Lockheed Martin C-5 Galaxy

THE 24TH FULLY-MODERNIZED C-5M Super Galaxy for Air Mobility Command (AMC) arrived at Stewart Air National Guard Base in Newburgh, New York,

from Lockheed Martins facility in Marietta, Georgia, when serial 86-0022 touched down on February 12, 2015. Once the New York ANGs 105th Airlift Wing (AW) completes the internal paint restoration process, the aircraft will be delivered to the 60th Air Mobility Wing (AMW) at Travis AFB, California. The wings 22nd Airlift Squadron (AS) which received its fi rst Super Galaxy on May 14, 2014, when serial 87-0042 arrived is the second of two active-duty and two Air Force Reserve Command (AFRC) squadrons that will share a fl eet of 52 upgraded Galaxies. In addition, two AFRC associate organizations will share the responsibility for fl ying and maintaining those C-5Ms assigned to the active-duty wings.

The 436th AWs 9th AS and the 512th AWs 709th AS at Dover AFB, Delaware, were the fi rst squadrons to transition to the C-5M. The 9th ASs last C-5B mission concluded on March 12, 2012 and a crew from the 709th AS subsequently fl ew Dovers fi nal C-5B sortie on April 5 of the same year. The C-5M achieved initial operational capability (IOC) on February 21, 2014, following delivery of the 16th aircraft to Dover and the completion of qualifi cation test, operational test and evaluation. The bases full conversion to the Super Galaxy was completed when serial 87-0040 arrived at Dover on April 2, 2014.

Assignment of the mission design series designation (MDS) C-5M to the Galaxy marks the completion of a two-phase modernization program that comprises the Avionics Modernization Program (AMP) and the Reliability Enhancement and Re-Engining Program (RERP).

The latest developments bring the story of the Galaxy full circle. But its worth

remembering that the early years of what was once the worlds largest strategic transport were far from trouble-free.

HistoryPlans to develop a new heavy airlifter were fi rst announced by Secretary of Defense Robert S. McNamara on December 22, 1964. Intended as a replacement for the Douglas C-133 Cargomaster, the program called for a transport that was capable of carrying a 125,000lb (56,700kg) payload a distance of 8,000 miles (12,875km). Lockheeds Model GL-500-13-7 was selected as the winner of the USAFs CX-HLS (Heavy Logistic System) order on September 30, 1965. Subsequently, on December 17, 1965, Lockheed Aircraft Corporation received a $1.4-billion contract that included the development and production of 58 aircraft in Lot A.

Capable of transporting 36 standard 88 x 108in (2.23 x 2.74m) 463L pallets, two M1 Abrams main battle tanks, or a single 74-ton

LOCKHEED MARTIN C-5 GALAXYreport: Tom Kaminski

AIR MOBILITY COMMAND

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FACT FILE

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Armored Vehicle Launched Bridge (AVLB), the Galaxy can also be confi gured to carry 270 passengers on palletized seating in the cargo compartment. Additionally, a troop compartment located above the cargo area, aft of the wing, can accommodate 73 passengers. The aircraft is powered by four 41,100lb st (182.8kN) General Electric TF39-GE-1 turbofan engines, and its cargo compartment is accessed via a large hinged visor nose and aft cargo doors. The compartment has a fl oor length of 121ft (36.8m), width of 19ft (5.79m) wide, and height of 13.5ft (4.11m). Drive-through loading and simultaneous unloading of cargo is made possible by integral loading ramps and the capability to kneel the landing gear, which permits the aircraft to be lowered to truck-bed height.

Construction of the prototype began in August 1966, and the fi rst C-5A was rolled out of the Lockheed-Georgia Companys Marietta facility on March 2, 1968. The Galaxy made its maiden fl ight when serial 66-8303 took off

from Dobbins AFB on June 30, 1968. Five test and three production aircraft eventually supported the fl ight test program. Training began following the delivery of the ninth aircraft to the Transitional Training Unit at Altus AFB, Oklahoma, on December 17, 1969 and the fi rst operational Galaxy was delivered to the 437th Military Airlift Wing (MAW) at Charleston AFB, South Carolina, on June 6, 1970. The Galaxy began its inaugural operational mission to the Pacifi c on July 3, 1970 and returned to Charleston on July 13 after visiting bases in Hawaii, Guam, the Philippines, South Vietnam, Japan, and Alaska. Subsequently, the 60th MAW at Travis AFB, California, received its fi rst C-5A on October 24, 1970 and the 436th MAW at Dover AFB accepted its initial aircraft on April 8, 1971.

