A FirstHistory ofPerthAirport byGabrielleFlamer.

GraylandsTeachersCollegeNovember,1962.

o Introductiono Foundation of Perth Airporto Development of Airporto Types of Aircrafto Development of Facilitieso Sociological Impacto Potential Developmento Conclusiono Appendix Ao Appendix Bo Bibliography

Introduction

My Big Brother

- A First History of Perth Airport -

By Gabrielle FlamerGraylands Teachers' CollegeNovember, 1962

Acknowledgements

I would like to thank the following people connected with the aviation industry for generouslygiving me their time, their notes and drawing on their memories. Without their assistance, thepresentation of this history would not be possible.

Senator Shane Paltridge, Minister for Civil AviationSir Hudson Fysh, Chairman of Directors, Qantas Empire AirwaysDr K N E Bradfield, Assistant Director General of Civil AviationMr H A Lee, Manager, Perth AirportMr F D Martin, Regional Superintendent of AirportsMr R McComb, Senior Officer, Department of Works (ret.)Mr R Pritchard, Regional Aircraft SurveyorMr L Owens, Press Secretary, Minister for Civil AviationMr R Timperley, Perth Manager, Petroleum Information Bureau

Mr G Kelly, Senior Lecturer, Graylands Teachers' CollegeMr K Wetherell, Perth Manager, Qantas Empire AirwaysMr J Lloyd Marshall, Aviation writer, Perth Daily NewsMr V Williams, Department of Civil AviationStaff at Perth AirportMr Cedric Baxter, Artist, "West Australian"

Introduction

In 1938 the idea of a Perth Airport was conceived. Three years later, in 1942, was born inwar, the RAAF airfield that was to become Perth Airport.

I was born in 1943. For the greater part of my life, I have lived in Guildford and have grown upalongside this health, fast-growing noisy big brother. I have seen him as a boy, as a teenager,and now as a man, in his 21st year.

Through my childhood, I have lain in bed at night, and fallen asleep to the distant roar of hispiston engined friends racing through the night.

In our teenage, my big brother and I have shared the thrill of turbines at night, shrilling withthe effort of speed demanded by a restless world.

Now my big brother is a man, and I am a woman. My big brother's friends are the big straightjets - the Boeing 707's. I still hear them at night, and by day too, with the world more restlessthan ever, urging them faster, faster.

I have to call Perth Airport my big brother. Commercial aviation verging on the supersonic isstill a man's world. My big brother must race ahead of me, urged on by this insistent world.

But I am not ashamed of my role as a woman. I have shared my big brother's joys andsadness, his triumphs and his setbacks.

Unlike him, I am not prepared to launch a world into commercial supersonic or space travel. Ican pause along the way to follow in more leisurely way, the slip streams of his progress.

I can be a Boswell to my big brother Johnson.

In this thesis, I will trace the development of the Airport from its infancy to present dayinternational jet standards following through potential development of supersonic aircraft andother likely possibilities. I will also discuss the aircraft which operate through the airport andthe facilities offered to them, to the operators of them, and the general public.

Another important factor I will cover, will be the sociological impact of such an institution,which has, in the last decade, been extremely forceful.

J G F

Foundation of Perth Airport

The planes of today stand in strong comparison to the Bristol Box Kite which was the firstplane to be flown in WA by J J Hammond in 1911. Since that memorable day, aviation in WAhas progressed by giant strides, due to such pioneers as the Brearley Brothers, Norman andStanley, whose names will always be synonymous with the introduction of airline services toAustralia; Leonard Caplin and Robert Fawsett, two of Brearley's first band of pioneer pilots;Kingsford Smith, Keith Anderson and Robert Hitchcock who flew to Sydney to pioneer atranscontinental air service in 1926, Horace Miller, an outstanding pioneer pilot, and CharlesSnook who established the former airlines of WA, Roland McComb who played a large part in

the development of many of the airports which now serve this State - all contributed to thedevelopment of all the fast and reliable services operating through the Perth Airport today.

However, the beginning was not the Airport at Guildford at that time, but a smaller airfield atMaylands. When this area was chosen, it was just bush. The pioneer airmen I have justmentioned, cleared it, and made history there. As aviation developed, it was seen that therunways would need to be extended. There was now, by the 1930's, an east-west operator -Australian National Airways, and a northern operator - MacRobertson Miller Airways. In 1938,the DC2 would barely fit into the Maylands Airfield, which could not be extended. It was on apeninsula, with river on three sides and clay-pits on the remaining side. The area was alsosubject to floodings. Although levee banks were built on the river side in winter, the area hadto be pumped. It was obvious that Maylands could not be expanded. A new site was sought.In 1938, an area at South Guildford was decided on, for an aerodrome designed to meet civilrequirements.

The selection of the site, and the preparation of the first plans was done by Mr N M Fricker ofthe Department of Civil Aviation, and these facilities - the runways, the main access road andothers, now stand on the exact locations he gave them in 1938.

The land chosen was part of an area which was granted to a Scot, John Scott, by GovernorStirling. A plaque on the roadside wall of the terminal is in permanent memory of him.

It says:

"Perth Airport stands on part of an area granted originally by Governor James Stirling to JohnScott. A yeoman farmer from Lanarkshire, Scotland who arrived in Western Australia in March1831, after a voyage of about 90 days in the schooner Eliza of 343 tons. He came at theinvitation of the governor, to establish and maintain a bloodstock farm for the colony. Hemade his home near Guildford, using the Swan River to reach the farm in this area.

In recognition of his services Governor Stirling granted him lease of an area at Bunbury,where he became the first settler in 1838.

Remember him as one who helped to bring prosperity to this land."

Development of Airport

Just after the acquisition of this land, World War II began, and delayed beginning ofevelopment. However, after 2250 acres had been acquired, the initial development in 1943,was for RAAF purposes, and by 1944, there were two runways, 6000 feet in length. Aroundthese, operated the service airfield for hevy Liberator bombers. These were typical of WorldWar II bombers, on which would be based the Civil air liners of the post war.

The end of the war saw the airport revert to its original civil aviation purpose. The buildingswhich were erected by the RAAF were used for airline hangars, terminal buildings andadministrative purposes. Australian National Airways erected a large new hangar, and in 1949the Department of Civil Aviation extended the North East - South West runway to 6600 feet,and added a North-South runway of 4800 feet.

It was in 1952, that the next noteworthy development took place. A temporary internationalterminal was built from war time structures to handle the Australian South African services.This was only secured after much debating. Many preferred Darwin as the chief Airport for theCommonwealth. The UK and Europe favoured Perth as the entry point into Australia ratherthan Darwin, and there were three large companies which wanted to re-route their aircraftthrough Perth. These were Qantas Empire Airways, Air Ceylon, and Royal Dutch Airlines, butthey were not permitted to do so.

n 1.9.52 Qantas began its South African service from Perth Airport. This made Perth Airport a port of entry and exit, and it coulden be declared international. This declaration was made by Civil Aviation Minister Anthony here seen making the declarationdress.

