General News
15 November, 2025
RAAF and RAF aircraft preparation
At the outset of World War II the air force’s key attributes were flexibility and mobility due to the effectiveness of its ground crews’ training regime.
Large numbers of ground trade professionals were extremely capable and highly qualified in all aspects of aviation preparation and maintenance.
After a considerable training period, these extremely capable technicians had the energy and determination to make their mark in their chosen field.
Impending conflict resulted in many more people being asked to train for this significant role, and although the training program had to be modified to accommodate this increase in numbers, the effectiveness of this established system continued to produce well-trained ground crews.
There was a period of standard initial training where they were introduced to life in the forces.
This consisted of drill, physical training, firearms training and a host of other disciplines, as countries were now operating under wartime conditions.
Once recruits progressed on to their individual specialist training program (such as flight mechanic) they began by learning how to use the many hand-tools and measuring instruments they would come into contact with during their service career.
Once this relatively gentle introduction had been negotiated, it was on to the serious business of practical instruction and technical studies.
For propulsion engineers (fitters) this usually required them to totally strip down an aero engine into its component parts before it was rebuilt and tested.
At the end of the course, which took several months to complete, there were final written examinations, followed by an oral test – these were designed to be extremely demanding as the recruits had benefitted from some of the finest tuition available anywhere in the world.
The most proficient students were awarded the rank of leading aircraftman 1st class (LAC).
The term fitter related to technicians who were responsible for engines and a multitude of other mechanical parts, while riggers were charged with looking after airframe and related components, including the important task of fuelling the aircraft.
Armourers were responsible for bringing live weapons to the aircraft, loading bombs and guns, and ensuring the smooth operation of all aspects of the aircraft’s armament.
Non-flying air force ground staff were given the slang name “erks”.
This was short for aircraftman.
They were those with a basic rank or beginners.
Each RAF and RAAF squadron required a large number of ground staff to ensure the effective operation of the unit, and the role they played cannot be underestimated.
The senior administrative officer who held this all together was the squadron adjutant, who was often a veteran of the Great War but in almost all cases was a highly respected and extremely organised officer who had a vital role to fulfil.
Under his immediate command were the multitude of trades and professions that were essential for the squadron to operate effectively.
These included the supplies, intelligence, catering, medical, signals, armaments and engineering officers, plus the people under their direct command.
Also, members from the squadrons’ flight personnel would also act as liaison officers and covered such important positions as gunnery, bombing, navigation and signals – they would act as the direct links between flight and ground operations.
Life as an RAF or RAAF aircraftman during WWII was one of pressure, long hours and hardship, as the operational effectiveness of the entire squadron and their ability to fight was squarely on their shoulders.
It is true to say that if you were posted to one of the many RAF maintenance units across the country you could expect to work more regular hours, but if you were assigned to an operational squadron things could be very different, and it is difficult to imagine how they managed to retain morale and general well-being.
For ground crews assigned to bomber squadrons on night operations, the working day would start early in the morning with the daily inspection.
The crew that had flown the aircraft on the last operation would come down to the bomber and discuss with the ground crew any issues they had experienced with the aircraft, equipment or engines during the mission.
Anything highlighted as a problem was noted on a Form 700, which was colloquially referred to as a “snag sheet” but was a significant document on an RAF airfield.
As long as a Form 700 was in the hands of the ground crew, that particular aircraft belonged to them and it was unavailable for operations – no-one on the airfield could order an erk to sign off the aircraft until he was happy that everything on the snag sheet had been rectified and checked.
Once all the work had been completed and the captain of the aircraft was happy, he would be asked to sign the form and responsibility for the aircraft would pass back to him.
The daily aircraft inspections included a check of all engine controls and the power plants themselves (a Lancaster, Halifax or Stirling required four engines to be checked) and checks of all hydraulic and pneumatic systems and the multitude of electrical systems on the aircraft.
Tyres and brakes also needed to be checked, as did aircraft safety systems and fire extinguishers.
If the aircraft had suffered any structural damage during the mission, riggers would be patching up the affected areas, which could require the station metalworkers to produce replacement panels, which would then need to be fitted, riveted and painted before the aircraft was available for operations.
As this was going on, fitters would be ground-running the engines and checking the units for tell-tale signs of ‘mag drop’ fuel or oil leaks and rectifying anything they found.
When you consider the complexity of a large aero engine and how all its moving parts would have to be checked, greased and lubricated, it is hard to see how all this work could have been achieved in a single day.
Only after all this had been done was the aircraft signed off and released for operations, even though in many cases a test flight was needed and further work required once it returned.
Even then, the aircraft would have to be prepared for the next mission a number of other aircraft would have been due for major inspections and more invasive maintenance.
Once an aircraft was signed off, it had to be prepared for the next operation and required an intense period of activity from a large number of people.
The fuel tanks had to be filled with enough aviation fuel for the particular mission that was being flown.
This required some rather complex mathematical calculations to be done, with absolutely no margin for error.
Each aircraft had a safe operating weight which had to be strictly adhered to and which included the weight of the aircraft itself, the crew, the bomb load, ammunition and fuel.
Depending on the distance to the latest target to be attacked, the volume of fuel and bombs the aircraft could carry had to be closely monitored to ensure the all-up weight of the aircraft was not exceeded and the crew had enough fuel to cover almost any eventuality.
If fuel loads were calculated incorrectly, the bomber may not have enough range to get back home.
While the fitters were preparing the aircraft for flight, armourers collected their bombs from the nearby bomb dump and assembled them before transporting them to the dispersal pan.
The bombs needed to have stabiliser fins attached to them before the fuses and detonators could be installed and the safety wires attached.
The prepared bombs were then transported to the aircraft and expertly winched in to position and made active.
Other armourers worked on the defensive guns of the bomber, including cleaning, oiling and checking for the free operation of all guns.
It was also important to check the ammunition tracks for damage as even the slightest kink or dent in the track could result in the gun being starved of ammunition and failing to fire – this could prove disastrous for the crew.
Ammunition belts would arrive at the aircraft pre-assembled from the supply area but invariably the committed and professional armourers would run the belts through a positioning machine one last time to further reduce the risk of jamming.
The final but no less important jobs included the thorough cleaning of all cockpit and gun position Perspex panels and topping up the pilot’s windscreen anti-icing fluid reservoirs and checking the pumps.
All lights were checked and replaced, if necessary, by which time the crew were probably taking their positions in the aircraft.
Usually there would be any number of unforeseen, last-minute issues that would require immediate attention before the ground crew chief supervised the engine start-up procedure.
The very last job was to remove the wheel chocks and wish the crew good luck.
With thanks: Sally Bertram, RSL Military History Library. Contact Sally at sj.bertram@hotmail.com or call 0409 351 940.