Geraldton Airport

Statement of Significance

The Geraldton Airport has cultural heritage significance for the following reason: • It is the site of RAAF No. 4 Service Flying Training School which operated under the Empire Air Training Scheme. The place played a significant role in the training and provision of aircrew to bolster the strength of the Royal Air Force during World War Two. • It provides good evidence of the layout, construction and operation of a World War Two RAAF aircrew training establishment. • The place is associated with Sir Norman Brearley the founder of the first commercial airline in Australia, Western Australian Airways in 1921. The airline operated an airmail service from a landing ground located 2 Lots east of Wooree Lane where the present Navigational Direction Beacon (NDB) is sited. Group Captain Norman Brearley DSO, MC, AFC was the Commanding Officer of No.4 SFTS from October 1942 until March 1944. • Of the 19 Bellman hangars constructed in Western Australia for No 4 SFTS two still remain in situ at Geraldton Airport and are still used for the purpose that they were constructed, the storage and maintenance of aircraft. The others were removed to Kalgoorlie, Cunderdin, Dunreath (Perth Airport) and RAAF Pearce. In addition to the two at Geraldton, it is believed that only the two at Cunderdin still remain. Aesthetic Value The remaining structures provide an industrial aesthetic evocative of World War Two economical construction. The remains of the structures constitute a residual memory of their former use imprinted on the landscape. Historic Value RAAF No. 4 SFTS was the only Service Flying Training School established in Western Australia during World War Two. No. 4 Service Flying Training School was a very important part of the overall allied defence strategy for the war against Germany during the period 1941-1945. Australia contributed 28,000 airmen over three years, which was 36% of the number required to be trained under the Empire Air Training Scheme. During this period No. 4 SFTS trained about 2,500 aircrew for service in the European and Pacific theatres of operation. Scientific Value The place provides indication and potential archaeological evidence of the operation of a large flight training school. It also provides an insight into the construction technique developed during World War Two to house aircraft and personnel. The Bellman hangars were constructed by the Structural Engineering Company of WA Ltd located in Welshpool. Social value The place demonstrates the way in which the social value of a large Royal Australian Air Force training establishment impacted on the community. Geraldton Airport has played an important part in the development of Geraldton over a long period of time and the remaining hangars are still used for their original purpose. It is highly valued by the membership of the Royal Australian Air Force Association many of whom undertook their advanced flying training or were involved in the training of EATS personnel at Geraldton during World War Two. Rarity RAAF No. 4 SFTS was the only Service Flying Training School to be established in Western Australia during World War Two. The remaining elements including the two Bellman Hangars, ex Power Station, Workshop area and the extensive footprint of a large training establishment provides rare evidence of a wartime RAAF base. Of the 19 Bellman hangars constructed in Western Australia for No 4 SFTS two still remain in situ at Geraldton Airport. The others were removed to Kalgoorlie, Cunderdin, Dunreath (Perth Airport) and RAAF Pearce. In addition to the two at Geraldton, it is believed that only the two at Cunderdin still remain. Representativeness The remaining structures are characteristic of RAAF wartime facilities that were designed to be functional and erected quickly and simply. The Bellman hangars are structures that could be easily dismantled and relocated to a new location in response to changes in defence strategies. Of the 19 originally allocated and 18 erected in the period 1941/1943, three were relocated to No. 4 Aircraft Depot at Kalgoorlie and two to No. 9 Elementary Flying Training School at Cunderdin in late 1943. The remaining 14 hangars were used at No. 4 SFTS Geraldton throughout the war. Condition Although Geraldton Airport is no longer an RAAF Base, its current use as a civilian airport is compatible with its original function. Condition of all standing buildings is good however the rest of the World War Two buildings are in ruin. Authenticity Authenticity is high to low. The standing buildings include a very large amount of the original fabric. The ruins only contain pads, footings and drainage.

