My Dad worked on the original C5-A. I have a framed picture in my house of the first flight with the signatures of the test pilots and lead engineers. My Dad was extremely proud of this aircraft. He loved his job at Lockheed Georgia.
I've read many of the comments below here, and there are so many posts from men that served, and spent time working on this incredible aircraft in service to our nation. I'm so impressed with all that you each had done in your daily working lives on these aircrafts. Greatest respect, and sincere thanks to all of you, and all that served and are serving. God bless each of you everyday, in every way. 🇺🇲 C A
I was stationed at Dover AFB from January 1974 to June 1975. The C-5 is a workhouse of the Air Force cargo work. Prior to Dover I was stationed at Anderson AFB, a primary base for B-52s. After Dover I was stationed At Myrtle Beach AFB, with the A-10. In 5 years of active duty, I service in SAC, MAC and TAC units. I later served in the active reserves at Travis AFB where we had both C-141s and C-5s. All great experiences.
During some of my years in the AF, I worked as a hydraulic mechanic on both the C5A and the C141 at Altus AFB in 1970. That C5 was a monster to work on as all the hydraulic components and flight control packs were so large.
I worked for an airline - Horizon Air - for a few years in the 1980s at Kingsley Field in Klamath Falls, Oregon. Kingsley field is a mix of military, commercial and private operations but is primarily an ANG base. It has a colorful background as a military base and utility center and as such, many types of aircraft have passed through, stopping for fuel etc. Kingsley Field also has one of the largest runways in the Northwest at over 10,000 ft. long. So in about summer 1985, maybe 1986 I don't remember for sure I was out on the ramp one day enjoying the sun and lo & behold in came a C5A Galaxy! After it was parked & shut down & crew disembarked, I cautiously approached and asked if I might be able to get a quick tour of the aircraft. The fellow whom I talked to was very nice and said "Sure thing, right after lunch!". So I went to my ticket counter and then about an hour or so later I got my little quick tour :). Was SO cool!. I got to walk through the whole length of the aircraft, got a quick peek into the cockpit, got to see engines up close, etc. The guys were really enjoying their jobs and it showed. A few hours later, the C5A departed. I'll never forget that day.
I kinda miss being woke up in the middle of the night and driving to the hangar. Then you hear the C5 land at the airfield. After loading up our Army Blackhawks you climb up the back stairs to sit near the base of the tail.. facing backwards. You can hardly tell when it is taxing and which direction it was turning. Pretty smooth flight too unless you had to do a mid air refueling. It felt like you were barely hanging in the sky with the engines speeding up and slowing down trying to stay in position.
No mention of the clamp detail. 30 days in the hole.. Every rubber electrical harness clamp on every one of the 81 original legacy aircraft needed replaced. The harness clamps were disintegrating due to temperature variations and were causing chaffing on many of the electrical bundles.. Dover AFB was one of the bases with 36 aircraft requiring clamp replacement. Each aircraft required approximately 30 days in ISO to accomplish this detail. Working 2-3 shifts rotating around the clock.. Proud to be apart of the detail. I was able to travel to every nook & cranny of this ginormous beast.. Including the t-tail ladder & hatch areas We had to remove all of the wall panels & throughout the landing gear & smaller mechanics under the floors & compartments.. What a task using new Teflon & asbestos clamps..1976 & on... From a former TF39 jet engine mechanic. .USAF 🇺🇸🇺🇸🇺🇸
@chucknovak4830, Thank you for your incredible work Chuck. Great respect for what you did, and why you did it. Just such an impressive aircraft, and operation. Thanks again, and hope you're doing well. 🇺🇲 C A
I was stationed at Dobbins AFB, Ga in 1966-68. We shared runways with the adjoining Lockheed plant where the C-5 was being designed then built. Many days watching the big bird do ground-only checkouts, then on duty the day of first actual takeoff, what a sight, nearly scary. So big, so heavy, would it really fly? Yes, she did. Magnificently.
