"Ensuring Army Aircraft are Safe and Ready"

Author: Celia Cassingham, Museum Archivist

Part 1 of the Army Aviation trades series started off by taking a look at what our Archives holds concerning the history of and training in the air trades in general.

Part 2: Aircraft Technician

Part 2 looks at the trade of the Aircraft Technician. First known as Aircraft Mechanic, it later became Aircraft Technician, Airframes and Engines (A&E) and currently Aircraft Technician (Mechanical Systems). Just to take you back a little, a quick reminder of where it all started, with the following quote from DME's Liaison Letter No 41 of February 1958, which sets out the responsibilities of REME tradesmen and their training at the beginning of it all:

“Aircraft Mechanic Class II – responsible for the first and second line servicing of the aircraft airframe and engine. N.B. Aircraft mechanics may, after training and experience in a squadron workshop or flight workshop, carry out first line inspection of aircraft wireless equipment. Artisan training comes under two headings: whether to produce aircraft mechanics (which will be a new trade) or to give specialist training in aircraft work to men who will retain their existing REME trade. The latter will be noted as having the specialist qualification of ability to work on aircraft. A number of these artisans are already under training and more will be called forward for training later in 1959.”

Training supervisors carefully selected Vehicle Artificers for conversion training at RAF Station Kirkham, Lancashire. This meant that there was one trade of Aircraft Mechanic responsible for 1st line servicing of comparatively simple aircraft, with Armament Artificers (Aircraft) supervising.

Specialist training in aircraft work made provision for the following trades, all "trained aircraft":

• Telecommunications Mechanic: first and second-line servicing of unit wireless communications equipment, both ground and aircraft, and aircraft instruments, electrical circuits and accessories.
• Welder REME: normal workshop duties; when qualified carries out minor repairs to welded aircraft structures.
• Carpenters and Joiners: normal workshop duties; qualified to undertake minor repairs to wooden aircraft structures and propellers.
• Coachpainter: normal workshop duties; trained to carry out minor repairs to aircraft fabric surfaces including re-doping and finishing.

The Liaison Letter also records the plans for the field force establishments to include Light Aircraft Squadron (Sqn) Workshops REME, Light Aircraft Flight Workshops REME and Independent Light Aircraft Flight Workshops REME. These workshops were to be administered by their parent units. At the time REME were committed to carry out first (Flight Workshops) and second line servicing (Squadron Workshops) to fixed-wing aircraft not exceeding 4,000 lbs all-up weight. Third and fourth line servicing and all repairs to aircraft and helicopters exceeding 4,000 lbs all-up weight were to be carried out by the RAF. During the period that the RAF remained technically responsible for aircraft, REME aircraft tradesmen could only replace RAF tradesmen by local agreement with the Commanding Engineer Officer RAF.

By 1959 the trade had developed into that of Aircraft Mechanic with Artificer (Aircraft). By 1963 the trades had been increased to three: Technician Aircraft (A&E), Technician Aircraft (E&I) (Electronics and Instruments) and Technician Aircraft (Radio) with Artificers Aircraft (AE) and (EIR). In 1964 E&I and Radio combined to Aircraft Technician (EIR), which later became known as Avionics.

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An example of the types of unit histories in the form of a photograph album that are held in the archives, is that of 656 Light Aircraft Squadron Workshop REME, Malaya (now Malaysia), 1961-1963. This history clearly demonstrates the early aircraft technician trade and includes images from the workshop locations at RAF Kuala Lumpur; Noble Field, Kuala Lumpur and Kluang. Aircraft in use at the time were the fixed-wing Auster AOP Mk9 and DHC-2 Beaver AL1.

Aerial view of the location of the workshop, Kluang, August 1962. A:1986.0888.

The Main Hangar showing work on the DHC-2 Beaver AL1, last known location Las Vegas, Nevada. A:1986.0888.

Fabric doping shop. A:1986.0888.

Offices and bays for technical work, Noble Field, Kuala Lumpur. A:1986.0888.

Sparking plug bay. A:1986.0888.

Battery Charging Bay. A:1986.0888.

Aircraft Technicians (A&E) working on a Pratt & Witney Wasp junior engine from a DHC Beaver. A:1986.0888.

Find out more on the 656 Squadron Association Website, which includes references to REME.

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By 1985 the trades had settled into those of Technician Aircraft and Technician Avionics, with Artificers Aircraft and Avionics. The EIR trade was renamed Avionics Technician in 1972. Our extensive collection of material donated by units, largely in the form of photographic items (collections of prints, photograph albums and scrapbooks) provide a wealth of information about the history of the air trades, from group and course photographs, to training, exercises and operational activities, some examples of which follow below:

No 28A Artificer Course (A&E) with the Officer-in-Command (OIC) Artificer Training, 1971. A:1975.1361.337.

