system (IRS) with an off-the-shelf
commercial GPS receiver.
The AMP, which substantially improved the
aircraft’s information and user interfaces,
replaced the analog instrumentation with
seven 6 x 8in (15.2 x 20.3cm) liquid-crystal
displays that include one for the fl ight
engineer and six for the pilots. Additionally,
two 4 x 5in (10.2 x 12.7cm) color multi-
function control display units (MCDUs), with
keyboards, are provided for the pilots and
another at the engineer’s station. The heart of
the display system is the Honeywell Versatile
Integrated Avionics VIA 2000 processor,
which integrates the display electronics and
related software, fl ight management,
communication management, and mission
software. Designed for the Boeing 777 airliner,
the processor has been adapted for several
platforms and replaces numerous components
and redundant computers.
C-5B serial 85-0004 was the fi rst Galaxy
inducted for AMP modifi cations in Marietta
on June 13, 2002, and the fi rst C-5A followed
on July 24, 2002. Both installations were made
as part of the development integration and test
(DIT) phase of the EMD program. The initial
AMP-equipped C-5B carried out its maiden
fl ight at Dobbins ARB on December 21, 2002
and the fi rst upgraded C-5A in August 2003.
In April 2003, Lockheed Martin received a
$20.3-million contract to produce the initial
eight AMP kits, and in January 2004 it was
awarded $5.9 million to install the Lot 1 kits
into C-5Bs. That contract included $42.8
million for the purchase of the 18 Lot 2 kits.
Production C-5B AMP installations began at
Dover AFB, on June 4, 2004 and at Travis AFB
in June 2005. Delivery of the fi rst production
AMP aircraft occurred in October 2004. The
fi rst C-5A entered the modifi cation line in
September 2008.
Air Force Operational Test and Evaluation
Command (AFOTEC)’s Detachment 5 started
the C-5 AMP qualifi cation operational test and
evaluation (QOT&E) at Dover in July 2005.
QOT&E was paused in October, resumed in
April 2006, and was successfully completed
that July. Planned acquisition of 112 aircraft
was reduced to 92 in late 2009 and later to 79.
AMP upgrades to the C-5B fl eet were
completed at Travis AFB on August 25, 2009.
Lockheed Martin delivered the last of 79
C-5s upgraded under the AMP program to the
USAF at Travis on April 27, 2012. C-5A serial70-0448 was subsequently assigned to the
AFRC’s 433rd AW at Joint Base San Antonio-
Lackland, Texas. A total of 38 C-5As and Bs
were modifi ed under AMP at Travis. In total
27 C-5As, 50 C-5Bs and the two C-5Cs went
through the program.RERP
The Reliability Enhancement and Re-engining
Program (RERP) was the second phase of the
C-5 modernization effort. It was intended to
enable the C-5 to achieve wartime mission
requirements by increasing fl eet availability,
mission capability, departure reliability and
reducing operational costs.
Lockheed Martin received a $1.1-billion
contract to begin the RERP system
development and demonstration (SDD) phase
in December 2001. The effort included
modifi cations to three prototypes, comprising
a single C-5A and two C-5Bs. Work actually
began in February 2000 with a pre-SDD study
that included engine/pylon integration
risk-reduction activities and defi ned reliability
enhancements. The original plans called for
upgrading more than 120 C-5s under the
RERP.
Lockheed Martin selected the General
Electric CF6-80C2 (CF6-80C2L1F) engine to
replace the Galaxy’s TF39 turbofans in August- Assigned the military designation
F138-GE-100, each of the commercial engines
produces more than 50,000lb st (222.4kN),
providing a 22 per cent increase in power over
the TF39, and is Stage 4 noise compliant. They
also enable a 58 per cent greater climb rate to
an initial cruise altitude 38 per cent higher
than the earlier aircraft and, according to
crews, it is far more responsive at altitude. As
a result, the C-5M is capable of climbing to
31,000ft (9,449m) in less than 25 minutes,
while operating at a weight of 837,000lb
(37,9657kg). The upgrade also reduces the
aircraft’s take-off distance by 30 per cent and
increases payload to 270,000lb (122,470kg).
Flight crews have compared the additional
thrust provided by the CF6 to installing a fi fth
engine on the C-5M. The RERP provides more
than 50 improvements to the aircraft’s
structure (15), landing gear (seven), electrical
(two), hydraulic (fi ve), fl ight (13), fuel (four)
and environmental control and pneumatic
systems (eight), and added a more powerful
auxiliary power unit. Additionally, four
avionics modifi cations that had been planned
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