Numerous weight and performance problems that appeared during the design, testing and operational service resulted in changes to the landing gear, fl ight controls and

aircraft structure. Largely as a result of cost over-runs, which nearly caused Lockheed to fi le for bankruptcy, the programs production Run B was reduced from a planned quantity of 57 to just 23 aircraft. As a result of that June 1969 decision, total Galaxy production was curtailed from 115 aircraft to just 81 and the fi nal production C-5A arrived at Dover on May 18, 1973. Between early July and late August 1973, the aircraft assigned to Charleston AFB were transferred to Dover in a swap that moved the latters Lockheed C-141A Starlifters to the South Carolina base.

While still in production, wing cracks were discovered in the C-5A fl eet, and numerous actions were taken to reduce wing loads. These included reducing the operational payload from 220,000lb (99,790kg) to 190,000lb (86,183kg). Design work on a new wing began in January 1976, and in early 1978 Lockheed received a contract to manufacture two new sets of wings. Whereas one set supported fatigue testing, the second was used

Above: The C-5M designation is applied to aircraft that have undergone both the avionics modernization and the engine upgrades. This example is seen during testing of the production-standard avionics software at Edwards AFB, California. USAF/Christian Turner

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for fl ight-testing following installation on C-5A serial 68-0214. Designed with an increased service life of 30,000 hours, the new wing utilized a stronger aluminum alloy that offered increased corrosion resistance. Constructed by Avco Aerostructures Textron, it also allowed the C-5A to carry a 245,000lb (111,130kg) payload, providing an increase of 25,000lb (11,340kg). Flight-testing began during August 1980 and was completed in late 1981. Production of the new design started on August 14, 1980 and the fi rst wings were installed on serial 67-0173, which was delivered on February 24, 1983. The last of 77 re-winged aircraft arrived with the 436th MAW at Dover AFB on July 7, 1987. Although the fl eet modifi cations cost around $1.1 billion, the project added 30,000 fl ight hours to the service life of each C-5A.

Lockheed fi rst proposed a C-5N to the USAF as an alternative to the C-X, which later became the C-17A Globemaster III, in September 1981. The unsolicited proposal was prepared in response to a 1981 Mobility Study that called for the procurement of additional heavy-lift airlifters. On December 31, 1982, Lockheed received a contract for the fi rst C-5B and options for a further 49 aircraft. In addition to all of the improvements that had been made to the C-5A since it entered service, the C-5B featured around 100 modifi cations intended to improve reliability and increase service life. These included the Bendix AN/APS-133 color weather radar, inertial navigation system, more powerful 43,000lb st (191.3kN) TF39-GE-1C engines and other upgrades to the structures and systems. Externally indistinguishable from the C-5A, the fi rst C-5B was rolled out on July 2, 1985 and made its initial fl ight on September 10.

The cavernous internal cargo bay of the C-5 main deck is shown to good e ect in this view. This example from the 9th Airlift Squadron is being loaded by members of the 455th Expeditionary Aerial Port Squadron at Camp Bastion, Afghanistan. USAF/SSgt Jeremy Bowcock

A C-5 Galaxy ies over Gillette Stadium, Foxboro, Massachusetts, from nearby Westover ARB. USAF/SrA Kelly Galloway

US Army CH-47D Chinooks being unloaded from a C-5M at Dover AFB on their return from Afghanistan. USAF/Greg L. Davis


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Deliveries began on January 8, 1986 when the 443rd MAW at Altus AFB received its initial C-5B. The 60th MAW at Travis and 436th MAW at Dover respectively received their fi rst new aircraft on July 29 and August 29, 1986. The 50th and fi nal C-5B was delivered to Dover on April 17, 1989, joining the 77 surviving C-5As then still in service.

