Jump to content
Aero Precision provides OEM part support for military aircraft operators across more than 20 aircraft

larry myers

  • Content Count

  • Joined

  • Last visited

  • Days Won


larry myers last won the day on April 16

larry myers had the most liked content!

Community Reputation

29 Excellent


  • First Name
  • Last Name
  • core_pfield_13
    Driving my Corvette at HPDE


  • core_pfield_11
    Joined the AF 1957. Retired a Chief in 1987. Was a 431. Spent the first five years as a B-47 crew chief in the 9th BW/1st BS/9th OMS. In mid 1962 was reassigned to the 7406 Support Support Sqd at Rhein Main AB. A couple of months after arrival made SSgt. For most my tour was the crew chief on C-130A 56-534. In mid 1966 was reassigned to the 316 OMS. Upon arrival at Langley discovered we had no aircraft. What we did have was one SMSgt, two SSgts, one A1c and 96 A3c. Eventually I became the crew chief on C-130E 62-1838 with a crew of 13. Had an exceptional flight chief-SMSgt Lod Seale. Of the 16 crew chiefs there were 15 SSgts and one TSgt. I remember the 36 as a very good outfit. Made TSgt. At some point was transfered to the 37 TAS and became the crew chief on 63-1798. I remember the 37th as a very good sqd. In late 69 recieved orders to Phu Cat AB. There ran Transit Alert/Crash Recovery. Didn't need much practice retrieving bent aircraft as it was almost a daily occurance. When my tour was up went right back to the 37th. Shortly thereafter made MSgt. Was assigned night shift line chief. Amazing how much an organization can degrade in a year. Within ten months had assignement to CCK. While there worked the flt. line and the night shift mostly for SMSgt "Bigdome" Smith. I'm sure everyone thats been there will agree CCK was a ball buster. The off duty activities compensated nicely though. Hung out with TR Taylor, John Hall, Larry Covey, Jerry Pegg and many other great guys whose names I don't remember. After CCK was very luckly to be assigned to the C-130 shop at TAC Hqs. It should be illegal for any NCO to have this much clout. Managed all C-130 busness except engines and avionics. My boss was Cpt. Dick Rose. Another great boss. My intention was to retire at the end of this tour. However, the AMST begain to gather steam. So long story short went to the AFFTC as the test team maintenance superintendent. Leaving Hqs was selected for SMSgt. Somewhere on this site someone said the AMST was a 141 replacement. Not so, very early on it was a C-130 replacement. When tactical airlift transfered to MAC and 141s begain to wear out this all changed. When the DT&E concluded in 1978 I went to a SAC AD. Big mistake. The job turned out to be a ROAD. Now was really going to retire, but, was selected for chief. So, in 1980 went to the 48th TFW RAF Lakenheath and became the FMS superintendent. Later became the AGS super and after that the QA super. In 1984 was assigned to McClellan AFB as the USAFE laision for F-111/A-10 affairs. Retired 1987 and went to work for GE Aircraft Engines in Cincinnati. Retired from GE and went to work as a contractor at Wright Patterson AFB in the gunship SPO and later in the Combat Talon SPO. Then had brain dump and decided wanted to drive a big truck, which I did for about two years. Finally was able to convice my wife was time to really retire. Thank God she agreed. Geez, this is outragiously verbose. Best I can do to cover 45+ years of work history.
  • core_pfield_12
    Springboro, Oh
  • Occupation

Recent Profile Visitors

1,738 profile views
  1. In 14 years I managed to get my acft. on a black initial once but it didn't last long.
  2. larry myers


    Well done Spectre!
  3. hercfixer, Was the tail number of this acft. 62-1838? If so, I was the crew chief from mid 1966 to the end of 1968. During this time the acft. was assigned to the 36 TAS at Langley. Do you have details concerning the accident? If so could you post them here? Seem to recall several years ago there was a thread here talking about this accident, but can't find it. Very disconcerting to find out an acft. that you were responsible for over two years crashed and killed the crew.
  4. Well, I'd say this is SOP for the USAF. ☹️ When it involves buying new systems or aircraft, the airforce is very much afu. AMP and the KC-46 are further examples. I recall we were having meetings in 2001concerning AMP. In all fairness, Congress is a big part of the problem by not providing consistent funding.
  5. Hanging in here, much like everyone else. Beginning to show signs of cabin fever. And bored like other guys here. Have been to the supermarket twice, and over my wife's objection, took my car to the shop. We're following the rules to the letter. Took the worst ass chewing ever from my wife for failing to maintain personal distance. 😡 Think she would have made a great TI.
  6. I'm with tiny, don't remember ever replacing one of these in the field. Do remember replacing several in conjunction with PDM. Additionally, there were a couple of aircraft discovered in the field with excessive corrosion requiring immediate replacement. In these cases we submitted a 103 and subsequently flew the aircraft to WR for replacement. This is not a job for the faint of heart. It is a heavy depot level task. Further, it requires highly skilled technicians not normally (ever) found at the I level. The shoring required is massive. The aircraft must be completely hangered
  7. In the early 80s an all female C-141 crew preformed a similar feat, flying from McGuire AFB to RAF Mildenhall.
  8. Good morning Spectre, For a burned out old geezer am in pretty good shape. Except for an on duty back injury incurred while chasing a hooker down the alley behind the Blue Angel. I agree with you concerning the origin of Laurent's ramp and door hydraulic control panel. Although I spent four years in an "A" model outfit, never opened the ramp and door. The reason being our aircraft were configured for a classified mission resulting in all the ramp and door hydraulics being removed and the ramp and door being semi-permanently closed. Opened only during PDM. Had the same ex
  9. Laurent, Have you been rummaging through an antique shop. Am guessing you might be lucky and find a crusty old sergeant in assisted living facility, who, if he doesn't have dementia may remember these components. One thing for sure, you won't find these pieces on anything flying today. The ramp and door control panel may be off a 54/55 A model. Just my attempt at humor.
  10. Does anyone know what the disposition was with the AC-130J that while doing flight test departed controlled flight resulting in exceeding structural limitations. After flight inspection revealed massive structural damage that resulted in the aircraft being declared fatally damaged. I believe this occurred on the Eglin range.
  11. I live about ten miles from the location at which the aircraft will be reassembled. I'll keep my eye on the progress and when the vertical fin reaches vertical such that the tail number can be seen I'll post it here. On the local tv news there were several closeup photos. From what I observed the aircraft is in poor condition.
  12. I live about ten miles from the location at which the aircraft will be reassembled and studied. I'll keep my eye on the progress and when the vertical fin reaches vertical such that the tail number can be seen I'll post it here. On the local tv news tonight there were several closeup film clips. From what I observed the aircraft is in poor condition.
  13. This is the most complicated mhe I've ever seen. Too many moving parts. Thinking the in commission rate would be abysmal. The way we offloaded cargo in Viet Nam worked very well as I recall.
  • Create New...