I was glad to see you including the jacks and the landing gear. The articulations the gear have to make are quite impressive, it would have been worth another minute or two to zero in on that topic.
I definitely miss my job in air transportation I served 32 years but 25 in air transportation and I serviced the C-5 in cargo and troops/passengers up until the E model and then I retired in 2012
I was a c141 crew chief a c5 landed at the base once got to check it out and fuel her up and launch it I was totally in awe at its immense size and the wicked sound it made.
Back in 1974 I was heading home on leave from Germany. I managed to snag a space A seat on a C5A. I was the only passenger. Got a grand tour and got to sit in the bact of the cockpit for a couple hours. Its a jaw dropping piece of tech back then
I was a flight sim tech in the late 70’s, remember the change from the black F4 tape to the Orange F4 tape ( nato requirement). I remember seeing huge piles of the black tape that they took off the C5, piles taller than I was. Unbelievable just how much F 4 tape is used to wrap connectors on these planes.
Very impressive technological prowess,pilot dedication,training programs, and maintenance personnel. this makes one think that America's influence is still prevailing.great content 😎👍
Please don't forget the GROUND CREWS working in Air Freight, Fleet Service, 780 Section (for equipment configuration), Traffic Contol/Load Planning, Ground Transportation (crew buses), Passenger Service, Maintenance (of course!), and others who help to keep this beast functional, maximally utilized, and flying 24/7 every day of the year. Thanks to all of you!🇺🇸🛫
Was a crew chief on the C-5 (FRED) for 2 years at Travis AFB. The aircraft sometimes was a big PITA but learned a lot while working on it and was able to travel to a lot of interesting places.
While cam0ingxat the racetrack in Dover Delaware, we saw a C5 coming in for a landing. It was making a low slow final turn toward the runway and was only several hundred feet adove us. It was impressive and I'll never forget it.
Took my in-laws to Kelly AFB when they visited us when I was in nav training at Randolph. Parked my car under the approach end as 2 C-5 were on final , just next to the VASI lighting. It felt like you'd be crushed like a bug as they slid down the glideslope. They had never experienced that before, so it was great to share with them. Awesome airplane.
I attended (the former) Northrop University Institute of Technology Aviation Technician School to get my A&P license. The campus was located directly underneath the approach path to runway 24 of LAX less than half a mile away. All day long large aircraft would be flying a mere couple of hundred feet (or so it seemed) right above us. Occasionally, a C5 would come in to LAX. Whenever that happened, it would set off all the car alarms in the parking lot on campus. Loved the sound of those TF-39s!
Very nice I was an avionics tech at Dover AFB 67-70. That C-133 at the beginning I worked on. Also many 141s and 124s. When enlistment was up in early 1970 they had me scheduled for C-5 school since Dover was to be receiving them . But I was in way back to University to complete college. Often wondered if I stayed in how the C-5 would be to work on. Those high wings look scary as the 133, and 141 one were especially in bad weather. Thanks for this historical vid. ❤
I've been on three and I'm letting you know. When they take off with all that equipment on board. And personal Is crazy. It fills like you are not getting off the ground.
I was a C-141A loadmaster in the early 70s . It seems like half of the time I was taking aircraft parts to broken down C-5A that had " challenges" fulfilling the Mission to which it was built for. Regardless, after a significant influx of cash and little changes, such as the wing root and engines, 50 years (half century) later, it can complete it's Mission. The C-141A,B and C has come and gone, the fantastic C-17 has been in the inventory for years now. C-5M is proof that if you throw enough money into a program, it will work. Eventually. Glad to see it, honestly, fantastic, as it should have been from the beginning
I was traveling on C5s when I was a dependent back in the sixties.... and then again when I served in Korea in the US Air Force. It's amazing when you stand outside of it and look at its sheer size and think how is it possible that this thing even gets off the ground?
Worked these large beautiful birds at Travis AFB, CA from Nov 88 to Jun 92. We had a mix of these and C-141s. Nothing quite sounds like the C-5 on take off and landing.