Some advantages of a move for Air Services to the United Kingdom through Perth:

"For aircraft operations, Perth has manifold advantages over Darwin.

Weather conditions throughout the year are better and operating costs are much lowerbecause all stores have to be sent to Darwin from the South.

The provision of staff in tropical areas is difficult and employees tend to be less efficient thanwhen working in temperate regions.

International airlines are keen to operate through Perth and if they were permitted to do so,the reduction in distances travelled would mean a reduction in fares and freight rates."

Benefits

"WA would also derive many other benefits:

The air distance from Perth to Djakarta, Singapore and all places west would be reduced byabout 1700 miles, and a day would be saved in the carriage of mails to and from places onroute to England.

The importance of Perth would be enhanced if it were the port of entry for overseas aircraft.The direct and comparatively short link between Perth and Djakarta and Singapore would tentto increase commerce with Indonesia and Malaya, both good customers for WA exports.

The representatives of European business interests passing through Perth on both inwardand outward flights would probably explore the commercial possibilities of the State morethoroughly. In addition Perth would offer to visitors a far more attractive first impression thanDarwin does."

Objections

"Darwin is an important millitary base and civil air services passing though increase itsimportance. The facilities provided for these services are a military asset."

"The West Australian", 5/11/1951

It was clear that Western Australia had a lot to gain and nothing to lose if the United Kingdomand European services operated through Perth, but a change could not be brought about untilan appreciable proportion of the community desired a change. Aviation authorities advisedWA to bring the advantages to the notice of the Commonwealth Government, and ask forreasons, if any, why a change in route would be undesirable or unpracticable.

Instead of worsening, the North-West air services would improve if Guildford was made thepoint of entry from Britain and Europe for MMA would be able to concentrate on the areawithout having to worry about overseas commitments through Darwin. In this was so, theaerodrome and other aviation facilities which were established in the North-West could beused to cater more fully for the interest of North-West residents instead of being as they werenow, to some extent, stepping stones for overseas passengers and freight.

By early November, 1951, the Regional Director of Civil Aviation, Mr David Ross, announcedthat the Commonwealth Government had approved expenditure in excess of £50 000 to bespent for requirements to make Guildford into an International Airport. This included theconstruction of a main terminal building with accommodation for customs, health andimmigration services as well as airlines.

However, many still felt that this was a substantial amount of money to spend on facilitieswhich would only cater for a fortnightly service between Australia and South Africa.Nevertheless, it was only a short time before the air route between Britain and Australia wasrouted through Guildford instead of Darwin, and when this was accomplished the DirectorGeneral of Civil Aviation, Air Marshall R Williams, advocated that the Airport be known asPerth.

No sooner had the route been changed and Guildford brought up to international standardsthan it was realized that more development was needed. Guildford became an internationalairport in 1952, and by 1959, the passenger movements increased substantially, thus makingit necessary to erect a new terminal building to house all the activities scattered throughoutthe building area.

Domestic International Total

1953 78 085 78 085

1954 81 812 81 812

1955 91 020 91 020

1956 92 318 2 213 94 531

1957 93 952 2 852 96 804

1958 102 016 5 017 107 033

1959 121 749 5 600 127 349

Report relating to the proposed construction of an International Terminal Building at PerthAirport WA 18/8/1960 (PP in Airport Archives)

This table clearly shows the need for further development. In 1959 there were only tworelatively strong runways of 6 600 feet and 4 800 feet in length, and another lesser runwaywhich could take DC3 aircraft. There were also several good hangars, and a collection ofwartime buildings. The problem was to provide adequare airfield facilities for the growingtraffic, for the existing and new types of aircraft using Perth Airport in 1959 included theLockheed Super Constellation, DC6B, the Viscount and the DC3. Since then have come the

Electra and Fokker Friendship. Besides providing for these consideration was needed for thelarger aircraft to follow.

On the longer domestic routes the Electra was to be superseded by the De Havilland Tridentor the Boeing 727 and the Viscount by the BAC III; later the Fokker Friendship could give wayto a pure jet of similar size.

On the international route the Boeing 707 - 138B which commenced services through Perthearly in 1962 had been very successful - but we must look into the future for the possibility ofsupersonic aircraft.

It has been suggested that the introduction of jet aircraft at Guildford would not allow themaximum long, low approach for jet airliners, and therefore, a new site would need to bechosen. The proposal was a site at Wanneroo near Lake Gnangara, but this would haveimposed serious risk of collision because of its proximity to Pearce RAAF station. Also a newAirport would have been protacted and costly.

However, to cater for international jet aircraft Guildford needed adequate runways and acentral terminal building containing passenger and control facilities equal to the bestoverseas.

The design of an Airport depends largely on the type of aircraft for which it has to cater.Today the trend is for both large and medium aircraft, pure jets. The runways and pavementsat present have to withstand about twice as much as they did in 1944, and in the futurepossibly three or four times as much.

Fortunately the subgrade at the airport was quite good and the pavements which were putdown during the war were well constructed. Several of the taxiways and part of the North East- South West runway needed strengthening. Now, after rolling tests and compaction ofsubgrade and pavement deformation the strength should be sufficient for several years. Themain requirement was however, not so much the strength but the length of the runways. TheBoeing 70-7 - 138B "V-Jet" on route from Perth to Singapore, requires 7 500 feet of runwaylength. This was provided in the North-South direction by extending the existing length of 4800 feet to the South. The De Havilland Trident and the Boeing 727 also require a runway ofabout 7 500 feet for stage distances to Melbourne and Sydney.

This plan shows the extension of the North-South runway to 7,500 feet, as well as the taxiway and apron developments. It alsohows, in light grey, the land which was recently acquired for the development of the Airport.

There will not be, at Perth, a need for very long runways. The length of the runway is directlyrelated to the stage distance to be flown. The stages out of Perth are comparatively short incomparison to those from London, New York, Amsterdam or Paris.

Increasing traffic brings with it an increasing requirement for aprons for the parking of theaircraft adjacent to the terminal buildings. Also, the concentration of traffic at peak times ofday at the airport means that more than the usual amount of aprons must be provided. Thishas been done with the large international jet aircraft in mind. Extensions are such that, ifnecessary, they can be further extended.

The pavements at present are quite satisfactory but in a few years time it will be necessary tore-sheet them with a bituminous concrete, several inches thick to take out surfaceirregularities. A part of the North East - South West Runway which had a sand-clay layerclose to the surface has been excavated, extended and reconstructed.

The taxiways have been strengthened and widened from 50 feet to 75 feet.

A general layout of the terminal area as it exists today.

With the advent of new and more numerous types of aircraft there arose a need for more landto overcome the problems caused by the noise of the aircraft. In the vicinity was a Statehousing area and the land had to be acquired from the State Government. Early in May,1960, the Federal Government resumed about 1370 acres to allow for the extension of theNorth East and South West runways.

