THE GHOSTS OF SOUTHERN ALBERTA
I'm am Eastern boy. Of that there's no doubt. Liberal, urban, soft—a bit of a pussy by Alberta standards. But when I sweep down out of Calgary on Highway 2, the farther south I get, the more I feel I belong there. Perhaps it's the blue dome of the sky and the startling vistas, the heartless winter winds, the direct, no-nonsense men, the uber-competent women or maybe it's the fading ghosts that surround me from a time long past when men from the east and west came together here to prepare for war.
I've driven out of Nanton a number of times with pilot Todd Lemieux, headed east of Highway 533 towards Vulcan, Alberta to go flying or exploring. About 20 kilometers along 533, the highway takes a hard left north and becomes Alberta Highway 804. Right after that turn, you come to Regional Road 163 which runs due east again and arrow straight for another 12 Kilometers over a flat skillet landscape. After five minutes, the land to the south of the road begins to rise imperceptibly. One moment there is nothing but a rise in the floor of the west and the next there is a glimpse of history. Out on the horizon line that separates the vastness of the Alberta sky from the vastness of the Alberta prairie something appears out of nowhere in the heat shimmer—a series of long, low structures, silhouetted darkly against the morning sun in the east—like the long and short dashes of a morse code calling out from time, calling men together, calling men to sacrifice.
These are the six remaining hangars of No. 19 Service Flying Training School at Vulcan, Alberta, a Second World War training airfield of the British Commonwealth Air Training Plan. It's difficult to grasp their scale as you roll toward them, but if you turn south onto Range Road 253, their presence grows and spreads and you get the sense that something important happened here long ago. If you pull your car to the shoulder of 253 and get out, you can cock your ear towards the closest hangar a hundred yards away. The sounds of the prairie—the shrill chatter of a merlin on the hangar's parapet, the rustle of grass and the ting of the fence wire, the distant, low-gear protest of a farm truck—are all carried on the wind. And far beneath that—down 75 years deep where only a believer can hear it, the aural memory of a time long past. It's the faintest remnant of the clamour of falling wrenches, hammers and compressed air, the cough of radials, the chirp of tyres on tarmac, a distant gramophone scratching, the shouts of young men, the notes of a long-vanished station band—the Ghosts of Southern Alberta.
Background
The Second World War was a time of powerful stresses on nations, on ethnicities, on families, and on economies around the globe. Hundreds of thousands of families, in every corner of the world, would offer up, with grim reluctance, their sons and even daughters and lay them down on the altar of liberty. The best of this young generation was to be given the task and the training to push back a darkness that was devouring freedom, territory and lives. They were about to save the world.
From 1939 to 1944, as part of this global sacrifice, there was a great gathering that brought together young men from around the world. It was a coming together of avenging angels—men who would take the fight against this darkness to the air in proportions not even dreamed of just a few years before, in machines of great power and lethality. Though the souls for the task at hand were drawn from disparate places like New Zealand, Jamaica, Scotland, Norway, and Australia, the trysting place would be the small towns and rural hamlets of Canada, as well as larger urban centres such as Moncton, Toronto, Fort William, Winnipeg, Calgary, and Vancouver, to name just a few..
Men boarded great grey ships at Sydney's Circular Quay or perhaps the docks of Great Britain, rode trains from Toronto's Union Station, or walked across the border from the United States and resolutely made their way through initial training schools to the vast, sky-dominated and peaceful prairie landscape. As part of the British Commonwealth Air Training Plan (BCATP), Canada would put into motion a logistical and engineering project of such monumental proportions for the country of only 11 million citizens, that it dwarfed the building of the Canadian Pacific Railway, the ribbon of steel that united our country before confederation—something Canadians consider the gold standard in federal infrastructure projects. Inside of two years, Canadians scouted, surveyed, and built more than 150 airfields, established almost 100 training schools for pilots and aircrew, built the syllabi and training equipment and the thousands of aircraft needed. The cost exceeded 2.25 billion in 1939 dollars (approximately 36 billion dollars today), and Canada paid for 75% of it.
