Lockheed C-141 Starlifter

{{short description|Retired American heavy military transport aircraft from Lockheed}} {{Use American English|date=April 2026}} {{Use mdy dates|date=February 2025}}  {{Infobox aircraft |name= C-141 Starlifter |image= File:C-141 Starlifter 58-4561.jpg |caption= A United States Air Force C-141B in flight |type= Strategic airlifter |manufacturer= Lockheed |designer= |national_origin= United States |first_flight= {{start date and age|1963|12|17}} |introduction= April 1965 |retired= May 2006 |status= Retired |primary_user= United States Air Force |more_users= NASA |produced= {{start date|1963}}–{{end date|1968}} |number_built= 285 |unit cost= |variants= Kuiper Airborne Observatory }}

The '''Lockheed C-141 Starlifter''' is a retired military strategic airlifter that served with the Military Air Transport Service (MATS), its successor organization the Military Airlift Command (MAC), and finally the Air Mobility Command (AMC) of the United States Air Force (USAF). The aircraft also served with airlift and air mobility wings of the Air Force Reserve (AFRES), later renamed Air Force Reserve Command (AFRC), the Air National Guard (ANG) and, later, one air mobility wing of the Air Education and Training Command (AETC) dedicated to C-141, C-5, C-17 and KC-135 training.

Introduced to replace slower propeller driven cargo planes such as the Douglas C-124 Globemaster II and Douglas C-133 Cargomaster, the C-141 was designed to requirements set in 1960 and first flew in 1963. Production deliveries of an eventual 285 planes began in 1965: 284 for the USAF, and a company demonstrator later delivered to National Aeronautics and Space Administration (NASA) for use as an airborne observatory. The aircraft remained in service for over 40 years until the USAF withdrew the last C-141s from service in 2006, after replacing the airlifter with the C-17 Globemaster III.

==Development== ===Origins=== Throughout the early 1960s, the United States Air Force's Military Air Transport Service (MATS) relied on a substantial number of propeller-driven aircraft for strategic airlift.{{sfn|Eden|2004|p=232}}<ref name= "daviswillson 74">Davis and Willson 2019, p. 74.</ref> As these aircraft were mostly obsolescent designs and the USAF needed the benefits of jet power, the USAF ordered 48 Boeing C-135 Stratolifters as an interim step. The C-135 was a useful stop-gap, but only had side-loading doors, thus much of the bulky and oversize equipment employed by the U.S. Army would not fit.<ref name= "daviswillson 150">Davis and Willson 2019, p. 150.</ref>

In spring 1960, the USAF released ''Specific Operational Requirement (SOR) 182'', calling for a new aircraft that would be capable of performing both strategic and tactical airlift missions.<ref name= "foreinternational"/> The strategic role demanded that the aircraft be capable of missions with a radius of at least {{convert|3500|nmi|km}} with a {{convert|60,000|lb|kg}} load. The tactical role required it to be able to perform low-altitude air drops of supplies, as well as carry and drop combat paratroops.<ref>[http://www.theaviationzone.com/factsheets/c141.asp Lockheed C-141 Starlifter], The Aviation Zone</ref> The final version of SOR 182 was released in fall 1960, and requests for proposals were sent to Boeing, Douglas, Convair, and Lockheed-Georgia.<ref>{{cite web |url=https://www.amc.af.mil/About-Us/AMC-History/View/Article/2816765/a-look-backlockheed-c-141-starlifter/ |title=A look back...Lockheed C-141 STARLIFTER |first1=Dr. William P. |last1=Head |first2=Dr. James |last2=Tindle |date=October 19, 2021 |publisher=Air Force Materiel Command History Office |access-date=June 20, 2025}}</ref>

[[File:C-141A LBJ Australia 1966.JPG|thumb|Early C-141As of 436th Airlift Wing, MAC, at Brisbane Airport, Australia, supporting the visit of President Lyndon B. Johnson, 22 October 1966]] Lockheed's design team produced their own unique design in response to the requirement, internally designated as the ''Lockheed Model 300''; it would be the first large jet designed from the start to carry freight. In comparison to the firm's previous utility transport, the turboprop-powered Lockheed C-130 Hercules, it was considerably bigger, as well as possessing greater speed and more power.<ref name= "Kirby 68">Kirby 2011, p. 68.</ref> In terms of its basic configuration, the Model 300 was a large airlifter, furnished with a T-tail and a high-mounted swept wing, under which a total of four pod-mounted TF33 turbofan engines were fitted.<ref name= "foreinternational"/> The Model 300 possessed a lengthy, unobstructed cargo deck, which provided sufficient space and fittings to safely accommodate up to 154 troops or {{convert|42869|kg|lb|abbr=on}} of cargo.<ref name= "foreinternational"/>

