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Lockheed C-5 Galaxy

The Lockheed C-5 Galaxy is a large military transport aircraft designed and built by Lockheed, and now maintained and upgraded by its successor, Lockheed Martin. It provides the United States Air Force (USAF) with a heavy intercontinental-range strategic airlift capability, one that can carry outsized and oversized loads, including all air-certifiable cargo. The Galaxy has many similarities to the smaller Lockheed C-141 Starlifter and the later Boeing C-17 Globemaster III. The C-5 is among the largest military aircraft in the world.

C-5 Galaxy
A United States Air Force C-5 in flight
Role Strategic airlifter
National origin United States
Manufacturer Lockheed Corporation
Lockheed Martin
First flight 30 June 1968[1]
Introduction June 1970
Status In service
Primary user United States Air Force
Produced C-5A: 1968–1973
C-5B: 1985–1989
Number built 131 (C-5A: 81, C-5B: 50)

The C-5 Galaxy's development was complicated, including significant cost overruns, and Lockheed suffered significant financial difficulties. Shortly after entering service, cracks in the wings of many aircraft were discovered and the C-5 fleet was restricted in capability until corrective work was completed. The C-5M Super Galaxy is an upgraded version with new engines and modernized avionics designed to extend its service life to 2040 and beyond.

The USAF has operated the C-5 since 1969. In that time, the airlifter supported US military operations in all major conflicts including Vietnam, Iraq, Yugoslavia, and Afghanistan, as well as allied support, such as Israel during the Yom Kippur War and operations in the Gulf War. The Galaxy has also distributed humanitarian aid, provided disaster relief, and supported the US space program.

Development

CX-X and Heavy Logistics System

In 1961, several aircraft companies began studying heavy jet transport designs that would replace the Douglas C-133 Cargomaster and complement Lockheed C-141 Starlifters. In addition to higher overall performance, the United States Army wanted a transport aircraft with a larger cargo bay than the C-141, whose interior was too small to carry a variety of their outsized equipment. These studies led to the "CX-4" design concept, but in 1962, the proposed six-engined design was rejected, because it was not viewed as a significant advance over the C-141.[2] By late 1963, the next conceptual design was named CX-X. It was equipped with four engines, instead of six in the earlier CX-4 concept. The CX-X had a gross weight of 550,000 pounds (249,000 kg), a maximum payload of 180,000 lb (81,600 kg), and a speed of Mach 0.75 (500 mph or 805 km/h). The cargo compartment was 17.2 ft (5.24 m) wide by 13.5 feet (4.11 m) high and 100 ft (30.5 m) long with front and rear access doors.[2] USAF studies showed that high-bypass turbofan engines were needed for thrust and fuel efficiency requirements.[3]

We started to build the C-5 and wanted to build the biggest thing we could … Quite frankly, the C-5 program was a great contribution to commercial aviation. We'll never get credit for it, but we incentivized that industry by developing [the TF39] engine.

General Duane H. Cassidy, former MAC Commander in Chief[4]

The criteria were finalized and an official request for proposal was issued in April 1964 for the "Heavy Logistics System" (CX-HLS) (previously CX-X). In May 1964, proposals for aircraft were received from Boeing, Douglas, General Dynamics, Lockheed, and Martin Marietta. General Electric, Curtiss-Wright, and Pratt & Whitney submitted proposals for the engines. After a downselect, Boeing, Douglas, and Lockheed were given one-year study contracts for the airframe, along with General Electric and Pratt & Whitney for the engines.[5] All three of the designs shared a number of features. The cockpit was placed well above the cargo area to allow for cargo loading through a nose door. The Boeing and Douglas designs used a pod on the top of the fuselage containing the cockpit, while the Lockheed design extended the cockpit profile down the length of the fuselage, giving it an egg-shaped cross section. All of the designs had swept wings, as well as front and rear cargo doors, allowing simultaneous loading and unloading.[6] Lockheed's design featured a T-tail, while the designs by Boeing and Douglas had conventional tails.[7][8][9]

The Air Force considered Boeing's design to be better than that of Lockheed, but Lockheed's proposal was the lowest total-cost bid.[10] Lockheed was selected as the winner in September 1965, then awarded a contract in December 1965.[7][11] General Electric's TF39 engine was selected in August 1965 to power the new transport plane.[7] At the time, GE's engine concept was revolutionary, as all engines before had a bypass ratio less than two-to-one, while the TF39 promised and would achieve a ratio of eight-to-one, which had the benefits of increased engine thrust and lower fuel consumption.[12][13] Boeing lost the military contract but went on to develop the successful 747 civilian airliner with over 1,500 aircraft built when manufacturing ended in 2022 after 54 years of production.

Into production

The first C-5A Galaxy (serial number 66-8303) was rolled out of the manufacturing plant in Marietta, Georgia, on 2 March 1968.[14] On 30 June 1968, flight testing of the C-5A began with the first flight, flown by Leo Sullivan, with the call sign "eight-three-oh-three heavy". Flight tests revealed that the aircraft exhibited a higher drag divergence Mach number than predicted by wind tunnel data. The maximum lift coefficient measured in flight with the flaps deflected 40° was higher than predicted (2.60 vs. 2.38), but was lower than predicted with the flaps deflected 25° (2.31 vs. 2.38) and with the flaps retracted (1.45 vs. 1.52).[15]

After being one of the worst-run programs, ever, in its early years, it has evolved very slowly and with great difficulty into a nearly adequate strategic airlifter that unfortunately needs in-flight refueling or a ground stop for even the most routine long-distance flights. We spent a lot of money to make it capable of operating from unfinished airstrips near the front lines, when we never needed that capability or had any intention to use it.

Robert F. Dorr, aviation historian[16]

Aircraft weight was a serious issue during design and development. At the time of the first flight, the weight was below the guaranteed weight, but by the time of the delivery of the 9th aircraft, had exceeded guarantees.[15] In July 1969, during a fuselage upbending test, the wing failed at 128% of limit load, which is below the requirement that it sustain 150% of limit load. Changes were made to the wing, but during a test in July 1970, it failed at 125% of limit load. A passive load-reduction system, involving uprigged ailerons, was incorporated, but the maximum allowable payload was reduced from 220,000 to 190,000 lb (100,000 to 86,000 kg). At the time, a 90% probability was predicted that no more than 10% of the fleet of 79 airframes would reach their fatigue life of 19,000 hours without cracking of the wing.[15]

 
The fourth C-5A Galaxy 66-8306 in the 1980s European One color scheme

Cost overruns and technical problems of the C-5A were the subject of a congressional investigation in 1968 and 1969.[17][18] The C-5 program has the dubious distinction of being the first development program with a $1‑billion (equivalent to $7.4 billion today) overrun.[11][19] Due to the C-5's troubled development, the Department of Defense abandoned Total Package Procurement.[20] In 1969, Henry Durham raised concerns about the C-5 production process with Lockheed, his employer. Subsequently, Durham was transferred and subjected to abuse until he resigned. The Government Accountability Office substantiated some of his charges against Lockheed. Later, the American Ethical Union honored Durham with the Elliott-Black Award.[21] The Deputy Assistant Secretary of the Air Force for Management Systems, Ernest Fitzgerald, was another person whose fostering of public accountability was unwelcome.[22]

Upon completion of testing in December 1969, the first C-5A was transferred to the Transitional Training Unit at Altus Air Force Base, Oklahoma. Lockheed delivered the first operational Galaxy to the 437th Airlift Wing, Charleston Air Force Base, South Carolina, in June 1970. Due to higher than expected development costs, in 1970, public calls were made for the government to split the substantial losses that Lockheed was experiencing.[23] Production was nearly brought to a halt in 1971 as Lockheed went through financial difficulties, due in part to the C-5 Galaxy's development, as well as a civilian jet liner, the Lockheed L-1011.[24] The U.S. government gave loans to Lockheed to keep the company operational.[25]

In the early 1970s, NASA considered the C-5 for the Shuttle Carrier Aircraft role, to transport the Space Shuttle to Kennedy Space Center. However, they rejected it in favor of the Boeing 747, in part due to the 747's low-wing design.[26] In contrast, the Soviet Union chose to transport its shuttles using the high-winged An-225,[27] which derived from the An-124, which is similar in design and function to the C-5.

During static and fatigue testing, cracks were noticed in the wings of several aircraft,[19] and as a consequence, the C-5A fleet was restricted to 80% of maximum design loads. To reduce wing loading, load alleviation systems were added to the aircraft.[28] By 1980, payloads were restricted to as low as 50,000 lb (23,000 kg) for general cargo during peacetime operations. A $1.5 billion program (equivalent to $7.1 billion today), known as H-Mod,[29] to re-wing the 76 completed C-5As to restore full payload capability and service life began in 1976.[30][31] After design and testing of the new wing design, the C-5As received their new wings from 1980 to 1987.[32][33][34]

Restarted production and development

In 1974, Iran, then having good relations with the United States, offered $160 million (equivalent to $879 million today) to restart C-5 production to enable Iran to purchase aircraft for their own air force,[35][36] in a similar climate as to their acquisition of F-14 Tomcat fighters.[37] However, no C-5 aircraft were ever ordered by Iran, and the prospect was firmly halted by the Iranian Revolution in 1979.[38][39]

 
A Galaxy undergoing the AMP and RERP upgrades, to become a C-5M

As part of President Ronald Reagan's military policy, funding was made available for expansion of the USAF's airlift capability. With the C-17 program still some years from completion, Congress approved funding for a new version of the C-5, the C-5B, in July 1982, to expand airlift capacity.[40][41][42] The first C-5B was delivered to Altus Air Force Base in January 1986. In April 1989, the last of 50 C-5B aircraft was added to the 77 C-5As in the Air Force's airlift force structure. The C-5B includes all C-5A improvements and numerous additional system modifications to improve reliability and maintainability.[43]

In 1998, the Avionics Modernization Program (AMP) began upgrading the C-5's avionics to include a glass cockpit, navigation equipment, and a new autopilot system.[44] Another part of the C-5 modernization effort is the Reliability Enhancement and Re-engining Program (RERP). The program replaced the engines with newer, more powerful ones.[45]

A total of 52 C-5s are contracted to be modernized, consisting of 49 B-, two C- and one A-model aircraft through the RERP. The program features over 70 changes and upgrades, including the newer General Electric engines.[46][47] Three C-5s underwent RERP for testing purposes. Low-rate initial production started in August 2009 with Lockheed reaching full production in May 2011;[citation needed] 22 C-5M Super Galaxies have been completed as of August 2014.[48] RERP upgrades were completed on 25 July 2018. The Air Force received the last modified aircraft on 1 August 2018.[49]