With the extension and development of the airfield came a corresponding development of thebuilding area. The central feature of this is the terminal building and its associated operationsroom MMA now occupies an area to the South, ANA and TAA an area to the North. The mainaccess road connecting the terminal facilities with the Great Eastern Highway has beennamed Brearley Avenue in honour of the Brearley Brothers, and is a dual carriage-way, with24 feet wide pavements, and 4 feet shoulders.

The car park, at present, can cater for 350 cars and there is ample room for extensions tohandle an extra 1000 and more.

The setting of the buildings, roads and footpaths are planned with adequate space for lawnsand gardens and also two ornamental lakes - one at the rear of the main parking area andone in the courtyard. Black Swans placed in these lakes symbolize the gateway to Western

Australia, and indeed with the beautiful West Australian trees and flora, the airport has adistinction all of its own.

The actual Terminal Building is a simple, efficient and functional structure designed for thespecific purpose of being a link between ground transport and air transport for passengersand their luggage. The architects of the Commonwealth Department of Works had to allow fora high friend-to-passenger ratio in designing the Perth building. The Perth Airport has a higherratio than any other Australian Capital City. In the Eastern States the ratio is approximately 1to 1 for domestic operations, 2 to 1 for arriving international and 3 to 1 for departinginternational. At Perth, however, the figures are 3 to 1 for interstate, with international as highas 5 to 1.

minal Building - Ground Floor Layout

e plan shows the existing Ground Floor layout with flow lines for passengers and baggage.

Minute of Evidence taken at Perth, Friday 15th July, 1960 (Speaker: Mr Battye, PresidentPerth Chamber of Commerce Inc. to Chairman)

The building is a steel framed structure with brick infill on the western road side wall. Thewalls facing eastwards are mainly of glass, the roof is of steel decking and the floors ofconcrete covered mainly with Vinyl tiles. The ceiling of the main lounge is of WesternAustralian black-butt battens with acoustic treatment above them.

The ground floor consists of the main lounge with 2 adjoining wings reaching to the apron.Wide garden forecourts at each end of the building give entry from the approach roads andthe car park. The smaller lake is the focal point of the outdoor garden lounge. The mainlounge has airline offices at both ends - interstate at one end and intrastate and overseas atthe other.

One wing has banking, postal and information facilities and also the international clearingrooms - health, immigration and customs. The other wing has an outdoor dining area and anadjoining buffet and dining room. The cocktail lounge over this wing takes in a view over theapron. The upper floor also has a conference room and office for VIP's, General Offices,Airport Administration Offices and the Department of Civil Aviation operational rooms.

This Airport has indeed come a long way from the time of its conception in 1938 - the war withthe RAAF base, and the non stop Catina Service from Perth to Ceylon: the building of a

temporary terminal building and the re-routing of the stage from the United Kingdom andEurope to Perth instead of to Darwin in 1952, then the introduction of jet aircraft in 1957 andfinally today we have this Airport, the landfall of Perth after our lone flights across the ocean,which is graced by this fine new airport terminal building which stands as a sign of confidenceby the Commonwealth Government in the future of our State.

Speech given by Sir Hudson Fysh at opening of new Terminal Building 13/10/62. SeeAppendix B.

I was a guest on a Qantas 707 flight to Cape Leeuwin and return on the day the new terminalwas opened. This is a description of jet travel at Perth Airport at that time.

Very smoothly, almost imperceptibly the mammoth feat of craftsmanship soars upwards.Within seconds the plane reaches its upward limit and flattens to its position of true majesty.

Looking out from the luxurious scented Boeing 707 V-Jet one sees a swift sequence ofimages - tall grey industrial buildings, close model sized houses merging into vast greenexpanses.

noramic view of the new Perth Airport terminal as it appeared just before it was declared open in October 1962. The terminal drewrldwide attention at the time because of its function aspect which had been architectured in with the aesthetic. By this time thevelopment of Perth Airport had made it the premier airport in Australia. This was recognised throughout the continent and hasen rise to some interstate jealousy, particularly as far as Victoria was concerned. The Victorians at the time were agitatingongly through their Press, State Government and Federal Parliament for a completely new Melbourne Airport and facilities.

Although these jets sound loud and noisy, within their wall papered cabins is soft music. Onthe tarmac are numerous white-uniformed men, earphones over caps, some holding fireextinguishers, others taking orders from the pilot - all contributing to the safety of us, thepublic.

Flights, today, are in luxury. Meals are of the best, children cared for and every necessitycatered for.

Landings are extremely smooth with all the navigational aids contributing towards air safety;all the trained assistants rallying around to ensure a safe landing.

Previously it may have been a relief to reach ones destination, to walk down the gangway andtread on firm soil, but today, I am sure everyone, like I, have a feeling of sadness to think thatthe journey, which was one which will remain in the memory, was only too brief.

Types of Aircraft Using Perth AirportToday we have a functionally efficient airport which lends an air of beauty to WesternAustralia, but how long has it taken to achieve this status? Many, many years. In the sametoken the development of the Qantas Boeing 707 V-Jet hs taken many years to achieve.

The first WA built aircraft is thought to have been one built in Kalgoorlie in 1917 by asyndicate.

In 1921 Norma Brearley opened the first air service in Western Australia between Geraldtonand Broome, and later extended to Derby. The next year the Geraldton - Perth flight wasadded, giving a direct air service between Perth and Derby, and later Perth and Wyndham.The airfield Brearley used in Perth was the Eastern end of the Esplanade.

In 1928 West Australian Airways was formed, equipped with 14 passenger De HavillandHercules. Their flight was a two day one between Perth and Adelaide. With this service, thefirst passenger waiting rooms for aerial travellers in WA were established at Maylands.

Australian National Airways began their interstate flights in 1937.

With the end of the war came the establishment of air passenger services, and the building ofprivate passenger terminals. When, in 1952, the Department of Civil Aviation made Perth intoan International Airport to cater for Qantas and South African Airways, Australian NationalAirways found it profitable to use war time hangars. Today, in 1962, Mr R M Ansett hasannounced that in three years, Perth will have Ansett ANA pure jet Air-liners linking it to theeastern capital cities.

Mr R M Ansett, Managing Director, Ansett Transport Industries LTD, "Sunday Times"14/10/1962.

The introduction of pure jet aircraft to Australia will have wide ramifications. In the West thebenefits will be innumerable as we have already seen by the development of aviation in thelast two decades.

The aircraft ANA is considering are the Boeing 272, a development of the highly successfulBoeing 707 - and the De Havilland 121 Trident. Both aircraft have three powerful jet enginesmounted at the rear, can carry about 100 passengers and cruises at 600 mph. This hasprogressed immensely from the pre-war 14 passenger DC2 service, and will probablyimprove further with continued development of Western Australia.

In 1951 Australian National Airways was ready to sell out if the Federal Cabinet decided toretain Trans Australian Airways exclusively. If this came about, ANA would lose its 49 percentshareholding in Air-Ceylon and also its interest in Air Beef. In March, 1952, the Governmentmade an offer to ANA regarding a merger:

1. A 10-15 year agreement strengthened by Act of Parliament guaranteeing security oftenure for the company in full competition with TAA.

