitelji
međunarodnih aerodroma s kojima je povezan, svakim danom
sa sve više redovitih i izvanrednih zračnih linija, i broj putnika Zagreb Airport became a fully fledged member of the fam-
sve je više rastao.
Contrary to announcements made by the newspapers, the
new passenger terminal was not opened until a full year
later in 1967. This marked the end of the first stage of con-
struction works, as further expansion studies and designs
were started in September 1967.
New shops and exchange offices were opened in the new
terminal building, and the company’s scope of activities was
extended to include foreign trade and commercial activity
as well as technical services for airline companies, rental of
office space and advertising.
ily of international airports with connections growing more
frequent, as the number of scheduled and unscheduled
flights and passengers went up on a daily basis.
strana 149 page
 Pleso

strana 150 page

Frankfurt-München-Zagreb Frankfurt-Munich-Zagreb

U petak, 24. kolovoza 1967. godine na Aerodrom Zagreb prvi je puta sletio
Boeing 727 njemačke zrakoplovne kompanije Lufthansa. Bio je to prvi let na
novouspostavljenoj stalnoj liniji Frankfurt-Bukurešt s međuslijetanjima u
Münchenu i Zagrebu.
Putnike i posadu na aerodromu pozdravio je Hans Eilers, direktor Lufthansine
sekcije za Europu, a predstavnici zagrebačkog Turističkog saveza darovali su
im cvijeće i publikacije o Zagrebu i njegovim znamenitostima.
On Friday 24 August 1967, a Boeing 727 aircraft of German airline company
Lufthansa landed for the first time at Zagreb Airport. This was the first of sched-
uled flights on the route between Frankfurt and Bucharest, with stopovers in
Munich and Zagreb.
The passengers and aircraft crew were greeted at the airport by Hans Eilers, head
of the Lufthansa department for Europe, while representatives of the Zagreb
Tourist Board offered flowers and publications about Zagreb and its sights.

strana 151 page

 Pleso
Četrdeset godina
od prvog leta
U četvrtak, 15. veljače 1968. godine, ob-
novljene su uspomene na povijesni dan
putničkog zrakoplovstva u Zagrebu, na
dan kad je prije četrdeset godina sve-
čano otvorena prva putnička avionska
linija.
I baš kao tog 15. veljače 1928. godine, u
Zagreb su doletjeli beogradski novinari
i snimatelji, ali ovaj put ne Potezom-29,
nego Caravellom. A njihovi zagrebački
kolege nisu ih dočekali na Borongaju,
nego na Plesu, na suvremenom među-
narodnom Aerodromu Zagreb.
Na jubilarnom letu Caravellom uprav-
ljao je kapetan Miloš Ilić. U sedmeročla-
noj posadi uz njega su bili pilot Miodrag
Marinković i navigator Miomir Kozarski
te domaćice Ksenija Radulović, Jagoda
Krstić, Gordana Stojanović i Mirjana
Maoduš.
strana 152 page
Forty years since
the first flight
On Thursday 15 February 1968, a cere-
mony was organized to mark a historic
day in passenger air traffic in Zagreb,
as it was forty years to the day that the
first scheduled passenger flight had
landed at the airport.
As had been the case on 15 February
1928, journalists and reporters from
Belgrade landed in Zagreb, but this
time not aboard a Potez-29, but a Car-
avelle. However, their colleagues from
Zagreb did not meet them at Borongaj,
but at Pleso, the state-of-the art inter-
national Zagreb Airport.
On that special flight, the Caravelle
was flown by Captain Miloš Ilić. The
seven-member crew consisted of pi-
lot Miodrag Marinković, navigator
Miomir Kozarski, and hostesses Kseni-
ja Radulović, Jagoda Krstić, Gordana
Stojanović and Mirjana Maoduš.
Proširenje kapaciteta 1968. godine
Ni najveći optimisti nisu mogli predvidjeti da će Aerodrom Za-
greb samo kratko vrijeme nakon gradnje novih zgrada postati
jednom od najprometnijih zračnih luka u srednjoj Europi. Pla-
niralo se da će se u 1968. godini aerodromskim uslugama kori-
stiti oko dvjesto tisuća putnika, no ta je brojka premašena već u
ljetnim mjesecima. Do kraja godine bilo ih je više od tristo osam
tisuća, a količina tereta dosegla je tri i pol tisuće tona.
Osim domaćih avioprijevoznika, redovite avionske linije sa Za-
grebom te godine održava sedam inozemnih kompanija:
Lufthansa, Swissair, KLM, Interflug, ČSA i Lot. Za sljedeću go-
dinu Air France najavljuje otvaranje redovite linije Pariz-Zagreb-
Sofija, austrijska kompanija AUA najavljuje pregovore o letovima
od Beča preko Zagreba do Beograda, a ima naznaka da bi 1969.
Al-Italia mogla otvoriti liniju Rim-Zagreb i dalje prema istoku.
Prema najavama, BEA se priprema za uvođenje redovite linije
London-Zagreb, američka kompanija TWA pokazuje zanimanje
za redovitu liniju od New Yorka do Zagreba, a Lufthansa najav-
ljuje da će broj letova preko Zagreba u Bukurešt povećati na pet
u tjednu.
I godina 1968. je godina velikih investicija: kupljena je nova
oprema za održavanje aerodroma i čišćenje snijega, stajanka je
proširena pa može primiti dvanaest Caravella, a kupljeni su i au-
tobusi za prijevoz putnika od pristanišne zgrade do aviona.
Capacity expansion in 1968
Not even the most optimistic forecasts could have predicted
that Zagreb Airport would, so soon after its enlargement had
been completed, become one of the busiest airports in Central
Europe. It was originally forecast that in 1968 airport’s servic-
es would be used by about 200,000 passengers, but the actual
figures were already higher in the summer of that year. By the
end of 1968, the number of passengers was more than 308,000
and cargo volume was 3,500 tons.
In 1968, regular scheduled flights were run by domestic airline
companies and seven foreign ones: Lufthansa, Swissair, KLM,
Interflug, ČSA and Lot. Air France announced the opening of
its own scheduled flight from Paris via Zagreb to Sofia for the
following year, and Austrian’s AUA announced negotiations
to start regular flights from Vienna to Belgrade via Zagreb,
and there were indications that in 1969 Al-Italia would start
scheduled flights from Rome to Zagreb and then further to
the east. BEA also announced its intention to start scheduled
London-Zagreb flights, and US’s TWA expressed interest tin
starting scheduled flights from New York to Zagreb. Lufthansa
announced the intention to increase the weekly number of
flights via Zagreb to Bucharest to five.
The year 1968 was also a year of large investments: new equip-
ment was purchased for airport maintenance and snow clean-
ing in winter, the apron was enlarged in order to receive 12
Caravelle aircraft, and new buses were purchased for passen-
ger transfers from the terminal to the aircraft.
strana 153 page
 Pleso

Aerodrom Pleso postaje sve posjećenije izletište

Zagrepčana: ovih dana bit će u vidikovcu
(tornju) otvoren buffet, a na krovu pristanišne
zgrade i restoran. U šumi je uređen prostor
za igru djece, a svake subote od 10 do 17 sati
može se uživati u “panoramskom letenju”.
Turistički avioni koji primaju tri putnika, kruže
nad Zagrebom 15 minuta. Plaća se po osobi
50 dinara. Eto još prilike – da pogledate svoj
grad iz zraka. Prijave se primaju na šalteru
“Generalturista” na aerodromu.
(Iz Večernjeg lista od 19. svibnja 1968. godine)

Pleso Airport has become more and more

attractive as an excursion destination for
the inhabitants of Zagreb: a café has opened
in the observation tower, and a restaurant
on the roof of the passenger terminal. A
children’s playground has been built among
the trees surrounding the terminal, and every
Saturday from 10 am to 5 pm, panoramic
flights are on offer. Touring aircraft, seating
three passengers, fly in circles above Zagreb
for 15 minutes. The charge per person is 50
dinars, so this is yet another opportunity to
enjoy a bird’s eyeview of your city. Apply at the
“Generalturist” desk at the airport.
(From a report published in Večernji list of
19 May 1968).

strana 154 page


Dugo toplo ljeto i Roy Thinnes A long hot summer
and Roy Thinnes
Holivudski glumac Roy Thinnes bio je 1968.
godine u ovome dijelu Europe nevjerojatno
popularan kao Ben Quick, glavni junak televi-
zijske serije Dugo toplo ljeto.
Ljeti 1968. godine Roy Thinnes se na proputo-
vanju nakratko zadržao na zagrebačkom ae-
rodromu. Ostao je iznenađen kad je na terasi
pristanišne zgrade i svim okolnim prostorima
vidio nekoliko tisuća obožavatelja, mahom
žena, koje su došle na Pleso da bi ga vidjele i
pozdravile.
In 1968, Hollywood actor Roy Thinnes was
immensely popular in this part of Europe
as Ben Quick, the main character in the TV
series A Long Hot Summer.
In the summer of 1968, Roy Thinnes landed
at Zagreb Airport on his way to another
destination and was surprised to see several
thousand fans, mostly women, waiting to
greet him at Pleso Airport.
Revija Studio na naslovnici i na
poleđini objavila je fotografije s
dočeka televizijske zvijezde, ugodno
iznenađene oduševljenom publikom,
jer do tada taj glumac još nigdje nije
doživio takvu pozornost.
The magazine Studio had photos of the
airport reception prepared for the TV
star on both its front and back cover.
Roy Thinnes was taken by surprise, as
he had never been received with such
enthusiasm anywhere else.

strana 155 page

 Pleso

Od 1967. godine promet putnika rastao je pro-
sječno trideset pet posto godišnje. Kad je 1970.
godine zabilježeno više od dvadeset tisuća avio-
na, a broj putnika dosegao šesto četrdeset tisuća,
postalo je očito da se aerodromski kapaciteti za
prihvat i otpremu aviona i putnika moraju po-
većati.
Starting in 1967, passenger numbers
increased on average by 30% every year.
In 1970, the number of aircraft handled
exceeded 20,000 and the number of pas-
sengers went up to 640,000. It was obvious
that airport aircraft and passenger han-
dling capacities had to be enlarged.

U srpnju 1971. godine izrađen je Plan razvoja
Aerodroma Zagreb od 1972. do 1975. godi-
ne, kojim su predviđeni građevinski zahvati i
kupnja opreme za modernizaciju i proširenje
aerodromskih kapaciteta. Stručne službe Aero-
droma Zagreb u kolovozu iste godine izradile su
i elaborat kojim su istaknuli prednosti gradnje
nove uzletno-sletne staze, kao bolju varijantu
od planiranog rekonstruiranja postojeće, no
niz okolnosti osujetio je planove da zagrebački
aerodrom, poput mnogih drugih suvremenih
zračnih luka u svijetu, dobije i drugu uzletno-
sletnu stazu.
In July 1971, The Zagreb Airport Devel-
opment Plan 1972-1975 was prepared,
including the construction work and pur-
chasing of equipment needed to expand
and upgrade airport capacity. In August
of the same year, a study was prepared
by Zagreb Airport experts, where all the
benefits from the construction of a new
runway were presented as being superior
to reconstruction of the existing runway.
However, there were a number of adverse
circumstances and in the end the second
runway was not built, although this option
was the one adopted by numerous airports
elsewhere in the world.
Izlazak iz prostorne krize i premalenih
kapaciteta, detaljno je analiziran u
Planu četverogodišnjeg razvoja kojim
su predložena i rješenja za proširenje
pristanišne zgrade i gradnju nove
uzletno-sletne staze.
How to solve the problem of restricted
space and inadequate capacities was
analysed in detail in the four-year
development plan, with solutions
proposed for the expansion of the
terminal building and the construction
of a new runway.

strana 156 page

Richard Nixon u Zagrebu
U sklopu svoje europske turneje, američki predsjednik Richard
Nixon 1. listopada 1970. godine svojim je zrakoplovom Air
Force One sletio na zagrebački aerodrom. Nakon državničkog
dočeka i dobrodošlice koju mu je na aerodromskoj stajanki
poželio jugoslavenski predsjednik Josip Broz, dvojica predsjed-
nika automobilom su se odvezla do Trga svetog Marka na Gor-
njem gradu. Unatoč kišnom vremenu, putem ih je pozdravilo
više od stotinu tisuća ljudi.
Prema pisanju novina The New York Times i Newsweek, Za-
grepčani su bili jedini koji su američkom predsjedniku prire-
dili topao i entuzijastičan doček kakav tijekom cjelokupnog
putovanja Europom nigdje nije imao.
Nixonov posjet Zagrebu ponajviše se pamti po zdravici koju je
izgovorio u Banskim dvorima, a koju je završio usklikom Ži-
vjela Hrvatska, živjela Jugoslavija!
Richard Nixon visits Zagreb
On his tour of Europe, US President Richard Nixon landed
at Zagreb Airport in Air Force One on 1 October 1970.
After the official ceremony and welcome expressed by Yu-
goslav President Josip Broz, the two statesmen went by car
to St Mark’s Square in Zagreb’s Upper Town. In spite of the
rain, the streets along their route were lined with more than
100,000 people greeting them with enthusiasm.
According to reports in The New York Times and Newsweek,
the people of Zagreb greeted the US President with an en-
thusiasm not encountered anywhere else during his tour of
Europe.
Nixon’s visit to Zagreb is best remembered for the toast he
gave in the Banski dvori government building, as he closed
his toast by exclaiming: “Long live Croatia, long live Yugo-
slavia!”
strana 157 page
 Pleso

strana 158 page

Putnika je sve više
Na početku 1972. godine Aerodrom Zagreb
od avionskih je kompanija preuzeo registra-
ciju putnika na domaćim i međunarodnim
linijama. Time je zaokružen skup djelatnosti
koje je od svojeg osnutka, prije deset godina,
postupno preuzimao te tako ostvario namjere
da vodi potpunu brigu o putniku, od njegova
dolaska u pristanišnu zgradu do ulaska u avi-
on. Preuzimanjem registracije putnika za tri
domaće, osam stranih i sve čarter kompanije,
Aerodrom Zagreb, prema vrstama usluga koje
pruža, ubraja se u red srednje razvijene zračne
luke u Europi.
Number of passengers
increases
In early 1972, Zagreb Airport was ready to
take over from airline companies all activi-
ties related to passengers checking-in on
domestic and international flights. This was
the last in a series of passenger services tak-
en over by the airport since it had started its
operations ten years earlier, when the goal
had been set that the airport should provide
passengers with the full set of services re-
quired from the moment they enter the ter-
minal building until they board their plane.
Passenger check-in services taken over by
the airport were provided to passengers of
three domestic, eight foreign and all charter
airline companies using the airport. The new
service range meant that the airport was
now grouped among European airports that
had reached a medium level of development.
strana 159 page
 Pleso

Prve subote u mjesecu kolovozu 1972.

godine, zagrebački je aerodrom ugostio
više od pet i pol tisuća putnika. Služba
za opskrbu aviona hranom toga je
vikenda pripremila više od dvije tisuće
obroka za putnike aviona koji su
polijetali iz Zagreba, a aerodromski
restoran posjetilo je više od pet tisuća
gostiju.
Mjesec dana prije, u srpnju,
aerodromskim je prostorima prošlo
sto osamnaest tisuća putnika. U prvih
sedam mjeseci 1972. godine putnika je
bilo više od šesto tisuća, a prevezeno je i
četiri i pol tisuće tona robe i oko četiristo
tona poštanskih pošiljaka.

On the first Saturday in August 1972,

Zagreb Airport was host to more
than 5,500 passengers. On that same
weekend, the airport catering services
prepared more than 2,000 meals for
passengers on outgoing flights and the
Airport restaurant recorded more than
5,000 customers.
A month earlier, in July, 118,000
passengers used the airport, and in the
first seven months of 1972, the number
of passengers went up further to above
600,000, together with 4,500 tons of
cargo and about 400 tons of mail.

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 After rather difficult negotiations
Otmičari na Plesu Hijackers at Pleso while the hijacked plane was waiting
at the end of the runway, the German
Potkraj listopada 1972. godi- Towards the end of Octo- government agreed to free the three
people it had under arrest. They were
ne na Pleso je sletio Boeing ber 1972, a Boeing 727-30
flown to Zagreb in a special plane, but
727-30 njemačke kompanije airplane owned by German the German government asked that the
passengers taken hostage in the Boeing
Lufthansa koji je s trinaest company Lufthansa landed
be released before the special plane
putnika i sedam članova po- at Pleso. It was flying from was refuelled to continue its flight.
The hijackers refused and threatened
sade letio iz Beiruta preko Beirut via Nicosia to Ankara
to blow up both the plane and the
Nikozije u Ankaru, ali su ga with 13 passengers and 7 hostages if they were not given fuel
within one hour.
palestinski otmičari prisilili crew members, when it was
da sleti u Zagreb. Otmicom forced by Palestinian hijack- Together with the airport staff, who
proved fully capable of handling the
i uzimanjem talaca, željeli su ers to land in Zagreb. They
crisis situation, the first of its kind in the
ishoditi puštanje na slobodu took the passengers hostage history of Zagreb Airport, the real hero
of the drama was the consul general
trojice Palestinaca koje su nje- and demanded that three
of the Federal Republic of Germany in
mačke vlasti zatočile nakon Palestinians, who had been Zagreb, Kurt Laqueur (first on the right
in the first photograph). He signed the
što su na Olimpijskim igrama imprisoned by the German
order to refuel the hijackers’ plane,
u Münchenu oteli i usmrtili authorities after taking 11 contrary to the orders of the German
Government. Once the hijackers’
jedanaest članova izraelske members of the Israeli na-
demands were met, they took off and
reprezentacije. tional team at the Munich landed in Tripoli, where the hostages
were freed.
Olympic Games hostage and
killing them, be released. Because he acted contrary to the
German Government’s orders,
Kurt Laqueur had to face serious
Nakon prilično teških pregovora, dok je oteti zrakoplov stajao na kraju uzletno- sletne staze, njemačka vlada pristala je osloboditi trojicu uhićenih. Prevezla ih je posebnim consequences. He was threatened with
avionom u Zagreb, ali je zahtijevala da se putnici iz otetog Boeinga oslobode prije nego što avion dobije gorivo za nastavak puta. Otmičari na to nisu pristali, nego su drastic punishment, but the testimonies
zaprijetili da će, ne dobiju li gorivo u roku od jednog sata, avion i taoce raznijeti eksplozivom. of numerous witnesses confirmed that,
Uz aerodromske službe koje su se pokazale izuzetno spremnima za rješavanje krizne situacije, dotad nezabilježene u povijesti zagrebačke zračne luke, junak te drame bio given the situation on the ground,
je generalni konzul Savezne Republike Njemačke u Zagrebu, Kurt Laqueur (na prvoj slici prvi zdesna). On je, unatoč protivljenju njemačke vlade, potpisao nalog da se oteti refusing to refuel the hijacked plane
avion napuni gorivom. Nakon što je njihovu zahtjevu udovoljeno, otmičari su odletjeli u Tripoli gdje su putnici oslobođeni. would have resulted in unwanted
Zbog postupka suprotnog naredbama iz Bonna, njemački generalni konzul Kurt Laqueur imao je poslije velikih neugodnosti. Prijetila mu je drastična kazna, ali je ipak consequences and the deaths of
rehabilitiran, jer je izjavama mnogih svjedoka potvrđena delikatnost situacije u kojoj bi uskraćivanje goriva otmičarima zasigurno prouzročilo nesagledive posljedice i innocent passengers.
smrt nedužnih putnika u otetom avionu.

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 Pleso

U 1973. godini
aerodromske su službe
obavile gotovo trideset
tisuća prihvata i otpreme
zrakoplova, pristanišnom
je zgradom prošlo više
od milijun i dvjesto tisuća
putnika i prevezeno je oko
devet tisuća tona tereta.
Da bi se moglo udovoljiti
naraslim prometnim
zahtjevima, sagrađene su
zgrade za novu Tehničku
bazu i skladište tehničke
robe, a kupljena je i nova
mobilna oprema za ukrcaj
prtljage.

In 1973, Zagreb Airport

services handled landing
and take-off of almost
30,000 aircraft, the
airport terminal was
used by more than
1,200,000 passengers
and about 9,000 tons of
cargo were handled. In
order to meet growing
demand for the transport
services provided, a new
technical base facility
and technical items
warehouse were built
and new luggage loading
mobile equipment was
purchased.

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Dva mjeseca bez putnika Two months without passengers

Dva mjeseca, od 24.lipnja do 25. kolovoza 1974. godine, za- Zagreb Airport was closed to traffic for two months in 1974,
grebački je aerodrom bio zatvoren za promet. Letjelo se preko from 24 June to 25 August. Flights were re-routed to Lju-
ljubljanskog aerodroma na Brniku, do kojeg su se putnici pre- bljana Airport at Brnik and passengers were taken to Brnik
vozili autobusima. by bus.

strana 163 page

 Pleso
U ta dva mjeseca uzletno-sletna staza produžena je na 3250
metara i proširena na šezdeset metara, modernizirani su radi-
onavigacijski uređaji, pa je zračna luka osposobljena za prihvat
svih vrsta komercijalnih zrakoplova koji su tada u svijetu bili u
prometu, čak i najvećih širokotrupnih. Uz pristanišnu zgradu
sagrađen je i moderno opremljen aneks površine 3680 četvor-
nih metara, namijenjen međunarodnom prometu.
Planirana rekonstrukcija rulne staze, nažalost, nije mogla biti
izvedena, jer je nedostajalo novca. U modernizaciju je uloženo
dvjesto sedamdeset milijuna dinara, a na prigodnoj svečanosti
25. kolovoza 1974. godine završetak radova simbolično je pro-
glasio Ivo Vrhovec, predsjednik Skupštine grada Zagreba.
strana 164 page
During the two months of closure, the airport runway
was extended to 3,250 meters and widened to 60 meters,
radio navigation equipment was upgraded, and the airport
was ready to handle any type of commercial aircraft used
globally, even the largest wide-bodied ones. An annex was
built next to the existing terminal building, with a surface
area of 3,680 square meters and state-of-the art equipment,
to be used for international traffic.
The planned reconstruction of the taxiway could not be
completed because of lack of money. 270,000,000 dinars
were invested in the project, and the new facility was opened
by Ivo Vrhovec, Chair of the Zagreb City Assembly at a
ceremony held on 25 August 1974.
strana 165 page
 Pleso

strana 166 page

 Na rekonstruiranu
uzletno-sletnu stazu
prvi je sletio JAT-ov
DC-9 iz Ljubljane,
a u prva dva dana
nakon završetka
radova bilo je više
od dvanaest tisuća
putnika.

The first aircraft

to land on the
reconstructed
runway was a JAT
DC-9 from Ljubljana,
and the number of
passengers handled
in the first two
days after the work
completion was
more than 12,000.

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 Pleso

Prve nedjelje u studenome

1974. godine u Zagreb je iz
Züricha doletio Swissairov
avion s više od dvadeset tona
različitog tereta. Tim je letom
na Aerodromu Zagreb otvorena
prva Swissairova teretna linija
na kojoj su avioni letjeli svake
nedjelje.

On the first Sunday in November

1974, a Swissair aircraft flying
from Zürich landed in Zagreb,
carrying more than 20 tons of
cargo. This was the first Swissair
scheduled cargo flight to Zagreb.
This continued to take place
every Sunday.

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Najsuvremenija oprema
U 1975. godini na zagrebački je aerodrom sletjelo i s njega po-
letjelo više od šesnaest tisuća aviona koji su prevezli milijun i
četiristo osamdeset pet tisuća putnika.
Aerodromska je infrastruktura obogaćena najmodernijom
opremom za slijetanje u magli (ILS, Instrumental Landing Sy-
stem), a na os uzletno-sletne staze postavljena je nova rasvjeta.
State-of-the-art equipment
In 1975, Zagreb Airport handled the landing and take-off of
more than 16,000 aircraft with 1,485,000 passengers.
Airport infrastructure was upgraded with state-of-the-art
equipment for landing in foggy weather (ILS, Instrumen-
tal Landing System), and runways were provided with new
lighting.
strana 169 page
 Pleso

Ubrzanim razvojem zračnog prometa,

posebice u ovome dijelu svijeta, u
drugoj polovici sedamdesetih godina
prošlog stoljeća i na zagrebačkom se
aerodromu enormno povećao broj
aviona i putnika. Vrhunac će biti u
1979. godini kad je ostvareno više
od trideset sedam tisuća polijetanja i
slijetanja i gotovo dva milijuna putnika,
a prevezeno je i više od petnaest tisuća
tona robe. Aerodromski kapaciteti tih
su godina ponovno postali premali.
Planski dokumenti za osamdesete
godine predviđali su daljnji rast
prometa; bilo je izvjesno da aerodromu
predstoji treća etapa razvoja. Njome će,
kao najvažnija zadaća, biti obuhvaćeno
proširenje stajanke na dvadeset
parkirališnih mjesta, rekonstrukcija
rulne staze i dogradnja putničke zgrade.

In the second half of the 1970s, traffic

was growing fast, especially in south-
eastern Europe, and Zagreb Airport
recorded an enormous increase in the
number of passengers and planes. A
peak was reached in 1979, when the
number of landings and take-offs
exceeded 37,000; there were almost
2,000,000 passengers and more than
15,000 tons of cargo. However, airport
capacity proved a limiting factor one
more time. It was expected that traffic
volume would continue to grow and
there was no doubt that the airport was
ready for its third development phase.
It was necessary to widen the apron
so that it could hold 20 parked planes,
reconstruct the runway and build an
extension to the passenger terminal.

strana 170 page

strana 171 page

Zračna luka je pretijesna
S oko trideset pet tisuća polijetanja i slijetanja u 1976. godini,
milijun i pol usluženih putnika i deset i pol tona tereta, zagre-
bački je aerodrom u to vrijeme bio najprometniji u jugoistoč-
noj Europi. No skučenost prostora bila mu je glavna zapreka
za daljnji razvoj. Još početkom godine nametnula se potreba
proširenja rulne staze i pristanišne zgrade te gradnja još nekih
pratećih objekata. Rulna staza smatrala se prioritetom, jer za
njezinu obnovu prije dvije godine nije bilo dovoljno novca, pa
su se na njoj, pod teretom zračnih grdosija, od kojih su neke
težile i do sto pedeset tona, već na nekoliko mjesta pokazale
pukotine. Gorući problem bila je i stajanka. Na njoj se, naime,
prema novousvojenim propisima o zračnom prometu smjelo
smjestiti najviše osam aviona. Dakako da je to bilo premalo, jer
u prometnim špicama potrebe su bile gotovo dvostruko veće.
Zato je postignut dogovor da se za parkiranje aviona privreme-
no, do 1. travnja 1977. godine, koristi dio rulne staze.
Četiri domaće i deset stranih kompanija na Plesu su u to vri-
Pleso
The Airport is too small
In 1976, Zagreb Airport was the busiest airport in south-
eastern Europe, handling a total of about 35,000 take-offs
and landings, 1,500,000 passengers and 10,500 tons of
cargo. What really hampered the airport’s further develop-
ment was limited space. It had already become obvious in
the beginning of the year that it would be necessary to en-
large the runway and terminal and to build further ancillary
facilities. Runway renovation was considered a priority, as
there had not been enough money to perform the neces-
sary work two years earlier, and cracks had appeared in the
runway surface because of the weight of the aircraft landing
there, as some were really heavy, weighing up to 150 tons.
Another pressing problem was the apron. According to the
most recent regulations on air traffic, not more than eight
planes could be parked there. This was not enough at all, as
the need in peak periods was almost two times greater. This
is why it was agreed that a part of the taxiway would be tem-
strana 172 page
jeme dnevno ostvarivale u prosjeku osamdeset polijetanja i
slijetanja. To je donosilo znatan prihod, ali Aerodrom Zagreb
sa svojih osam stotina zaposlenika nije mogao izdvojiti oko
dvjesto četrdeset milijuna dinara (oko trinaest milijuna dolara)
koliko se predviđalo za nužnu rekonstrukciju i gradnju. Mno-
gobrojni sastanci i rasprave državnih i gradskih institucija koje
su bile mjerodavne za zračni promet, nisu urodili nikakvim
rezultatom. Federacija je, u skladu s novim ustavnim odredba-
ma, prestala sudjelovati u gradnji aerodroma, republičke su se
vlasti od cijelog problema distancirale, a zagrebačka gradska
uprava izgovarala se nedostatkom novca. Novca je nedostajalo
i aerodromskoj upravi, koja nove bankovne kredite nije mogla
dobiti, jer je i s otplatom dotadašnjih zaduženja počesto
kasnila.
I tako je sve ostalo samo na planovima. Iako je nedostatak
novca bio vrlo ozbiljna prijetnja budućnosti zagrebačke zračne
luke, koja je u to vrijeme bila najprometniji državni aerodrom
za veze sa zapadnom Europom, rješenje se nije naziralo.
porarily used for parking planes until 1 April 1977.
At that time, there were four domestic and ten foreign air-
lines using Pleso with 80 landings and take-offs on average
daily. This activity generated considerable revenue, but Za-
greb Airport and its 800 employees could not set aside the
sum of about 240,000,000 dinars (about 13 million dollars)
needed for the reconstruction and construction work. Nu-
merous meetings and discussions took place in central and
local government institutions responsible for air traffic, but
without any result. In line with the new constitutional pro-
visions, the Federation stopped participating in the airport’s
development, the authorities of the Republic of Croatia
tried not to get involved, and the Zagreb city government
said they did not have any money. The airport management
had the same problem, and they were unable to get any new
bank loans, given the fact that they were frequently late with
the repayment of those loans they had already taken out.
And so the plans remained on paper only and there was no
solution in sight, despite the fact that the lack of funds pre-
sented a serious threat to the future development of Zagreb
Airport, which was at that time the busiest state airport
linking the whole country with western Europe.
strana 173 page
 Pleso

strana 174 page

 Rekonstrukcija i modernizacija rulne
staze, za koju je ugovor potpisan 28.
srpnja 1977.godine, nakon čak četiri
produljenja roka, napokon je završena
sredinom ljeta 1978. godine. Uzroci
kašnjenja bili su mnogobrojni: tehnička
dokumentacija nije dovršena na vrijeme
pa je odgođen predviđeni datum
početka radova, nova tehnologija
gradnje bila je veći problem nego što
su graditelji očekivali, vremenske su
prilike prečesto bile izrazito nepovoljne,
u cijeloj državi jedno vrijeme nije bilo
dovoljno armiranog željeza, a zatim
se još zakomplicirao odabir izvođača
radova za odvodnju vode sa stajanke.
No vrhunac nevolja svakako je bila
sveopća nestašica cementa.
I kad se već mislilo da su sve poteškoće
prebrođene, kad su radovi napokon
proglašeni dovršenima, pokazalo se
da je dio posla obavljen nedovoljno
kvalitetno pa je čak dvaput odbijeno
izdavanje uporabne dozvole.

The contract for the taxiway reconstruction and modernization was signed on 28
July 1977. Work was finally completed, after four deadline extensions, in the middle
of the summer of1978. The reasons for multiple delays were numerous: technical
documentation was not completed on time, which meant the planned start date
had to be postponed, new construction technology presented more of a problem
than the contractors had envisaged, weather conditions were more than often very
unfavourable, there was a shortage of reinforced concrete in the entire country for
a while, and then there were problems with the selection of contractors to perform
apron drainage works. However, the most serious difficulty was definitely caused by
the general shortage of cement.
And when it finally seemed the troubles were over and the work had been declared
completed, some work proved to have been performed at unacceptably low quality
levels, and the relevant authorities twice refused to issue a use permit.

strana 175 page

 Pleso

strana 176 page

 Na zagrebački aerodrom 16. prosinca
1978. godine prvi put sletio je
tromotorni mlazni širokotrupni avion
McDonnell Douglas DC-10, prvi od
četiriju zrakoplova tog tipa koje je
do 1989. godine kupila nacionalna
aviokompanija JAT. Tim je letom
otvorena novouspostavljena redovita
linija Beograd-Zagreb-New York.
Slijetanjima na zagrebački aerodrom
prethodila je intenzivna obuka
zaposlenika koji su radili na prihvatu
i otpremi, ali i u vatrogasnim i ostalim
aerodromskim službama.

On 16 December 1978, Zagreb

Airport handled the first landing of a
three-engine wide-bodied jet aircraft
McDonnell Douglas DC-10, the first of
four aircraft of that type purchased by
the national airline company JAT in
1989. This was the first scheduled flight
linking Belgrade, Zagreb and New York.
Landings at Zagreb Airport started
only after intensive training had been
completed not only by all the employees
handling the aircraft, but also by
fire-fighters and other airport service
employees.

strana 177 page

 Pleso

Godine 1979. Aerodrom Zagreb

dosegao je promet od dva milijuna
putnika, čak trideset pet tisuća slijetanja
i polijetanja aviona te više od petnaest
tisuća tona robe. Time se, ali i visokom
razinom usluga, uvrstio u srednje velike
i moderne europske zračne luke.

In 1979, the volume of traffic at Zagreb

Airport reached 2,000,000 passengers,
as many as 35,0000 aircraft take-offs
and landings, and over 15,000 tons of
cargo. Due to these figures, but also the
high quality of service, Zagreb Airport
was able to join the group of modern
mid-sized European airports.