During this build-up time, recruitment began in earnest and in all corners of the country and the Commonwealth—a cattle farmer's son from Victoria, Australia, a bookkeeper from Oshawa, Ontario, a missionary's son from Philadelphia, a gas jockey from Sherbrooke, Québec, an apprentice butcher from Aberdeen, Scotland, a law student from Montréal, Québec. The system sorted them out by skills or needs, assigned them to schools across the country, and fed them into the maw of the BCATP.
Canadian BCATP bases were spread from coast to coast, but primarily they took place in the Canadian provinces of Alberta, Saskatchewan, Manitoba, and Ontario. To make room for flying operations, and to keep the skies relatively uncrowded, these airfields and schools were dispersed far and wide, with most of them located within five to 20 kilometres from a small rural town. This was done to maintain proximity to a source of support workers, materiel, and food, as well as give marooned students some sort of night life. For many of these bases, one, two, or even three relief landing fields were created to relieve congestion at the main field as scores of aircraft shot touch-and-goes and did circuits. In themselves, these were often complete airports with buildings and paved runways and staff.
If you grew up in a small town like Claresholm, Alberta, in the 1930s, life was nothing short of predictable. Work was never-ending, winters were hard, oh so hard, church was obligatory, marital prospects were limited, and one's view of the world at large was what you could glean from newspapers. The great tectonic shifts in world politics, militarism and technology were things that happened over the horizon—far, far over the horizon. But in 1940, the world at large, with its fears, stresses, strange accents and brave young men, came marching over that horizon and encamped just outside of the town limits of many a small town in Canada.
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Suddenly there were year-round jobs for men and women. There was local business growth where there had been nothing for decades, save a shrinking economy shattered by the Great Depression. Everyone was benefiting from these new aviation schools—from bakers and builders to teamsters and casket makers. Every room in town that could be rented was filled with military and civilian instructors. Overnight, there were hundreds of virile, exuberant, polite, and lonely young men walking around town. Local society was transformed in a prairie heartbeat. There were dances, socials, fundraisers, love affairs, and barroom fights. The impacts on these small towns were huge and, for some like Moose Jaw, Saskatchewan, they would be permanent. In some towns, the BCATP blew through town like a summer prairie storm, straining the fabric of the community for just a couple of years and then it was gone, or at least the flow of young men who brought it to life had dried up overnight and the bases were closed. Some large bases, populated by more than a thousand students and staff, were opened and shut down in just two years. The local economy went from zero to a hundred miles an hour and back down to zero just as quickly.
The network of BCATP schools was established in breathtaking speed; some airfields were operational within a year. The last came online in 1942. Despite the stupendous cost and effort to create these schools and despite the success of the project and massive output of qualified and motivated young aviators, war planners could read the writing on the wall. The darkness was receding, the fascists were weakening and reeling backwards. Soon, the bloodletting would stop. It was time to cut the flow of blood off at the source—the British Commonwealth Air Training Plan. By late 1944 and early 1945, a few of these brand-new schools were shut down and the bases closed.
Some, like Moose Jaw, Saskatchewan, Portage La Prairie, Manitoba, and Bagotville, Quebec, remain as RCAF bases to this day. Others, like Claresholm and Penhold, Alberta, would be reactivated for military training service after a short closure and then fade away once again. Some saw a short-term second life as storage, maintenance, and disposal facilities for the thousands of training and combat aircraft that had been needed for the war effort, but were now surplus to requirements. The lucky ones, located near larger communities such as Prince Albert, Saskatchewan, or Arnprior, Ontario, were, in time, handed over to the communities that birthed them, to become the local airport and the seed for industrial development. Many still function today.
Almost all the relief landing fields and many of the more remote bases have declined, deteriorated, or simply vanished, consumed by the landscape that once fostered them. All that remains of many are crumbled runways, hangar floor slabs, abandoned gunnery backstops (gun butts) and, in some cases, just a faint wisp of memory, a discolouration upon the land. Only one base, No. 31 Bombing and Gunnery School (B&GS), at Picton, Ontario, exists intact to this day—a time capsule from a period most Canadians have forgotten.