Physical Description

Physical evidence for No. 4 Service Flying Training School (SFTS) consists of four intact buildings and the slab and footing remains of service buildings such as kitchens, laundries, latrines and ablutions. Two Bellman hangars remain on site and continue to be used to house and maintain aircraft. One of the two original power houses remains and functions as a store and workshop, the mechanical garage/workshop and store is still being used. Evidence of the kitchens, messes, latrines and ablutions still remain mainly because they had concrete slab floors whereas sleeping and lecture huts, which were timber framed buildings on stumps were easily re-used elsewhere or demolished. Much of the infrastructure to the south of No. 4 SFTS was destroyed to build the new Geraldton Airport terminal and its car park. Some of this material lies in a heap to the east of the remaining slabs. The slab remains of some buildings – notably 87, 89, 99 and 102 lie in private farming land over the airport boundary fence. Most of the remains have the imprint of walls, floor drainage and sanitary furniture – which, with documentary evidence and original photographs – can still tell us much about their function and the techniques employed to build a large military camp rapidly. Much of the waste and sewerage drainage associated with latrines and ablutions is intact, demonstrating the importance of health in a large defence installation like No.4 SFTS. 8. DESCRIPTION 9. Power House (193) This building was originally one of two power houses that serviced No. 4 SFTS. The other was the Emergency Power House (260) located to the north of building 89 near the headquarters building 115. The Power House building (193) is the only one remaining and is basically intact, although all the original generating equipment has been removed and it is now used as a paint workshop and/or store. The building is supported on a steel frame and clad with lengths of corrugated asbestos cement sheet fixed with wood screws and diamond washers to timber battens, offering a distinct pattern on the wall surfaces. The frame is fixed to concrete footings incorporated into the concrete slab which forms the floor of the building. The roof is low pitched gable end style and clad with corrugated asbestos cement fixed with wood screws and diamond washers on timber purlins. Air circulation is achieved through raised ridge ventilation and highlight windows on the east and west elevations. These windows are framed in timber with alternate fixed pane glazing and fixed glass louvres. There has been modification to these windows. Aluminium sliding windows at approximately one metre to sill have been added to the building on the north, east and west elevations for more light at work level. Access to the building is via a roller door and ramp and adjacent timber door on the south and two timber doors on the north. An exhaust fan and a small fiberglass water tank have been added to the west elevation. On the east elevation is a steel framed trim-deck clad housing that still holds an old transformer. To the south of this enclosure is a switchboard on a concrete pad and adjacent are five concrete pad footings that probably supported a fuel tank. Changes to the original fabric include the addition of a small building on the north-west corner with an external door. A door on the east, at the north-east corner, has been filled in at some stage. Some of the louvers to the Highlight windows have been removed and replaced with fixed glazing. Aluminium sliding windows are a later change. The roller door most likely replaced former timber swing doors. The building is in good condition. Store (193A) Not found. Welding Room (194) All that remains of this building is a concrete pad to the West of the Power House building (193). The pad has the marks of the timber framed walls and shows that there were identically sized doors to the north and south. Store (265) Not found. Bellman Hangar (152) Access to the hangars was refused to due security concerns, so that only an inspection from the exterior and surrounding security fence line was possible. The hangars enclose a very large square area (60’ x 60’ or approximately 18.3 metres square) without internal supports. Constructed by The Structural Engineering Company of WA Ltd, of Welshpool, the hangars were an elegant solution to the problem of housing and maintaining aircraft in an efficient space. They could be easily erected, dismantled and transported to another site when required. Both hangar buildings are supported with parallel cord lattice truss, portal type frame. Roofing is metal profiled roof decking on steel purlins. Walls are corrugated asbestos cement sheets fixed to timber battens. Doors to the north and south elevations are in six equally sized sections in steel framing and clad with profiled metal sheets. Three sections are allocated to each half of the opening. The door sections are hung on independent overhead rollers and tracks. The overhead roller tracks over-sail the ends of the building and are cantilevered to a length nearly equal to the door sections so that the hangar opening can be made almost clear of the doors. The floor is granolithic concrete. A strong feature of this building is the large rainwater down pipes that are dramatically angled across the face of the east and west walls to meet in the centre of the walls. Small patches of wall cladding have been removed and replaced with translucent fiberglass profiled sheet at a high level on the walls. The original canvas cladding in the able ends have been replaced with translucent sheet to allow more light into the hangar when the doors are closed. The hangar