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Odlukom Europske sekcije Međunarodne organizacije
civilnih aerodroma (ICAA), Zagreb je od 5. do 9. rujna 1980.
godine bio domaćin vrhunskim stručnjacima za zračni
promet. Pozivu za sudjelovanje odazvalo se više od stotinu
aerodroma iz dvadeset četiri europske države, ali i iz
Japana, SAD-a, Kenije, Indije, Alžira, Egipta i Hong Konga.
Glavne teme sastanka bile su sigurnost zračnog prometa,
štednja goriva, nužnost smanjenja zagađenosti i buke te
razvoj aerodromâ i njihovo bolje povezivanje s gradovima
kojima pripadaju.
strana 179 page
Following the decision of the European Section of
International Civil Airports Association (ICAA), Zagreb was
host to top experts in air traffic at a meeting held from 5
to 9 September 1980. The invitation to participate was
accepted by more than 100 airports from 24 European
countries, but also from Japan, USA, Kenya, India, Algeria,
Egypt and Hong Kong. The topics discussed included air
traffic safety, fuel savings, the need to reduce pollution and
noise, and the development of airports and their better
connections with the cities they serve.
 Pleso
Proširena putnička zgrada
Unatoč nepovoljnoj gospodarskoj situaciji koja je zahvatila ci-
jelu tadašnju državu, Aerodrom Zagreb uspijevao je održavati
korak u ostvarivanju plana razvoja. Predsjednik Izvršnog vijeća
Skupštine grada Zagreba, mr. Mladen Vedriš, na prigodnoj je
svečanosti, u prisutnosti mnogobrojnih uzvanika, 22. travnja
1981. godine otvorio novi dio pristanišne zgrade.
strana 180 page
Passenger terminal enlargement
In spite of an adverse economic situation in the entire coun-
try, Zagreb Airport succeeded in implementing most of its
development plans. A new segment of the terminal building
was opened on 22 April 1981 by Mladen Vedriš, chairman
of the executive committee of the Zagreb City Assembly, at a
ceremony attended by numerous figures.
Dogradnja od oko tri tisuće sto četvornih metara
na istočnom dijelu namijenjena je dolasku doma-
ćih putnika i transferu s tuzemnih na inozemne
letove te za iskrcaj i preuzimanje prtljage. U pri-
zemlju zgrade smještena je prodavaonica putnih
potrepština, snack bar s ljetnom terasom i poslov-
nica rent-a-cara. Na prvome su katu uredi nekoli-
ko zrakoplovnih kompanija, prostorije za osoblje i
VIP salon te restoran s vidikovcem.
U srpnju 1981. godine opsluženo je više od sto
osamdeset tisuća putnika, najviše u jednom mje-
secu u povijesti. I sredinom kolovoza putnički je
promet bio znatno gušći, jer se u Zagrebu odr-
žavala prvorazredna atletska priredba, koja je
okupila najbolje europske atletičare i atletičarke.
Atletski kup Europe održan je na maksimirskom
stadionu, posebno pripremljenom za tu prired-
bu. Pred više od dvadeset pet tisuća gledatelja,
nastupili su atletičari iz deset europskih država,
a priredbu je pratilo oko četiri stotine domaćih i
stranih novinara uz televizijski prijenos u četrde-
setak zemalja.
strana 181 page
A wing with a surface area of about 3,100
square meters was added at the eastern end of
the existing building in order to be used for
arrivals on domestic flights and for the transfer
of passengers from domestic to international
flights as well as for luggage unloading and col-
lection. On the ground floor of the new wing,
there was a shop selling travel necessities, a
snack bar with an open terrace, and rent-a-car
company office. On the first floor, there were
the offices of a number of airline companies,
premises for the staff and a VIP lounge, as well
as a restaurant with an observation terrace.
In July 1981, the number of passengers ex-
ceeded 180,000, which was a record number of
passengers in a month in the history of the air-
port. The volume of business was even higher
in the middle of August, as a first-class sports
event took place in Zagreb, with the best Euro-
pean male and female track and field athletes
taking part. The European Athletics Cup was
held at the Maksimir Stadium, which had been
renovated for the occasion. Athletes from ten
European countries competed in front of over
25,000 spectators, and about 400 domestic
and foreign journalists reported on the events,
which were also followed on TV in about 40
countries.
 Pleso

strana 182 page

 U subotu, 26. rujna 1981. godine prvi je put u Zagrebu sletio Boeing 747-
100 australske zrakoplovne kompanije Qantas, na putu iz Sydneya preko
Bombaya (današnjeg Mumbaija) u Frankfurt. Zagrebačka zračna luka
pokazala se potpuno opremljenom za prihvat i otpremu tako velikog aviona,
u to vrijeme najvećeg na svijetu.
Riječ je o zrakoplovu dužine oko sedamdeset metara i rasponom krila od
oko šezdeset metara te visinom na repu oko dvadeset metara, a teškom
u polijetanju oko tristo pedeset tona. Širokotrupni četveromotorni avion,
često zvan džambo-džet, ima dvokatnu putničku kabinu i ta karakteristična
izbočina gornjega kata učinila ga je izuzetno prepoznatljivim. Ovisno o
konfiguraciji, može prevesti između četiristo i šesto putnika, njime upravljaju
tri člana posade, a o putnicima se brine jedanaest stjuardesa.
Svi poslovi oko prihvata i otpreme tog zračnog diva na njegovu su prvom
slijetanju u Zagreb obavljeni u propisanom vremenu. Time je dokazano da
Aerodrom Zagreb i njegovi zaposlenici idu ukorak s vremenom i spremni su
za opsluživanje najvećih i najmodernijih svjetskih zrakoplova.
Na fotografiji se u prvome planu vidi JAT-ov DC-10-30, kupljen 1979. godine.
JAT ga je 2005. godine prodao i od tada trune u zračnoj luci francuskoga
grada Nimesa.

On Saturday, 26 September 1981, a Boeing 747-100 of the Australian airline

company Qantas landed for the first time in Zagreb on its way from Sydney
via Bombay (today Mumbai) to Frankfurt. Zagreb Airport proved fully
equipped to handle such a huge aircraft, the largest in the world at that time.
The aircraft is about 70 meters long, its wingspan is about 60 metres, and its
height at the tail is about 20 metres. Its weight at take-off is about 350 tons.
The wide-bodied four-engine aircraft, often called a jumbo jet, has a two-
story passenger cabin and the characteristic lump on the top floor makes it
easily recognizable. Depending on its design, it can take between 400 and
600 passengers, it is flown by three crew members, and the number of the
cabin crew is 11.
All the operations required for the giant aircraft’s landing and take-off at
Zagreb were performed in the stipulated time period and thus Zagreb Airport
and its employees proved to be up to the task of handling one of the world’s
largest and most advanced aircraft.
In the foreground of the photo, you can see a JAT DC-10-30, purchased in
1979. JAT sold it in 2005 and it has since then been left to rot in the airport of
the French city of Nimes.

strana 183 page

 Pleso

Dvadeseta obljetnica 20th anniversary

Svečanom sjednicom radničkog savjeta i akademijom, na kojoj su podijeljena In April 1982, a formal session of the workers’ council and a special cer-
priznanja dugogodišnjim zaposlenicima i suradnicima te kompanijama i orga- emony were held and long-time employees and partners, companies and
nizacijama s kojima Aerodrom Zagreb surađuje, u travnju 1982. godine pro- organizations were presented with diplomas recognizing their contribution
slavljena je dvadeseta obljetnica osnutka. to Zagreb Airport’s development, all this to mark the occasion of the 20th
anniversary of the founding of the airport.
U svečarskim čestitkama predstavnika vlasti i svih važnijih državnih institucija In their speeches at the ceremony, representatives of the Government and other
istaknuto je da je zagrebački aerodrom najfrekventnije raskrižje zračnih putova official guests stressed the fact that Zagreb Airport was the busiest intersection
u jugoistočnoj Europi i vrlo važna prometna točka za privredni i turistički ra- of air routes in south-eastern Europe and a very important traffic junction,
zvoj cijele države. Na Pleso slijeću i s njega polijeću zrakoplovi četiriju domaćih relevant for the development of both the economy and tourism in the country.
i četrdesetak stranih kompanija, a više od sedamdeset posto njih leti na među- Pleso was used by the aircraft of four domestic and about 40 foreign airline
narodnim linijama. companies, and more than 70% of their flights were international ones.

Uz bok s Frankfurtom Comparable to Frankfurt

Prema rezultatima istraživanja tvrtke Mc Donnell Douglas, jednog od najve-
ćih proizvođača aviona, objavljenima sredinom 1982. godine, Zagreb je, uz
Frankfurt, po broju zračnih linija koje održava sa svijetom, na prvome mjestu
u Europi među stotinjak gradova koji se u administracijama svojih država ne
smatraju glavnim gradovima.
Takvo prestižno priznanje Aerodrom Zagreb dobio je upravo u vrijeme po-
manjkanja goriva, koje je izazvala gospodarska kriza, što je potpuno poremetilo
letove domaćih avioprijevoznika prouzročivši česte izmjene, spajanja ili otka-
zivanja. U deset mjeseci 1982. godine putnički promet u zagrebačkoj zračnoj
luci bio je čak četrnaest posto manji nego u istom razdoblju prethodne godine,
promet robe trinaest, a promet pošte čak trideset posto manji.
According to the findings of a survey conducted by McDonnell Douglas,
one of the largest manufacturers of airplanes, and published in the middle
of 1982, Zagreb held, together with Frankfurt, first place in Europe among
about 100 airports in cities that are not considered capital’s in their coun-
tries, in terms of the number of scheduled international flights these air-
ports handled.
This prestigious recognition awarded to Zagreb Airport came at a time of
fuel shortages, caused by economic crisis, which completely disrupted the
flight schedules of domestic air carriers and caused frequent scheduled
flight changes, mergers and cancellations. In the first ten months of 1982,
passenger traffic volume at Zagreb Airport was 14% below the volume re-
corded in the same period a year earlier, cargo volume was down by 13%
and mail volume as much as 30%.

strana 184 page

strana 185 page
 Pleso
Dogradnja pristanišne zgrade
U 1982. godini počeli su, a u 1983. nastavljeni radovi na proši-
renju aerodromskih kapaciteta. Putnička je zgrada dograđena
novim velikim prostorom od četiri tisuće četvornih metara, za
carinsku ispostavu i špediciju gradila se nova zgrada, a građen
je i moderni cargo terminal, pa je uz rekonstrukciju postojećeg
hangara ukupna površina terminala iznosila dvije tisuće dvje-
sto četvornih metara. Te godine počela je i gradnja suvremene
vatrogasne stanice i skladišta zapaljivih materijala, naručena su
nova vatrogasna vozila i kupljen je novi klimatizacijski sustav,
obnovljen je dio komunalne infrastrukture i prilaznih cesta, a
sagrađeno je i novo parkiralište za nekoliko stotina vozila.
Proširenje pristanišne zgrade dovršeno je potkraj siječnja
1984. godine, a ostali objekti dogotovljeni su do početka ljeta.
Prihvat međunarodnog prometa, smješten u novosagrađenu
putničku zgradu, znatno je unaprijedio poslovanje u vrijeme
Zimskih olimpijskih igara koje su se te godine, od 8. do 19. ve-
ljače, održavale u Sarajevu, a na koje je dio sudionika putovao
preko Zagreba. Tada je Aerodrom Zagreb bio najprometnija
zračna luka u državi. Uz mnogobrojne izvanredne linije iz cije-
loga svijeta, domaći su avioprijevoznici sa Sarajevom svaki dan
održavali čak devet redovitih linija.
strana 186 page
Expansion of the terminal building
Work on expansion of the terminal building started in 1982,
and continued in 1983. A, new large area of 4,000 m2 was
annexed to the passenger terminal and a new building was
built for the customs office and forwarding services. A new,
modern cargo terminal was also built and the total termi-
nal surface area, when the renovated hangar was added,
amounted to 2,200 m2. The same year saw the start of con-
struction of a new, state-of-the-art fire station and inflam-
mable materials warehouse, new fire fighting vehicles were
ordered, and a new air-conditioning system was purchased,
utility infrastructure and access roads were partly repaired
and a new parking area was built, large enough for several
hundred cars.
Terminal expansion was completed towards the end of 1984,
and other facilities were completed before the summer. In-
ternational passenger flights were now handled in the new
terminal building and this considerably helped improve the
operations during the Winter Olympic Games, which were
held in Sarajevo from 8 to 19 February 1984, as a number
of athletes travelled there via Zagreb. This was a time when
Zagreb Airport was the busiest airport in the country. In
addition to many special flights from all over the world,
domestic air carriers flew as many as nine scheduled flights
daily to and from Sarajevo.
strana 187 page
 Pleso
Univerzijada ‘87.
Već na početku 1987. godine počele su intenzivne pripreme
za doček i prihvat sudionika Svjetskih studentskih sportskih
igara Univerzijada ‘87. Sagrađena je nova stajanka površine
trideset šest tisuća četvornih metara pa je tako, umjesto za do-
tadašnjih petnaest, sada bilo prostora za parkiranje dvadeset
dva aviona. Kupljene su nove informacijske ploče Omega, novi
Neoplanovi autobusi za prijevoz putnika od pristanišne zgrade
do aviona, izrađeni su novi šalteri za registraciju putnika (če-
kiranje) i opremljeni najsuvremenijim rendgenskim uređajima
za pregled prtljage. Uređen je i aerodromski park sa stoljetnim
hrastovima, kakvim se ne može pohvaliti nijedna zračna luka, i
pošumljen je dio zelenih površina.
strana 188 page
World’s University Games 1987
It was early in 1987 that intensive preparations started for
the arrival and stay of participants of the World University
Games ‘87. A new apron was built with a surface area of
36,000 m2, so that now it was possible to park not only 15
but 22 planes. New information displays made by Omega
were purchased, as well as new buses made by Neoplan, to
take passengers from the terminal to the plane. New check-
in counters were installed and equipped with the most
up-to-date x-ray machines for luggage scanning. The area
around the airport with ancient oak trees, which is not usual
around airports, received a facelift and more trees were
planted in green areas.
 Aerodrom Zagreb bio je jedan od sponzora 14.
Međunarodnih studentskih sportskih igara koje su
se u Zagrebu održavale od 8. do 19. srpnja 1987.
godine pod geslom Svijet mladih za svijet mira (The
Youth of the World for a World of Peace). Više od tri
tisuće sportaša iz sto dvadeset dvije države natjecalo
se u dvanaest sportova i sto trideset pojedinačnih
disciplina. Na Univerzijadi je, osim sportaša,
sudjelovalo i oko tisuću sedamsto službenih osoba
i trenera te oko sedamsto pedeset sudaca. Igre je
pratilo više od tisuću petsto akreditiranih novinara,
a za opsluživanje različitih službi angažirano je oko
dvadeset šest tisuća dobrovoljaca. A na svečanom
otvorenju Univerzijade, na stadionu u Maksimiru,
sudjelovalo je dvanaest i pol tisuća izvođača.
U Zagrebu su u vrijeme Univerzijade bili i glavni
tajnik Ujedinjenih naroda Javier Pérez de Cuéllar te
predsjednik Međunarodnog olimpijskog odbora Juan
Antonio Samaranch.

Zagreb Airport was one of the sponsors of the 14th

World University Games, organized in Zagreb between
8 and 19 July 1987 under the motto: The Youth of the
World for a World of Peace. More than 3,000 athletes
from 122 countries competed in 12 sports and 130
individual disciplines. In addition to the athletes, the
other participants at the World University Games were
1,700 officials and coaches and about 750 judges. The
games were followed by more than 1,500 accredited
journalists, and about 26,000 volunteers were engaged
to provide assistance related to various services.
12,500 performers took part in the opening ceremony
at Maksimir Stadium.
Among the personalities who visited Zagreb during
the World University Games were UN Secretary
General Javier Pérez de Cuéllar and the chairman of
the International Olympic Committee, Juan Antonio
Samaranch.

strana 189 page

 Pleso

strana 190 page

 Glavni tajnik Ujedinjenih naroda Javier
Pérez de Cuéllar, posjetio je Zagreb u
vrijeme održavanja Univerzijade i kumovao
petmilijarditom stanovniku Zemlje –
Mateju Gašparu.

The UN Secretary General Javier Pérez de

Cuéllar, visited Zagreb during the World
University Games and was godfather to
the five billionth inhabitant of the Earth –
Matej Gašpar.

strana 191 page

 Pleso
U srpnju 1989. godine otvorena je nova
zgrada u kojoj je smješten catering.
Istodobno je dovršena rekonstrukcija
uzletno-sletne staze. Novim asfaltnim
slojem prekriveno je 2250 metara staze
široke trideset metara.
strana 192 page
In July 1989, a new building was opened
to house catering services.
At the same time, the runway
reconstruction was completed, with a
new layer of asphalt covering the 2,250
meters-long and the 30 meter-wide
runway.
Novi stanovnik Plesa A New Player at Pleso

Potkraj srpnja 1990. godine zrakoplovna tvrtka Zagreb Airlines Towards the end of July 1990, the air carrier Zagreb Air-
(skraćeno Zagal), koja je osnovana i registrirana godinu dana lines (abbreviated: Zagal), established and registered a year
prije toga, a bavila se uglavnom prijevozom pošte, promijenila earlier and mostly dealing with mail transport, changed its
je naziv u Croatia Airlines. Prema planovima razvoja, nabavom name to Croatia Airlines. Its development plans included
putničkih zrakoplova u dogledno vrijeme tvrtka bi postupno purchasing passenger aircraft in order to compete with the
srušila monopolistički položaj ondašnjeg nacionalnog aviopri- then monopolistic national air carrier JAT and to become
jevoznika JAT-a i u najskorije vrijeme postala hrvatski nacio- as soon as possible the Croatian national air carrier with its
nalni prijevoznik, čija bi matična luka, dakako, bila Aerodrom home airport being, of course, Zagreb Airport.
Zagreb.
Things did not go smoothly. The fact of the matter was that
Nije sve išlo glatko. Naime, putnički su se zrakoplovi mogli passenger aircraft could only be purchased (and used) pro-
kupiti (i njima obavljati promet) samo uz politički “blagoslov” vided political blessing was obtained from the competent
savezne vlasti u Beogradu. A ona je s izdavanjem odobrenja federal authorities in Belgrade. However, the authorities
odugovlačila, najvjerojatnije zato što Beograd nije blagonaklo- stalled and postponed the issuance of approval, most prob-
no gledao na rezultate prvih višestranačkih izbora u Hrvatskoj, ably because Belgrade id not look favourably upon the out-
na kojima je pobijedila opcija koja nije bila socijalistička. Žele- come of the first multi-party elections held in Croatia, as the
ći što prije preuzeti putnički promet u Hrvatskoj, tvrtka Croa- winner was not the socialist option. In the spring of 1991,
tia Airlines u proljeće 1991. godine od slovenskog avioprijevo- in order to take over passenger traffic in Croatia as soon as
znika Adria Airwaysa unajmila je dva zrakoplova McDonnell possible, Croatia Airlines rented two McDonnell Douglas
Douglas MD-82, prvi početkom svibnja, a drugi mjesec dana MD-82 aircraft from the Slovene air carrier Adria Airways.
poslije. I tako je 5. svibnja 1991. godine ostvaren prvi let na The first aircraft was rented in early May and the second a
novouspostavljenoj redovitoj liniji Zagreb-Split. month later. And so the first scheduled flight on the newly
established Zagreb-Split route took place on 5 May 1991.

strana 193 page

 Pleso

Unajmljeni zrakoplovi
kojima je Croatia
Airlines otvorio putnički
promet u Hrvatskoj
letjeli su samo do kraja
ljeta 1991. godine. Kad
je Savezna uprava za
civilno zrakoplovstvo
zatvorila zračni prostor
nad Hrvatskom i
Slovenijom, i kad su
troškovi osiguranja
zbog rizika od sukoba
postali previsoki, ugovor
o najmu je raskinut i 1.
listopada 1991. godine
avioni su vraćeni Adria
Airwaysu.

The aircraft rented by

Croatia Airlines in order
to start passenger air
traffic in Croatia flew
only until the end of the
summer of 1991. Once
the Federal Civil Aviation
Directorate had closed
the airspace above
Croatia and Slovenia,
and the cost of insurance
against war risk became
too high, the rental
contract was terminated
and the aircraft were
returned to Adria
Airways on 1 October
1991.

strana 194 page

JAT ne plaća račune
U prosincu 1990. godine Poslovodni odbor Aerodroma Zagreb odlučio
je uskratiti prihvat i otpremu putnika i prtljage avionima nacionalnog
prijevoznika JAT-a. Razlog je bio enormno velik dug te tvrtke, jer punih
pet mjeseci JAT nije plaćao nijednu fakturu. Osim Aerodromu Zagreb,
nije plaćao ni drugim aerodromima u Hrvatskoj, a znatnu svotu dugo-
vao je i INA-i za gorivo.
Svi zahtjevi vjerovnika za podmirivanje duga, makar obročnom otpla-
tom, naišli su na zid šutnje, jer je bilo i više nego očito da je beogradska
tvrtka u financijskom kolapsu. Jedini odgovor bio je posvemašnji nered
u zračnom prometu. Mnogi letovi na domaćim linijama otkazivani su
bez ikakva razumnog opravdanja. Primjerice, samo dan uoči donošenja
odluke o uskraćivanju usluge, otkazana su dva leta iz Zagreba u Split te
po jedan u Dubrovnik i Beograd, a otkazani su i letovi iz Dubrovnika,
Splita i Skoplja u Zagreb.
No prijetnja otkazivanjem usluga bila je samo neuspio pokušaj da se
napokon stane na kraj desetljećima njegovanoj neposlovnosti. Štićen
političkim odlukama, nacionalni je avioprijevoznik nastavio po starom.
Aerodromi u Hrvatskoj, kojima je dugovanje ugrožavalo normalno
poslovanje, nisu se mogli odlučiti na zajednički bojkot, jer su strahovali
od potpunog kolapsa zračnog prometa u Hrvatskoj. Kasniji su događaji
pokazali da je neplaćanje računa najvjerojatnije imalo i političku, a ne
samo gospodarsku pozadinu i bilo svojevrstan uvod u događaje koji su
doveli do raspada jugoslavenske federacije.
strana 195 page
JAT stopps paying bills
In December 1990, the Executive Board of Zagreb Airport decided to
stop providing passenger and cargo handling services to aircraft of the
national air carrier JAT because the carrier had piled up a huge amount
of debt over the previous five months, since it had not paid a single in-
voice in that period. However, it was not only Zagreb Airport that had
not been paid, but other airports in Croatia as well, together with INA,
the Croatian oil company, which also had outstanding invoices for fuel.
All the demands made by these creditors to JAT to pay their debts, even
in instalments, were completely ignored, and it soon became obvious
that the Belgrade company was facing financial collapse. JAT’s only re-
action was completely disorderly air traffic. Many domestic scheduled
flights were cancelled for no credible reason, so that, for example, on the
day before the decision to stop providing services was made by Zagreb
Airport, cancelled flights included two flights from Zagreb to Split,
flights to Dubrovnik and to Belgrade, and flights from Dubrovnik, Split
and Skopje to Zagreb.
It turned out, however, that the threat to stop the provision of services
was just a failed attempt to finally put an end to poor business habits that
had been nurtured over decades. The national air carrier continued busi-
ness as usual, enjoying protection from political circles. Airports in Cro-
atia saw their operations threatened by mounting debt, but they could
not decide to jointly boycott the air carrier, as this might have resulted in
the full-scale collapse of air traffic in Croatia. Subsequent developments
showed that the non-payment of invoices probably had certain political
and not only business causes, as it proved to be a kind of introduction to
the events that ended with the disintegration of the Yugoslav Federation.
 Pleso

Kad je JAT prestao

plaćati aerodromske
usluge, Aerodrom
Zagreb našao se u
nezavidnoj financijskoj
situaciji koju se
nastojalo ublažiti
otkazivanjem usluga
i inzistiranjem na
plaćanju dugovanja.
Takav potez nije bio
po volji političkim
krugovima pa je
aerodromskom
poslovodstvu
naređeno da zbog
općedruštvenog
interesa opsluživanje
JAT-ovih aviona mora
nastaviti.

When JAT stopped

paying bills for
airport services,
Zagreb Airport saw
its financial situation
seriously worsen. It
tried to alleviate the
threat by refusing to
provide services and by
insisting on payment
of debts. These moves
proved unpopiular in
political circles and the
airport management
was ordered to
continue servicing JAT
aircraft, as this was
allegedly for the benefit
of society as a whole.

strana 196 page

Ratni dani
Potkraj osamdesetih godina prošloga stoljeća, u vrijeme poli-
tičkih promjena i događaja koji su neminovno vodili razdruži-
vanju jugoslavenskih republika, Aerodrom Zagreb našao se, ne
samo zbog svog prometnog i vojno-strateškog značenja nego i
zbog činjenice da je jedan od najvećih aerodroma u ovome di-
jelu Europe, u izuzetno osjetljivom položaju. Prostor na Plesu
dijelio je s vojnim aerodromom vrlo velikih borbenih moguć-
nosti. Stoga je 4. veljače 1991. godine na Aerodromu Zagreb
osnovan tročlani Krizni štab u kojem su bili Dragutin La-
hovski, u to vrijeme generalni direktor Aerodroma Zagreb, te
Mladen Veršić i Neven Kosović. No još prije osnutka Kriznog
štaba, sredinom siječnja 1991. godine, direktor Aerodroma
organizirao je, na poticaj velikogoričkog Kriznog stožera, sku-
pinu aerodromskih djelatnika, grupu za zaprečavanje, koju je
vodio Ivan Šubar. Njihova je zadaća bila da, u slučaju eskalacije
sukoba u Hrvatskoj, zapriječe prometne površine i onemoguće
slijetanje i polijetanje zrakoplova jugoslavenske vojske.
Times of war
The year 1990 was a year of political transformation that
resulted in the disintegration of Yugoslavia. Zagreb Air-
port was in a very delicate position not only because of its
transport and militarily strategic location but also because
it was one of the largest airports in this part of Europe. The
Pleso location was shared with the military air base with its
very important fighting capability. That was the reason why,
on 4 February 1991, a crisis centre was set up consisting of
three members: Dragutin Lahovski, managing director of
Zagreb Airport, Mladen Veršić and Neven Kosović. Even
before that, in the middle of January 1991, the airport direc-
tor organized, following the initiative of the Velika Gorica
Crisis Centre, a group of airport employees led by Ivan
Šubar to act as an obstruction unit. They were given the task
to obstruct areas used for air traffic and to prevent Yugoslav
Army planes from landing and taking off in the event that
the conflict in Croatia escalated.
strana 197 page
 Pleso
Odlukom Kriznog štaba osnovane su skupine aerodromskih
djelatnika koje su trebale, ovisno o razvoju situacije i potezima
druge strane, nadzirati i čuvati vitalne objekte koji nisu bili u
vojnom dijelu aerodroma, ali i objekte Aerodroma Zagreb koji
služe aerodromskoj kontroli leta. Određeno je da naoružane
skupine djelatnika čuvaju postrojenja, instalacije i uređaje nuž-
ne za neometano djelovanje svih aerodromskih službi i aero-
dromske kontrole letenja. A za osiguranje službenih prolaza
na Aerodromu bile su zadužene dvije skupine konspirativnih
naziva VUK 1 i VUK 2. Zadatak Kriznog štaba bio je da kon-
taktom s ministarstvima obrane, unutarnjih poslova i prometa
i veza omogući provođenje svih nužnih državnih djelatnosti
koje su trebale ostati tajne. Uz sve to, danonoćno su budno
praćene aktivnosti na vojnome dijelu aerodroma, a podaci
o zračnom prometu, posebice o utovaru tereta u vojne tran-
sportne avione, promptno su dostavljani gradskom Centru za
obavješćivanje.
strana 198 page
Upon the decision of the crisis centre, groups of airport em-
ployees were set the task of monitoring the developments
and moves of the other side, and to guard and protect key
airport facilities. This meant protecting not only facilities
that were not within the military airport compound but also
the facilities of Zagreb Airport used by air traffic control. It
was decided that armed groups of employees should guard
the equipment, installations and facilities needed for the
smooth operation of all airport services and air traffic con-
trol. The security of official passages at the airport was to be
ensured by two groups, codenamed VUK 1 and VUK 2. The
task of the Crisis Centre was to liaise with the Ministries of
Defence, the Interior and Transport and Communications
in order to enable the implementation of all necessary gov-
ernment operations that needed to remain confidential. In
addition, 24-hour monitoring of activities in the military
part of the airport was organized, and data on air traffic
and especially cargo loading onto military transport planes,
were promptly sent to the City Intelligence Centre.
Nakon što je Jugoslavenska narodna armija potkraj lipnja 1991.
godine napala Sloveniju, a Savezna uprava za kontrolu letenja
iz Beograda naredila da se zagrebački aerodrom zatvori, posta-
lo je vrlo izvjesno da dolaze teški dani. Iako je odlukom iz Beo-
grada aerodrom otvoren još istoga dana, od tog trenutka njime
se koristila isključivo vojska. S Plesa je svakodnevno uzlijetalo
dvadesetak vojnih transportnih aviona i helikoptera. Putnički
promet gotovo je sasvim prestao. Sve domaće kompanije otka-
zale su letove, Pan Am je privremeno, do 12. srpnja, odgodio
letove, Adria Airways je sve letove odgodila do daljnjega, a
ostale strane kompanije ukinule su dio letova. Croatia Airlines
je letove preselila u Maribor, a Lufthansa u Graz.
Akcije jugoslavenske vojske u Sloveniji, posebice štete učinje-
ne na ljubljanskome aerodromu, potaknule su Krizni štab da
javno objavi svoje postojanje. Početkom kolovoza Krizni štab
je proširen. Novi članovi postali su: Damir Jirasek, Ivan Ren-
dulić, Ivan Bašić, Ivica Mihaljević, Ivan Šubar, Radmila Sovina,
Marijan Lazić, Zvonimir Supek, Zlatko Kožar, Zoran Paldi i
Zdenko Balaž. Istodobno je promijenjen naziv Kriznog u Ratni
štab Aerodroma Zagreb i pod tim je nazivom djelovao sve do
sredine 1992. godine.
Towards the end of June 1991, the Yugoslav Army attacked
Slovenia and the Federal Directorate for Air Traffic Con-
trol in Belgrade ordered Zagreb Airport to close down. It
became evident that difficult times were to be expected.
Although the airport was opened on the same day, follow-
ing another decision from Belgrade, it was from then on
used only by the military. Some twenty military transport
airplanes and helicopters would take off from Pleso every
day. Passenger transport was practically non-existent. All
domestic companies had cancelled their flights, Pan Am had
temporarily, until 12 July, postponed its flights, Adria Air-
ways had postponed all its flights until further notice, and
other foreign airline companies cancelled a certain number
of their flights. Croatia Airlines moved its flights to Mari-
bor, and Lufthansa to Graz.
Actions undertaken by the Yugoslav Army in Slovenia, and
especially the damage done to Ljubljana Airport, were a
signal to the Crisis Centre to make its existence public. At
the beginning of August, the Crisis Centre was enlarged by
new members, including Damir Jirasek, Ivan Rendulić, Ivan
Bašić, Ivica Mihaljević, Ivan Šubar, Radmila Sovina, Mari-
jan Lazić, Zvonimir Supek, Zlatko Kožar, Zoran Paldi and
Zdenko Balaž. Simultaneously, its name was changed from
Crisis Centre of the Zagreb Airport to War Centre. The new
name was used all the way until mid-1992.
strana 199 page
 Pleso

Dio Ratnog štaba

Aerodroma Zagreb (slijeva):
Ivan Bašić, Zoran Paldi,
Zvonimir Supek, Dragutin
Lahovski, Neven Kosović,
Zlatko Kožar.