Years ago, while flying across the Prairies with the late Bruce Evans in his T-28 Trojan, we spotted one single BCATP base off to the south of our track, its broken runways catching the light enough to distinguish it from the surrounding farmland. There was but one structure where once there had been a small town. It was a ghost, caught in the open sunlight, a single footprint from a massive military beast, left upon the prairie. It got me to thinking: “What is still visible of this enterprise today?”
Using Google Maps-Satellite as a camera, I searched the Prairies for the remains of the greatest engineering accomplishment in Canadian history. Scrolling across the countryside in “my satellite,” many of the familiar triangular airfields, invisible from a passing car, were clearly visible. Others had left only the faintest of spoor, while others had vanished into the prairie grass. Using the Canadian province of Alberta as my boundary, I tracked down via satellite all that is still visible from above today. Then, two Alberta pilots—Todd Lemieux and Lori Fitzgerald—surveyed the sites of many of the old airfields in Todd's Citabria to give me the most up-to-date images of these old aviation fossils. Seventy years from now, much of what you will see in the following images will cease to exist. Here now, compiled for your edification, are all the bases of the BCATP that were located in Alberta—what they look like today, a few thoughts about their past, a few images from the war or their later life, a wave goodbye.
No. 15 Service Flying Training School, No. 3 Flying Training School
Claresholm, Alberta
No. 15 SFTS at Claresholm was opened on June 9, 1941 with much fanfare and local dignitaries in attendance. The school was a multi-engine service flying training school, training pilots who largely populated the squadrons of Bomber, Transport and Coastal Command. A story in the Lethbridge Herald newspaper of the day tells the story of its beginnings:
UNIFORMED MEMBERS OF AIR FORCE MINGLE WITH EARLY PIONEERS
CLARESHOLM, Aug. 14—The thriving little community of Claresholm in the centre of one of the finest wheat producing areas in Canada, has come a long way since the first citizen to settle in the district, the late Col. W. A. Lynden drove overland from Utah in 1881, and the first of the steel [railway – Ed] reached here in 1896. Today when you walk down her streets, you will see the big cattle rancher, the world-famous cowboys, the many fine wheat farmers; and mingling with these will be the blue grey of the Royal Canadian Air Force. For situated two and a half miles west of town is No. 15 Service Flying Training School where over 600 men are stationed.
The facilities at Claresholm included two relief landing fields—one at Woodhouse to the south and one at Pulteney, Alberta, to the north—both situated along Alberta Highway 2, the main north-south route in Southern Alberta. Both communities were no more than a couple of houses on the main road, yet they gave their names to history. Not much of these two fields remains today, but Claresholm has six of the original seven hangars still in use as well as several ancillary buildings.
No. 15 SFTS was a service flying training school, providing advanced flying instruction on the Avro Anson and Cessna Crane for pilots selected for multi-engine flying. The bulk of these young men went on to pilot Vickers Wellingtons, Handley Page Halifaxes, Avro Lancasters, Douglas Dakotas and the like, but some went to de Havilland Mosquitos, Bristol Beaufighters, and even Short Sunderlands. The first course at No. 15 included 40 Canadian members of the RCAF, but as training developed, the make-up of these courses would change to include Australians, New Zealanders, Britons, and Americans (the flow of American trainees dried up when the USA finally entered the war at the end of 1941).
From April to September of 1942, Claresholm was home to No. 2 Flight Instructor School, but this unit soon moved to the brand-new base at Vulcan, Alberta, some 50 kilometres to the northeast. No. 15 stayed in steady operation until the end of the war in Europe, closing on May 30, 1945. Some 1,800 pilots had their wings pinned on them on the ramp at Claresholm during that time.