As of 2014, Lockheed is investigating drag reduction by plasma-heating of turbulent transonic airflow in critical points, saving overall weight by reducing fuel consumption. The Air Force Research Laboratory is looking at shape-memory alloy for speed-dependent vortex generators.[50]

Design

 
Lockheed C-5 Galaxy loading on a wet ramp in Bush Field, Georgia

The C-5 is a large, high-wing cargo aircraft with a distinctive high T-tail fin (vertical) stabilizer, with four TF39 turbofan engines mounted on pylons beneath wings that are swept 25°. (The C-5M uses newer GE CF6 engines.) Similar in layout to its smaller predecessor, the C-141 Starlifter, the C-5 has 12 internal wing tanks and is equipped for aerial refueling. Above the plane-length cargo deck is an upper deck for flight operations and for seating 80 passengers in rear facing seats (unlike most commercial airplanes) and the embarked loadmaster crew in forward facing seats. Bay doors at both nose and tail open to enable "drive-through" loading and unloading of cargo.[51]

The cargo hold of the C-5 is one foot (30 cm) longer than the entire length of the first powered flight by the Wright brothers at Kitty Hawk.[52] For its voracious consumption of fuel and its maintenance and reliability issues[53] the Galaxy's aircrews have nicknamed it "FRED", for Fucking[N 1] Ridiculous, Economic/Environmental Disaster.[53]

 
JCB HMEE backhoe loader stowed inside a C-5. The C-5 loadmasters ensure cargo is secured and balanced before takeoff.

Takeoff and landing distance requirements for the plane at maximum-load gross weight are 8,300 ft (2,500 m) and 4,900 ft (1,500 m), respectively. Its high-flotation main landing gear provides 28 wheels to distribute gross weight on paved or earth surfaces. The rear main landing gear can be made to caster to make a smaller turning radius, and rotates 90° after takeoff before being retracted. "Kneeling" landing gear permits lowering the aircraft when parked, thereby presenting the cargo deck at truck-bed height to facilitate loading and unloading operations.[56]

The C-5 features a malfunction detection analysis and recording system to identify errors throughout the aircraft.[34] The cargo compartment is 121 ft (37 m) long, 13.5 ft (4.1 m) high, and 19 ft (5.8 m) wide, or just over 31,000 cu ft (880 m3). It can accommodate up to 36 463L master pallets or a mix of palletized cargo and vehicles. The nose and aft cargo-bay doors open the full width and height of the cargo bay to maximize efficient loading of oversized equipment. Full-width ramps enable loading double rows of vehicles from either end of the cargo hold.[51]

The C-5 Galaxy is capable of moving nearly every type of military combat equipment, including such bulky items as the Army armored vehicle launched bridge, at 74 short tons (67 t), from the United States to any location on the globe;[51] and of accommodating up to six Boeing AH-64 Apache helicopters or five Bradley Fighting Vehicles at one time.[33]

Operational history

 
Loading an M1A1 Abrams tank onto a C-5 Galaxy

The first C-5A was delivered to the USAF on 17 December 1969. Wings were built up in the early 1970s at Altus AFB, Oklahoma; Charleston AFB, South Carolina; Dover AFB, Delaware; and Travis AFB, California. The C-5's first mission was on 9 July 1970, in Southeast Asia during the Vietnam War.[57] C-5s were used to transport equipment and troops, including Army tanks and even some small aircraft, throughout the later years of the US action in Vietnam.[58] In the final weeks of the war, prior to the Fall of Saigon, several C-5s were involved in evacuation efforts. During one such mission, a C-5A crashed while transporting a large number of orphans, with over 140 killed.[59][60]

C-5s have also been used to deliver support and reinforce various US allies over the years. During the Yom Kippur War in 1973, multiple C-5s and C-141 Starlifters delivered critical supplies of ammunition, replacement weaponry and other forms of aid to Israel, the US effort was named as Operation Nickel Grass.[61][62] The C-5 Galaxy's performance in Israel was such that the Pentagon began to consider further purchases.[63] The C-5 was regularly made available to support American allies, such as the British-led peacekeeper initiative in Zimbabwe in 1979.[64]

 
C-5A Minuteman Air Mobile ICBM Feasibility Demonstration – 24 October 1974

On 24 October 1974, the Space and Missile Systems Organization successfully conducted an air-launched ballistic missile test, where a C-5A Galaxy aircraft air dropped an 86,000-pound (39,000 kg) Minuteman ICBM from 20,000 feet (6,100 m) over the Pacific Ocean. The missile descended to 8,000 feet (2,400 m) before its rocket engine fired. The 10-second engine burn carried the missile to 20,000 feet (6,100 m) again before it dropped into the ocean. The test proved the feasibility of launching an intercontinental ballistic missile from the air. Operational deployment was discarded due to engineering and security difficulties, though the capability was used as a negotiating point in the Strategic Arms Limitation Talks.[65][66] Aircraft 69–0014, "Zero-One-Four" used in the test was retired to the Air Mobility Command Museum at Dover Air Force Base.[67]

 
Personnel unload cargo from a C-5 Galaxy at Pegasus Field, an ice runway near McMurdo Station, Antarctica, in 1989

The C-5 has been used for several unusual functions. During the development of the secretive stealth fighter, the Lockheed F-117 Nighthawk, Galaxies were often used to carry partly disassembled aircraft, leaving no exterior signs as to their cargo.[68] The C-5 remains the largest aircraft to operate in the Antarctic,[69] capable of operating from Williams Field near McMurdo Station.[70] The C-5 Galaxy was a major supply asset in the international coalition operations in 1990–91 against Iraq in the Gulf War.[71][72][73] C-5s have routinely delivered relief aid and humanitarian supplies to areas afflicted with natural disasters or crisis; multiple flights were made over Rwanda in 1994.[74] The C-5 is also used to transport Marine One.[75]

The wings on the C-5As were replaced during the 1980s to restore full design capability.[32] The USAF took delivery of the first C-5B on 28 December 1985 and the final one in April 1989.[76] The reliability of the C-5 fleet has been a continued issue throughout its lifetime,[77][78] however the C-5M upgrade program seeks in part to address this issue.[45] Their strategic airlift capacity has been a key logistical component of U.S. military operations in Afghanistan and Iraq. Following an incident during Operation Iraqi Freedom where one C-5 was damaged by a projectile, the installation of defensive systems has become a stated priority.[79]

The C-5 AMP and RERP modernization programs plan to raise mission-capable rate to a minimum goal of 75%.[45] Over the next 40 years, the U.S. Air Force estimates the C-5M will save over $20 billion.[80] The first C-5M conversion was completed on 16 May 2006 and C-5Ms began test flights at Dobbins Air Reserve Base in June 2006.[80] In 2008, the USAF decided to convert remaining C-5Bs and C-5Cs into C-5Ms with avionics upgrades and re-engining.[81] The C-5As will receive only the avionics upgrades.[81][82] The last of 52 C-5Ms was delivered to Air Mobility Command in August 2018.[83]

 
A C-5 taking off from Robins AFB

In response to Air Force plans to retire older C-5 aircraft, Congress implemented legislation that set limits on retirement plans for C-5As in 2003.[84] As of November 2013, 45 C-5As have been retired, 11 have been scrapped, parts of one (A/C 66-8306) are now a cargo load trainer at Lackland AFB, Texas and one was sent to the Warner Robins Air Logistics Center (WR-ALC) for tear down and inspection to evaluate structural integrity and estimate the remaining life for the fleet.[85]

The U.S. Air Force began to receive refitted C-5M aircraft in December 2008.[86] Full production of C-5Ms began in the summer of 2009.[87] In 2009, the Congressional ban on the retirement of C-5s was overturned.[88] The Air Force seeks to retire one C-5A for every 10 new C-17s ordered.[89] In October 2011, the 445th Airlift Wing based at Wright-Patterson Air Force Base replaced all remaining C-5s with C-17s.[90] The C-5M reached initial operating capability (IOC) on 24 February 2014 with 16 aircraft delivered.[91]

On 13 September 2009, a C-5M set 41 new records and flight data was submitted to the National Aeronautic Association for formal recognition. The C-5M had carried a payload of 176,610 lb (80,110 kg) to over 41,100 ft (12,500 m) in 23 minutes, 59 seconds. Additionally, 33 time to climb records at various payload classes were set, and the world record for greatest payload to 6,562 ft (2,000 m) was broken. The aircraft was in the category of 551,200 to 661,400 lb (250,000 to 300,000 kg) with a takeoff weight of 649,680 lb (294,690 kg) including payload, fuel, and other equipment.[92]

On 18 July 2017, C-5s based at Dover were ordered to stand down so maintenance crews could determine the cause for some nose landing gear failing.[93] The last TF39-powered C-5 flew in late 2017.[citation needed]

Variants

C-5A

 
Instrument panel of a C-5A

The C-5A is the original version of the C-5. From 1969 to 1973, 81 C-5As were delivered to the Military Airlift Command of the U.S. Air Force. Due to cracks found in the wings in the mid-1970s, the cargo weight was restricted. To restore the C-5's full capability, the wing structure was redesigned. A program to install new strengthened wings on 77 C-5As was conducted from 1981 to 1987. The redesigned wing made use of a new aluminum alloy that did not exist during the original production.[94] As of August 2016, there were 10 A-models in service flown by the Air Force Reserve Command's 433d Airlift Wing at Lackland AFB / Kelly Field, Texas, and 439th Airlift Wing at Westover ARB, Massachusetts.[95] The last operational C-5A was retired on 7 September 2017.[96]

C-5B

The C-5B is an improved version of the C-5A. It incorporated all modifications and improvements made to the C-5A with improved wings, simplified landing gear, upgraded TF-39-GE-1C turbofan engines and updated avionics. Fifty examples of the new variant were delivered to the U.S. Air Force from 1986 to 1989.[97][98]