In June 1987 Lockheed began modifying two C-5As to enable them to carry outsize cargo on behalf of the National Aeronautics and Space Administration (NASA). Carried out at a cost of $133.8 million, the modifi cations included the removal of the upper-deck troop compartment, re-designing the aft pressure door and bulkhead and widening of the aft cargo doors. Originally referred to as

C-5A(SCM), the Space Cargo Modifi ed (SCM) aircraft were assigned the designation C-5C and both were returned to service by early 1989.

The infl ux of new C-5Bs allowed units of the Air Force Reserve and Air National Guard to re-equip with C-5As, and the fi rst Galaxy was delivered to the 433rd MAW at Kelly AFB, Texas, on December 1, 1984. Subsequently, in July 1985, the New York ANGs 105th Military Airlift Group (MAG) received its fi rst C-5A and the 439th MAW at Westover Air Reserve Base, Massachusetts, followed in October 1987. The latter unit later welcomed the fi rst of 16 C-5Bs in June 2006. Eventually C-5As were assigned to three more Air Force Reserve Command and ANG units. Deliveries to the

Tennessee ANGs 164th AW in Memphis, and AFRCs 445th AW at Wright-Patterson AFB, Ohio, respectively began in October 2004 and October 2005. The fi rst Galaxy for the West Virginia ANGs 167th AW arrived in Martinsburg on December 4, 2006.

By 2003, the decision had been made to retire 14 C-5As, comprising the 11 oldest aircraft and three other high-time airframes. Serial 69-0004 was sent to the Warner-Robins Air Logistics Center at Robins AFB, Georgia, where it was utilized for a three-year, four-phase structural risk analysis and model re-validation study. It determined that the C-5 airframe was capable of a 45,000-hour service life, and based on operational tempo it could be retained in service until at least 2040.

The fi rst C-5A was sent to Davis-Monthan AFB, Arizona, for storage with the 309th Aerospace Maintenance and Regeneration Group (AMARG) on November 4, 2003. Since then, 60 examples have been placed in storage and 13 aircraft scrapped after being stripped of useable components. The fi rst AMP-modifi ed C-5A was placed in storage on February 26, 2013. Serial 69-0014 became the fi rst C-5A to be placed on public display following its arrival at Dover on August 7, 2013 (see the boxed item on the Air Mobile Feasibility Demonstration Galaxy). Once demilitarized, it joined the collection of the Air Mobility Command Museum at Dover on November 9, 2013. By early 2015, just 13 C-5As remained on the active inventory, although at least three of those were retained in fl yable storage.

AMPThe Avionics Modernization Program (AMP) engineering and manufacturing development (EMD) contract was awarded to Lockheed Martin on January 22, 1999. Originally valued at $120 million, the program included prototype installation in two C-5s. In addition to a modern digital glass cockpit, the AMP involved communication, navigation, surveillance/air traffi c management (CNS/ATM) system upgrades. It was intended to improve reliability and ensure that the aircraft would comply with Global Air Transportation Management (GATM) requirements. AMP also provides digital automatic fl ight control system (AFCS), satellite communication (SATCOM) capability, high-frequency (HF) datalink, enhanced ground-proximity warning system (EGPWS), traffi c alert and collision avoidance system (TCAS) and an enhanced combination ring laser gyro/inertial reference

Wing/Group Squadron Location Aircraft

Air Mobility Command (AMC) Scott AFB, Illinois60th AMW/OG 22nd AS Travis AFB, California C-5B/C/M436th AW/OG 9th AS Dover AFB, Delaware C-5MAir Force Reserve Command (AFRC) units349th AMW/OG (see Note 1) 312th AS Travis AFB, California C-5B/C/M433rd AW/OG 68th AS Joint Base San Antonio-Lackland, Texas C-5A

356th AS (FTU) Joint Base San Antonio-Lackland, Texas C-5A439th AW/OG 337th AS Westover ARB, Massachusetts C-5B512th AW/OG (see Note 2) 326th AS Dover AFB, Delaware C-5M

C-5 GALAXY OPERATORS MARCH 1, 2015

AbbreviationsAMW Air Mobility WingAS Airlift SquadronAW Airlift WingFTU Formal Training UnitOG Operations Group

Notes1 The 349th AMW is an associate unit and

operates and maintains aircraft assigned to the 60th AMW.

