i worked @ Lockheed Burbank in the mid 60's and was on the toolmaker's team that built the "chem-milling" templates that was a first of it's kind for milling air frames. i was a "contract" "job shopper" working @ Lockheed but not actually directly employed by Lockheed..we were put into old military barracks they were moved onto Lockheed property..we were kept separated from the employees of Lockheed, even had separate parking lots..there was lots of animosity because they paid us more than the workers of Lockheed...but we had no benefits and NO job security...we could be fired at any time on the spot. i also woked on the "Orion P-3" as well as the "AH56" prototype helicopter , 1st of it's kind as well..they called our group F-troop because we were such a "hap hazzard" but talented bunch of skilled toolmaker..some great memories for sure..
Frank Felddmann, e-mail, 14.06.2021 16:18
Grabbed a hop on a C5 from McGill AFB fla and was the only passanger onboard. The crew chief gave me a tour of the bird even the long climb up the ladder to the passanger compartment in the rear. Since I was the only passenger on board they asked me if I would fly up front in crew quarters. I did and spent most of the flight in the center jump seat with earphones on listening to the crew chatter. What a memorable flight.
Stu Stewart, e-mail, 12.07.2017 04:02
I attended the Lockheed factory maintenance (crew Chief ) program at the Lockheed Factory. We arrived at Lockheed in December 1968. Our class was the first maintenance class for the 437XX career field. Lockheed brought ship one to Edwards in the spring of 1969. Our Joint Air Force/Lockheed test flight program had four C-5A's at the height of the four year test program. Lockheed brought ship's 1, 2, and 3 to Edwards to do all of the major test flight requirements. Ship one had a tail number of 303. This airplane was destroyed by a fire while it was at the Lockheed Factory for maintenance. The four years I spent at Edwards with the C-5A flight test program was the highlight of my twenty year career in the U.S. Air Force
Stu Stewart, e-mail, 12.07.2017 04:02
I attended the Lockheed factory maintenance (crew Chief ) program at the Lockheed Factory. We arrived at Lockheed in December 1968. Our class was the first maintenance class for the 437XX career field. Lockheed brought ship one to Edwards in the spring of 1969. Our Joint Air Force/Lockheed test flight program had four C-5A's at the height of the four year test program. Lockheed brought ship's 1, 2, and 3 to Edwards to do all of the major test flight requirements. Ship one had a tail number of 303. This airplane was destroyed by a fire while it was at the Lockheed Factory for maintenance. The four years I spent at Edwards with the C-5A flight test program was the highlight of my twenty year career in the U.S. Air Force
Craig E Salo, e-mail, 19.02.2017 20:26
I started working with the 105th Airlift Wing at Stewart ANGB January 1984 as a Aero Repair Technician, I watched our first C-5A land and taxi in and saw the faces of the others who worked on O2 Cessna aircraft with disbelief, many of them retired soon after not wanting to tackle the job. I was one of the first new employees hired to work the C-5 but like others, I didn't have the experience after leaving active duty working F-111E. I retired March 2013 and still miss working "Fred". I also got a chance to work on the C5M Super Galaxy redoing the interior to give it a fresh look to go with the upgrades to the Engines and Avionics which gave the aircraft what it needed, more powerful,fuel saving,quiet running engines. It's amazing how the super operates. I wished the National Guard didn't give up on the Galaxy, i'd still be there maintaining them till I would have had to retire at 60,didn't make it due to the conversion to the C-17. Stewart ANGB had the most qualified dedicated maintainers around, many flight crews from other units said so and wanted to fly Stewart C-5's,especially during the wars. The Galaxy was a handful and a challenge but I grew to enjoy working and flying with them as a assistant crew chief.
John Griffith, e-mail, 21.05.2016 21:47
I was stationed at Altus AFB in December 1969 when the first C5 was delivered. We watched that plane come out of the overcast and it just kept coming! We thought it would fall out of the sky it seemed so slow. After landing and lowering we put all of the 4MCG equipment on that one plane. I remember it took at least two C141s to haul us before that.
James D. Lester, e-mail, 21.04.2016 17:23
I started at Lockheed-Georgia on July 8, 1963 as a assembly helper on the c130 line.In Jan 1964,I started training for jig and fixture builder. After three years, I was accepted into the last three(3 ) apprenticeship program for the machine shop. I have machined parts for the c5a, jetstar, L1011, and the c141. In 2006, the last c141 was brought back into the B1 building after a 43 year career.The C5 was and is an amazing airplane and I am sure it will serve our country well for years.