C-5C

The C-5C is a specially modified variant for transporting large cargo. Two C-5As (68-0213 and 68-0216) were modified following major accidents to have a larger internal cargo capacity to accommodate large payloads, such as satellites. The major modifications were the removal of the rear passenger compartment floor, splitting the rear cargo door in the middle, and installing a new movable aft bulkhead further to the rear.[99] The official C-5 technical manual refers to the version as C-5A(SCM) Space Cargo Modified. Modifications also included adding a second inlet for ground power, which can feed any power-dependent equipment that may form part of the cargo. The two C-5Cs are operated by U.S. Air Force crews for DOD spacecraft programs and NASA, and are stationed at Travis AFB, California. Both C-5Cs #68-0213 and #68-0216 have been modified into C-5Ms as of 2017.[citation needed]

C-5 AMP and C-5M Super Galaxy

 
New C-5 cockpit avionics, installed under the Avionics Modernization Program

Following a study showing that 80% of the C-5 airframe's service life was remaining,[100] Air Mobility Command (AMC) began an aggressive program to modernize all remaining C-5Bs and C-5Cs and many of the C-5As. The C-5 Avionics Modernization Program (AMP) began in 1998 and includes upgrading the avionics to comply with Global Air Traffic Management standards, improving communications, fitting new flat-panel displays, improving navigation and safety equipment, and installing a new autopilot system. The first flight of a C-5 with AMP (85-0004) occurred on 21 December 2002.[101]

The Reliability Enhancement and Re-engining Program (RERP) began in 2006. It includes fitting new General Electric F138-GE-100 (CF6-80C2) engines, pylons and auxiliary power units, and upgrades to aircraft skin and frame, landing gear, cockpit and pressurization systems.[45][102] Each CF6 engine produces 22% more thrust (50,000 lbf or 220 kN),[103] providing a 30% shorter takeoff, a 38% higher climb rate to initial altitude, an increased cargo load and a longer range.[specify][45][104] Upgraded C-5s are designated C-5M Super Galaxy.[105]

L-500

Lockheed also planned a civilian version of the C-5 Galaxy, the L-500, the company designation also used for the C-5 itself. Both passenger and cargo versions of the L-500 were designed. The all-passenger version would have been able to carry up to 1,000 travelers, while the all-cargo version was predicted to be able to carry typical C-5 volume for as little as 2 cents per ton-mile (in 1967 dollars).[106] Although some interest was expressed by carriers, no orders were placed for either L-500 version, due to operational costs caused by low fuel efficiency, a significant concern for a profit-making carrier, even before the oil crisis of the 1970s, keen competition from Boeing's 747, and high costs incurred by Lockheed in developing the C-5, and later the L-1011, which led to the governmental rescue of the company.[107]

C-5 Shuttle Carrier

Lockheed proposed a twin body C-5 as a Shuttle Carrier Aircraft to counter the Conroy Virtus, but the design was turned down in favor of the Boeing 747.[108][109]

 
People in line to enter the 445th Airlift Wing's first C-5A Galaxy in 2005
 
C-5B Galaxy at Rhein-Main AB
 
A Boeing KC-46 Pegasus refuels a C-5M Galaxy from Travis AFB over California, Apr. 2019
 
 
Loading a Super Stallion on a C-5A

Operators

  United States

United States Air Force – 52 C-5Ms in service as of August 2018[110]

Air Mobility Command

22nd Airlift Squadron, 1972–present
9th Airlift Squadron, 1971–present

Air Force Reserve Command

312th Airlift Squadron, 1973–present
339th Flight Test Squadron, 1998–present
68th Airlift Squadron, 1985–present
356th Airlift Squadron, 2007–present
337th Airlift Squadron, 1987–present
709th Airlift Squadron, 1973–present

Former operators

Military Airlift Command/Air Mobility Command

21st Airlift Squadron, 1993–2006
75th Military Airlift Squadron, 1970–1992
3d Military Airlift Squadron/Airlift Squadron, 1973–2007
31st Military Airlift Squadron/Airlift Squadron, 1989–1994
3d Military Airlift Squadron, 1970–1973
56th Military Airlift Squadron, 1969–1992
56th Military Airlift/56th Airlift Squadron, 1992–2007

Air Force Reserve

  • 349th Military Airlift Wing/Air Mobility Wing (Associate) – Travis Air Force Base, California
301st Military Airlift Squadron/Airlift Squadron, 1973–2006
89th Airlift Squadron, 2006–2012
  • 512th Military Airlift Wing/Airlift Wing(Associate) – Dover Air Force Base, Delaware
326th Military Airlift Squadron/Airlift Squadron, 1973–2007

Air National Guard

  • 105th Military Airlift Group/Military Airlift Wing/Airlift Wing – Stewart ANGB, New York
137th Military Airlift Squadron/Airlift Squadron, 1985–2012
155th Military Airlift Squadron/Airlift Squadron, 2004–2013
167th Military Airlift/167th Airlift Squadron, 2006–2015

Incidents and accidents

 
C-5A after crash landing at Shemya AFB, Alaska, July 1983
 
Emergency responders at the scene of a C-5B crash at Dover AFB, Delaware, April 2006
 
The flight deck from the C-5B crash at Dover AFB in April 2006 being loaded into another C-5

Three C-5 Galaxy aircraft have been lost in crashes along with two class-A losses resulting from ground fire, with a combined total of 169 fatalities. At least two other C-5 crashes have resulted in major airframe damage, but the aircraft were repaired and returned to service.

Notable accidents

  • On 27 May 1970, C-5A AF Serial No. 67-0172 was destroyed during a ground fire at Palmdale, California, after an Air Turbine Motor started backwards and quickly overheated, setting the hydraulic system on fire and consuming the aircraft. The engines were not running at the time of the fire. Five crew escaped, and seven firefighters suffered minor injuries fighting the blaze.[111][112]
  • On 17 October 1970, C-5A AF Serial No. 66-8303 was destroyed during a ground fire at the Lockheed Aircraft plant at Dobbins AFB in Marietta, Georgia. The fire started during maintenance in one of the aircraft's 12 fuel cells. One worker was killed and another injured. This was the first C-5 aircraft produced.[112]
  • On 27 September 1974, C-5A Serial No. 68-0227 crashed after over-running the runway at Clinton, Oklahoma, Municipal Airport during an emergency landing following a serious landing gear fire. The crew mistakenly aligned the aircraft for the visual approach into the wrong airport, landing at Clinton Municipal Airport, which has a 4,400 ft (1,300 m) runway, instead of the airfield at Clinton-Sherman Industrial Airpark (former Clinton-Sherman Air Force Base), which has a 13,500 ft (4,100 m) runway. This was the first operational loss of a C-5 Galaxy.[112]
  • On 4 April 1975, C-5A Serial No.68-0218 crashed while carrying orphans out of Vietnam during Operation Babylift. This accident is one of the most notorious C-5 accidents to date.[59] The crash occurred while trying to make an emergency landing at Tan Son Nhut Air Base, Saigon, following a rear pressure door lock failure in flight.[112][113] 144 people (including 78 children) were killed out of the 313 aboard (243 children, 44 escorts, 16 flight crew and 10 medical crew).[60] Use of the C-5 was heavily restricted for several months following the high-profile accident.[114]
  • On 31 July 1983, C-5A Serial No. 70-0446 crashed while landing at the former Shemya Air Force Base on Shemya Island in Alaska. The C-5 approached below the glide slope in heavy fog, hit landing light poles and an embankment short of the runway, stopping at the 5,000-foot mark on the runway with the nose gear at the side of the runway embankment. Structural damage was extensive and the two aft main landing gear bogies were sheared from the aircraft. There were no fatalities. A joint USAF–Lockheed team made repairs, enabling a ferry flight from Shemya to the Lockheed plant in Marietta, Georgia, later that year. There, the aircraft was dubbed Phoenix II and permanent repair efforts got under way. In addition to the structural repairs, the aircraft also received an improved landing gear system (common to the then-new C-5B), wing modification, and a color weather radar upgrade. The aircraft was returned to service.[115]
  • In July 1983, C-5A Serial No. 68-0216 landed gear up at Travis Air Force Base, California. There were no injuries. The accident occurred while the crew was performing touch-and-go landings, and did not lower the landing gear during the final approach of the day. The aircraft received significant damage to the lower fuselage, ramp, clamshell doors, and main landing gear pods. The C-5A was later flown to Marietta for repairs. While there, the aircraft was selected to be the first C-5A converted to the C-5C configuration.[116]
  • On 29 August 1990, C-5A Serial No. 68-0228 crashed following an engine failure shortly after take-off. The aircraft took off from Ramstein Air Base in Germany in support of Operation Desert Shield. It was flown by a nine-member reserve crew from the 68th Airlift Squadron, 433d Airlift Wing based at Kelly AFB, Texas.[117] As the aircraft started to climb off the runway, one of the thrust reversers suddenly deployed. This resulted in loss of control of the aircraft and the subsequent crash. Of the 17 people on board, only four survived the crash.[118] All four were in the rear troop compartment. The sole crew member to survive, Staff Sgt. Lorenzo Galvan Jr., was awarded the Airman's Medal for his actions in evacuating the survivors from the wreckage.[112]
  • On 3 April 2006, C-5B Serial No. 84-0059 crashed following a cockpit indication that the thrust reverser on No.2 engine was not locked. The crew shut down No.2 engine as a safeguard. The C-5B assigned to the 436th Airlift Wing and flown by a reserve crew from the 709th Airlift Squadron, 512th Airlift Wing crashed about 2,000 ft (610 m) short of the runway while attempting a heavyweight emergency landing at Dover Air Force Base, Delaware. The aircraft had taken off from Dover 21 minutes earlier and reported an in-flight emergency ten minutes into the flight. All 17 people aboard survived, but two received serious injuries. The Air Force's accident investigation board report concluded the cause to be human error, in particular the crew had been manipulating the throttle of the (dead) number-two engine as if it were still running while keeping the (live) number-three engine at idle. The situation was further worsened by the crew's decision to use a high flap setting that increased drag beyond normal two-engine capabilities.[119][120] The aircraft was one of the first to receive the new avionics and glass flight displays for C-5 Avionics Modernization Program (AMP).[121] This accident led to a redesign of the cockpit engine displays, particularly the visual indicators of a non-active engine.[122] The aircraft was declared a total hull-loss and the airframe was scrapped, but the forward fuselage became a C-5 AMP test bed.[123]

Aircraft on display

Specifications (C-5M)

 
Drawing lines
 
A detail of the C-5's nose assembly raised for loading and unloading.
 