2 The 512th AW is an associate unit and operates and maintains aircraft assigned to the 436th AW.

As this C-5M gets airborne, note how the main undercarriage turns before retracting. Lockheed Martin/Andrew McMurtrie

SrA Eric Embree, a 60th Aircraft Maintenance Squadron crew chief, marshals a C-5M Super Galaxy onto its parking slot on the Travis AFB ightline. USAF/SSgt Patrick Harrower


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system (IRS) with an off-the-shelf commercial GPS receiver.

The AMP, which substantially improved the aircrafts information and user interfaces, replaced the analog instrumentation with seven 6 x 8in (15.2 x 20.3cm) liquid-crystal displays that include one for the fl ight engineer and six for the pilots. Additionally, two 4 x 5in (10.2 x 12.7cm) color multi-function control display units (MCDUs), with keyboards, are provided for the pilots and another at the engineers station. The heart of the display system is the Honeywell Versatile Integrated Avionics VIA 2000 processor, which integrates the display electronics and related software, fl ight management, communication management, and mission software. Designed for the Boeing 777 airliner, the processor has been adapted for several platforms and replaces numerous components and redundant computers.

C-5B serial 85-0004 was the fi rst Galaxy inducted for AMP modifi cations in Marietta on June 13, 2002, and the fi rst C-5A followed on July 24, 2002. Both installations were made as part of the development integration and test (DIT) phase of the EMD program. The initial AMP-equipped C-5B carried out its maiden fl ight at Dobbins ARB on December 21, 2002 and the fi rst upgraded C-5A in August 2003.

In April 2003, Lockheed Martin received a $20.3-million contract to produce the initial eight AMP kits, and in January 2004 it was awarded $5.9 million to install the Lot 1 kits into C-5Bs. That contract included $42.8 million for the purchase of the 18 Lot 2 kits. Production C-5B AMP installations began at Dover AFB, on June 4, 2004 and at Travis AFB in June 2005. Delivery of the fi rst production AMP aircraft occurred in October 2004. The fi rst C-5A entered the modifi cation line in September 2008.

Air Force Operational Test and Evaluation Command (AFOTEC)s Detachment 5 started the C-5 AMP qualifi cation operational test and evaluation (QOT&E) at Dover in July 2005. QOT&E was paused in October, resumed in April 2006, and was successfully completed that July. Planned acquisition of 112 aircraft was reduced to 92 in late 2009 and later to 79. AMP upgrades to the C-5B fl eet were completed at Travis AFB on August 25, 2009.

Lockheed Martin delivered the last of 79 C-5s upgraded under the AMP program to the USAF at Travis on April 27, 2012. C-5A serial

70-0448 was subsequently assigned to the AFRCs 433rd AW at Joint Base San Antonio-Lackland, Texas. A total of 38 C-5As and Bs were modifi ed under AMP at Travis. In total 27 C-5As, 50 C-5Bs and the two C-5Cs went through the program.

RERPThe Reliability Enhancement and Re-engining Program (RERP) was the second phase of the C-5 modernization effort. It was intended to enable the C-5 to achieve wartime mission requirements by increasing fl eet availability, mission capability, departure reliability and reducing operational costs.

Lockheed Martin received a $1.1-billion contract to begin the RERP system development and demonstration (SDD) phase in December 2001. The effort included modifi cations to three prototypes, comprising a single C-5A and two C-5Bs. Work actually began in February 2000 with a pre-SDD study that included engine/pylon integration risk-reduction activities and defi ned reliability enhancements. The original plans called for upgrading more than 120 C-5s under the RERP.