David Knight, e-mail, 25.12.2015 05:35
Hello. I worked the C5 at Kadena for five years then st Travis for ten years. Would love to find somebody from those place that has some good pictures or that might have worked with me. Loved those planes. Retired 20 years now and miss my birds. Take care.
David Knight, e-mail, 22.12.2015 04:54
Hello. I worked the C5 at Kadena for five years then st Travis for ten years. Would love to find somebody from those place that has some good pictures or that might have worked with me. Loved those planes. Retired 20 years now and miss my birds. Take care.
john, 23.01.2015 17:28
love this aircraft
Robert Henderson, e-mail, 23.01.2015 07:57
Old “FAT ALBERT” later changed to “Fred” due to political correctness, has been a very meaningful part of my families life. My father was one of the 1st two flight engineers “Cadre” the Air Force sent to Marietta, GA, in 1969, to be trained by the Lockheed company. After finishing, we moved from Tinker AFB, OK to Altus AFB, OK, where he helped write the -1 for the C-5A. Then after a few years, are family and several others were moved from Altus to Travis AFB, CA in 1972 where my Dad flew the line and later was assigned to the flight simulators. My Dad retired in 1976 at Travis AFB, and I started on Reserve duty from 1980-1984 and active duty 1984-2004 also at Travis AFB. I entered the Air Force as a Jet Engine Mechanic assigned to the 60th MAC, and saw part of the world on Maintance Recovery Teams, fixing C-130, C-141A, B and C-5A, B Aircraft. In 1994, I started flying as a Flying Crew Chief to see the rest of the world, as my Dad would say “I flew the line” and traveled the world on the C-5 A, B, and C models. The Presidential, and NASA support missions were the best and I went and saw places my Dad described to me as a kid, and now, I was seeing first hand. This Aircraft is a milestone in my families history, and when I hear aircraft taking off or landing that distinctive sound tells me if it’s a C-5.
Charles Speir, e-mail, 15.01.2015 03:33
I was a Loadmaster in the 301 AS from 1983 to 2010. Even though we converted to C-17s in 2005, I enjoyed "FRED" and still have many great memories of those days. Which base was 69-0012 originally stationed at?
George Williams, e-mail, 05.09.2013 13:57
Flew as a passenger in this plane into Dhaharan for Desert Shield/Desert Storm. Merle English is right about climbing into the cabin behind the cockpit, especially when burdened with three bags of TA-50 gear and clothing. It sure beat the web seats of the C141 Starlifter, the plane I re-deployed to stateside. It was more like a flying refrigerator.
Merle English, e-mail, 05.06.2013 07:29
amazing beast, you have to be half billy goat to climb that flimsy ladder to the upper cabin and cockpit! I had training at Travis and was signed off for everything except start the engines or taxi. Was at Hickham and always had MP's guarding the plane and to find shade in the day they would stand at the wing tip. Since that C-5 landed at night and we pumped it full guess what happened after the heat of the day arrived? Yea the fuel would expand and run out to the overflow tank at the wing tips and since there was no power on the small transfer pump was not running and then the fuel would gush out the tip vent and get the MP's quite often, hopefully only once. Servicing the LOX was interesting when the liquid hit the drip pans, had some fond memories!
mike jordan, e-mail, 22.11.2012 23:16
I worked on the very first c5 at Lockheed as a final aircraft assembler. I did many jobs on it starting with the barrel section, put in the heat and air, brakes, honey comb floors, hydraulics, lavatories you name it and I was there the day it flew what a thrill.
Deb, e-mail, 17.10.2012 04:15
I worked hydraulics on Fred while stationed at Travis. We were ALWAYS busy but I would not have traded my time working on the C5 for anything.
Mark Baker Jr, e-mail, 22.09.2012 21:06
The first time I saw a C5 was at blytheville afb where I was shipping out for Anderson afb guam for linebackerII. The second time with the C55A was at Westover AFB in 1987 where I worked on them util 2010 as a sheetmetal tech,the aircraft was a beast to work on,I know that when maintance had to do most of there work it was off high reach stands,such as B5,B1,Vap,JLG,and the condor for the T tail. Any time you had to wal the backbone or the wings you have to wear a harness,which made any easy harder. I am retired and still close to westover where I can still hear the engine runs and hear them fly over my house.