Throughout the rest of the 1940s and into the 50s, the base remained commissioned but dormant with only a skeleton staff. Though Claresholm would soon become an active base, the relief fields at Woodhouse and Pulteney were abandoned. Little remains of them today. In 1951, the base was reopened to provide training for pilots as part of the NATO Aircrew Training Plan. The unit based at Claresholm for this purpose was No. 3 Flying Training School and its students came from all over the NATO alliance. The base expanded to accommodate the new peacetime program, including Private Married Quarters (PMQs) for staff families—140 housing units in all—a grocery store, an eight-classroom school, and two chapels. Claresholm was now a large and busy place with a permanent staff of 1,100 military and civilian employees.
The base at Claresholm closed down in the summer of 1958 and No. 3 FTS left for Gimli, Manitoba, to continue operations. Not much happened at Claresholm for the next few decades, except for some auto racing on the runways, something that many abandoned bases were used for across Canada in the 1960s and 70s. Today, Claresholm airfield is one of the lucky ones—now a municipal industrial park and airport, with six of the seven hangars still standing.
Although the closing of the flying school was a major loss to Claresholm, the air force hangars were subsequently converted to industrial uses and have, over the years, provided diversified job opportunities for the industrious workers from Claresholm and area.
No. 36 Elementary Flying Training School, No. 3 Air Observer School
No. 2 Flight Instructors School
Pearce, Alberta
One of the more isolated aerodromes in Southern Alberta was built just north of the tiny and now non-existent hamlet of Pearce in a mile-wide bend in the Oldman River. If you put a boat in the river here in 1942, you could follow it to where it joins the Bow River and then the South Saskatchewan River, taking it all the way to Hudson Bay. The BCATP surveyed the flat plateau in the crook of the bend and began construction of a flying training base in 1941, which was to be operated by the Royal Air Force and which was populated with flying students from Great Britain.
The base was opened by the RAF on 30 March 1942 as No. 36 Elementary Flying Training School with initial instruction on the Tiger Moth followed briefly the highly capable but totally unsuitable Stearman Kadet Mk.I. The stout (compared to the Finch and Tiger Moth) initial trainer arrived at RAF-run air bases in the summer of 1942 and stayed in service with 36 EFTS until the school was closed mid-August of the same year—just four and a half months after it opened. The Stearman Kadet was considered an outstanding trainer... until the temperatures dropped with the approach of winter. It was not equipped with a coupe-top canopy or any form of cockpit heat and, as a result, was brutally cold in late fall and winter operations—so much so that pilots were issued leather face masks to prevent frostbite. Luckily, the students at Pearce were gone before they had to face the Stearman Kadet's fatal flaw. By early 1943, all 300 Stearman Kadet trainers had been returned to the USA.
No. 3 Air Observer School (AOS), based at Regina, Saskatchewan, opened a detachment at the aerodrome on 12 September 1942. The AOS operated Avro Anson twin-engine navigation trainers and an eight-week course at the Pearce aerodrome until 6 June 1943, when both the Pearce and Regina detachments of No. 3 closed for good.
No. 2 Flying Instructors School, which had previously been housed at Vulcan, Alberta, relocated to Pearce on 3 May 1943. The school took newly winged pilots from other Service Flying Training Schools across the land and taught them to be flight instructors. Needless to say, most of these men, who were keen to join the fight in Europe and North Africa, were disappointed in their selection for instructor training. Pearce's longest-running resident training school provided instruction on the wide variety of aircraft then operated by flying schools across the BCATP—Fleet Finches, Fleet Fawns, de Havilland Tiger Moths, Fairchild Cornells, and Harvards for single engine courses and Cessna Cranes, Avro Ansons and Airspeed Oxfords for multi-engine courses. The school closed on 20 January 1945.
Although the airfield was abandoned operationally, the facility continued to be used as a storage depot and scrap yard. On 8 September 1945, 83 four-engined Lancasters, originally intended for use against the Japanese landed at Pearce (now called Pearce depot). Here they would be put in storage, pending a decision about their fate, along with other aircraft of the BCATP. All of the Lancasters were kept flyable by a skeleton maintenance crew. Some were returned to service as maritime patrol aircraft, some were scavenged for parts, but most were sold for scrap.
