903 Aerial Refueling Squadron
"KCBoomer" collection
Last updated on: 18 March 2007
Posted on: 20 April 1998
903 ARS
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903 Aerial Refueling Squadron |
Image Courtesy of "KCBoomer" collection |
Crew Composite photo of a 903 AREFS crew(courtesy of Chuck
Miller);
Boom Operator was MSgt Angie Carvidi
Bio of crew:
Chuck Miller
The 903rd AREFS was the first and primary SR-71 Refueling tanker
squadron (full-Q) for many years. The above picture reflected my initial crew
assignment at Beale AFB, assigned as a SAC trained Aircraft Commander directly
onto a crew with no prior SAC copilot time. So I was with an IP where I could
"legally" fly either seat.
I was assigned to SAC and the 903rd on return from Veitnam in mid 1968, just
three years after the SR-71 entered the field, operationally. Unfortunately,
for the photo, I did not have a shot of the boom operator (MSgt Angie Carvidi),
as these photos were taken in the Kadena BOQ while TDY.
As for my bio, I graduated from the U of Illinois with a BS in Aero Engineering
in Jan '61
S pent a year in Pilot Training (Class 62G) at Moody AFB, Valdosta, GA in T-37
and T-33 draduating in the top third of my class.
When I failed to get the last remaining F-100 assignment for our class, I opted
for an assignment to Chicago O'Hare flying TC-47 Navigation Trainers for a Reserve
CRAF Navigator Detachment from '62 to '67, where I was also Flying Safety Officer,
and Maintenance Supervisor for three aircraft and 6 crews.
In 1967 I received orders to Vietnam to fly the Top Secret EC-47 Electronics
Reconnaissance (airborn radio direction finding) aircraft with a back-end "spook"
crew. I ferried the 37th modified C-47 from N.H. across the US and then across
the Pacific to my station at NhaTrang AB, South V-N.
Upon completion of my tour in Feb '68, My high-level compartmentalized Top Secret
clearances, and SAC's crew losses to SEA provided the assignment to the Senior
Crown assignment at Beale preceeded with a months leave followed by 3 months
at Castle CCTS.
Once arriving at Beale, I flew on Capt Neale Sorenson's KC-135Q crew for 6-months
until I was assigned my own crew. Having arrived in SAC with over 3500 total
pilot hours, some C-47 IP time, and over 1000 hours of combat time (all from
outside of SAC) I quickly advanced from a Standard Crew designation to A/C on
a Senior Crew, then Instructor Crew. I spent 4 years on the KC-135Q crew force
at Beale -- spending 6 weeks at Kadena for every 12 weeks at home --
Then was designated Wing Chief Instructor Pilot and put in charge of developing
PUP (the Pilot Upgrade Program) for 15th AF upgrading copilots to A/C and A/C
to IP. This was a highly successful field training program developed because
castle CCTS was swamped with SEA retraining assignments (like mine) from the
crew replacement demands of the war in SEA. After 6 months in this capacity,
I was re-directed by the Wing Commander to be his Wing Chief of Safety after
3 consecutive Unsatisfactory HHQ safety administration evaluations for the Wing.
I left Beale after five years with a HQ USAF SPECAT, NATO Exchange assignment
to Trenton, AB Ontario Canada, to develope the new Canadian Armed Forces inflight
refueling capability using modified Boeing 707-320C convertible tanker aircraft
with dual wingtip hose and drogue refueling pods with the Canadian F-5 (CF-5)
fighter/photo recce birds. I was in Canada from mid-73 to mid-76.
I was selected for promotion to Lt. Col. and reassigned to OCALC in the C/KC-135
Weapon System Management (Log) Section for the fleet. Shortly after arrival,
I was charged with the C/KC-135 Structural Integrity Program with management
of the emergency wing-reskin program to avoid potential fleet grounding. This
evolved into responsibilities for other fleet mods including KC-R reengining,
advanced cockpit, advanced refueling systems. I also created and initiated the
KC-135E re-engining program using cannibalized fan engines and other structural
components from mothballed commercial 707 airframes.
After two years at OCALC, I was assigned the O-6 position (as an O-5) as C/KC-135
Weapon System Management Chief and VC-135/137 Logistics Manager of the Presidential
VIP fleet. In mid-1981 I declined a long overdue recognition for promotion to
O-6 and retired.
I went on to work for several aerospace firms starting, for 3 years, as Program
Manager at E-Systems (home of the RC-135 mods and C-4 NCAP 747 mods) doing a
major advanced technology recce-systems mod on the AWACS fleet.
Then I spent a year as VP of Engineering on a private enterprise developing
a hush kit nacelle for the 707 commercial fleet. Ultimately, I advanced from
that to Manager of Military Large-Engine Marketing at GE Aircraft Engines, where
I was involuntarily retired in 1992 in a downsizing operation after I gained
success in initiating the RC-135 CFM-56 re-engining program (and almost gained
re-engining of the Air Force One 707 fleet).
Dick Byrne
Dick Byrne had a very successful career, serving in Air Attache' and higher
command staff positions, retiring from the USAF as an O-6 after 30 years (plus-or-minus)
and worked for McDonald Douglas Missiles Div. in developing navigation systems
and software for the Tomahawk program in St. Louis. He retired from McDonald
in 2000.
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Questions, commments, or complaints, please email John