building is in very good condition. Bellman Hangar (157) Same as Hangar (building152) except that the down pipes are vertical. Now used by Shine Aviation Services and Midwest Aviation. A small lean to shed has been added to the south-west corner. The hangar building is in very good condition. Kitchen (38), Scullery (38A) and Covered Way (38B) This building serviced the Airmen’s Messes (buildings 206, 35 and 36) and the Non Commissioned Officers’ Mess (building 37). At present it exists as a large concrete pad with associated drainage channels and the remains of a covered walkway. Like the adjacent Mess buildings it was probably timber framed with a corrugated asbestos cement roof. According to photographs of No. 4 SFTS buildings, walls were clad to dado height with weatherboard and to ceiling level with flat asbestos cement sheets. Concrete up-stands show the former positions of walls and openings. Building 38 and 38A is a large flat area in a granolithic finish. Along the full length of the east wall of the Kitchen (building 38) is a concrete path which separates the main building from the remains of the three smaller buildings. On the west wall of the Kitchen are the remains of a concrete walkway (38B) connecting with the Airmen’s Mess (building 206). Four of the concrete stumps and associated steel stirrups for the posts that supported the roof of the covered way exist to indicate their interval. Adjacent and parallel to the covered way is a covered drain with grease and gully traps. There is no indication of where the drain terminates. On the west side is a small concrete pad indicating the location of a free standing building. This building does not appear on the No. 4 SFTS property disposal plans. The Kitchen, Scullery and Covered Way are a ruin. Only the concrete slab and drainage remain. Airmen’s Mess (206) Associated with Kitchen (38) Airmen’s Mess (building 206) is located to the north of the Kitchen (building 38) and consists of a concrete pad in granolithic finish with peripheral concrete up-stands indicating the position of the walls. This structure is believed to have been a timber framed building with a corrugated asbestos cement roof. The walls were clad to dado height with weatherboard and to ceiling level with flat asbestos sheeting. Gully traps remain on the north and south and a grease trap is adjacent on the north indicating that the soil drainage is probably still intact. This is a ruin with only the concrete slab and drainage remaining. WAAAF Drying Room (25), Ablutions (26) and Laundry/Boiler House (27) Little remains of the structure which is referred to on the Property Asset Analysis as Drying Room (building 25). To the east of the Drying Room is an Ablution Block (building 26). This rectangular building was originally timber framed but all that remains is the concrete floor pad edged with concrete up-stands, which show the former positions of walls and doors. The floor, which has a granolithic finish, is slightly raised around the four edges of the building, while the slightly lower central section has a concrete drain, which runs down the length of this lower floor area. The floor in this area falls towards this central drain. The building is a ruin. Abutting the eastern side of the Ablutions Block (building 26) is a concrete pad, which is a western extension to the Laundry and Boiler House (building 27), which lies immediately to the east of the Ablutions Block. This building was also timber framed with concrete up-stands showing the former location of walls and doorways. The building was 'U' shaped with the open side of the 'U' facing the Ablutions Block. The room in the base area of the 'U' has a concrete drain running around the southern and northern sides. The northern side of this building is heavily overgrown with vegetation, which obscures some of the features. The building is a ruin. WAAAF Latrines (24) This building was originally associated with a block of Airmen’s sleeping huts (buildings 12 to 23, 28 and 29) constructed by 10 February 1941. When the first WAAAFs arrived in April 1942 it was included within the 'WAAAFERY' (buildings 12 to 23) and buildings 25, 26 and 27. It was a long rectangular building sited to the north of the Drying Room (building 25), the Ablution Block (building 26) and the Laundry/Boiler House (building 27). Evidence of the building is restricted to a concrete slab floor together with urinals at the eastern and western ends. It is not know whether these urinals were covered over during the WAAAF occupancy. The long sides of the concrete pad run approximately east-west with the floor falling away from the centre to the northern and southern ends of the building. The urinal at the eastern end of the building has retained the concrete up-stands in the shape of a large 'U'. Threaded rods embedded into the top of the concrete indicate that a timber framed stud wall was originally constructed onto this up-stand. On the eastern side (or interior) of the urinal is a concrete floor, which is separate from the main floor of the Latrines. A simple concrete drain extends across the eastern side of the urinal with a metal drain pipe and cover towards one end. The urinal at the western end is the same configuration as at the eastern end. However, the western urinal has concrete walls approximately 1.3 metres high butting onto the concrete up-stands. As with the eastern urinal, evidence remains of the fittings for the timber stud wall, which was formerly built onto the up- stands. The main concrete floor of the Latrine Block retains evidence of terracotta soil pipes near the northern edge, indicating that this area had pedestal pans on both the northern and southern sides