The depot closed down for good in 1960. Today, the site is home to a large dairy farm.
No. 7 Service Flying Training School
Fort Macleod, Alberta
No. 7 Service Flying Training School (SFTS) at Fort Macleod began operations in December of 1940, with Alberta's long-serving Lieutenant Governor John Campbell Bowen in attendance. The school taught advanced flying to wings standard for pilots in the multi-engine stream—headed for Bomber, Coastal and Transport Commands of the RAF. The only aircraft employed at Fort Macleod was the Avro Anson. Administrative and operational control was the responsibility of the Royal Canadian Air Force (RCAF). No. 7 SFTS closed 17 November 1944 with the end of the war in sight and a declining need for bomber pilots.
After the war, the station itself remained open and hosted No. 1 Repair Equipment and Maintenance Unit (1 REMU), which was responsible for storing and repairing RCAF aircraft. Many of the RCAF's wartime Lancasters were put into storage here, pending their disposition. The station is now Fort Macleod (Alcock Farm) Airport. A few of the old station buildings used during the BCATP days can still be seen, but the bulk of the airport infield has been given over to a housing development.
A relief landing field for No. 7 SFTS was located near Granum, 15 kilometres to the north of the field. Today, Granum is unused but is one of the best-preserved examples of a paved triangular relief field in the country.
No. 5 Elementary Flying Training School
High River, Alberta
While most of the airfields were scouted, surveyed and built as part of the 1939 British Commonwealth Air Training Plan, some locations were already the sites of government-run or private airfields. High River was one of these. Wikipedia explains it history very well, so I am quoting that source here:
“The Canadian Air Board began operating the High River Air Station in January 1921 after having moved the station from Morley, Alberta, where the weather was discovered to be too erratic and dangerous for flying. In the early days, the station had an entirely civil function and was the largest in Canada with ten war-surplus aircraft that were part of the Imperial Gift provided to Canada by Britain after the First World War. In late 1922 when the Air Board and the fledgling Canadian Air Force was reorganized, operations at High River became the responsibility of the Canadian Air Force. And when the Royal Canadian Air Force was formed in 1924, the station became a Royal Canadian Air Force station: RCAF Station High River.
Most of the flying operations consisted of fire-spotting forestry patrols over the mountains and foothills to the west, which were flown by No. 2 (Operations) Squadron. The aircraft used was the DH.4. Late in 1924 Avro Vipers began to be used, and in 1928 de Havilland Cirrus 60 Moths were added. Initially, two patrols were made daily, to the Clearwater, Bow and Crowsnest Forest Reserves. One patrol flew north as far as the Clearwater River, and one south to the International Boundary. Eventually substations were built at Pincher Creek in the south and Eckville in the north to increase patrol efficiency. In 1928, a substation was constructed at Grande Prairie to enable the patrolling of the Peace River Country. Of the early Canadian air stations, High River was the most active, with 215 flights flown on forest patrols.
Other responsibilities of the station included aerial photography, parachute experimentation, aircraft testing, and aerial pesticide spraying. In the early 1920s the station became involved with experimenting with radio. Wireless equipment was developed in cooperation with the Canadian Corps of Signals to develop radio signals to be broadcast over distances greater than 300 km. The most powerful radio transmitter in North America began operating from the High River Air Station in 1922.
After jurisdiction for natural resource management was transferred to the Province of Alberta in 1930, fire towers were built and spotting aircraft were no longer necessary. Fire-spotting patrols gradually ceased. Other activities such as aircraft testing continued until the station closed on March 31, 1931. The station did, however, remain as an aircraft storage facility until the beginning of the Second World War when the station was reactivated to train pilots for wartime service.
No. 5 Elementary Flying Training School
RCAF Station High River was a major participant in British Commonwealth Air Training Plan aircrew training during the war. No. 5 Elementary Flying Training School was established at High River in 1941 using civilian instructors from the Calgary Aero Club. De Havilland Tiger Moths were the first aircraft used. They were later replaced by Fairchild Cornells. An unprepared emergency and practice landing field, also known as a relief landing field, was located on the then dry lakebed of nearby Frank Lake.