2. An over-riding body representing both ANA and TAA with an independent Chairmanto settle finally any difficulties in "Rationalization" of routes, time tables, freights andfares.

3. New heavy flying equipment equivalent to DC 4s and better acquired by theGovernment and supplied under Charter or by some other appropriate financialprocess.

4. Substantial reduction in the air route charges imposed by Civil Aviation Departmenton all air companies.

"The West Australian" 29/5/1952

A merger of these two companies would provide a powerful organisation well equipped toserve the best interests of aviation in Western Australia. The amalgamation of the twocompanies would allow some services to be rationalized. This would bring about moreefficient and economic operation of mail, passenger and freight services by removinguneconomic competition and reducing air subsidies.

However, this merger did not come about and ANA and TAA are still individual firms.

On the 9th September, 1946, TAA opened its first route between Melbourne and Sydney, andsince then, has become the British Commonwealth's biggest domestic airline in terms of routemileage.

TAA serves 142 ports in Australia and also in Papua New Guinea.

From the original two flights a day between Melbourne and Sydney, TAA schedules haveincreased to more than 1000 flights a week, averaging 160 a day. When TAA began in 1946they had 5 DC3 aircraft. Today the fleet has grown, to more than 60 aircraft which include 3Electras Mk II's 3 Viscount 816's, 9 Viscount 700's, 9 Friendships F-27's, 2 Douglas DC-6B's,2 Douglas DC-4's, 20 Douglas DC-3's, 2 Bristol Freighters, 2 Otters, 3 Helicopters and anumber of light aircraft.

In the past 16 years TAA has progressed immensely, and with the introduction of pure jetaircraft will be among the nation's foremost airline companies.

MMA has been operating air services in WA and Northern Territory for 28 years. It is apublicly owned airline and has contributed considerably to the State's development.

The original route was from Perth to Daly Waters, but today the network extends betweenAlbany, Esperance and Kalgoorlie to Darwin, Millingimbi and Groote Eylands in NorthernTerritory. Three 75mph DH 84 Dragon Aircraft maintained MMA's first air services.

e introduction of a modern propjet Fokker Friendship to the intrastate air services was an historic occasion at Perth Airport.

s occasion is the (28/12/59) on which the MMA's first Friendship was christened RMA Swan. It cut travel times on some of therthern routes by as much as a half.

Today the Fokker Friendship, 5 Douglas DC 3 passenger aircraft, one DC 3 Cargo aircraftand a De Havilland Dove provide continuous, regular services over the air network.

The payload of DH 84 in 1934 was 1250 lbs; the Fokker Friendship can lift up to 9400 lbs.The DH 84 carried 8 passengers, the Friendship 36.

MMA now carries as much mail in a fortnight, almost as much cargo in 2 days as manypassengers in a week as were carried in the first year of operation in WA.

North of the 26th parallel MMA is a lifeline with the world.

Qantas is one of the largest airline companies operating through Perth.

The position of Perth today and its relationship to Qantas has indeed progressed from thetime when Qantas was regarded as a "bush" airline.

In 1931 Maylands aerodrome was the stepping off point for one of the aircraft in anexperimental flight from Australia to England.

Two years later, Qantas and Imperial Airways examined the possibility of operating a servicelinking South Africa and Australia through Ceylon.

s is the scene at Perth Airport on 17/11/48 when a Qantas Lancastrian aircraft was being prepared for an exploration flight touth Africa to see if an air service was feasible. The Lancastrian was the famous World War II Lancaster in Civil Clothes. Palmes and scrub which had grown through the perforated steel plate which comprised the Cocos airstrip had to be chopped down toke the strip useable for the flight. Avro Ansons in the background.

By July, 1943 after enemy advances had cut the vital Australia - England air link the nextphase of aerial conquest had begun. Perth became the base for the non-stop 3513 mileflights of the Indian Ocean to Colombo. With 3 _ ton overload of fuel, Qantas Catalina flyingboats flew by dead reckoning and Astro-navigation in radio silence and with scarcely anymeteorological information. This route became known as the Kangaroo Service.

The next significant part Perth played in the development of Qantas was in 1948 when itacted as a stopping off base of a pioneering flight. This was a survey team aboard a QantasLancastrian which left Sydney on November 14th, and flying via Cocos and Mauritius arrivedat Johannesburg Airport on November 20th. This was the first flight from Australia to SouthAfrica.

In July 1952, a Qantas Constellation made a proving flight of the regular service commencedon 1st September, 1952.

Qantas Constellation being readied at the Perth Airport as it was on 1/9/52 for the beginning of the South African Air Service. Thisvice at that time involved the longest ocean crossing in the world. This stretch went from Cocos to Mauritius.

In 1955 Perth became a regular stopping off point for the first time, on the Australia - Englandroute. This service originated in Sydney, and by 1958 it had increased to 2 a week until in1959 Boeing 707's took over on the Kangaroo Route.

Perth remained on the route with 2 Super Constellation shuffle services a week connectingwith the jets at Singapore.

This year Qantas introduced the Boeing 707 V-Jets. These jets now connect Perth withSydney and Singapore twice weekly.

he continual struggle for prestige that goes on between airlines Qantas scored a world first by getting rights to fly across the USAd become the world's first round-the-world airline. Here a Qantas Super Constellation lands at Perth Airport on 6/1/58 on the firstund-the-world flight. Australia exchanged land rights with the US Government to make this possible. Australia gave the right to flym Antarctica to Australia and on to Thailand. This could eventually link Perth Airport with Antarctica and South America.

Air India included Perth on its Rolls-Royce Boeing services to Asia, Europe and Americabecause of its significance as one of Australia's most important commercial capitals.

Mr AF Pinto, Australasian Manager for Air India. "Sunday Times", 14/10/1962

Perth has become a major Australian gateway for tourists and businessmen. The fact thatPerth businessmen can make the journey to Singapore will be an important factor inAustralia's drive for Asian markets.

Air India is establishing in Perth a fully staffed office which will provide full passenger andcargo service and information.

India began operating through Perth Airport on 4/10/62. Here the first bag of mail is being handed over to be flow to Bombayoard an Air India Boeing Inter-Continental. This service gives Perth a link with Bombay and Moscow.

In October, 1957 a DC-7B of the South African Airways Fleet touched down at Perth, thuspioneering the South African Airways which have been largely instrumental in promoting thePerth Airport to its international status.

The link between Perth and Johannesburg has also helped to boost trade between SouthAfrica and Australia. Between 1956 - 57 and 1960 - 61, trade figures between the twocountries has almost trebled.

Mr G Slack - SAA Regional Manager for Australia, "Sunday Times" 14/10/62

Besides providing an alternate route to Europe, South African businessmen offer new andexpanding markets for Australia.

26/11/57 South African Airways inaugerated an air service to South Africa. It flew the route proven by Qantas through Mauritiusd Cocos. Here the inaugerating DC7B of SSA is seen under the tail of a Qantas Super Constellation at Perth Airport.

Also operating from the Perth airport is the Royal Aero Club and Air Charter Pty Ltd.