of the building. Tall grasses growing down the centre of the floor indicates the presence of a drain, which was probably used for a central ablutions trough, although no evidence of this trough has remained in the floor. The building is a ruin. Latrines (Possibly 89) This building is believed to be in the area occupied by the Officers’ sleeping accommodation, latrines and ablution blocks. Together with buildings 87, 99 and 102 the remains of this building are located on private land to the north- west of the Airport. All that remains of this Latrine block is the eastern end of the building, which is represented by a concrete floor, together with the remains of a urinal. The urinal at the eastern end has concrete up-stands and the remains of concrete walls, which have collapsed over the floor area. The edges of the floor and the urinal are defined by low concrete up-stands fitted with metal rods indicating that the walls of the building were originally timber frames. The concrete floor to the west of the urinal displays has retained evidence of the porcelain toilet pedestals in the form of concrete pads on the southern and northern sides of the concrete floor. Square concrete blocks fitted with threaded rods, indicate where the partitions were once located. A concrete up-stand at the eastern end of the floor indicates that a timber framed wall separated the latrines from the urinal area. Entry to the latrines was through a centrally located door in this wall. The building is a ruin. Boiler House (87) and Ablution Blocks (99 and 102) This collection of buildings is associated with the Officers’ sleeping accommodation and latrines. Two of the building footprints in this area were Ablution Blocks whilst the third was a Boiler House. The square ablution Blocks (buildings 99 and 102) are identical. However, a large section of Building 99 was covered, although its size and form indicated that it was identical to Building 102, which was not covered. Building 102 is defined by a concrete floor edged with concrete up-stands, which formed the base for the timber framed walls, which are not extant. Entrances into the building were centrally located at the northern and southern ends. The concrete floor in the central area was slightly higher than the outer edges. This area formerly held concrete ablutions toughs, which sat on concrete stumps, and which ran down both sides of the building, running north-south. All that remains of these troughs are the two rows of concrete stumps. A drain runs down the centre of the building. To the west of Building 102 are the remains of a small rectangular building with concrete up-stands to the edge of the building, and a granolithic floor. An opening in the southern wall indicates the location of the door. The timber framing for the walls is no longer extant. The function of this building is unknown. Building 87 was formerly the Boiler House. Located to the east of this building are six concrete footings, which once supported two corrugated iron water tanks. The Boiler House is a small rectangular building with concrete up-stands to the edge of the granolithic floor. The entrance was on the north-west side. A concrete plinth towards the north-east side of the building formerly supported a Britannia Ideal Boiler. The timber framing for the walls is no longer extant. A drainage manhole is located between Buildings 99 and 102. The small rectangular hole is lined with concrete and has metal rungs on the northern side to allow access to the bottom for cleaning. A concrete apron surrounds the hole. The remains of a metal framework, which may have been the cover, has survived in situ. All the buildings are in ruins Motor Transport Garage (1) This building (180’ x 24’) was originally located within a compound that also housed several other buildings. These included an Office (building 6), a Barracks Store and Annex (building 7, 80’ x 24’, building 221, 36’ x 18’), a Straw Shed (building 222, 54’ x 18’), a Latrine (building 255, 8’ x 6’) and a brick Inflammable Shed (building 256, 9’ x 6’). The compound was enclosed within a 300’ corrugated iron fence, 6‘ high along the sides and a 100’ link mesh fence along the front, which was 2’ high. There was also a brick incinerator located adjacent to the garage. Although Building 2 is still located within a fenced compound, it is difficult to ascertain which of the other original buildings, if any, are still extant as considerable change to their appearance has taken place since 1946. Due to security reasons access to the other buildings within the compound was denied. The timber framed Motor Transport Garage was originally constructed with a corrugated asbestos cement skillion roof (since replaced with colorbond), corrugated iron walls and a concrete floor. A portion of the ceiling was lined with asbestos cement sheeting. The building originally had three corrugated iron hinged double entry doors along the front. One of these doors has been replaced with a roller shutter door. There are nine original wooden sash windows, seven along the front and three along the northern wall of the original building. Seven of the windows (5’ 6’’ x 3’) have had aluminum sliding panels inserted into the bottom glass area. One window (5’ x 3’) has the bottom window pane area boarded up. The ninth window (8’ x 3’) which is located on the western wall has been replaced with an aluminium fitting. Changes to the original fabric include the addition of an extension to the northern side of the building and a new building and vehicle examination bay have been erected at the south east end to house a Department of Transport vehicle examination facility. The building is in very good condition.