During March 1961, Lockheed's submission was selected as the winner.<ref name= "foreinternational"/> President John F. Kennedy's first official act after his inauguration was to order the development of the Lockheed 300 on 13 March 1961, placing an initial contract for five aircraft for test and evaluation, to be designated the ''C-141''. One unusual aspect of the aircraft was that it was designed to meet both military and civil airworthiness standards. The prototype ''C-141A'' serial number ''61-2775'' was manufactured and assembled in record time, having been rolled out of Lockheed's factory at Marietta, Georgia on 22 August 1963. It was also the first aircraft to be designed and produced at the plant that would go into full-rate production.<ref name= "Kirby 50">Kirby 2011, p. 50.</ref> The prototype performed its maiden flight on 17 December of that year, coinciding with the 60th anniversary of the Wright brothers' first flight.<ref name= "foreinternational"/>

In conjunction with the USAF, Lockheed subjected the prototype to an intensive flight testing program, which would involve five testing and evaluation aircraft.<ref name= "foreinternational"/> The first delivery of a production C-141 occurred during April 1965.<ref name= "foreinternational"/> Over the course of three years, a total of 284 C-141s were manufactured, excluding five aircraft constructed for testing purposes. Production of new-build C-141s ended in February 1968.<ref name= "foreinternational"/>

===Derivatives=== [[File:Civil Lockheed C-141 Starlifter demonstration for Flying Tiger Line, 1966.png|thumb|Civil Lockheed Starlifter demonstration for Flying Tiger Line, 1966]] During the 1960s, Lockheed made efforts to market the aircraft on the civilian market; this resulted in provisional orders having been placed by both Flying Tiger Line and Slick Airways. These were to be a stretched version, {{convert|37|ft|m}} longer than the C-141A, which was marketed as the {{nowrap|L-300B}} or {{nowrap|L-301}} ''SuperstarLifter''. Slick's order was ultimately for six firm, and Flying Tiger for eight.<ref>{{cite journal |journal=Aviation Week and Space Technology |date=4 May 1964 |title=Conditional Order Placed by Slick For Four Lockheed L-300B Jets |url=https://archive.aviationweek.com/issue/19640504 |page=34 |volume=80|number=18 |issn=0005-2175}}</ref> Other changes were also incorporated to adapt the design to be more suited to the commercial sector, including the use of a different control yoke. Following the satisfactory completion of civil testing, a Federal Aviation Administration (FAA) type certificate was awarded to the C-141 on 29 January 1965 to allow it to operate commercially.<ref>{{cite journal|journal=Atlanta Journal|url=https://www.newspapers.com/image/970644250|page=28|title=Lockheed C141 Gets Okay As Commercial Freighter|date=29 January 1965|volume=82|number=288|issn=2473-1625}}</ref> In summer 1965, go ahead on a commercial version seemed likely,<ref>{{cite journal |journal=Aviation Week and Space Technology |date=5 July 1965 |title=Airline Observer |url=https://archive.aviationweek.com/issue/19650705 |page=31 |volume=83 |number=1 |issn=0005-2175}}</ref> but later that year Slick abandoned scheduled and domestic service.<ref>{{cite journal |journal=Aviation Week and Space Technology |date=27 September 1965 |title=Viet War Boosts Contract Airlift Demands |url= https://archive.aviationweek.com/issue/19650705 |page=37 |volume=83 |number=13 |issn=0005-2175}}</ref> When no commercial sales were made, Lockheed donated the aircraft to NASA.<ref name= "Kirby 74">Kirby 2011, p. 74.</ref>

Another, more ambitious proposal, commonly designated as ''SC.5/40'', sought to combine elements of the Starlifter with another strategic airlifter, the turboprop-powered Short Belfast, was to be performed in partnership with the British aircraft manufacturer Shorts.<ref name= "flight 1963 508">''Flight'' 19 September 1963, p. 508.</ref> For this variant, the fuselage of the Belfast would have been paired with the wing of the Starlifter, which would have readily enabled the adoption of turbojet engines; speculated engines to power the envisioned airlifter included the Pratt & Whitney JT3D-3 (18,000 lb) or JT3D-8 (21,000 lb), Rolls-Royce Conway 550 (21,825 lb) or Bristol Siddeley BS.100 (27,000 lb approximately).<ref name= "flight 1963 508"/><ref name= "wood 227">Wood 1975, p. 227.</ref> A broadly similar but improved proposal, designated as ''SC.5/45'', was heavily promoted by Shorts for Operational Requirement ASR.364, partly on the basis that it would also enable a near-identical civil-orientated model to be produced for home and export use, designated as ''SC.5/41''.<ref name= "wood 231">Wood 1975, p. 231.</ref> Detailed presentations on the ''SC.5/41'' and ''SC.5/45'' proposals were reportedly made to both British Overseas Airways Corporation (BOAC) and to the Royal Air Force (RAF) respectively, but no orders were placed.<ref name= "wood 231 232">Wood 1975, pp. 231–232.</ref>

==Design== [[File:Apollo 11 Mobile Quarantine Facility unloaded from C-141.jpg|thumb|The Apollo 11 Mobile Quarantine Facility is unloaded from a C-141 at Ellington Air Force Base, 27 July 1969.]]