I never got over missing that cross country C5 flight in 2000 from McChord to Pennsylvania. We got up to the passenger area behind the cockpit, even got handed the crew lunches then the crew chief said the nose gear just collapsed...
I'm surprised there was no mention of the engine upgrade with the C-5M. Originally called RERP, it was merged into the C-5 AMP program. It's a VERY significant upgrade to the C-5 because along with it came upgrades in the electrical, hydraulic, and environmental control systems and the associated reliability, performance, and operating cost improvements.
I had the privilege of riding on a C-5 from Saudi Arabia to Nevada at the end of the Desert Storm. I found it amazing that the cargo hold was able to be pressurized.
I was an inspector and a prototype mechanic on the first 13 of the C-17 and I believe the cargo area is bigger, width and probably height, though not as long as the C-5 and can handle more payload. The C-5 is cool though. I like them all from the C-130 on.
I don’t know why he didn’t just say that the C-model was built specifically to move the cargo containers that went in the Shuttle. In fact the modification was called, “Space Cargo Mod”.
@@glennbrown1967 Well, yep, both of the two airframes that we modified at Lockheed (1984-1986. The SCM program) began their life as C5-As... but were THEN 'rebadged' C5-Cs.
8076. One of the first C141's to be built. Is an A model. I worked on this exact airplane "way back when" when stationed at McGuire AFB, NJ. It was basically a transient plane with a couple of Avionic problems. Was so short as compared to the B models. :-) Ret. MSgt. Avionics.
Takes a lot of team work to get everything done safely and transport logistics around the world. Part of the military service people don't think about.
Maybe little known fact: Standard procedure to use (i.e., deploy) inboard thrust reversers in-flight. Usually to slow decent...C-5A/B/C...Not sure about the M-Series; never flew them. We usually gave the Loadmasters in the Pax compartment a heads up first because it would vibrate so strongly in the tail.
The TF-33 did not drive ANY civilian development, it was quite the other way around. Pratt & Whitney designed the JT-9D, but the engine had poor aerodynamics and fuel control unit issues that resulted in engine deformation and uncommanded shutdown in flight. Pratt was unwilling and unable to properly diagnose and repair these issues on their own. Boeing operations (Manufacturing) in Everett Washington during the 747 certification program turned their attention to the motor. After dissembling one and running some computational scenarios, they discovered the stators were insufficiently reinforced and needed stiffening. Boeing’s discovery is what saved the JT-8D/TF-33 engine.
My Dad worked on the original C5-A. I have a framed picture in my house of the first flight with the signatures of the test pilots and lead engineers. My Dad was extremely proud of this aircraft. He loved his job at Lockheed Georgia.
I loved watching them come into RAAF Richmond, NSW Australia whilst playing golf with my Dad.
Truly a brilliant aircraft.
I've read many of the comments below here, and there are so many posts from men that served, and spent time working on this incredible aircraft in service to our nation.
I'm so impressed with all that you each had done in your daily working lives on these aircrafts. Greatest respect, and sincere thanks to all of you, and all that served and are serving.
God bless each of you everyday, in every way.
🇺🇲
C A
I was stationed at Dover AFB from January 1974 to June 1975. The C-5 is a workhouse of the Air Force cargo work. Prior to Dover I was stationed at Anderson AFB, a primary base for B-52s. After Dover I was stationed At Myrtle Beach AFB, with the A-10. In 5 years of active duty, I service in SAC, MAC and TAC units. I later served in the active reserves at Travis AFB where we had both C-141s and C-5s. All great experiences.
A-10 omg
Timestamp 7:54: I worked on this tailnumber at Altus AFB, Okla, from 1975 to 1978. Then it retired to Davis-Monthan AFB, AZ.
I'm from Lawton, Oklahoma, and fondly remember watching these and the C-141's flying overhead as a kid.