A General Electric TF39 turbofan engine
 
Unloading one of two Chinook helicopters from a C-5M Super Galaxy

Data from Quest for Performance,[128] International Directory of Military Aircraft,[129] and USAF fact sheet[130]

General characteristics

  • Crew: 7 typical (aircraft commander, pilot, 2 flight engineers, 3 loadmasters); 4 minimum (pilot, copilot, two flight engineers)[citation needed]
  • Capacity:
    • 36 master pallets 463L, 281,000 lb (127,459 kg)[131]
  • Length: 247 ft 1 in (75.31 m)
  • Wingspan: 222 ft 9 in (67.89 m)
  • Height: 65 ft 1 in (19.84 m)
  • Wing area: 6,200 sq ft (580 m2)
  • Airfoil: root: NACA 0012.41 mod; tip: NACA 0011 mod[132]
  • Empty weight: 380,000 lb (172,365 kg)
  • Max takeoff weight: 840,000 lb (381,018 kg) [N 2]
  • Fuel capacity: 154,880 kg ( 341,446 lb)

51,150 US gal (42,590 imp gal; 193,600 l)

Performance

  • Maximum speed: 462 kn (532 mph, 856 km/h)
  • Maximum speed: Mach 0.79
  • Cruise speed: 450 kn (520 mph, 830 km/h) / Mach 0.77
  • Range: 4,800 nmi (5,500 mi, 8,900 km) with a 120,000 lb (54,431 kg) payload. 2,300 nmi (4,260 km; 2,647 mi) with maximum cargo capacity.[131]
  • Ferry range: 7,000 nmi (8,100 mi, 13,000 km) with no cargo on board.
  • Service ceiling: 41,000 ft (12,000 m) at 750,000 lb (340,194 kg)
  • Rate of climb: 2,100 ft/min (11 m/s)
  • Thrust/weight: 0.26
  • Take-off run: 5,400 ft (1,646 m)
  • Landing run: 3,600 ft (1,097 m)

See also

Aircraft of comparable role, configuration, and era

Related lists

References

Notes

  1. ^ Sometimes written as "fantastic".[54][55]
  2. ^ Exceeds normal recommended peacetime max takeoff weight.[citation needed]

Citations

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  2. ^ a b "C-5 history." GlobalSecurity.org. Retrieved 20 January 2010.
  3. ^ Norton 2003, p. 7.
  4. ^ Bakse 1995, p. 39.
  5. ^ Norton 2003, pp. 8–9.
  6. ^ "Boeing CX-HLS proposal, artist concept". boeingimages.com. . Archived from the original on 20 December 2016. . Archived from the original on 20 December 2016.
  7. ^ a b c Norton 2003, pp. 12–13.
  8. ^ . Airway News. Archived from the original on 14 October 2014.
  9. ^ "B747기의 전신 – 미 공군 CX-HLS 초대형수송기 사업 보잉사 설계안" [B747 aircraft – US Air Force CX-HLS super large transport business – Boeing company design] (in Korean). 29 August 2012. Retrieved 30 May 2019. . Archived from the original on 12 September 2016.
  10. ^ Norton 2003, p. 11.
  11. ^ a b Erving 1993, pp. 189–190.
  12. ^ Bakse 1995, pp. 39, 74.
  13. ^ Phillips 2004, p. 127.
  14. ^ Veronico and Dunn 2004, p. 62.
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Bibliography

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External links

  • C-5 A/B/C Galaxy and C-5M Super Galaxy U.S. Air Force fact sheet
  • C-5M page on LockheedMartin.com
  • C-5 Galaxy page on GlobalSecurity.org
  • "Fatigue and Related Human Factors in the Near Crash of a Large Military Aircraft". Aviation, Space, and Environmental Medicine, Volume 77, Number 9, September 2006, pp. 963–970.
  • C5 wing vortex study (NASA video)

