|
| The Lockheed C-141 Starlifter is a military strategic airlifter in service with the United States Air Force. Introduced to replace slower piston-engined cargo planes such as the C-124 Globemaster II, the C-141 was designed to a 1960 requirement and first flew in 1963; production deliveries of an eventual 248 began in 1965, and the aircraft is still in service almost 40 years later, although the USAF plans to withdraw the C-141 from service in 2006 when sufficient C-17 Globemaster III aircraft are available.
The original Starlifter model, the C-141A, could carry 138 passengers, 80 litters for wounded, or ten standard 463L pallets with a total of 62,700 pounds (28,900 kg) of cargo. The C-141 could also carry a Minuteman missile. It was soon discovered that the aircraft's volume capacity was relatively low in comparison to its lifting capacity; it generally ran out of physical space long before it hit its weight limit.
To correct this and use the C-141 to the fullest, the whole fleet of aircraft were stretched, producing the C-141B. Additional 'plug' sections were added before and after the wings, lengthening the fuselage by 23 ft 4 in (7.11 m) and allowing the carriage of 103 litters for wounded, 13 standard pallets, 205 troops, 168 paratroopers, or an equivalent increase in other loads. Also added at this time was a boom receptacle for inflight refueling. The conversion program took place between 1977 and 1982. It was estimated that this stretching program was the equivalent of buying 90 new aircraft, in terms of increased capacity.
More recently, 63 aircraft have been upgraded to C-141C status, with improved avionics and navigation systems, to keep them up-to-date until C-17s are available to replace them.
In 1994, thirteen C-141Bs were given SOLL II (Special Operations Low-Level II) modifications, which gave the aircraft a low-level night flying capability, enhanced navigation equipment, and improved defensive countermeasures. The USAF operates these aircraft for the Air Force Special Operations Command. These aircraft are slated to be replaced by special-purpose new-build C-17s.
On 16 September 2004 the C-141 left service with active duty USAF units, being confined to reserve units for the remainder of its service life. As of September 25th, 2005, there are only 8 C-141 aircraft still flying (All from Wright-Patterson AFB) near Dayton, Ohio. One of them is the same aircraft that was used at the end of the Vietnam War to repatriate American POWs from North Vietnam, and will soon be moved to the National Museum of the United States Air Force, also at WPAFB.
| CREW | 4 |
| PASSENGERS | 154 |
| ENGINE | 4 x turbo-jet P+W TF-33-P-7, 93.5kN |
| WEIGHTS |
| Take-off weight | 143610 kg | 316608 lb |
| Empty weight | 61898 kg | 136462 lb |
| DIMENSIONS |
| Wingspan | 48.7 m | 160 ft 9 in |
| Length | 44.2 m | 145 ft 0 in |
| Height | 12.0 m | 39 ft 4 in |
| Wing area | 299.8 m2 | 3227.02 sq ft |
| PERFORMANCE |
| Max. speed | 920 km/h | 572 mph |
| Cruise speed | 885 km/h | 550 mph |
| Ceiling | 12500 m | 41000 ft |
| Range w/max.fuel | 11400 km | 7084 miles |
| Range w/max payload | 6440 km | 4002 miles |
| Robert Donez, e-mail, 03.03.2012 22:30 I was a Flight engineer with the 14th MAS 53rd MAW at Norton from 1977 to 1984 The best and the most exciting time of my life, I flew desert shield missions when Kadafi was in power,good to see him gone! Hats off to all airman in harms way, good luck and god bless! reply | | Mike Curley, e-mail, 20.02.2012 03:33 Flew 141A and B models from 1979 to 1983 as a Flight Engineer. Most memorable moment was my very 1st flight as a student at Altus AFB. We landed at Clinton Sherman Field somewhere close to Altus AFB, I was sitting at the panel for the very first time, The pilot announced that he was going to do a TRT takeoff, what happened next scared the shit out of me and at the same time gave me a feel of what raw power was capable of doing. 1st the pilot set the brakes, advanced the throttles to the TRT settingand then said "HERE WE GO". All my books in front of me just disappeared, they all went into the crew bunk to the right of the engineer station, the runway was only 8000 ft,and by that time we were on our way past the 10,000 ft mark. Those memories will be with me forever. What a hotrod!!!! reply | | Michael, e-mail, 18.02.2012 04:20 Awarded a Starlifter @ UPT, I promptly 'grew' a spoon in my flight suit arm pocket; bummed about no fighter, but glad to miss SAC. I met my wife of 36+ years at Altus, of all places; a Cali girl and we still groan when recalling winds from the south!
At CHS, I was once #2 in flight time, of active duty pilots, to Les Smith; flew CAM early on, as copilot. This awesome bird took me to every continent but Antarctica and included an amazing range of missions, from diplomatic and Cold Banner to empty shuttles, to airdrop training at Benning and FayetNam; the incredible improvement in RW vis at Pope, when the fog lifted by the dozens of Panama-bound MITO Starlifters, 82nd aboard. Other crews quickly tired of hearing the treats my gourmet loadmaster whipped up, starting with a nut-encased cheeseball w / crackers!