Lockheed Martin selected the General Electric CF6-80C2 (CF6-80C2L1F) engine to replace the Galaxys TF39 turbofans in August 2000. Assigned the military designation F138-GE-100, each of the commercial engines produces more than 50,000lb st (222.4kN), providing a 22 per cent increase in power over the TF39, and is Stage 4 noise compliant. They also enable a 58 per cent greater climb rate to an initial cruise altitude 38 per cent higher than the earlier aircraft and, according to crews, it is far more responsive at altitude. As a result, the C-5M is capable of climbing to 31,000ft (9,449m) in less than 25 minutes, while operating at a weight of 837,000lb (37,9657kg). The upgrade also reduces the aircrafts take-off distance by 30 per cent and increases payload to 270,000lb (122,470kg). Flight crews have compared the additional thrust provided by the CF6 to installing a fi fth engine on the C-5M. The RERP provides more than 50 improvements to the aircrafts structure (15), landing gear (seven), electrical (two), hydraulic (fi ve), fl ight (13), fuel (four) and environmental control and pneumatic systems (eight), and added a more powerful auxiliary power unit. Additionally, four avionics modifi cations that had been planned


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for AMP were shifted to the RERP, which is on track to increase the mission-capable rate (MCR) of the Galaxy fl eet by at least 25 per cent over the C-5A and 15 per cent over the C-5B. The RERP-equipped C-5Ms are expected to exceed the 75 per cent MCR required by the contract.

The project also installs the Northrop Grumman AN/AAQ-24 Large Aircraft Infra-Red Countermeasures (LAIRCM) system on the C-5M. Although testing was completed in 2007, the fi rst production LAIRCM installation was completed in July 2011.

According to the USAF, during a recent mission in Afghanistan, two RERP-modifi ed C-5Ms were able to match the performance of seven un-modifi ed Galaxies. During these missions the seven unmodifi ed aircraft fl ew 23 sorties, moving approximately 1.6 million pounds of cargo. Due largely to their increased reliability, two C-5Ms fl ew 22 missions and moved over two million pounds of cargo.

On October 12, 2004 the fi rst production aircraft modifi ed under AMP was completed and delivered to Lockheed Martin to enter RERP. Serial 86-0013 was subsequently inducted for RERP modifi cations at the contractors Marietta facility on October 22, 2004. The fi rst C-5M was formally unveiled on May 16, 2006 and the aircraft conducted its maiden fl ight on June 19. Modifi cations to C-5M test aircraft serial 86-0025 began in January 2005; it fi rst fl ew on November 16. Serial 69-0024 entered the modifi cation line in September 2005 and the third C-5M prototype

Since the Galaxy rst ew in 1968, six aircraft, comprising ve C-5As and a single C-5B, have been written o in mishaps. Whereas two aircraft were destroyed by re on the ground, three were written o in crashes. The only C-5B loss occurred at Dover AFB when an aircraft crashed during an emergency landing. Its ight deck was later salvaged and used to support the construction of a training device.

LOSSES

Fiscal Year No. Lot No. 3 SDD2008 1 LRIP 12009 3 LRIP 22010 5 LRIP 32011 7 LRIP 42012 11 FRP 52013 11 FRP 62014 11 FRP 7

C-5M PRODUCTIONAbove: Emergency crews on the scene of the C-5B crash at Dover AFB on April 3, 2006. USAF/Doug Curran

Left: The vast scale of the C-5 is readily apparent in this shot from the boom window of a tanker as the aircraft moves in for fuel. Tanker pilots say that they can feel the bow wave of the Galaxy as it moves in behind to take on fuel. USAF/MSgt Lance Cheung

Bottom left: The rst instrumented ight test C-5M seen during trials from Edwards AFB. USAF

C-5M detailClockwise from below: The modernized glass cockpit installed under the C-5M Avionics Modernization Program (AMP). USAF

The Reliability Enhancement and Re-engining Program (RERP) adds new General Electric CF6-80C2 (CF6-80C2L1F) engines to the C-5M. USAF

A C-5M lumbers into the air following upgrade at Lockheed Martins Marietta plant. Lockheed Martin/Thinh D. Nguyen


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fl ew for the fi rst time on March 9, 2007. Developmental Testing (DT) with the three upgraded test aircraft was completed on August 18, 2008.