The Lockheed C-141 Starlifter is a long range strategic airlifter, designed for transporting large quantities of either cargo or passengers. It is powered by an arrangement of four TF33 turbofan engines, each capable of generating up to {{convert|21000|lbf|kN}} of thrust; these were installed in pods beneath the high-mounted swept wing.<ref name= "foreinternational"/> The underside accommodates the retractable tricycle landing gear, consisting of a twin-wheel nose unit and four-wheel main units, the latter of which retract forward into fairings set onto each side of fuselage. The flight deck is typically operated by a crew of four.<ref name= "foreinternational"/>

The use of a high-mounted wing enabled internal clearance in the cargo compartment of {{convert|10|ft|m}} wide, {{convert|9|ft|m|abbr=on}} high and {{convert|70|ft|m|abbr=on}} long. Accordingly, the C-141 was capable of carrying, for example, a complete LGM-30 Minuteman intercontinental ballistic missile (ICBM) in its container; it was capable of carrying a maximum of {{convert|70847|lb|kg}} over short distances, and carry up to {{convert|92000|lb|kg}} when appropriately configured to carry the Minuteman, which lacked other equipment. In terms of personnel, the aircraft could carry a maximum of 154 fully-equipped troops, 123 paratroops or 80 litter patients at a time.<ref name= "foreinternational">{{cite web |url= https://www.forecastinternational.com/archive/disp_old_pdf.cfm?ARC_ID=1018 |title= Lockheed C-141 Starlifter |publisher= Forecast International |date= August 2001}}</ref> In practice, it was discovered that, under typical conditions, the cargo deck of the C-141A would run out of volume before the maximum weight value could be reached.<ref name= "Kirby 72">Kirby 2011, p. 72.</ref>

In terms of ground logistics, an important aspect of the C-141 was the floor height of the cabin being only {{convert|50|in|cm}} above the ground, enabling easy access to the cabin via the large rear doors incorporated into the upwards-sweeping rear fuselage. This section is furnished with a large single-piece hydraulically-actuated loading ramp for simplified loading/unloading of both vehicles and general cargo.<ref name= "foreinternational"/> The two side-facing rear doors were designed to allow the type to be used for dropping paratroops (in August 1965, the C-141 performed the first such drop from a jet-powered aircraft). The rear cargo doors could be also opened in flight to perform airborne cargo drops.<ref name= "foreinternational"/>

==Operational history== thumb|A C-141 in flight, c. 1984

The prototype and development aircraft were involved in an intensive operational testing program, along with the first C-141 to be delivered to MATS (63-8078) on 19 October 1964 to the 1707th Air Transport Wing, Heavy (Training), Tinker Air Force Base, Oklahoma.<ref>[https://www.c141heaven.info/dotcom/pic_63_8078.php C-141 Tail Number: 63-8078] {{webarchive|url=https://web.archive.org/web/20110708110916/https://www.c141heaven.info/dotcom/pic_63_8078.php |date=July 8, 2011}}</ref><ref>[http://airforcehistoryindex.org/data/000/495/863.xml USAFHRA Document 00495863]</ref> The first delivery to an operational unit (63-8088) was conducted on 23 April 1965 to the 44th Air Transport Squadron, 1501st Air Transport Wing, Travis Air Force Base, California.<ref>[https://www.c141heaven.info/dotcom/pic_63_8088.php C-141 Tail Number: 63-8088] {{webarchive|url=https://web.archive.org/web/20110708111042/https://www.c141heaven.info/dotcom/pic_63_8088.html |date=July 8, 2011}}</ref>

Although operational testing was still underway, as a consequence of the United States' military involvement in South Vietnam, the C-141 was quickly dispatched to the region to commence operational sorties within the combat zone. The type became heavily used throughout the latter stages of the Vietnam War, its transport capabilities being in high demand.<ref name= "Kirby 76">Kirby 2011, p. 76.</ref> Even following the arrival of large numbers of C-141s in the Vietnam theatre, the type was never able to replace the C-124 Globemaster II fully due to its inability to transport outsize equipment in-theatre; this situation was later addressed by the introduction of the even larger C-5 Galaxy.<ref name="daviswillson 74"/><ref name= "Kirby 78">Kirby 2011, p. 78.</ref> The final duties performed by the C-141 in the conflict were repatriation flights, bringing home thousands of American prisoners of war (POWs).<ref name= "Kirby 767">Kirby 2011, pp. 76-77.</ref>

Despite some operational issues experienced, the C-141 formed the backbone of the USAF's strategic airlift capability during the late 1960s; it continued to hold this status through to the late 1990s.<ref name= "Kingsbury 20">Kingsbury 2005, p. 20.</ref> On 8 January 1966, following the disestablishment of MATS, all C-141s were transferred to the newly established Military Airlift Command (MAC).<ref name= "daviswillson 79">Davis and Willson 2019, p. 79.</ref>