History

Assessment 2008 Construction: 1940 Additions/alterations: 1940-1945, 1946-1950, 2001, 2006 Architect/designer: Public Works Department Builder: Allied Works Council 4. HISTORICAL OVERVIEW In 1921 the Federal Government called tenders for Australia’s first airmail service. This was to be along the North West coast of Western Australia between Geraldton and Derby. Western Australian Airways established and owned by Major Norman Brearley DSO, MC, AFC, was awarded the contract in August of the same year. Four World War 1 Bristol Fighter aircraft were purchased in the United Kingdom and converted into Bristol Tourers. They arrived just in time to fly them from Langley Park on 4 December 1921 to Geraldton to commence the first airmail and passenger service in Australia the next day. The first landing ground is believed to have been located 2 Lots East of Wooree Lane where the present Geraldton Airport Navigational Direction Beacon (NDB) is sited. Group Captain Norman Brearley was the Commanding Officer of No. 4 SFTS from October 1942 until March 1944. In December 1940, No.4 RAAF Service Flying Training School (SFTS) was relocated from Southern Cross to the present Geraldton Airport site. It played a significant role in the training of aircrew under the Empire Air Training Scheme. The Scheme was designed to provide 50,000 aircrew annually from Commonwealth countries to bolster the strength of the Royal Air Force during World War Two. Australia contributed 28,000 men over a three year period, which was 36% of the number required. About 2,500 of this number were trained at No. 4 SFTS. Group Captain Norman Brearley was the Commanding Officer of No.4 SFTS from 26 October 1942 until 1 March 1944. The Service Flying Training School operated until 31 May 1945 when it was decommissioned and replaced by No.87 OBU. The OBU continued to operate for a further 11 months and was closed on 25 May 1946 when it reverted to a Care and maintenance Unit. The accommodation huts and various equipment were auctioned between 1- 3 August 1947 and the RAAF Geraldton was disbanded on 5 September 1947 and handed over the Department of Civil Aviation. They retained the airfield for civil use as Geraldton’s commercial aviation airport. In 1979 the Federal Department of Transport transferred the aerodrome and its facilities to the Shire of Greenough. 10. HISTORY Empire Air Training Scheme (EATS): In December 1939 the United Kingdom, Canadian and Australian governments agreed to establish the Empire Air Training Scheme. Under the Scheme 50,000 aircrew would be trained annually to counteract the great threat posed by the highly developed German Air Force (Luftwaffe). Australia contributed 28,000 men over three years which was 36 per cent of the required number1. To achieve this, 372 Initial Training, Elementary Flying Training, Service Flying Training, Air Navigation, Air Observer, Bombing and Gunnery and Wireless Air Gunnery Schools were established throughout Australia. Volunteer Aircrew were initially given a Special Booklet of 20 lessons to study and pass before induction into the EATS Program. From mid 1940 Western Australian aircrew trainees were posted to No. 5 Initial Training School at RAAF Station Pearce (21/10/1941-1/3/1942) and after that to RAAF Clontarf located at Clontarf Boys Town, 295 Manning Road, Waterford, Perth (1942-1945), then to No. 9 Elementary Flying Training School (EFTS) at Cunderdin and on to No. 4 Service Flying Training School (SFTS) at Geraldton.3 No. 4 Service Flying Training School (SFTS) – Base Construction: It was originally intended that No. 4 SFTS be located off Cameron Road, Southern Cross at a total estimated cost of ₤212,287. However, work ceased on 26 November 19404 and approval was received on 3 December 1940 to transfer the school to Geraldton.5 The reasons for the transfer of the site have not been determined conclusively, however it is believed that the major reason was the dust storms at Southern Cross and its potential to cause considerable disruption to flying training. . In his letter of 3 December 1940 Mr. C. A. Hoy the Director General of Works, Commonwealth Department of Interior advised the Works Director for Western Australia that the Base was required for occupation by 27 January 1941 and an amended priority list for the construction of buildings was supplied.6 The list identified four construction groups with Group I to be ready for occupation by 27 January 1941, Group II by 10 February, Group III by 7 March and Group IV by 10 April 1941. Mr Hoy also advised that this should give the amount of time as had been allocated for construction at Southern Cross7. The official establishment date for No. 4 SFTS was 2 February 1941 and Squadron Leader Cowper and a small RAAF advance party found that there was a huge task to be undertaken before the essential station personnel arrived. As well as overseeing the construction of buildings, Cowper had to set in place an RAAF organisation that could cater for all the requirements of an aircrew training facility as well providing equipment and facilities for all Musterings. The housing and catering needs were an enormous task because by 30 April 1941 there were 50 Officers and 744 Airmen on the Station. When the first Commanding Officer, Wing Commander P.G. Heffernan RAAF arrived from