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Description
| Notes: LONG-RANGE air refuelable transport. High swept wing, high T-TAIL empennage, FUSELAGE-MOUNTED landing gear, visor front and rear cargo opening for straight thru loading and unloading (6 CREW) . | <||
| Manufacturer: | Lockheed | |
| Base model: | C-5 | |
| Designation: | C-5 | |
| Version: | A | |
| Nickname: | Galaxy | |
| Designation System: | U.S. Tri-Service | |
| Designation Period: | 1962-Present | |
| Basic role: | Transport | |
Specifications
| Length: | 247' 10" | 75.5 m | |
| Height: | 65' 1.5" | 19.8 m | |
| Wingspan: | 222' 8.5" | 67.8 m | |
| Empty Weight: | 325,244 lb | 147,502 kg | |
| Gross Weight: | 769,000 lb | 348,752 kg | |
Propulsion
| No. of Engines: | 4 | ||
| Powerplant: | General Electric TF39-1 | ||
| Thrust (each): | 41,000 lb | 18,594 kg | |
Performance
| Range: | 3,749 miles | 6,037 km | |
| Max Speed: | 571 mph | 919 km/h | 496 kt |
| Climb: | 1,800 ft/min | 548 m/min | |
| Ceiling: | 34,000 ft | 10,363 m | |
Known serial numbers
Examples of this type may be found at
| Museum | City | State |
| Air Mobility Command Museum | Dover AFB | Delaware |
C-5A on display
Air Mobility Command Museum |
Recent comments by our visitors
| George Fourchy Travis AFB, CA | "FRED" meant "- - - - Rediculous Economic Disaster"
I flew them at Travis from 1974 to 1985. It seemed that the Dover airplanes had less writeups than the Travis ones. I only flew a couple of them, but they never seemed to have any significant problems. The Travis AMS and OMS guys were great (I knew some of them personally)...I have no complaints with them. Does anyone know where 68-0223 and 70-0462 are? I had good experiences with them. Thanks!!! 10/25/2008 @ 17:08 [ref: 22922] |
| Rick , MA | I've got answers to the questions in the two most recent postings...
David in NY: I think that tail number was something slapped on by the Lockheed PR department in order to finish the display model before they knew what the C-5A tail numbers would be. There was no C-5 (A or B) tail number that ended in 0711. The first digit of 6 would suggest that it was a "66" series, there were five of them numbered AF66-8303 through AF66-8307. (There were "86" series C-5Bs, but their numbers were AF86-0011 through AF86-0026.) It actually sounds more like a C-141 tail number. Fozzie in FL: FRED is an acronym formed from a four-word descriptive nickname for the C-5. The last three words in the nickname are "Ridiculous Expensive Design." I will leave it to your imagination to fill in the first word of the nickname. 05/09/2008 @ 11:44 [ref: 20838] |
| David , NY | I have a factory display model of a C 5-A with a tail number of 60711...could this be a test plane? My Grandfather was heavily involved with aviation during those days, and worked for the Government.
thanks, es 03/20/2008 @ 13:28 [ref: 20216] |
| fozzie , FL | I went to an airshow in Tucson Arz. years back. They had a C5A on display .The sign read Fred as the nickname of this aircraft. Could somebody EM me with information about this nickname Thank You Fozzie 02/24/2008 @ 11:39 [ref: 19767] |
| fozzie , FL | I went to an airshow in Tucson Arz. years back. They had a C5A on display .The sign read Fred as the nickname of this aircraft. Could somebody EM me with information about this nickname Thank You Fozzie 02/24/2008 @ 11:38 [ref: 19766] |
| Robert McNabb (Msgt Ret) Visalia, CA | I was stationed at Travis AFB, I was part of the Orignal C5A Test Team. I can remember blocking in the first C5 to be stationed at Travis. During the frist few weeks eveytime we refuled, ran engins, anything we had the Wing commander and Chief of Maint out watching us.
I was the first Crew Chief on 90001. It was the first C5 to get Hyd Kneeling after at the problems we had with the phunmatic kneeling system. Those were the days. There was no maintence personal in the system, so they along a whole group of us everytime one went on mission. 36 personal, what a bag drag. I still have the Test Team Patch and the LockHeed C5A Blue NoteBook they gave us at the Factory school. I flew as one of the orignal DCC's at Dover and then at Travis. I enjoyed flying on it. 02/18/2008 @ 22:11 [ref: 19721] |
| Nancy Bolejack Whitsett, NC | My father was stationed at Eielson AFB as the Chief of Air Traffic Control in 1965-1969. When the C5-A was brought into Eielson (it was the longest runway in North America at the time)and they were testing her in winter conditions. The C5-A was the most beautiful beast in the air, does anyone remember how many wheels it took to carry the C5-A? I think it was something like 26 pairs? Thank you in advance for any information on her. It is a wonderful memory as an Air Force kid! 12/07/2007 @ 05:09 [ref: 18828] |
| Sam McGowan Missouri City, TX | I was assigned to the 3rd MAS at Charleston as a loadmaster in September 1973 after returning from my second overseas tour in C-130s in Southeast Asia. The squadron had been operating the airplane for only a couple of months and there were numerous growing pains. In fact, I had seen the first C-5 land at Cam Ranh Bay and had talked to the loadmasters and told them I was coming to Charleston. Talk about a flipping zoo! My first flight was an SEA mission, which should have taken less than a week. We made it all right to Cam Ranh than back to Kadena, but then the kneeling system got out of phase and we spent about a week waiting for parts to fix it. From there we went to Elemendorf and were headed home, but a maintenance man left the cowling of number two engine loose and it came off and went over the top of the wing, taking out the left slats as it did. We spent several days at Elmendorf and then we got a message for me and Jay Barry, the other student loadmaster on the crew, to catch a ridge back to Charleston so we could go out on a check ride.
I stayed in Fat Albert - that's what we called it then, or the Big Fat Hawg - until I got out of the Air Force at Dover in 1975. By the time I got out, most of the problems had been fixed and it had become a generally reliable airplane, although MAC was still prone to waivering maintenance writeups to keep them in the air. I was at Torrejon on the way to Tehran when the airplane crashed after takeoff from Tan Son Nhut, an accident that never should have happened. They grounded all the airplanes, then temporarily lifted it so we could deliver our load to Tehran, then grounded them all again as soon as we landed back at Torrejon. I was gone from home for a month on that trip. I was on the second airplane to land at Lod in Nickel Grass. Miraculously, the fleet performed nearly flawlessly in that operation. I was in Fat Albert from September 1970 until I left the Air Force for good in July 1975. The C-5 wasn't a bad airplane, but I liked the old Herkybird a heck of a lot better. 06/24/2007 @ 18:32 [ref: 16927] |
| Dave , CA | Correction, on my comment, 66-8306 12/06/2006 @ 15:52 [ref: 14936] |
| Dave , CA | I'm sorry to see in the photo of the first C-5a I was assigned to being parted out (68-0306). 1973-77 12/06/2006 @ 15:48 [ref: 14935] |
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