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Чтобы выполнить поиск, нажмите “Ввод”. Top view of four-engine jet transport in flight above mountain range. Lockheed suffered significant financial difficulties. Shortly after entering service, cracks in the wings of many aircraft were discovered and the C-5 fleet was restricted in capability until corrective work was completed. The USAF has operated the C-5 since 1969. These studies led to the “CX-4” design concept, but in 1962 the proposed six-engine design was rejected, because it was not viewed as a significant advance over the C-141. By late 1963, the next conceptual design was named CX-X.
It was equipped with four engines, instead of six engines in the earlier CX-4 concept. The cargo compartment was 17. We started to build the C-5 and wanted to build the biggest thing we could Quite frankly, the C-5 program was a great contribution to commercial aviation. All three of the designs shared a number of features. The cockpit was placed well above the cargo area to allow for cargo loading through a nose door. The Boeing and Douglas designs used a pod on the top of the fuselage containing the cockpit, while the Lockheed design extended the cockpit profile down the length of the fuselage, giving it an egg-shaped cross section. Boeing and Douglas had conventional tails.
The Air Force considered Boeing’s design to be better than that of Lockheed, but Lockheed’s proposal was the lowest total cost bid. Lockheed was selected the winner in September 1965, then awarded a contract in December 1965. August 1965 to power the new transport plane. TF39 promised and would achieve a ratio of eight-to-one, which had the benefits of increased engine thrust and lower fuel consumption. After being one of the worst-run programs, ever, in its early years, it has evolved very slowly and with great difficulty into a nearly adequate strategic airlifter that unfortunately needs in-flight refueling or a ground stop for even the most routine long-distance flights.
We spent a lot of money to make it capable of operating from unfinished airstrips near the front lines, when we never needed that capability or had any intention to use it. Aircraft weight was a serious issue during design and development. At the time of the first flight, the weight was below the guaranteed weight, but by the time of the delivery of the 9th aircraft, had exceeded guarantees. 79 airframes would reach their fatigue life of 19,000 hours without cracking of the wing. Four-engine jet transport with dark green and gray paint scheme in-flight above clouds. Cost overruns and technical problems of the C-5A were the subject of a congressional investigation in 1968 and 1969. The C-5 program has the dubious distinction of being the first development program with a one billion dollar overrun.
In 1969, Henry Durham raised concerns about the C-5 production process with Lockheed, his employer. Subsequently, Durham was transferred and subjected to abuse until he resigned. Durham with the Elliott-Black Award. The Deputy Assistant Secretary of the Air Force for Management Systems, Ernest Fitzgerald, was another person whose fostering of public accountability was unwelcome.
Due to higher than expected development costs, in 1970 there were public calls for the government to split the substantial losses that Lockheed was experiencing. Lockheed to keep the company operational. To reduce wing loading, load alleviation systems were added to the aircraft. 76 completed C-5As to restore full payload capability and service life began in 1976. After design and testing of the new wing design, the C-5As received their new wings from 1980 to 1987. During 1976, numerous cracks were also found in the fuselage along the upper fuselage on the centerline, aft of the refueling port, extending back to the wing.