No. 31 Elementary Flying Training School
De Winton, Alberta
In the summer of 1941 when the aerodrome at De Winton was opened, the city of Calgary's edge was perhaps 20 kilometres to the north. Today, the site of De Winton is now the outskirts of a much larger city. It was named for the nearest community—the village of De Winton, some 13 kilometres to the west. It was the home to one of the BCATP's most successful elementary flying training schools—No. 31 EFTS. The aerodrome was one of several under the command of the Royal Air Force in Alberta, but the flying training carried out here was done under the auspices of the Malton Flying Training School (Toronto Flying Club), which also operated No. 1 EFTS at Malton, Ontario. The school operated two Relief Landing Fields—a grass runway field at Gladys, 11 kilometres to the southeast, and a larger one with asphalt runways at Shepard, some 20 kilometres to the northwest.
De Winton was one of the most successful flying training schools in the British Commonwealth and was awarded the Royal Air Force's “Cock O'the Walk” award as the best-run flight training school in the entire Commonwealth. With victory in sight, the RAF closed De Winton and its relief fields in September 1944. The abandoned airfield is now the privately operated but largely unused De Winton/South Calgary Airport.
Although the runways and some structures from the original EFTS remain, the airfield is no longer active for fixed-wing use. Some helicopter training, such as auto-rotation and hover practice, is still performed at the airfield, but all flights originate from other airports. The Calgary Ultra-light Flying Club used one runway for “touch & go” training for student pilots for a period, but does not currently use the airfield. For several years, the abandoned runways were used as a racetrack for sports car and motorcycle racing. Today, two of the runways are in disrepair and overgrown with grass, while the third runway is only partially maintained for use as an automotive driver training area.
The airfield now has a permanent commemorative plaque that tells the story of those brief but heady years during the war. Bruce Forsyth tells us about the recent commemoration ceremony:
“On 15 June 2016, close to 200 people gathered at the De Winton airfield to commemorate the 75th anniversary of No. 31 Elementary Flying Training School, during which a bronze plaque commemorating the school was unveiled. Guests at the ceremony included Flight Lieutenant James Andrews from the Royal Air Force; Dr. Stéphane Gouvrement, a historian and honorary colonel of 419 Tactical Fighter Training Squadron; Susan Cowan, the daughter of one of the school’s commanding officers; and Squadron Leader Rae Churchill, a former Second World War instructor at RCAF Station Bowden.”
Forsyth also tells us what happened to the relief field at Shepard:
“As for RCAF Detachment Shepard, the abandoned runways were used as a racetrack for sports car and motorcycle racing, known as the Shepard Raceways, from 1958–1970 and then the Calgary International Raceway in the mid 1970s. The former north-south runway was used as a drag race strip until it closed around 1983, when the construction of Deerfoot Trail cut across the old runway. The Alberta Motor Association then used the runway as a driver training facility. The SE-NW runway and east-west runways were torn up in the early 1970s with construction of Shepard landfill. Today, nothing remains of the Shepard Detachment. In the early 2000s, the remaining property was redeveloped into an industrial complex. A “Flying J” truck stop now occupies part of the property where the airfield used to be. Nothing remains of RCAF Detachment Gladys.”
No. 34 Service Flying Training School
Medicine Hat, Alberta
The selected site of Medicine Hat's No. 34 Service Flying Training School had been in use for a number of decades as a dirt airstrip that could trace its roots all the way back to 1912—just three years after the first powered flight in Canada! Following construction, the Royal Air Force took control of the new aerodrome and opened No. 34 SFTS in April, 1941, offering wings-standard flying training on North American Harvards, Avro Ansons, and Airspeed Oxfords. The school also had Relief Landing Fields along the Holsom County Road (hard-surfaced runways) just to the west of town and in the District of Whitla (grass runways) some 20 kilometres to the southwest. The RCAF would later take control of the school from the RAF, closing it down in November of 1944 along with its two relief landing fields.