During October 1973, both the C-141 and the larger C-5 Galaxy airlifted supplies from the United States to Israel during the 1973 Yom Kippur War as part of Operation Nickel Grass. Over the course of the operation, C-141s flew 422 missions and carried a total of 10,754 tons of cargo.<ref>[http://amcmuseum.org/history/operation-nickel-grass/ "Operation Nickel Grass."]''Air Mobility Command Museum.'' Retrieved: 23 August 2014.</ref> By 1975, the C-141 fleet had reportedly accumulated an average of 20,000 flight hours each, two-thirds of their original rated life span.<ref name= "Kingsbury 20"/>

[[File:C-141 ODF.jpg|thumb|left|A C-141 participating in Operation Deep Freeze, October 1997 (2 Emperor Penguins can be seen standing in the foreground).]] Despite an early belief that the advantages of the turbojet over preceding propeller-driven cargo aircraft would render the latter obsolete, service experiences with the C-141 found that there was still a useful role for turboprop-driven utility transports such as the Lockheed C-130 Hercules. Capabilities such as short-field takeoff performance and suitability for austere airstrips meant that such aircraft proved useful, while the C-141 proved to be anything but robust, suffering numerous instances of structural failures.<ref>Ziman 2003, p. 298.</ref> Specifically, the C-141 fleet was troubled by seemingly random cracking through the wing area, which was, according to a report compiled by the Government Accountability Office (GAO), sometimes attributable to stresses imposed under certain types of missions undertaken. A planned remedial program during the 1980s to repair C-141 wing boxes uncovered significant corrosion and cracking, necessitating the replacement of all wing boxes across the fleet instead of making repairs.<ref name= "Kingsbury 2023">Kingsbury 2005, pp. 20, 23.</ref>

During the late 1970s, the USAF opted to commence a series of major upgrades to the C-141 fleet; not only was work started on a life extension program but, in 1977, the service also accepted a proposal from Lockheed to stretch several aircraft.<ref name= "Kingsbury 20"/> The first of these stretched airlifters, re-designated ''C-141B'' to differentiate it from unmodified members of the fleet, was delivered during December 1979. The final C-141B was delivered in 1982.<ref name= "Kingsbury 20"/> A total of 270 C-141As were modified to the C-141B standard, comprising nearly the entire original production run.<ref name= "Kirby 75">Kirby 2011, p. 75.</ref>

[[File:C-141 Starlifter contrail.jpg|thumb|upright|A C-141 Starlifter leaves a contrail over Antarctica ]] The first strategic airlift flight of Operation Desert Shield was flown by a MAC C-141 of the 437th Military Airlift Wing out of Charleston AFB, SC, on 7 August 1990. The C-141 proved to be a workhorse airlifter of Operations Desert Shield and Desert Storm, flying {{convert|159462|ST|t}} of cargo and 93,126 passengers during 8,536 airlift missions.<ref>Matthews and Holt 1992, pp. 37–40.</ref> In order to provide sufficient C-141s to meet intense demands, all scheduled maintenance activities were postponed, while the planned peacetime flight hours of the fleet were doubled. According to a GAO report, weight-related operational restrictions imposed upon the fleet have little effect on performance overall.<ref name="Kingsbury 3" /> This airlift effort has been referred to as the largest in history.<ref name="Kingsbury 3">Kingsbury 2005, p. 3.</ref>

On 1 June 1992, following the disestablishment of Military Airlift Command, all C-141s and the airlift wings to which they were assigned were transferred to the newly established Air Mobility Command (AMC). Air Force Reserve Command (AFRC) and Air National Guard (ANG) C-141s and units were also transferred to AMC.<ref name="daviswillson 79" />

By 1992, shortly following the end of Desert Storm, according to a GAO report, the C-141 fleet had, on average, nearly reached its 30,000 flight hour rated service life.<ref name="Kingsbury 35">Kingsbury 2005, p. 35.</ref> While the USAF was in the process of putting the fleet through a life extension program, numerous aircraft had reached well into their extended service life already, necessitating large numbers of C-141s to be withdrawn accompanied by tight limitations on the remaining fleet's flying hours being implemented during the 1990s. The GAO warned that, should another event on the scale of Desert Storm break out, the USAF would probably experience a significant shortage in airlift capabilities due to the high fatigue state of the fleet, and noted that the C-17 Globemaster III intended to eventually replace the C-141 was experiencing delays.<ref name="Kingsbury 3535">Kingsbury 2005, pp. 3-5, 35.</ref>

[[File:Hanoi Taxi over NMUSAF.jpg|thumb|''Hanoi Taxi'' flying over the National Museum of the United States Air Force in December 2005.]] During 1994, one of the aircraft based at Wright-Patterson AFB was identified by its crew chief as the ''Hanoi Taxi'' (AF Serial Number 66-0177), the first aircraft to land in North Vietnam in 1973 for Operation Homecoming in the final days of the Vietnam War, to repatriate American POWs from North Vietnam.<ref name="Kirby 77">Kirby 2011, p. 77.</ref>