Singapore in March 1941 he found that the only buildings completed were two hangars, a workshop, some flight huts, an airmen’s mess and the duty pilots’ tower.8 The Officers’ and Sergeants’ Messes were still under construction. Delays experienced were attributed to the transfer of the site from Southern Cross. Some Group I buildings were not completed until June 19419 and personnel were required to sleep in huts without sides.10 However, this was not a problem as the weather was still warm and dry. The whole area was a freshly graded strip of land which was whipped into clouds of dust by the southerly winds. There were further delays experienced in late 1941 and early 1942 with tradesmen being called up for compulsory military service after Japan entered the War on 7/8 December 1941.11 The 18 Bellman Hangars were listed in construction Group II to be completed by 10 February 1941 however, they were not completed until September 1941.12 In July 1941 the Director of Works corresponded with the Works Supervisor regarding the number of accidents occurring to the tradesmen working on the Bellman Hangars.13 The original aircraft strength of 26 Avro Ansons were covered in Hessian until the hangars were built. The Base when completed in the middle of 1943 consisted of 18 Bellman Hangars, 247 buildings and an overall grass airfield. At its peak there were just under 2,000 personnel, 104 Avro Anson training aircraft and a number of other aircraft types.14 Aircrew Training: The first course to arrive at Geraldton was No. 8 EATS. They arrived from No. 9 Service Flying Training School, Cunderdin on 10 March 1941 and commenced their flying training the next day15. Wing Commander Heffernan was advised by the Director of Air Force Training, Group Captain (later Air Marshall) Sir George Jones that No. 4 SFTS would be officially formed on 10 February 1941 and he was expecting that the base would be fully functioning when he took up his appointment. However, he was horrified to find that when he travelled from Perth to Geraldton on 10 March the whole train contained staff, No.8 EATS Course pupils and instructors for No. 4 SFTS16. The Western Australian EATS program was very compact with students receiving their initial training at RAAF Base Pearce (from March 1942 at RAAF Clontarf, Perth) then moving on to elementary flying training on single engine aircraft at Cunderdin and twin engine flying at Geraldton. Initial aircrew training was four or eight weeks, later changed to eight or twelve weeks. Those selected to go to Cunderdin undertook a further eight weeks learning to fly the Tiger Month (about 50 hours) and then on to No. 4 SFTS for approximately sixteen weeks intermediate and advanced flying training using the Avro Anson17. On arrival at No. 4 SFTS aircrew trainees were allocated to accommodation huts furnished with a steel fold up bed, a straw filled bag (palliase) to be used as a mattress, a pillow without a pillow case and a number of grey blankets. They were also issued with a steel locker in which to stow their uniforms and personal effects and a Dixie with knife, fork and spoon for their meals. During the first three weeks trainees attended Ground School which introduced them to a whole range of subjects including being able to receive Morse code at 12 words per minute and receive and send Morse at four or five words a minute using the Aldis Signal Lamp. They then spent more time in the link trainer before taking their first flight in the twin engine Avro Anson. They developed map reading skills and participated in many cross-country flights, learned how to use a bomb sight and undertook bombing training at the range located near the Walkaway railway station. Some aircrew trainees went solo after relatively few hour duel flying others took longer to master multi-engine aircraft. Aircrew trainees undertook two stages of flying training at Geraldton, Intermediate Flying Training and Advanced Flying Training. The first stage (eight weeks) took them through familiarity with cockpit layout, starting, running up and stopping engines, taxying the aircraft through to actual flight, to their first solo and on to night flying. The second stage (eight weeks) included high and low level bombing, air to ground gunnery, formation flying, instrument flying and cross country navigation in daylight and at night. Successful completion of the two stages led to their Test for Wings and graduation. The first graduation parade was on 26 June 1941 with No. 8 EATS course 52 pilots (17 Pilot Officers and 35 Sergeants) receiving their wings at a Wings Parade held at RAAF Pearce. All other Wings Parades were held at No. 4 SFTS18. On 30 July 1945 No. 45 Pilot Course Wings Parade was held and No. 49 Course arrived from Cunderdin19. By December 1942 aircrew training was in full swing and the Base housed 105 Officers, 4 Nursing Sisters, 1 WAAAF Officer, 167 WAAAF other ranks, 39 Airmen Pilots, 51 Observers, 50 Wireless Gunners (WAGS), 104 trainee pilots and 1,103 RAAF NCOs and other ranks. Aircrew training at No. 4 SFTS ceased with the closure of the flying school on 16 December 1944. Except for a few of the senior officers, the majority of the flying instructors were posted to operational units and other flying schools around Australia. No. 50 Pilots’ course was posted to No. 6 SFTS to complete