lockheed, galaxy, large, military, transport, aircraft, designed, built, lockheed, maintained, upgraded, successor, lockheed, martin, provides, united, states, force, usaf, with, heavy, intercontinental, range, strategic, airlift, capability, that, carry, outs. The Lockheed C 5 Galaxy is a large military transport aircraft designed and built by Lockheed and now maintained and upgraded by its successor Lockheed Martin It provides the United States Air Force USAF with a heavy intercontinental range strategic airlift capability one that can carry outsized and oversized loads including all air certifiable cargo The Galaxy has many similarities to the smaller Lockheed C 141 Starlifter and the later Boeing C 17 Globemaster III The C 5 is among the largest military aircraft in the world C 5 GalaxyA United States Air Force C 5 in flightRole Strategic airlifterNational origin United StatesManufacturer Lockheed Corporation Lockheed MartinFirst flight 30 June 1968 1 Introduction June 1970Status In servicePrimary user United States Air ForceProduced C 5A 1968 1973 C 5B 1985 1989Number built 131 C 5A 81 C 5B 50 The C 5 Galaxy s development was complicated including significant cost overruns and Lockheed suffered significant financial difficulties Shortly after entering service cracks in the wings of many aircraft were discovered and the C 5 fleet was restricted in capability until corrective work was completed The C 5M Super Galaxy is an upgraded version with new engines and modernized avionics designed to extend its service life to 2040 and beyond The USAF has operated the C 5 since 1969 In that time the airlifter supported US military operations in all major conflicts including Vietnam Iraq Yugoslavia and Afghanistan as well as allied support such as Israel during the Yom Kippur War and operations in the Gulf War The Galaxy has also distributed humanitarian aid provided disaster relief and supported the US space program Contents 1 Development 1 1 CX X and Heavy Logistics System 1 2 Into production 1 3 Restarted production and development 2 Design 3 Operational history 4 Variants 4 1 C 5A 4 2 C 5B 4 3 C 5C 4 4 C 5 AMP and C 5M Super Galaxy 4 5 L 500 4 6 C 5 Shuttle Carrier 5 Operators 5 1 Former operators 6 Incidents and accidents 6 1 Notable accidents 7 Aircraft on display 8 Specifications C 5M 9 See also 10 References 10 1 Notes 10 2 Citations 10 3 Bibliography 11 External linksDevelopment EditCX X and Heavy Logistics System Edit In 1961 several aircraft companies began studying heavy jet transport designs that would replace the Douglas C 133 Cargomaster and complement Lockheed C 141 Starlifters In addition to higher overall performance the United States Army wanted a transport aircraft with a larger cargo bay than the C 141 whose interior was too small to carry a variety of their outsized equipment These studies led to the CX 4 design concept but in 1962 the proposed six engined design was rejected because it was not viewed as a significant advance over the C 141 2 By late 1963 the next conceptual design was named CX X It was equipped with four engines instead of six in the earlier CX 4 concept The CX X had a gross weight of 550 000 pounds 249 000 kg a maximum payload of 180 000 lb 81 600 kg and a speed of Mach 0 75 500 mph or 805 km h The cargo compartment was 17 2 ft 5 24 m wide by 13 5 feet 4 11 m high and 100 ft 30 5 m long with front and rear access doors 2 USAF studies showed that high bypass turbofan engines were needed for thrust and fuel efficiency requirements 3 We started to build the C 5 and wanted to build the biggest thing we could Quite frankly the C 5 program was a great contribution to commercial aviation We ll never get credit for it but we incentivized that industry by developing the TF39 engine General Duane H Cassidy former MAC Commander in Chief 4 The criteria were finalized and an official request for proposal was issued in April 1964 for the Heavy Logistics System CX HLS previously CX X In May 1964 proposals for aircraft were received from Boeing Douglas General Dynamics Lockheed and Martin Marietta General Electric Curtiss Wright and Pratt amp Whitney submitted proposals for the engines After a downselect Boeing Douglas and Lockheed were given one year study contracts for the airframe along with General Electric and Pratt amp Whitney for the engines 5 All three of the designs shared a number of features The cockpit was placed well above the cargo area to allow for cargo loading through a nose door The Boeing and Douglas designs used a pod on the top of the fuselage containing the cockpit while the Lockheed design extended the cockpit profile down the length of the fuselage giving it an egg shaped cross section All of the designs had swept wings as well as front and rear cargo doors allowing simultaneous loading and unloading 6 Lockheed s design featured a T tail while the designs by Boeing and Douglas had conventional tails 7 8 9 The Air Force considered Boeing s design to be better than that of Lockheed but Lockheed s proposal was the lowest total cost bid 10 Lockheed was selected as the winner in September 1965 then awarded a contract in December 1965 7 11 General Electric s TF39 engine was selected in August 1965 to power the new transport plane 7 At the time GE s engine concept was revolutionary as all engines before had a bypass ratio less than two to one while the TF39 promised and would achieve a ratio of eight to one which had the benefits of increased engine thrust and lower fuel consumption 12 13 Boeing lost the military contract but went on to develop the successful 747 civilian airliner with over 1 500 aircraft built when manufacturing ended in 2022 after 54 years of production Into production Edit The first C 5A Galaxy serial number 66 8303 was rolled out of the manufacturing plant in Marietta Georgia on 2 March 1968 14 On 30 June 1968 flight testing of the C 5A began with the first flight flown by Leo Sullivan with the call sign eight three oh three heavy Flight tests revealed that the aircraft exhibited a higher drag divergence Mach number than predicted by wind tunnel data The maximum lift coefficient measured in flight with the flaps deflected 40 was higher than predicted 2 60 vs 2 38 but was lower than predicted with the flaps deflected 25 2 31 vs 2 38 and with the flaps retracted 1 45 vs 1 52 15 After being one of the worst run programs ever in its early years it has evolved very slowly and with great difficulty into a nearly adequate strategic airlifter that unfortunately needs in flight refueling or a ground stop for even the most routine long distance flights We spent a lot of money to make it capable of operating from unfinished airstrips near the front lines when we never needed that capability or had any intention to use it Robert F Dorr aviation historian 16 Aircraft weight was a serious issue during design and development At the time of the first flight the weight was below the guaranteed weight but by the time of the delivery of the 9th aircraft had exceeded guarantees 15 In July 1969 during a fuselage upbending test the wing failed at 128 of limit load which is below the requirement that it sustain 150 of limit load Changes were made to the wing but during a test in July 1970 it failed at 125 of limit load A passive load reduction system involving uprigged ailerons was incorporated but the maximum allowable payload was reduced from 220 000 to 190 000 lb 100 000 to 86 000 kg At the time a 90 probability was predicted that no more than 10 of the fleet of 79 airframes would reach their fatigue life of 19 000 hours without cracking of the wing 15 The fourth C 5A Galaxy 66 8306 in the 1980s European One color scheme Cost overruns and technical problems of the C 5A were the subject of a congressional investigation in 1968 and 1969 17 18 The C 5 program has the dubious distinction of being the first development program with a 1 billion equivalent to 7 4 billion today overrun 11 19 Due to the C 5 s troubled development the Department of Defense abandoned Total Package Procurement 20 In 1969 Henry Durham raised concerns about the C 5 production process with Lockheed his employer Subsequently Durham was transferred and subjected to abuse until he resigned The Government Accountability Office substantiated some of his charges against Lockheed Later the American Ethical Union honored Durham with the Elliott Black Award 21 The Deputy Assistant Secretary of the Air Force for Management Systems Ernest Fitzgerald was another person whose fostering of public accountability was unwelcome 22 Upon completion of testing in December 1969 the first C 5A was transferred to the Transitional Training Unit at Altus Air Force Base Oklahoma Lockheed delivered the first operational Galaxy to the 437th Airlift Wing Charleston Air Force Base South Carolina in June 1970 Due to higher than expected development costs in 1970 public calls were made for the government to split the substantial losses that Lockheed was experiencing 23 Production was nearly brought to a halt in 1971 as Lockheed went through financial difficulties due in part to the C 5 Galaxy s development as well as a civilian jet liner the Lockheed L 1011 24 The U S government gave loans to Lockheed to keep the company operational 25 In the early 1970s NASA considered the C 5 for the Shuttle Carrier Aircraft role to transport the Space Shuttle to Kennedy Space Center However they rejected it in favor of the Boeing 747 in part due to the 747 s low wing design 26 In contrast the Soviet Union chose to transport its shuttles using the high winged An 225 27 which derived from the An 124 which is similar in design and function to the C 5 During static and fatigue testing cracks were noticed in the wings of several aircraft 19 and as a consequence the C 5A fleet was restricted to 80 of maximum design loads To reduce wing loading load alleviation systems were added to the aircraft 28 By 1980 payloads were restricted to as low as 50 000 lb 23 000 kg for general cargo during peacetime operations A 1 5 billion program equivalent to 7 1 billion today known as H Mod 29 to re wing the 76 completed C 5As to restore full payload capability and service life began in 1976 30 31 After design and testing of the new wing design the C 5As received their new wings from 1980 to 1987 32 33 34 Restarted production and development Edit In 1974 Iran then having good relations with the United States offered 160 million equivalent to 879 million today to restart C 5 production to enable Iran to purchase aircraft for their own air force 35 36 in a similar climate as to their acquisition of F 14 Tomcat fighters 37 However no C 5 aircraft were ever ordered by Iran and the prospect was firmly halted by the Iranian Revolution in 1979 38 39 A Galaxy undergoing the AMP and RERP upgrades to become a C 5M As part of President Ronald Reagan s military policy funding was made available for expansion of the USAF s airlift capability With the C 17 program still some years from completion Congress approved funding for a new version of the C 5 the C 5B in July 1982 to expand airlift capacity 40 41 42 The first C 5B was delivered to Altus Air Force Base in January 1986 In April 1989 the last of 50 C 5B aircraft was added to the 77 C 5As in the Air Force s airlift force structure The C 5B includes all C 5A improvements and numerous additional system modifications to improve reliability and maintainability 43 In 1998 the Avionics Modernization Program AMP began upgrading the C 5 s avionics to include a glass cockpit navigation equipment and a new autopilot system 44 Another part of the C 5 modernization effort is the Reliability Enhancement and Re engining Program RERP The program replaced the engines with newer more powerful ones 45 A total of 52 C 5s are contracted to be modernized consisting of 49 B two C and one A model aircraft through the RERP The program features over 70 changes and upgrades including the newer General Electric engines 46 47 Three C 5s underwent RERP for testing purposes Low rate initial production started in August 2009 with Lockheed reaching full production in May 2011 citation needed 22 C 5M Super Galaxies have been completed as of August 2014 48 RERP upgrades were completed on 25 July 2018 The Air Force received the last modified aircraft on 1 August 2018 49 As of 2014 update Lockheed is investigating drag reduction by