Tuesday 4th November 2003 saw the retirement of the very first Lockheed C-5A Galaxy to AMARC, tail number 70-0458 from the 68th Airlift Squadron/433rd Airlift Wing based at Lackland Air Force Base, Texas. The crew for this delivery flight were pilot Major Dan Hasslinger, co-pilot Major John Niakaros and flight engineers MSgt Geoff Miller and TSgt Dave Seyl from the 22nd Airlift Squadron based at Travis AFB, CA. After being drained of fuel and overnighting just outside the AMARC arrival gate at Davis Monthan AFB the aircraft was towed into the base on the Wednesday. Due to the enormous weight of the C-5 one tug was not adequate enough so a second was used to provide enough horsepower to get the job done.
After removal of its General Electric TF-39 engines on the arrivals ramp, 70-0458 was qucikly moved directly to the AMARC reclamation area where it also quickly yielded its tail and landing gear. These parts and, over time, many more were returned to the Air Force active inventory to help keep the operational C-5s in the air.
The retirement of 70-0458 was not isolated; in total thirteen C-5s from across the Air Force were to be retired to AMARC between 2003 and 2005.
Engineless Lockheed C-5A Galaxy 67-0173 being towed across the S. Kolb Road bridge to the AMARC reclamation area. © The AMARC Experience.
Lockheed C-5A Galaxy 70-0458 shortly after being towed and positioned in the AMARC reclamation area. © The AMARC Experience.
Lockheed C-5A Galaxy 66-8306 shortly after arrival at AMARG. After the engines were removed, the aircraft was towed the short distance into the reclamation area across the bridge which passes over the S. Kolb Road. © The AMARC Experience.
Lockheed C-5A Galaxy 66-8306 in the AMARG reclamation area. © The AMARC Experience.
The Lockheed C-5 Galaxy, one of the largest military transport aircraft in the world, has been a cornerstone of U.S. Air Force strategic airlift capabilities since its introduction in 1970. Designed to carry outsized cargo, including tanks, helicopters, and troops over intercontinental distances, the C-5 revolutionized global mobility for the military. However, by the early 2000s, the aging fleet faced significant challenges, including maintenance issues and low mission-capable rates. This led to the decision to retire some of the older models, marking a pivotal shift toward fleet modernization.
The C-5's operational history was marked by both triumphs and tribulations. Entering service during the Vietnam War era, it proved invaluable in operations like Desert Storm, where its massive payload capacity—up to 281,000 pounds—enabled rapid deployment of heavy equipment. Yet, by the turn of the millennium, the fleet's reliability had plummeted. According to Air Mobility Command (AMC) reports, the C-5's mission-capable rate hovered around 63% in fiscal year 2002, far below the desired 75%. Structural fatigue, corrosion, and outdated avionics plagued the older C-5A models, prompting Congress and the Air Force to initiate retirement plans.
The goal was to phase out underperforming aircraft while upgrading the remaining fleet through programs like the Avionics Modernization Program (AMP) and Reliability Enhancement and Re-engining Program (RERP), which would eventually transform select C-5s into the more capable C-5M Super Galaxy.
The process involved detailed inspections, including tear-downs on select airframes to assess corrosion and fatigue, informing decisions on whether to reclaim or dismantle them.This retirement wave had broader implications for U.S. airpower. By decommissioning older C-5As, the Air Force freed resources for the incoming C-17 Globemaster III, a more versatile and reliable airlifter. Travis AFB, for instance, was set to integrate C-17s by 2007, enhancing operational flexibility.
As well as the thirteen retirements to AMARC, a fourtheenth C-5A (69-0004) was sent for destructive testing at Warner-Robins Air Logistics Center, Georgia. On arrival it was dismantled piece by piece so that a thorough inspection could be carried out of the entire airframe. By stripping the airframe down to the skeleton, engineers could take a complete assessment of how the aircraft has faired over its 30 plus years in service, both in terms of corrosion and fatigue.
This study was broken down into 4 phases :
Phase 1 -- Non-destructive inspection takes place. Initial results are due to Air Mobility Command by February 2004.
Phase 2 -- Planning and gathering of support equipment to tear down the plane. This phase runs through 2004. Components will be sent to an undetermined location
later for further disassembly and inspection.
Phase 3 -- Tear down and further analysis.
Phase 4 -- Remaining parts of the aircraft will be disposed.
69-0004 was selected for this study as it has suffered no serious accidents during its operational life, and had not flown an excessive number of hours making it representative of an average USAF C-5A. The results of the study were be used to calculate how long this C-5 could have continued in service. If worrying unexpected corrosion or fatigue is found, this could call into question the future of the type in service. Funds may not be made available for major repairs, modifications or corrosion/fatigue treatment across the C-5 fleet. The C-5 Galaxy is an aging aircraft type and over its career has been plagued by unreliability. The lawmakers might well decide that spending a large sum of money to extend its service life is not a viable option.
The fuselage of Lockheed C-5A Galaxy 66-8306 after a short period of parts reclamation which reduced the aircraft to a nearly unrecognisable hulk. © The AMARC Experience.
The tail of Lockheed C-5A Galaxy 66-8306 securely staked to the ground next to other large, dismantled sections of the aircraft. © The AMARC Experience.
During the C-5 RERP, which was completed by September 2018, the C-5 engines were upgraded from four General Electric TF-39 engines to General Electric CF6-80C2-L1F (F-138) commercial engines. This engine delivers a 22 percent increase in thrust, resulting in a 30 percent shorter take-off roll, a 58 percent faster climb rate, and will allow significantly more cargo to be carried over longer distances. With its new engines and other system upgrades, the RERP modified 52 C-5A/B/Cs to the C-5M specification.
During the C-5 RERP, which was completed by September 2018, the C-5 engines were upgraded from four General Electric TF-39 engines to General Electric CF6-80C2-L1F (F-138) commercial engines. This engine delivers a 22 percent increase in thrust, resulting in a 30 percent shorter take-off roll, a 58 percent faster climb rate, and will allow significantly more cargo to be carried over longer distances. With its new engines and other system upgrades, the RERP modified 52 C-5A/B/Cs to the C-5M specification.
Later AMARG C-5 Galaxy Arrivals/Departures
Between 2011 and 2017 a further 58 C-5As were retired to AMARC, with 9 arriving during 2011, 18 in 2012, 5 in 2013, 14 in 2014, 7 in 2015 and 4 in 2017. All of the original retirement aircraft were broken up within the base and trucked out by New Phoenix Metals to a nearby metal processing plant.
Lockheed C-5 Galaxy - Active Inventory
Specifications
General Specifications| Powerplant | Manufacturer - General Electric , Model - Four TF-39, Thrust - 41,000lbs each engine |
| Length | 143 ft, 9 in (43.8 m) |
| Wingspan | 222.9 ft (67.93 m) |
| Height | 65.1 ft (19.84 m) |
| Crew | Seven. Pilot, Co-Pilot, two Flight Engineers and three Loadmasters |
|
Cargo Compartment Height |
13.5 ft (4.11 m) |
|
Cargo Compartment Width |
19 ft (5.79 m) |
|
Cargo Compartment Length |
143 ft, 9 in (43.8 m) |
|
Cargo Compartment Total volume |
(including ramps) 34,795 cu ft / 985.3 cu m |
Performance
| Maximum speed | Speed: 518 mph (Mach 0.68) at 25,000 feet (7583.3 meters), with maximum takeoff weight |
| Range | with a 263,200 lb payload 2,400 nm / 4,445 km |
| Service ceiling | 37,000 ft (11,277 m) |