Some of the members of

the Zagreb Airport War
Centre (from the left): Ivan
Bašić, Zoran Paldi, Zvonimir
Supek, Dragutin Lahovski,
Neven Kosović and Zlatko
Kožar.

strana 200 page

Želeći onemogućiti jugoslavenskoj vojsci da pri svojem odlasku odnese ili uni-
šti skupu aerodromsku opremu, Ratni je štab osnovao skupine aerodromskih
stručnih djelatnika koji su demontirali i posakrivali brojne sofisticirane uređa-
je.
Sredinom mjeseca kolovoza osnovano je zapovjedništvo postrojbe Teritorijalne
obrane Aerodroma Zagreb u koje su imenovani Ivan Rendulić, Damir Jirasek,
Zvonimir Supek, Hasan Saračević i Hrvoj Pipić. U dogovoru sa Zvonimirom
Červenkom, tadašnjim sekretarom obrane Grada Zagreba, a u skladu s grad-
skim planovima obrane, dana je suglasnost o osnivanju Teritorijalne obrane
Aerodroma Zagreb u rangu pješačke satnije.
Potkraj kolovoza, odlukom Ratnog štaba, na Aerodromu je osnovana i jedinica
Civilne zaštite čija je posebna zadaća trebala biti spašavanje ljudi iz srušenih
zgrada i pružanje prve pomoći.
Ujutro 31. kolovoza 1991. godine u Tehničkoj bazi sazvan je zbor radnika bu-
dućih dragovoljaca na kojem se trebalo izjasniti o ulasku u dragovoljačku po-
strojbu Teritorijalne obrane.
Borbeni zrakoplovi Jugoslavenske narodne armije tog su jutra prisilno prize-
mljili transportni zrakoplov Boeing 707 kompanije Uganda Air u kojem je An-
ton Kikaš, kanadski biznismen hrvatskoga podrijetla, iz ugandskoga glavnog
grada Entebbea u Ljubljanu prevozio oružje namijenjeno obrani od neprijatelj-
ske agresije. Sat poslije na isti je način vojska prisilila na slijetanje avion Tu-
poljev 154 rumunjske kompanije Tarom. I dok je Rumunjima ubrzo dopušten
nastavak leta prema Ljubljani, ugandskom je avionu vojska uz prijetnju oruž-
jem zabranila odlazak s krajnjeg dijela uzletno-sletne staze u vojnom dijelu
zračne luke. Oko podneva je zračna luka zatvorena i evakuirana, a zatvoreni su
i svi cestovni prilazi aerodromu.
strana 201 page
In order to prevent the Yugoslav Army from taking away or destroying valu-
able airport equipment on its departure, the War Centre set up groups of air-
port experts who were given the task of dismantling and storing away many
parts of the sophisticated equipment.
In the middle of August, the command structure of the Zagreb Airport Ter-
ritorial Defence Force Unit was set up with the following members: Ivan
Rendulić, Damir Jirasek, Zvonimir Supek, Hasan Saračević and Hrvoj Pipić.
In agreement with Zvonimir Červenko, the then defence secretary of the City
of Zagreb and in line with the Zagreb city defence plans, the go ahead was
given for the establishment of an infantry company as part of the Zagreb Air-
port Territorial Defence Force.
Towards the end of August, the War Centre decided to set up a civil defence
force unit with the specific task of rescuing people from destroyed buildings
and providing emergency aid.
On the morning of 31 August 1991, an assembly of airport employees was
convened at the technical base for the purpose of establishing how many peo-
ple were willing to join the volunteer unit of the territorial defence forces.
On that same morning, Yugoslav Army fighter planes forced a Boeing 707
transport plane of the Uganda Air airline company to land at Pleso. A Ca-
nadian businessman of Croatian origin, Anton Kikaš, was on the plane. He
was transporting arms to be used against enemy aggression from the Ugan-
dan Entebbe to Ljubljana. An hour later, the army forced another plane to
land, this time a Tupoljev 154 of the Romanian company Tarom. Although
the Romanians were soon free to continue their flight to Ljubljana, the army
threatened armed action against the Ugandan plane and it was not allowed to
leave the end of the runway in the military part of the airport. Around noon,
the airport was closed and evacuated, with all the access roads to the airport
closed as well.
 Pleso
Nakon što je zbor dragovoljaca prekinut zbog paljbe iz pješač-
kog oružja koju je vojska otvorila na službeni policijski auto-
mobil i promatračku misiju Europske zajednice, dragovoljci
su, prema nalogu Policijske postaje Aerodroma Pleso, zauzeli
liniju obrane prema vojnom garnizonu, odmah iza pripadnika
Ministarstva unutarnjih poslova te na prostoru prema uzletno-
sletnoj stazi i na tom su položaju ostali gotovo dva tjedna. Dvi-
je su skupine aerodromskih djelatnika toga jutra, riskirajući
život pod neprijateljskom paljbom, sa šest kamiona, mnoštvom
prikolica za prtljagu i pokretnim stubama za zrakoplove zapri-
Večernji list od ječile uzlijetanje borbenih aviona koji su sletjeli s ugandskim
1. rujna 1991.
Boeingom 707. Dvoje ljudi je ranjeno, a oštećeno je nekoliko
Večernji list of strojeva i uređaja kojima je uzletno-sletna staza blokirana. Iako
1 September 1991. je prijetila eskalacija sukoba, posebice nakon što je vojska tog
poslijepodneva teškim oružjem uništila policijski automobil,
pregovori predstavnika Jugoslavenske narodne armije i Mini-
starstva unutarnjih poslova zaključeni su predvečer dogovo-
rom o prekidu sukoba.
strana 202 page
After a gathering of volunteers had been stopped by artillery
firing at a police vehicle and the EU monitoring mission,
volunteers were ordered by the Pleso airport police unit to
position themselves on the line of defence facing the army
garrison, right behind the Ministry of Interior forces as well
as in positions facing the runway. They remained in their
positions for almost two weeks. Two groups of airport staff
risked their lives under enemy fire that morning when they
used six lorries, numerous luggage trailers and mobile pas-
senger stairs to obstruct the taking off of army planes that
had forced the Ugandan plane to land. Two people were in-
jured, and some machinery and equipment used to obstruct
the runway were damaged. The conflict threatened to esca-
late, especially in the afternoon when the army used heavy
artillery and destroyed a police vehicle, but negotiations
between the Yugoslav Army and Ministry of the Interior
ended in the evening when an agreement on bringing about
a cessation of the conflict was reached.
Kad je Aerodrom Zagreb zbog učestalih borbenih
provokacija Jugoslavenske narodne armije početkom
rujna 1991. godine potpuno zatvoren za promet, us-
postavljena je ratna organizacija Aerodroma i uvedena
radna obveza, a veći dio zaposlenika prestao je dolaziti
na posao. Upućeni su na takozvano čekanje i plaća im
je prepolovljena. Ratni je štab Aerodroma Zagreb tih
dana donio odluku o stalnom radu ambulante na Aero-
dromu Zagreb i njezinu preseljenju u zgradu Cateringa.
U 24-satnom dežurstvu sve do potkraj veljače 1992.
godine sudjelovalo je osam liječnika i sedam medicin-
skih sestara.
Prema nalogu Ratnog štaba, 5. rujna vojnom garnizonu
i Kontroli letenja prekinute su veze koje su imali preko
aerodromske telefonske centrale. Nekoliko dana nakon
toga, 14. rujna 1991., djelatnici Kontrole letenja predali
su se hrvatskim snagama, nakon čega su iz njihovih
radnih prostorija, prema posebnom planu, demontirani
svi vitalni uređaji i tajno skriveni u okolici Aerodroma.
At the beginning of September 1991, Zagreb Airport
was completely closed for traffic because of frequent
armed Yugoslav Army provocations. An airport
war organization was set up and the obligation to
perform work duties introduced. The majority of
employees stopped coming to work. They were asked
to stay on leave and their salaries were halved. At the
same time, the Zagreb Airport War Center took the
decision to keep the Zagreb Airport infirmary open
and to relocate it to the Catering building. It was
open 24 hours a day until the end of February 1992,
with eight doctors and seven nurses on duty.
Upon the orders of the War Center, the telephone
switchboard connections of the army garrison and
air control center were switched off on 5 September,
and a few days later, on 14 September 1991, air traffic
control staff surrendered to Croatian forces. This is
when a special plan was made to dismantle and store
in a secret place not far from the airport all the key
air traffic control equipment.
U Vjesniku od 3. rujna 1991. godine objavljeno je i
priopćenje zagrebačkog Okružnog javnog tužilaštva o
zaustavljanju dvaju stranih zrakoplova i o zapljeni tereta.
On 3 September 1991, the Vjesnik newspaper published
a statement by the District Public Prosecutor about two
foreign aircraft being intercepted and their cargoes
seized.
strana 203 page

Žuti mravi na položaju uz uzletno-
sletnu stazu. Dio posade topa Bofors:
Stjepan Janković, Ivan Trupčević, Nikola
Perić i Stjepan Guzanić.
Pleso
Od 12. rujna na Aerodromu
je stacionirana postrojba pro-
tuzračne obrane, sastavljena
uglavnom od zaposlenika Ae-
rodroma Zagreb, popularno
nazvana Žuti mravi, a njome
su zapovijedali Ivan Majurec
i Milorad Egić. Ministarstvo
unutarnjih poslova, koje je
postrojbu osnovalo, naoružalo
ju je s tri protuavionska topa
od 20 milimetara, jednim to-
pom Bofors od 40 milimetara
i raketnim lanserom. Osnov-
na im je zadaća bila obraniti
uzletno-sletnu stazu od napa-
da iz zraka ili sa zemlje.
Yellow ants holding their position
near the runway. Some of the men
handling the Bofors 40mm gun:
Stjepan Janković, Ivan Trupčević,
Nikola Perić and Stjepan Guzanić.
strana 204 page
On 12 September, an air
defence unit was stationed
at the airport. Most of the
men in the unit were Zagreb
Airport employees. The unit
was known as the Žuti mravi
(Croatian for Yellow Ants).
The commanders were Ivan
Majurec and Milorad Egić.
The unit was set up by the
Ministry of the Interior and
armed with three 20 mm an-
ti-aircraft guns, one 40 mm
gun and a rocket launcher.
Their basic task was to de-
fend the runway from air or
land attack.
Od 3. listopada 1991. godine dragovoljci satnije Teritorijalne obrane Aerodro-
ma Zagreb postupno su mobilizirani u Hrvatsku vojsku te su postali regularna
jedinica. U skladu s novom vojnom organizacijom, Damir Jirasek imenovan je
za zapovjednika, Zvonimir Supek za dozapovjednika, a za zapovjednike četiri-
ju vodova Mladen Župetić, Hrvoj Pipić, Zlatko Hreljac i Stjepan Kaurić.
Potkraj studenoga, kad je uz sudjelovanje promatračke misije Europske zajed-
nice dogovoren odlazak pripadnika Jugoslavenske narodne armije s naoruža-
njem i opremom iz vojarne Pleso, postrojbi su dodijeljena dva profesionalna
časnika Hrvatske vojske. Njihova je zadaća bila da nakon preuzimanja vojarne
preuzmu zapovjedne dužnosti i angažiraju se na osnivanju i razvoju Hrvatsko-
ga ratnog zrakoplovstva.
Nakon što je iz garnizona izišla dugačka kolona vojnih vozila, tenkova, oružja
i opreme, na Pleso je transportnim zrakoplovima iz Niša stigla inženjerska
jedinica Jugoslavenske narodne armije. Trebala je vojarnu i područje oko nje
očistiti od mina. No posao im nije tekao prema planu, ponajprije zbog velike
hladnoće, pa je postignut dogovor da vojarnu napuste i razminiranje prepuste
pripadnicima Hrvatske vojske.
Na Božić 1991. godine posebno povjerenstvo Hrvatske vojske, u nazočnosti
promatrača Europske zajednice te zapovjednika i dozapovjednika samostalne
satnije Teritorijalne obrane Aerodroma Zagreb, ušlo je u napuštenu vojarnu te
potpisalo protokol o preuzimanju svih objekata, kao i protokole o miniranim
ili minsko sumnjivim područjima. Nakon toga su pripadnici Jugoslavenske
narodne armije pod pratnjom hrvatske policije napustili vojarne na Plesu. Na
glavnom ulazu vijorila se hrvatska zastava, a samostalna satnija Teritorijalne
obrane Aerodroma Zagreb ušla je u vojarnu, zauzela strateške položaje i preu-
zela brigu o osiguranju svih vojnih objekata.
Aerodrom Zagreb napokon je bio oslobođen stalnih ratnih prijetnji svojih
najbližih susjeda.
strana 205 page
After 3 October 1991, volunteers of the Zagreb Airport Territorial Defence
Force company gradually became integrated into the Croatian Army as a regu-
lar unit. A new military organization was set up, according to which Damir
Jirasek was appointed commander, Zvonimir Supek deputy commander, and
Mladen Župetić, Hrvoj Pipić, Zlatko Hreljac and Stjepan Kaurić commanders
of the four platoons.
At the end of November, after it had been agreed, with the assistance of the EU
monitoring mission, that Yugoslav Army personnel would leave the Pleso army
barracks with their arms and equipment, two professional Croatian Army of-
ficers were assigned to the unit. Their task was to take over command, once the
Yugoslav Army had left their barracks, and to work on setting up and develop-
ing the Croatian Air Force.
A Yugoslav Army engineering unit was brought in by transport plane from
Niš to remove the mines from the barracks building and the grounds around
it, but their work did not progress as planned primarily due to extremely cold
weather. It was then agreed that Croatian Army personnel would finish the job
of demining the area.
On Christmas day 1991, a special delegation of the Croatian Army entered the
abandoned army barracks in the presence of EU monitors and the commander
and deputy commander of the Zagreb Airport Territorial Defence Force
company. A protocol was signed on the takeover of all the facilities as well as
protocols on areas with actual or suspected landmines. After that, a long line
of Yugoslav Army personnel, escorted by Croatian police, left the Pleso army
barracks. The Croatian flag was raised at the entrance and the Zagreb Airport
Territorial Defence Force company entered the barracks, took up strategic posi-
tions and started performing its task of securing all the military facilities.
Zagreb Airport was finally free from the constant threat of attack from its clos-
est neighbour.

Napis iz Večernjeg lista od 27. prosinca
1991. godine opisuje putešestvije
američkog zrakoplova s humanitarnom
pomoći prije nego što mu je dopušteno
slijetanje u Zagrebu. Bilo je to prvo
slijetanje nakon prekida putničkog
prometa 31. kolovoza 1991. godine.
Pleso
Zahvaljujući ponajprije do-
moljublju i požrtvovnosti
svojih djelatnika, Zračna luka
Zagreb u tim je turbulentnim
danima, zasigurno najteži-
ma u svojoj povijesti, uspjela
zaštititi i sačuvati sve što joj
je trebalo za nastavak nor-
malnog poslovanja. I dok su
štete počinjene na zgradama
i opremi bile manjeg opsega,
novčani gubici izazvani zatva-
ranjem aerodroma mjerili su
se u stotinama milijuna.
An article in Večernji list of 27
December 1991 describes the long route
taken by an American plane loaded
with humanitarian aid before it was
allowed to land in Zagreb. It was the
first plane to land after the airport had
been closed to passenger traffic on 31
August 1991.
strana 206 page
It was primarily due to the
patriotism and devotion of
its employees that Zagreb
Airport went through these
turbulent times, without
doubt the most difficult peri-
od in its history, without any
serious damage to or loss of
any of the equipment needed
for the continuation of its
operations. There was minor
damage to buildings and
equipment, but the financial
loss sustained because of the
airport closure amounted to
hundreds of millions.
Dio zapovjedništva dobrovoljačke
satnije Aerodroma Zagreb na porti
vojne baze na Plesu 25. prosinca 1991.
godine, nakon što su je pripadnici
satnije, uz nadzor promatrača Europske
zajednice, preuzeli od Jugoslavenske
narodne armije.
Slijeva nadesno: Boro Đorđijevski,
Zvonimir Supek, Mladen Župetić, Damir
Jirasek i Hasan Saračević.
A number of commanders of the
volunteer company of the Zagreb
Airport at the gate of the Pleso
military base on 25 December 1991,
immediately after it was taken over
from the Yugoslav Army in the presence
of EC monitors. Pripadnici samostalne dobrovoljačke Members of the volunteer company
From left to right: Boro Đorđijevski, satnije položili su svečanu prisegu 5. after being sworn in at Turopolje on 5
Zvonimir Supek, Mladen Župetić, Damir siječnja 1992. godine u Turopolju. January 1992.
Jirasek and Hasan Saračević.
strana 207 page
 Pleso
Nitko ne leti
Punih sedam mjeseci Pleso je bilo bez putničkih aviona. Od
31. kolovoza 1991. godine, kad je promet prekinut, letjeli su
samo vojni avioni i avioni koji su prevozili humanitarnu po-
moć te helikopteri promatrača Europske zajednice.
U tih sedam mjeseci na Plesu su ostala zapamćena samo dva
zrakoplova. Prvi je bio zrakoplov Southern Air Transporta,
koji se nakon dva tjedna pregovaranja i osam sati iščekivanja
napokon spustio na Pleso na Badnjak 1991. godine. Njime
su dopremljene donacije američke humanitarne organizacije
AmeriCares i Malteških vitezova iz Frankfurta. Vrijednost
darovane medicinske pomoći i igračaka za djecu u hrvatskim
područjima zahvaćenima ratom iznosila je dvadeset pet mili-
juna dolara.
Drugi zrakoplov koji su Zagrepčani zapamtili bio je MIG s
oznakama hrvatske vojske, čiji je niski let nad gradom izazvao
buru oduševljenja.
strana 208 page
There are no flights
There were no passenger planes at Pleso for seven months.
After 31 August 1991, when passenger traffic was stopped,
only military planes, planes with humanitarian aid and heli-
copters with EC monitors flew to and from the airport.
During these seven months, there were only two aircraft
to be remembered. The first was a Southern Air Transport
aircraft that finally landed at Pleso on Christmas Eve 1991
after two weeks of negotiations and eight hours of waiting.
It delivered donations from the American humanitarian aid
organization, AmeriCares and the Knights of Malta from
Frankfurt. The value of the donated medical aid and chil-
dren’s toys to be distributed in Croatian territories affected
by armed conflict was equal to US$ 25,000,000.
The second aircraft that the people of Zagreb remember
from that period was a MIG with Croatian military insignia,
flying low above the city to the delight of its citizens.
Život se vraća
Težnju za samostalnošću Hrvatska je oživotvorila 15. siječnja
1992. godine. Tog je dana objavljena odluka europske dvana-
estorice o diplomatskom priznanju Hrvatske i Slovenije, a u
sljedećih sedam dana, do 22. svibnja 1992., kad je Hrvatska
primljena za punopravnog člana Ujedinjenih naroda, osamde-
set jedna država priznala je njezino osamostaljenje. Do kraja
godine 1992. Republiku Hrvatsku priznalo je ukupno stotinu
država.
strana 209 page
Operations are back on track
On 15 January 1992, Croatia finally saw its wish for inde-
pendence become reality. This was the day when twelve
members of the EC decided to recognize Croatia and Slo-
venia as independent states. In the following seven days up
to 22 January 1992, when Croatia became a member of the
UN, 81 countries recognized its independence. By the end of
1992, the Republic of Croatia was recognized as an indepen-
dent state by 100 countries.
 Pleso
Slijedom tih događaja već na početku ožujka 1992. godine
postalo je izvjesno da će nebo nad Hrvatskom uskoro ipak
biti ponovno otvoreno. Iz predstavništava većine stranih avio-
prijevoznika čiji su avioni letjeli u Zagreb i iz njega, počele su
stizati najave da su potpuno spremni obnoviti zračne linije čim
hrvatski zračni prostor bude i službeno otvoren. Zanimljiv je
podatak da nijedna strana zrakoplovna kompanija u vrijeme
kad se u Hrvatskoj nije moglo letjeti, nije raskinula ugovor s
aerodromom.
Iz Swissaira, KLM-a i ČSA tih su dana poručili da će njihovi
zrakoplovi, čim im se to omogući, najmanje tri puta u tjednu
slijetati u Zagrebu. Lufthansa je najavila svakodnevnu zračnu
vezu Zagreba s Frankfurtom, a hrvatska nacionalna kompani-
ja, Croatia Airlines, objavila je red letenja od 1. travnja, jer će
tada stići dva zrakoplova kupljena od Lufthanse.
Pristanišnu zgradu i sve ostale dijelove aerodroma trebalo je
temeljito urediti i pripremiti za dolazak prvih putnika. Skupo-
cjeni uređaji, koji su do tada bili na sigurnom zbog opasnosti
od ratnih razaranja, ponovno su montirani. Na svoja su mjesta
vraćeni monitori za obavještavanje putnika o dolascima i od-
lascima zrakoplova, uređaji za rendgensku kontrolu putnika i
prtljage i ostala oprema nužna za neometani nastavak poslova-
nja.
strana 210 page
It was already obvious at the beginning of March that the
skies over Croatia would soon be open again. Messages re-
ceived from most of the representative offices of air carriers
that used to fly to and from Zagreb said that they were ready
to restart scheduled flights as soon as Croatian airspace was
officially open again. It may be of interest to note here that
no foreign air carrier terminated its contract with the air-
port during the period when Croatia was declared a no fly
zone.
Messages sent by Swissair, KLM and ČSA said that their air-
craft would restart landing in Zagreb at least three times a
week as soon as it was possible. Lufthansa announced daily
scheduled flights between Zagreb and Frankfurt, and the
Croatian national air carrier, Croatia Airlines, announced it
would start scheduled flights on 1 April, when two aircraft
purchased from Lufthansa were to be delivered.
It was now urgent to prepare the terminal building and
other segments of the airport for the arrival of passengers.
Expensive equipment, stored because of the risk of destruc-
tion during the armed conflict, was now installed to be used
again. Monitors providing information to passengers about
flight arrivals and departures were put back in place, as well
as devices for x-ray control of passengers and luggage and
other equipment required for the smooth flow of traffic.
Na posao su se vratili i zaposlenici koji su na početku rujna 1991.
morali napustiti svoja radna mjesta. I tako se nekad uobičajena ži-
vost, tipična za život uz zrakoplove, iz dana u dan sve brže vraćala u
prostore zračne luke. Vratila se i nada da će ugled i poslovni uspjesi
vrlo brzo doseći razinu po kojoj je taj kolektiv nekada bio prvi u
ovome dijelu Europe. Štoviše, ta je nada prerasla u čvrsto uvjerenje
da će Aerodrom Zagreb u najskorije vrijeme opet biti luka u kojoj
će pristajati milijuni domaćih i stranih putnika.
Aeroflot je bio prvi
Tupoljev 154 ruske kompanije Aeroflot, kojim je upravljao kapetan
Nikolaj Masljukov, okončao je 1. travnja 1992. godine sedmo-
mjesečno mrtvilo zagrebačke zračne luke. Njegov let iz Moskve u
Zagreb nije prošao bez poteškoća. Naime, dok je ruski zrakoplov
bio nad Mađarskom, beogradska Kontrola letenja, u uvjerenju da
je još uvijek mjerodavna za zračni prostor nad Hrvatskom, javila
je mađarskim kontrolorima letenja da zrakoplov ne može sletjeti
u Zagrebu, jer je hrvatski zračni prostor zatvoren. Mađari su zbog
toga od posade Tupoljeva zahtijevali da sleti na budimpeštanski
aerodrom. Nakon što je hrvatska Kontrola letenja obaviještena da
ruski zrakoplov ne može nastaviti let, u Zagrebu je odlučeno da ga
se preusmjeri drugom rutom, preko Austrije i Slovenije. Na dogo-
vor kontrola letenja triju država, Mađarske, Austrije i Slovenije, nije
trebalo predugo čekati i čim je procedura prelijetanja usklađena,
Tupoljevu je odobreno polijetanje iz Budimpešte prema Zagrebu.
Employees, who had left their work places at the beginning of Sep-
tember 1991, came back to work, and the usual everyday hectic
operations dealing with aircraft and flying were back on track at
the airport. Another thing that was back was the hope that the rep-
utation and business performance that the airport staff used to be
know for would soon be back to the level enjoyed when the airport
was the leader in this part of Europe. This hope soon turned into a
firm belief that Zagreb Airport would again be used by millions of
domestic and foreign passengers.
Aeroflot was the first
A Tupoljev 154 of the Russian air carrier Aeroflot, under the com-
mand of Captain Nikolai Masljukov, was the plane that on 1 April
1991 brought an end, to the seven-month- long inactivity at Zagreb
airport. However, its flight from Moscow was not without difficul-
ties. When the Russian aircraft was flying over Hungary, Hungarian
air traffic control was informed by air traffic control in Belgrade,
who assumed they were still responsible for airspace over Croatia,
that the aircraft could not land at Zagreb Airport, as Croatian air-
space was closed. This was why Hungarian air traffic control asked
the Tupoljev crew to land at Budapest Airport. Once Croatian air
traffic control was informed that the Russian aircraft could not
continue its flight, Zagreb decided to re-route the flight via Austria
and Slovenia. It was not necessary to wait long for agreement be-
tween air traffic controls of the three countries, Hungary, Austria
and Slovenia, to be reached, and as soon as the overflight procedure
had been established, the Tupoljev was given permission to take off
from Budapest in the direction of Zagreb.
strana 211 page
 Pleso
Na Aerodromu Zagreb uslijedilo je veliko slavlje. Aeroflotov su
zrakoplov dočekali ondašnji ministar prometa i veza dr. Josip
Božičević, njegovi pomoćnici Ivica Mudrinić i dr. Stanislav
Pavlin te direktor Aerodroma Zagreb, predstavnik Aeroflota u
Zagrebu i ruski generalni konzul. Svi su oni aktivno sudjelovali
u rješavanju nepredviđenih poteškoća i određivanju nove rute
ruskog zrakoplova.
Novi zrakoplovi Croatia Airlinesa
Boeing 737-200, prvi od zrakoplovâ koje je nacionalni prije-
voznik Croatia Airlines kupio od njemačke Lufthanse, na pistu
zagrebačkog aerodroma sletio je u petak, 3. travnja 1992. godi-
ne. Kapetani Miroslav Pišta i Krešimir Petrin prije slijetanja na
Plesu napravili su krug nad Zagrebom, preletjevši iznad Trga
bana Jelačića i Novog Zagreba.
strana 212 page
The Aeroflot aircraft landed at Zagreb Airport amidst a fes-
tive atmosphere. It was met by the then minister of trans-
port and communications, Dr. Josip Božičević, his assistants
Ivica Mudrinić and Dr. Stanislav Pavlin, the director of Za-
greb Airport, representative of Aeroflot in Zagreb and the
Russian Consul General. All the officials present had taken
an active role in the process of resolving the unforeseen dif-
ficulties and defining a new route for the Russian aircraft.
New aircraft for Croatia Airlines
Boeing 737-200, the first aircraft purchased by the national
air carrier Croatia Airlines from German Lufthansa, landed
in Zagreb on Friday 3 April 1992. Captains Miroslav Pišta
and Krešimir Petrin circled above Zagreb and flew over Ban
Jelačić Square and New Zagreb before landing at Pleso.
Već 5. travnja novi zrakoplov Croatia Airlinesa prvi je put letio
s Plesa na redovitoj svakodnevnoj liniji u Frankfurt, a od 11.
travnja počelo se tri puta u tjednu letjeti u Düsseldorf, Stu-
ttgart i Berlin. Na domaćim se linijama u to vrijeme još nije
letjelo. Iako je kompanija za otvaranje domaćih linija obavila
sve pripreme, morao se čekati dogovor ministarstava prometa
i obrane.
On 5 April, the new Croatia Airlines aircraft made its first
scheduled daily flight to Frankfurt, and on 11 April sched-
uled flights began three times a week to Düsseldorf, Stutt-
gart and Berlin. There were no domestic flights at that time,
although all the preparations had been made by the national
air carrier to start flights. It was necessary to wait for an
agreement to be reached between the Ministries of Trans-
port and Defence.
Tek 15. svibnja 1992. godine na
zagrebački je aerodrom sletio prvi
avion iz Splita. Tim letom Boeinga 737,
kojim je upravljao kapetan Zvonko
Horvat, napokon su otvorene i domaće
redovite linije.
It was only on 15 May 1992 that the
first aircraft flying from Split landed at
Zagreb Airport. The Boeing 737 flight,
under the command of Captain Zvonko
Horvat, represented the start of flights
to domestic destinations.
strana 213 page
 Pleso
Otvaranje hrvatskoga zračnog prostora
i prestanak ratnih opasnosti mnoge
strane kompanije, vjerni partneri
zagrebačkog aerodroma, dočekale
su spremne pa su vrlo brzo ponovno
uspostavljene ratom prekinute linije.
strana 214 page
Numerous foreign air carriers proved
reliable partners of Zagreb Airport, as
they were ready to restart scheduled
flights, which had been discontinued
because of the war, very soon after the
airspace above Croatia was reopened
and there was no longer any war risk.
 Napis objavljen u Večernjem listu 25.
srpnja 1992. godine.

An article published in Večernji list on

25 July 1992.

strana 215 page

 Pleso

Mršav prihod od sedmomjesečnog

poslovanja u 1992. godini malo su
ublažili letovi vojnih transportera s
humanitarnom pomoći za Sarajevo te
zrakoplovi Ujedinjenih naroda.
Glavni zapovjednik UNPROFOR-a,
indijski general Satish Nambiar,
upravo je u vojarnu na Plesu smjestio
svoju zagrebačku bazu. U proljeće
1992. godine stožer i administracija
UNPROFOR-a uselili su se u prilagođene
prostore internata Više zrakoplovne
škole u kojoj je otvorena i kuhinja
s restoranom te Duty Free Shop.
Ostvarenim prihodom od iznajmljivanja
donekle se ublažilo loše financijsko
stanje uzrokovano prorijeđenim
putničkim prometom.
Na fotografijama su transporter
američke vojske Lockheed C-5 Galaxy i
UN-ov IL-76.

Meagre revenues in the first seven

months of operations in 1992 were
increased by fees paid by military cargo
aircraft carrying humanitarian aid to
Sarajevo and United Nations planes.
The UNPROFOR chief commander,
Indian General Satish Nambiar, chose
the army barracks at Pleso for his
Zagreb headquarters. In Spring 1992,
the headquarters and administration of
UNPROFOR moved into the refurbished
premises of the Higher Aviation School
in which a kitchen and restaurant and
duty free shop had been opened. The
income from renting out this space
eased the bad financial situation
brought about by scant passenger
traffic. The photos show US Army
Lockheed C-5 Galaxy and UN IL-76
cargo planes.

strana 216 page

Povremeni prekidi
U 1993. godini strani su avioprijevoznici zbog učestalih in-
cidentnih situacija povremeno prekidali letenje na redovitim
linijama. Prvi je prekid bio na početku veljače, nakon pucnja-
ve na zrakoplov njemačke kompanije Transall. Cijeli tjedan
nitko od stranaca nije letio, a letove su prekinuli i zrakoplovi
UNPROFOR-a, u čijem su zapovjedništvu najavili da će iz si-
gurnosnih razloga svoju bazu preseliti u Split.
Kad je nakon sedmodnevne stanke u petak, 12. veljače sletio
Lufthansin avion iz Frankfurta, a potom i zrakoplovi češke i
slovačke kompanije, s letovima su nastavili i ostali. Najprije
Austrijanci, a potom i Swissair i Air France. A i Visoko povje-
reništvo Ujedinjenih naroda ponovno je uspostavilo zračni
most kojim su u Sarajevo iz svojih skladišta na Plesu otpremali
humanitarnu pomoć.
Temporary disruptions
In 1993, foreign air carriers were forced, from time to time,
to discontinue their scheduled flights due to frequent inci-
dents. The first such incident happened at the beginning of
February, after an aircraft of the German company Transall
was shot at. No foreign aircraft flew for a whole week, and
flights were also discontinued by UNPROFOR aircraft,
whose command announced its intention to move its local
headquarters to Split for security reasons.
After a seven-day break, the first plane to land in Zagreb, on
Friday 12 February, was a Lufthansa plane from Frankfurt,
followed by Czech and Slovak airplanes. Flights were then
resumed by other air carriers as well, first the Austrians
and then Swissair and Air France. The United Nations High
Commission also reopened the airlift bridge needed to de-
liver humanitarian aid to Sarajevo from its warehouses at
Pleso.
strana 217 page

Opustjela stajanka. Na njoj su samo
zrakoplovi Croatia Airlinesa koji su
nastavili redovito letjeti čak i onda kad
su ostale kompanije, opravdavajući se
visokim rizikom, svoje letove preselile
na druge lokacije.
Pleso
Deserted airport apron. The only
aircraft are the Croatia Airlines ones
that continued flying regularly even
when other companies moved their
flights to other locations, justifying their
decision by the high level of risk.
strana 218 page
 Privremeni prekid letova nekih stranih kompanija pogodio
je Aerodrom Zagreb ujesen iste godine. Smatrajući da je
Zagreb u visoko rizičnom području, veći dio mjeseca rujna,
umjesto u Zagrebu, Lufthansini zrakoplovi slijetali su u Grazu,
a Swissairovi u Mariboru, odakle su se putnici autobusima
prevozili u Zagreb. Istodobno su Air France, Aeroflot, ČSA,
Macedonia AS i domaći avioprijevoznici Croatia Airlines i Anić
Airways letjeli bez prekida.

Temporary flight discontinuation by certain foreign air carriers

happened again at Zagreb Airport in the autumn of the same
year. Zagreb was considered a high risk area, and during most
of the month of September, Lufthansa planes landed at Graz.
Swissair chose Maribor, and transported passengers from there
to Zagreb by bus, while Air France, Aeroflot, ČSA, Macedonia
AS and domestic air carriers Croatia Airlines and Anić Airways
continued flying without disruptions.

strana 219 page

 Pleso

A new name

In 1991, after Croatia had left the Yugoslav Federation and

declared independence, Zagreb Airport stopped being a
transit airport in the air traffic system of Yugoslavia and be-
came the main national airport of the Republic of Croatia,
and in 1993 was given a new name: Zračna luka Zagreb.

In spite of all the numerous hardships during and after the

Novi naziv
Nakon što je 1991. godine Hrvatska izišla iz jugoslavenske fe-
deracije i proglasila samostalnost, Aerodrom Zagreb prestao je
biti tranzitni aerodrom u zračnom sustavu Jugoslavije. Postao
je glavna državna zračna luka Republike Hrvatske, a u 1993.
godini dobio je novi naziv: Zračna luka Zagreb.
war, the airport’s financial performance for the year was in
the black. Records showed that more than 11,000 aircraft
landings, 665,000 passengers and 6,200 tons of cargo were
handled by the airport, which represented considerable
progress, although figures were still below the level reached
before the war.