plasma heating of turbulent transonic airflow in critical points saving overall weight by reducing fuel consumption The Air Force Research Laboratory is looking at shape memory alloy for speed dependent vortex generators 50 Design Edit Lockheed C 5 Galaxy loading on a wet ramp in Bush Field Georgia The C 5 is a large high wing cargo aircraft with a distinctive high T tail fin vertical stabilizer with four TF39 turbofan engines mounted on pylons beneath wings that are swept 25 The C 5M uses newer GE CF6 engines Similar in layout to its smaller predecessor the C 141 Starlifter the C 5 has 12 internal wing tanks and is equipped for aerial refueling Above the plane length cargo deck is an upper deck for flight operations and for seating 80 passengers in rear facing seats unlike most commercial airplanes and the embarked loadmaster crew in forward facing seats Bay doors at both nose and tail open to enable drive through loading and unloading of cargo 51 The cargo hold of the C 5 is one foot 30 cm longer than the entire length of the first powered flight by the Wright brothers at Kitty Hawk 52 For its voracious consumption of fuel and its maintenance and reliability issues 53 the Galaxy s aircrews have nicknamed it FRED for Fucking N 1 Ridiculous Economic Environmental Disaster 53 JCB HMEE backhoe loader stowed inside a C 5 The C 5 loadmasters ensure cargo is secured and balanced before takeoff Takeoff and landing distance requirements for the plane at maximum load gross weight are 8 300 ft 2 500 m and 4 900 ft 1 500 m respectively Its high flotation main landing gear provides 28 wheels to distribute gross weight on paved or earth surfaces The rear main landing gear can be made to caster to make a smaller turning radius and rotates 90 after takeoff before being retracted Kneeling landing gear permits lowering the aircraft when parked thereby presenting the cargo deck at truck bed height to facilitate loading and unloading operations 56 The C 5 features a malfunction detection analysis and recording system to identify errors throughout the aircraft 34 The cargo compartment is 121 ft 37 m long 13 5 ft 4 1 m high and 19 ft 5 8 m wide or just over 31 000 cu ft 880 m3 It can accommodate up to 36 463L master pallets or a mix of palletized cargo and vehicles The nose and aft cargo bay doors open the full width and height of the cargo bay to maximize efficient loading of oversized equipment Full width ramps enable loading double rows of vehicles from either end of the cargo hold 51 The C 5 Galaxy is capable of moving nearly every type of military combat equipment including such bulky items as the Army armored vehicle launched bridge at 74 short tons 67 t from the United States to any location on the globe 51 and of accommodating up to six Boeing AH 64 Apache helicopters or five Bradley Fighting Vehicles at one time 33 Operational history Edit Loading an M1A1 Abrams tank onto a C 5 Galaxy The first C 5A was delivered to the USAF on 17 December 1969 Wings were built up in the early 1970s at Altus AFB Oklahoma Charleston AFB South Carolina Dover AFB Delaware and Travis AFB California The C 5 s first mission was on 9 July 1970 in Southeast Asia during the Vietnam War 57 C 5s were used to transport equipment and troops including Army tanks and even some small aircraft throughout the later years of the US action in Vietnam 58 In the final weeks of the war prior to the Fall of Saigon several C 5s were involved in evacuation efforts During one such mission a C 5A crashed while transporting a large number of orphans with over 140 killed 59 60 C 5s have also been used to deliver support and reinforce various US allies over the years During the Yom Kippur War in 1973 multiple C 5s and C 141 Starlifters delivered critical supplies of ammunition replacement weaponry and other forms of aid to Israel the US effort was named as Operation Nickel Grass 61 62 The C 5 Galaxy s performance in Israel was such that the Pentagon began to consider further purchases 63 The C 5 was regularly made available to support American allies such as the British led peacekeeper initiative in Zimbabwe in 1979 64 C 5A Minuteman Air Mobile ICBM Feasibility Demonstration 24 October 1974 On 24 October 1974 the Space and Missile Systems Organization successfully conducted an air launched ballistic missile test where a C 5A Galaxy aircraft air dropped an 86 000 pound 39 000 kg Minuteman ICBM from 20 000 feet 6 100 m over the Pacific Ocean The missile descended to 8 000 feet 2 400 m before its rocket engine fired The 10 second engine burn carried the missile to 20 000 feet 6 100 m again before it dropped into the ocean The test proved the feasibility of launching an intercontinental ballistic missile from the air Operational deployment was discarded due to engineering and security difficulties though the capability was used as a negotiating point in the Strategic Arms Limitation Talks 65 66 Aircraft 69 0014 Zero One Four used in the test was retired to the Air Mobility Command Museum at Dover Air Force Base 67 Personnel unload cargo from a C 5 Galaxy at Pegasus Field an ice runway near McMurdo Station Antarctica in 1989 The C 5 has been used for several unusual functions During the development of the secretive stealth fighter the Lockheed F 117 Nighthawk Galaxies were often used to carry partly disassembled aircraft leaving no exterior signs as to their cargo 68 The C 5 remains the largest aircraft to operate in the Antarctic 69 capable of operating from Williams Field near McMurdo Station 70 The C 5 Galaxy was a major supply asset in the international coalition operations in 1990 91 against Iraq in the Gulf War 71 72 73 C 5s have routinely delivered relief aid and humanitarian supplies to areas afflicted with natural disasters or crisis multiple flights were made over Rwanda in 1994 74 The C 5 is also used to transport Marine One 75 The wings on the C 5As were replaced during the 1980s to restore full design capability 32 The USAF took delivery of the first C 5B on 28 December 1985 and the final one in April 1989 76 The reliability of the C 5 fleet has been a continued issue throughout its lifetime 77 78 however the C 5M upgrade program seeks in part to address this issue 45 Their strategic airlift capacity has been a key logistical component of U S military operations in Afghanistan and Iraq Following an incident during Operation Iraqi Freedom where one C 5 was damaged by a projectile the installation of defensive systems has become a stated priority 79 The C 5 AMP and RERP modernization programs plan to raise mission capable rate to a minimum goal of 75 45 Over the next 40 years the U S Air Force estimates the C 5M will save over 20 billion 80 The first C 5M conversion was completed on 16 May 2006 and C 5Ms began test flights at Dobbins Air Reserve Base in June 2006 80 In 2008 the USAF decided to convert remaining C 5Bs and C 5Cs into C 5Ms with avionics upgrades and re engining 81 The C 5As will receive only the avionics upgrades 81 82 The last of 52 C 5Ms was delivered to Air Mobility Command in August 2018 83 A C 5 taking off from Robins AFB In response to Air Force plans to retire older C 5 aircraft Congress implemented legislation that set limits on retirement plans for C 5As in 2003 84 As of November 2013 45 C 5As have been retired 11 have been scrapped parts of one A C 66 8306 are now a cargo load trainer at Lackland AFB Texas and one was sent to the Warner Robins Air Logistics Center WR ALC for tear down and inspection to evaluate structural integrity and estimate the remaining life for the fleet 85 The U S Air Force began to receive refitted C 5M aircraft in December 2008 86 Full production of C 5Ms began in the summer of 2009 87 In 2009 the Congressional ban on the retirement of C 5s was overturned 88 The Air Force seeks to retire one C 5A for every 10 new C 17s ordered 89 In October 2011 the 445th Airlift Wing based at Wright Patterson Air Force Base replaced all remaining C 5s with C 17s 90 The C 5M reached initial operating capability IOC on 24 February 2014 with 16 aircraft delivered 91 On 13 September 2009 a C 5M set 41 new records and flight data was submitted to the National Aeronautic Association for formal recognition The C 5M had carried a payload of 176 610 lb 80 110 kg to over 41 100 ft 12 500 m in 23 minutes 59 seconds Additionally 33 time to climb records at various payload classes were set and the world record for greatest payload to 6 562 ft 2 000 m was broken The aircraft was in the category of 551 200 to 661 400 lb 250 000 to 300 000 kg with a takeoff weight of 649 680 lb 294 690 kg including payload fuel and other equipment 92 On 18 July 2017 C 5s based at Dover were ordered to stand down so maintenance crews could determine the cause for some nose landing gear failing 93 The last TF39 powered C 5 flew in late 2017 citation needed Variants EditC 5A Edit Instrument panel of a C 5A The C 5A is the original version of the C 5 From 1969 to 1973 81 C 5As were delivered to the Military Airlift Command of the U S Air Force Due to cracks found in the wings in the mid 1970s the cargo weight was restricted To restore the C 5 s full capability the wing structure was redesigned A program to install new strengthened wings on 77 C 5As was conducted from 1981 to 1987 The redesigned wing made use of a new aluminum alloy that did not exist during the original production 94 As of August 2016 there were 10 A models in service flown by the Air Force Reserve Command s 433d Airlift Wing at Lackland AFB Kelly Field Texas and 439th Airlift Wing at Westover ARB Massachusetts 95 The last operational C 5A was retired on 7 September 2017 96 C 5B Edit The C 5B is an improved version of the C 5A It incorporated all modifications and improvements made to the C 5A with improved wings simplified landing gear upgraded TF 39 GE 1C turbofan engines and updated avionics Fifty examples of the new variant were delivered to the U S Air Force from 1986 to 1989 97 98 C 5C Edit The C 5C is a specially modified variant for transporting large cargo Two C 5As 68 0213 and 68 0216 were modified following major accidents to have a larger internal cargo capacity to accommodate large payloads such as satellites The major modifications were the removal of the rear passenger compartment floor splitting the rear cargo door in the middle and installing a new movable aft bulkhead further to the rear 99 The official C 5 technical manual refers to the version as C 5A SCM Space Cargo Modified Modifications also included adding a second inlet for ground power which can feed any power dependent equipment that may form part of the cargo The two C 5Cs are operated by U S Air Force crews for DOD spacecraft programs and NASA and are stationed at Travis AFB California Both C 5Cs 68 0213 and 68 0216 have been modified into C 5Ms as of 2017 citation needed C 5 AMP and C 5M Super Galaxy Edit New C 5 cockpit avionics installed under the Avionics Modernization Program Following a study showing that 80 of the C 5 airframe s service life was remaining 100 Air Mobility Command AMC began an aggressive program to modernize all remaining C 5Bs and C 5Cs and many of the C 5As The C 5 Avionics Modernization Program AMP began in 1998 and includes upgrading the avionics to comply with Global Air Traffic Management standards improving communications fitting new flat panel displays improving navigation and safety equipment and installing a new autopilot system The first flight of a C 5 with AMP 85 0004 occurred on 21 December 2002 101 The Reliability Enhancement and Re engining Program RERP began in 2006 It includes fitting new General Electric F138 GE 100 CF6 80C2 engines pylons and auxiliary power units and upgrades to aircraft skin and frame landing gear cockpit and pressurization systems 45 102 Each CF6 engine produces 22 more thrust 50 000 lbf or 220 kN 103 providing a 30 shorter takeoff a 38 higher climb rate to initial altitude an increased cargo load and a longer range specify 45 104 Upgraded C 5s are designated C 5M Super Galaxy 105 L 500 Edit Lockheed also planned a civilian version of the C 5 Galaxy the L 500 the company designation also used for the C 5 itself Both passenger and cargo versions of the L 500 were designed The all passenger version would have been able to carry up to 1 000 travelers while the all cargo version was predicted to be able to carry typical C 5 