The SDD aircraft were formally handed over to the USAF on December 9, 2008, February 9, 2009 and March 2, 2009. By early 2009, RERP production plans were reduced to just 49 aircraft, comprising 47 C-5Bs and 2 C-5Cs. The fi rst production aircraft arrived in Marietta on August 18, 2009 and C-5M serial 83-1285 made its maiden fl ight following RERP modifi cations on September 19, 2010. The aircraft arrived at Dover AFB on November 6. Prior to delivery the aircraft was fl own to Stewart ANGB in Newburgh, New York, where interior restoration was carried out. That involved the installation of new insulation, trim panels, environmental insulation and paint in the cargo and troop compartments. During operational test and evaluation (OT&E), which began on October 1, 2009 and concluded in January 2010, the three test aircraft fl ew 1,333 hours.

Incorporating the RERP modifi cations into the C-5B typically takes nine to 11 months per aircraft. Eleven C-5Bs are currently

DimensionsLength 247.8ft (75.53m)Height 65.1ft (19.84m)Wingspan 222.8ft (67.91m)Cargo compartmentLength 143.83ft (43.84m) including rampsHeight 13.5ft (4.11m)Width 19ft (5.79m)PerformanceNormal cruise speed Mach 0.77Unrefueled range with 120,000lb (54,431kg) payload

5,250nm (9,723km)

Powerplants Four 50,580lb st (225.0kN) General Electric F138-GE-100 (CF6-80C2) turbofansWeightsOperating weight 400,000lb (181,437kg)Maximum take-o weight

840,000lb (381,018kg)

Maximum payload 285,000lb (129,274kg)Fuel capacity 332,500lb (150,819kg)CrewSeven (pilot, co-pilot, two ight engineers and three loadmasters)

C-5M SPECIFICATIONS

A C-5M Super Galaxy sits on the Dover AFB ightline. USAF/Roland Balik

A gaggle of C-5s frame another Galaxy on nal approach to Westover Air Reserve Base. USAF/MSgt Andrew Biscoe

Maintenance personnel tow a C-5M down the ightline at Dover AFB following a heavy snowstorm. USAF/Roland Balik


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Now on display at the Air Mobility Command Museum at Dover AFB, Delaware, C-5A serial 69-0014, which was the last Galaxy assigned to the Tennessee Air National Guards 164th Airlift Wing, ew its most notable mission in support of the Space and Missile Systems Organizations (SAMSO) Air Mobile Feasibility Test (AMFD) on October 24, 1974. At the time, the Galaxy was assigned to the 436th Military Airlift Wing at Dover.

While operating over the Western Test Range around 15 miles (24km) west of Vandenberg AFB, California, a 56ft (17.07m)-long, 86,000lb (39,009kg) LGM-30B Minuteman I intercontinental ballistic missile (ICBM) was deployed from its cargo bay at an

altitude of 20,000ft (6,096m). After being extracted from the Galaxy by a pair of 32ft (9.75m)-diameter parachutes, the missile separated from a specially-designed cradle. Once it was stabilized beneath three 32ft (9.75m)-diameter parachutes, the un-armed missiles solid-fuel rst-stage rocket motor red for 12 seconds. The Minuteman climbed 12,000ft (3,658m) before its fuel was expended and it dropped into the Paci c Ocean. Although the test demonstrated the feasibility of deploying an ICBM from an airlifter, the concept was not pursued operationally. Prior to its retirement the Galaxy had recorded approximately 19,750 ight hours.

AIR MOBILE FEASIBILITY DEMONSTRATION (AMFD) GALAXY

undergoing modifi cations. The RERP program is expected to cost about $137 million per aircraft and around $7.1 billion overall.

Follow-on upgrades continue, and testing of the C-5M Block 3.5.2 software upgrade was completed at Edwards AFB, California, in May 2013. OT&E of the software fi nished in November 2013. The USAF is also planning to upgrade the Galaxys core mission computer (CMC) and replace its weather radar due to obsolescence. Development efforts for that project began in April 2014, when Lockheed Martin received an $84.3-million contract from the Air Force. The contractor is scheduled to complete nine upgraded C-5Ms during 2015, and delivery of the 52nd aircraft will take place in spring 2018.