Unatoč mnogobrojnim ratnim i poratnim poteškoćama, kraj

godine dočekan je s pozitivnim financijskim rezultatom. Više
od jedanaest tisuća slijetanja zrakoplova, šesto šezdeset pet
tisuća putnika i šest tisuća dvjesto tona tereta u ondašnjim je
okolnostima bio znatan napredak, iako je to još uvijek bilo
ispod prijeratne razine.

strana 220 page

 Papa Ivan Pavao II. u Hrvatsku je 10. rujna 1994. godine
doputovao kao, kako je istaknuo, hodočasnik pomirenja.
U Zračnoj luci Zagreb dočekali su ga ondašnji predsjednik
Franjo Tuđman i zagrebački kardinal Franjo Kuharić s bliskim
suradnicima. Nakon pozdravnih govora, papamobilom se
odvezao do katedrale, cijelim putem praćen pozdravima
mnogobrojnih građana. U katedrali se pomolio na grobu
kardinala Alojzija Stepinca, za kojeg je oduvijek tvrdio da je
najsvjetliji lik i istinski čovjek Crkve.
Svetoj misi koju je dan poslije, 11. rujna 1994. godine služio na
zagrebačkom Hipodromu, pribivalo je oko milijun vjernika, pa je
to bilo najposjećenije euharistijsko slavlje u hrvatskoj povijesti.
U svojoj propovijedi Papa je poručio vjernicima da budu spremni
oprostiti i prihvatiti bližnje, i da srce oslobode od mržnje i osvete.

On 10 September 1994, Pope John Paul II came to Croatia as a

pilgrim of reconciliation, as he stressed in his statement. He was
met at Zagreb Airport by the then President Franjo Tuđman,
Zagreb Cardinal Franjo Kuharić and other dignitaries. After
the welcome speeches, the Pope went to the Cathedral in his
popemobile, while crowds greeted him enthusiastically along
the way. In the Cathedral, he prayed at the tomb of Cardinal
Alojzije Stepinac, a person the Pope always considered a shining
personality and a true man of the Church.
A day later, on 11 September 1994, a mass was celebrated
at the Zagreb Hippodrome, which was attended by around
1,000,000 believers, which turned out to be the largest Eucharistic
celebration in the history of Croatia. In his sermon, the Pope asked
believers to be ready to forgive and accept their neighbours, and
free their hearts from hatred and revenge.

strana 221 page

 Pleso

strana 222 page

 Od kraja listopada 1993. do kraja 1994. godine, Zračna luka Zagreb ostvarila je
prvi dio programa obnove i razvoja infrastrukture i nabave opreme. Kupljena
su dva moderna vatrogasna vozila, dva utovarivača za robu, vozilo za opskrbu
zrakoplova hranom i pićem, odleđivač zrakoplova, putničke stube, kolica za
prtljagu te informatička oprema.

Between the end of October 1993 and the end of 1994, Zagreb Airport was able
to implement the first part of its infrastructure renovation and development
programme and also to purchase the new equipment it needed, including two
state-of-the art fire fighting vehicles, two cargo loading devices, a vehicle to
supply food and beverages to aircraft, an aircraft defrosting device, mobile
passenger stairs, luggage trailers and IT equipment.

strana 223 page

 Pleso
Bill Clinton na Plesu
Američki predsjednik Bill Clinton i izaslanstvo američkoga
Kongresa, nakon obilaska američkih vojnih postrojba u Italiji,
Mađarskoj i Bosni i Hercegovini stigli su 13. siječnja 1996. go-
dine u Zagreb. U zračnoj luci na Plesu, u kojoj su ih dočekali
predsjednik Republike dr. Franjo Tuđman i visoki državni duž-
nosnici, dva su državna izaslanstva razgovarala o aktualnom
stanju hrvatske države, posebice o reintegraciji hrvatskog Po-
dunavlja te o bilateralnim odnosima, o hrvatskom članstvu u
Partnerstvu za mir i o članstvu u Sjevernoatlantskom savezu.
strana 224 page
Bill Clinton at Pleso
On 13 January 1996, the President of the USA Bill Clinton
and a US Congress delegation arrived in Zagreb after visiting
American troops in Italy, Hungary, and Bosnia and Herze-
govina. They were met at the airport by the President of the
Republic of Croatia, Franjo Tuđman and high-ranking govern-
ment officials. The two delegations held talks about the current
situation in the Republic of Croatia, with a special focus on the
reintegration of its Danube region, bilateral relations between
the two countries and about Croatian membership of Partner-
ship for Peace and the North Atlantic Treaty Organization.
strana 225 page

Sredinom srpnja 1996. godine hrvatski
olimpijci otputovali su na Olimpijske
igre u Atlantu. Nastupili su u četrnaest
sportova i osvojili dvije medalje: zlatnu
u rukometu i srebrnu u vaterpolu.
Pleso
In the middle of July 1996, the Croatian
Olympic team travelled to the Olympic
Games in Atlanta. They competed in 14
sports and won two medals: gold for
handball and silver for watepolo.
strana 226 page
 Sportaši su česti gosti zračne luke.
Godine 1997. nogometaši zagrebačkog
Dinama (tada se klub zvao Croatia),
pod vodstvom trenera Otta Barića
osvojili su hrvatsko nogometno
prvenstvo s osamdeset jednim bodom
od devedeset mogućih. Splitski Hajduk
bio je na drugom mjestu ljestvice sa
zaostatkom od čak dvadeset jednog
boda.
Vrijedi podsjetiti na to da je Dinamo
u devedesetim godinama prošloga
stoljeća osvojio čak pet hrvatskih
prvenstava zaredom: 1996., 1997.,
1998., 1999. i 2000. godine. Taj je
podvig nadmašen kad je Dinamo od
2006. do 2012. godine titulu prvaka
osvojio sedam puta zaredom.

Athletes have frequently been hosted by

the airport. In 1997, the Zagreb football
club Dinamo (then named Croatia),
with coach Otto Barić, won the Croatian
football championship with 81 points
out of a maximum 90. Hajduk from Split
was second, 21 points behind.
It is worth mentioning here that in
the 1990s, Dinamo won five Croatian
football league championships in a row:
1996, 1997, 1998, 1999 and 2000. Ten
years later, the club outperformed its
own stellar performance of the 1990s
by winning seven consecutive Croatian
football league championships between
the years 2006 and 2012.

strana 227 page

 Pleso

Novi Airbus A319 nacionalnog prijevoznika Croatia Airlinesa na On 20 January 1998, a new Airbus A319 aircraft was greeted on the apron
stajanci svoje matične luke dočekan je 20. siječnja 1998. godine s velikim of its home airport by the national air carrier Croatia Airlines with a large
transparentom dobrodošlice. welcome banner. The aircraft, registration markings 9A-CTG, was given the
Zrakoplov s registracijskom oznakom 9A-CTG dobio je ime Zadar. name Zadar.

strana 228 page

 Na početku lipnja
1998. godine
Croatia Airlines
kupio je i drugi
Airbus A319 i
nadjenuo mu ime
Zagreb.

At the beginning
of June 1998,
Croatia Airlines
purchased
another Airbus
A319 aircraft and
named it Zagreb.

strana 229 page

 Pleso
Papa drugi put u Hrvatskoj
Dolazim k vama kao hodočasnik evanđelja slijedeći stope prvih
svjedoka vjere, rekao je papa Ivan Pavao II. na svečanom doče-
ku u Zračnoj luci Zagreb 2. listopada 1998. godine, na početku
svoga drugog pastoralnog pohoda Republici Hrvatskoj. U Za-
greb je doputovao zrakoplovom talijanske kompanije Alitalia,
u kojem je osim njegove pratnje bilo i pedesetak novinara i
fotoreportera.
Svetoga Oca na stajanci zračne luke dočekalo je hrvatsko dr-
žavno izaslanstvo predvođeno predsjednikom Republike dr.
Franjom Tuđmanom te predstavnici Hrvatske biskupske kon-
ferencije i Katoličke crkve sa zagrebačkim nadbiskupom Josi-
pom Bozanićem i kardinalom Franjom Kuharićem na čelu.
strana 230 page
The Pope’s second visit to Croatia
“I come to you as a pilgrim of the Gospel following in the
steps of the first witnesses of faith”. These were the words of
Pope John Paul II when he landed at Zagreb Airport on 2
October 1998 at the start of his second pastoral visit to the
Republic of Croatia. He travelled to Zagreb on an Italian air
carrier Alitalia plane with his entourage and some fifty jour-
nalists and reporters.
The Holy Father was met at the airport by a Croatian gov-
ernment delegation led by the President of the Republic
Franjo Tuđman and representatives of the Croatian Bishops
Conference and Catholic Church led by the Archbishop of
Zagreb Josip Bozanić and Cardinal Franjo Kuharić.
strana 231 page
 Pleso
Sastanak na vrhu
Nikada se u Hrvatskoj nije okupilo toliko državnika kao na
skupu koji je održan u Zagrebu 24. studenoga 2000. godine.
Bio je to sastanak na vrhu šefova država i vlada petnaest ze-
malja članica Europske unije, čelnika zemalja obuhvaćenih
Sporazumom o stabilizaciji i pridruživanju – Hrvatske, Bosne
i Hercegovine, Makedonije, Albanije i Savezne Republike Ju-
goslavije. Skupu su predsjedali francuski predsjednik Jacques
Chirac, jer je Francuska tada predsjedala Europskom unijom,
i hrvatski predsjednik Stjepan Mesić, a u radu su sudjelovali i
predstavnici Europske komisije, posebni predstavnik glavnog
tajnika Ujedinjenih naroda te slovenski ministar vanjskih po-
slova.
strana 232 page
Croatia Summit
Never before had so many statesmen gathered in Croatia as
was the case at the gathering held in Zagreb on 24 Novem-
ber 2000. It was a summit attended by heads of state and
government from fifteen EU member countries, and heads
of state of countries that had entered the Stabilization and
Association Agreement – Croatia, Bosnia and Herzegovina,
Macedonia, Albania and the Federal Republic of Yugoslavia.
The summit was chaired by French President Jacques Chi-
rac, as France held the EU presidency at the time, together
with Croatian President Stjepan Mesić. Other active par-
ticipants included representatives of the European Com-
mission, the Slovene minister of foreign affairs and a special
envoy of the UN Secretary General.
 Skup koji se naziva i Zagreb
summit pamtit će se ponajvi-
še po događaju vrlo važnom
za noviju hrvatsku povijest.
Naime, nakon prihvaćanja
završne deklaracije u kojoj
je istaknuto individualno
pristupanje zemalja regije
Europskoj uniji, Hrvatska je s
Europskom unijom potpisala
dokument o početku pregovo-
ra o pridruživanju za koje se
onda neslužbeno predviđalo
da će završiti za najviše šest
mjeseci.
strana 233 page
The gathering, also known
as the Zagreb Summit will
be remembered most as
an event that proved very
important for the future of
Croatia. After the summit
declaration was adopted,
which stressed the principle
of individual EU accession of
the countries in the region,
Croatia and the EU signed
a document on the start of
negotiations on Croatia’s EU
accession, which were then
informally expected to last
no more than six months.
 Pleso

Dan nakon završetka sastanka na vrhu, u Zračnoj luci Zagreb bilo je pedesetak A day after the summit ended, there were about fifty scheduled and twentyeight
redovitih i dvadeset osam izvanrednih avionskih linija. Stotinu pedeset letova bilo unscheduled flights handled by Zagreb Airport. The hundred and fifty flights
je za trećinu više od ondašnjeg prosječnog dnevnog prometa. exceeded the average volume of daily traffic by one third.

strana 234 page

Osamnaest kompanija
Godine 2000. Zračna luka Zagreb zapošljavala je osamsto
pedeset jednog djelatnika te još dvjesto dvadeset osam u tvrt-
kama kćerima, Ugostiteljstvu i Trgovini. Broj slijetanja zrako-
plova, oko trinaest i pol tisuća, te je godine bio neznatno manji
od prosječnog broja slijetanja prethodnih dviju godina, no
povećala se ukupna težina zrakoplova, jer su novoproizvedeni
zrakoplovi bili sve veći i sve teži. Broj usluženih putnika, oko
milijun i sto pedeset tisuća, i količina tereta, oko sedam i pol
tona, bili su na razini prethodnih godina.
Posebno je zanimljiv podatak da su domaći avioprijevoznici
unutar Hrvatske prevezli oko tristo pedeset tisuća putnika, a
na međunarodnim linijama oko četiristo trideset tisuća, čime
su za oko šezdeset pet tisuća putnika nadmašili strane prijevo-
znike.
Iz Zračne luke Zagreb 2000. godine redovito prometuje osa-
mnaest aviokompanija: Aeroflot, Air Bosna, Austrian Airlines,
Avioimpex, British Airways, Croatia Airlines, ČSA, Lufthansa,
Laus Air, Linair, LOT, IWA, Malaysian Airline, Malev, North
Adria Aviation, Swissair i Tyrolean Airways.
Eighteen companies
Eighteen companies
In the year 2000, Zagreb Airport employed 851 people with
another 228 employed by its subsidiary companies, Cater-
ing and Commerce. The number of aircraft landings was
13,500, only slightly below the number of landings recorded
in the previous two years, but the overall weight of aircraft
had increased, as newly built aircraft were getting larger and
heavier. The number of passengers was about 1,150,000 and
the cargo volume was 7.5 tons, which was equal to the level
recorded in previous years.
It is interesting to note that domestic air carriers transport-
ed about 350,000 passengers on flighst inside Croatia and
about 430,000 on international flights, exceeding the num-
ber of passengers on flights operated by foreign air carriers
by some 65,000 passengers.
In the year 2000, 18 air carriers had scheduled flights to and
from Zagreb Airport, including: Aeroflot, Air Bosna, Aus-
trian Airlines, Avioimpex, British Airways, Croatia Airlines,
and ČSA, Lufthansa, Laus Air, Linair, LOT, IWA, Malaysia
Airlines, Malev, North Adria Aviation, Swissair and Tyro-
lean Airways.
strana 235 page
 Pleso

strana 236 page

Novo tisućljeće The New Millennium

Prva godina 21. stoljeća ostat će zapamćena po događaju koji je iz temelja uz-
drmao tržište zračnog prometa. Teroristički napadi samoubojica u Sjedinjenim
Američkim Državama 11. rujna 2001. godine u relativno kratkom razdoblju u
mnogih su ljudi izazvali strah od letenja i naveli ih da potraže druge vrste pri-
jevoza. To je avioprijevoznicima prouzročilo enormne gubitke, a neke kompa-
nije čak odvelo u stečaj. Manjak putnika prisilio je mnoge zračne prijevoznike
da velike zrakoplove zamijene manjima, mnoge linije su ukinute…
The first year in the 21st century will be remembered for an event that shook
the very foundations of the air traffic market. On 11 September 2001, the
terrorist suicide attacks that hit the USA made many people fear flying and
look for alternative ways of travelling. This resulted in huge losses for air
carriers so that some even went bankrupt. Falling numbers of passengers
forced many air carriers to replace large aircraft with smaller ones, and
many scheduled flights were cancelled.

strana 237 page

 Pleso
Opće nazadovanje zračnog prometa nije zaobišlo ni naše kra-
jeve. Zbog toga su u Zračnoj luci Zagreb u 2002. godinu ušli
s dobrano revidiranim planovima predviđanja rasta prometa.
Nastojali su se maksimalno prilagoditi promjenama na tržištu.
Pokazalo se, međutim, da je tvrtka usprkos nedaćama cijele
godine uspijevala zadržavati likvidnost i redovito podmirivati
sve obveze. Tako je i u toj nadasve teškoj poslovnoj godini na-
posljetku ipak ostvarena dobit od oko petnaest milijuna kuna.
U 2002. godini u Zračnu luku Zagreb sletjelo je neznatno više
od četrnaest tisuća zrakoplova, u prosjeku četrdesetak svakoga
dana. Usluženo je milijun i dvjesto tisuća putnika i utovareno i
istovareno oko sedam tona različitog tereta.
strana 238 page
These adverse developments were felt in our part of the
world as well and the 2002 Zagreb Airport traffic growth
forecasts had to be revised downwards. It was necessary
to adapt to the market changes in the best possible way. It
turned out, however, that Zagreb Airport was able to stay
liquid throughout the year and meet its obligations on time
in spite of all the difficulties. It ended the business year
about 15,000,000 kuna in profit.
In 2002, the number of aircraft landings at Zagreb Airport
was slightly below 14,000, with on average 40 aircraft per
day. The number of passengers was 1,200,000 and the vol-
ume of cargo loaded and unloaded was about 7 tons.
 Tisuće ljubitelja zimskih
sportova okupile su se
u Zračnoj luci Zagreb
25. veljače 2002.
godine da bi dočekale
i pozdravile članove
hrvatske reprezentacije,
koji su se sa Zimskih
olimpijskih igara u
Salt Lake Cityju, gdje je
dvadesetogodišnja Janica
Kostelić osvojila četiri
medalje, tri zlatne i jednu
srebrnu.

On 25 February 2002,
thousands of skiing
fans gathered at Zagreb
Airport to meet and
welcome the members
of the Croatian national
team on their return from
the Winter Olympics in
Salt Lake City, where
20-year-old Janica
Kostelić won three gold
and one silver medal.

strana 239 page

 Pleso
Putnici se vraćaju
Promet je u 2003. godini blago porastao. Slijetanja zrakoplova
bilo je šest posto više nego u prethodnoj godini, tonaža zrako-
plova povećala se za oko tri posto, broj putnika za oko devet
posto, a za jednak postotak uvećala se i količina pošte. Najviše
se povećao promet robe, za gotovo dvadeset jedan posto.
Porastom prometa u 2003. godini ostvarena je dobit od petna-
est i pol milijuna kuna. Zahvaljujući tome znatno je smanjena
kreditna zaduženost, čime je ostvaren temeljni uvjet za novi
investicijski i razvojni zamah.
strana 240 page
Passengers return
The year 2003 saw a slight increase in traffic volume, with
landings up by 6% on the previous year, increase in aircraft
tonnage of 3%, the number of passengers up by about 9%,
and the same increase in the volume of mail handled. The
highest increase was recorded in the volume of cargo han-
dled: almost 21%.
The 2003 increase in traffic resulted in profits for the year
totaling 15,500,000 kuna, which made it possible for the
airport to lower its indebtedness and start a new cycle of
development and investment.
Hrvatska rukometna reprezentacija iz Portugala se 3. veljače 2003. godine u Zagreb vratila s
titulom svjetskog prvaka. U završnoj utakmici pobijedila je njemačke rukometaše s čak tri gola
prednosti.
Trijumf na Svjetskom prvenstvu u Portugalu sportski stručnjaci smatraju renesansom hrvatskog
rukometa i početkom nove rukometne ere. Naime, sedam godina, od osvajanja zlatne medalje na
Olimpijskim igrama u Atlanti 1996. godine, rukometaši ni na jednom međunarodnom natjecanju
nisu bili uspješni. Preokret je u Portugalu donijela pomlađena reprezentacija u kojoj su pod
vodstvom izbornika Line Červara igrali Vlado Šola, Valter Matošević, Mario Kelentrić, Nikša
Kaleb, Renato Sulić, Ivano Balić, Božidar Jović, Blaženko Lacković, Vedran Zrnić, Igor Vori, Davor
Dominiković, Mirza Džomba, Tonči Valčić, Slavko Goluža, Denis Špoljarić i Petar Metličić.
strana 241 page
On 3 February 2003, the Croatian national handball team returned from the World Championship
held in Portugal as the world champions. They beat Germany in the final by 3 goals.
Sports experts considered this triumph at the World Championship in Portugal to be the beginning
of the Croatian handball renaissance, as the national handball team had not been successful at any
of the international tournaments since they had won gold at the Olympic Games held in Atlanta in
1996. The turnaround in Portugal was the work of a rejuvenated national team led by coach Lino
Červar. The players Vlado Šola, Valter Matošević, Mario Kelentrić, Nikša Kaleb, Renato Sulić, Ivano
Balić, Božidar Jović, Blaženko Lacković, Vedran Zrnić, Igor Vori, Davor Dominiković, Mirza Džomba,
Tonči Valčić, Slavko Goluža, Denis Špoljarić and Petar Metličić.
 Pleso
Croatian Summit 2005.
Pet godina nakon prvog sastanka na vrhu, na kojem je vredno-
van kriterij individualnog pristupa Europskoj uniji, Zagreb je,
ovaj put u statusu zemlje koja je počela pregovore s Europskom
unijom, od 13. do 15. listopada 2005. godine bio domaćin dru-
gom sastanku pod nazivom Croatian Summit 2005.
Tri dana šesnaest predsjednika država srednje Europe ra-
spravljalo je u hotelu Westin o nastavku procesa proširenja na
jugoistok Europe te o gospodarsko-socijalnom modelu buduće
ujedinjene Europe.
strana 242 page
Croatia Summit 2005
Five years after the first summit, where the principle of in-
dividual EU accession was declared, Zagreb was again, this
time as the capital of a country with EU membership candi-
date status, host to the second summit, convened under the
name Croatia Summit 2005 from 13 to 15 October 2005.
During the three days of the summit held at the Zagreb
Westin Hotel, 16 heads of state from Central Europe dis-
cussed the continuation of the EU enlargement process in
south-east Europe as well as the economic and social model
to be applied in the united Europe of the future.
strana 243 page
 Pleso
Devetnaest tisuća slijetanja i više od milijun i pol putnika u
2005. godini te ostvarena dobit od petnaest milijuna kuna, dali
su naslutiti da su stvorene dobre pretpostavke za novi investi-
cijski ciklus, u kojem će središnje mjesto imati gradnja novog
putničkog terminala. Dobro poslovanje stvorilo je uvjete za
obnovu stare i kupnju nove, modernije i sofisticiranije opreme,
koja će jamčiti još veću sigurnost i redovitost zračnog prometa.
U to se svakako ubraja uređaj za odleđivanje manevarskih po-
vršina, vozila Follow-me i sanacija asfaltnog kolnika, a postav-
ljena je i nova ograda te obnovljen krov u putničkoj zgradi.
Slijed zadovoljavajućih poslovnih rezultata nastavljen je i u
2006. godini. Iako je broj slijetanja bio manji nego 2005. godi-
ne, broj putnika povećao se na milijun i šesto šezdeset tisuća.
Redovite linije otvorile su i dvije nove aviokompanije: Wizz Air
i TAP Portugal.
strana 244 page
In the year 2005, Zagreb Airport’s profit was 15,000,000 kuna,
there were 19,000 landings and more than 1,500,000 passen-
gers – all indications that good foundations were in place for
the start of a new investment cycle, where the priority would be
the construction of a new passenger terminal. Good business
results made it possible to renew old equipment and purchase
the new and more sophisticated items, needed to guarantee
safe and timely air traffic operations. Among the investments
made were the purchases of a device for de-icing airport ma-
noeuvring surfaces, follow-me vehicles, the renovation of the
asphalt-covered carriageway, installation of a new fence and
renovation of the passenger terminal roof.
Good business results were recorded in 2006 as well, when the
number of landings went down by 3,500 compared to 2005, but
the number of passengers went up to 1,660,000, with two new
air carriers, Wizz Air and TAP Portugal, introducing sched-
uled flights:.
strana 245 page

Ruski predsjednik u Zagrebu
Na poziv hrvatskog predsjednika Stjepana Mesića,
u Zagreb je 24. lipnja 2007. godine doputovao ruski
predsjednik Vladimir Putin. Kao poseban gost sudje-
lovao je na Energetskom samitu jugoistočne Europe.
Njegov dolazak pratile su jake mjere sigurnosti, pa tako
do posljednjega trenutka nije bio poznat ni termin sli-
jetanja njegova zrakoplova.
Na marginama samita Putin je imao bilateralne susre-
te s predsjednicima Hrvatske, Srbije, Bugarske, Crne
Gore, Bosne i Hercegovine te Makedonije, s kojima je,
prema pisanju sovjetskog tiska, razgovarao o razvoju
ekonomskih odnosa te o aktualnoj situaciji na Kosovu.
Pleso
The Russian President visits Zagreb
Accepting an invitation from Croatian President
Stjepan Mesić, Russian President Vladimir Putin
arrived at Zagreb Airport on 24 June 2007. He was
a special guest at the South-Eastern Europe Energy
Summit, and as his visit required special security
measures, the landing time of his aircraft was kept
unknown until the very last minute.
On the margins of the summit, President Putin had
bilateral meetings with the presidents of Croatia,
Serbia, Bulgaria, Montenegro, Bosnia and Herze-
govina and Macedonia. According to reports in Rus-
sian papers, their talks focused on the development
of business relations and the situation in Kosovo.
strana 246 page
strana 247 page
 Pleso
Air Force One treći put na Plesu
Prvi je put najpoznatiji zrakoplov na svijetu, Air Force One,
na Pleso davne 1970. godine dovezao Richarda Nixona. Drugi
put, u siječnju 1996., Bill Clinton sletio je na Pleso helikopte-
rom, ali ga je njegov zrakoplov Air Force One već čekao; nešto
prije doletio je iz baze u Avianu.
Treći put je zrakoplovom Air Force One u Zagreb 4. travnja
2008. godine stigao američki predsjednik George Bush. Iako su
u Hrvatskoj već boravila dva američka predsjednika, Bushov
dolazak bio je prvi službeni državnički posjet Hrvatskoj. Sa
suprugom Laurom u Zagreb je stigao iz Bukurešta, s NATO-
ova sastanka na vrhu, na kojem je Hrvatska dobila pozivnicu
za ulazak u taj vojni savez.
Na ulasku u hrvatski zračni prostor, predsjedničkom Air Force
Oneu dobrodošlicu su poželjela dva hrvatska borbena zrako-
plova MIG-21, a osiguravala su ga i dva američka lovca F16 te
dva helikoptera.
Pri izlasku iz zrakoplova američki predsjednik najprije se ru-
kovao s ministrom vanjskih poslova Gordanom Jandrokovi-
ćem, a potom i sa savjetnicima predsjednika Stjepana Mesića,
Tomislavom Jakićem i Sašom Perkovićem, te s američkim ve-
leposlanikom Robertom Bradtkeom i direktorom Zračne luke
Zagreb Boškom Matkovićem.
strana 248 page
Air Force One lands at
Pleso for the third time
The first landing at Pleso of the most well known aircraft,
Air Force One, was recorded in 1970, with US President
Richard Nixon on board. The second time, in January 1996,
US President Bill Clinton landed at Pleso in a helicopter, but
Air Force One was already waiting as it had flown in some
time earlier from the military base in Aviano.
The third time Air Force One landed in Zagreb was on
4 April 2008, when US President George Bush came to
Croatia as the first US President on an official visit. He ar-
rived with his wife Laura from Bucharest and the NATO
summit held there, where Croatia had been invited to be-
come a member of the military alliance.
Upon entering Croatian airspace, the President’s Air Force
One was welcomed by two Croatian MIG-21 fighter planes.
The plane was also accompanied by two American F16 fight-
er planes and two helicopters.
Upon leaving his plane, the US President first shook hands
with the Croatian Minister of Foreign Affairs Gordan
Jandroković, then with advisors to Croatian President
Stjepan Mesić, Tomislav Jakić and Saša Perković, with the
US Ambassador to Croatia Robert Bradtke and Zagreb Air-
port director Boško Matković.
strana 249 page
 Pleso

strana 250 page

Promet putnika od 2005. do 2009. godine

2.200.00
2.192.453
2.000.00 2..062.242
1.992.445
1.800.00

1.600.00 1.728.413

1.400.00 1.551.519

1.200.00

1.000.00

2005. 2006. 2007. 2008. 2009.

Isječak iz izvještaja o poslovanju An excerpt from the 2009 Zagreb

Zračne luke Zagreb u 2009. godini Airport Annual Report

strana 251 page

 Pleso
Rekonstrukcija praga
U 2010. godini rekonstruiran je prag uzletno-sletne staze. Tako
se naziva betonski dio na kojem se zrakoplovi prizemljuju, zato
mora biti posebno čvrst. Najveći dio staze je asfaltiran, ali prag
je građen od armiranog betona.
Prilikom rekonstrukcije praga, staza je bila skraćena za oko
sedamsto metara. Unatoč tome, prometovalo se bez zastoja, a
slijetali su čak i najveći zrakoplovi.
strana 252 page
Threshold reconstruction
The runway threshold was renovated in 2010. The threshold
is a concrete part of the runway used by planes when land-
ing, which is why it has to be especially firm. While most of
the runway is covered in asphalt, the threshold is built from
reinforced concrete.
During threshold reconstruction, the runway was shorter
by 700 meters, but traffic continued uninterrupted and even
the largest aircraft continued landing on it.
strana 253 page
 Pleso

Prvi zrakoplov koji je

sletio na obnovljenu
uzletno-sletnu stazu

The first aircraft to

land on the renovated
runway.

strana 254 page

strana 255 page
 Pleso

strana 256 page

Niskotarifni avioprijevoznici
Od kraja studenoga 2010. godine britanski niskotarifni avio-
prijevoznik easyJet, koji prema nekim ocjenama korisnika slovi
kao najbolja niskotarifna aviokompanija, povezao je Zagreb s
Parizom, a u veljači 2011. s Londonom i Dortmundom. Zbog
male profitabilnosti linija za Pariz ukinuta je potkraj ožujka
2011. godine, a u 2012. godini easyJet je u srpnju i kolovozu
letio pet dana u tjednu iz Zagreba u London.
Otprilike u vrijeme kad je easyJet počeo prometovati iz Zagre-
ba, druga niskotarifna kompanija, mađarski Wizz Air, prestala
je održavati svoje linije preko Zračne luke Zagreb, iako je su-
radnja trajala od 2006. godine.
Najstarija niskotarifna kompanija, irski Ryan Air, među prvim
jeftinim avioprijevoznicima odabrala je Zračnu luku Zagreb za
jedno od svojih odredišta.
Statistički podaci pokazuju da niskotarifni avioprijevoznici u
Europi u prosjeku ostvaruju trideset pet posto ukupnog pro-
meta zračnih lukâ. U Zračnoj luci Zagreb čine tek osamnaest
posto, no težnja je da dosegnu oko trideset posto njezinoga
zračnog prometa, što bi se u idućih pet do deset godina moglo
i povećati.
Low-cost air carriers
At the end of November 2010, British low-cost air carrier
easyJet, which had been declared the best low-cost air carri-
er by service users, started flying between Zagreb and Paris,
and in February 2011, between Zagreb and London and
Dortmund. Flights to Paris were discontinued at the end of
March 2011 due to low profitability, but in July and August
2012, easyJet operated flights between Zagreb and London
five times a week.
At the same time, another low-cost air carrier, the Hungar-
ian company Wizz Air, stopped flying via Zagreb Airport,
although cooperation had been established alrebackady in
2006.
The longest established low-cost air carrier, the Irish carrier
Ryan Air, was among the first such companies to choose Za-
greb Airport as one of its destinations.
According to statistics, low-cost air carriers bring on aver-
age 30% of overall traffic to airports in Europe. In Zagreb,
the volume is only 18%, so the ambition of Zagreb Airport
is to see low-cost air carriers increase their share of air traf-
fic at the airport up to 30%. The percentage could be even
higher in the next five to ten years.
strana 257 page
 Pleso
Posjet pape Benedikta XVI.
Srdačno pozdravljam ljubljenu hrvatsku zemlju i, kao nasljednik
apostola Petra, velikim zagrljajem grlim sve njezine stanovnike.
Tim je riječima papa Benedikt XVI. počeo dvodnevni apostol-
ski pohod Hrvatskoj, stigavši u Zračnu luku Zagreb 4. lipnja
2011. godine zrakoplovom talijanske kompanije Alitalia.
Nakon izlaska iz zrakoplova, Papu su pozdravili predsjednik
Republike Hrvatske Ivo Josipović, predsjednik Hrvatske bi-
skupske konferencije, nadbiskup Marin Srakić i zagrebački
nadbiskup, kardinal Josip Bozanić. Dobrodošlicu u Zračnoj
luci Zagreb poželjeli su mu i supružnici Ivan i Klaudija Kar-
dum iz velikogoričke župe blaženog Alojzija Stepinca, te njiho-
vo petero djece: Karlo Josip, Elizabeta, blizanke Brigita i Mag-
dalena te četverogodišnji Mihael, koji je u znak dobrodošlice
Svetom Ocu uručio cvijeće.
U govoru održanom u Zračnoj luci tijekom svečanosti dobro-
došlice, Papa se prisjetio triju pastoralnih posjeta Hrvatskoj
svojega prethodnika, blaženoga Ivana Pavla II. te izrazio za-
hvalnost Bogu na dugoj povijesti vjernosti koja povezuje Hr-
vatsku sa Svetom Stolicom.
strana 258 page
Pope Benedict XVI visits Croatia
“I cordially greet the beloved land of Croatia, and I embrace
all its inhabitants as the successor of Apostle Peter”. With
these words, Pope Benedict XVI started his two-day visit to
Croatia. He arrived at Zagreb Airport on board an Alitalia
plane on 4 June 2011.
Upon leaving the airplane, the Pope was greeted by the
President of the Republic of Croatia, Ivo Josipović, and
President of the Croatian Bishops’ Conference, Archbishop
Marin Srakić and the Archbishop of Zagreb, Cardinal Josip
Bozanić. A welcome was also extended by husband and wife
Ivan and Klaudija Kardum from the Velika Gorica parish of
the Blessed Alojzije Stepinac, and their five children: Karlo
Josip, Elizabeta, twins Brigita and Magdalena and four-year-
old Mihael, who welcomed the Holy Father with a bunch of
flowers.
In his speech delivered at the airport during the welcome
ceremony, the Pope remembered the three pastoral visits to
Croatia made by his predecessor, the Blessed John Paul II,
and thanked God for the long history of devotion linking
Croatia to the Holy See.
strana 259 page
 Pleso

Neposredno uoči Papina

odlaska, sljedećega dana,
5. lipnja 2011., na Zagreb se
sručilo nevrijeme praćeno
vrlo jakim pljuskom.
Predviđeni svečani ispraćaj
umjesto na stajanci Zračne
luke održan je u pristanišnoj
zgradi. Tek što je svečanost
završila, kiša je prestala i za
Papina ulaska u zrakoplov
Croatia Airlinesa, kojim
je letio u Rim, na nebu se
ukazala dûga.