The Aero Club of WA was founded in 1927, and moved to Perth Airport in 1957. The Clubthen owned six Chipmunks and four Cessna Aircraft. Today it has 10 Cessnas and oneChipmunk.

The aircraft from the club are used for member's recreation, charter work, stock spotting, firespotting, aerial survey, mercy flights and a number of other jobs.

Air Charter Pty Ltd will soon be available for 24 hours a day work when its latest twin engineCessna is available for night flying.

Much charter work has already been done in the Pilbarra area. The aircraft can cover the1150 miles between Perth and Derby in less than six hours with no re-fuelling stop.

These two light aircraft services, however, have only temporary facilities at Perth Airport andwill soon be moving to Jandakot where a new terminal is being constructed for them.

Plan indicating the location of the Perth Airport in relation to the city and to the new light aircraft aerodrome whichis being constructed at Jandakot. The heights shown are approximate altitudes which a large aircraft taking offfrom Perth Airport could achieve.

Development of facilitiesThese aircraft and all the air safety devices have to be maintained, and it is the function of theDepartment of Civil Aviation to provide, maintain, and operate them and all the aspects of theAirport. Maintenance covers such details as runways, grassed areas, drainage and roads.This is all done by the Ground Staff, who have no specialized work - just the maintenance ofthe grounds.

Bulk electricity is bought from the State Electricity Commission and reticulated to all parts ofthe Airport on the departments own system. An auxiliary power house is always at the readyto supply essential power in the event of State Electricity Commission breakdown. Thissystem automatically cuts in within seconds of power being lost from the mains.

Air traffic control, navigational aids and communication are the main three operational linesfor which the department is responsible.

Four different navigational aids are operating when an aircraft nears Perth Airport. The first ofthese is the Distance Measuring Equipment - DME.

A radar pulse emanates from an aerial at the airport and, operating like an echo sounder, ispicked up on an instrument on the aircraft's control panel. It shows the distance in miles up toten miles of the aircraft from the airport. A switch on the instrument can convert its scope to arange of 100 miles. It is non-directional and is also operative when an aircraft is leaving theairport. Market beacons at Parkerville and Maida Vale send up an aural signal in a coneabove them. An aircraft on course then has it confirmed as it crosses the marker.

The next navigational aid to come into play is the Visual Aural Range - VAR - which is acombination of sight and sound as far as the pilot's checking is concerned. On the cockpitpanel, a circle is divided across the centre with one side blue and the other yellow. The centrerepresents the airport and an arrow shows the aircraft as in either blue half (North) or yellow

half (South) of the airport. A system of aural signals enables the pilot to hear his direction,east or west. If he is east of the airport he will hear his direction signal as a series of MorseA's if west a series of NO's. These merge to become one continuous if he is coming in on thebeam.

The fourth aid at the airport is a very modern one, the Instrument Landing System - ILS. Thissystem operates on aural beams and takes over from Visual Aural Range when the aircraftnears the Airport. Once the pilot is over the end of the runway, a second system operates toadvise him if he is at the correct height for his landing.

All aircraft movement to and from thew airport are controlled by Air Traffic Control - A.T.C.This is a safety precaution.

The world is divided into Flight Information Regions - F.I.R., and each centre is responsiblefor the safety of all the aircraft in its region. A wide area, including a broad sweep of the IndianOcean, is Perth's responsibility.

Before a flight, a pilot applies to the meteorological section for a forecast for the route. Thisgives detailed information on winds, cloud and weather on the route at various levels, and thedestination. With this, the pilot works out a detailed flight plan, giving fuel requirements andreserves, estimated speed, times at certain speed, times at certain points and the height atwhich he I prepared to fly. Before an aircraft leaves Perth, the flight plan is signed by itscommander, and is checked by the operations officer. He gives approval for the flight to startwithin a certain time.

If there is a delay, the plan must be revalidated.

With its vast communications network, the A.T.C. should know the position, speed and heightof every aircraft in its area.

A pilot may vary his height only with A.T.C. approval. He must report from the pointsnominated in his flight plan.

Skilled operators using modern radio communications equipment keep in touch with him; if hedoes not report within three minutes of the time specified he is called. If he does not answerthe three phase emergency procedure is begun.

Uncertainty: When in doubt of the aircraft's safety.

Distress: When the whole organization goes into action on a plan worked out withmeticulous thoroughness.

Alert: When there is apprehension for its safety.

Usually there is a simple explanation for the first delay and contact is regained.

When the aircraft comes within a near radius of the airport the control tower takes over.

To avoid confusion in similar sounding letters, the whole alphabet is phonetically.

The pilot is given the barometric pressure to adjust his sensitive altimeter, he is giveninstructions to join the circuit and the tower provides any information he wants. If necessary aflight can be diverted by Air Traffic Control to another airport.

The control tower is a four-storied building surmounted by an eight sided cabin to reducereflection and glare, fitted with double panes of non-actinic glass, separated by five inches, toreduce noise and heat. It is fully air conditioned from a unit in the body of the tower. Theadjoining fire station is in the nature of a garage for the fire tenders and other vehicles,

together with a small watch tower from which a duty fireman keeps constant watch andcontinuous communication with the control tower.

The International Civil Aviation Organization lays down standards for fire fighting appliances,and airports are graded in importance according to the volume of fire extinguishing compoundthey can produce. Perth Airport and its fire fighting equipment is adequate and extremelyefficient thus rating very high.

There are five fire fighting appliances at Perth airport. The two large fire tenders each carry800 gallons of foam and together can pour this 16,00 gallon total on a fire in two minutes.

Twenty five trained fire fighting officials maintain a constant watch at the airport to go to theassistance of any airport in distress.

The section has its own engineering works, maintenance pits, dining area, and rescue gear,including dinghies and storpedoes.

Another safety precaution is the Air Search and Rescue organization. Working in conjunctionwith Air Traffic Control, the Air Search and Rescue comes into immediate action when thedistressed phase is declared. Radio is used widely; in parts of WA the Flying Doctor networkis used to ask for information from stations in the outback.

A record of all cattle and sheep stations with particulars of their means of transport andcommunication is also kept in this section.

The air search and rescue organization is always assured of full co-operation from police andother authorities.

Plans are made for search by air, sea or land, and men working in this unit have every sourceof information immediately accessible. A continuous plot is kept of the movements of allshipping in the India Ocean in the area covered by Air Traffic Control. This information wouldbecome vital in the event of an aircraft ditching.

The administration section is another unit which assists in the safety of all aircraft. It isresponsible for co-ordination of airline companies and other activities at Perth and Maylandsairports and for ensuring the airworthiness of an aircraft.

The communication section is responsible for maintenance of teletype links with the similarinterstate and overseas stations. This is achieved by an elaborate system of teletype linkswith similar interstate and overseas stations. This section maintains radio communication withaircraft in flight over WA and the Indian Ocean in the alloted area.

The officers in charge are responsible for the safe operation of aircraft on the various routes.Their duties are so vital for air safety that they cannot leave their posts or their equipment. Ahigh degree of alertness is necessary at all times. The areas have been fully air conditioned,sound proofed and treated acoustically.