Between 1996 and 1998, a C-141A was used as a towing aircraft in the Eclipse project to demonstrate the possibility of using aerotow systems to bring towed winged vehicles to sufficient altitude to launch small satellites, the ultimate goal was to lower the cost of space launches. Six successful tests were flown with a modified Convair F-106 Delta Dart, the QF-106 variant, in tow.<ref>{{cite web |url=https://www.nasa.gov/centers/dryden/about/Organizations/Technology/Facts/TF-2004-02-DFRC.html |title=NASA - NASA Dryden Technology Facts - Aerotow |website= nasa.gov |language=en |access-date=October 14, 2018}}</ref> A similar system can be seen in SpaceShipTwo, whereby atmospheric engines carry a rocket-engined "second stage" to high altitude for launch.

On 16 September 2004, the C-141 left service with all active USAF units, being confined to Air Force Reserve and Air National Guard units for the final two years of its operational service life. Between 2004 and 2006, multiple C-141s assigned to the Air Force Reserve's 445th Airlift Wing (445 AW) at Wright-Patterson AFB were deployed to Iraq and Afghanistan, where they were typically engaged in the medical evacuation (MEDEVAC) mission to repatriate wounded service members.<ref>{{cite web |url= https://www.af.mil/News/Article-Display/Article/133218/c-141-flies-last-mission-from-combat-zone/ |title= C-141 flies last mission from combat zone |publisher= af.mil |first= Ted |last= Theopolos |date=September 27, 2005}}</ref>

In 2005, ''Hanoi Taxi'' and other aircraft were marshalled by the USAF to provide evacuation for those seeking refuge from Hurricane Katrina. This aircraft and others evacuated thousands of people, including the MEDIVAC of hundreds of ill and injured. With the 5 May 2005 announcement of the retirement of the last eight C-141s, the ''Hanoi Taxi'' embarked on a series of flights, giving veterans, some of whom flew out of POW captivity in Vietnam in this aircraft, the opportunity to experience one more flight before retirement.{{citation needed|date=October 2013}} On 6 May 2006, the ''Hanoi Taxi'' landed for the last time and was received in a formal retirement ceremony at the National Museum of the United States Air Force, located at Wright-Patterson Air Force Base near Dayton, Ohio.<ref name="USAF Museum">[https://web.archive.org/web/20090113153436/http://www.nationalmuseum.af.mil/news/story.asp?id=123027469 "LOCKHEED C-141C STARLIFTER 'HANOI TAXI'."] ''National Museum of the United States Air Force.'' Retrieved: 28 November 2012.</ref>

There are 14 C-141s, including the "Hanoi Taxi", now on static display at various air museums around the United States. All other airframes were retired to the "boneyard" at Davis-Monthan AFB, Arizona, where they were scrapped.<ref>[http://www.amarcexperience.com/ui/index.php?option=com_content&view=article&id=30&Itemid=220 listing]. AMARC Experience</ref>

==Variants==

===C-141A=== [[File:C-141 Starlifter Cockpit.JPG|thumb|Cockpit of early C-141 on display at McChord AFB]]

The original ''Starlifter'' model, designated ''C-141A'', could carry 154 passengers, 123 paratroopers or 80 litters for wounded with seating for 16. A total of 284 A-models were built. The C-141A entered service in April 1965. It was soon discovered that the aircraft's volume capacity was relatively low in comparison to its lifting capacity; it generally ran out of physical space before it hit its weight limit.<ref name="Donald 1997">Donald, David, ed. "Lockheed C-141 StarLifter". ''The Complete Encyclopedia of World Aircraft''. Barnes & Nobel Books, 1997. {{ISBN|0-7607-0592-5}}.</ref> The C-141A could carry ten standard 463L master pallets and had a total cargo capacity of {{convert|62700|lb|kg}}. It could also carry specialized cargoes, such as the Minuteman missile.

NASA obtained Lockheed's C-141 demonstrator, designated L-300,<ref name="L-300">[http://1000aircraftphotos.com/Contributions/VossJohn/6615.htm Lockheed L-300-50A-01]</ref><ref name="kao_history">[http://quest.arc.nasa.gov/lfs/aboutKAO.html A Brief History of the KAO] {{webarchive |url=https://web.archive.org/web/20070520114646/http://quest.arc.nasa.gov/lfs/aboutKAO.html |date=May 20, 2007}}</ref> and modified it to house the Kuiper Airborne Observatory (KAO) telescope for use at very high altitudes. The aircraft, NC-141A, was retired in 1995 and placed in storage at NASA Ames Research Center, Moffett Federal Airfield, California.<ref name="L-300" /> It was scrapped in 2025, with certain sections preserved for future display.<ref>{{cite web |url=https://vintageaviationnews.com/warbird-articles/final-chapter-for-nasas-kuiper-airborne-observatory.html |title=Final Chapter for NASA's Kuiper Airborne Observatory |first=Moreno |last=Aguiari |date=March 26, 2025 |website=vintageaviationnews.com |access-date=May 21, 2026}}</ref><ref>{{cite web |url=https://www.nasa.gov/image-article/nasa-completes-kuiper-deconstruction-plans-for-display/ |title=NASA Completes Kuiper Deconstruction, Plans for Display - NASA |language=en-US |access-date=November 17, 2025}}</ref> The KAO was replaced by the 747SP-based Stratospheric Observatory for Infrared Astronomy (SOFIA).<ref>{{cite web |url=http://www.sofia.usra.edu/News/news_2007/04_26_07/index.html |title=SOFIA Airborne Observatory Completes First Test Flight |date=April 26, 2007 |publisher=Universities Space Research Association (USRA) |url-status=dead|archive-url=https://web.archive.org/web/20080512151542/http://www.sofia.usra.edu/News/news_2007/04_26_07/index.html |archive-date=May 12, 2008}}</ref>