Right before the Pope was

scheduled to leave on the
next day, 5 June 2011, there
was a storm with heavy
rain in Zagreb. The planned
farewell ceremony had to
be moved from the airport
apron to the terminal
building, but as soon as the
ceremony ended, the rain
stopped and while the Pope
was boarding the Croatia
Airlines aircraft, in the
direction of Rome, a rainbow
appeared in the skies.

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Nove linije
Tijekom ljetne sezone 2011. godine dva puta u tjednu u Zračnu
luku Zagreb letjeli su iz Tel Aviva avioni izraelske nacionalne
kompanije El Al. Izraelska je kompanija na toj liniji zamijenila
svoju čartersku kompaniju-kćer Sun d’Or koja je dotad letjela
na Pleso s aerodroma Ben Gurion.
New Air Routes
During the 2011 summer season, the Israeli flag air carrier
El Al operated two scheduled flights a week linking Zagreb
with Tel Aviv. Before that, the same route had been covered
by charter company Sun d’ Or, a subsidiary of El Al, with
flights between Ben Gurion and Pleso Airports.
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 Pleso

U proljeće 2011. godine mediji su

najavili da će, nakon dvadesetogodišnje
stanke, u lipnju na Pleso sletjeti prvi
izravni avion iz Sjedinjenih Američkih
Država te da će američke čarterske
kompanije Swift Air i Air Plus tijekom
ljeta redovito letjeti iz Chicaga u Zagreb.
Izravni letovi preko oceana postali
su mogući nakon što su američke
zrakoplovne vlasti, nakon ponovne
provjere sigurnosti zračnog prometa,
Hrvatsku svrstale u kategoriju zemalja
s kojima dopuštaju uspostavu izravnih
letova.
U skladu s promjenom statusa, Croatia
Airlines i United Airlines odlučili
su aktivirati cod share sporazum o
prijevozu putnika iz 2007. godine.
Njime su bili dogovoreni letovi iz
Washingtona, San Francisca, Los
Angelesa i Chicaga u Zagreb, Split
i Dubrovnik, i to preko europskih
čvorišta Amsterdama, Bruxellesa,
Pariza, Züricha, Londona, Münchena
i Frankfurta. Taj se sporazum iz 2007.
godine nije primjenjivao zato što je
Hrvatska bila u kategoriji koja nije
udovoljavala američkim sigurnosnim In spring 2011, the media announced that, for the first time in twenty years, direct flights between the USA
zahtjevima. and Croatia would be established, and the first aircraft on such a flight was expected to land at Pleso in
Promjena kategorije omogućila je June, to be followed by scheduled flights by US charter companies Swift Air and Air Plus linking Chicago
Upravi Zračne luke Zagreb uspješan and Zagreb throughout the summer. Direct flights between the USA and Croatia became possible because
dovršetak pregovora s američkom US aviation authorities had, after re-checking air traffic security, included Croatia among the countries
čarterskom tvrtkom North American permitted to have direct flights with the USA.
Airlines o uspostavi nekoliko letova iz In line with this status change, Croatia Airlines and United Airlines decided to activate the code share
New Yorka u Zagreb tijekom ljeta 2011. agreement on passenger transport concluded in 2007, with flights linking Washington, San Francisco, Los
Angeles and Chicago to Zagreb, Split and Dubrovnik via European hubs such as Amsterdam, Brussels, Paris,
Zürich, London, Munich and Frankfurt. The agreement could not be implemented earlier because Croatia
was among the countries not meeting US flight security standards.
The change in status made it possible for Zagreb Airport management to close negotiations with the US
charter company North American Airlines on a number of flights between New York and Zagreb during the
2011 summer season.

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Rekordna 2011. godina Record year 2011

Za Zračnu luku Zagreb 2011. godina, s dva milijuna i tristo tisuća putni-
ka, bila je vrlo uspješna. Milijunti putnik te je godine zabilježen već 27.
lipnja, čak osamnaest dana prije nego u 2010. godini.
Rekordan broj putnika nije ugrožen ni u vrijeme asfaltiranja uzletno-
sletne staze. Naime, noću bi se s dijela piste uklonio sloj asfalta, a zatim
nanio novi, ohladio i obojio pa bi ujutro staza bila spremna za normalno
funkcioniranje. Tako je u nekoliko noći, dio po dio, asfaltirana cijela
uzletno-sletna staza.
The year 2011 was a very successful year for the Zagreb Airport. The
number of passengers reached 2,300,000 and the millionth passenger was
recorded as early as 27 June, 18 days earlier than in 2010.
Record breaking passenger numbers were recorded even though work
was underway on the runway, as it had to be covered with a new layer of
asphalt. Work was done at night, when the old layer would be removed, a
new one laid, cooled and painted so that the runway was ready for use in
the morning. This is how the whole runway was covered with a new layer
of asphalt over a certain number of nights.

U četvrtak, 27. listopada 2011., u On Thursday 27 October 2011, Zagreb

Zračnoj luci Zagreb registriran je
dvomilijunti putnik u 2011. godini, čak
48 dana prije nego u 2010. godini. Bila
je to Diana Gelb na letu kompanije
Turkish Airlines u Istanbul.
Glavni direktor Zračne luke Zagreb,
Tonči Peović, darovao joj je bon za
kupnju u aerodromskome Duty Free
Shopu i bon za ručak za četiri osobe
u restoranu Faust Vrančić, a direktor
predstavništva Turkish Airlinesa u
Zagrebu, Hakan Yilmaz, dvomilijuntoj
putnici Zračne luke Zagreb darovao je
dvije povratne karte Zagreb-Istanbul.
Airport registered its two-millionth
passenger, 48 days earlier than in 2010.
The passenger was Ms Diana Gelb,
flying with Turkish Airlines to Istanbul.
Ms Gelb received a gift from Tonči
Peović, general director of Zagreb
Airport. He gave her a voucher for
purchases at the airport Duty Free Shop
and a lunch coupon for four people at
the Faust Vrančić restaurant. Another
gift Ms Gelb received was from Hakan
Yilmaz, director of the Turkish Airlines
representative office in Zagreb. He gave
her two return tickets between Zagreb
and Istanbul.

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 Pleso
Samaranch u Zagrebu
Glavni tajnik Međunarodnog olimpijskog odbora Juan Anto-
nio Samaranch Hrvatsku je posjetio jedanaest puta, posljednji
put 2007. godine.
Samaranch je imao velike zasluge u međunarodnom priznanju
Hrvatskog olimpijskog odbora. Njegovom zaslugom hrvatski
su sportaši nastupili 1992. godine na Zimskim olimpijskim
igrama u Albertvillu i na Ljetnim olimpijskim igrama u Bar-
celoni, prije nego što je Hrvatska postala članica Ujedinjenih
naroda. U znak zahvalnosti, Hrvatski olimpijski odbor imeno-
vao ga je 1993. godine počasnim članom.
Prigodom jednog od boravka u Zračnoj luci Zagreb, ravnatelj
Muzeja za umjetnost i obrt Vladimir Maleković i kustos Darko
Schneider darovali su Samaranchu sliku istaknutog hrvatskog
slikara Ivana Lackovića Croate.
strana 264 page
Samaranch in Zagreb
Juan Antonio Samaranch, Secretary General of the Inter-
national Olympic Committee, visited Croatia 11 times. His
last visit was in 2007.
Samaranch did a lot for the international recognition of the
Croatian Olympic Committee. It is thanks to him that Croa-
tian athletes were allowed to participate at the 1992 Winter
Olympic Games in Albertville and at the Summer Olympic
Games in Barcelona before Croatia was even a member of
the UN. To thank him, the Croatian Olympic Committee
appointed him an honorary member in 1993.
On one of his stays at Zagreb Airport, Mr Samaranch was
presented with a painting by the well-known Croatian
painter Ivan Lacković Croata by Vladimir Maleković, the
Director of the Arts and Crafts Museum, and Darko Sch-
neider, the curator.
strana 265 page
 Pleso

Korejski nacionalni prijevoznik Korean Air, koji je član zrakoplovne alijanse On Saturday 30 April 2012, the Korean national flag carrier Korean Air, a member of
SkyTeam, u subotu, 30. travnja 2012. godine, otvorio je čartersku liniju između the SkyTeam alliance, started charter flights between Zagreb Airport and Incheon
Zračne luke Zagreb i Zračne luke Incheon u Seulu. U proljetnoj predsezoni Airport in Seoul. The company announced that there would be five flights, all on
kompanija je najavila pet letova, svake subote. Saturdays, during spring 2012.

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 Potkraj kolovoza 2011. godine u Zagreb je doputovala
njemačka kancelarka Angela Merkel. S ondašnjom
predsjednicom hrvatske Vlade Jadrankom Kosor
u Banskim je dvorima razgovarala o jačanju
gospodarske suradnje dviju zemalja, posebice na
energetskim i infrastrukturnim projektima.
Njemačka kancelarka izrazila je zadovoljstvo što će
Hrvatska biti dvadeset osma članica Europske unije
te je pohvalila neke poteze hrvatske Vlade: način
rješavanja graničnog spora sa Slovenijom i obračun s
korupcijom i organiziranim kriminalom.

Towards the end of August 2011, the German

Chancellor Angela Merkel arrived in Zagreb. She had
talks with the Croatian Prime Minister Jadranka Kosor
at Banski dvori. The topic discussed was strengthening
economic cooperation between the two countries
by means of joint projects in the areas of energy and
infrastructure.
The German Chancellor said she was pleased to be
able to welcome Croatia as the 28th member of the EU
and commended certain moves made by the Croatian
Government, especially the way it had resolved its
border dispute with Slovenia, and the way it was
tackling the issues of corruption and organized crime.

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 Pleso

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Qatar Airways u Zagrebu
Prvi dolazak zrakoplova Qatar Airwaysa QR947 iz Dohe,
matične luke Qatar Airwaysa i glavnog grada države Katar
u Zračnu luku Zagreb 9. svibnja 2012. godine popraćen je
tradicionalnim vodenim pozdravom. Novom linijom, preko
Budimpešte, prvom vezom Hrvatske sa zemljama Perzijskog
zaljeva, Zagreb je postao trideseto odredište Qatar Airwaysa u
Europi, i sto četrnaesto na svijetu.
Na inauguracijskom letu, u Zagreb je stigao i predsjednik
Uprave Qatar Airwaysa Akbar Al Baker u pratnji skupine novi-
nara iz Azije, glavnog tržišta katarskog avioprijevoznika.
Qatar Airways in Zagreb
The first landing of the Qatar Airways QR947 aircraft from
Doha, the home airport of Qatar Airways and capital of Qa-
tar, at Zagreb Airport on 9 May 2012 was welcomed with a
traditional water greeting. The new route makes Zagreb the
30th destination of Qatar Airways in Europe and the 114th
destination of the same air carrier in the world. It is also the
first air link between Croatia and the countries of the Per-
sian Gulf.
One of the passengers on that first flight was Mr Akbar Al
Baker, President of the Management Board of Qatar Air-
ways, who arrived with a group of journalists from Asia, the
main market of the Qatari air carrier.
A partnership agreement was signed by Tonči Perović, Di-
rector of Zagreb Airport, and Paul E. Johannes, representa-
tive of Qatar Airways.
strana 269 page
 Pleso

Početkom lipnja 2012.

godine prvi je put iz
Zračne luke Zagreb
avion Lufthanse odletio
izravno u Berlin. Nova
linija otvorena je u
sklopu Lufhansina
programa kojim će se
povezati trideset devet
europskih gradova s
njemačkim glavnim
gradom i zračnom lukom
Berlin Tegel, a na prvom
letu iz Zagreba putnici
i posada ispraćeni su
tradicionalnim vodenim
pozdravom.

At the start of June

2012, direct flights from
Zagreb to Berlin were
organized by Lufthansa.
The new route was
part of the Lufthansa
programme to link 39
European cities with the
German capital and its
airport Berlin Tegel. The
traditional water greeting
was enjoyed by both
passengers and crew on
the first flight before they
left Zagreb.

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 Milijunti putnik Zračne
luke Zagreb u 2012. godini
bio je Dražen Jarnjak koji
je Croatia Airlinesom 27.
lipnja letio u London.
U skladu s višegodišnjom
tradicijom, Zračna luka
Zagreb milijuntom je
putniku darovala bonove
za kupnju u Duty Free
Shopu i bonove za ručak
u restoranu Faust Vrančić
za četiri osobe, a Croatia
Airlines ga je nagradio
s dvjema povratnim
zrakoplovnim kartama
za odredište koje sam
odabere.

Dražen Jarnjak was the

millionth passenger at
Zagreb Airport in 2012,
flying with Croatia Airlines
to London on 27 June.
As has been the tradition
for a number of years,
Zagreb Airport presented
its millionth passenger
with vouchers for
purchases at the duty free
shop and lunch coupons
for four people at the
Faust Vrančić restaurant,
while Croatia Airlines
gave him two return
tickets to a destination of
his choice.

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Zrakoplovom slovačke vlade u srpnju 2012. godine u posjet Hrvatskoj stigli su
predsjednik Slovačke Republike Ivan Gašparovič, potpredsjednik Vlade i ministar
vanjskih poslova Miroslav Lajčák te ministar gospodarstva Tomáš Malatinský.
Valja podsjetiti da je Slovačka bila prva od zemalja članica Europske unije koja je 1.
veljače 2012. godine ratificirala sporazum o pristupanju Hrvatske Europskoj uniji.
Predsjednik hrvatske Vlade Zoran Milanović slovačkom je izaslanstvu zahvalio na
najbržoj ratifikaciji hrvatskog pristupnog ugovora.
Pleso
In July 2012, Ivan Gašparovič, President of the Slovak Republic, Miroslav Lajčák, Deputy
Prime Minister and Minister of Foreign Affairs, and Tomáš Malatinský, Minister of the
Economy arrived for an official visit to Croatia on a Slovak government aircraft.
It is worth noting here that Slovakia was the first EU member to ratify the treaty on the
accession of the Republic of Croatia to the EU on 1 February 2012. Zoran Milanović,
Prime Minister of Croatia, thanked the Slovak delegation for the prompt ratification of
the Croatian accession treaty.
strana 272 page
Milenijska fotografija
Sredinom mjeseca lipnja 2012. godine na aerodromskoj je
stajanci nekoliko stotina sadašnjih i umirovljenih djelatnika
Zračne luke Zagreb oblikovalo povijesni model aviona, simbol
slavljeničkog logotipa osmišljenog u povodu pedesete obljetni-
ce tvrtkina osnutka.
Svojevrsno podsjećanje na davnu 1962. godinu, u kojoj je tada
osnovana Zrakoplovna luka Zagreb imala samo jedanaest za-
poslenika, ovjekovječio je Šime Strikoman, umjetnički snima-
telj poznat po projektima milenijskih fotografija.
Millennium photo
In the middle of June 2012, several hundred present and
past employees of Zagreb Airport gathered on the airport
apron to form a historic aircraft model, a symbol used on
the logotype designed on the occasion of the 50th anniver-
sary of the company.
A special reminder of the long gone year of 1962, when Za-
greb Airport had only 11 employees, was produced by Šime
Strikoman, a photo artist known for his millennium photo
projects.
strana 273 page
 Pleso

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strana 275 page
 Pleso

strana 276 page

 Na Olimpijskim igrama koje su se u
Londonu održavale od 27. srpnja do 12.
kolovoza 2012. godine hrvatski sportaši
osvojili su šest medalja: tri zlatne, jednu
srebrnu i dvije brončane.
Zlatne medalje osvojili su Sandra
Perković, Giovanni Cernogoraz i
vaterpolo reprezentacija s izbornikom
Ratkom Rudićem na čelu. Srebrnu
medalju osvojili su veslači u četvercu
na pariće David Šain, Martin Sinković,
Damir Martin i Valent Sinković, a
brončanu Lucija Zaninović i rukometna
reprezentacija s izbornikom Slavkom
Golužom.

At the Olympic Games, held in London

from 27 July to 12 August 2012,
Croatian athletes won six medals: three
golds, one silver and two bronze.
Gold medals were won by Sandra
Perković, Giovanni Cernogoraz
and the Croatian water polo team
coached by Ratko Rudić; silver by the
quadruple skulls rowers: David Šain,
Martin Sinković, Damir Martin and
Valent Sinković; and bronze by Lucija
Zaninović and the Croatian handball
team coached by Slavko Goluža.

strana 277 page

 Zračna luka Zagreb danas
Zračna luka Zagreb danas
Povezivanje Zagreba s ostalim dijelovima Hrvatske te pove-
zivanje Hrvatske s Europom i drugim dijelovima svijeta, naj-
važnija je uloga Zračne luke Zagreb. Višegodišnjim uspješnim
ispunjavanjem te zadaće, koja ima snažno ekonomsko ali i
političko značenje, zračna je luka još od najranijih dana svo-
jega poslovanja bila važno prometno središte u ovome dijelu
Europe. I danas je mnogi s pravom smatraju vratima Grada,
jer kroz nju svakodnevno u Zagreb ulaze ili ga napuštaju tisuće
ljudi koji metropolu i čine živim središtem Hrvatske.
Ali Zračna bi se luka jednako tako mogla usporediti sa širom
otvorenim prozorom, kroz koji u Zagreb i njegovu okolicu,
poput sunčevih zraka koje prirodu čine neponovljivo lijepom,
dopiru zrake koje snažno potiču napredak gospodarskog i sva-
kog drugog životnog segmenta svakodnevice i Hrvatsku čine
lijepom.
strana 278 page
Zagreb Airport’s most important function has been to
connect Zagreb with other parts of Croatia and to con-
nect Croatia with Europe and other continents. Ever since
it started operations, the airport has successfully fulfilled
both the economic and political aspects of its main function
and has also developed into an important air traffic hub in
this part of Europe. Zagreb Airport is considered by many
to represent the gate to the city of Zagreb, as thousands
of visitors use it to come to or leave the capital of Croatia,
and their presence makes this city the vibrant capital of the
country.
But we could also compare Zagreb Airport to a window
opened wide that lets in rays of sunlight that shine on Za-
greb and its surrounding area to enhance the economic and
other aspects of daily human activity in Croatia.
U 2012. godini Zračna luka Zagreb organizacijski je podije- As of 2012, Zagreb Airport has five departments: Passenger
ljena na pet sektora: Sektor prometa putnika, Sektor prometa Traffic; Cargo Traffic, Development, Maintenance and IT;
tereta, Sektor razvoja, održavanja i informatike, Sektor financi- Finance and Marketing; HR.
ja i marketinga i Sektor ljudskih potencijala.

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Zračna luka Zagreb danas

strana 280 page

Sektor prometa
Taj organizacijski dio Zračne luke Zagreb ima najviše zaposle-
nika – četiristo dvadeset pet. Raspoređeni su u četiri službe:
Službu prihvata i otpreme putnika i prtljage, Službu prihvata i
otpreme zrakoplova, Službu za koordinaciju prometa i Spasi-
lačko-vatrogasnu postrojbu s biološkom zaštitom.
U Službi prihvata i otpreme putnika i prtljage, sto osamdeset
devet djelatnika zaposleno je na šalterima za registraciju put-
nika i prtljage (Check-In), u sortirnici prtljage, na šalterima za
informacije i na Welcome-šalteru, u Uredu za izgubljeno i na-
đeno te kao vozači autobusa.
Traffic Department
This is the Zagreb Airport department with the largest
number of employees – 425 in total. They work in four ser-
vice areas: Passenger and Luggage Handling Service, Air-
craft Handling, Traffic Coordination, and Rescue and Fire-
fighting which includes the Biological Safety Unit.
In the Passenger and Luggage Handling Service, there are
189 employees manning the check-in desks, luggage sorting
bay, information and welcome desks, lost and found office,
and driving buses to and from the airplanes.
strana 281 page
 Zračna luka Zagreb danas

Četrdesetak
djelatnika radi na
registraciji putnika
i prijmu prtljage.
Oni su zapravo prvi
posrednici u kontaktu
putnika sa zračnom
lukom, pa su, uz
redoviti posao, izloženi
i mnogobrojnim
pitanjima o
organizaciji zračne
luke i redu letenja, no
najčešće odgovaraju
na pitanja u vezi
s propisima o
predmetima koji
se smiju unositi u
zrakoplov.

There are 40 employees

working at passenger
and luggage check-in
desks. They are the
first people passengers
meet when they come
to the airport, so they
not only carry out
their daily duties but
also deal with many
questions about
airport organization
and the flight schedule.
However, the most
frequent questions
they answer are about
regulations regarding
goods permitted on
board a planes.

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 Prtljaga preuzeta na
šalteru za registraciju,
beskonačnom pomičnom
trakom odlazi u sortirnicu,
gdje se razvrstava i slaže
na traktorske prikolice
kojima će biti otpremljena u
zrakoplove.

Once check-in is completed,

luggage is put on a conveyor
belt to the sorting bay where
it is sorted and loaded onto
trailers to be transported to
the airplanes.

strana 283 page

 Zračna luka Zagreb danas

U sortirnicu dolazi i prtljaga istovarena iz dolazećih zrakoplova, koja se nakon Luggage unloaded from incoming airplanes also comes to the sorting bay where it
razvrstavanja prosljeđuje u putničku čekaonicu. is sorted and transported to the passenger waiting area.

strana 284 page

 Šalter za informacije
posreduje putnicima i
gostima u zračnoj luci
informacije o dolascima
i odlascima aviona,
eventualnim kašnjenjima
ili odgodama letova te
sve ostale informacije
o uslugama i boravku u
pristanišnoj zgradi. Većina
tih informacija objavljuje
se na monitorima i velikim
displayima te preko
razglasa.
strana 285 page
The information desk provides
passengers and guests of the
airport with information on
flight arrivals, departures,
delays and cancellations as
well as all other information
on services available in the
passenger terminal. Most
of the information is also
available on monitors and
large displays as well as via
the PA system.
 Zračna luka Zagreb danas
Na Welcome-šalteru, šalteru dobrodošlice, najveća je gužva kad zrakoplovi kasne
pa se tranzitnim putnicima, u suradnji s kompanijama, treba ponuditi mogućnost
nastavka putovanja do njihova odredišta. No djelatnici Welcome-šaltera vode brigu
i o putnicima s posebnim potrebama, najčešće je riječ o putnicima s ograničenim
mogućnostima kretanja (takozvani PRM-putnici, od engleskog izraza Passengers
With Reduced Mobility), ali i o slabovidnim osobama ili osobama oštećena
sluha. Njima su na raspolaganju vodiči koji ih, nakon pravovremene prethodne
najave, mogu dočekati već na jednom od aerodromskih parkirališta, ili na ulazu
u pristanišnu zgradu. Olakšat će im dolazak do bilo koje točke na terminalu,
pomoći im oko registracije, obavljanja carinskih formalnosti i kontrole pogranične
policije pa sve do ulaska u zrakoplov i odlaska do mjesta sjedenja. Osobama koje
se kreću u kolicima, za ulazak u zrakoplov ili iskrcavanje, po potrebi se stavlja na
raspolaganje i specijalno vozilo s pokretnom platformom.
The welcome-desk is busiest when there are delays and passengers in transit have
to be offered other flight options to get to their final destinations. Employees at
the welcome-desk also deal with passengers with special needs. Most frequently
these are so-called PRM-passengers, i.e. passengers with reduced mobility, but
also passengers with impaired sight or hearing. There are guides at their disposal
who, with advance notice, can meet them at any of the airport parking lots or in the
passenger terminal building in order to help them find any point in the passenger
terminal, check in, go through customs and border controls and finally board their
plane and find their seat. People in wheelchairs can, if needed, use a special vehicle
with a mobile platform to board and get off planes.
strana 286 page
U vrijeme najvećih prometnih gužvi u Zračnoj luci
Zagreb, četrnaest djelatnika Ureda za izgubljeno i
nađeno dnevno obradi i do stotinu slučajeva. Najčešće
se zagubi prtljaga putnika na interkontinentalnim
letovima, kad se na velikim europskim aerodromima, na
kojima putnici presjedaju, ne uspije na vrijeme prebaciti
iz jednog aviona u drugi.
Broj izgubljenih kovčega znatno se poveća i za loših
vremenskih prilika koje uzrokuju zatvaranje pojedinih
zračnih luka. Povremeni štrajkovi zaposlenika u nekim
većim europskim zračnim središtima drastično utječu
na broj putnika koji u Zagrebu nastoje ustanoviti zašto
njihova prtljaga nije stigla na vrijeme. No katkad je
razlog gubitka nečijeg kovčega i nedovoljno pričvršćen
identifikacijski prtljažni privjesak na kojem su podaci
o vlasniku, pa je u takvim slučajevima za traganje
potreban detaljan opis veličine, boje i ostalih vanjskih
obilježja izgubljene prtljage, što može dodatno
produljiti potragu. Ne uspije li se izgubljena prtljaga
pronaći u roku od pet dana, Ured za izgubljeno i nađeno
prekida potragu, no ona se nastavlja u zrakoplovnoj
kompaniji čijim je zrakoplovom putnik letio.
Traganje za izgubljenim stvarima provodi se za putnike
svih kompanija čiji zrakoplovi slijeću u Zagrebu. Bez
obzira na mjesto i razlog gubitka, iako su u nezahvalnoj
situaciji ispravljanja tuđih propusta, djelatnici Ureda s
mnogo će strpljenja i pažnje utješiti zabrinute putnike
koji im se obraćaju podatkom da izgubljene stvari u
najvećem broju slučajeva ipak stignu do vlasnika. Tome
uvelike pridonosi Roadtracer, kompjutorski sustav
traganja za prtljagom u koji su uključene sve velike
zračne luke i kompanije. O tijeku i rezultatima potrage
putnici mogu biti obaviješteni i elektroničkom poštom ili
slanjem poruka SMS-om.
strana 287 page
During peak traffic times at Zagreb Airport, the staff at
the Airport’s Lost and Found Office may have up to 100
cases to deal with. Most frequently, it is the luggage of
passengers on intercontinental flights, who have changed
planes at a large European airport, that the staff have to
find, as such luggage items do not get transferred from
one plane to another on time.
The number of luggage items lost may also go up because
of bad weather, when some airports have to close down
for traffic. Strikes organized by staff at some large
European air traffic hubs may also result in an increased
number of passengers looking for their luggage at Zagreb
Airport. Sometimes, the name tag on a piece of luggage is
not fastened well enough and when it gets lost, a detailed
description of the luggage item is needed, including
colour, size, and other external features of the item lost. In
such cases, the search may take longer than usual. In case
a lost item of luggage is not found in the course of five
days, the office will stop the search, and the procedure will
be taken over by the air carrier whose aircraft was used by
the passenger who has lost his/her luggage.
A search for lost luggage items will be organized on
behalf of every passenger on any plane landing at Zagreb
Airport. Although they actually have to correct mistakes
made by somebody else, Lost and Found Office staff
always find kind words when dealing with passengers
worried about their lost luggage items and most items do
find their owners in the end, irrespective of the location
and reason for misplacement. The search is supported
by a luggage search computer system, called Road
Tracer that all large airports and air carriers are part of.
Passengers are informed about the search process and
the results achieved by email or by a text message on their
mobile phone.
 Zračna luka Zagreb danas
Služba za prihvat i otpremu zrakoplova
Stotinu trideset zaposlenika dnevno prihvati i otpremi u Zrač-
noj luci Zagreb prosječno šezdesetak zrakoplova, odnosno oko
dvadeset dvije tisuće godišnje. Ljudima koji samozatajno obav-
ljaju taj odgovorni posao, na prvome je mjestu, dakako, briga o
tome da svi zahtjevi posade svakog zrakoplova budu kvalitetno
i na vrijeme ispunjeni, pri čemu sigurnost zrakoplova mora
biti maksimalno zajamčena, a putnicima omogućen najveći
mogući komfor.
strana 288 page
Aircraft Handling Service
The service employs 130 employees who handle on average
around 60 aircraft a day, which amounts to 22,000 a year.
The most important task of these employees is to meet all
the requirements of each aircraft crew in an adequate man-
ner and on time, with aircraft security guaranteed to the
highest possible level, and passengers provided with the
highest possible level of comfort.
 Suvremeni agregati za
struju i ostala oprema
kojom se za boravka aviona
na stajanci zračne luke
obavljaju proceduralni
poslovi i omogućuje
polijetanje, putnicima su
najčešće nepoznati i većina
ih tek rijetko primjećuje.
Malobrojni su putnici
kojima je poznato što
je sve potrebno da bi se
dopunile zalihe pitke vode u
zrakoplovu, da bi se očistila
putnička kabina, servisirale
toaletne prostorije i
spremnici WC-a ili da bi
se zrakoplovu osiguralo
grijanje ili hlađenje.

All the equipment, used

to generate electricity
and for other purposes
while an aircraft is on the
airport apron, and all the
routine procedures that
are followed to prepare the
aircraft for takeoff, are
usually not something
passengers know about and
only rarely notice. Not many
passengers know what it
takes to replenish water
supplies on an aircraft,
to clean the area used by
passengers, to service the
toilets and to ensure that
the aircraft is properly air-
conditioned.

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 Zračna luka Zagreb danas

Znanje prosječnoga putnika o poslovima koje obavljaju djelatnici zaduženi za
prihvat i otpremu zrakoplova najčešće se svodi na pokretne stepenice kojima se
ulazi i izlazi iz aviona i na traktore s prikolicama u kojima se prevozi prtljaga. A zimi
se ti djelatnici primjećuju tek kad s pokretnih platformi odleđuju krila zrakoplova i
raspršuju sredstvo za zaštitu od zaleđivanja.
Of all the tasks that the aircraft handling staff have to perform, an average
passenger will usually only notice the mobile stairs that allow people on and off
the aircraft, and the tractors with the luggage trailers. The staff only gets noticed in
winter times, when they can be seen using mobile stairs to de-ice aircraft wings and
use de-icing spray on the aircraft.

strana 290 page

 Djelatnici Službe za prihvat
i otpremu zrakoplova
svakodnevno utovare i
istovare između četiri i šest
tona prtljage, različite robe
i pošte.

Aircraft handling staff load

and unload between 4 and
6 tons of lugagge, cargo
and mail items a day.

strana 291 page

 Zračna luka Zagreb danas
Služba koordinacije prometa
Planiranje i kontrola prometa u Zračnoj luci Zagreb osnovni
su poslovi Službe koordinacije prometa. Osnova za planiranje
tog najvažnijeg posla svake zračne luke je red letenja svih kom-
panija koje se koriste zračnom lukom. Prema podacima iz reda
letenja, u Službi se izrađuje ljetni i zimski aerodromski red
letenja, i dnevni programi letenja, to jest dnevni plan prometa.
U taj se plan unose i najavljene izmjene te se o njima obavje-
štavaju sve aerodromske službe, a redovito se nadopunjuje i
izvanrednim avionskim linijama.
U Zračnu luku Zagreb u prosjeku dnevno sleti i iz nje poleti
više od šezdeset zrakoplova, što godišnje iznosi oko dvadeset
dvije tisuće. Pedeset šest zaposlenika Službe koordinacije pro-
meta, koji rade neprekidno, dvadeset četiri sata svakoga dana,
o svakome od tih zrakoplova brine se za cijelo vrijeme boravka
u zračnoj luci.
strana 292 page
Traffic Coordination Service
This service is responsible for planning and controlling traf-
fic at Zagreb Airport. They perform this very important task
based on the flight schedules of every air carrier using the
airport. The schedule data are the basis for preparing the
airport winter and summer flight schedules and the daily
airport flight schedules, i.e. the daily traffic plans. The daily
plan also includes all the announced changes that are shared
with all the relevant airport services, while unscheduled
flights are also regularly added to the plan.
On average, more than 60 aircraft land and take off from
Zagreb Airport every day, which is about 22,000 every year.
Each one of these aircraft is cared for, while at the airport,
by the 56 employees of the Traffic Coordination Service who
are on duty 24 hours a day, 7 days a week.
 Nakon slijetanja, zrakoplov rulnom
stazom dolazi do početka stajanke i
ondje je obvezan pričekati vozilo Follow
Me u kojemu je starter/parker, koji će
ga odvesti do predviđenog mjesta na
stajanci.

After landing, each aircraft will use the

taxiway to get to the apron where it has
to wait for the follow.mee vehicle and
starter/parker that will take the aircraft
to its alloted place on the apron.

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 Zračna luka Zagreb danas

Kontrolor opsluživanja zrakoplova ključna je osoba koja koordinira sve poslove vezane uz zrakoplov, od
njegova silaska s uzletno-sletne staze i dolaska na rulnu stazu te zaustavljanja na stajanci pa do ukrcavanja
posljednjeg putnika i zatvaranja vrata uoči odlaska. Ovisno o kompaniji, svi se poslovi prihvata i otpreme
zrakoplova moraju obaviti u vremenu od trideset do najviše četrdeset minuta.