During some of my years in the AF, I worked as a hydraulic mechanic on both the C5A and the C141 at Altus AFB in 1970. That C5 was a monster to work on as all the hydraulic components and flight control packs were so large.
I worked for an airline - Horizon Air - for a few years in the 1980s at Kingsley Field in Klamath Falls, Oregon. Kingsley field is a mix of military, commercial and private operations but is primarily an ANG base. It has a colorful background as a military base and utility center and as such, many types of aircraft have passed through, stopping for fuel etc.
Kingsley Field also has one of the largest runways in the Northwest at over 10,000 ft. long.
So in about summer 1985, maybe 1986 I don't remember for sure I was out on the ramp one day enjoying the sun and lo & behold in came a C5A Galaxy! After it was parked & shut down & crew disembarked, I cautiously approached and asked if I might be able to get a quick tour of the aircraft. The fellow whom I talked to was very nice and said "Sure thing, right after lunch!". So I went to my ticket counter and then about an hour or so later I got my little quick tour :). Was SO cool!. I got to walk through the whole length of the aircraft, got a quick peek into the cockpit, got to see engines up close, etc.
The guys were really enjoying their jobs and it showed. A few hours later, the C5A departed. I'll never forget that day.
I kinda miss being woke up in the middle of the night and driving to the hangar. Then you hear the C5 land at the airfield. After loading up our Army Blackhawks you climb up the back stairs to sit near the base of the tail.. facing backwards. You can hardly tell when it is taxing and which direction it was turning. Pretty smooth flight too unless you had to do a mid air refueling. It felt like you were barely hanging in the sky with the engines speeding up and slowing down trying to stay in position.
😊
The 3rd is the only way to go with the es una de
It was surreal to watch them fly in and out of Dobbins AFB/NAS in Marietta . GA. The seemed to just barely be hanging in the air!
…you described the C-5 flight exactly. I flew from Spain to Dover, Delaware a few times. Such an awesome experience. In-flight refueling was a trip.
Keeping my fingers crossed I am assigned!
Me : damn Airbus landing gear is unnecessarily complex …
C-5 : hold my beer …
No mention of the clamp detail.
30 days in the hole..
Every rubber electrical harness clamp on every one of the 81 original legacy aircraft needed replaced. The harness clamps were disintegrating due to temperature variations and were causing chaffing on many of the electrical bundles.. Dover AFB was one of the bases with 36 aircraft requiring clamp replacement.
Each aircraft required approximately 30 days in ISO to accomplish this detail.
Working 2-3 shifts rotating around the clock..
Proud to be apart of the detail.
I was able to travel to every nook & cranny of this ginormous beast.. Including the t-tail ladder & hatch areas
We had to remove all of the wall panels & throughout the landing gear & smaller mechanics under the floors & compartments..
What a task using new Teflon & asbestos clamps..1976 & on...
From a former TF39 jet engine mechanic. .USAF 🇺🇸🇺🇸🇺🇸
Thank you for all of your hard work & long hours. Great job! GO USAF!🇺🇸🛫
ISO dock was an amazing way to see every corner of this aircraft
@chucknovak4830,
Thank you for your incredible work Chuck. Great respect for what you did, and why you did it.
Just such an impressive aircraft, and operation. Thanks again, and hope you're doing well.
🇺🇲
C A
Thank god they are turning those POS TF39’s into custom boat anchors. The General Electric CF6-80C2 made the C-5.
I was stationed at Dobbins AFB, Ga in 1966-68. We shared runways with the adjoining Lockheed plant where the C-5 was being designed then built. Many days watching the big bird do ground-only checkouts, then on duty the day of first actual takeoff, what a sight, nearly scary. So big, so heavy, would it really fly? Yes, she did. Magnificently.
I was glad to see you including the jacks and the landing gear. The articulations the gear have to make are quite impressive, it would have been worth another minute or two to zero in on that topic.