their training and departed Geraldton on 12 December 1944. During the period that aircrew were trained at No. 4 SFTS over 2,000 pilots were provided for the Empire Air Training Scheme. Accidents and Casualties: Although every endeavour was made to ensure that aircraft accidents didn’t occur at No. 4 SFTS there were some spectacular crashes. Of course not all aircrew walked away from these accidents and as a consequence there are 42 RAAF personnel from No. 4 SFTS buried at the Geraldton War Graves Cemetery, Utakarra. On occasions accidents did occur where only one person was killed however, on many occasions there were multiple fatalities. One particular accident occurred on 21 July 1942 at the Georgina Satellite Landing Ground. The Assistant Chief Flying Instructor was conducting a Wings Test (required for the student to graduate) and the aircraft was seen to carry out a normal take off and started to climb. It collided with trees at the end of the field damaging the tail plane and starboard main plane and subsequently crashed 150 metres away. The ACFI, student pilot and two Leading Aircraftsmen were killed and are buried at Utakara. One other LAC survived with a broken right arm and wrist. At the time the aircraft was being flown by the ACFI; aircraft crashes were not always caused by student pilots20. Those injured in aircraft crashes were initially treated at the base hospital. If further treatment was required they were flown down to either Perth or Merredin for specialist attention and care21. Search for HMAS Sydney: At midnight on 23 November 1941, the Commanding Officer received a phone call for the Air Office Commanding Western Australia, advising that HMAS Sydney was overdue and that an air search was to be initiated at first light the next day. Twelve Avro Anson aircraft were readied for a 0600 take-off and the crew were tasked to carry out parallel track searches out to 100 nautical miles from a starting point off Port Hedland. The first sortie was unsuccessful however two lifeboats were sighted about mid afternoon on 24 November, approximately 50 miles off the coast. There was great excitement until it was realised that the lifeboats contained German sailors and not survivors from HMAS Sydney. No 4 SFTS aircraft continued to search for survivors until the arrival of No. 14 Squadron Hudsons from Pearce Air Base. The only trace of HMAS Sydney located by No. 4 SFTS Ansons was a shrapnel riddled Carley float washed up on the beach between Carnarvon and Port Hedland. The pressure of training aircrew meant that aircraft from Geraldton could no longer be spared and after four days searching, everything returned to normal at No. 4 SFTS. Aircrew and aircraft had been involved in the Sydney search from 24/11/1941 until 1/12/1941. Women’s Australian Auxiliary Air Force (WAAAF): After considerable lobbying from women and the Chief of the Air Staff who wanted airmen released for operational duties, approval was given on 4 February 1941 to establish the Women’s Australian Auxiliary Air Force. Over 27,000 WAAAFs were recruited during the period 15 March 1941 to 14 August 1945 and approximately 3,345 were recruited in Western Australia. The first WAAAFs (28) to serve at No4 SFTS arrived at the airfield on 14 April 1942. The number had increased to 167 by September and by January there were 180. This enabled the number of airmen to be reduced from 1,103 to 850. By August 1944 the WAAAF numbers had reached their maximum of 252 with the airmen numbers being reduced to 55022. WAAAFs were employed in the full range of occupations of their male counterparts from cooks, drivers, and aircraft mechanics through to cipher assistants, radiologists and meteorological observers. The WAAAFs accommodation at No. 4 SFTS known as the ‘WAAAFERY’ was completely self contained. It was easily distinguished by a two metre boarded wooden fence surrounding the whole area. All sleeping huts, ablution blocks, recreation hut and messes were located within the fenced area. There was only one entrance and it faced the Parade Ground. The WAAAFs were housed in about ten accommodation huts with 20 to 30 personnel in each23. The huts were unlined, had bare boards for floors and curtain less windows. The outside outlook was just as uncheering with not a tree in sight nor a blade of grass on the ground. The toilets and showers were also without doors and privacy was non existent. Interaction with the Local Community: Whilst there is little information available about the impact of having just under 2,000 RAAF personnel based 10 miles out of town, it can be assumed that Base operations had a huge impact on the town of Geraldton. The Yacht Club in Marine Terrace was used at weekends for dances and food, drink and music was provided for the RAAF and WAAAF personnel. A considerable number of buildings in town were converted for use by the military or provided a wide variety of services for the huge Army and RAAF presence. The WAAAFs were able to stay in Geraldton at the Roman Catholic Bishop’s Place or St Patrick’s Primary School. Sleeping facilities were RAAF steel mesh beds with straw filled palliase mattresses and standard issue blankets. Shower and toilet facilities were also available. All meals had to be purchased at local hotels, cafes and volunteer manned facilities in Geraldton