The aircraft handling controller is the key person responsible for the coordination of all activities to be performed
in connection with the aircraft, from the moment it leaves the runway, goes to the taxiway and stops at the apron,
to the moment the last passenger boards the aircraft and its door closes before take-off. Depending on the air
carrier, all aircraft handling activities should be performed in the course of 30 to a maximum of 40 minutes.

strana 294 page

Kontrolor opsluživanja i starter/parker vrlo su važni i u vrijeme odlaska. Tek
kad dobiju nalog iz Prometnog centra, od dispečerâ koji koordiniraju rad svih
aerodromskih službi i nadziru zrakoplove, dopustit će odlazak zrakoplova sa
stajanke.
strana 295 page
The aircraft handling controller and starter/parker also have a very important role
to play at the time of take off. They will let the aircraft leave the apron only after
they have received an order from the aircraft dispatchers in the air traffic centre,
who are responsible for coordinating the activities of all the airport services and
supervising all the aircraft.
 Zračna luka Zagreb danas

Lista opterećenja (Load Sheet) jedan je od važnijih dokumenata za sigurnost leta. Izrađuje
ju balanser zrakoplova, vodeći brigu o tome da se sve što je utovareno mora prevoziti na
siguran način. U dogovoru sa zapovjednikom zrakoplova, balanser određuje koliko tereta
će se utovariti u prednji ili stražnji tovarni prostor aviona, pazeći pri tome na kompatibilnost
pojedinih vrsta tereta. Izračunava ukupnu težinu tereta i putnika te utočenog goriva, određuje
težište i sve podatke unosi u popis koji se uručuje zapovjedniku zrakoplova.
Djelatnici Službe koordinacije prometa uglavnom imaju formalno-pravni status pomoćnog
zrakoplovnog osoblja. Za svoj posao moraju imati propisanu licenciju koju svake dvije godine
moraju produljiti, uz obveznu liječničku provjeru zdravstvenog stanja.
The Load Sheet is one of the most important documents related to flight security. It is prepared
by the loadmaster, who has to make sure all the cargo on an aircraft is loaded in a manner
which ensures safe transport. This person will agree with the captain of the aircraft on the
amount of cargo to be loaded in the front and in the rear aircraft cargo compartments, while
at the same time ensuring that different types of cargo loaded together are compatible. They
will calculate the total weight of the cargo loaded, and add the weight of passengers and fuel
on board, in order to define the centre of mass. The data will also be entered in the list to be
handed over to the captain of the aircraft.
Traffic Coordination Service employees are most often legally defined as assistant flight crew
members. They have to be adequately licensed to perform their duties and the licence has to be
renewed every two years, together with a medical test showing their state of health.

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Spasilačko-vatrogasna služba
Od djelatnika Spasilačko-vatrogasne službe u Zračnoj luci
Zagreb ne očekuje se samo da u slučaju nesreće interveniraju
u najkraćem mogućem roku, gase požar i spašavaju putnike i
članove posade; njihova jednako važna zadaća jest da u svim
dijelovima zračne luke provode zaštitne mjere koje će jamčiti
sigurnost zrakoplova tijekom slijetanja i polijetanja i sigurnost
svih putnika koji borave u bilo kojem dijelu zračne luke.
Vrijeme reagiranja, to jest vrijeme od trenutka uzbunjivanja
do početka djelovanja prvog spasilačko-vatrogasnog vozila na
mjestu nesreće, od presudne je životne važnosti. U slučaju inci-
denta na bilo kojem dijelu manevarske površine, to vrijeme pri
optimalnim uvjetima voznih površina i dobroj meteorološkoj
vidljivosti ne smije biti dulje od tri minute. A sljedeće vozilo
sa spasiocima mora biti na mjestu nesreće najkasnije jednu
minutu nakon prvog vozila. Da bi se to postiglo, kondicija se
održava svakodnevnim praktičnim vježbama, dodatnim ospo-
sobljavanjem, predavanjima i tjelesnim vježbama, a svake dvije
godine, osim provjere stručne osposobljenosti, provodi se i
obavezan liječnički pregled.
Rescue and fire-fighting services
Employees in the rescue and fire-fighting services are not
only expected to intervene as fast as possible in the event
of an accident and to put out the fire and rescue passengers
and crew members, but also to ensure that security mea-
sures are in place in every part of the airport so that aircraft
landing and taking off are safe and all passengers enjoy
maximum security irrespective of where they are at the air-
port.
Reaction time, i.e. the period between the moment an alert
is raised and when the first rescue and fire-fighting vehicle
arrives at the scene of the accident is of vital importance.
In the event of an accident anywhere at the airport, with
optimum surface area conditions and good visibility, the
procedure may not exceed three minutes. The second vehicle
with rescue team members should be at the scene no later
than one minute after the first vehicle. In order to meet this
standard, team members exercise every day so as to stay fit;
they also follow additional training and lectures, do physical
exercises, and take a medical test every two years, in addi-
tion to tests of their professional capability.
strana 297 page
 Zračna luka Zagreb danas

Spasilačko-vatrogasna postrojba
Zračne luke Zagreb raspolaže
specijalnim vatrogasnim vozilima,
uređajima, alatima, opremom i
sredstvima za gašenje požara, koji,
prema svim domaćim i međunarodnim
standardima, ispunjavaju uvjete
propisane za najvišu kategoriju
zaštite u zračnim lukama. Suvremeno
opremljena vatrogasna vozila s velikim
kapacitetom spremnika, pumpi i bacača
sredstava za gašenje, i vatrogasci
školovani za potrebe zračnog prometa,
jamstvo su da će u bilo kakvoj nesreći
intervencija biti obavljena s vrhunskom
profesionalnošću. Time će, dakako,
i eventualne posljedice biti znatno
ublažene.

The rescue and fire-fighting unit

at Zagreb Airport has special fire-
fighting vehicles, as well as fire
fighting equipment and tools that
meet the highest international
and domestic security standards
at airports. Equipment on the fire
engines is modern, with large-capacity
tanks, pumps and fire extinguishers.
Firefighters have been given the
required air traffic training, thus
guaranteeing that in the event of
any accident, they will intervene in a
professional manner. This also means
that potential consequences will be
considerably less pronounced.

strana 298 page

 Emergency medical aid is also a part of
the rescue and fire-fighting service of
Zagreb Airport, with two ambulances
ready to transport patients or accident
victims. There is also a special vehicle
with a mobile platform to help
passengers with limited mobility who
cannot use the stairs, board or leave the
plane.
Another part of the rescue and fire-
fighting service at Zagreb Airport is
the biological safety unit with its five
falconers-security officers, three falcons
and two dogs. Their main task is to
chase away birds and wild animals,
as their collision with aircraft might
jeopardize its safety.
U sklopu Spasilačko-vatrogasne službe u Zračnoj luci Zagreb je i Hitna medicinska
pomoć, koja je s dva sanitetska vozila spremna intervenirati kad zatreba prijevoz
bolesnika ili unesrećenih. Hitna medicinska pomoć ima i specijalno vozilo s
pokretnom visinskom platformom kojom se ulazak u zrakoplov ili izlazak iz njega
omogućuje i putnicima s ograničenom sposobnošću kretanja kojima su stube
nepremostiva prepreka.
U Spasilačko-vatrogasnoj službi Zračne luke Zagreb je i Odjel biološke zaštite u
kojem je pet sokolara-zaštitara s tri sokola i dva psa. Njihova je glavna zadaća
rastjerivanje ptica i divljači koje bi pri eventualnom sudaru sa zrakoplovom mogle
ugroziti sigurnost u prometu.

strana 299 page

 Zračna luka Zagreb danas

Ptice, zečevi, lisice i slične male životinje,

nastanjene u blizini zračne luke, za
sigurnost letenja oduvijek su prilično
opasne. Od sredine osamdesetih
godina prošloga stoljeća, za njihovo
rastjerivanje u Zračnoj luci Zagreb
koriste se sokolovima. Trenutačno ih je
troje: Icy, Nora i Izy. Zahvaljujući njima,
jata galebova u kojima je katkad i
nekoliko tisuća ptica, ali i škanjci mišari,
vrane i vjetruše, vrlo brzo shvaćaju da
s odlagališta otpada u Jakuševcu, na
kojemu se hrane, do jezera Čiče ne bi
trebalo letjeti najkraćim putem, preko
aerodromske piste. Tri aerodromska
sokola prisiljavaju ih da lete naokolo,
mnogo dužim, ali za njih i sigurnijim
koridorima.

Birds, rabbits, foxes and similar small

animals that live in the vicinity of the
airport may be quite dangerous as far
as flight security is concerned. Ever
since the mid-1980s, falcons have been
used at Zagreb Airport to frighten such
animals away. There are currently
three falcons at the airport: Icy, Nora
and Izy. It is thanks to them that flocks
of seagulls, sometimes with several
thousand birds, but also buzzards,
crows and sparrowhawks, quickly
realize that it is not a good idea to fly in
a straight line from the Jakuševac waste
disposal site, where they feed, to Lake
Čiče, as this would involve having to fly
across the airport runway. Three airport
falcons force them to fly around the
runway, along a much longer corridor,
which turns out to be much safer for
them.

strana 300 page

Doc i As, dva graničarska kolija, školovani su za rastjerivanje zečeva, lisica i drugih
malih životinja, a u Zračnoj luci Zagreb u službi su od 2007. godine. Zahvaljujući
urođenoj brzini i izdržljivosti, nevjerojatnom lakoćom pretrčat će i pretražiti gotovo
dva četvorna kilometara travnjaka uz uzletno-sletnu stazu i otjerati životinje i ptice
koje bi mogle ugroziti avione pri polijetanju. Pritom ni na trenutak neće izgubiti iz
vida svojeg vodiča i pokorit će se svakoj njegovoj zapovijedi.
strana 301 page
Doc and As, two border collies, have been trained to chase away hares, foxes and
other small animals. They started at Zagreb Airport in 2007. Their inborn speed and
stamina enable them to run across and search with ease the almost two-square-
kilometer grass-covered area along the runway and chase away birds and animals
that might endanger aircraft taking off. They perform their duty while never losing
sight of their handler and follow each and every command issued to them.
 Zračna luka Zagreb danas
Terminal generalne avijacije
Na južnome dijelu pristanišne zgrade Zračne luke Zagreb
smješten je terminal za prihvat i otpremu zrakoplova generalne
avijacije. Pod tim se pojmom podrazumijevaju manji zrakoplo-
vi, čija krila nisu duža od dvadeset četiri metra i nisu teži od
deset tona, njima je prilagođena stajanka u Zračnoj luci Za-
greb, ali na njoj se mogu smjestiti i veći i teži zrakoplovi.
strana 302 page
General Aviation Terminal
At the southern end of the Zagreb Airport building, there
is a terminal for general aviation aircraft. The term general
aviation is used to describe smaller aircraft with wing spans
not exceeding 24 m and weights below 10 tons. The apron at
Zagreb Airport was constructed for such aircraft, although
heavier and larger aircraft can also use it.
Korisnici generalne avijacije nisu samo pripadnici poslovne i društvene elite
koja na svojim putovanjima zahtijeva brzinu, komociju i diskreciju, nego i
mnogi ljudi kojima je let zrakoplovom nužan za obavljanje svakodnevnih po-
slova. Toj kategoriji svakako pripadaju liječnici i drugo medicinsko osoblje kad
prate bolesnike čije zdravstveno stanje zahtijeva hitnu bolničku intervenciju ili
kad prevoze organe za presađivanje, a vrlo često i stručnjaci za prostorno pla-
niranje i fotogrametriju, čije poslovne zadaće zahtijevaju snimanja i mjerenja iz
zraka.
General aviation passengers are not only members of the business and social
elite who want to travel quickly, comfortably and discreetly, but also many
other people who fly in order to perform their daily professional duties, e.g.
doctors and other medical staff accompanying patients whose health condi-
tion requires urgent medical intervention or who are transporting organs
for transplants. In addition, such passengers might be experts for physical
planning and photogrammetry, whose work requires taking photographs
and taking measurements from the air.

strana 303 page

 Zračna luka Zagreb danas

Na sastanak na vrhu šefova država i vlada Europske unije i pet zemalja Zrakoplov Cesna 310 R bio je devedesetih godina prošloga stoljeća u vlasništvu
obuhvaćenih procesom stabilizacije i pridruživanja, koji je u Zagrebu održan nacionalnog prijevoznika.
potkraj studenoga 2000. godine, izaslanstva nekih država stigla su posebnim
zrakoplovima. This 310 R aircraft was owned by the national flag air carrier in the 1990s.

Some of the delegations attending the summit of prime ministers and presidents
of EU member states and the five countries in the region, included in the process
of stabilization and association, which was held in Zagreb at the end of November
2000, arrived in special aircraft.

strana 304 page

Letovi generalne avijacije ne planiraju se godinu dana unapri-
jed, kao što se to čini u komercijalnom putničkom prometu,
nego najčešće od danas do sutra. No kad je riječ o hitnim hu-
manitarnim ili sličnim potrebama, kad se ne može poštovati
24-satni rok za najavu, uigrana ekipa od šest zaposlenika na
terminalu generalne avijacije u Zračnoj luci Zagreb, ostvarit
će u najkraćem roku sve što je potrebno za prihvat ili otpremu
zrakoplova, pa čak i eventualnu opskrbu putnika i posade hra-
nom. Ako treba, posadi će osigurati karte s ucrtanim rutama
i identifikacijskim šiframa, aktualne meteorološke izvještaje i
vremenske prognoze i sve što je potrebno za siguran i udoban
let.
General aviation flights are not planned a year ahead, as is
the case with commercial passenger flights. Decisions about
flying are most often made on an ad hoc basis, but in the
case of emergency, humanitarian or similar flights, when it
is not possible to observe the 24-hour advance notice rule,
the experienced six-member team at the general aviation
terminal of Zagreb Airport will be ready in the shortest
possible time for an aircraft landing or taking off, and even
for the possible provision of food and beverages to its pas-
sengers and crew. If necessary, aircraft crew will be provided
with maps showing flyght routes and identification codes,
current weather reports and forecasts and everything else
needed for a safe and comfortable flight.
strana 305 page
Zračna luka Zagreb danas

strana 306 page

 Ovisno o godišnjem dobu, na
terminalu generalne avijacije
Zračne luke Zagreb dnevno
se ostvari između četrdeset i
šezdeset slijetanja i uzlijetanja
domaćih i stranih zrakoplova.
Na stajanci ima mjesta za
dvadeset četiri zrakoplova, no
sve je izglednije da će uskoro
biti pretijesna, jer promet
generalne avijacije u Europi
neprestano raste. U Hrvatskoj ima
dvjestotinjak malih zrakoplova
i unatoč recesiji sve ih je više, jer
su mnoge velike tvrtke izračunale
da im se za djelatnike koji često
putuju najviše isplati kupiti
vlastiti avion.

Depending on the season, Zagreb

Airport general aviation terminal
may have between forty and
sixty landings and take-offs by
domestic and foreign aircraft
per day. There is room for 24
aircraft on the apron, but it may
soon prove too small, as general
aviation traffic continues to grow
in Europe. There are about 200
small aircraft in Croatia, and their
number has been growing in spite
of the recession, as many large
companies find that frequent
flying can most economically be
organized with a plane owned by
the company.

strana 307 page

 Zračna luka Zagreb danas

U odnosu na Airbus 319 albanske aviokompanije
BelleAir koji se upravo sprema za polijetanje, Cessna
i Cirrus pravi su mali pikavci, kako se počesto nazivaju
letjelice namijenjene sportu ili rekreaciji.
Compared to the Airbus 319 of the Albanian air carrier
BelleAir that you see getting ready to take off, the
Cessna and Cirrus aircraft are actually small fry, as
aircraft used for sports or recreation purposes are
often described.

U srpnju 2012. godine na In July 2012 famous British

terminal generalne avijacije
svojim je zrakoplovom
iz Budimpešte u Zagreb
doputovao glasoviti britanski
glazbenik Sting.
singer Sting arrived from
Budapest in his private aircraft
and landed at Zagreb Airport
general aviation terminal.

strana 308 page

Sektor prihvata i otpreme tereta (Cargo)
Između devet i dvanaest i pol tisuća tona raznovrsne robe i
poštanskih pošiljaka godišnje prođe kroz Zračnu luku Zagreb.
Prema rezultatima istraživanja o kretanju robe od 1996. do
2011. godine, više od osamdeset pet posto cjelokupnog zrač-
nog teretnog prometa u Hrvatskoj prevezeno je preko Zračne
luke Zagreb.
Prevoze se najrazličitiji tereti, od uobičajenih, svakodnevnih,
do specijalnih koji podliježu i posebnom režimu prijevoza. U
potonje se ubrajaju industrijski proizvodi izvanstandardnih
dimenzija, novac, zlato i vrijednosnice, stoka, zatim prehram-
beni proizvodi koji zahtijevaju poseban temperaturni režim,
opasna roba (primjerice kemikalije i eksplozivi), farmaceutski
proizvodi, a vrlo često i organi za presađivanje s kojima se
mora postupati prema proceduri napravljenoj u suradnji s Mi-
nistarstvom zdravlja.
Ukratko, Cargo zagrebačke zračne luke osposobljen je i opre-
mljen za prihvat i otpremu svih vrsta robe i svih zrakoplova
koji u svijetu prometuju.
strana 309 page
Cargo Handling Department
Zagreb Airport handles between 9 and 12.5 tons of various
cargo and mail items every year. Findings of a survey done
on cargo handling developments between 1996 and 2011,
show that more that 85 % of all cargo carried by air in Croa-
tia is transported via Zagreb Airport.
Cargo items transported can be of any kind, ranging from
the usual ones to those requiring a special transport regime.
The latter may include industrial items of extraordinary
dimensions, cash, gold and other valuables, livestock, food
products requiring special temperatures during transport,
dangerous items (e.g. chemicals and explosives), pharma-
ceutical products, and organs to be transplanted, which
have to be handled in accordance with regulations defined
in cooperation with the Ministry of health.
In short, Zagreb Airport Cargo Department has the capabil-
ity and equipment to handle any type of cargo and any type
of aircraft used in air traffic today.
 Zračna luka Zagreb danas

Jedan od nesvakidašnjih
tereta opremljenih za prijevoz
i utovarenih u zrakoplov bili su
strojevi za razminiranje.

Unusual cargo items loaded on

to a plane have included mine-
clearing devices.

strana 310 page

 Prehrambeni proizvodi
zahtijevaju utovar i prijevoz
pod posebnim temperaturnim
režimom, pa je u skladu s time
prilagođeno i njihovo pakiranje.

Food products require handling

at specific temperatures, and
their packaging has to be
prepared accordingly.

strana 311 page

Zračna luka Zagreb danas

Bez obzira na to je li riječ o sigurnosnim

drvenim vratima, lijekovima,
električnom automobilu, kompletima
za učvršćivanje tračnica, ili nekom
drugom teretu, Cargo služba Zračne
luke Zagreb pripremu i ukrcaj svake
vrste robe prilagodit će zrakoplovu
kojim se ona prevozi kao i zahtjevima
korisnika.

Irrespective of whether the cargo is

a wooden security door, an item of
medication, an electric-powered car,
rail-fastening sets or anything else,
Zagreb Airport Cargo services will
pack the load in accordance with the
requirements of the aircraft and the
demands of the client.

strana 312 page

Želeći pratiti suvremena svjetska kretanja u zračnom prijevozu
tereta, Sektor za prihvat i otpremu tereta Zračne luke Zagreb
slijedi tri strateške razvojne odrednice. Na prvom je mjestu
razvoj tehnologije u skladu s projektima koje je pokrenula
Međunarodna udruga za zračni prijevoz (IATA, International
Air Transport Association). Riječ je o projektu Cargo 2000
za upravljanje kvalitetom i o projektu IATA e-freight kojim
se omogućuje elektroničko slanje poruka umjesto papirnatih
dokumenata koji prate robne pošiljke. Prije pokretanja tog
globalnog projekta, svaku pošiljku pratilo je oko trideset papir-
natih dokumenata. Uvođenjem novog informatičkog sustava u
sklopu e-freight projekta, broj papirnatih dokumenata je redu-
ciran, s tendencijom daljnjeg smanjenja.
Druga razvojna odrednica usmjerena je na širenje mreže redo-
vitih linija. Zračna luka Zagreb cijele godine ima redovite lini-
je, pa se teret prevozi i putničkim avionima. Povećanjem broja
linija, uspostavljanjem veza sa Sjedinjenim Američkim Drža-
vama i Dalekim istokom, Zagreb bi mogao postati regionalno
čvorište za teretni zračni promet u ovome dijelu Europe.
It is the ambition of Zagreb Airport cargo handling services
to keep abreast of global developments in air cargo trans-
port and this is why three strategic development guidelines
have been followed: first, to develop technology in line with
two projects started by the IATA, the International Air
Transport Association, the first being Cargo 2000, focusing
on quality management, and the second IATA e-freight, en-
abling electronic messaging instead of paper documents to
accompany the cargo. Before the latter project was started, it
was necessary to prepare some 30 paper documents to trans-
port cargo. Since the introduction of a new IT system as
part of the e-freight project, the number of paper documents
has been reduced, and this trend is going to continue.
The second development guideline focuses on expanding
the network of scheduled flights. There are scheduled cargo
flights at Zagreb Airport throughout the year, and cargo is
loaded on passenger aircraft as well. When the number of
scheduled flights goes up and such flights are established to
and from the USA and Far East, Zagreb will have the chance
of becoming a regional hub for cargo air transport for this
part of Europe.
strana 313 page
 Zračna luka Zagreb danas
Treća razvojna strategija je razvoj infrastrukture u sklopu kojega je projekt
Cargo City. Njime je predviđena gradnja novog kompleksa poslovnih zgrada
na zapadnoj strani uzletno-sletne staze i priključka na autocestu i željezničku
prugu. Ostvarenjem tog projekta okončalo bi se kronično oskudijevanje skla-
dišnim prostorom i poslovanje u objektima koji nisu proširivani ni osuvre-
menjivani od kraja osamdesetih godina prošloga stoljeća, a Zračna luka Za-
greb i grad Zagreb postali bi dio jedinstvenog transportnog sustava Europske
unije koji se temelji na načelu intermodalnosti i načelu održivosti.
Realizacija politika i ciljeva navedenih triju strateških odrednica razvoja
cargo poslovanja omogućit će kvalitetnije pozicioniranje Zračne luke Zagreb
kao regionalnog prometnog čvorišta na tržištu cargo usluga u srednjoj i jugo-
istočnoj Europi.
strana 314 page
The third strategic development guideline focuses on infrastructure.
The Cargo City project is a part of this. It envisages the construction
of a new set of office blocks at the western part of the runway with an
access road to the highway. This project would resolve the problem
of chronic shortage of storage space, and operations would not be
run anymore from facilities that have not been enlarged or refur-
bished since the 1980s. It would also enable Zagreb and its airport to
become an integral part of the EU single transport system, based on
intermodality and sustainability.
Implementation of the policies and goals defined by the three strate-
gic guidelines on cargo operations development will make it possible
for Zagreb Airport to position itself as the regional cargo transport
hub for central and south-eastern Europe.
Sektor razvoja, održavanja i informatike
Osim Službe razvoja, u kojoj arhitekt te šest inženjera prometa,
strojarstva, građevinarstva i elektrotehnike pripremaju doku-
mentaciju za gradnju nove ili rekonstrukciju postojeće infra-
strukture te nadziru provođenje radova, u tom sektoru Zračne
luke Zagreb vrlo važno mjesto imaju: Služba građevinskog
održavanja, Služba održavanja vozila i Zimska služba, službe
elektroenergetskog i termostrojarskog održavanja te službe
održavanja informatike i elektronike, Služba ekonomskih inve-
sticija i Služba kvalitete.
Upravljanje kvalitetom
Sustav upravljanja kvalitetom u Zračnoj luci Zagreb počeo se
uvoditi 2002. godine prihvaćanjem standarda ISO 9001 i do
danas je, postupnim prihvaćanjem i drugih europskih stan-
darda (ISO 14001, SA 8000 i BS 88000), po uzoru na velike
zračne luke u Europi i svijetu, integriran u sve poslovne pro-
cese. Osnovni mu je cilj ispunjenje zahtjeva za kvalitetom svih
procesa, jer su zahtjevi i kriteriji korisnika iz dana u dan sve
veći. Putovanje avionom svakako više nije luksuz ili svojevrsna
povlastica bogatijih, kao nekad, nego svakodnevna potreba sve
većeg broja ljudi, pa je kvaliteta poslovanja neminovno postala
jednim od najvažnijih tržišnih čimbenika.
Development, Maintenance
and IT Department
In addition to the maintenance services, employing an ar-
chitect and six traffic, mechanical, civil and electrical engi-
neers, responsible for preparing the necessary documents
when there is a need to build or renovate infrastructure or
supervise works, the department has the following impor-
tant services: construction maintenance, vehicle mainte-
nance and winter services, electricity energy and thermal
mechanical maintenance, IT and electronics maintenance,
economic investment and quality services.
Quality management
The quality management system was introduced at Zagreb
Airport in 2002, when he ISO 9001 standard was adopted.
To date, most other European standards have been adopted
(ISO 14001, SA 8000 and BS 88000), and, just as in large
European and world airports, the quality system has become
an integral part of all business processes. Its basic goal is to
make sure that all business processes meet quality require-
ments, as user demands keep growing on a daily basis. Trav-
elling by air has stopped being the privilege of the rich or a
luxury, as used to be the case, and has become an everyday
need of an ever increasing number of people, thus turning
operating quality into a major competitive factor.
strana 315 page
 Zračna luka Zagreb danas
Aktivnosti unutar sustava za upravljanje kvalitetom u Zračnoj luci
Zagreb dokumentirane su u Priručniku kvalitete, opisom procesa
i postupaka i detaljno obrazložene u Knjizi procesa. Time je za sve
što se događa i što će se dogoditi utvrđen i opisan slijed postupaka,
pripadajuća odgovornost i ovlasti te metode provjere. Svaki procesni
korak ima svoj cilj i propisanu kontrolu. Elektronička verzija dvaju
navedenih dokumenata objavljena je na aerodromskom intranetu,
pa je tako u svakome trenutku i na svakome mjestu omogućeno pre-
gledavanje i pretraživanje prema cjelokupnom sadržaju ili atributima
pojedinog dokumenta.
strana 316 page
The quality manual documents all the activities in the system of
quality management at Zagreb Airport, describing processes and
procedures in detail in the processes book. Every situation is cov-
ered by a sequence of procedures to be followed, responsibilities,
authorities and methods of verification. Every step in the process
has its goal and control mechanisms defined. Online versions
of the above-mentioned documents are available on the airport
intranet, so that it is possible to search a text by content or any
single document attribute at any time or place.
Sustav upravljanja kvalitetom opslužuju četiri izravna izvršite-
lja, predvođena menadžerom kvalitete, a za provedbu sustava
skrbe se visokoobrazovani kadrovi za kvalitetu u jedanaest
važnih poslovnih procesa. Uz četiri ključna procesa, prihvat i
otpremu putnika i prtljage, prihvat i otpremu zrakoplova, pri-
hvat i otpremu robe i pošte te koordinaciju i kontrolu prometa,
sustavom je obuhvaćena i logistika: upravljanje financijama,
kadrovima, razvojem, održavanje infrastrukture te prodaja,
nabava i marketing.
Milijuni putnika koji prolaze Zračnom lukom Zagreb najvjero-
jatnije i ne znaju za postojanje sustava upravljanja kvalitetom.
Dio tog sustava postaju tek kad su nezadovoljni kvalitetom
neke od pruženih usluga. Pritužbe korisnika nisu česte, ali se
pomno analiziraju, pri čemu je najvažnije utvrditi kako je doš-
lo do okolnosti koje su izazvale nezadovoljstvo. Tako se najdje-
lotvornije sprječava ponavljanje eventualnog propusta, a razina
kvalitete još se više podiže.
The quality management system directly involves 4 employ-
ees led by the quality management manager. Implementa-
tion of the system is the responsibility of highly trained staff
working on quality issues in 11 relevant business processes.
In addition to the four key processes: handling of passengers
and luggage, handling of aircraft, handling of cargo and
mail items, and coordination and control of traffic, there
are also logistics: financial management, HR management,
development, IT maintenance, and sales, procurement and
marketing.
The millions of passengers passing through Zagreb Airport
are probably unaware of the existence of its quality manage-
ment system. They become aware of it only when there is
a problem with the quality of a service they were provided
with. There are not many complaints made by service users,
but those that are made are analysed in detail, in order to
establish what the circumstances that resulted in dissatis-
faction were. This is the best way to avoid repetition of the
same error or omission, while at the same time improving
quality.
strana 317 page
 Zračna luka Zagreb danas
Zaštita okoliša
U sklopu sustava upravljanja kvalitetom, Zračna luka Zagreb
kontinuirano planira i provodi aktivnosti zaštite okoliša. Pri-
tom se vodi zahtjevima međunarodnih normi i propisa te za-
konskih propisa Republike Hrvatske kojima je cilj poboljšanje
kvalitete okoliša i kontrole štetnih utjecaja na okoliš.
Suvremenim vođenjem poslovnih procesa i tehnologija i njiho-
vim razvojem, višim stupnjem iskoristivosti energije i sirovina
te upravljanjem otpadom, kod sudionika poslovnih procesa
razvija se svijest o stalnoj potrebi zaštite okoliša. U tom je dje-
lovanju primarna prevencija. Zato se s posebnom pozornošću
prate djelatnosti europskih i svjetskih zračnih luka te se stalno
provodi usavršavanje i izobrazba djelatnika. Politika upravlja-
nja okolišem obvezuje sve zaposlenike Zračne luke Zagreb i
dio je svih dokumenata integriranog sustava kvalitete, a njezi-
no se provođenje sustavno provjerava.
strana 318 page
Environmental protection
As part of the quality management system, Zagreb Airport
has continuously been planning and implementing environ-
mental protection activities, while observing international
standards and regulations as well as the legal provisions of
the Republic of Croatia, with the aim of preserving the envi-
ronment and controlling any harmful impact on it.
All participants in the business processes have seen their
awareness of the need to protect the environment increase.
Processes are managed in a more advanced way, energy and
raw materials are used more efficiently, and waste manage-
ment becomes a must, with prevention being a priority. Staff
are offered ongoing training on the achievements of large
global airports. These are constantly and carefully moni-
tored. The environment management policy is an obligation
shared by all airport employees and has been made a part of
all documents relevant to integrated quality systems, and its
implementation is constantly monitored.
Sustav stalnog praćenja buke uveden u Zračnu luku Zagreb (NMT – Noise
Monitoring Terminal) sastoji se od tri fiksna i jednog prijenosnog mjernog uređaja.
Dva fiksna mjerna uređaja postavljena su u blizini pragova uzletno-sletne staze, a
treći na upravnoj zgradi (njime se mjeri buka na stajanci). Četvrti, prijenosni uređaj
postavlja se, ovisno o potrebi prikupljanja podataka, uglavnom u naseljima koja
graniče sa zračnom lukom.
Prikupljeni podaci pokazuju da se u posljednjih trideset godina razina buke
uspjela smanjiti za čak pedeset posto, a daljnje aktivnosti u zaštiti okoliša sada
su usmjerene na provođenje deklaracije kojom se svjetski aviosektor obvezao do
2020. godine smanjiti emisije ugljikova dioksida. Zračna luka Zagreb zatražila je
od Međunarodnog udruženja zračnih luka (ACI, Airports Council International)
certifikat Airport Carbon Acreditation i s obzirom na to da provodi sustavno
mjerenje emisije ugljikova dioksida, već udovoljila prvom od četiri uvjeta za
dobivanje tog dokumenta.
strana 319 page
There is a system of constant noise monitoring at Zagreb Airport (NMT – Noise
Monitoring Terminal), which consists of three fixed and one mobile measuring
device. Two fixed measuring instruments have been installed near the thresholds of
the runway, and a third on the administrative building (this measures noise levels
on the apron). The fourth, mobile device is mostly used to measure noise in the
villages surrounding the airport.
Data collected show that the level of noise has decreased by as much as 50% over
the last 30 years, while further environmental protection measures will now focus
on implementing the declaration obliging the global aviation industry to reduce
CO2 emissions by 2020. Zagreb Airport has asked the Airports Council International
(ACI) to issue it with an Airport Carbon Accreditation certificate, as it has regularly
measured CO2 emissions and has already met the first of the four criteria required
for certification.
Zračna luka Zagreb danas

Kad je riječ o energiji, strategija je Zračne luke Zagreb da korištenjem

suvremenih tehnologija i alternativnih oblika te optimalnim upravljanjem
potrošnju zadrži na najnižoj mogućoj razini. Potrebama velikih potrošača
struje, toplinskim i rashladnim sustavima te potrošnjom energenata upravlja se
kompjutorski.
Distribucija i upravljanje električnom energijom ostvaruje se preko sedam
međusobno povezanih trafostanica. Upravljanje je potpuno kompjutorizirano
te se potrošači uključuju selektivno prema potrebi, čime se onemogućuje
nepotrebno trošenje.
U 2010. godini potrošilo se 8,3 milijuna kilovatsati električne energije.
Za grijanje se u Zračnoj luci Zagreb koristi vlastita toplana snage 12,8
megavata. Primarni energent je plin, a sekundarni loživo ulje. Na zgradi
Cateringa postavljeni su solarni kolektori kojima se zagrijava tehnološka voda.
Rashladni sustav kapaciteta tri megavata zadovoljava potrebe cjelokupne
klimatizacije pristanišne zgrade i svih pratećih aerodromskih objekata.
Potrošnja vode sustavno se prati od 1997. godine, a 2005. godine implementiran
je sustav za otkrivanje gubitaka u cjevovodima pitke vode, čime je znatno
smanjena potrošnja. I dok je u 2004. godini potrošeno dvjesto pedeset tisuća
kubičnih metara vode, potrošnja u 2010. godini smanjena je na oko osamdeset
dvije tisuće kubičnih metara.