I definitely miss my job in air transportation I served 32 years but 25 in air transportation and I serviced the C-5 in cargo and troops/passengers up until the E model and then I retired in 2012
Oh the sound of the thrust reversers on the C-5A! ❤
Incredible machine. The people who work her ... No words. You are all the best. Thank you.
C-5M seems to have been an excellent program. They still have a huge flight engineer panel; must be one of the last anywhere in the West.
I hope the next edition will include a video showing the amazing aft door modification that the C5-C has.
I was a c141 crew chief a c5 landed at the base once got to check it out and fuel her up and launch it I was totally in awe at its immense size and the wicked sound it made.
Back in 1974 I was heading home on leave from Germany. I managed to snag a space A seat on a C5A. I was the only passenger. Got a grand tour and got to sit in the bact of the cockpit for a couple hours. Its a jaw dropping piece of tech back then
I was a flight sim tech in the late 70’s, remember the change from the black F4 tape to the Orange F4 tape ( nato requirement). I remember seeing huge piles of the black tape that they took off the C5, piles taller than I was. Unbelievable just how much F 4 tape is used to wrap connectors on these planes.
Living in Dover DE my entire life, I see these beasts every single day since I was young. They are so much quieter now than they used to be.
Very impressive technological prowess,pilot dedication,training programs, and maintenance personnel. this makes one think that America's influence is still prevailing.great content 😎👍
Please don't forget the GROUND CREWS working in Air Freight, Fleet Service, 780 Section (for equipment configuration), Traffic Contol/Load Planning, Ground Transportation (crew buses), Passenger Service, Maintenance (of course!), and others who help to keep this beast functional, maximally utilized, and flying 24/7 every day of the year. Thanks to all of you!🇺🇸🛫
@1guysview232 they all doing great work, of course 👏 👍
Was a crew chief on the C-5 (FRED) for 2 years at Travis AFB. The aircraft sometimes was a big PITA but learned a lot while working on it and was able to travel to a lot of interesting places.
Great video in the daily life of maintenance crews, cannot recall any mention of the pilots !
agree completely. dont know why they titled it that way
We plan to run them for another 25 years. The airframes are still needing little maintenance for stress creases. Wings will upgraded soon.
While cam0ingxat the racetrack in Dover Delaware, we saw a C5 coming in for a landing. It was making a low slow final turn toward the runway and was only several hundred feet adove us. It was impressive and I'll never forget it.
If you know your USAF aircraft, you ALWAYS know that C-5 WHINE!!
Those 60-ton wheeled jacks are gonna be in some airman's nightmares for the rest of his life.
I've flown on C-130's, C-141's, and C-5's while in the USAR. The C-5 was super smooth.
Took my in-laws to Kelly AFB when they visited us when I was in nav training at Randolph. Parked my car under the approach end as 2 C-5 were on final , just next to the VASI lighting. It felt like you'd be crushed like a bug as they slid down the glideslope. They had never experienced that before, so it was great to share with them. Awesome airplane.
We flew them on tdys . Nothing but awe !
I attended (the former) Northrop University Institute of Technology Aviation Technician School to get my A&P license. The campus was located directly underneath the approach path to runway 24 of LAX less than half a mile away. All day long large aircraft would be flying a mere couple of hundred feet (or so it seemed) right above us. Occasionally, a C5 would come in to LAX. Whenever that happened, it would set off all the car alarms in the parking lot on campus. Loved the sound of those TF-39s!
Very nice I was an avionics tech at Dover AFB 67-70. That C-133 at the beginning I worked on. Also many 141s and 124s. When enlistment was up in early 1970 they had me scheduled for C-5 school since Dover was to be receiving them . But I was in way back to University to complete college. Often wondered if I stayed in how the C-5 would be to work on. Those high wings look scary as the 133, and 141 one were especially in bad weather. Thanks for this historical vid. ❤
When you see them taking off, it's hard to believe they're ever gonna get off the ground. They appear to be going very slowly and they are so huge.
What an amazing aircraft and all those who maintain it.
I loaded and unloaded many C5s in my 22 years as a MAC Port Dawg.