Grouper fishing on Ascension, using Moray bait; steel mat RW @ 29 Palms, with RTB at 45M'(ABQ center queried: "U really a 141?"; two trips to Red Flag-- holy cow!; Sondestrom AFB; Vietnam refugees, Guam to Hickam, then Ft. Smith; sitting for days, waiting for <8 kts wind for the new Army jump class, then 20,000fpm climb, momentarily, on departure with only min fuel aboard. Demoed the old close-in formation, but never liked SKE. Only one engine quit and one windscreen heat failure in 5 years.
I think airdrop speeds were 150 for equipment and 130 for personnel; remember the smokin' rollers as those pallets extracted? Remember slipping the lead bird to give #2 more room on approach?
Still owe my classmate 'thnx' for almost getting us into China (Red) enroute to Kathmandu for troop P /U who had their 1st motorized ride ever in a truck to our airplane, passing elephants on the road! I wonder how much they understood about the O2 brief?
Many, many memories, 99% good, about you folks,(2-Lt. Gary Sintes, I remember your lie).
Flew BAC1-11s for an upstart; REALLY illustrated how great the 141 was, then 20 /25 at NWA on another tremendous airplane: the 747. The 727 and 757 were fantastic, too.
Enjoyed the stories; keep them coming, and thanks Eric, for this link.
- A Bennett's Bandit. (Is my Israeli money still on the wall in that Madrid tasca?) reply | | Eric Hearnsberger, e-mail, 17.02.2012 06:01 Assigned to the 7th MAS at Travis AFB in'75 right out of UPT. Flew it from Jan '75 through Sep '79. My first operational aircraft and will always be my first love. Awesome airplane, made a lot of history hauling whatever needed hauling. Hell of a ride for a young Lieutenant. I have nothing but respect for all who contributed to her mission. reply |
|
| | Chuck Hayes, e-mail, 28.01.2012 17:40 I went through C-141 training with Class 8 at Tinker AFB, OK in spring 1965. Then to Travis AFB, CA that had 1 (one) C-141 at the time. Fantastic aircraft. The only other aircraft that was as thrilling during take-off was the B-36, another remarkable airplane. Flew the "line" during Vietnam. Upgraded to FEFE in two years then went to the simulator. In 1970 went to Altus AFB, OK where I retired in 1973. reply | | Larry Thomas, e-mail, 14.11.2011 03:09 I was stationed at Travis AFB, CA. 69-73. I became a crew chief in 70. I flew over 200 hrs. with my plane and I couldn't have asked for a better one. She was easy to maintain and later was slatted to be one of the Hanoi,Taxi, but at the last minute was bumped to standby, but I was still proud to be part of it all... reply | | Marty Little, e-mail, 25.10.2011 04:13 I spent my entire AF career 1967-71 working on C141A models at Dover AFB, Del. Great aircraft and early on they didn't break many parts and were easy to get in and out of ISO inspections and back on the flightline ready for the next trip. The museum at Dover now has one in its inventory and available to visit. reply | | Sam Laswell (Sgt.; Aircraft Te, e-mail, 20.10.2011 18:31 I was trained at Chanute AFB on B-52's but spent most of my 4 years at Elmendorf AFB, AK (1967-1969) servicing 141-A's on their way to SE Asia. The rest of my enlistment was at Norton AFB, CA (63 MAW, MAC). While at Elmendorf (602 MASS), we worked on just about every mechanical system from wheels and brakes to engines and flight controls, as well as regular duties such as refueling, etc. I helped change flap motors, horizontal stabilizer actuators, engines, and many other components on planes making their way to SE Asia and back to their home base. Planes carried everything from concertina wire to bulls (for agricultural programs), to troops, and coffins. Many were also configured for Med-Evac purposes. Although I was assigned to "ground" maintenance, I had the privilege to fly in the cockpit jump seat while going to Japan for a week of leave. Our teams also serviced C-130's, but in far fewer numbers. While at Elmendorf, our maintenance section was honored by our home base, 62 MAW, McCord AFB, with their "Pride Award" for outstanding maintenance service. Though our work was not always pleasant, the C-141-A was a great plane to work on. reply | | MIKE VANDROVEC, e-mail, 06.09.2011 22:03 STILL WOULD LIKE TO HEAR FROM CREW MEMBER IF ANYONE HAD EVER MADE A FLIGHT (NON-STOP) FROM VIETNAM TO HAWAII. I AM TRYING TO HELP A VETERAN HERE IN CASS COUNTY, ND. I WOULD LIKE TO HEAR FROM YOU IF YOU COULD SPARE A LITTLE TIME. IF THIS FLIGHT IS NOT POSSIBLE LET ME KNOW TOO. MIKE reply | | Jarvis Owens, e-mail, 21.08.2011 03:40 Wow! Comments on this airplane? One just can't say enough about how reliable it was. I flew as a Flight Engineer on the C-141 from 1971 until 1995 when I retired. I