In terms of energy efficiency, it is the strategy of Zagreb Airport to use modern

technology and alternative energy sources and to minimize energy consumption
through optimum management. The management of the needs of large energy
consumers as well as heating and cooling systems and energy consumption are
automated.
The distribution and management of electrical energy is done via a system
of seven interlinked substations. The system is fully automated and users are
connected selectively based on their energy needs, thus avoiding unnecessary
consumption.
In 2010, the amount of electrical energy consumed was 8.3 million kilowatts.
Zagreb Airport’s heating comes from its own thermal plant with 12.8 megawatts
of power. The primary energy source is gas, and the secondary one is fuel oil.
There are solar panels on the catering building, used for heating industrial
water.
The three-megawatt cooling system meets the air-conditioning needs of the
terminal building and other supporting facilities.
Water consumption has been monitored since 1997, and in 2005, a system was
implemented to detect losses in water supply system, which has resulted in
reduced consumption levels. While in 2004 the amount consumed was 250,000
m3 of water, in 2010 consumption went down to about 82,000 m3.

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Projektom odlaganja otpada organizirano je odvojeno
skupljanje iskoristivog otpada. Zračna luka Zagreb ima
jedanaest reciklažnih otoka i reciklažno dvorište sa
suvremenom opremom i spremištem za opasan otpad kojemu
se pridaje posebna pozornost u skladu s postupcima koje je
propisala Međunarodna udruga za zračni promet (IATA, The
International Air Transport Association).
strana 321 page
A waste disposal project is in place which requires separate
collection of recyclable waste. Zagreb Airport has 11 recycling
islands and a recycling yard with state-of-the-art equipment
and a storage area for hazardous waste that is treated with
special care, as required by the regulations specified by the
International Air Transport Association (IATA).
Zračna luka Zagreb danas

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Zimska služba Winter service

Among the most dangerous enemies of air traffic security is

Osam specijalnih vozila s plugom i četkama za čišćenje snijega, snow and ice. To fight this enemy, the vehicle fleet at the dis-
tri bacača snijega, tri posipača za odleđivanje, osam traktora posal of 60 employees of the Zagreb Airport Winter Services
s plugom i uređajem za odleđivanje, četiri kamiona s plugom consists of eight special vehicles with a plow and snow re-
i tri utovarivača. To je vozni park kojim se šezdesetak djelat- moval brushes, three snow blowers, three de-icing vehicles,
nika u Zračnoj luci Zagreb bori protiv snijega i leda, najvećih eight tractors with plows and de-icing devices, four lorries
neprijatelja sigurnosti zračnog prometa. Od 1. studenoga do with plows, and three loaders. Between 1 November and 31
31. ožujka iskusni i za taj posao posebno školovani djelatnici March, well trained employees are on duty 24/7 to deal with
spremni su u svakom trenutku tijekom 24-satnog dežurstva problems caused by snow and make it possible for each and
uhvatiti se ukoštac sa snježnim nevoljama i omogućiti sigurno every aircraft to land safely. It may of course happen that
slijetanje svakom zrakoplovu. Dakako da snijeg i led katkad there is snow or ice before November 1 or after March 31,
padnu i prije studenoga i nakon ožujka, ali još se nije dogodilo but such weather has never caught the winter service staff
da snijeg u zračnoj luci dočekaju nespremni ili da se zbog toga unprepared or prevented air traffic from running smoothly
prekine zračni promet. at Zagreb Airport.

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 Zračna luka Zagreb danas

Sustav za rano otkrivanje leda kojim se na pet mjesta danonoćno mjeri
temperatura zraka i kolnika uzletno-sletne staze, rulnice i stajanke, te relativna
vlažnost zraka, vrsta i količina oborina, osim što daje uvid u trenutačno stanje
radnih površina, omogućuje i predviđanja pojave poledice pa se nastajanje
poledice može spriječiti još u začetku.
The ice detection system relies on five measuring units monitoring air, runway,
taxiway and apron surface temperature, relative air humidity and type and
quantity of precipitation 24/7, providing information on the status of all key airport
operating areas and can help foresee and eliminate ice even before it has formed
on any of the above surfaces.

strana 324 page

 Oko šesto tisuća četvornih metara zaista je
velika površina koju treba očistiti. Osim uzletno-
sletne staze, manevarskih površina i stajanke za
zrakoplove, čiste se i prilazne ceste, parkirališta
i ostale aerodromske površine na kojima
se obavljaju aktivnosti nužne za normalno
funkcioniranje zračne luke. Najsuvremenijim
strojevima i opremom za uklanjanje snijega, više
od tri kilometra dugačka uzletno-sletna staza
bit će čista za najviše trideset minuta. Bez obzira
na visinu snijega. Čak i kad u dvadeset četiri sata
napada trideset centimetara snijega, kad su
zbog takva nevremena sve zračne luke u okružju
zatvorene, u Zračnoj luci Zagreb sve manevarske
površine promptno su očišćene i prometuje
se bez ikakva zastoja. Mnoge zrakoplovne
kompanije nebrojeno su puta pohvalile uzorno
očišćenu Zračnu luku Zagreb koja im je i u
najnepovoljnijim meteorološkim uvjetima
omogućila siguran prihvat.

The surface area that needs to be kept clean is

about 6,000 m2, which is a large area. Not only
the runway, manoeuvring surfaces and apron
need to be kept clean, but also access roads,
parking lots and other airport areas where
activities take place that are necessary for the
smooth running of the airport’s operations.
State-of-the-art machines and equipment can
remove the snow from the runway, which is
over 3-km long, in a maximum of 30 minutes,
irrespective of the amount of snow. Even when
the layer of snow reaches 30 cm after 24-hour
uninterrupted snowfall and all the airports in the
vicinity are closed, all the manoeuvring surfaces
of Zagreb Airport will be cleaned promptly and
traffic will continue without delays. Numerous air
carriers have commended the way Zagreb Airport
is kept clean and the fact that safe landing is
made possible even under the most adverse
weather conditions.

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 Zračna luka Zagreb danas
Stanje na uzletno-sletnoj stazi ne smije ni najmanje ugroziti sigurnost putnika u
zrakoplovima čija je brzina pri dodiru sa stazom između 150 i 250 kilometara na
sat. Da bi se pouzdano utvrdilo kakvi su uvjeti na stazi i pripadajućim površinama
za manevriranje, poslije svakog čišćenja i odleđivanja specijalnim vozilom
provjerava se koeficijent trenja. No koeficijent trenja mjeri se i kada se zbog kiše
ili susnježice pretpostavlja da bi mogao biti smanjen. Izmjereni podaci dojavljuju
se aerodromskoj kontroli letenja, a ona ga prosljeđuje posadama zrakoplovā koji
planiraju sletjeti u Zračnoj luci Zagreb ili poletjeti iz nje.
Većina putnika najvjerojatnije ni ne zna za postojanje uređaja kojim se mjeri
trenje, koje je nužno da bi se zrakoplovi uspješno prizemljili i nakon prizemljenja na
vrijeme zaustavili. Uređaj SFT 9000 (Surface Friction Tester) ugrađen je u automobil
Saab 9000 koji pokreće 2,4-litarski turbo motor od dvjesto konjskih snaga.
Koeficijent trenja mjeri se petim kotačem koji se uz pomoć hidrauličnog pritiska
vrti deset posto polaganije od ostala četiri. Trenje koje pritom stvara senzorima za
mjerenje otpora prenosi se do kompjutorskog sustava smještenog na središnjoj
konzoli automobila, pa se vrijednosti mogu očitati na ekranu ili odmah i isprintati.
Zahvaljujući suvremenoj tehničkoj opremljenosti i visokoobrazovanim
djelatnicima, Zračna luka Zagreb, unatoč tome što je u klimatskom području
oštrih zima praćenih vremenskim nepogodama koje otežavaju rad, vrlo je rijetko
zatvorena.
Runway conditions should not endanger passenger safety in aircraft with touch-
down speed of between 150 and 250 km/h. In order to have reliable data on the
condition of the runway and other manoeuvring surfaces, the friction coefficient is
checked after snow and ice removal. The same friction coefficient is also checked
in case of rain or sleet, as it is assumed it could be lower. Measurement results are
sent to the airport air traffic control and they share them with the crews of aircraft
planning to land at or take off from Zagreb Airport.
Most passengers are probably unaware that there is a device measuring friction
necessary for an aircraft to successfully landing and come to a standstill. A SFT 9000
(Surface Friction Tester) is installed in a Saab 9000 car with a 2.4-l turbo engine
of 200 hp. The friction coefficient is measured by means of a fifth wheel that uses
hydraulic pressure to rotate at a speed 10% below that of the other wheels. The
friction thus generated is transferred by means of sensors to the computer system
located in the car and measurement data can immediately be seen on screen or
even printed out. It is thanks to its state-of-the-art equipment and well trained
staff that Zagreb Airport is rarely closed although it is located in a geographical
region with harsh winters often characterized by precipitation and adverse weather
conditions.
strana 326 page
Informatika Information Technology

Nema nijednog organizacijskog dijela There is no part of the Zagreb Airport

Zračne luke Zagreb koji se ne koristi
informatičkom tehnologijom. Jedanaest
djelatnika Službe informatike opslužuje
više od pet stotina korisnika s oko deve-
deset serverskih instalacija. Njihova je
odgovornost da svakome korisniku, dva-
deset četiri sata svakoga dana, osiguraju
nesmetane poslovne procese.
organization that does not use IT, and
the IT services at the airport employ 11
people who provide support to more
than 500 users of about 90 servers. The
11 employees are responsible for mak-
ing sure that every IT user at the air-
port can operate without interruptions
24 hours a day, 7 days a week.

Poslovni informatički sustavi i informatička mreža u Zračnoj luci Zagreb povezani The Zagreb Airport IT systems and IT network use more than 90 servers.
su preko više od devedeset poslužitelja (servera).

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 Zračna luka Zagreb danas

Sustav za upravljanje i vođenje prometa (Airport System, AS),
zatim Departure Control System (DCS), pa sustav za teretni
promet (Cargo Information System, CS) te sustav za administri-
ranje cjelokupnog poslovanja (SAP), samo su neki od pedese-
tak informatičkih sustava o kojima se skrbe. I do sedam tisuća
puta godišnje njihovi korisnici potraže pomoć informatičkog
helpdeska, jer se suoče s problemom koji sami ne znaju riješiti.
To i ne iznenađuje previše, jer se zna kojom se brzinom razvija
informatička tehnologija. Prosječnom korisniku nemoguće je
pratiti brze promjene koje se na tom području događaju, ali
Služba informatike kontinuirano prati sve novìne, primjenjuje
nove tehnologije i u suradnji s korisnicima potiče unapređenje
postojećih poslovnih sustava i njihovo prilagođavanje rastućim
potrebama.
There are roughly 50 IT systems used at the airport, in-
cluding them a system for managing and directing traffic
(Airport System, AS), the Departure Control System (DCS),
Cargo Information System, (CS), and the overall operations
administering system (SAP). The number of requests for
assistance from the IT helpdesk may reach 7,000 annually,
as users often face problems that require expert knowledge.
This is not surprising, given the rapid pace of IT develop-
ment, and it is impossible for the average user to follow all
the rapid changes in the IT field. However, the IT services
are there to follow all the new developments, apply new
technologies and cooperate with users in order to enhance
existing business systems and adapt them to changing busi-
ness requirements.

Sustav za upravljanje informacijama

za putnike (Flight Information Display
System, FIDS), jedan od važnijih
poslovnih sustava u Zračnoj luci Zagreb.

The passenger information managing

system (called the Flight Information
Display System, FIDS), is one of the most
important business systems used by
Zagreb Airport.

strana 328 page

 Internet za putnike i bežična mreža u
današnje su vrijeme postali uobičajena
usluga svih većih zračnih luka. Zagreb u
tome nimalo ne zaostaje.

Internet and wireless access for

passengers has become a standard
service available at most larger airports
today, and Zagreb is not lagging behind
in this respect.

Mogućnost registracije putnika

internetskom mrežom velika je novìna
na koju se većina putnika tek nastoji
priviknuti.

Passenger check-in via the internet is

another novelty that most passengers
have yet to get used to.

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 Zračna luka Zagreb danas
Sektor financija i marketinga
Bez imalo pretjerivanja može se reći da je Sektor financija i marketinga je-
dan od važnijih dijelova Zračne luke Zagreb. Njegovi djelatnici skrbe se o
tome da svi obavljeni poslovi budu na vrijeme fakturirani i u zakonskom
roku naplaćeni, ali zahvaljujući njima, i sve novčane obveze Zračne luke
Zagreb uredno se i na vrijeme podmiruju. Ne treba posebno isticati da je za
financijsku stabilnost tvrtke, uz mnogo drugih čimbenika, svakako vrlo važ-
na i predanost onih koji se brinu o tome kako raspolagati novcem.
A djelatnici marketinga, druge sastavnice tog Sektora, skrbe se o tome da
privuku oglašivače i ukažu na to da Zračna luka Zagreb ima niz prednosti
kojima može promicati njihove proizvode i usluge. Ona je mjesto gdje se,
kao rijetko gdje, isprepliću putovi velikog broja poslovnih ljudi, turista,
sportaša, glazbenika i mnogih drugih koje se običava zvati običnim ljudima.
Oglase istaknute u Zračnoj luci Zagreb vidjet će više od dva milijuna putni-
ka, koliko ih godišnje prođe kroz pristanišnu zgradu i pripadajuće objekte,
te još najmanje dvostruko više njihovih rođaka, prijatelja i znanaca koji ih
dočekuju i ispraćaju.
Stručnjaci za reklame smatraju da Zračnu luku najčešće posjećuju visoko-
obrazovani ljudi, vrlo mobilni, samostalni poduzetnici ili visokopozicionira-
ni u velikim gospodarskim tvrtkama, potencijalni kupci luksuznih i skupljih
predmeta, tehnički dobro obrazovani, pobornici mode, svjesni modnih stilo-
va… U skladu s tim, postavljanjem promotivnih pultova ili reklamnih panoa
u putničkom terminalu Zračne luke Zagreb i okolnim prostorima, zajamče-
no je da će reklamirani proizvodi ili usluge biti zaista zapaženi.
strana 330 page
Finance and Marketing Department
It could be claimed that the Finance and Marketing Department is one
of the most important segments of Zagreb Airport. Its employees are re-
sponsible for timely invoicing and the collection of invoices for services
provided, but also for paying all the liabilities of Zagreb Airport on time.
It goes without saying that a company’s financial stability depends to a
large extent on the committment of its employees responsible for looking
after its monetary transactions.
As for the marketing staff, the second office within the department, they
have to persuade advertisers that Zagreb Airport can offer advantages
as a place to promote their products and services. The airport is a prime
location for advertising, because it is like a crossroads of many busi-
ness people, tourists, sportsmen, musicians and many other individuals
that we usually describe as ordinary people. An advertisement shown at
Zagreb Airport will be seen by more than 2 million travellers, that pass
through the passenger terminal and other airport facilities, plus about at
least 4 million of their family members, friends and acquaintances who
come to the airport to either meet them or see them off.
According to advertising professionals, the most frequent visitors at
airports are people with a university education, who are highly mobile,
independent entrepreneurs or business people holding high positions
in large companies. They are potential buyers of luxury and expensive
goods, technically savvy individuals and attentive to fashion. This is why
good visibility of the product or service you want to promote is guaran-
teed if your advertise in the passenger terminal at Zagreb Airport
Sektor ljudskih potencijala
U prvim godinama 21. stoljeća, kad je u Zračnoj luci Zagreb
uveden sustav upravljanja kvalitetom, formiran je i Sektor ljud-
skih potencijala. Njegov je glavni dio Odjel ljudskih potencijala
u kojem se izrađuju planovi zapošljavanja i preraspodjele za-
poslenika te raspisuju natječaji za zapošljavanje. Odjel ljudskih
potencijala u suradnji sa Zavodom za zapošljavanje organizira
testiranje prijavljenih kandidata i odabire najbolje. Njima slije-
di razgovor s tročlanim povjerenstvom koje direktoru dostavlja
listu odabranih prema kojoj odlučuje tko je najpogodniji za
popunjavanje radnog mjesta za koje je raspisan natječaj.
Odjel ljudskih potencijala također prati karijere svih zaposleni-
ka i po potrebi predlaže njihovo daljnje obrazovanje i stručno
usavršavanje.
Odjel pravnih i općih poslova zastupa Zračnu luku Zagreb u
svim sporovima pred sudovima i drugim državnim organima
te sastavlja i sklapa ugovore. U sklopu tog odjela su i admini-
strativni poslovi i arhiva te služba za održavanje čistoće u zgra-
dama i zrakoplovima.
U sklopu Sektora ljudskih potencijala je i Odjel zaštite na radu,
ekipiran u skladu s odredbama Zakona o zaštiti na radu. Osim
što propisuje uvjete radne okoline, aktivno sudjeluje u nabavi
zaštitne odjeće i obuće te u kontroli primjene propisanih mjera
zaštite.
HR Department
At the very beginning of the 21st century, when Zagreb
Airport introduced its quality management system, it also
set up an HR Department. Its main organizational part is
the HR Office, where recruitment plans are defined, and
employee re-location and vacancy advertisement plans are
made. The same office cooperates with the Government Em-
ployment Office in organizing the testing of job candidates
in order to select the best. After being tested, candidates are
interviewed by a three-member panel and the best candidate
is then selected for the job from those short-listed.
The HR Office develops career plans for all airport employ-
ees, including their training needs and promotion plans.
The Legal and Administrative Office represents Zagreb
Airport in disputes before courts and other government
bodies and draws up and concludes contracts. Administra-
tive affairs and archives are part of the same office, as well as
building and aircraft cleaning personnel.
The Health and Safety Office is part of Human Resources.
It is staffed in accordance with the provisions of the Health
and Safety in the Workplace Act. Besides prescribing condi-
tions in the workplace, it actively participates in the pro-
curement of protective clothing and footwear and monitors
the implementation of prescribed health and safety meas-
ures.
strana 331 page
 Zračna luka Zagreb danas
Školski centar
Školski centar Zračne luke Zagreb obavlja poslove važne za
sigurnost zračne plovidbe. Od osnutka, 1998. godine, do da-
nas, u tom centru je školovano osoblje iz nekoliko zračnih luka
u Hrvatskoj te zračnih luka Sarajeva, Mostara, Prištine i Pod-
gorice.
Školski centar ima moderne prostore i opremu, vlastite priruč-
nike i skripta, a njegovi su djelatnici sastavili teorijske i prak-
tične specijalizirane programe školovanja te okupili tim preda-
vača iz svih područja zračnog prometa. Programe je provjerilo
i odobrilo Ministarstvo mora, turizma, prometa i razvitka.
U centru se školuje osoblje za prihvat i otpremu zrakoplova,
putnika i prtljage, za protupožarnu zaštitu zrakoplova i zračne
luke, za opskrbu zrakoplova gorivom i mazivom, za otpremu
robe i pošte te za prijevoz opasne robe. Osim toga, Školski cen- Students at the centre obtain qualifications in aircraft,
tar organizira stručne seminare.
strana 332 page
Education Centre
The Zagreb Airport Education Centre performs activities
that are important for air travel security. Ever since its in-
ception in 1998, education programmes have been attended
by the staff of several Croatian airports as well as by staff
from the airports of Sarajevo, Mostar, Priština and Podgor-
ica.
The Education Centre has all the required equipment and
facilities, its own textbooks and teaching materials, and
the staff have authored both practical and theoretical edu-
cational programmes and have gathered a team of lectur-
ers covering all the different areas of air traffic. The pro-
grammes have been checked and approved by the Ministry
of the Sea, Tourism, Traffic and Development.
passenger and luggage handling, aircraft and airport fire-
fighting skills, supply of fuel and lubricants to aircraft, and
dispatch of goods and mail items and transport of hazard-
ous goods. In addition to that, expert seminars are also or-
ganized by the Centre.
Služba sigurnosti
Za zaštitu putnika, zrakoplova, objekata i prostora, Zračna luka Zagreb,
u skladu sa zakonskim propisima Republike Hrvatske, ima vlastitu unu-
tarnju čuvarsku službu – Službu sigurnosti. Osnovna joj je zadaća zašti-
titi civilni zračni promet (mjerama tjelesne i tehničke zaštite) od djela
nezakonitog ometanja. U praksi, sedamdeset dvoje djelatnika te službe,
zaštitara i RTG-operatera, svakodnevno obavlja poslove koji jamče si-
gurnost putnika i imovine: kontroliraju i sprječavaju neovlašteni pristup
sigurnosno osjetljivim, štićenim i sterilnim područjima zračne luke,
tehničkom opremom pregledavaju putnike, prtljagu, stvari, robu i po-
štu, osiguravaju perimetar oko operativnih površina zračne luke, nadzi-
ru pristup svim objektima i prostorima te se skrbe o tome da se gradnja
novih objekata ili rekonstrukcija postojećih u bilo kojem dijelu zračne
luke provodi na način koji će omogućiti optimalnu provedbu propisa-
nih mjera zaštite.
strana 333 page
Security services
The laws of the Republic of Croatia require Zagreb Airport to set up
its own department providing security services in order to protect
passengers, aircraft, facilities and buildings. The main responsibility
of the department is to protect civilian air traffic from illegal acts of
disruption by means of physical and technical security measures. In
practice, this means that the department’s 72 employees, security of-
ficers and RTG-operators, daily perform activities that guarantee the
safety of people and assets: they control and bar unauthorized access
to the areas of the airport that have to be kept secure, protected or
sterilized; check passengers, luggage, objects, goods and mail items
with their technical equipment; secure the perimeter around the air-
port’s operating surfaces; control access to all facilities and installa-
tions and make sure the construction of new facilities or reconstruc-
tion of existing ones, irrespective of where they are located at the
airport, is carried out in such a way that optimum implementation
of stipulated security measures is ensured.
 Zračna luka Zagreb danas
Sindikalna djelatnost
U veljači 1990. godine zaposlenici Zračne luke Zagreb osnovali su Neza-
visni strukovni sindikat aerodromskog operativnog osoblja, prvi sindikat
u Hrvatskoj koji nije bio sastavni dio ondašnjih “saveznih” sindikata. Bili
su među prvima koji su kolektivno pregovarali i 1994. godine sklopili
kolektivni ugovor te prvi u Hrvatskoj koji su osnovali radničko vijeće.
Osim prvog i najstarijeg sindikata, danas u Zračnoj luci Zagreb djeluju
još tri: Sindikat zaposlenika zračnih luka Hrvatske, Sindikat radnika Ae-
rodroma Zagreb (SRAZ) i Sindikat radnika operative Zračne luke Zagreb
(SRO-ZLZ). Zajedničko djelovanje prema vlasnicima i na ostalim važnim
područjima provode preko Koordinacije sindikata ZLZ-a.
strana 334 page
Trade union activities
In February 1990, employees of Zagreb Airport founded the Inde-
pendent Trade Union of Airport Operating Staff, the first trade union
in Croatia that was not part of the existing federal trade unions. They
were among the first unions to start collective bargaining with em-
ployers, and in 1994 entered into a collective agreement and were the
first in Croatia to set up a workers’ council.
In addition to the first and oldest trade union, three more trade
unions are currently active at Zagreb Airport: the Trade Union of
Croatian Airport Employees, Trade union of the Zagreb Airport Em-
ployees (SRAZ) and the Trade Union of the Operating Workers Zagreb
Airport (SRO-ZLZ). They coordinate their actions via the Trade Union
Council of Zagreb Airport.
Zračna luka Zagreb aktivno je profesionalno angažirana u mnogim međunarodnim
aktivnosti koje organizira Međunarodna udruga zračnih luka (ACI, Airports Council
International). Potkraj siječnja i početkom veljače 2010. godine ACI je u Zračnoj
luci Zagreb organizirao jednotjedno školovanje djelatnika pod nazivom Working
with ICAO Anex 14, na kojem su sudjelovali zaposlenici zračnih luka iz Hrvatske i
nekoliko stranih država.
Fotografija je snimljena prigodom podjele diploma posljednjeg dana školovanja,
3. veljače 2012. godine.
strana 335 page
Zagreb Airport is professionally involved in numerous international activities
organized by Airports Council International (ACI). At the end of January and the
beginning of February 2010, ACI organized a one-week seminar at Zagreb Airport
under the title Working with ICAO Annex 14. Participants were employees of
Croatian and various foreign airports.
The photo was taken at the closing ceremony on the last day of the seminar, 3
February 2012.
 Zračna luka Zagreb danas
Zračna luka Zagreb - Ugostiteljstvo
Zračna luka Zagreb – Ugostiteljstvo, društvo s ograničenom
odgovornošću, jedna je od dviju tvrtka-kćeri Zračne luke Za-
greb.
U sastavu ZLZ-Ugostiteljstva, u velikom restoranu Faust Vran-
čić te u tri kafića – Art Caféu, Ban Caféu i Tin Caféu i Salonu
poslovne klase – rade trideset jedan djelatnik, a još četrnaest
ih je zaposleno u kuhinji te osam u restoranu, koji, uz putnike
i posjetitelje, uglavnom ugošćuje zaposlenike Zračne luke Za-
greb i zaposlenike kompanija koje u njoj imaju svoje poslovni-
ce, te zaposlenike ostalih pratećih aerodromskih službi.
strana 336 page
Zagreb Airport – Catering
The Zagreb Airport Catering is a limited liability company,
and one of the two subsidiaries of the Zagreb Airport com-
pany.
Zagreb Airport Catering employs 31 people in the Faust
Vrančić restaurant and in three cafés: the Art Café, Ban Café
and Tin Café, and in the Business Class Lounge. Another
14 works in the kitchen and 8 in the restaurant that caters
not only for visitors and passengers but also for the employ-
ees of the airport and of the companies with offices at the
airport, as well as for the staff providing other supporting
airport services.
strana 337 page
 Zračna luka Zagreb danas

Restoran Faust Vrančić ima

dvjesto pet sjedećih mjesta,
smješten je na prvom katu
putničke zgrade i iz njega se pruža
izvanredan pogled na stajanku.
Café bar Tin sa šezdeset sjedećih
mjesta i salon za putnike
poslovne klase Zrinjevac nalaze
se u tranzitnom dijelu pristanišne
zgrade. Zrinjevac je podijeljen
u dva dijela i ima pedeset dva
sjedeća mjesta.
Café bar Ban sa 96 sjedećih
mjesta smješten je u blizini
međunarodnog dolaska i
terminala generalne avijacije.
Snack-bar Art Café smješten je
uz prostor za domaće dolaske i
odnedavno ima novu terasu sa
tristo trideset dva sjedeća mjesta.

The Faust Vrančić restaurant can

seat 205 guests. It is located on
the first floor of the passenger
terminal and offers a great view of
the airport apron.
The Tin Café bar, with seats for 60
people and the Zrinjevac Business
Lounge are located in the transit
area of the passenger terminal.
The Zrinjevac Business Lounge
is divided into two parts and can
seat 52 people.
The Ban Café seats 96 people
and is located near international
arrivals and the general aviation
terminal.
The Art Café snack bar is located
close to domestic departures and
has recently added a new terrace
with seating for 332 people.

strana 338 page

strana 339 page
Zračna luka Zagreb danas

strana 340 page

Opskrba zrakoplova hranom i pićem (Catering) Catering Services
Osnovan 1968. godine kao dio aerodromskog restorana, Sektor opskr-
be hranom i pićem (Catering)postupno se razvio u vrlo važnu kariku
u ukupnoj usluzi koju Zračna luka Zagreb pruža avioprijevoznicima
koji slijeću u Zagrebu. Pedesetak zaposlenika, među njima vrlo važno
mjesto imaju kuhari sa završenim najboljim kulinarskim školama, u
jednome danu pripreme približno dvije tisuće različitih obroka. Posao
pripreme i dostave jela i pića za zrakoplove prilično se razlikuje od
klasičnog ugostiteljstva. Narudžbe stižu teleksom, internetom, telefak-
som ili telefonom, a priprema obroka nastoji se završiti u najkraćem
mogućem roku sistemom “dnevne proizvodnje”. Pritom treba ispuniti
ne samo zakonima propisane standarde za hranu nego i zahtjeve kom-
panija i potrebe njihovih putnika. Ti su zahtjevi katkad i specifični, ako
je riječ o, primjerice, avioprijevoznicima s drugih kontinenata. A kad
su posrijedi posebni putnici ili visoki strani dužnosnici, zahtjevi i roko-
vi znaju biti itekako posebni. S ponosom ističu da su hranom i pićem
istodobno opskrbili čak četrnaest zrakoplova predsjednikâ država, a svi
su polijetali unutar dva sata. Takvu ekspeditivnost uistinu mogu postići
samo vrhunski majstori.
Catering Zračne luke Zagreb među prvima u svijetu uveo je primjenu
Sustava upravljanja sigurnošću hrane, ISO 22000:2005, kao korak više u
odnosu na primjenu manje zahtjevnog sustava HACCP i bazičnog ISO
9001 koje također posjeduje. Svjetski standardi prate se s posebnom
pozornošću, čemu itekako pridonosi članstvo u ITCA-u (International
Travel Catering Association). Ono omogućuje brzi pristup svim infor-
macijama o novostima u pripremi hrane ili primjeni najnovijih higijen-
strana 341 page
Catering Services is a company established in 1968 as part of the
airport restaurant. Catering has gradually become a very important
part of the whole series of services offered by Zagreb Airport to air
carriers landing at Zagreb. About 50 employees, among them chefs
trained at the best cooking schools, prepare about 2,000 different
meals every day. The job of preparing food and drinks for aircraft is
quite different from the classical restaurant business. Orders come
from the airport operating centre via the internet, fax or phone,
every item ordered is prepared on the day the order is received and
nothing is left for the next day, while deadlines are very short and
strict. The requirements to be met are not only those stipulated
by law regarding food quality but also those made by each air car-
rier and its passengers. The demands may be quite specific in some
cases, especially when for example, the order is made by a Chinese
or a Korean air carrier. And when dealing with special guests or
high-ranking foreign officials, demands and deadlines may become
very specific, but the airport catering services have not yet received
an order they could not meet. They are proud to stress that they on
one occasion simultaneously provided food and beverages to 14
presidential aircraft that were scheduled to take off in the course of
only two hours. Such expediency in service provision can only be
achieved by the very best.
Zagreb Airport Catering Services were among the first such estab-
lishments globally to adopt the ISO 9001 and ISO 22000 standards.
When preparing meals, they also follow the international food safe-
ty system known under the abbreviation HACCP. Global standards
 Zračna luka Zagreb danas
skih standarda (prije se ta udruga zvala IFCA – International Flight
Catering Association).
O kvaliteti jela pripremljenih u Cateringu Zračne luke Zagreb najbo-
lje svjedoči i višegodišnja uspješna suradnja s nacionalnom kompa-
nijom Croatia Airlines te s najpoznatijim svjetskim prijevoznicima
među kojima su Air France, British Airways, Lufthansa, Aeroflot,
ČSA, Austrian Airlines, Korean Air, Japan Airlines, Tap Air, Turkish
Airlines i priznanja kojima je ta suradnja okrunjena. British Airways
je 2000. godine Zračnoj luci Zagreb – Ugostiteljstvo dodijelio pri-
znanje The Partners in Exellence Silver Award, a zagrebačku je hranu
i uslugu 2002. i 2003. godine proglasio najboljom od sva sto šezdeset
tri opskrbljivača čijim se uslugama koristi u cijelome svijetu. Na Luf-
thansinoj godišnjoj ranglisti Catering Zračne luke Zagreb godinama
je među najbolje ocijenjenima od svih zračnih luka u koje ta kompa-
nija slijeće i opskrbljuje se jelom i pićem.
A među mnogim pohvalama posebno mjesto ima ona koju je napi-
sao Ken Croft, djelatnik Bijele kuće zadužen za hranu, piće i osoblje.
Obroke pripremljene i servirane predsjedniku Sjedinjenih Američ-
kih Država Billu Clintonu za vrijeme boravka u Zračnoj luci Zagreb
1996. godine, Ken Croft ocijenio je sljedećim riječima: Iskreno, naj-
bolji servis što smo ga doživjeli u svijetu. Hvala još jedanput.
strana 342 page
are applied with special care, and membership of the International
Travel Catering Association (ITCA) is another important factor,
as it provides quick access to all new developments in the field of
catering and new hygiene standard application (the association was
earlier known as IFCA – International Flight Catering Associa-
tion).
The high food quality standards achieved by Zagreb Airport Ca-
tering Services are also evidenced by the many years of the com-
pany’s successful cooperation with the national flag carrier Croatia
Airlines as well as with the best known global air carriers, among
them British Airways, Lufthansa, Turkish Airlines, ČSA, Austrian
Airlines, Air France, Japan Airlines, Malev, Tap Air Portugal and
Aeroflot and the recognition and awards received over the years.
In the year 2000, for instance, British Airways recognized the qual-
ity of Zagreb Airport Catering Services by giving the company The
Partners in Excellence Silver Award, and in 2002 and 2003, the food
and service provided by Zagreb were declared the best among the
163 providers used by British Airways globally. Zagreb Airport Ca-
tering Services have been ranked among the best of all the airports
Lufthansa uses globally: in 1998 Zagreb was ranked 4th and has
never been ranked lower than 7th on the Lufthansa list.
Among the many words of praise received for work well done by
Zagreb Airport Catering Services, the message written by Ken
Croft, member of the White House team responsible for food, bev-
erage and staff, holds a special place. Writing about the meals pre-
pared and served to US President Bill Clinton during his stay at Za-
greb Airport in 1996, Ken Croft left the following message: Frankly,
the best service we have experienced globally. Thanks again.
strana 343 page
Zračna luka Zagreb danas

strana 344 page

Zračna luka Zagreb – Trgovina
Glavna djelatnost druge tvrtke kćeri – ZLZ-Trgovine, u kojoj
radi osamdeset jedan zaposlenik, obavlja se u pristanišnoj
zgradi. Welcome Shop, popularno nazvan Novinarnica i Bye-
Bye Shop, koji svi zovu Suvenirnica, dvije su manje trgovine,
a najveća je bescarinska trgovina – Duty Free Shop. U njoj je
posjetiteljima na raspolaganju bogati asortiman koji na godiš-
njoj razini nudi gotovo pedeset tisuća različitih proizvoda. Više
od petine su izvorni hrvatski proizvodi, pa je ta trgovina, za-
hvaljujući velikoj promidžbi malih i manje poznatih hrvatskih
proizvođača, stekla status važnog izvoznika.
Zagreb Airport Retail Trade
The main area of operations of the second subsidiary – Za-
greb Airport Retail Trade, employing 81 people, is in the
passenger terminal building. It runs two smaller shops, the
first being the Welcome Shop, known to everyone as the
newspaper stall and the second being the Bye-Bye Shop,
called informally the souvenir shop. The third and largest
one is the duty free shop. This offers a wide range of up to
50,000 items every year. As more than a fifth of them are
made in Croatia, the shop has become an important pro-
moter of small and less known Croatian brands.
strana 345 page
 Zračna luka Zagreb danas

U Welcome Shopu kupuju se uglavnom novine i razglednice, na raspolaganju je i The Welcome Shop sells mostly Croatian newspapers and postcards, but also a wide
strani tisak na nekoliko jezika, ali i druge publikacije, raznovrsni slatkiši, žvakaće range of foreign papers, other publications, sweets, chewing gum, soft drinks, etc.
gume, napici...

strana 346 page

 U Bye-Bye Shopu
ponajviše se kupuju
suveniri, uspomene
na putovanje i
boravak u Zagrebu,
darovi za rodbinu
i prijatelje, među
inim i dresovi
hrvatske nogometne
reprezentacije s
imenima poznatijih
igrača.