volume for as little as 2 cents per ton mile in 1967 dollars 106 Although some interest was expressed by carriers no orders were placed for either L 500 version due to operational costs caused by low fuel efficiency a significant concern for a profit making carrier even before the oil crisis of the 1970s keen competition from Boeing s 747 and high costs incurred by Lockheed in developing the C 5 and later the L 1011 which led to the governmental rescue of the company 107 C 5 Shuttle Carrier Edit Lockheed proposed a twin body C 5 as a Shuttle Carrier Aircraft to counter the Conroy Virtus but the design was turned down in favor of the Boeing 747 108 109 People in line to enter the 445th Airlift Wing s first C 5A Galaxy in 2005 C 5B Galaxy at Rhein Main AB A C 5 landing a Quebec City Jean Lesage International Airport CYQB A Boeing KC 46 Pegasus refuels a C 5M Galaxy from Travis AFB over California Apr 2019 Loading a Mystic class deep submergence rescue vehicle onto a C 5 Galaxy Loading a Super Stallion on a C 5AOperators Edit United StatesUnited States Air Force 52 C 5Ms in service as of August 2018 110 Air Mobility Command 60th Air Mobility Wing Travis Air Force Base California22nd Airlift Squadron 1972 present dd 436th Airlift Wing Dover Air Force Base Delaware9th Airlift Squadron 1971 present dd Air Force Reserve Command 349th Air Mobility Wing Associate Travis Air Force Base California312th Airlift Squadron 1973 present dd 413th Flight Test Group Robins AFB Georgia339th Flight Test Squadron 1998 present dd 433d Airlift Wing Kelly Field Annex Texas68th Airlift Squadron 1985 present 356th Airlift Squadron 2007 present dd 439th Airlift Wing Westover Air Reserve Base Massachusetts337th Airlift Squadron 1987 present dd 512th Airlift Wing Associate Dover Air Force Base Delaware709th Airlift Squadron 1973 present dd Former operators Edit Military Airlift Command Air Mobility Command 60th Military Airlift Wing Air Mobility Wing Travis Air Force Base California21st Airlift Squadron 1993 2006 75th Military Airlift Squadron 1970 1992 dd 436th Military Airlift Wing Airlift Wing Dover Air Force Base Delaware3d Military Airlift Squadron Airlift Squadron 1973 2007 31st Military Airlift Squadron Airlift Squadron 1989 1994 dd 437th Military Airlift Wing Charleston Air Force Base South Carolina3d Military Airlift Squadron 1970 1973 dd 443d Military Airlift Wing Altus Air Force Base Oklahoma56th Military Airlift Squadron 1969 1992 dd 97th Air Mobility Wing Altus AFB Oklahoma56th Military Airlift 56th Airlift Squadron 1992 2007 dd Air Force Reserve 349th Military Airlift Wing Air Mobility Wing Associate Travis Air Force Base California301st Military Airlift Squadron Airlift Squadron 1973 2006 dd 445th Military Airlift Wing 445th Airlift Wing Wright Patterson AFB Ohio89th Airlift Squadron 2006 2012 dd 512th Military Airlift Wing Airlift Wing Associate Dover Air Force Base Delaware326th Military Airlift Squadron Airlift Squadron 1973 2007 dd Air National Guard 105th Military Airlift Group Military Airlift Wing Airlift Wing Stewart ANGB New York137th Military Airlift Squadron Airlift Squadron 1985 2012 dd 164th Military Airlift Wing Airlift Wing Memphis Tennessee155th Military Airlift Squadron Airlift Squadron 2004 2013 dd 167th Military Airlift Wing 167th Airlift Wing Martinsburg West Virginia167th Military Airlift 167th Airlift Squadron 2006 2015 dd Incidents and accidents Edit C 5A after crash landing at Shemya AFB Alaska July 1983 Emergency responders at the scene of a C 5B crash at Dover AFB Delaware April 2006 The flight deck from the C 5B crash at Dover AFB in April 2006 being loaded into another C 5 Three C 5 Galaxy aircraft have been lost in crashes along with two class A losses resulting from ground fire with a combined total of 169 fatalities At least two other C 5 crashes have resulted in major airframe damage but the aircraft were repaired and returned to service Notable accidents Edit On 27 May 1970 C 5A AF Serial No 67 0172 was destroyed during a ground fire at Palmdale California after an Air Turbine Motor started backwards and quickly overheated setting the hydraulic system on fire and consuming the aircraft The engines were not running at the time of the fire Five crew escaped and seven firefighters suffered minor injuries fighting the blaze 111 112 On 17 October 1970 C 5A AF Serial No 66 8303 was destroyed during a ground fire at the Lockheed Aircraft plant at Dobbins AFB in Marietta Georgia The fire started during maintenance in one of the aircraft s 12 fuel cells One worker was killed and another injured This was the first C 5 aircraft produced 112 On 27 September 1974 C 5A Serial No 68 0227 crashed after over running the runway at Clinton Oklahoma Municipal Airport during an emergency landing following a serious landing gear fire The crew mistakenly aligned the aircraft for the visual approach into the wrong airport landing at Clinton Municipal Airport which has a 4 400 ft 1 300 m runway instead of the airfield at Clinton Sherman Industrial Airpark former Clinton Sherman Air Force Base which has a 13 500 ft 4 100 m runway This was the first operational loss of a C 5 Galaxy 112 On 4 April 1975 C 5A Serial No 68 0218 crashed while carrying orphans out of Vietnam during Operation Babylift This accident is one of the most notorious C 5 accidents to date 59 The crash occurred while trying to make an emergency landing at Tan Son Nhut Air Base Saigon following a rear pressure door lock failure in flight 112 113 144 people including 78 children were killed out of the 313 aboard 243 children 44 escorts 16 flight crew and 10 medical crew 60 Use of the C 5 was heavily restricted for several months following the high profile accident 114 On 31 July 1983 C 5A Serial No 70 0446 crashed while landing at the former Shemya Air Force Base on Shemya Island in Alaska The C 5 approached below the glide slope in heavy fog hit landing light poles and an embankment short of the runway stopping at the 5 000 foot mark on the runway with the nose gear at the side of the runway embankment Structural damage was extensive and the two aft main landing gear bogies were sheared from the aircraft There were no fatalities A joint USAF Lockheed team made repairs enabling a ferry flight from Shemya to the Lockheed plant in Marietta Georgia later that year There the aircraft was dubbed Phoenix II and permanent repair efforts got under way In addition to the structural repairs the aircraft also received an improved landing gear system common to the then new C 5B wing modification and a color weather radar upgrade The aircraft was returned to service 115 In July 1983 C 5A Serial No 68 0216 landed gear up at Travis Air Force Base California There were no injuries The accident occurred while the crew was performing touch and go landings and did not lower the landing gear during the final approach of the day The aircraft received significant damage to the lower fuselage ramp clamshell doors and main landing gear pods The C 5A was later flown to Marietta for repairs While there the aircraft was selected to be the first C 5A converted to the C 5C configuration 116 On 29 August 1990 C 5A Serial No 68 0228 crashed following an engine failure shortly after take off The aircraft took off from Ramstein Air Base in Germany in support of Operation Desert Shield It was flown by a nine member reserve crew from the 68th Airlift Squadron 433d Airlift Wing based at Kelly AFB Texas 117 As the aircraft started to climb off the runway one of the thrust reversers suddenly deployed This resulted in loss of control of the aircraft and the subsequent crash Of the 17 people on board only four survived the crash 118 All four were in the rear troop compartment The sole crew member to survive Staff Sgt Lorenzo Galvan Jr was awarded the Airman s Medal for his actions in evacuating the survivors from the wreckage 112 On 3 April 2006 C 5B Serial No 84 0059 crashed following a cockpit indication that the thrust reverser on No 2 engine was not locked The crew shut down No 2 engine as a safeguard The C 5B assigned to the 436th Airlift Wing and flown by a reserve crew from the 709th Airlift Squadron 512th Airlift Wing crashed about 2 000 ft 610 m short of the runway while attempting a heavyweight emergency landing at Dover Air Force Base Delaware The aircraft had taken off from Dover 21 minutes earlier and reported an in flight emergency ten minutes into the flight All 17 people aboard survived but two received serious injuries The Air Force s accident investigation board report concluded the cause to be human error in particular the crew had been manipulating the throttle of the dead number two engine as if it were still running while keeping the live number three engine at idle The situation was further worsened by the crew s decision to use a high flap setting that increased drag beyond normal two engine capabilities 119 120 The aircraft was one of the first to receive the new avionics and glass flight displays for C 5 Avionics Modernization Program AMP 121 This accident led to a redesign of the cockpit engine displays particularly the visual indicators of a non active engine 122 The aircraft was declared a total hull loss and the airframe was scrapped but the forward fuselage became a C 5 AMP test bed 123 Aircraft on display EditC 5A AF Ser No 70 0451 has been delivered to the Travis Air Force Base Heritage Center at Travis Air Force Base for future display This is the penultimate operational C 5A 124 with the last operational C 5A delivered to Davis Monthan Air Force Base for spare parts 125 C 5A AF Ser No 69 0014 is on display at the Air Mobility Command Museum at Dover Air Force Base Delaware This is the first C 5 aircraft to go on museum display 126 127 Specifications C 5M Edit Drawing lines A detail of the C 5 s nose assembly raised for loading and unloading A General Electric TF39 turbofan engine Unloading one of two Chinook helicopters from a C 5M Super Galaxy Data from Quest for Performance 128 International Directory of Military Aircraft 129 and USAF fact sheet 130 General characteristicsCrew 7 typical aircraft commander pilot 2 flight engineers 3 loadmasters 4 minimum pilot copilot two flight engineers citation needed Capacity 36 master pallets 463L 281 000 lb 127 459 kg 131 Length 247 ft 1 in 75 31 m Wingspan 222 ft 9 in 67 89 m Height 65 ft 1 in 19 84 m Wing area 6 200 sq ft 580 m2 Airfoil root NACA 0012 41 mod tip NACA 0011 mod 132 Empty weight 380 000 lb 172 365 kg Max takeoff weight 840 000 lb 381 018 kg N 2 Fuel capacity 154 880 kg 341 446 lb 51 150 US gal 42 590 imp gal 193 600 l Powerplant 4 General Electric F138 100 turbofan engines 51 000 lbf 230 kN thrust eachPerformance Maximum speed 462 kn 532 mph 856 km h Maximum speed Mach 0 79 Cruise speed 450 kn 520 mph 830 km h Mach 0 77 Range 4 800 nmi 5 500 mi 8 900 km with a 120 000 lb 54 431 kg payload 2 300 nmi 4 260 km 2 647 mi with maximum cargo capacity 131 Ferry range 7 000 nmi 8 100 mi 13 000 km with no cargo on board Service ceiling 41 000 ft 12 000 m at 750 000 lb 340 194 kg Rate of climb 2 100 ft min 11 m s Thrust weight 0 26 Take off run 5 400 ft 1 646 m Landing run 3 600 ft 1 097 m See also Edit Aviation portalAircraft of comparable role configuration and era Antonov An 124 Ruslan Soviet Ukrainian large military transport aircraft Antonov An 225 Mriya Soviet Ukrainian heavy strategic cargo aircraft Boeing C 17 Globemaster III Four engine military transport aircraft Boeing 747 American wide body long range commercial jet aircraft design derived from Boeing s failed bid for the CX X HLS contractRelated lists List of active United States military aircraft List of Lockheed aircraftReferences EditNotes Edit Sometimes written as fantastic 54 55 Exceeds normal recommended peacetime max takeoff weight citation needed Citations Edit Bakse 1995 p 91 a b C 5 history GlobalSecurity org Retrieved 20 January 2010 Norton 2003 p 7 Bakse 1995 p 39 Norton 2003 pp 8 9 Boeing CX HLS proposal artist concept boeingimages com Image 1 Archived from the original on 20 December 2016 Image 2 Archived from the original on 20 December 2016 a b c Norton 2003 pp 12 13 Boeing CX HLS Model at Boeing Corporate Archives 1963 64 Airway News Archived from the original on 14 October 2014 B747기의 전신 미 공군 CX HLS 초대형수송기 사업 보잉사 설계안 B747 aircraft US Air Force CX HLS super large transport business Boeing company