Lockheed C-5 Galaxy
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 Lockheed C-5 Galaxy is a large
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
Development
CX-4 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. This need led to the CX-4 requirement of July 1962, for which Lockheed, Boeing, Convair, and Douglas proposed six-engined designs. When the US Army judged the CX-4 specification inadequate for its requirements, by late 1963 the CX-4 specification gave way to the CX-HLC requirement specified an airlifter with four engines, an equipped 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. USAF studies showed that high-bypass turbofan engines were needed for thrust and fuel efficiency requirements.[2]
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[3]
The criteria were finalized and an official
The Air Force considered Boeing's design to be better than that of Lockheed, but Lockheed's proposal was the lowest total-cost bid.[9] Lockheed was selected as the winner in September 1965, then awarded a contract in December 1965.[6][10] General Electric's TF39 engine was selected in August 1965 to power the new transport plane.[6] 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.[11][12] 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 (
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[15]
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.[14] 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.[14]
Cost overruns and technical problems of the C-5A were the subject of a congressional investigation in 1968 and 1969.
Upon completion of testing in December 1969, the first C-5A was transferred to the Transitional Training Unit at
In the early 1970s,
During static and fatigue testing, cracks were noticed in the wings of several aircraft,[18] 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.[27] 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 $8 billion today), known as H-Mod,[28] to re-wing the 76 completed C-5As to restore full payload capability and service life began in 1976.[29][30] After design and testing of the new wing design, the C-5As received their new wings from 1980 to 1987.[31][32][33]
Restarted production and development
In 1974,
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.[39][40][41] 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.[42]
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.[43] 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.[44]
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.[45][46] 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.[47] RERP upgrades were completed on 25 July 2018. The Air Force received the last modified aircraft on 1 August 2018.[48]
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.[49]
Design
The C-5 is a large, high-wing cargo aircraft with a distinctive high
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, North Carolina.[50] For its voracious consumption of fuel and its maintenance and reliability issues[51] the Galaxy's aircrews have nicknamed it "FRED", for Fucking[N 1] Ridiculous Economic/Environmental Disaster.[51]
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.[54]
The C-5 features a malfunction detection analysis and recording system to identify errors throughout the aircraft.[33] 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.[citation needed]
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;[citation needed] and of accommodating up to six Boeing AH-64 Apache helicopters or five Bradley Fighting Vehicles at one time.[32]
Operational history
The first C-5A was delivered to the USAF on 17 December 1969. Wings were built up in the early 1970s at
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.[59][60] The C-5 Galaxy's performance in Israel was such that the Pentagon began to consider further purchases.[61] The C-5 was regularly made available to support American allies, such as the British-led peacekeeper initiative in Zimbabwe in 1979.[62]
On 24 October 1974, the
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.[66] The C-5 remains the largest aircraft to operate in the Antarctic,[67] capable of operating from Williams Field near McMurdo Station.[68] The C-5 Galaxy was a major supply asset in the international coalition operations in 1990–91 against Iraq in the Gulf War.[69][70][71] 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.[72] The C-5 is also used to transport Marine One.[73]
The wings on the C-5As were replaced during the 1980s to restore full design capability.
The C-5 AMP and RERP modernization programs plan to raise mission-capable rate to a minimum goal of 75%.[44] Over the next 40 years, the U.S. Air Force estimates the C-5M will save over $20 billion.[78] 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.[78] In 2008, the USAF decided to convert remaining C-5Bs and C-5Cs into C-5Ms with avionics upgrades and re-engining.[79] The C-5As will receive only the avionics upgrades.[79][80] The last of 52 C-5Ms was delivered to Air Mobility Command in August 2018.[81]
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.
The U.S. Air Force began to receive refitted C-5M aircraft in December 2008.