===C-141B=== thumb|left|A lengthened C-141B in front of a C-141A

In service, the C-141 proved to "bulk out" before it "grossed out", meaning that it often had additional lift capacity that went wasted because the cargo hold was full before the plane's weight capacity had been reached. To correct the perceived deficiencies of the original model and utilize the C-141 to the fullest of its capabilities, 270 in-service C-141As (vast majority of the fleet) were stretched, adding needed payload volume. The conversion program took place between 1977 and 1982, with first delivery taking place in December 1979.<ref name="foreinternational" /> These modified aircraft were designated ''C-141B''. It was estimated that this stretching program was equivalent to buying 90 new aircraft, in terms of increased capacity. Also added was a boom receptacle for inflight refueling.{{sfn|Eden|2004|pp=232–2??}} The fuselage was stretched by adding "plug" sections forward and aft of the wings, lengthening the fuselage a total of {{convert|23|ft|4|in|m}} and allowing the carriage of 103 litters for wounded, 13 standard pallets, 205 troops, 168 paratroopers, or an equivalent increase in other loads.

====SOLL II==== In 1994, a total of 13 C-141Bs were given ''SOLL II'' (Special Operations Low-Level II) modifications, which gave the aircraft a low-level night flying capability, enhanced navigation equipment, and improved defensive countermeasures. These aircraft were operated by AMC in conjunction with Air Force Special Operations Command (AFSOC).

===C-141C=== thumb|Upgraded glass cockpit of the C-141C variant

A total of 63 C-141s were upgraded throughout the 1990s to ''C-141C'' configuration, with improved avionics and navigation systems, to keep them up to date. New capabilities, including traffic collision avoidance system (TCAS) and Global Positioning System (GPS), were added to aircraft that received this upgrade package.<ref name="foreinternational" /> This variant introduced some of the first glass cockpit technology to the aircraft, as well as improving reliability by replacing some mechanical and electromechanical components with more modern electronic equivalents. The final C-141C were delivered during late 2001.<ref name="foreinternational" />

==Operators== ;{{USA}} * United States Air Force – 284 C-141A, B, and C * NASA – 1 C-141A Construction Number 300–6110. Did not receive a USAF serial number, was flown with civil registration N4141A and later as NASA N714NA. Operated 1966–1995.{{citation needed|date=April 2014}}

==Accidents== 21 C-141s were lost to accidents in the plane's 41-year service life.

