Smoke in the Wires is the e-magazine I publish on behalf of my regional British car club, the Panhandle British Car Association.
Praesent commodo cursus magna, vel scelerisque nisl consectetur et. Curabitur blandit tempus porttitor. Fusce dapibus, tellus ac cursus commodo, tortor mauris condimentum nibh, ut fermentum massa justo sit amet risus. Cras mattis consectetur purus sit amet fermentum. Cras mattis consectetur purus sit amet fermentum.
Not long ago I was speaking with the operations VP of a large firm about an upcoming opportunity. She described the reporting structure of the position and then went on to add that they had not decided if the position would be a director or a manager. Intellectually, that is an interesting proposition. Different titles for the same duties. The key here is in the different authorities.
One title asks for leadership and offers the authority (and obligation) to see and act for growth while the other aggressively acts as the gatekeeper of a defined program, division or process. In short, management has an inward focus while leadership needs to keep a more external view. In the real world, that analysis represents a gross oversimplification, but it serves as a solid starting point.
Superficially, military planning is goal driven. Realistically, goals or objectives are only part of a triad. Real success must account for constraints and restraints. Constraints are what we must do along the way. Restraints are what we cannot do—the rules of engagement. Together, objectives, constraints and restraints define the planning and execution problem. A leadership mindset sees constraints and restraints as bills to pay on the way towards the external goal. The management perspective is quite different. Constraints and restraints are the bookends defining the range of his or her authority and responsibility in meeting success. Goals are important, but the manager’s goals fall between the bookends.
Leadership and management are often lumped together as a graded category in personnel evaluations, blurring the distinctive traits and values of each. Particularly during peacetime, this results in confusing great management with great leadership potential. The inevitable result is an organization that meets every standard in day to day operations, yet fails any dynamic test due to a lack of available leadership. In this capacity, a peacetime military unit is no different than a corporate division with steady-state workloads where efficiency commands a greater value than innovation. Not so with a military unit mobilizing for combat or a corporate operations, supply chain, or sales division. The transition to a combat footing or a major production change within a business unit is heralded by the release of individuals lacking the agility to recognize that the goals no longer fall between the bookends of constraints and restraints.
The value placed on leadership is not an indictment of the managerial skill set. Realistically, all jobs above entry level require a day to day balance between leadership and management. The key is in recognizing the difference and using the right tools. Long-term success as a manager requires a more technical focus whereas the factors in overall leadership success are more esoteric. Each position requires a set of particular personality traits to succeed. Failure to match traits properly to any position inevitably ends in the candidate either failing without ever understanding the full scope of responsibility or leaving after chaffing at the restrictions. The VP of operations I spoke with was deliberating a simple duty title but understood that those words matter. A one-word label in a title or job description can make all the difference in a successful match.
While I've always had an appreciation for refinement, I've discovered that the more white-collar my job became, the more I needed to get my hands dirty to burn off the energy. Vintage Jaguar ownership checks both of those boxes. Two and a half years ago, my 1963 E-Type (also known as an XKE) had its engine expire due to internal corrosion.
Since then, what could have been limited to a straight-forward engine rebuild instead moved forward as a rebuild of every item inside the engine bay all in the name of efficiency and long-term (very long) cost savings.
Today she roars! Actually, she purrs. I have to keep the engine speed down until it's broken in. I just stare and listen, still awestruck that I did everything myself and it works anyway!
Throughout the oddyessey, I learned to electroplate nickel, refined my paint skills, rebuild transmissions and myriad other skills, all without training, but with a desire to learn. I think that's what I enjoyed the most, finding the agility required to pick up skills to get the job done to your own high standards. In the end, the only jobs I contracted out were the machine work on the engine, and the powder coating due to the massive equipment required being beyond the scope of the hobbyist.
The above really doesn't convey the hidden cost of DIY to professional standards. I had to rebuild some parts twice as a consequence of not having experience to fall back upon. Every job took longer than paying a professional to do it. Yet, every job cost less than paying a professional and I personally know the quality of the work. No shortcuts.
No shortcuts does not mean there are no errors. While I yearn to set out and find twisty roads to explore, the reality is that I have to treat the engine and every other component with great care as I ease it into service and see where the weaknesses are. I've already discovered that the exhaust contacts the body somewhere and produces a disconcerting vibration. My timing chain is noisier than I'd like. I'll tackle each one of these problems one at a time until I've racked up some local miles and have to confidence to let the car stretch it's legs like it was meant to.