|Quoting Ozair (Reply 2):|
Is that meant to be 7 months or has Lockheed been doing some long term testing on the airframe?
|Quoting Galaxy5007 (Reply 3):|
All of the B and C models have been AMP modified, and they are half way through Lacklands 16 A models (either complete or undergoing that is).
|Quoting HawaiianHobo (Reply 4):|
Does the AMP process replace the old dial gauges on the fuel panel with digital ones or was that just strictly a B model thing? I haven't flown on 8213 in a while but last I remember she still had the old sticky FMP gauges and totalizer.
|Quoting GDB (Reply 8):|
Question, when new production C-5B's were being built in the 1980's. why were CF-6 engines (well established in airline and indeed USAF service), not fitted then?
TF-39 was of course the first high bypass ration engine, the obvious choice back when the G-5A was under development, the choice was not there.
Then on the back of the C-5B production, they could have retrofitted the CF-6's on to the C-5A's.
|Quoting JohnM (Reply 7):|
The "B" F/Q system is just one big fault code waiting to happen, hard to duplicate, and results in parts getting thrown at it.
|Quoting JohnM (Reply 10):|
Other than noise issues, and while not a hot rod, the TF-39 these days does well.
|Quoting HawaiianHobo (Reply 11):|
Maybe it's just a Travis thing, but its definitely multiple tail numbers effected, 5010 being the worst offender IMO.
|Quoting Seefivein (Reply 13):|
without the new engines - how many times would the C-5 be refueled - both ways to Turkey?
|Quoting Mossfan15 (Reply 15):|
I got to ride one of these from Ramstein to Dover back in September and its truly an amazing aircraft. A recent article I read said the C-5M hass broken 41 airlift records, one of which was from takeoff to FL 400 with full cargo in 24 minutes.
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