Township24. Airfield Defence: The threat of Japanese air attack made it imperative that the airfield had its own air defence system. On 30 April 1942 the 2/3rd Australian Light AA Regiments 7 and 8 Batteries were emplaced at the station and an aircraft spotting station was established on Wallaby Island. In January 1943 the 2/7th LAA battery arrived and in June 1943 they were replaced by the 152nd LAA Battery, which remained until September. In addition to the fixed defences, all station personnel were instructed how to fire a .303 rifle and light machine guns. Slit trenches were constructed all over the station and aircraft were dispersed to minimise damage from sabotage or aerial attack. Everyone was issued with a gas mask and a night time blackout of all buildings was introduced. All WAAAF and RAAF personnel underwent unarmed combat training as well as instruction on how to use the bayonet. Machine gun crews carried out weekly firing practice and a motor boat was requisitioned from a local Geraldton fisherman and used to carry out off-shore surveillance25. Winding Down: By December 1943 some 670 Australian aircrew were arriving in the UK every four weeks. Because of the surplus of aircrew the British Air Ministry declined to accept the March/April 1944 Australian contingents. By June 1944 Australia was advised that no more aircrew were required26. A large number of aircrew were under training in Australia and this was still the case at Geraldton. Although courses were still arriving a general winding down of operations commenced. No. 49 Course was the last to graduate and No. 50 Course was posted to No. 6 SFTS on 12 December 1944 to complete their training. On 31 May 1945 No. 4 Service Flying Training School was decommissioned and replaced by No. 87 Operational Base Unit (OBU). It had on strength 96 Avro Anson aircraft, 7 Officers I RAAFNS, 1 WAAAF Officer, 2 Airmen Pilots, 37 WAAAF and 114 RAAF Airmen. No. 4 SFTS Commanding Officers: 10 February 1941 Squadron Leader G.A. Cowper (In temporary command) 10 March 1941 Wing Commander P.G. Heffernam 3 February 1942 Wing Commander J.R. Fleming 14 October 1942 Group Captain N. Brearley 1 March 1944 Wing Commander D.R. Chapman 1-31May 1945 Squadron Leader T.C. Milne Associated Sites: The RAAF acquired a number of sites around the Geraldton region to be used as diversionary and alternate landing grounds for aircrew training. They were called Satellite Aerodromes and named Georgina (located near Georgina Station on Edward Road, Narngulu)27 Kojarena (in a farmer’s paddock off the Geraldton/Mount Magnet Road), Chapman Valley Road (60 Km north east of Geraldton) and at Yuna on the Chapman Valley Road. Shelters were constructed at Yanget north east of Kojarena for the dispersal of aircraft if required. The bombing range was located south east of the RAAF Station, inland from the Walkaway railway station, on land that is now a wheat and cattle farm. There are still remains of the concrete bunkers visible today. In addition the RAAF also took over part of the Court House in Marine Terrace and Bootenal Hall in Edward Street, Geraldton28. Group Captain Norman Brearley lived at 122 Gregory Street from October 1942 to March 1944 whilst he was Commanding Officer of No. 4 SFTS. The house is still standing and is listed in the Geraldton Municipal Inventory. Also associated with No.4 SFTS is the Geraldton War Cemetery where 42 RAAF personnel are buried. This is the only War Cemetery located in Western Australia other than Karrakatta Cemetery in Perth. No. 87 Operational Base Unit (OBU): The OBU was formed on 1 June 1945 to administer the disbandment of the RAAF Geraldton. It was under the command of Squadron Leader Milne and had a Unit strength of 96 Avro Ansons, six Officers, one RAAF Nurse, one WAAAF Officer, two Airmen Pilots, 42 WAAAF and 117 RAAF airmen. It continued to operate for a further 10 months gradually reducing aircraft numbers and personnel. Care and Maintenance Unit Geraldton (CMU): The OBU reverted to a Care and Maintenance facility on 1 April 194629 under the command of Flight Lieutenant C. G. Jones. There were 85 Avro Anson aircraft still awaiting disposal and 40 personnel on strength. The facility continued to function as a CMU on a reducing care only basis, with the average personnel strength being ten and all remaining aircraft stored awaiting sale. From 1-3 August 1947 the accommodation huts and various items of equipment were auctioned as per the Disposal Plan dated 12 February 194730. On completion of all the formalities, the auctioneer, Mr Carmichael and his staff departed for Perth on 7 August.31 The CMU was disbanded on 5 September 1947. The Commanding Officer, Flight Lieutenant E. G. Kirk remained on site for a further period of time (not identified) to supervise the clearing of the site after the buildings had been removed. Civil Airport: After the disbandment of the Care and Maintenance Unit, the airfield and remaining facilities which included the two Bellman Hangars, Power House and Motor Transport Workshops were handed over to the Department of Civil Aviation for use as the Geraldton Airport. In 1979 ownership of the airport and all associated facilities was transferred from the Federal Department of Transport to the Shire of Greenough.

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