accumulated well over 10,000 hours (and earned that rare 10,000hr plaque). In my flying career I had very few major mechanical problems. The old girl had power, economy, and heart. She will be missed by all who crewed her as either flight crew or ground crew. One of the reasons for being restricted to below 52,00 feet was the cabin altitude, at 52,000 feet the cabin altitude would exceed 10,000 feet and the horns would blow and oxygen use then became mandatory. And the coffin corner altitude /critical Mach would come into play. reply | | Lewis Godfrey, e-mail, 19.08.2011 23:25 Flew all over the world in this airlifter during my career in the Air Force Reserve. First time I ever flew facing the rear of the aircraft! Always flew the stretched version. reply | | Pat Gilmore, e-mail, 19.07.2011 08:55 Spent all my time on the Starlifter at Norton from 1971-1990 when I retired from the USAF Reserve. Copilot /First Pilot 1971-1974, Aircraft Commander 1974-1990. Active duty 14MAS 1971-1976 and 63MAW ALCE 1976-1977. 730MAS Reserve Squadron 1977-1990. 5,600 hours on the beast and in all that time only shut down two engines (precautionary) and lost one hydraulic system...oh yeah, the IFF caught fire once, too, but not too bad for 5,600 flight hours in a single airplane type! Flew Vietnam to the Gulf War and everything in between while working my "second job" at Western /Delta Airlines. For the modelers, only model kits available are the Aurora 1 /108 scale A model from 1969 (available on eBay) and Anigrand resin kits in both 1 /72 and 1 /144 scale...I have them all. For Troy Fore...remember the month we spent in Kadena on the ramp in September 1972? Neither do I! reply |
| Noname, e-mail, 31.03.2020 10:24 I practically lived on this wonderful aircraft...many memories of the numerous flights with my husband. reply | | Arnold "Gator" Aubrey, e-mail, 15.05.2011 23:10 The first time I flew the C-141, it brought my twin brother and me out of Turkey because my grandmother had died. That was in 1978, and I was stationed in Izmir in communications. I was due to re-enlist and knew what I wanted to do. I cross trained into the Loadmaster field in 1979 and was in the 6 Mas at McGuire until 1988 when I crewed on the C-130 in Panama. I could not wait to get back to C141 and stayed on it until my retirement in 1993. It was an honor to be a part of the men and women who crewed this majestic lady. It sad to know that it is no longer a part of our nations inventory, but it will always be a part of me, as I hope it will be with all who crewed her.
Gator reply | |
| | Mike Lapetina, e-mail, 15.05.2011 20:42 I spent a lot of hrs in 141 flying around the world as a Flight Engineer and I sure miss the bird it was a great a /c, 15.000 hrs in the bird before I retired reply | | ron strauss, e-mail, 12.05.2011 05:02 Flew F /E @Travis 1965 1970 44mas. Great airplane. Retired UPS 2004 727 /757 /767 . Total flight time 20,000 plus hrs. reply |
| Joe Scherrer, e-mail, 24.03.2011 18:06 I was priviledged to work on the first C-141A that arrived at Travis. The telex cable for the Thrust Reverser number two (2) engine had broken. I was reunited with the Starlifter years later at Warner-Robbins AFB stretching them into B models, what a great job that was. reply | | Travis E., e-mail, 04.03.2011 05:29 I'm just wondering what the flight crew of the C-141 consisted of and if it changed with upgrades to the C-141C model. Any imput? Thanks. reply | | Bill Enfield, e-mail, 17.02.2011 17:24 Spent many years with the C-141 all over the world. Crew Chief 60-177 first to Hanoi 1973, 1972 Bob Hope USO show out of Norton AFB CA. 63rd MAW. Ret. HQ MAC MSET 1986 Scott AFB IL. 22 years with the 141 still miss it & I am 64!! If any of you Wing Nuts stop by Wright Patterson AFB be sure to visit The Hanoi Taxi 60-177. She brings teers to my eyes every time I see her. What A Airplane! reply |
| E J Hamell, e-mail, 09.02.2011 15:10 I was a crew chief on C-141A mocels stationed with the 63rd MAS at Norton AFB after my return from Vietnam where I was crew chief on C-7a Caribou aircraft. Both were great planes. It is sad to realize that both planes are no longer with us. reply |
|
Do you have any comments?
|
| 
COMPANY
PROFILE
All the World's Rotorcraft
|
Pat Gilmore
Hi Eric,
I remember you in the 7th! Hope you're doing well.
Got a question...Do you remember the 141 that skidded on the runway doing touch and goes? I was in the 710 Reserves at the time, and was in the left seat. The IP pulled the gear handle up, instead of resetting the flaps! Nose gear re-extended and we stayed on the runway to stop. Anyway, I believe it was maybe Sept of 1979. I didn't even put it in my logbook!
reply