There is also at the Airport a large re-fuelling installation. There are three companiesconnected with the aircraft and port, these being BP Australia Ltd, Shell Refining Pty Ltd, andVacuum Oil Co Pty Ltd. Soon there will be more than 40 apron re-fuelling pits, the fuel linesalready reaching more than 10,000 feet. Pipe sizes are from six inches to ten inches indiameter. The fuel storage capacity at the aircraft is over 160,000 gallons, and re-fuelling rateat the apron hydrant points is as high as 1,000 gallons a minute.

The re-fuelling of large jet aircraft has to be a highly organised and efficient operation - the jetaircraft such as the Boeing 707 V-Jet carry enough fuel to last an average metropolitan

motorist 40 years of driving. This is another extremely important facility on which the airportdepends.

In order to train all these men associated so closely with air safety, it is necessary to havesome kind of school, and within the Perth Airport grounds, there is a communication school.Here they learn touch typing, morese code, and any new device or methods which may assistin the development and safety of aircraft in the Perth Air Traffic Control area.

Socialogical impactAviation in WA, is comparatively an extremely young industry, and the rapidity in which it hasgrown and its impact on the people has been very strong.

From the table showing the increase in passenger movements since 1953, it is evident thatmore and more people each year are travelling by air. It is indeed much quicker, and placesWA in a much better position as regards the Eastern States - it has been stated, that in thesupersonic age we will be able to travel from here to Eastern States in one hour. This isfantastic progress. Consider businessmen from WA arriving in Eastern States in the sameamount of time as some of their colleagues. A few generations ago, people would havethought this incredible…travelling faster than the speed of sound…

However, we must consider the rising cost of air travel…this too, is increased with the speedsgained. It has been stated that air fares could drop to a third or even a quarter of what theyare now. This will be if the principle of laminar flow becomes practical. British aircraftmanufacturers, Handle Page Ltd, have been testing this breathing wing, as it is called, for 15years, and have designed a HP117, and Ryan of America has designed BLC7BLC standingfor Boundary Layer Control. The BL is the layer of inert air on the uppermost surface of theaircraft wing which both countries are trying to eliminate. This is being done by having ventsin the wings to such the inert layer of air, thus making the friction between the wing and upperlayer of their almost negligible. This would, of course, increase speed, and lessen powerneeded, and this in turn will reduce costs.

How soon this will come about is not yet know, but if successful, will be a boom to civilaviation. It was 25 years ago that Sir Frank Whittle patented the Turbo-Fan engines used inthe Jets of today, but until four years ago, metalurgists were unable to build metals whichcould withstand the strength and have heat tolerance needed by these engines. There havebeen many advances made in aviation. The public seem to have strong faith in its powers, butthere have been disasters, some of which the cause has been known, some which still remaina mystery.

The first civil aviation fatality in this State occurred in 1921, when two people were killed in aBristol Tourer which crashed near Murchison House Station. It was one of three planes flyingnorth from Geraldton to Carnarvon on an initial aerial mail trip. The two killed were pilot,Lieutenant Robert N Fawcett, and mechanic, Mr Edward B Broad. Both were killedinstantaneously but the rest of the crew were safe and unharmed. Cause of the crash wasbeyond explanation, for the engine was in perfect condition.

In 1923, another Bristol Tourer of the West Australian Airways crashed near Port Hedland,killing one person.

One more was killed in 1934 when a DH 60 of MMA crashed near the Ord River, another twowhen another MMA DH 86 overturned after landing at Geraldton in 1945.

On July 2nd, 1949 the Fitzroy crash, in which a crew of four and fourteen passengers all werekilled. The plane, a DC 3, it is assumed, cut one engine and hurtled straight down nose first,and on striking the ground, burst into flames. All 18 victims were incinerated.

One of the biggest air disasters occurred on 26th June, 1950 when the Amana crash killed 20people in the York area. The aircraft is thought to have caught fire in the air before crashing.This disaster left only one survivor who later died.

There have been other crashes in WA, but not in the vicinity of the airport.

However, these disasters have been no deterrent to the people. Passenger movements areincreasing rapidly. Aviation is becoming an important element in the lives of WA people.There is becoming a decided shift in balance in regard to the prominence of FremantleHarbour and Perth Airport. It is very seldom, regardless of modern luxury liners, that we findbusinessmen, royalty, entertainers and the like travelling by ship. The world is in such a rushthere is no time to cruise in an ocean liner - businessmen would rather cruise at 600 mph in astreamlined jet, just to attend a meeting or sign a paper.

Even tourists nowadays tend to fly to their destination. If they have only three monthsholidays, they will spend a considerable amount of time in travelling if it is by boat, rail or road.If the HP 117 and BLC 7 come into operation, it will be not only quicker, but also cheaper.

Aviation can also be of the greatest assistance, in moments of stress, medical instances forexample. There have been innumerable occasions when people have been flown to Americaor Europe for specialized treatment.

Within our State, there have been mercy dashes from the North or from scenes of accidents,and Perth Airport has played its part.

The relation of the airport to the community can also have a strong impact sociologically.

Perth Airport is situated only five to six miles from the city, and it could afford a lot ofdisturbance to its neighbours - main factor being noise. However, the runways are arrangedso that the closest residential areas are about five miles from the point of take-off of aircraft,so the noise levels are comparatively low. The two main take-off directions at Perth for heavyjets are to the South and North East.

A negligible amount of noise only occurs in this way. Maybe when it occurs many times a day,as in London or New York, it may become more distracting. It will remain still more subduedthan the greater cities of the world.

Perth Airport planning has been specifically designed to this end to make it a "goodneighbour".

Potentional Development of Perth AirportThe work at the airport which has just been completed was designed to carry the traffic andtypes of aircraft expected within the next ten years.

The runways can be extended to cater for aircraft such as the Boeing 707 - 320 or DouglasDC8. The runway system can handle aircraft traffic at about 30 movements per hour. Onpresent figures, this stage would not be reached in Perth for about 80 years. There is alsosufficient acquired and reserved land to extend the runways to 10,000 feet and more.

Aprons, two, can be extended outwards from the buildings and carparks have ample room forextension.

Extensions North and South can be quite readily carried out to the Terminal Building whichhas been designed in such a way that all sections can be at least doubled without affectingthe functional flow within the building.

Plan shows the way in which runways could be lengthened and duplicated.

This preparation for the future besides being desirable is also vitally necessary to cope withthe rapid developments taking place in Perth and throughout the rest of the State.

is indicates the way in which the existing building and aprons can be enlarged so as to accommodate increasing traffic.

rminal Building - Future Developments

is plan can be compared to the plan of the existing developments to see how the various areas within the terminal building haveen increased in this proposed layout.

Aerial View of Airport. 1944.

Aerial View of Airport. 1946.

Aerial View of Airport. 1951.

Aerial View of Airport. 1955.

Aerial View of Airport. 1959.

