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Lackland's old C-5A workhorse flies into future

  • Published
  • By Airman Brian McGloin
  • 433 Airlift Wing
LACKLAND AIR FORCE BASE, Texas --  Analog compasses and dials from the last century are being replaced with new avionics instrument display screens. These sleek, modernized systems don't make C-5A's completely new but they do enhance some of the old aircraft's capabilities.

The first two modernized C-5As are completed and are here. In fact, after 48 C-5B's were upgraded, the Alamo Wing, first Reserve wing to get its own C-5s, was the first to receive the upgrades on the A model. Though the instruments are new, the C-5A is still a C-5A and won't receive the 'M' or SuperGalaxy designation reserved for those aircraft that receive both the avionics package and new engines. 

Capt. Richard Linton, a C-5 pilot from the 68th Airlift Squadron, said the actual hands-on flying of the AMP'ed C-5A is no different from flying a C-5A with analog avionics. He said the big difference with the new system is improved capabilities such as expanded communication with air traffic control, including the ability to electronically send text-based information and new ground avoidance software. 

Like with other technological upgrades, the new system requires some training and adjusting, to the pilots' eyes and the display set up, to yield the maximum benefit and return on the investment. 

"The new avionics are a different way of obtaining the required information," said Capt. Seth Asay, another pilot from the 68th AS. "We have six screens in front of us instead of the old compasses and dials. We're used to seeing the attitude of the airplane in a certain way; we had to retrain our eyes." 

Captain Linton said as far as training is concerned, the modernized C-5's are treated like new aircraft and current air crew members need to undergo specific training before they can fly the AMP'ed aircraft. New pilots have the AMP training before they arrive at the operational squadron said Captain Asay. 

The new system, also known as the glass cockpit, automatically sends the position, airspeed and other navigational information of the aircraft to the control tower so the pilots can focus more on flying. In addition, the system can retrieve weather updates and flight plans electronically. With the older analog avionics, the pilot or copilot radios the tower to report the aircraft's statistics and position. 

The digital avionics are faster, said Tech. Sgt. Ellen Richardson, an avionics technician with the 433rd Maintenance Group. The information is faster and allows the pilots to customize the way they see it on the screens in front of them, similar to changing the desktop of a personal computer. 

Captain Linton said the most difficult adjustment to make is that the digital avionics require more attention to managing the flight computer. 

"You know what you want to do, the trick is to figure out how this new software performs the same task you have been doing all along," said Captain Linton. "People are very cautious until they get a better understanding of the new system." 

The new system doesn't only affect the pilots. There are differences for the Airmen who maintain the aircraft as well. 

"The only real difference we have is the initial power-up" Tech. Sgt. Donald Ashcraft, an aerospace maintenance craftsman from the 433rd Maintenance Group. 

Starting the new avionics requires about four minutes instead of the instantaneous start up of the old system, explained Sergeant Richardson. The system now goes through checks where before it simply turned on. The four-minute power up doesn't affect take-off times since it saves the pilots from doing the checks themselves. 

One other difference, Sergeant Richardson pointed out, was the modernization removed at least ten components, saving valuable space in the aircraft. The analog avionics required at least seven components, for the auto pilot alone, and many more for the other functions. The smaller size is purely due to the technology update. All the systems still have the appropriate safety measures. 

"The backups have backups," said 2nd Lt. Mike Spence, a C-5 pilot from the 68th Airlift Squadron.