{| class="wikitable" style="max-width" |+ class="nowrap" | C-141 hull losses |- ! scope="col" style="width: 100px;" | Date ! scope="col" style="width: 65px;" | Type ! scope="col" style="width: 65px;" | Tail ! scope="col" style="width: 85px;" | Unit ! scope="col" style="width: 175px;" | Location ! scope="col" style="width: 75px;" | Fatalities !! Cause !! Refs |- | 7 Sep 1966 || C-141A || 65-0281 || 62 MAW || McChord AFB, WA || 3 ground crew || Ground accident (explosion and fire) during fuel systems maintenance work not performed in accordance with procedures. || <ref>{{cite news |title=McChord Jet Explodes; 2 Dead, 4 hurt |date=September 7, 1966 |agency=Associated Press |via=Kitsap Sun |volume=67 |number=132 |page=1}}</ref><ref name="heaven">{{cite web |url=https://c141heaven.info/dotcom/mishap_paul_hansen.htm |title=C-141 Lifetime Mishap Summary |website=c141heaven.info |access-date=February 28, 2025}}</ref> |- | 23 Mar 1967 || C-141A || 65-9407 || 62 MAW || Da Nang,<br>Republic of Vietnam<br>(South Vietnam) || 5 crew || Ground collision after air traffic control cleared a USMC fighter jet for takeoff, but also cleared the C-141 to cross the runway. One C-141 crew member and both USMC pilots survived. ||<ref>{{cite news |title=5 Tacomans on C-141 Die in VN Collision, Fire |date=March 23, 1967 |work=The News Tribune |page=A1-2}}</ref><ref name="heaven" /><ref>{{cite book |last=Hobson |first=Chris |date=2001 |title=Vietnam Air Losses |location=Hinkley UK |publisher=Midland Press |page=93 |isbn=978-1857801156}}</ref> |- | 13 Apr 1967 || C-141A || 66-0127 || 62 MAW || Cam Ranh Bay,<br>Republic of Vietnam<br>(South Vietnam) || 7 crew || Crashed just after takeoff due to checklist deviation. || <ref>{{cite news |title=7 Missing in VN Crash of Starlifter |date=April 13, 1967 |work=The News Tribune |page=A1-2}}</ref><ref name="heaven" /> |- | 28 Aug 1973 || C-141A || 63-8077 || 438 MAW || Hueva Castile-La Mancha, Spain (near Torrejon AB) || 7 crew, 17 passengers || Ground impact in level flight due to miscommunication with Torrejon AB air traffic control and checklist deviation. One crew member survived. || <ref>{{cite news |title=24 Listed Killed on Air Force Jet |date=August 29, 1973 |work=Asbury Park Evening Press |page=1}}</ref><ref name="heaven" /> |- | 18 Aug 1974 || C-141A || 65-0274 || 437 MAW || Mount Potosi, about {{convert|17|mi|km}} from La Paz, Bolivia || 7 crew || Crashed at the {{convert|19000|ft|m}} level of a {{convert|20000|ft|m}} mountain due to navigation error in reporting position to air traffic control. || <ref name="baaa-acro">{{cite web |url=https://www.baaa-acro.com/aircraft/lockheed-c-141-starlifter?page=1 |title=Crash of a Lockheed C-141A-LM Starlifter near La Paz: 7 killed |website=baaa-acro.com |access-date=February 27, 2025}}</ref><ref name="heaven" /><ref>{{cite news |title=Service Today For Seven Lost Airmen |date=August 27, 1974 |agency=UPI |via=The State (newspaper) |page=A-10}}</ref> |- | 21 Mar 1975 || C-141A || 64-0641 || 62 MAW || Mount Constance, Washington (near McChord AFB) || 10 crew, 6 passengers || Air traffic control confused aircraft call signs and cleared the C-141A to descend below safe minimums. || <ref>{{cite news |title=Air-control mistake sent 16 to icy death |date=March 24, 1975 |work=The News Tribune |page=A1}}</ref><ref name="heaven" /> |- | 28 Aug 1976 || C-141A || 67-0006 || 438 MAW || Peterborough, Cambridgeshire, England, near RAF Mildenhall || 14 crew, 4 passengers || Navigating through thunderstorms with an inoperative weather radar, the aircraft encountered severe turbulence and broke up in-flight while on approach for landing. || <ref name="nydaily1">{{cite news |title=9 From N.J. Among Dead in Crashes |last=Goldstein |first=Steve |date=August 30, 1976 |work=New York Daily News |page=JL3}}</ref><ref name="nydaily2">{{cite news |title=Officials Rule Out Sabotage In Two Fatal Air Disasters |date=August 30, 1976 |work=New York Daily News |page=JL3}}</ref><ref name="heaven" /><ref>{{cite news |url=https://news.google.com/newspapers?id=-yMwAAAAIBAJ&pg=6307,3400809&dq=peterborough+plane+crash&hl=en |title=17 Die in Jet Crash |date=August 28, 1976 |agency=Associated Press |via=Spokane Daily Chronicle |access-date=March 1, 2025}}</ref> |- | 28 Aug 1976 || C-141A || 67-0008 || 438 MAW || Søndre Strømfjord, Greenland || 7 crew, 16 passengers || Flight crew attempted a go around after touchdown. The plane over-rotated, stalled, and crashed on the runway. One crew member and three passengers survived. || <ref name="nydaily1" /><ref name="nydaily2" /><ref name="heaven" /> |- | 18 Sep 1979 || C-141 || 64-0647 || 438 MAW || Charleston, South Carolina || 0 || Electrical failure in landing gear handle caused nose gear to retract after landing. Fire then destroyed the aircraft. || <ref name="baaa-acro" /><ref name="heaven" /> |- | 12 Nov 1980 || C-141 || 67-0030 || 62 MAW || Cairo West Air Base, Egypt || 6 crew, 7 passengers || Crashed while on a visual approach for a night