Herbert Padwick
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From
Manitoba, Herbert Padwick joined the Royal Canadian Air Force
(RCAF) prior to the onset of World War II. Shortly after the War broke out,
he was posted overseas to England and, less than one year
later, was transferred back to Canada. Accompanied by a fox
terrier (a squadron mascot overseas),
Padwick boarded a ship for home.
Upon arrival, he was
posted to Dauphin, Manitoba, where he created and instituted
what he called the Central Maintenance System. It was a system
that dramatically improved efficiency in station
maintenance. Padwick was posted to Dafoe, Saskatchewan, Vulcan, Lethbridge
and finally Greenwood, Nova Scotia. In reorganizing maintenance
on bases across the country, Padwick earned the rank of Wing
Commander. The following is an excerpt about the development
of the Central Maintenance System and Herbert Padwick's
recollections of his time in Alberta.
I reported to Royal Canadian Air Force (RCAF) headquarters in Ottawa, and they advised
me that I was to be posted there. I pointed out that I believed I could be more useful at one of the training stations and
requested a posting near Winnipeg. I was sent to Dauphin,
Manitoba as Chief Engineering Officer. This was a brand
new station, with work still going on to complete it. As
Chief Engineering Officer, I was in charge of the maintenance
and mechanical condition of all aircraft on the station.
In addition, I was also responsible for the 600 maintenance
personnel attached to my command... Serviceability of the aircraft was poor and the flight
commanders were complaining regularly about the shortage
of aircraft. This was a very demanding time for me. Not
having any experienced technical help, and with my adjutant
being away for most of the time, I had to cope with many
personnel problems as well as all of the technical matters.
At this time aircraft were allotted to the various flight
commanders and they were responsible for repairs carried out in their individual hangars. Most of the
flight commanders considered or believed that it was their right
to have control of everything, instead of referring these
matters to others who were supposed to be responsible. To
compound this problem, I found out that it was a common
practice for many instructors, especially those who were
members of the permanent force, to develop a sentimental
attachment to their aircraft, and considered them to be their
personal possession, which no one else could fly. The result
was total chaos.
This is where I developed what I called the Central
Maintenance System. By central maintenance, I removed all aircraft from the
control of the flight commanders. All unserviceable
aircraft were in the main repair hangar, where all of the
skilled repair personnel were stationed. Previously, pilots
could create problems with service personnel and confusion
by interfering, or countermanding orders, resulting in poor
availability of machines. The flight commanders could no
longer interfere or have any say in the maintenance or repair
of aircraft and were able to devote their full-time to the
training of pupils. All of the log books were kept in the
maintenance hangar. There was a lot of resistance against
this plan and as I was the most junior officer on the station
at that time, I had a tough time convincing them that this
was going to be better than what they had. It certainly couldn't
be any worse.
Serviceability jumped up immediately and before long we
were able to have spare aircraft allotted as stand by for
use if necessary. You can see that I had my hands full.
I worked 16 to 18 hours every day and only visited the
officers'
mess for the odd special occasion.
This
was a new station and, consequently, we were involved in having an
opening ceremony. Just before the planned ceremonies,
however, I collapsed
at home at about midnight. My wife Isobel had to call
the station for help. I was away for almost two weeks, diagnosed
with complete exhaustion and, consequently, missed all of the
celebrations...
While I was getting ready to be posted to flying training
school, we received a directive advising that Engineering
Officers could not apply and that I was to remain in my
capacity as Chief Technical Officer. As I enjoyed my work, I was happy to stay in my
profession and felt I could make as good or better contribution
to the war effort in that capacity.
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