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| The first C-5A Galaxy (#66-8303) was "rolled out" on 2 March 1968. On June 30th 1968 Lockheed-Georgia Co. began flight testing its new Galaxy C-5A heavy transport with the aircrafts first flight taking to the air under the call-sign "Allen-zero-three-heavy", upon completion of testing the first C-5A was transferred to the Transitional Training Unit at Altus Air Force Base, OK, in December 1969. Lockheed then delivered the first operational Galaxy to the 437th Airlift Wing, Charleston Air Force Base, SC, in June 1970. C-5s are stationed at Altus AFB, OK; Dover AFB, DE; and Travis AFB, CA. AMC transferred some C-5s to the Air Reserve components starting with Kelly AFB, Texas, in 1985; followed by Stewart Air National Guard Base, NY; and Westover Air Reserve Base, MA.
In the mid-1970s, wing cracks were found throughout the fleet. Consequently, all C-5A aircraft were restricted to a maximum of 50,000 pounds (22,680kg) of cargo each. To increase their lifting capability and service life, 77 C-5As underwent a re-winging program from 1981 to 1987. (In the redesigned wing, a new aluminum alloy was used that didn't exist ten years prior.) The final re-winged C-5A was delivered in July 1986.
The first C-5B incorporating significant improvements such as strengthened wings and updated avionics was delivered to Altus Air Force Base in January 1986. C-5 production concluded with delivery of the last "B" model aircraft in April 1989.
In March 1989, the last of 50 C-5B aircraft was added to the 76 C-5As in the Air Force's airlift force structure. The C-5B includes all C-5A improvements as well as more than 100 additional system modifications to improve reliability and maintainability. All 50 C-5Bs are scheduled to remain in the active-duty force, shared by comparably sized and collocated Air Force Reserve Associate units.
Based on a recent study showing 80 percent of the C-5 airframe service life remaining, AMC began an aggressive program to modernize the C-5. The C-5 Avionics Modernization Program began in 1998 and includes upgrading avionics to Global Air Traffic Management compliance, improving navigation and safety equipment, and installing a new autopilot system. Another part of the plan is a comprehensive re-engining and reliability improvement program, which includes new General Electric CF6-50 engines, pylons and auxiliary power units, with upgrades to aircraft skin and frame, landing gear and the pressurization system. This C-5M modernization program will restore aircraft reliability and maintainability, maintain structural and system integrity, reduce cost of ownership and increase operational capability well into the 21st century. Unlike its Russian counterpart, the civilian- and military-operated Antonov An-124, use of the C-5 is confined entirely to the military sector.
| CREW | 6 |
| ENGINE | 4 x GE TF-39-GE-1, 182.9kN |
| WEIGHTS |
| Take-off weight | 371000 kg | 817919 lb |
| DIMENSIONS |
| Wingspan | 67.9 m | 223 ft 9 in |
| Length | 74.9 m | 246 ft 9 in |
| Height | 19.8 m | 65 ft 12 in |
| Wing area | 576.0 m2 | 6200.01 sq ft |
| PERFORMANCE |
| Max. speed | 920 km/h | 572 mph |
| Cruise speed | 871 km/h | 541 mph |
| Range w/max.fuel | 13472 km | 8371 miles |
| Range w/max payload | 5600 km | 3480 miles |
| John Hull, e-mail, 11.02.2012 04:16 What is the speed ofa c5 at landing. I know the speed varies with weight of payload but can you give an average. Thanks reply | | John Griffith, e-mail, 29.12.2011 23:31 I was at Altus AFB assigned to the 4th Mpbile Comm Gp when the first C5 was delivered. I will never forget the sight of that gigantic plane emerging from the clouds seemingly just barely moving. To this day, I am impressed by them and I can still identify one just by the engine whine. reply | | Orin Jenkins, 05.10.2011 03:20 My Dad was one of the first Flight Examiners on the first C5's before they started delivery to the 3rd at Charleston where we were also stationed, and was on-board when so many wheels fell off during the 3rd's first C5 take-off at Charleston. The C5 is extremely impressive, even without a few wheels as they rolled toward the fence where we all stood, watched, and dodged. My Dad was aboard but would never talk about aiming the freed wheels at the fenced crowd, including the media. It was an exciting day dodging wheels while covering our ears as the C5 pulled nose-up for a go-around. So, 28 minus six? We can do that with no sweat. reply | | Bill Reader, e-mail, 05.03.2011 20:18 I flew Fred out Of Dover from 1971-1978 when I retired.Crew pos FE.We were geting airplanes with as little as 10hr on them.We took a lot of flack from the 141 croud about how much they cost and many problems we had with them.WE proved there worth in the October war in 1973.I flew one mission ot of Griffis with a load of bombs and arty.We had weight waver and as I performed my scaner duties and arrived at the aft press door and looked forward on climb out I was amazed at the explosives I was looking at.I can still see it in my minds eye.Another trip we delivered a tank to Lod airport.The tank commander got in and drove off the aft ramp out into the desert.They told us that the C5s and there crews saved the war for them as they were looseing so many tanks and they had no other way to get them in time except air shipment and we were the only ones that could do that.They sent back with us a big box of roses for our families.It's a great airplane.Wish I could have flown the M model. reply | |
| | Ben West, e-mail, 14.02.2011 00:25 I was a Air Refuel Qualified Instructor Flight Enginer in the 9th MAS on the C5 from 1970 thru 1980 except for the 14 months I servred on Puff in SEA. I left Dover in August of 80 and spent 6 years in the 1st MAS on the VC-137 at Andrews. I went there to keep from going to Altus.