Blasting around in the K loader.
The main C-5A was 9009, Which retired back in 2016. I worked on this airframe when it was at Altus, AFB, OK.
I've been on three and I'm letting you know. When they take off with all that equipment on board. And personal Is crazy. It fills like you are not getting off the ground.
I was a C-141A loadmaster in the early 70s . It seems like half of the time I was taking aircraft parts to broken down C-5A that had " challenges" fulfilling the Mission to which it was built for.
Regardless, after a significant influx of cash and little changes, such as the wing root and engines, 50 years (half century) later, it can complete it's Mission. The C-141A,B and C has come and gone, the fantastic C-17 has been in the inventory for years now.
C-5M is proof that if you throw enough money into a program, it will work. Eventually. Glad to see it, honestly, fantastic, as it should have been from the beginning
It was great getting the alert call and doing such a fun job
My Grandad was crew on the first Vulcan bomber flight…..beat that!
I expected to see a day in the life of a C5 crew. I saw a history of the C5. Now I notice in the comments it says design and development.
I was traveling on C5s when I was a dependent back in the sixties.... and then again when I served in Korea in the US Air Force. It's amazing when you stand outside of it and look at its sheer size and think how is it possible that this thing even gets off the ground?
Worked these large beautiful birds at Travis AFB, CA from Nov 88 to Jun 92. We had a mix of these and C-141s.
Nothing quite sounds like the C-5 on take off and landing.
I never got over missing that cross country C5 flight in 2000 from McChord to Pennsylvania. We got up to the passenger area behind the cockpit, even got handed the crew lunches then the crew chief said the nose gear just collapsed...
Thank you all for your attention to detail. It is impressive.
Still waiting for “the day in a life of a pilot”…..
I'm surprised there was no mention of the engine upgrade with the C-5M. Originally called RERP, it was merged into the C-5 AMP program. It's a VERY significant upgrade to the C-5 because along with it came upgrades in the electrical, hydraulic, and environmental control systems and the associated reliability, performance, and operating cost improvements.
I had the privilege of riding on a C-5 from Saudi Arabia to Nevada at the end of the Desert Storm. I found it amazing that the cargo hold was able to be pressurized.
I was an inspector and a prototype mechanic on the first 13 of the C-17 and I believe the cargo area is bigger, width and probably height, though not as long as the C-5 and can handle more payload. The C-5 is cool though. I like them all from the C-130 on.
I believe the C-5 payload is about 270,000 lbs, quite a bit move than the C-17 171,000 lbs.
@@jeffbricker8763 Yep that makes sense, it's been a while, I think maybe the comparison was with the 141
That period from 2013 to 2015 was very suitable and effective for the arrangement of systems.
I remember seeing the 5A being flown over Doraville GA in the 60”s.
I did enjoy the video.
ILove from iraq❤❤❤❤❤😊
Amazing
❤Thank You For Your Service❤
Blah blah blah
Fantastic ! 🌟
shout out to WV air guard, loved watching them flying this big beast at nearly tree top level right over my house.
Flew from Elmendorf AFB Anchorage to McCord AFB Seattle and had to climb to get to the passenger seats at the top of the plane.
Interesting information!
Very interesting video. Thank you very much 👍! 😊😊😊😊😊❤❤❤❤❤
Very good job🌹
1969, Yokota AB Japan, it was so big, watching take-off roll, it can't possibly be going fast enough to fly.......but it did
,, Sooner there will be a larger than that.👏👍😍
Excellent report thank you. I very much enjoyed watching it.
I don’t know why he didn’t just say that the C-model was built specifically to move the cargo containers that went in the Shuttle. In fact the modification was called, “Space Cargo Mod”.
No, the "space cargo mod" was just that and still an A model. My brother was a test pilot certifying that mod.
@@glennbrown1967
Well, yep, both of the two airframes that we modified at Lockheed (1984-1986. The SCM program) began their life as C5-As... but were THEN 'rebadged' C5-Cs.