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.[90]
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.[91] The last TF39-powered C-5 flew in late 2017.[92][93]
Variants
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
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.[96]
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.[97] 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-5D
Proposed during the 1990s Non-Developmental Airlift Aircraft (NDAA) program as an alternative to further purchases of the
C-5 AMP and C-5M Super Galaxy
Following a study showing that 80% of the C-5 airframe's service life was remaining,
The Reliability Enhancement and Re-engining Program (RERP) began in 2006. It includes fitting new
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
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.[107][108]
Operators
United States Air Force – 52 C-5Ms in service as of August 2018[109]
- 60th Air Mobility Wing – Travis Air Force Base, California
- 22nd Airlift Squadron, 1972–present
- 436th Airlift Wing – Dover Air Force Base, Delaware
- 9th Airlift Squadron, 1971–present
- 349th Air Mobility Wing (Associate) – Travis Air Force Base, California
- 312th Airlift Squadron, 1973–present
- Robins AFB, Georgia
- 339th Flight Test Squadron, 1998–present
- Kelly Field Annex, Texas
- 68th Airlift Squadron, 1985–present
- 356th Airlift Squadron, 2007–present
- 439th Airlift Wing – Westover Air Reserve Base, Massachusetts
- 337th Airlift Squadron, 1987–present
- 512th Airlift Wing (Associate) – Dover Air Force Base, Delaware
- 709th Airlift Squadron, 1973–present
Former operators
Military Airlift Command/Air Mobility Command
- 60th Military Airlift Wing/Air Mobility Wing – Travis Air Force Base, California
- 21st Airlift Squadron, 1993–2006
- 75th Military Airlift Squadron, 1970–1992
- 436th Military Airlift Wing/Airlift Wing – Dover Air Force Base, Delaware
- 3d Military Airlift Squadron/Airlift Squadron, 1973–2007
- 31st Military Airlift Squadron/Airlift Squadron, 1989–1994
- 437th Military Airlift Wing – Charleston Air Force Base, South Carolina
- 3d Military Airlift Squadron, 1970–1973
- 443d Military Airlift Wing – Altus Air Force Base, Oklahoma
- 56th Military Airlift Squadron, 1969–1992
- 97th Air Mobility Wing – Altus AFB, Oklahoma
- 56th Military Airlift/56th Airlift Squadron, 1992–2007
- 56th Military Airlift/
- 349th Military Airlift Wing/Air Mobility Wing (Associate) – Travis Air Force Base, California
- 301st Military Airlift Squadron/Airlift Squadron, 1973–2006
- 445th Military Airlift Wing/Wright-Patterson AFB, Ohio
- 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
- 105th Military Airlift Group/Military Airlift Wing/Airlift Wing – Stewart ANGB, New York
- 137th Military Airlift Squadron/Airlift Squadron, 1985–2012
- 164th Military Airlift Wing/Airlift Wing – Memphis, Tennessee
- 155th Military Airlift Squadron/Airlift Squadron, 2004–2013
- 167th Military Airlift Wing/167th Airlift Wing – Martinsburg, West Virginia
- 167th Military Airlift/167th Airlift Squadron, 2006–2015
Incidents and accidents
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.[110][111]
- 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.[111]
- 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.[111]
- 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.[57] 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.[111][112] 144 people (including 78 children) were killed out of the 313 aboard (243 children, 44 escorts, 16 flight crew and 10 medical crew).[58] Use of the C-5 was heavily restricted for several months following the high-profile accident.[113]
- 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.[114]
- 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.[115]
- On 29 August 1990, C-5A Serial No. 68-0228 crashed following an engine failure shortly after take-off. The aircraft took off from Kelly AFB, Texas.[116] 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.[117] 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.[111]
- 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.[118][119] The aircraft was one of the first to receive the new avionics and glass flight displays for C-5 Avionics Modernization Program (AMP).[120] This accident led to a redesign of the cockpit engine displays, particularly the visual indicators of a non-active engine.[121] The aircraft was declared a total hull-loss and the airframe was scrapped, but the forward fuselage became a C-5 AMP test bed.[122]
Aircraft on display
- C-5A, AF Ser. No. 70-0451, has been delivered to the Davis-Monthan Air Force Base for spare parts.[124]
- 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.[125][126]
Specifications (C-5M)
Data from Quest for Performance,[127] International Directory of Military Aircraft,[128] and USAF fact sheet[129]
General characteristics
- Crew:
- Capacity:
- 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 3]
- 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 turbofanengines, 51,000 lbf (230 kN) thrust each
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
- 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 – American four engine military transport aircraft
- Boeing 747 – American wide-body long-range commercial jet aircraft
- List of active United States military aircraft
- List of Lockheed aircraft
References
Notes
Citations
- ^ Bakse 1995, p. 91.
- ^ 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
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- ^ Norton 2003, pp. 31–36.
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- ^ "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.
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- ^ Nalty 2003, p. 367.
- ^ Norton 2003, pp. 56–58.
- ISSN 0730-6784.
- ^ a b c d e Tirpak, John A. "Saving the Galaxy". Air Force Magazine (now Air & Space Forces 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.
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- ^ "The Five First Flights" (archived). thewrightbrothers.org, 23 July 2008.
- ^ a b Lippincott 2006, p. 4.
- ^ Goebel, Greg. "The Lockheed C-141 Starlifter & C-5 Galaxy". Air Vectors, 1 April 14.
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- ^ Air International. February 1984, p. 63.
- ^ Coughlin, William J. "C-5A in first S. Viet flight." Archived 4 November 2012 at the Wayback Machine 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." Archived 4 November 2012 at the Wayback Machine Los Angeles Times, 9 November 1973.
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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
- "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)