The most frequently

purchased items
in the Bye-Bye
Shop are souvenirs,
items seen as travel
mementos and
gifts for family and
friends. The jerseys of
the Croatian national
football team with
the names of the best
known players are a
popular reminder of
one’s visit to Zagreb.

strana 347 page

 Zračna luka Zagreb danas

U izuzetno dobro
opskrbljenoj
bescarinskoj trgovini,
s godišnjim prosjekom
od oko pedeset tisuća
različitih proizvoda,
uz vrhunsku
odjeću i kozmetiku
najpoznatijih svjetskih
marki, piće i duhan,
istaknuto mjesto
imaju hrvatski
proizvodi, a među
najtraženijima su
paški sir, maslinovo
ulje i tartufi.

The duty free shop

is very well stocked
with about 50,000
various products
offered annually,
including the most
well known world
brands in clothing and
cosmetics, beverages
and tobacco products.
Croatian brands are
also sold in the shop,
with cheese from the
island of Pag, olive oil
and truffles being the
most popular.

strana 348 page

ZLZ-Trgovina ima i trgovinu na Zagre-
bačkom velesajmu u kojoj već niz godine
opskrbljuje strane diplomate akreditirane
u Hrvatskoj, a od 2007. godine u sastavu
ZLZ-Trgovine je i Kenzo Concept Shop u
Varšavskoj ulici u Zagrebu. U toj se tr-
govini prodaju raznovrsni modni dodaci
najviše kvalitete, kao što su cipele, torbe,
rupci i nakit, a jedna je od četiriju trgovina
u svijetu koje su uređene u skladu s poseb-
nim normama Kenzovih stručnjaka. Osim
Zagreba, trgovine s posebnim vizualnim
Kenzovim identitetom su u Šangaju, Parizu
i Toulouseu. Modni kritičari Kenzovu su
trgovinu u Varšavskoj ulici proglasili naj-
ljepšim dućanom visoke mode u Zagrebu.
strana 349 page
Zagreb Airport Retail Trade also runs a
shop at the Zagreb Fair, where it caters
for foreign diplomats on duty in Croatia,
and since 2007, the company has run a
Kenzo Concept Shop in the centre of Za-
greb, in Varšavska Street. This shop sells
a wide range of top quality fashion acces-
sories, such as shoes, bags, scarves and
jewellery, and is one of only four shops
in the world decorated in line with spe-
cific standards defined by Kenzo experts.
The other three shops with the specific
Kenzo visual identity are in Shanghai,
Paris and Toulouse. Fashion experts have
declared the Kenzo shop in Varšavska
Street the most beautiful designer shop
in Zagreb.
 Planovi
Plans se ostvaruju
Become Reality
Planovi se ostvaruju
Plans Become Reality
U godini 2012., u kojoj Zračna luka Zagreb slavi pedesetu
obljetnicu osnutka, dogodili su se pomaci kojima će se planovi
modernizacije i proširenja napokon početi i ostvarivati.
Potkraj veljače 2012. godine hrvatska Vlada odlučila je da će
tridesetogodišnju koncesiju za gradnju novog putničkog ter-
minala te upravljanje i korištenje Zračne luke Zagreb dodijeliti
konzorciju francuskih tvrtki ZAIC (Zagreb Airport Interna-
tional Company), koji čine Bouygues Batiment International i
Aéroports de Paris Management.
Vlada je ocijenila da francuska ponuda zadovoljava sve krite-
rije, prije svega u visini ulaganja od stotinu devedeset milijuna
eura, koliko je procijenjena vrijednost prve etape projekta
novog putničkog terminala s kapacitetom od čak pet milijuna
putnika. Predviđeno je da se u sljedećih godinu dana završi
strana 350 page
The year 2012, when Zagreb Airport marks its 50th anniver-
sary, has been a year in which modernization and expansion
plans have finally started turning into reality.
At the end of February 2012, the Croatian Government de-
cided to award a 30-year concession, including construction
of new passenger terminal and the management of Zagreb
Airport to the French consortium ZAIC (Zagreb Airport
International Company), formed by Bouygues Batiment
International and Aéroports de Paris Management.
It was the Government’s assessment that the French con-
sortium bid met all the criteria, first of all in terms of the
investment, which is estimated to reach €190 million for the
first stage of the project, i.e. the building of new passenger
terminal with the capacity to service up to 5 million passen-

projekt te dobije građevinska dozvola, pa bi se gradnja dijela
putničke zgrade i vanjskih prometnih površina s prilaznim
cestama i drugom infrastrukturom (vodovod, odvodnja i ener-
getika) dovršila do 2015. godine.
U drugoj etapi čiji se početak planira 2022. godine, dvije bi se
godine izvodili radovi na proširenju zgrade terminala, stajanke
i parkirališnih površina, što bi omogućilo godišnji kapacitet od
osam milijuna putnika.
gers. It is expected that the project design will be completed
and a building permit obtained in the course of 2013, so
that construction of part of the new terminal and outside
operating surfaces with access roads and other infrastruc-
ture (water and energy supply and sewage) can be completed
by 2015. The second phase is planned to start in 2022, in-
volving expansion of the terminal building, the apron and
parking surfaces, enabling the airport to service up to 8 mil-
lion passengers a year.
strana 351 page
Ugovor Republike Hrvatske i tvrtke
Zagreb Airport International Company
(ZAIC) o koncesiji za gradnju Zračne
luke Zagreb i i upravljanje njome
potpisali su 11. travnja 2012. godine
zamjenik ministra pomorstva, prometa
i infrastrukture Zdenko Antešić (treći
slijeva) i glavni izvršni direktor ZAIC-a
Christophe Petit (četvrti slijeva).
Na potpisivanju ugovora bili su i
predsjednik hrvatske Vlade Zoran
Milanović, prvi potpredsjednik Vlade i
ministar gospodarstva Radimir Čačić sa
suradnicima, te supotpisnici ugovora:
predsjednik Uprave tvrtke Bouygues
Construction Group Yves Gabriel i
predsjednik Uprave tvrtke Aeroports de
Paris Pierre Graf.
The concession agreement, made
between the Republic of Croatia and the
Zagreb Airport International Company
(ZAIC), to build Zagreb Airport and
manage it was signed on 11 April 2012
by the Deputy Minister of Maritime
Affairs, Transport and Infrastructure
Zdenko Antešić (third from the left)
and chief executive officer of ZAIC
Christophe Petit (fourth from the left).
The signing took place in the presence
of Croatian Prime Minister Zoran
Milanović, First Deputy Prime Minister
and Minister of the Economy Radimir
Čačić with his team, and the co-
signatories of the agreement, president
of the management board of Bouygues
Construction Group, Yves Gabriel and
president of the management board of
Aeroports de Paris, Pierre Graf.
 Planovi
Plans se ostvaruju
Become Reality

Zamjenik ministra pomorstva, prometa i infrastrukture Zdenko Antešić smatra Zdenko Antešić, Deputy Minister of Maritime Affairs, Transport and Infrastructure,
da će se ugovaranjem koncesije Zračna luka Zagreb razviti u važno regionalno believes that the concession agreement will make it possible for Zagreb Airport to
središte, koje će potaknuti investicijsku klimu i stvoriti novi zamah investiranja. become a regional hub, help create a favorable investment climate and kick-start a
new investment cycle.

strana 352 page

Pozdravljajući nazočne, premijer Zoran Milanović istaknuo je da je u otvorenom i Speaking at the event, Prime Minister Zoran Milanović stressed the fact that the
korektnom međunarodnom natječaju odabran ponuditelj s najboljim uvjetima, koji international bidding procedure was open and fair and the bidder awarded the
ima svjetski relevantnu ekspertizu, veliko znanje i veliko iskustvo. contract was the company offering the best terms, and bringing the relevant global
expertise, knowledge and experience.

strana 353 page

 Planovi
Plans se ostvaruju
Become Reality
Potpisivanjem koncesijskog ugovora otvoreno je novo poglav-
lje Zračne luke Zagreb, započeto nizom aktivnosti još osam-
desetih godina prošlog stoljeća. Tada je Zračna luka Zagreb
planom dugoročnog razvoja predvidjela gradnju druge uzlet-
no-sletne staze s paralelnom voznom stazom, novu stajanku i
putnički terminal te prostor za razvoj drugih objekata i povr-
šina. Prostorni plan Grada Zagreba iz 1986. prihvatio je Dugo-
ročni razvoj Zračne luke Zagreb kojim se postojeća površina
zračne luke od dvjesto osamdeset pet hektara povećala na oko
tisuću hektara, a izmjene i dopune Prostornog plana iz 1995.
potvrdile su takvu koncepciju, ali su se za početak ostvarivanja
plana iz godine u godinu čekale “povoljnije okolnosti”.
strana 354 page
The signing of the concession agreement marks the start of
a new stage in the life of Zagreb Airport, although changes
of the same kind had already started in the 1980s when a
series of activities were initiated at the airport. It is in the
long-term development plans made at that time that the
construction of a long runway with a parallel taxiway, a new
apron and passenger terminal as well as other operating
surfaces was envisaged at Zagreb Airport. The 1986 Zagreb
City Physical Planning Document approved the Zagreb
Airport long-term development plan, envisaging that the
current surface area of the airport of 285 hectares would be
enlarged to about 1,000 hectares. The 1995 Amendments
to the Physical Planning Document confirmed the concept,
although implementation was postponed from one year to
the next with the justification that it was necessary to wait
for more favourable circumstances.
Kad je 1997. godine postalo nedvojbeno jasno da kapacitet
Zračne luke Zagreb, unatoč učestalim rekonstrukcijama i pro-
širenjima, znatno zaostaje za potrebama, jer je broj putnika iz
godine u godinu bivao sve veći, a projekcije su pokazivale da
će se i dalje povećavati, nizozemska tvrtka NACO (Netherlan-
ds Airport Consultants B. V.) u suradnji sa stručnim timom
Zračne luke Zagreb napravila je prijedlog razvoja kompleksa
Zračne luke Zagreb na površini od oko tisuću hektara, tako-
zvani Master Plan. Tim je dokumentom dugoročno, do 2030.
godine, utvrđena temeljna organizacija prostora i osnova za
skladni razvitak prometnih i drugih sadržaja na raspoloživoj
lokaciji Zračne luke Zagreb i Zrakoplovne baze Ministarstva
obrane. Master Plan je prikazao namjene površina za cestovne
pristupe, parkirališta i garaže, putnički terminal, terminal za
teretni promet, prateće objekte, stajanku, uzletno-sletne staze i
staze za vožnju.
In 1997, it became evident that Zagreb Airport’s capacity
was not going to meet the growing demand for services in
spite of all the reconstructions and enlargements, as the
number of passengers kept growing from year to year, and
all projections confirmed the continuation of the upward
trend. It was then that the Dutch company NACO (Nether-
lands Airport Consultants B. V.) prepared, in cooperation
with a Zagreb Airport expert team, the so-called Master
Plan, a draft development plan of the airport, extending its
surface area to about 1,000 hectares. The document defined
what the long-term basic organization of the various areas
would be until 2030, so as to enable the harmonious devel-
opment of traffic and other activities using the space avail-
able at Zagreb Airport and the Air Force Base of the Minis-
try of Defence. The Master Plan defined the areas to be used
for the access roads, parking lots and garages, passenger
terminal, cargo terminal, ancillary facilities, apron, runways
and taxiways.
strana 355 page
 Planovi
Plans se ostvaruju
Become Reality
Dvije godine poslije, u studenome 1999., prema međunarod-
nom natječaju koji su raspisali Ministarstvo prometa i veza i
Zračna luka Zagreb, provedeno je prednadmetanje za projekti-
ranje, gradnju, financiranje i upravljanje novim putničkim ter-
minalom. Prispjelo je petnaest ponuda, koje su u Zračnoj luci
Zagreb javno otvorene 31. ožujka 2000. godine te je proglašeno
pet najboljih ponuđača: Zagreb Airport Development Group iz
Austrije, BECHTEL Holding iz SAD-a, Airport Development
Corporation iz Kanade, Group GTM iz Francuske i Zagreb Air-
port Consortium iz Njemačke.
U srpnju 2000. godine zagrebačka tvrtka Inženjering za naftu
i plin izradila je studiju o mogućem utjecaju na okoliš tijekom
gradnje i korištenja Zračne luke Zagreb te sociološku analizu.
U studiji su razmotreni svi segmenti onečišćenja koji bi mogli
utjecati na poljoprivredno zemljište i šume, atmosferu, oneči-
šćenje zraka i vode, biljni i životinjski svijet, a za svaki od na-
vedenih elemenata u studiji su ponuđena rješenja za očuvanje
okoliša. Istodobno je izrađena i studija o negativnom utjecaju
buke. U njoj su definirana ograničenja razvoja naselja u okolici
Zračne luke Zagreb, dana je preporuka za pozicioniranje mjer-
nih stanica za sustavno praćenje te mjere za zaštitu od buke.
strana 356 page
Two years later, in November 1999, as part of an interna-
tional tender announced by the Ministry of Transport and
Communications and Zagreb Airport, a pre-tendering pro-
cedure was carried out for the design, construction, financ-
ing and management of the new passenger terminal. Fifteen
bids were submitted, which were publicly opened at Zagreb
Airport on 31 March 2000. The following five bidders were
shortlisted: Zagreb Airport Development Group from Aus-
tria, BECHTEL Holding from the USA, Airport Develop-
ment Corporation from Canada, Group GTM from France
and Zagreb Airport Consortium from Germany.
In July 2000, the Zagreb company Inženjering za naftu
i plin, prepared a study of the environmental and social
impact of the Zagreb Airport construction and operation
project. The study considered all potential aspects of pollu-
tion on agricultural land, forests, atmosphere, air and water,
flora and fauna, and proposed possible ways of preserving
the environment. A study on noise pollution was also pre-
pared at the same time, defining restrictions on the develop-
ment of housing areas in the vicinity of Zagreb Airport and
making recommendations regarding the location of noise
measuring units and protection measures against noise.
Godine 2002. Stručni tim Zračne luke Zagreb sastavio je ur-
banističko-arhitektonski natječajni program kompleksa novog
putničkog terminala, a godinu dana poslije i razvojne perspek-
tive i programske osnove gradnje. Tvrtka Roland Berger 2005.
godine izradila je studiju najprihvatljivijeg modela financiranja
gradnje, a 2006. godine kanadska tvrtka Scott izradila je studiju
za ažuriranje Master Plana iz 1997. godine te dokumente ve-
zane uz razvoj i financiranje planiranog proširenja. U njima su
uvažene promijenjene okolnosti, posebice nagli porast prome-
ta te izmijenjeno stajalište Hrvatske vojske o vlasništvu zemlji-
šta kao i pozitivno financijsko poslovanje Zračne luke Zagreb.
Na osnovi Scottove studije izvedivosti proširenja putničkog
terminala, Urbanistički zavod grada Zagreba u rujnu 2007.
godine izradio je stručnu podlogu za dobivanje lokacijskih
dozvola za novi putnički terminal s pratećim sadržajima i
pristupne prometnice od istočne obilaznice Velike Gorice do
granice Zračne luke Zagreb s komunalnom infrastrukturom.
Ministarstvo zaštite okoliša, prostornog uređenja i graditeljstva
13. studenog 2007. godine izdalo je lokacijsku dozvolu za grad-
nju terminala s pratećim sadržajima, a dan poslije i za gradnju
pristupne prometnice.
In 2002, a Zagreb Airport expert team prepared the archi-
tectural and urban competition programme for the new
passenger terminal complex, and a year later, development
prospects and construction programme basics were also
defined. In 2005, Roland Berger prepared a study on the
best construction financing model, and in 2006 Canadian
company Scott prepared a study to update the 1997 Master
Plan together with the documents related to development
and financing of the planned expansion. These documents
reflected the changed circumstances, especially the steep
increase in traffic, changed position of the Croatian Army
regarding land ownership and the fact that the operations of
Zagreb Airport had become profitable.
In September 2007, the Zagreb Urban Institute used the
passenger terminal expansion feasibility study prepared by
Scott to put together a set of documents needed to apply
for the location permits for the new passenger terminal and
ancillary facilities and access roads from the eastern seg-
ment of the Velika Gorica ring-road up to the border of the
Zagreb Airport site with the necessary utility infrastructure.
The Ministry of Environmental Protection, Physical Plan-
ning and Construction issued the location permit to build
the terminal and ancillary facilities on 13 November 2007,
and the permit to build the access road a day later.
strana 357 page
 Planovi
Plans se ostvaruju
Become Reality
U to je vrijeme već bila gotova i studija koju je izradila tvrtka
ASM – Global route development experts, u kojoj su dane du-
goročne prognoze kretanja broja zrakoplova, putnika i tereta
te predviđanja i simulacije do 2030. godine, a dovršena je bila
i studija tvrtke Deloitte kojom se predlagao model samofinan-
ciranja gradnje novog terminala. Taj je prijedlog sredinom
veljače 2006. godine prihvaćen kao projekt od interesa za Re-
publiku Hrvatsku i Grad Zagreb. Predstavnici hrvatske Vlade,
Grada Zagreba i Zračne luke Zagreb suglasili su se tada da će
inicijalna sredstva, to jest četrdeset posto ukupnog ulaganja, za
koje je procijenjeno da iznosi dvjesto petnaest milijuna eura,
osigurati Republika Hrvatska i Grad Zagreb, a ostatak Zračna
luka Zagreb.
U međuvremenu su se dogodile velike promjene, pa je postalo
očito da rješenja Master Plana iz 1997. godine treba revalorizi-
rati. Tvrtka Project Airport izradila je 2008. godine Master Plan
Update koji se prilično razlikovao od prvotne verzije iz 1997.
godine. Ponajviše zbog neočekivano većeg broja putnika, ali i
novih zahtjeva Ministarstva obrane, promijenjena je koncep-
cija novog putničkog terminala te prometnih i drugih sadržaja
u njegovu okruženju. Osim potreba vojne zrakoplovne baze,
promjene su zahtijevane i zbog planova za proširenje zone za
teretni promet na prostor između uzletno-sletne staze, obila-
zne autoceste i željezničke pruge.
strana 358 page
At the same time, ASM – Global Route Development Experts
prepared a study defining long-term projections of the num-
ber of aircraft and passengers and volume of cargo to be han-
dled by the airport, together with forecasts and simulations
until the year 2030, while Deloitte completed a study propos-
ing self-financing of the construction of the new terminal. In
the middle of February 2006, the proposal was adopted as a
project of interest to the Republic of Croatia and City of Za-
greb. Representatives of the Croatian Government, the City
of Zagreb and Zagreb Airport agreed that the initial amount
of investment funds needed, i.e. 40% of the total amount of
the € 215,000,000 estimated as the project cost, would be
provided by the Republic of Croatia and the City of Zagreb,
while the remainder would be provided by Zagreb Airport.
Numerous changes had happened in the meantime, and it
had become obvious that the 1997 Master Plan solutions
needed to be reconsidered. In 2008, Project Airport pre-
pared a Master Plan Update that deviated considerably from
the original document drawn up in 1997. Mostly due to the
unexpected increase in passenger numbers, but also because
of new demands made by the Ministry of Defence, changes
were made to the concept of the new passenger terminal and
the ancillary facilities surrounding it. The changes were nec-
essary not only because of the demands of the air force base
but also because of plans to extend the cargo handling facil-
ity to the area between the runway, the nearby highway and
the railroad.
Project Airport izradio je i projekt Conceptual Planning and
Design of Zagreb Airport New Passenger Terminal, u kojem su
definirane veličine prostora i sadržaja unutar kompleksa novog
putničkog terminala. Taj je projekt bio podloga za izradu natje-
čajne dokumentacije za provedbu urbanističko-arhitektonskog
natječaja. Godine 2008. na anonimni arhitektonski natječaj
koji su raspisali Zračna luka Zagrebi i K+P Architekten und
Stadtplaner GmbH iz Münchena, a proveli Društvo arhitekata
Zagreba i Udruženje hrvatskih arhitekata, prijavilo se osam
stranih i deset domaćih natjecatelja.
Ocjenjivački sud kojemu je predsjedao predstavnik Vlade Re-
publike Hrvatske, arhitekt Jerko Rošin, najboljim je proglasio
projekt tvrtke IGH d. d. & Neidhardt arhitekti d. o. o. & Kincl
d. o. o. i dodijelio mu prvu nagradu.
Project Airport prepared another project, entitled Concep-
tual Planning and Design of Zagreb Airport New Passenger
Terminal, where the sizes of different spaces inside the new
passenger terminal as well as the activities in it were de-
fined. The project served as the basis for the preparation of
tendering documents for the planned urban-architectural
competition. In 2008, an open anonymous architectural-
urban competition was announced by Zagreb Airport and
K+P Architekten und Stadtplaner GmbH from Munich. The
competition was run by the Zagreb Society of Architects and
the Association of Croatian Architects, with eight foreign
and ten domestic competitors taking part.
The competition jury, chaired by architect Joško Rošin
as a representative of the Government of the Republic of
Croatia, awarded the first prize to the project submitted by
IGH d. d. & Neidhardt arhitekti d. o. o. & Kincl d. o. o.
strana 359 page
Planovi
Plans se ostvaruju
Become Reality

strana 360 page

U prvoj fazi gradnje novi putnički terminal omogućit će prihvat i otpremu pet
milijuna putnika godišnje, a u drugoj fazi osam milijuna putnika godišnje s
minimalnom razinom usluge C i uz poštivanje postojećih sigurnosnih protokola.
Pred novim terminalom sagradit će se nova stajanka i nova brza izlazno-vozna
staza te servisna cesta koja će povezati postojeću i novu stajanku. Za sedamdeset
posto međunarodnih zrakoplova osigurat će se veza s izlazom preko avio-
mostova, a trideset posto međunarodnih zrakoplova i domaći putnici koristit će se
postojećom stajankom uz staru pristanišnu zgradu.
The first construction phase of the passenger terminal will make it possible to
service up to 5 million passengers a year, and the second phase will see that number
go up to 8 million passengers a year. The minimum level of service provided will
be level C with full observance of all existing security protocols. In front of the new
terminal a new apron will be built and a new fast taxiway as well as a road between
the current and new aprons. It is envisaged that 70% of international flights will
use passenger boarding bridges, while 30% of international flights and domestic
passengers will use the existing apron near the old passenger building.
strana 361 page
Planovi
Plans se ostvaruju
Become Reality

strana 362 page

U prosincu 2010. godine tvrtka InterVISTAS Consulting Group
potvrdila je prognozu prometa Zračne luke Zagreb do 2040.
godine pa su na temelju te analize izvedeni novi projektni pa-
rametri koji omogućuju izgradnju novog terminala po fazama.
A u lipnju 2012. godine Institut IGH dovršio je novu Studiju
o utjecaju na okoliš u koju je uvrštena i sociološka analiza.
Njome je istražen utjecaj Zračne luke Zagreb na stanovništvo
obližnjih naselja, ponajprije Petine i Male Kosnice, te njihovu
kvalitetu življenja. Opći elementi utjecaja na njihovo življenje u
blizini zračne luke nisu mnogo drugačiji od onih koji su usta-
novljeni sociološkom analizom koju je 2000. godine u sklopu
Studije utjecaja na okoliš Zračne luke Zagreb sastavila tvrtka
Inženjering za naftu i plin.
In December 2010, InterVISTAS Consulting Group con-
firmed the forecasts on traffic developments at Zagreb
Airport until 2040, and this analysis was used as a basis for
the definition of new parameters for the project and the
building of the new terminal in stages. In June 2012, Insti-
tute IGH completed a new study on the environmental and
social impact of the new terminal project. It focused on the
impact of Zagreb Airport on the quality of life of inhabit-
ants living near the airport in the villages of Petina and
Mala Kosnica. Generally, factors influencing the lives of
inhabitants living nearby have not changed much since the
first social impact study was completed in 2000 as part of
the environmental impact study prepared by Inženjering za
naftu i plin.
strana 363 page
 Planovi
Plans se ostvaruju
Become Reality

Područje gradnje novog

putničkog terminala
Zračne luke Zagreb
veliko je oko 1,3 četvorna
kilometra, a površina
koncesije iznosi 3,2
četvorna kilometra.
Smješteno je sjeverno od
grada Velike Gorice, u
Zagrebačkoj županiji, u
katastarskim općinama
Pleso, Mičevec i Kosnica.

The building site of the

new passenger terminal
of Zagreb Airport has a
surface of 1.3 km2, and the
area under concession is
3.2 km2, in the territory of
the municipalities of Pleso,
Mičevec and Kosnica, to
the north of the town of
Velika Gorica, in Zagreb
County.

strana 364 page

Snovi su stvarnost
Pola stoljeća prošlo je od 1962. godine u kojoj se počeo ostva-
rivati vizionarski san ondašnjega gradonačelnika Većeslava
Holjevca – osnovana je Zrakoplovna luka Zagreb. U pedeset
proteklih godina i mnogi su drugi imali svoje snove, i male i
velike, kojima su utirali put napretku i općoj dobrobiti. Čak i u
teškim danima kojih se Zagreb i Hrvatska nerado sjećaju, vizi-
onarski duh, snažno potkrijepljen domoljubljem, nije iščeznuo.
Štoviše, bio je jači nego ikada.
Ulazak u drugu polovicu stoljeća svog postojanja, zaposlenici
Zračne luke Zagreb dočekuju s novim vizijama i novim snovi-
ma. Čežnja za letenjem i svime što je u vezi s njim, u Zagrebu
ima dugu tradiciju, pa je upravo ta činjenica najbolje jamstvo
da će u danima i godinama koje slijede i njihovi snovi postati
stvarnost.
Dreams become reality
Half a century has passed since 1962, when the visionary
dream of the then mayor of Zagreb, Većeslav Holjevac, start-
ed turning into reality and Zagreb Airport was founded.
Over the last fifty years, many other people have dreamed,
and their dreams, both grand and modest, have made a
contribution to progress and benefit for all. Even in times of
hardship, which neither Zagreb nor Croatia like remember-
ing, the visionary spirit was alive and, supported by patrio-
tism, grew stronger than ever.
On the threshold of the second half of their first century of
existence, the employees of Zagreb Airport are again vision-
aries, dreaming new dreams. The desire to fly has a long tra-
dition in Zagreb, and this very fact is a guarantee that these
dreams will become reality in the days and years ahead.
strana 365 page
Planovi
Plans se ostvaruju
Become Reality

strana 366 page

 Moskva
Kopenhagen

Amsterdam
Berlin
London
Köln
Bruxelles Frankfurt

Pariz Stuttgart
München Beč
Budimpešta

Zürich
Zagreb
Pula
Zadar Sarajevo
Split
Brač Podgorica
Priština
Rim Dubrovnik Skoplje
Barcelona Istanbul

Madrid

Lisabon
Atena

Doha
Tel Aviv

strana 367 page

Pogovor

Civilizacijski razvoj podrazumijeva i razne primjenjive tehnolo- nom najmodernijih tehnologija, možemo jamčiti da je unatoč
gije koje se u danom trenutku pojavljuju na korist civilizacijskog optimističnom rastu broja putnika zbog boljeg standarda, ali i
razvoja. Godine 1903. bilježimo prvi let na motorni pogon i snižavanja cijena zračnog prijevoza, zračne luke imaju formulu
početak korištenja zračnog prometa. Od početka komercijalne održivog razvitka i ostvarenja zacrtanih ciljeva opstojnog ra-
upotrebe zračnog prometa, u proteklih sto godina, svjedoci smo zvoja.
dinamičnog rasta zračnog prometa u svakodnevnom životu poje-Budčćnost zračnog prometa donosi mnoge izazove.
dinca srednje klase. Od vrste goriva za zrakoplove, tehnologije materijala za izradu
U proteklih pedeset godina, u vremenu u kojem je počela i rasla zrakoplova, novih navigacijskih tehnologija do primjene infor-
i Zračna luka Zagreb, zračni je promet postao dostupniji širokoj matičkih tehnologija radi pojednostalnjenja zračnog prometa.
populaciji, s tendencijom da taj rast nastavi isti trend. Na sve te izazove Zračna luka Zagreb ima odgovore, i tou-
Svaki let počinje na aerodromu. Stoga je zračna luka temeljni integrirajući se u najmodernije operatore zračnih luka, čime
objekt zrakoplovne infrastrukture, ali i mjesto prvog, odnosno se osigurava prepoznatljiva arhitektura putničkog terminala,
sadanjeg kontakta s gradom ili državom koju putnici posjećuju. prilagodba najvišim tehnološkim standardima, pozicioniranje
Zato zračne luke nisu samo temeljni objekti zračnog prometa, Zagreba kao regionalnog središt, te osnaživanje položaja ba-
nego i arhitektura koja svojim izgledom i sadržajima osigurava znog prijevoznika.
najviše standarde u pogledu korisničkih potreba. To je i ugodno
Navedenom vizijom, Zračna luka Zagre, nastavlja misiju kva-
mjesto za doček i ispraćaj putnika, mjesto prvih ugodnih impre-
litetnog i učinkovitog povezivanja Hrvatske sa svijetom,una
sija i pozitivnih emocija o gradu ili zemlji.
usluzi svim hrvatskim građanima i njihovim posjetiteljima.
Kao i svaka industrija, i zračne luke, osim pozitivnih učinaka
Tonči Peović, MBA
stvaraju i negativne učinke. No prateći svjetske trendove, trajnom
brigom za stanovništvo u susjedstvu zračne luke, kao i primje-
Afterword
Civilizations develop thanks to the application of various
new technologies that at a certain point in time make it
possible for them to move forward. In the year 1903, the
first engine-powered flight was recorded, which marked the
beginning of air transport. Since air transport became com-
mercially viable, i.e. over the past 100 years, we have wit-
nessed its dynamic growth in the relevance of the everyday
life of the middle class.
Over the last 50 years, i.e. since the establishment of Zagreb
Airport, air traffic has become more accessible to a wider
population, and the upward trend has not shown any signs
of slowing down.
Every flight starts at an airport. This is why the airport is a
basic element of aviation infrastructure, but also the first
and last contact point between the passenger and the city or
country the passenger is travelling to. This is why an airport
is not only a basic element of air transport infrastructure
but should also, with its architectural form and content,
ensure that the highest passenger service standards are met.
It should be a comfortable place for meeting and seeing off
passengers, a place where the first pleasant and favorable
impressions of a city or a country are made.
As with any industry, airports do not only have a favorable
impact but can also have an unfavorable one. We can, how-
ever, guarantee that we will continue to care for people liv-
ing in the vicinity of Zagreb Airport and that we will apply
the most advanced technologies so that, in spite of the con-
tinuous upward trend in passenger numbers and downward
trend in ticket prices, we can demonstrate that airports have
found a formula to enable them to develop in a sustainable
manner and still realize their business goals.
The future of air traffic will bring numerous challenges,
ranging from fuel types, aircraft manufacturing material
technology, new navigation technologies, to the application
of new information technologies that will make air traffic
less complex. Zagreb Airport is ready to face all these chal-
lenges, as it is integrating with the most advanced airport
operators, ensuring that its passenger terminal is recog-
nized for its architecture, adopting the highest technol-
ogy standards, helping Zagreb become a regional hub and
strengthening its role of base carrier.
This is the vision that will enable Zagreb Airport to contin-
ue fulfilling its mission, which is to connect Croatia and the
world and to be at the service of all Croatian citizens and
their guests.
Tonči Peović, MBA