In the short three-and-a-half years of operation, No. 34 SFTS put wings on more than 2,000 new pilots. Sadly, 50 students and instructors were killed in that short period. Nearly all of these men are buried at Medicine Hat's Hillside Cemetery, in a special site across from today's Medicine Hat Airport that is dedicated to those who were killed during the Second World War and could not be transported home. Most of the war graves lie together in Block 139, where a Cross of Sacrifice was erected in 1960. There are now nearly 20 First World War and nearly 60 Second World War War casualties commemorated in this site.
The aerodrome was handed over to the municipal government in Medicine Hat in 1947 and operates today as the Medicine Hat Municipal Airport. Only two of the original six paved runways remain in use, with runway 03/21 being lengthened to 5,000 feet to accommodate regional airline traffic.
Like many former BCATP sites, there is a monument at the airport dedicated to the men and women who served and died here during the war.
No. 5 Elementary Flying Training School, No. 8 Bombing and Gunnery School
Lethbridge, Alberta
Like High River's airfield, Lethbridge's Kenyon Field Airport was built before the war and opened on 7 June 1939. Its purpose was that of many small airports being set up across the country—to function as a link, an emergency landing field, and a refueling stop in a transcontinental system servicing newly formed Trans Canada Airlines. It was named after Air Commodore Herbert Hollick-Kenyon, a British-born aviator who, at an early age, emigrated with his family to British Columbia. He joined the Canadian army in 1914 as a trooper and then remustered to the Royal Flying Corps in 1917. In the spring of 1928 he joined Winnipeg-based Western Canada Airways and helped to pioneer the Prairie Air Mail routes.
With the establishment of the BCATP, the airfield became the site of No. 5 EFTS, which officially opened on 22 July 1940. Thanks to the pre-war establishment of the airfield, there was a civilian flying club at Lethbridge that provided instructors and aircraft maintenance. However, extreme wind in the area (known locally as the Wicked Winds of the West) made Southern Alberta one of the windiest regions in all of Canada and had an adverse effect on pilot training. The EFTS school was moved to High River in June, 1941. Later that year, the RCAF opened No. 8 Bombing and Gunnery School at the station, which used staff pilots who had the experience to deal with the high and gusty winds. Runways were lengthened and strengthened for the more powerful bombing and gunnery trainers (Avro Ansons, Bristol Bolingbrokes, Westland Lysanders and Fairey Battles) and new buildings were constructed for training, as well as barracks for instructors and trainees. In addition to the facilities at Lethbridge, the school leased 100 square miles on the Blood Indian Reserve, Canada's largest, to use for bombing and gunnery practice. Today, the Kainai First Nation considers this to be an illegal seizure of their lands, stating: “The claim settlement rights a historic wrong suffered by the Blood Tribe 74 years ago when the Government of Canada’s Department of National Defence illegally leased, used and occupied approximately 55,000 acres of Blood Reserve land for a bombing and gunnery range during World War II from the years 1941-1945.”
The illegal “leasing” of bombing ranges from First Nation reserve lands seems to have been systemic. The Globe and Mailpublished a story about the use of lands for this purpose, stating:
“Abandoned explosives from military training exercises could be scattered across more than two dozen native reserves in Canada, a newly released document says.
A Defence Department list cites 25 reserves potentially laden with discarded explosives, ranging from Second World War–era bombs to anti-tank mortars and even torpedoes....
Land in southern Alberta belonging to the Blood Tribe—Canada's largest reserve by land area—was used as a bombing practice range during the Second World War.
The range was located at the northeast part of the reserve. Blood Tribe Chief Charles Weasel Head said the farmland-ringed area is unpopulated, with a canal running through it and bordered to the north by an irrigation dam. The closest house is about three kilometres away, he said.
There is, however, a community of about 2,000 roughly nine kilometres from the range, which Chief Weasel Head said gives him some cause for concern.”