Conclusion

can't tell you any more about my big brother. From now on all lies in the future.

In a way I feel that we have come to the parting of the ways. Perth Airport will grow into ahuge communications and commercial centre.

Its future ramifications will become so big and its influence so widespread in this State andbeyond that in time it will demand its own full time historian.

Even now I feel the sense of its bigness and with that feeling comes the beginning of a feelingof remoteness - the same feeling you get when anything becomes big.

It was fun growing up together, and I will always follow with a certain fondness, the career of abig brother, even when it reaches far beyond the limited youthful horizons which we bothshared.

Notes for Minister's Speech at Perth Terminal Opening, October 13, 1962

This is a proud day for Perth and both as a native Western Australian and Minister for CivilAviation, I am doubly pleased to be here to day to officially open this new Perth Airportterminal.

This terminal represents the climax of a works programme started in March of last year andcosting approximately £1.2 million, which has made Perth Airport capable of taking the largestjet airliners now operating into Australia.

The main runway has been extended by 3,000 ft to bring its overall length to a mile and a half.The apron area which you see before you, has been extended so that it can now handle sixlarge aircraft simultaneously. It is also strong enough to support the heaviest aircraft foreseenin civil aviation operations. The terminal building area has been extensively developed withroads, car parks, and engineering services, and with the active and enthusiastic co-operationof the State authorities a fine venue now links this terminal with the Great Eastern Highwayand hence to Perth itself.

We also have a new control tower, new fire station and such advanced landing aids as anInstrument Lending System which will enable aircraft to operate into Perth Airport inconditions of very low visibility. Additionally the terminal building itself holds the most modernoperations and air traffic control centre yet built in Australia. This centre, on the far side of theterminal, is the nerve centre of a civil aviation network radiating from Perth and covering anarea of approximately three million square miles.

This terminal is not a massive monumental structure such as those which are at times soundat some airports overseas. Is is instead a simple functional building which, I think you willagree, is extremely pleasing to the eye, and I would not be a true Western Australian if I didnot hasten to point out that much of its attractiveness is due to the use of local materials suchas Maylands Bricks, Toodyay stone, and Blackbutt timber. The forecourt is planted withWestern Australian shrubs and flowers and holds in the ornamental pool, our State's ownemblem, the black swan.

So our terminal - which I think can be fairly described as a twentieth century gateway to ourcity - is appropriately Western Australian in character and content. It has already drawn praisefrom airport designers overseas, and I have no doubt will continue to do so, as it becomesmore widely known through the growing number of international jet services which now linkPerth with the world.

Aviation is of course an industry which never stands still. It is often said that it is one industrywhere today's dreams are tomorrow's realities. Indeed, since the Wright Brothers encouragedmans first real aeroplane off the ground in 1903, the progress of civil aviation and its impactupon our daily lives has been nothing less than outstanding.

I should point out here that this new terminal will not be out-stripped or out moded by theforeseeable advances in civil aviation which will inevitably occur in the years ahead. It hasbeen designed and built to meet Perth's expected needs for the next 10 years and its designis flexible so that when increasing traffic does require expansion, the space for each of its

separate functions can be more than doubled quite readily and without major structuralalterations. My department has also kept an eye to the future in the development of the entireairport.

The airport development project - the completion of which we are celebrating today - alsoinvolved the acquisition of 1,370 additional acres of land, making a total of 3,600 acres withinthe boundaries for the airport. This area is needed not only to provide a buffer area betweenthe inevitable noises of the airport and the local community, but also to allow for developmentof the airport itself. If the runways need to be lengthened in the future, these land acquisitionswill enable their extension to 10,000 ft and more. If traffic increases to the stage where itcannot be handled by a single runway system, the runways can be duplicated and there isalso ample room for similar expansion of the apron area, car parks, and the building area.

This preparation for the future is of course not only desirable, but vitally necessary to copewith the rapid developments which are being pushed ahead , not only in Perth, but throughoutour State.

Might I say, that in looking to the future, we have not forgotten the past. Eight of the airport'sroads now bear the names of airmen who have distinguished themselves on the aviationprogress and history of this state.

With the co-operation of the State Department of Main Roads, the beautiful and broad avenuelinking this terminal with the Great Eastern Highway, has been named Brearley Avenue - inhonour of the Brearley brothers, Norman and Stanley. The name Brearley needs no words ofmine to justify its proud place in the aviation history, not only of this State, but of Australia. It isof course automatically and very properly linked with Western Australian Airways Ltd - thecompany which started Australia's first regular airline service between Geraldton and Derby in1921. It is appropriate, therefore, that the main avenue linking Perth Airport with the city andState it serves should bear the name Brearley - a name which will always be synonomouswith the introduction of airline services to Australia. Another road has been named after HorrieMiller, an outstanding pioneer pilot, winner of the 1929 transcontinental air race from Sydneyto Perth and now a distinguished aviation executive in this State. The founder of anotherpioneer airline, Charles Snook, who established the former Airlines of Western Australia, isalso remembered in this way, together with the name of Jimmy Woods, who has in his ownlifetime become somewhat of a local legend with a flying career spanning some 45 years.

The names of Len Caplin and Bob Fawcett, two of Norman Brearley's first bank of pioneerpilots are also remembered along with the name of Harrie Baker, a former chief pilot andWestern Australian Manager of the old Australian National Airways.

The other two pioneer airmen who are honoured in this fashion are J J Hammond, who in1911 was the first man to fly in Western Australia using a Bristol Box Kite, and RolandMcComb, a former officer of my own Department of Civil Aviation who played a large part inthe early development, not only of Perth Airport, but of many of the airports which now servicethis State. I am pleased to see so many of these pioneers and their relatives here today.

Perth Airport's links with the past are also remembered by a plaque on the roadside wall ofthe terminal. The plaque commemorates on John Scott, a scots Farmer who arrived inWestern Australia at the invitation of Governor Stirling in 1831 to establish a blood stock farmfor the colony on part of the land on which Perth Airport now stands. I might mention MrChairman, that John Scott came here in the Schooner Eliza - a vessel of some 343 tons. Thetrip took about 90 days.

Today you see before you on the tarmac a Qantas V Jet - one of the new vessels of thetwentieth century. Although slightly smaller than the Eliza - it weighs about 110 tons - the VJet is somewhat faster. It can fly at 640 miles per hour or more than 10 miles per minute andit has certainly made a difference in the travelling time between Perth and London. It nowtakes less than 27 and a half hours.

In looking back through the history of civil aviation, particularly in Western Australia, I wasstruck by one significant feature which I felt I should mention here today. As I said earlier, itwas in 1921 that Normal Brearley's airline gave Australia its first regular airline service. Bychance I also discovered that this was the same year that we Western Australian's electedAustralia's first woman Member of Parliament, Mrs Edith Cowan wh won a place in theWestern Australian Legislative Assembly. It seems, therefore, that we Western Australiansare responsible for unleashing upon our fellow Australians two of the most significantadvances of this twentieth century.