The C5-C mod could also carry a Boeing Chinook helicopter in the aft section.
8076. One of the first C141's to be built. Is an A model. I worked on this exact airplane "way back when" when stationed at McGuire AFB, NJ. It was basically a transient plane with a couple of Avionic problems. Was so short as compared to the B models. :-) Ret. MSgt. Avionics.
Takes a lot of team work to get everything done safely and transport logistics around the world. Part of the military service people don't think about.
My last days on active duty (NAVY) took one of these back to the states from Kenya in '95
The only thing that could drown out the TI on the PT Pad.
Another example of the superlative American aeronautical design and manufacture processes. 👌👌👌🇺🇸🇺🇸🇺🇸
cool! thank you
at 2:24, what is avionic aviation? I guess it is better than Lead Balloon Aviation?
The cockpit looks a lot wider and roomier than that of a B-52!
Definitely much bigger than my husbands F-14 and P-3.
Very cool but also very little on the life of the pilot....
Back when Boeing made good aircraft. Last time I was in a C-5 was 1978.
Great aircraft ... when it is not down for maintenance.
Wow thats Huge and Amazing to watch them take off loaded 🙏💪✌️🇨🇱🇺🇲😘👑😇♥️😊
Maybe little known fact: Standard procedure to use (i.e., deploy) inboard thrust reversers in-flight. Usually to slow decent...C-5A/B/C...Not sure about the M-Series; never flew them. We usually gave the Loadmasters in the Pax compartment a heads up first because it would vibrate so strongly in the tail.
Worked 619th MASS (Enroute) Hickman AFB back in 88-92. We called them FRED’s 😂
Good vídeo ❤❤❤
Thought I'd see real questions about Fred. Had a few beers on one once.
The TF-33 did not drive ANY civilian development, it was quite the other way around. Pratt & Whitney designed the JT-9D, but the engine had poor aerodynamics and fuel control unit issues that resulted in engine deformation and uncommanded shutdown in flight. Pratt was unwilling and unable to properly diagnose and repair these issues on their own. Boeing operations (Manufacturing) in Everett Washington during the 747 certification program turned their attention to the motor. After dissembling one and running some computational scenarios, they discovered the stators were insufficiently reinforced and needed stiffening. Boeing’s discovery is what saved the JT-8D/TF-33 engine.
A gear swing test on that tbing must be a nightmare... 😂
As the military continues to lower its standards, we are going to start to see these things coming apart in midair.
AFROTC Cadets from Washington State University climbed on one of the first test aircraft at Edwards 1967.
This was an old video it does not seem to be recently taken
I flew on one a very smooth flight we did even know he landed they came up and told us we could get off now 😊
3:33 is that Bangor, Maine?
Hats off to whoever had that landing at about the 5:15 mark: buttah!
GOD BLESS, GUIDE, PROTECT, AND KEEP IN GOOD HEALTH THE USA MILITARY (And PARTNERS) AND ALL THEIR LOVED ONES!!! IN JESUS NAME!!! 🙏 🙏 🙏
Really surprised Lockheed never gave the C5 option to commercial airlines to solely operate them as freighters.
No wonder the pentagon fails audits. This unit must run at more than $100m a year ! Jeeze that is better value than a hospital !
I missed some views what‘s inside this long upper deck behind the cockpit.
Crew quarters - bathroom, beds, galley.
Shout out to all the other NREMT-P's out there. (now known as NRP0
14:04 I didnt know uniforms came in that size... ??? I need to talk to the Commander. NOW!
I wonder how many pallet launchers it could carry?
I've got two. A pink one and a yellow one. Just a bugger when I get a flat tire.
Where can I buy one? Oh, they are all at the recycling depot!
This is not a day in the life video
Is the up coming Rapid Dragon cruise missile launch system going to be developed for the C5.
Sure will be able to carry plenty of them.
No. Rapid Dragon is limited to C-130 and C-17.