Rank reduction for airmen/ airwomen

[balloonman]

Every now and again I see a record where the airman / airwoman has been AC2 then AC1 and then LAC. He / she is then transferred to a new trade and has his / her rank reduced to A.C.2 and later back to A.C.1 but not L.A.C.? I am trying to fathom the reasoning for this or am I missing something? Behaviour does not seem to be in question at all. Thanks

[bvs]

LAC was a fairly highly qualified rank in ground trades and on remustering would not necessarily be automatically 'given'.
An Airman/Airwoman remustering to a different trade (especially tech trades) would have to take and pass exams/trade tests for AC1 and then LAC.

[paulmcmillan]

BVS thanks for this but how would this work re pay ? Surely if rank was reduced if they transferred to another trade and the pay reduced as well ? there is no incentive to move trade ? unless the pay is kept at the higher level ?

[bvs]

Hi Paul
Better prospects in new trade might be one scenario,a popular one would be for an Aircraft Hand to remuster to a full tech trade (a) for trade training/qualification and (b) for better money as an Aircraft Fitter.
Another scenario might be somebody who dropped a clanger and was involuntarily changed to a different trade where he/she might be better suited and/or less 'dangerous'

[bvs]

Sorry had to go out for a while.
The RAF trade groups at that time were numbered 1 (I) to 5 (V)
The lower the trade group number - the better the pay (as classified as higher skill)
So if you started off in Trade Group 5 and managed to remuster to Trade Group 2 (II) or 1 (I) then pay and prospects would be quite a bit higher.
(say) to a Fitter II (E) (Fitter 2 engines) - then you were potentially made for life as you were classified as a skilled tradesman which could translate to a good job in civvy street post war either on A/C or motors etc.

[paulmcmillan]

BVS Thanks Paul

[David Duxbury]

Remember that RAF technical tradesmen were reclassified (the progression from AC2 to LAC) fairly quickly once they passed their first trade exams (for "entry trade"), and normally they were reclassified to AC1 after (maybe 6 months?), and would eventually be sent back to a technical training school after completing that period satisfactorily to undertake an "upgrade" by completing the appropriate "Fitter" course. This might result in them being remustered as a Fitter and eventually they would attain LAC status by time and general performance in trade. However, to attain true "rank" (that is, to complete a Junior NCO course, which would result in a lowly "erk" being then considered competent to issue lawful orders, which must be obeyed). The difference between ordinary airmen and NCOs would soon be clear, and this type of LAC would now be promoted to acting rank of Corporal, and, subsequently Corporal, acting Sergeant, Sergeant, acting Flight Sergeant, etc. However, changing trades usually resulted in a drop back to AC2 status during the training period, before starting off up the usual steps of reclassification and promotion.

Civilian aircraft/aeroengine tradesmen (who were, unlike the RAF tradesmen, always qualified in both airframes and engines) had a much longer apprenticeship than their military counterparts, and took (about four years?) to complete their training, and on pretty low wages too, in those unenlightened times.

The differences between civilian and service tradesmen were fairly large, as the latter were generally on full-time active service, were fed, clothed and provided with free accommodation and medical/dental treatment, and did not have to pay for their tools of trade. They could also be expected to work very long hours in emergency situations, and be sent anywhere in the World at the whim of their Lordships, often at short notice. Also leave was generally short, and infrequent, although this would have varied largely on the whims of the RAF and general progress of the war.

When and if RAF aircraft/aeroengine tradesmen decided to transfer to civil aviation postwar, I think they were given some dispensations with regard to their previous experience, but were generally obliged to complete at least some civilian aviation examinations, so as to bring them into line with their civilian counterparts - for instance very, very few RAF technical tradesmen were cross-qualified in both the airframe and aeroengine trades (if they were, they would be known as Fitter Is. Fitter IIA's and Fitter IIE's were the highest trades respectively in these trades)

Conversely, qualified civilian aircraft tradesmen who volunteered for RAF service were, so far as I know, also given some dispensations for previous service, but I gather that the RAF preferred them to always complete the RAF courses anyway, as there were quite a few differences in the legal responsibilities held by the civilian tradesmen, as they were, once qualified, permitted to work alone without supervision, whereas RAF tradesmen were generally always under the fairly close supervision of their NCOs. Also the military had many differences in procedures in the technical trades that had to be understood by the civilians, for various reasons.

[bvs]

Pre war RAF Apprentices did a 3 year course - and it was full time education of technical/practical and educational subjects so I do not think it was in any way inferior to civvy apprenticeships just different - and as you say - single trade although civvy street did have different levels of licensed engineers,not all were multi trade.
But that is probably fairly irrelevant on this thread anyway as I assume the OP was asking about wartime training/advancement,even a wartime mechanic with (say) 3 or 4 years practical experience on engines or airframe would have a good chance of a post war job in either aircraft or motor maintenance - one did not need to be licensed to work on civvy aircraft,the licensed engineers could (and still do ) inspect and sign off any work carried out by unlicenced mechanics.