Mr Chairman I should not like to conclude my remarks without paying tribute to the very manyorganisations which have played a vital part in the planning and construction of this newterminal and its associated airports works.

One of the particularly pleasing features about this development of Perth Airport is the way inwhich it has been carried out, and the co-ordination which has existed between the variousCommonwealth and State Authorities concerned and with the contractors and builders of theairfield and its buildings.

The Department of Civil Aviation and the Department of Works, working closely together withco-ordination and co-operation, have been responsible for the design and construction of theproject. The foundations for the airfield pavements and the building were furthermore laid bythe Department of Works, and Civil Aviation has carried out the installations of the Airportlighting and the Instrument Landing System.

A number of Western Australian Contractors have been involved in the actual construction ofthe project. The runway and taxiway extensions are largely the work of Bell Bros Pty Ltd. Theapron is the work of the Concrete and Granolithic Company. The control tower and fire stationwere constructed by BA Barnard Pty Ltd and the terminal and Operations building by GTRobinson and Co. with its steelwork erected by Forward Downs Pty Ltd.

I pay tribute to them for the quality of the work they have achieved and the way in which theyhave laboured together on this project - and I pay tribute also to my colleague, theHonourable Freeth, G - the Minister of the Department of Works and to his staff, for themanner in which they have arranged and supervised the work of the various contractors andthe various phases of the project, and achieve the co-ordination between them which was soessential to complete the work in time for the heavy traffic expected next month.

The results of some of this development work stand out for all to see; but there is quite a lotthat cannot be seen. Under the expanse of concrete apron, for example, there is a moderncomprehensive aircraft refuelling system. All that can be seen on the surface are a few steelplates covering the fuel outlets; but underneath is an aircraft refuelling system involving morethan 10,000 feet of pipeline and costing more than £200,000. It has been financed, jointly, bythe three companies with installations at the airport - BP Australia Ltd, The Shell Refining(Australia) Pty Ltd, and the Vacuum Oil Co. Pty Ltd - another example of the co-ordinationwhich has been so much in evidence at this Airport.

The State Authorities also have played their part - a significant part - in this project. I cannotspeak too highly of the co-operation which my Department and the Department of Workshave received from the State Department of Main Roads, the Town Planning Authority, theDepartment of Forests and Agriculture, the State Electricity Commission and the ZoologicalGardens Board. All these have been concerned at various times with aspects of the Airportdevelopment and all should take a share of the credit which is now due for the satisfactorycompletion of the project.

I am pleased that the Presidents of the two local authorities adjacent to the Airport - the SwanShire Council and the Belmont Shire Council - are with us on this dais today. Air;ports aresometimes not very good neighbours. But here, in Perth, we have tried, and we believe,succeeded, in reaching a situation where the airport will be a good neighbour with the

community, with runway directions planned and buffer areas provided to make it so; and ifoverseas experience is any guide, the airport will bring increased development and increasedprosperity to the lands adjacent to it.

Perth now has an airport of which it can be proud. It will be a fine front door to our city andState for the many thousands of athletes and visitors who will visit us for the CommonwealthGames next month. Beyond that, it will be our major link with the vast network of aviationservices that criss-cross the globe.

I now declare this terminal building and all of its complimentary airport development workofficially open and as soon as my good wife cuts the ribbon, I invite all of you to inspect theterminal building at your leisure.

Speech by Sir Hudson Fysch 13/10/1962

Mr Anderson, Mr Minister, Mr Premier, My Lord Mayor, Ladies and Gentlemen.

Having left Sydney at 5.45 am this morning and called at Melbourne, I found myself here inPerth at 9.30 am. After all day in Perth and then calling at Melbourne on the way back, Iexpect to be in Sydney just after midnight tonight.

My Minister and Qantas are hard taskmasters, but none of us can equal Senator Paltridge'sown wonderful performance between here and Canberra. He has never spared himself and Ithink he holds the record for Australia for miles flown per annum.

These things point to the prominent place with Commercial Aviation has taken in knittingtogether Australia as a whole. No longer is the east and west isolated from the other.

I have been asked to speak on behalf of the Airlines who will use these excellent new airportfacilities to be declared open here today, and I do this with pleasure on behalf of theInternational Airlines, South African Airways, Air India, and Qantas, and the Interstate Airlines,TAA, Anset, ANA and MacRobertson Miller and for the local operators.

We congratulate you Mr Minister, the Director General of Civil Aviation and all concerned, andfeel that this new Airport building will not only assist the airlines, but will also be of greatadvantage to the City of Perth and the general public.

It is interesting to trace the development of the place value of Western Australia in relation tothe general Australian scene and as represented by the capital city of Perth.

In the old sailing days, after the long journey from Cape Town, the first sight of the land ofAustralia came to the weary wayfarers in this very locality. The Suez Canal opened and youincreased importance. You were the first.

Then with the coming of overseas air services in 1934 you were bypassed by Darwin. Youbecame almost the last city, not the first, in point of this new and important overseas contact,and in those days, this particularly applied to air mail. The great ocean stretches of the IndianOcean were too far for our short range aircraft.

Then, during the war, cam our non stop Catalina service from Perth to Ceylon which brokethe Japanese air blockade - this gave you the first glimmer of what could be done, till todaywith International Air Services a common place operating through the city, you are back againas the first port of call in Australia for points West and North West.

I should mention that in 1919 it was this State which made history in opening the first regularair service in Australia when West Australian Airways commenced their operations, and whichwas later to give you your first aerial contact with the Eastern States.

I would like to thank the Honourable the Premier and the Lord Mayor of the City of Perth fortheir help and interest in this new project. It seems undoubted that Western Australia Is on theeve of further great and exciting developments, and we in the airline business feel that we willbe taking an increasing part in assisting this advancement as development is not possibleover our great Australian distances without good communications in which each method, sea,land and air, will play its appointed part.

It is therefore very fitting that this Airport, the landfall of Perth after our long flights across theocean, should be graced by this fine new Airport Terminal building and which stands as a signof confidence by the Commonwealth Government in the future of your State.

Mr Minister, on behalf of the Airlines, I would like to say that we will do our best to help inseeing that the new Terminal is a success, and we will uphold the tradition set by suchWestern Australian air pioneers as Horry Miller, Normaan Brearley, Jimmy Woods and others.

Bibliography

The Development of Perth Airport. Paper read to the Perth Division of the Institution ofEngineers on Tuesday, 17th October, 1961 by Dr K Bradfield, Assistant Director General ofCivil Aviation.

Minutes of Evidence relating to the proposed construction of an International TerminalBuilding and proposed Civil Engineering Aerodrome Works at Perth Airport, Western Australia(PP in Airport archives).

Report relating to International Terminal Building at Perth Airport. (PP in Airport Archives.)

Report relating to Civil Engineering Works at Perth Airport.

"West Australian" June 1961 to November 1962

"Daily News" October 1951 to November 1962

"Sunday Times" 13/10/1962

Interviews:

Senator Shane PaltridgeSir Hudson FyshMr J L MarshallMr H A LeeMr V WilliamsMr R McCombMr R Pritchard