Dave Kretzmer, e-mail, 02.06.2012 18:32
I grew up in Marietta, Ga not far from the Lockheed plant and remember hearing and seeing them routinely. My father in-law Ray Clark worked as an engineer for Lockheed mating the tail to the fuselage among many other Projects on other A/C. I loaded many a C-5 with the 437/315 composite wing at CHS AFB in the late 80's. Stationed with AFRES at Dobbin AFB across the field from the Lockheed plant, Lockheed gave us a mock up fuselage to use as a trainer.
Steve Hale, e-mail, 17.04.2012 01:23
Loadmaster for 1980 to 1986 Travis life was GREAT
John Hull, e-mail, 11.02.2012 04:16
What is the speed ofa c5 at landing. I know the speed varies with weight of payload but can you give an average. Thanks
John Hull, e-mail, 11.02.2012 04:16
What is the speed ofa c5 at landing. I know the speed varies with weight of payload but can you give an average. Thanks
John Griffith, e-mail, 29.12.2011 23:31
I was at Altus AFB assigned to the 4th Mpbile Comm Gp when the first C5 was delivered. I will never forget the sight of that gigantic plane emerging from the clouds seemingly just barely moving. To this day, I am impressed by them and I can still identify one just by the engine whine.
Orin Jenkins, 05.10.2011 03:20
My Dad was one of the first Flight Examiners on the first C5's before they started delivery to the 3rd at Charleston where we were also stationed, and was on-board when so many wheels fell off during the 3rd's first C5 take-off at Charleston. The C5 is extremely impressive, even without a few wheels as they rolled toward the fence where we all stood, watched, and dodged. My Dad was aboard but would never talk about aiming the freed wheels at the fenced crowd, including the media. It was an exciting day dodging wheels while covering our ears as the C5 pulled nose-up for a go-around. So, 28 minus six? We can do that with no sweat.
Bill Reader, e-mail, 05.03.2011 20:18
I flew Fred out Of Dover from 1971-1978 when I retired.Crew pos FE.We were geting airplanes with as little as 10hr on them.We took a lot of flack from the 141 croud about how much they cost and many problems we had with them.WE proved there worth in the October war in 1973.I flew one mission ot of Griffis with a load of bombs and arty.We had weight waver and as I performed my scaner duties and arrived at the aft press door and looked forward on climb out I was amazed at the explosives I was looking at.I can still see it in my minds eye.Another trip we delivered a tank to Lod airport.The tank commander got in and drove off the aft ramp out into the desert.They told us that the C5s and there crews saved the war for them as they were looseing so many tanks and they had no other way to get them in time except air shipment and we were the only ones that could do that.They sent back with us a big box of roses for our families.It's a great airplane.Wish I could have flown the M model.
Ben West, e-mail, 14.02.2011 00:25
I was a Air Refuel Qualified Instructor Flight Enginer in the 9th MAS on the C5 from 1970 thru 1980 except for the 14 months I servred on Puff in SEA. I left Dover in August of 80 and spent 6 years in the 1st MAS on the VC-137 at Andrews. I went there to keep from going to Altus.
I enjoyed my time on the C5 more than I did anything else during my 21 years in the AF.
peter cannizzaro, e-mail, 12.02.2011 17:05
i am currently in training to be a loadmaster on one of these beasts i grew up near stewart angb and i always loved the sight and sound of these awesome birds flying over head. i cant wait to be fully qualified!
Steve B., e-mail, 07.12.2010 02:49
I was one of the first "AIC" right out of boot camp to be selected as a Loadmaster on the C-5 out of Travis AFB, 75MAS 74-76. What a wonderful opportunity for an 18 yr. old kid. Flew all over the world, saw many exciting places and had some of the best times of my life on that big bird. Was checked out as an official Loadmaster in early 75 at the age of 19.
David Scandalito, e-mail, 15.11.2010 21:29
I flew C-141's at Charleston from 1969 to 1971. I went to the C-5 in Feb of 1971, and flew the C-5 until June of 2007. With all the new airplanes around it is still the caddilac of the air force.
jawad ahsan, e-mail, 02.11.2010 20:36
it is very good airplane
Mike Miller, e-mail, 20.10.2010 05:18
I watched the C-5 crash in Germany and worked with the crash for 3 years. If you have questions e-mail me
RAY COOPER, e-mail, 30.08.2010 22:48
I was a loadmaster on the C-97, C-124, C141 and the C-5. Old shakey was my favorite but the C-5 was the most comfortable and required the most crew co-ordination of them all. I was with the 9th M.A.S. at Dover, and can relate to the phneumatic kneeling system. It gave us fits until they went to hydraulics.