design in Korean 29 August 2012 Retrieved 30 May 2019 Next page Archived from the original on 12 September 2016 Norton 2003 p 11 a b Erving 1993 pp 189 190 Bakse 1995 pp 39 74 Phillips 2004 p 127 Veronico and Dunn 2004 p 62 a b c Garrard Wilfred C The Lockheed C 5 Case Study in Aircraft Design AIAA Professional Study Series Tillman 2007 p 82 Plane costs suppressed Colonel says Archived 4 February 2016 at the Wayback Machine Milwaukee Journal 30 April 1969 C 5A Foe says Pentagon stripped him of duties The New York Times 18 November 1969 a b Garwood Darrell Newest Air Force planes grounded Times News 17 January 1970 Nalty 2003 pp 192 193 A Whistle blower on the C 5A Gets a New Life People 15 July 1974 Rice 1971 General asks U S to share Lockheed loss Spokane Daily Chronicle 29 June 1970 New Life for TriStar Time 17 May 1971 Retrieved 6 January 2007 Aspin Les The Lockheed Loan revisited The New York Times 29 August 1972 Miles Marvin Jumbo Jet will ferry Space Shuttle Piggyback across U S Los Angeles Times 19 June 1974 Goebel Greg Antonov An 225 Mriya Cossack The Antonov Giants An 22 An 124 amp An 225 vectorsite net 1 November 2009 Retrieved 18 June 2006 Norton 2003 pp 31 36 National Research Council 1997 p 90 Finney John W C 5A jet repairs to cost 1 5 billion Pentagon outs outlay to fix Wing Defects at 1 3 Billion as Overruns continue The New York Times 15 December 1975 Coates James Disputed C 5 jet gets Pentagon nod Chicago Tribune 21 January 1982 a b Norton 2003 pp 53 56 a b Congressional Budget Office 1986 p 46 a b Neely Mike 3 April 2022 Lockheed C 5 Galaxy theaviationzone com Iran may fund new production of Lockheed C 5 Los Angeles Times 8 May 1974 Wright Robert A Lockheed considers Textron merger Profitable division Iranian offer is reported The New York Times 8 May 1974 Marder Murray Oil pact with U S firm Iran signs agreement dead link Victoria Advocate 26 July 1973 Vital US military technology has been lost to new Iranian regime Lewiston Evening Journal 16 February 1979 U S cuts off plane parts to Iran Archived 26 October 2012 at the Wayback Machine Chicago Tribune 9 November 1979 Storer Rowley House gives Reagan victories on MX C 5 Chicago Tribune 22 July 1982 U S Air Force wants to double Airlift capacity Times Daily 27 January 1982 Nalty 2003 p 367 Norton 2003 pp 56 58 Schanz Marc V Assoc Editor Life with the C 5 Air Force Magazine Volume 90 Issue 6 June 2007 pp 59 60 ISSN 0730 6784 a b c d e Tirpak John A Saving the Galaxy Air Force Magazine January 2004 Lockheed Martin Delivers Second Production C 5M Super Galaxy To U S Air Force Lockheed Martin Press Release 12 April 2011 Trimble Stephen Lockheed Martin inducts first C 5B for C 5M modifications Flight International 21 August 2009 Double Deuce Jonathan Bell 7 August 2018 Galaxy wraps upgrades to become C 5M Super Galaxy Official United States Air Force Website Retrieved 30 May 2019 Graham Warwick and Guy Norris AFRL Seeks Drag Reduction Technologies For Mobility Aircraft Aviation Week amp Space Technology 23 September 2014 Retrieved 26 September 2014 Archived on 26 September 2014 subscription required a b c C 5 design Globalsecurity org 20 January 2010 The Five First Flights thewrightbrothers org 23 July 2008 a b Lippincott 2006 p 4 Goebel Greg The Lockheed C 141 Starlifter amp C 5 Galaxy Air Vectors 1 April 14 Gustin Emmanuel Aircraft nicknames mit edu Retrieved 6 December 2012 Air International February 1984 p 63 Coughlin William J C 5A in first S Viet flight Los Angeles Times 10 July 1970 Norton 2003 pp 43 44 a b Portrait of tragedy Evening Independent 4 April 1975 a b THE CREW OF THE C 5 Babylift revisited Norton 2003 pp 45 46 Dunstan 2007 pp 56 88 C 5 Performance in Israel may spur Pentagon to order more Los Angeles Times 9 November 1973 U S Cargo Jets to play Zimbabwe role Los Angeles Times 7 December 1979 Thursday 01 January 1970 Sunday 31 December 1989 Archived 18 October 2012 at the Wayback Machine U S Air Force Inside the AF MIL Heritage section Marti and Sarigul Klijn A Study of Air Launch Methods for RLVs Doc No AIAA 2001 4619 Mechanical and Aeronautical Engineering Dept University of California Davis California Patterson Thom 9 August 2013 The radical nuclear missile test that made history CNN Jenkins 2001 p 84 Dole Ronald D Six Months On Ice Living And Working At The Bottom Of The World KA1EFO Retrieved 23 August 2011 Runway Project Clears the Way for Improved Antarctic Airlift National Science Foundation 20 February 2002 Retrieved 20 January 2007 Evans David The Gulf airlift has moved only the tip of the spear Chicago Tribune 24 August 1990 Brenner Elliot Massive airlift sealift equals moving a town Daily Gazette 22 August 1990 Chant 2001 p 47 Plunkett A J More troops leave on Rwandan mission Daily Press 4 August 1994 On Board Marine One Presidential Fleet National Geographic 2009 Retrieved 5 September 2013 Norton 2003 p 58 Leary William M Strategic Airlift Past Present and Future Air University Review September October 1986 Anderson Brian H The Mobility Traid and Challenges for the Operational Commander Naval War College Newport 5 February 1999 p 8 Government Accountability Office 2006 pp 125 156 a b McGowan Laura C 5 still going strong Archived 4 February 2016 at the Wayback Machine US Air Force 21 June 2006 a b Warick Graham Pentagon cancels re engining of USAF s older Lockheed C 5s FlightGlobal 15 February 2008 Air Force C 5 Galaxy modernization program certified U S Air Force 15 February 2008 After 17 years of upgrades the Air Force s biggest plane is ready to stay in the air for decades Business Insider 14 August 2018 Weinberger Sharon Congress Moves To Limit C 5A Retirement Defense Daily 14 November 2003 AMARC Experience AMARC Experience Trimble Stephen Lockheed delivers first upgraded C 5M Super Galaxy Flight International 11 December 2008 Lockheed Martin delivers third C 5M Super Galaxy to United States Air Force Bloomberg 27 February 2009 Trimble Stephen More C 17 sales possible after C 5A retirement ban lifted Flight International 11 September 2009 Rolfsen Bruce C 5A swap for new C 17s has hitch Air Force Times 12 January 2010 445th C 5 era comes to an end Archived 27 April 2012 at the Wayback Machine 445th Airlift Wing Public Affairs 4 October 2011 Upgraded C 5M Super Galaxies gain IOC designation Upi com 24 February 2014 Lockheed Martin C 5M Super Galaxy Sets World Aviation Records Lockheed Martin 15 September 2009 Panzino Charlsy 7 August 2017 Air Mobility Command stands down C 5 flying operations at Dover AFB Air Force Times C 5A GlobalSecurity org Retrieved 21 January 2010 AMARC Experience Search the Database amarcexperience com Last C 5A Galaxy Arrives at AMARG dvidshub net C 5B GlobalSecurity org Retrieved 21 January 2010 Miller 2003 p 53 Norton 2003 pp 62 78 Jablonski David A Air Force Fleet Viability Board releases C 5A assessment Air Force Print News 15 July 2004 First Flight For AMP C 5 Code One Magazine April 2003 Hooker John Hoyle David Bevis Dwayne 2006 The Application of CFD for the Aerodynamic Development of the C 5M Galaxy 44th AIAA Aerospace Sciences Meeting and Exhibit doi 10 2514 6 2006 856 ISBN 978 1 62410 039 0 C 5 modernization program Lockheed Martin Retrieved 21 January 2010 Lockheed Martin C 5M Super Galaxy Expands U S Air Force Global Reach Capability at Lower Cost Archived 3 January 2013 at the Wayback Machine Lockheed Martin 16 May 2006 Second C 5M Super Galaxy takes flight U S Air Force 20 November 2006 Aircraft The Biggest Bird Time 12 July 1968 Lockheed L 500 Galaxy proposed UAL colors c 1968 Archived 2 April 2011 at the Wayback Machine doraplane com Retrieved 3 January 2011 unreliable source Shuttling the Shuttle Twin fuselage C 5 Galaxy The Unwanted Blog up ship com Tails through time 24 January 2011 After 17 years of upgrades the Air Force s biggest plane is ready to stay in the air for decades Business Insider 13 August 2018 San Bernardino Sun 28 May 1970 a b c d e C 5 crash doesn t diminish historian s view of aircraft US Air Force 4 April 2006 305 aboard giant craft 100 survive Boca Raton News 4 April 1975 Airforce imposes curbs on C 5 use The New York Times 12 April 1975 Lippincott 2006 p 35 Lippincott 2006 p 28 San Antonio air base mourns reservists killed in C 5 crash Austin American Statesman 30 August 1990 U S plane crashes killing 13 Deseret News 29 August 1990 C 5 accident investigation board complete Archived 27 March 2014 at the Wayback Machine US Air Force 13 June 2006 USAF Crash Investigation Video YouTube Air Force blames crew for C 5 crash DelawareOnline 14 June 2006 Pilot Performance Based Selection of Engine Display Features Proceedings of the Human Factors and Ergonomics Society Annual Meeting Vol 54 no 1 September 2010 pp 65 69 Langley Nicole Gone with the wings C 5 removal process in full swing US Air Force 19 January 2007 Travis Heritage Center acquires AF s largest static display Travis Air Force Base Retrieved 14 November 2017 Off to the Boneyard for Westover s last C 5A Greenfield Recorder 7 September 2017 Retrieved 14 November 2017 C 5 goes on display at AMC museum Air Force Times C 5A Galaxy Air Mobility Command Museum AMC Museum Foundation Inc Retrieved 31 July 2017 Loftin L K Jr NASA SP 468 Quest for Performance The Evolution of Modern Aircraft NASA 1985 Frawley Gerald The International Directory of Military Aircraft 2002 2003 Fishwick Act Australia Aerospace Publications 2002 ISBN 1 875671 55 2 C 5 A B C Galaxy and C 5M Super Galaxy fact sheet US Air Force January 2014 Retrieved 29 January 2014 a b C 5M Super Galaxy U S Air Force Lednicer David The Incomplete Guide to Airfoil Usage m selig ae illinois edu Retrieved 16 April 2019 Bibliography Edit Aging of U S Air Force Aircraft Final Report Washington D C National Research Council National Academies 1997 Bakse Colin Airlift Tanker History of U S Airlift and Tanker Forces New York Turner Publishing 1995 ISBN 1 56311 125 X Chant Christopher Air War in the Gulf 1991 Oxford UK Osprey Publishing 2001 ISBN 1 84176 295 4 Dunstan Simon The Yom Kippur War the Arab Israeli War of 1973 Oxford UK Osprey Publishing 2007 ISBN 1 84603 288 1 The Giants of Georgia Air International Vol 26 No 2 February 1984 pp 61 68 87 90 ISSN 0306 5634 Government Accountability Office Military Readiness DOD Needs to Identify and Address Gaps and Potential Risks in Program Strategies and Funding Priorities for Selected Equipment Darby Pennsylvania DIANE Publishing 2006 ISBN 1 4223 0444 2 Improving Strategic Mobility The C 17 Program and Alternatives Washington D C Congressional Budget Office United States Congress September 1986 ISBN 1 4379 0071 2 Irving Clive Wide Body The Triumph of the 747 New York W Morrow 1993 ISBN 0 688 09902 5 Jenkins Dannis J Lockheed Secret Projects Inside the Skunk Works St Paul Minnesota Zenith Imprint 2001 ISBN 0 7603 0914 0 Miller David Conflict Iraq Weapons and Tactics of the US and Iraqi Forces St Paul Minnesota Zenith Imprint 2003 ISBN 0 7603 1592 2 Nalty Bernard C Winged Shield Winged Sword 1950 1997 A History of the United States Air Force Minerva Group 2003 ISBN 1 4102 0902 4 Lippincott Richard C 5 Galaxy in Action Carrollton Texas Squadron Signal Publications 2006 ISBN 0 89747 504 6 Norton Bill Lockheed Martin C 5 Galaxy North Branch Minnesota Specialty Press 2003 ISBN 1 58007 061 2 Philips Warren F Mechanics of Flight Hoboken New Jersey John Wiley and Sons 2004 ISBN 0 471 33458 8 Reed Chris Lockheed C 5 Galaxy Atglen Pennsylvania Schiffer Publishing 2000 ISBN 0 7643 1205 7 Rice Berkeley 1971 The C 5A Scandal Houghton Mifflin ISBN 9780395121030 OCLC 785825369 Tillman Barrett What We Need Extravagance and Shortages in America s Military Zenith Imprint 2007 ISBN 076032 869 2 Veronico Nick and Jim Dunn 21st Century U S Air Power St Paul Minnesota Zenith Imprint 2004 ISBN 0 7603 2014 4 External links Edit Wikimedia Commons has media related to Lockheed C 5 Galaxy C 5 A B C Galaxy and C 5M Super Galaxy U S Air Force fact sheet C 5M page on LockheedMartin com C 5 Galaxy page on GlobalSecurity org Fatigue and Related Human Factors in the Near Crash of a Large Military Aircraft Aviation Space and Environmental Medicine Volume 77 Number 9 September 2006 pp 963 970 C5 wing vortex study NASA video Retrieved from https en wikipedia org w index php title Lockheed C 5 Galaxy amp oldid 1128276241, wikipedia, wiki, book, books, library,

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