Wing Commander W. A. Jones took command of the Bombing and Gunnery School on 8 September and the school's first aircraft, Fairey Battle No. 1879, arrived on 22 September 1941. The first class of Wireless-Air Gunners arrived on 11 October. By the end of November there were 56 Battles and one Harvard on the station. Later, Lysanders, Ansons, and Bolingbrokes were operated at the school. Almost 1,600 air gunners and bomb aimers graduated from this school.
Since the Bombing and Gunnery School closed up in 1944, the base was turned over to the community and has continued to operate as the Lethbridge Airport to this day. In the mid-50s, there was hope that the RCAF would conduct primary flight training on de Havilland DGC-1 Chipmunk trainers, but that appears to have fallen through.
No. 19 Service Flying Training School, No. 2 Flight Instructor School
Vulcan, Alberta
The big flight training school at Vulcan, Alberta opened on 3 August, 1942, the last BCATP base to be completed in Alberta and likely Canada. Vulcan's two relief fields, designed to reduce congestion during circuit practice, were located 18 km southeast near the town of Championand 15 km north near the hamlet of Ensign. Ensign had paved runways and Champion was a grass airfield but only Ensign's old site offers a faint trace of this wartime activity.
Vulcan's inaugural tenant was No. 2 Flight Instructor School (2 FIS), training newly minted pilots of the BCATP to be flying instructors. The Bomber Command Museum of Canada's website recalls: “... It began operations in July 1942 but was not officially opened until October 30, 1942. At the opening ceremonies, W/C F.R. West, the commanding officer, spoke with pride of the huge effort required to build the facility, saying, "From a section and a half of prairie, which a year ago yielded some 40 bushels of grain to the acre, several crops of highly skilled flying instructors have been graduated. The initial class was made up of young men from all sections of the British Empire and the United States of America, who worked together with an excellent spirit. This performance set a pattern for succeeding classes." A grand total of 750 flying instructors on various aircraft types graduated from 2 FIS before it re-located to Pearce, Alberta on 3 May 1943.
On the day No. 2 FIS packed up at Vulcan, No.19 SFTS opened it's hangar doors as the new base tenant. No. 19 ceased operations on 29 March 1945, having sent 860 fully qualified multi-engine pilots into the Bomber and coastal Command pipelines. With no flight training being carried on at Vulcan after this date, the airfields at Ensign and Champion were shut down and abandoned. Although many BCATP training stations shut down when they were no longer needed for the war effort, the Vulcan aerodrome remained open, functioning as an aircraft storage depot and boneyard for airframes surplus to RCAF requirement. Many Second World War trainers, transports and bombers (Lancasters) were cut down for salvage at the Vulcan Depot before it closed down in the late 1950s.
After the RCAF was finished with it, the municipality operates the Vulcan Industrial Airport at the field, but was largely unsuccessful at keeping it viable. It was abandoned once again. Six of the original seven large hangars remain and all were declining until recently when Wheatland Industries of Saskatchewan invested money to repair the roofs of several of the hangars—hoping to attract aircraft owners among other things. For a time, Todd Lemieux kept his beautiful Citabria there. Mainly, they are used for storage of heavy equipment and farm machinery.
Bruce Forsyth tells us that “On 15 July 2000, a reunion of former staff and students was held at the Vulcan Airfield. A commemorative monument, built using a portion of the foundation from the guardhouse, was dedicated on the site as a tribute to the service men and women of No. 19 SFTS and No. 2 FIS... ... In September 2010, several vintage airplanes landed on the abandoned runways at the former RCAF Station Vulcan for the first time in more than 60 years as part of the Bomber Command Museum of Canada’s weekend-long Salute to the Flight Instructors... ...In 2011, the aerodrome re-opened as the Vulcan/Kirkcaldy Aerodrome, operated by Wheatland Industries. The remaining 6 hangars were restored and the years of debris were cleared from the runways and taxiways”.
Today, the airfield is used for Air Cadet glider training, skydiving and a crop-spraying business. The Canadian general aviation website 100ll.ca (named after 100 Low Lead aviation gas) sums of Vulcan this way: Asphalt and concrete surfaces weathered. Grass slippery when wet.