Sevin R., e-mail, 25.08.2010 03:43
I flew HOP flights on these before, and they're huge as hell! I used to love watching these things land and take off when I lived in Panama(Howard AFB), and seeing them on the tarmac at Travis. Wicked old birds these are.
Ed Knox, e-mail, 24.08.2010 20:41
I was a loadmaster/instructor laodmaster on the C-5 A/B for 19 years & it was some of the greatest flying in my career. I was in the 3rd MAS at Charleston, & then at Dover. I spent a lot of time in the ALCE at Ft. Campbell, Ky, where I currently work. It's like ole home week when I look out back & see a C-5. It never broke any where we didn't want to stay. It had a few problems when we first got them, but it's still the greatest airplane in the world. When we got our first one in 70, as it was landing, one of the main gear wheel/tire came off & ran down the runway in front of it. Congressman Mendell Rivers who was giving the acceptance speech said "That's why it has 28 wheels". It made history many times & when it broke, it broke good, but always brought us back home to our loved ones. What a plane. Lots of fond memories of lots of good ole friends.
Frank, 15.08.2010 21:48
I have seen approach speeds as low as 99 kts and as high as 174. Normal descent rate without thrust reversers on decent is about 2-3000 ft/min, as much as 5-6000 with TRs.
Joe, e-mail, 29.06.2010 23:44
What is the landing speed of the C5-A Galaxy?
Pete Conte, e-mail, 13.04.2010 08:49
Flew C-5's out of Travis (301 MAS, 75 MAS, and 22 MAS) from 1984 - 1994. It carried me around the world many times safely. Can't ask for more that that!
Bob Sample, e-mail, 13.03.2010 23:52
Flew the C-5 (and loved it) for 2 yrs (1982-1984) at Travis. I really loved aerial refueling.
Roy Schuelke, e-mail, 12.03.2010 03:31
Never got to fly in one of these birds, but was involved with building them at Lockheed GA. very interesting bird, and huge!
Richard Henningsen, e-mail, 11.03.2010 20:55
As a Master Navigator stationed at Dover AFB and flying the old Douglass C-133, I was only too happy to transition to the C-5A in 1971. During my crew training at Altus, though, I began to wonder if this was a smart move though. While airborne on a training mission we received word to land immediately (if not sooner), as another C-5A running up engines on the ground had one engine fly off the airplane (true story)!! It seems the engines were held on with four thick bolts and one or more had fractured under the run-up thrust.All C-5s were grounded for inspection and a number of bolts were found to have stress cracks caused by the 40,000 pound thrust engines. In the field though it was a Cadillac and I enjoyed every one of my 3200 hours in the bird.
George Chambeers, e-mail, 10.03.2010 05:36
Question: what is the landing speed of a C-5? What would be the speed at rotation (V1) with a nomialload? George
Charlie Andersen, e-mail, 04.02.2010 06:30
Flew on the C-5 from 1975-1993 at Dover ,Altus,Kelly as a Reserve advisor and last 5 years as Chief Engineer at Scott.I grew up with FRED and still love to hear the sound of freedom when it flies by
Bobby Boyd, e-mail, 04.02.2010 06:01
I have 21 years of loadmaster experience on the C-141A and the C5's. The C-141 was a joy to crew. However my love is the C-5. Being a loadmaster on the C5 made a young man grow up in a hurry. C-5 loadmasters was required to have more knowledge of the C-5 than any other aircraft. More duties were required, panal operations, kneeling and unkneeling the aircraft to name a few. My hope is the C-5 fleet will live for another 25 years. I Love You Fred"
JOE FELTNER, e-mail, 04.02.2010 05:38
had the opportunity to fly as Instructor Flight Engineer on old FRED for 3 years in the 70 and 80s. one fine A/C and will probably be around for a few more years. I was in the 9th Mas at Dover by the sea. Ben West was my first instructor at Dover and he really earned his pay with me.
MIKE MARTIN, e-mail, 23.01.2010 01:26
SPENT 2 TOURS ON C-5'S AS A LOADMASTER. ONE WITH THE 9TH MAS AND THE OTHER WITH 22MAS. ONLY WAS ABLE TO GET AROUND 4100HRS OF FLYING TIME. WENT TO SOME EXOTIC PLACES
Bill J., e-mail, 28.07.2008 16:29
Love that C-5. Was Flt Engineer for 5 years.
Gary O'Bryan, e-mail, 26.04.2007 02:19
Question: What is the normal descent rate of the C5-C aircraft from 24000 down to sea level. Gary.