I enjoyed my time on the C5 more than I did anything else during my 21 years in the AF. reply | | peter cannizzaro, e-mail, 12.02.2011 17:05 i am currently in training to be a loadmaster on one of these beasts i grew up near stewart angb and i always loved the sight and sound of these awesome birds flying over head. i cant wait to be fully qualified! reply | | Steve B., e-mail, 07.12.2010 02:49 I was one of the first "AIC" right out of boot camp to be selected as a Loadmaster on the C-5 out of Travis AFB, 75MAS 74-76. What a wonderful opportunity for an 18 yr. old kid. Flew all over the world, saw many exciting places and had some of the best times of my life on that big bird. Was checked out as an official Loadmaster in early 75 at the age of 19. reply | | David Scandalito, e-mail, 15.11.2010 21:29 I flew C-141's at Charleston from 1969 to 1971. I went to the C-5 in Feb of 1971, and flew the C-5 until June of 2007. With all the new airplanes around it is still the caddilac of the air force. reply | | jawad ahsan, e-mail, 02.11.2010 20:36 it is very good airplane reply | | Mike Miller, e-mail, 20.10.2010 05:18 I watched the C-5 crash in Germany and worked with the crash for 3 years. If you have questions e-mail me reply | | Joe, e-mail, 29.06.2010 23:44 What is the landing speed of the C5-A Galaxy? reply | | Frank, 15.08.2010 21:48 I have seen approach speeds as low as 99 kts and as high as 174. Normal descent rate without thrust reversers on decent is about 2-3000 ft /min, as much as 5-6000 with TRs. reply | | Ed Knox, e-mail, 24.08.2010 20:41 I was a loadmaster /instructor laodmaster on the C-5 A /B for 19 years & it was some of the greatest flying in my career. I was in the 3rd MAS at Charleston, & then at Dover. I spent a lot of time in the ALCE at Ft. Campbell, Ky, where I currently work. It's like ole home week when I look out back & see a C-5. It never broke any where we didn't want to stay. It had a few problems when we first got them, but it's still the greatest airplane in the world. When we got our first one in 70, as it was landing, one of the main gear wheel /tire came off & ran down the runway in front of it. Congressman Mendell Rivers who was giving the acceptance speech said "That's why it has 28 wheels". It made history many times & when it broke, it broke good, but always brought us back home to our loved ones. What a plane. Lots of fond memories of lots of good ole friends. reply | | Sevin R., e-mail, 25.08.2010 03:43 I flew HOP flights on these before, and they're huge as hell! I used to love watching these things land and take off when I lived in Panama(Howard AFB), and seeing them on the tarmac at Travis. Wicked old birds these are. reply | |
| | Pete Conte, e-mail, 13.04.2010 08:49 Flew C-5's out of Travis (301 MAS, 75 MAS, and 22 MAS) from 1984 - 1994. It carried me around the world many times safely. Can't ask for more that that! reply | | RAY COOPER, e-mail, 30.08.2010 22:48 I was a loadmaster on the C-97, C-124, C141 and the C-5. Old shakey was my favorite but the C-5 was the most comfortable and required the most crew co-ordination of them all. I was with the 9th M.A.S. at Dover, and can relate to the phneumatic kneeling system. It gave us fits until they went to hydraulics. reply | | Bob Sample, e-mail, 13.03.2010 23:52 Flew the C-5 (and loved it) for 2 yrs (1982-1984) at Travis.
I really loved aerial refueling. reply | | Roy Schuelke, e-mail, 12.03.2010 03:31 Never got to fly in one of these birds, but was involved with building them at Lockheed GA. very interesting bird, and huge! reply | | Richard Henningsen, e-mail, 11.03.2010 20:55 As a Master Navigator stationed at Dover AFB and flying the old Douglass C-133, I was only too happy to transition to the C-5A in 1971. During my crew training at Altus, though, I began to wonder if this was a smart move though. While airborne on a training mission we received word to land immediately (if not sooner), as another C-5A running up engines on the ground had one engine fly off the airplane (true story)!! It seems the engines were held on with four thick bolts and one or more had fractured under the run-up thrust.All C-5s were grounded for inspection and a number of bolts were found to have stress cracks caused by the 40,000 pound thrust engines.
In the field though it was a Cadillac and I enjoyed every one of my 3200 hours in the bird. reply | | George Chambeers, e-mail, 10.03.2010 05:36 Question: what is the landing speed of a C-5? What would be the speed at rotation (V1) with a nomialload? George reply |
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