53 Artificer Aircraft Course, November 1982 – February 1983. From Artificers Course Photographs at SEME Bordon, 1981-1984. E06.0539.28.

Members of 25 Flight Army Air Corps LAD, Belize, July 1990. E:07.0667.01.

OLAE (Officers Long Aircraft Engineering Course) Roleplay Exercise, Aircraft Training Wing, School of Aeronautic Engineering, Middle Wallop. E:06.0687.087.

Members of 71 Aircraft Workshop repairing a Lynx helicopter on operations. E:07.0203.

3 Regiment Army Air Corps (AAC) Light Aid Detachment (LAD), Germany. E:07.0655.04.

The photo above shows a general view of 653 Sqn with 663 Sqn in the background. 653 is in temporary accommodation affectionately known as ‘Mud Base Alpha’ – note the two Marsden hangers and portacabin offices. Three Lynx and two Scout are ranged on dispersal, two of the Lynx are being attended to by the LAD.

70 Aircraft Workshop provided an Air Mobile Group to support 3 Commando Air Brigade Squadron Royal Marines on Winter Deployment, 1991, Norway. Images from the unit album show the maintenance of a Lynx helicopter and a gear box change which was carried out in field conditions at temperatures down to -20°C.

Maintenance of Lynx helicopter, Air Mobile Group 3 Commando Air Brigade Sqn. E:06.0682.099; 101.

Gear box change, Air Mobile Group 3 Commando Air Brigade Sqn. E:06.0682.099; 101.

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Personal Recollections: Jeff Baker

Jeff Baker, ex-REME Aircraft Tech (A&E), has very kindly agreed to describe his unique experiences, which demonstrate a role and career of an aircraft technician from a different angle.

As an Aircraft Tech A&E in the 1970s, I had the most interesting and satisfying job in my army career. I was detached to the RAF and after training at CSDE (Central Servicing Development Establishment) RAF Swanton Morley, I joined the RAF Strike Command NDT (Non-Destructive Testing) team at RAF Wittering which was to be my home for nearly three and a half years. Being the only Army SNCO (Senior Non-Commissioned Officer) on the camp, the Station Warrant Officer (RSM) refused to have me order his lads about. Three and a half years without a guard commander or orderly Sgt duty - bliss. The whole attitude within the RAF station was far more relaxed than what I had gotten used to on the army camps.

I joined a small team consisting of an RAF Chief Tech (Staff Sergeant), two RAF Sergeants and me. We were responsible for all the NDT of aircraft based at RAF Wittering, Cottesmore and Wyton, all NDT for any detached aircraft and some accident investigation support work. I even got to work on Spitfires.

The techniques we were trained in and used were numerous. The methods of NDT we used were Gamma Radiography, X-Radiograpy, Ultrasonics, Eddy Current, Magnetics, Conductivity and various forms of Dye Penetrant. It was a novel situation for an Army Air Tech to be working on aircraft you could walk through, clamber over and walk out on their wings. During my time on the team I signed off NDT tasks on Harriers, Canberras, Devons, Nimrods, Buccaneers, Spitfires, Siouxs and Chipmunks. This included, while being the only NDT qualified person in an operational theatre.

Telling an RAF Sqn Leader that one of his 3 Harriers was grounded (to change the engine – a major job in the field), you can imagine how well that went down. I was an Army Sgt with a strange powder blue beret and khaki uniform. Had to be done and the engine manufacturer wrote to me and confirmed the defect existed about two months later. First in-service defect of its kind, found with the technique I was using. At the time this was happening, I believe I was the only NDT trained person in the entire British army. As I said, a really satisfying posting.

Back in my day, the Army Air Corps was not the all-encompassing body it is today. This should not be forgotten. I served for 12 years and never at any time was I under the control of the AAC. Some A&E or Avionics Techs would have also served on independent squadrons. These were under the direct control of the Commanding Officer (CO) in charge of the Regiment they were attached to, or even the United Nations (UN) directly. In my case the Air Sqn was attached to the Royal Scots Dragoon Guards, then the 14/20th Kings Hussars and finally 1st Royal Tank Regiment. These squadrons did not have numbers. I think we had one AAC pilot. All ground crew were parent regiment or REME.

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In addition to the sources in the archives, the author also made use of Malcom Heppolette’s article: History of REME Trade Changes since its Formation in 1942, REME Journal, 2011 and the excellent sections relevant to the history of REME Aviation in our REME history volumes, Craftsmen of the Army. Last but not least, my grateful thank to Jeff Baker for his constructive comments, input and advice.

Published in The Craftsman, May 2025.