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Do you have any interesting details or stories of this particular aircraft or aircraft type? Did you fly or maintain it during its active service? We are trying to build a database of information on all the aircraft that have passed through AMARC to provide our visitors with another perspective of these fine aircraft. If you can help please fill the boxes below with your details and any information you can provide us with.

 

 

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#15 Terry Furlow aerodown@gmail.com  2005-10-27 00:00
I just ran across the article talking about the decommissioning of C-5A Galaxy 69-0004. I was stationed at Dover AFB in the mid 80's as a Crew Chief and had the privilege of being assigned to Aircraft 69-0004 (or Balls 4 as we affectionately called her). She was my first assignment and my first experience with the C5. I can still remember thinking to myself standing underneath her massive structure for the first time, "What an amazing feat of man to build such a machine". As I read the article and thought back to the time when I was walking her floors, and mopping up her hydraulic leaks. Of the time and the elation as I sat right seat on my first engine run, with the airframe hopping ready to jump chalks to rip down the tarmac. Or bearing witness to her massive power as I stood 50 yards in front of her on head set while on a full power engine run... as mini tornado's would reach out of her intakes licking the ground. I think back to those times and realize all things do change, and as with all things, their time will pass. But I have my memories of her. As SSgt Lucas spent over an hour positioning and repositioning the APU blow out door because it just didn't look right to him. With me crawling high up in the wheel well replacing an inspection light hoping the flight crew didn't bring up hydraulics. Or the smutty dirty face of Airman Scott "Scooter Trash" Norman after crawling out of the underbelly to check a panel prior to block. All you could see was his teeth as he smiled ear to ear as the aircraft rolled down the runway.
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#14 Ben West benwest@inetw2.net  2005-08-20 00:00
I was it Dover from August 1970 till August 1980 in the 9th MAS except for the 14 months I went to SEA on DC-3 gunships in 71 and 72. The first time I saw "Fred" I was totally amazed by it and when I walked off in 1980 to go on the C-137's (B-707's for you young guys) in the 89th at Andrews I was still Amazed by this Extrodadnary Air Plane. I had nearly 5,000hrs and was an instructor on Fred and enjoyed every day I spent in the 9th. The only reason I went to Andrews was to get out of going to Altus. I was there on several TDY's teaching the flight portion of Air Refueling school and some Sim courses when KDOV was busy. Great place for a TDY but didn't want to live there! I'm sure some of the guys in the 56th can appreciate that. I met some great crew members in both Squadrons during my time at Dover and still stay in touch with several of them. I will always cherish the memories of my C5 days. The longest mission I ever flew was from Holliman AFB New Mexico to Teharan Iran, 24 hours from gear up to gear down and five tankers later we landed. I could go on about many of the missions we had out of Dover but I'm sure we all have some great "War Stories" about the time we spent on the C5.
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#13 JIm Singer n6js@sbcglobal.net  2005-08-03 00:00
I have been at Travis AFB since January 1975, and I am currently an ART with the 349th AMXS as the dayshift Gold Pro Super. I had the privilege of being selected to go to AMARC to block in 70458 when it left Travis in November of 2003. As a "lover of C-5's" I found it very sad to see what I considered a perfectly good airplane going to the boneyard. My good friend Phil Hallstrom was the guy who accomplished the last E/R on the aircraft. The media was all over the place, and had a lot of questions which I and the flight crew answered, keeping a stiff upper lip. After towing, defueling, and dry draining the aircraft, we refueled, putting on 60,000 pounds of 10/10 oil. This was to help eliminate any explosive hazards and also to "pickle" the engines and APU's. I was really hoping that on engine start, the engines would smoke like an old chimney, but you couldn't tell the difference between the oil and JP8. The main reason that the horizontal stabilizer was removed from this aircraft was because the AMARC people were worried that the high winds and downbursts may cause the aircraft to move around once towed to the desert. As you can see from some of the pictures, I guess they changed their minds. Before leaving, I took a big Sharpie permanent pen and wrote just forward of the crew entry door, "Last BPO/PRE, good to go, 4 Nov 2003."Jim Singer
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#12 MSgt Geoffrey Miller galaxyflier@sbcglobal.net  2005-04-13 00:00
I was the flight engineer on 458's final flight. She flew well that day. The only write-ups with which we took off were the 1-2 PTU was inoperative and, unfortunately, so was the ALDCS. (I was hoping to see the 6-degree uprig light come on.) The aircraft had been pretty well stripped prior to the flight to D-M. All the seating in the troop compartment had been removed. The life rafts and slides were gone. All the tie-down equipment and roller conveyors were gone. We had to go to Life Support and sign out some quick-don O2 masks for the flight. The operating weight was approximately 364,000 lbs and we took off with around 63,000 lbs of fuel for a gross T/O weight of 427,000 lbs (if memory serves..). We did a TRT Standing take-off and and she was airborne in about 2500 feet. From brake release to 10,000 feet took about three and a half minutes. I am now an instructor at Altus. Long live Freddy!
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#11 Jim Smart thesmart67@msn.com  2004-09-21 00:00
I was stationed at Altus AFB, OK from 1977-81 in FMS - A.R. Shop. Sad to see the first of the Galaxys going to scrap. It has been hard to watch the C-141s go to AMARCE. I miss both aircraft. Always interested in chatting with anyone who was at Altus. Altus is our own little quiet part of the world - that is until the C-5s take off. I will alway keep fond memories of Altus and the 443rd MAW.
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