JUNE 1955
A total of 1448.30 hrs flying time for the month gave Maintenance 100 Sabre aircraft processed for this period in the form of inspections, engine changes, repairs etc.
Aircraft movement in June consisted of camouflage painting at Hooton Park UK plus the following QTO's:
Sabre 23357 transferred to 439 Sqn (QTO 174 25 Jun 55)
Sabre 23302 involved in A crash.
Sabre 23360 involved in A crash.
Sabre 23321 transferred to WR QTO 129 3 Jun 55
Sabre 23357 C Crash transferred to WR QTO 119 31 may 55.
Sabre 23336 transferred to WR 2 (F) Wing QTO 88 17 May 55.
Operation Carte Blanche involved maintenance to some extent as is covered in the following extract from the official report:
MANPOWER
Only one section, Safety Equipment suffered from lack of manpower. This was due mainly to replacement personnel not available. It is considered that during the operation Maintenance personnel could have successfully "turned around" 20 aircraft, or in lieu, supported fully a flying squadron, of course this would mean in the latter case not accepting inspections from the Squadrons.
MATERIEL
The materiels used were of no greater quantity than that consumed during normal flying. Thus, it is of no advantage to list all materiels used.
TECHNICAL
One severe effect of the power cut on Blackouts was that the battery shop was inoperative. This situation would be critical under prolonged conditions. As the full Blackout test did not materialize, no further comments are available, except to assume the Blackout hangar lighting would be insufficent to permit aircraft work.
ORGANIZATION
The advance information that was passed to the flying squadrons did not effect maintenance. On the Monday morning, maintenance was informed that the squadrons had been on the "alert" Friday and Saturday. At various times throughout the operation announcements were made by sound truck, but if someone was not near the truck, or an engine was running up, nothing was heard. The same applied to the siren, which at times was inaudible, and word was passed verbally, thereby involving what could prove to be fatal time to uncovered personnel. On the occasion of bomb attack, maintenance had not beforehand received any direction on evacuation of personnel, handling or removal of injured personnel, clearing of debris, possible contaminated areas, etc. In addition, no alternative "chain of command" was set up technically, in case the higher authorities were mortally wounded. It is felt a few junior officers and WO, should have been included in the general briefings to be made aware of overall plans.
Observations
Writing from a maintenance viewpoint only, it was very evident the lack of interest in the operation. It is felt that some sort of briefing be given to ground crews to explain what is happening in the air war generally, or the part played by our wing, to stimulate sustained interest and thereby boost morale, which always results in greater work capacity. It is also suggested that group or section lectures be given by competent personnel to explain what may be expected during nuclear warfare, how it can be overcome, or what emergency measures personnel should be ready to accept.
Leave
The policy of granting no leave during the operation was considered not necessary. Although it is appreciated that during a combat operation the granting of leave would be very restricted. However, assuming that 20% of our personnel are normally on leave this could be reduced to 10% which was done at N.L. In this manner the overall planned leave program could be continued. It is considered that such leave would not affect the maintenance organization.
The following data was abstracted from the maintenance control room records covering the period of the operation 20 Jun to 27 Jun inclusive.
| Sqn | Hrs | % Serv |
|---|---|---|
| 410 | 294.45 | 80.2 |
| 439 | 219.10 | 80.6 |
| 441 | 257.20 | 74.8 |
| Totals | 771.15 | 78.5 av |
JULY 1955
1123.05 hrs were flown this month resulting in a Maintenance workload of 98 aircraft.
Aircraft 23109 was involved in a "A" crash.
Aircraft 23312 was involved in a "B" crash. QTO 229 22 Jul 55
Serviceability was maintained at a level of 62% average for the month.
The camouflage painting programme at Hooton Park, UK progressed favourably.
AUGUST 1955
A total of 1695.05 hrs were flown with a maintenance workload of 76 aircraft.
Aircraft 23312 was involved in a "B" crash.
Aircraft 23109 involved in an "A" crash was transferred QTO 266 3 Aug 55.
A special inspection of fuel cells resulted in Aircrafts 23312, 23322, 23320, 23334, and 23309 being placed in WR pending repair by MRP.
The Hooton Park, Uk camouflage painting programme continued favourably.
Serviceability was maintained at an average of 50% for the month.
SEPTEMBER 1955
A total of 1913.05 flying hours was recorded for a maintenance workload of 166 aircraft processed. The workload was increased by acceptance checks on new aircraft for the buildup from 16 to 25 aircraft/squadron.
The MRP had corrected the fuel cell trouble by the month's end with the exception of aircraft 23334 and 23326.
Serviceability was maintained at an average of 49%.
The painting programme for Sabres was completed this month.
OCTOBER 1955
This month saw a total of 1479.15 flying hours with a maintenance workload of 149 aircraft processed.
The average serviceability hit 66%. This month was a relatively routine one with nothing extraordinary occurring.
NOVEMBER 1955
FlyIng dropped off this month with a total of 1165.30 hrs. As a consequence serviceability was high at approximately 75%.
144 aircraft were processed through Maintenance.
Another routine month.