OperationsOnce fl own by as many as 10 active USAF, Air Force Reserve Command and Air National Guard wings, Galaxies are currently operational at four locations comprising Dover AFB, Travis AFB, Westover ARB, and Joint Base San Antonio-Lackland. Although several aircraft are still located in Martinsburg, West Virginia, they are no longer operational and are being maintained in semi-fl yable storage pending transfer to the 309th AMARG for storage. The 433rd AW continues to fl y C-5As and the 60th AMW/349th AMW and 439th AWs are equipped with C-5Bs. The 436th and the 512th AW have converted to the C-5M.

Increased procurement of C-17As played a part in the decision to retire C-5As assigned to several reserve and ANG units. As a result,

the Tennessee ANGs 164th AW and the AFRCs 445th AW recently switched to the C-17A and the 167th AWs transition is under way. In fact, the wing fl ew its fi nal C-5A training mission on September 25, 2014.

Although the 439th AW will also transition to the C-5M, it will reduce its complement from 16 to eight aircraft. The 433rd AW will exchange its current fl eet of 16 C-5As for eight C-5Ms. The Dover and Travis wings will each receive 18 C-5Ms.

All C-5M training is carried out at Dover. C-5A/B training that had been conducted by the AFRCs 356th AS at Joint Base San Antonio-Lackland will conclude in 2015. The C-5M Formal Training Unit (FTU) is assigned to the 436th Operations Support Squadron (OSS) at Dover. Training is conducted using both the C-5M simulator and aircraft. The C-5M differences course provides crews with two to three weeks of academics, three to four simulator sessions, two aircraft fl ights and a simulator check ride.

In addition to normal training and exercises, the C-5Ms seven-member fl ight crew is typically tasked with several types of missions: Channel Missions: accounting for around

60 per cent of AMCs daily missions, the vast majority of airlift sustainment is moved on two types of channel missions. Distribution channel missions fl y on set schedules and typically depart on a specifi ed day and time. Contingency channel missions are fl own on an as needed schedule that is based on cargo/passenger movement required from/to

pre-designated points of the channel. For C-5 crews, these missions typically last four to fi ve days.

Special Assignment Airlift Missions: include airlift requirements for special pick-up at points other than established AMC routes or requiring special consideration because of the number of passengers involved, the weight or size of the cargo, the urgency or sensitivity of movement, or other special factors. In addition to the Department of Defense, SAAMs are fl own in support of other government agencies including the United States Secret Service, the Federal Bureau of Investigation (FBI), and the Drug Enforcement Administration (DEA).

Contingency Missions: involve deployment, sustainment, and re-deployment airlift, and operate in direct support of an operation order (OPORD).

Over the past 15 years the USAF has conducted several studies to determine the number of aircraft required to meet the nations strategic airlift needs. It should be noted that in 1999 the strategic airlift fl eet of 350 aircraft, which then comprised a mix of C-5As, C-5Bs, C-17As, C-141Bs and C-141Cs, provided a capacity of 26 million ton-miles per day (MTM/D). A 2005 Mobility Capabilities Study (MCS) concluded that a fl eet of 112 C-5Ms and 180 C-17As would enable the USAF to meet the nations strategic airlift needs. The subsequent 2006 Quadrennial Defense Review (QDR) confi rmed the fl eet size.

More recent studies determined that a fl eet of 301 strategic cargo aircraft, comprising 222 C-17As, 52 C-5Ms and 27 C-5As was capable of achieving 35.9 MTM/D and would allow the retirement of 15 additional C-5As. Previous to the Fiscal 2012 National Defense Authorization Act (NDAA), the USAF was required to keep 316 strategic airlifters. Subsequently, the 2013 NDAA permitted it to reduce the fl eet from 301 to 275 aircraft, comprising 223 C-17As and 52 C-5Ms. However, the NDAA required that the Air Force preserve each C5A that is retired during a period in which the total inventory of strategic airlift is less than 301. Each of the retired aircraft must be stored in fl yable condition and not used as spares sources. Under the most recent Program of Record, the USAF will operate a fl eet of 52 C-5Ms and 223 C-17As. In 2013, AMC began conducting a phased retirement of its remaining C-5As.


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Lockheed Martin C-5 Galaxy

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