landing. During the turn to final the aircraft’s bank angle and rate of descent increased until impact. || <ref>{{cite news |title=Mideast crash kills 6 McChord airmen |date=November 13, 1980 |work=Associated Press and NT Staff |page=A-1}}</ref><ref name="heaven" /> |- | 7 Mar 1982 || C-141B || 67-0017 || 438 MAW || Cairo West Air Base, Egypt || 0 || Ground accident (fire) caused by an APU accumulator failure. || <ref name="heaven" /> |- | 31 Aug 1982 || C-141B || 64-0652 || 437 MAW || near Knoxville, Tennessee || 9 crew || Crashed into a mountain during a low-level airdrop training mission in marginal weather. || <ref>{{cite news |url=https://www.nytimes.com/1982/09/02/us/around-the-nation-missing-plane-found-no-survivors-reported.html |title=Missing Plane Found; No Survivors Reported |date=September 2, 1982 |agency=UPI |via=The New York Times |page=18A |access-date=February 28, 2025}}</ref><ref name="heaven" /> |- | 12 Jul 1984 || C-141B || 64-0624 || 315 MAW || NAS Sigonella, Lentini, Sicily, Italy || 8 crew, 1 passenger || Crashed shortly after takeoff due to multiple engine failures and fire in the cargo compartment. || <ref>{{cite news |title=Air Force plane crashes |date=July 12, 1984 |agency=Associated Press |via=Victor Valley Daily Press |page=3}}</ref><ref>{{cite news |title=Nine killed as Air Force cargo jet crashes after Takeoff from Sicily |date=July 12, 1984 |agency=UPI |via=The Press-Tribune |page=2}}</ref><ref name="heaven" /> |- | 15 Oct 1986 || C-141B || 65-0246 || 439 MAW || Travis Air Force Base, Solano County, California || 0 || While parking after landing, the left wing struck a light pole and caught fire, destroying the left wing. || <ref name="heaven" /> |- | 20 Feb 1989 || C-141B || 66-0150 || 63 MAW || near Hurlburt Field, Okaloosa County, Florida || 7 crew, 1 passenger || Controlled flight into terrain. Crashed into ground four miles from the runway while on approach for landing, and in a high rate of descent. || <ref>{{cite news |title=6 bodies found after cargo crash |date=February 23, 1989 |agency=Associated Press |via=Camarillo Star |page=A8}}</ref><ref name="heaven" /> |- | 1 Dec 1992 || C-141B || 66-0142 || 62 MAW || near Harlem, Montana || 6 crew || Mid-air collision with C-141 65-0255 (below) while flying a night air refueling/airdrop training mission. || <ref name="gazette">{{cite news |title=Crews opt out of flights |date=December 3, 1992 |agency=Associated Press |via=The Billings Gazette |page=5C}}</ref><ref name="collide">{{cite news |url=https://archive.seattletimes.com/archive/19921201/1527535/mcchord-cargo-jets-collide----13-killed-in-crash-over-montana |title=Mcchord Cargo Jets Collide -- 13 Killed In Crash Over Montana |date=December 1, 1992 |work=The Seattle Times |access-date=March 1, 2025}}</ref><ref name="heaven" /> |- | 1 Dec 1992 || C-141B || 65-0255 || 62 MAW || near Harlem, Montana || 7 crew || Mid-air collision with C-141 66-0142 (above) while flying a night air refueling/airdrop training mission. || <ref name="gazette" /><ref name="collide" /><ref name="heaven" /> |- | 7 Oct 1993 || C-141B || 65-0253 || 60 AMW || Travis Air Force Base, Solano County, California || 0 || Ground accident (explosion and fire) during fuel systems maintenance work not performed to procedures. || <ref>{{cite news |title=Cargo plane burns in California |date=October 8, 1993 |agency=Associated Press |via=The Arizona Republic |page=A10}}</ref><ref name="heaven" /> |- | 23 Mar 1994|| C-141B || 66-0173 || 438 MAW || Pope Air Force Base, North Carolina || 24 Army personnel || Destroyed while on the ground when struck by debris from a nearby mid-air collision between an F-16 and a C-130. The aircraft was in the process of loading Army Paratroops at the time. || <ref>{{cite news |url=https://www.nytimes.com/1994/03/25/us/gi-death-toll-at-20-in-air-base-crash.html |title=G.I. Death Toll at 20 in Air Base Crash |first=Peter |last=Applebome |date=March 25, 1994 |page=A14 |access-date=March 1, 2025}} {{subscription required}}</ref><ref name="heaven" /> |- | 13 Sep 1997|| C-141B || 65-9405 || 305 AMW || Atlantic Ocean, 80 miles off the coast of Namibia, Africa || 9 crew || Mid-air collision with a German Air Force Tu-154. || <ref>{{cite news |url=https://www.nytimes.com/1997/09/15/world/germany-and-the-us-lose-planes-off-africa.html |title=Germany and the US lose Planes Off Africa |date=September 15, 1997 |agency=Reuters |via=The New York Times |page=A3 |access-date=March 1, 2025}} {{subscription required}}</ref><ref name="heaven" /> |- | 22 Dec 2001 || C-141B || Unknown || 164 AW || Memphis International Airport || 0 || Mechanical failure of the left wing structure during ground refueling caused by an incomplete maintenance procedure. || <ref>{{cite news |title=C-141s Flying Again After Wing Mishap |first=John |last=Semien |date=December 25, 2001 |work=The Commercial Appeal |page= B1}}</ref><ref name="heaven" /> |}

==Aircraft on display== [[File:Lockheed C-141 Starlifter 65-0257 (4594184161).jpg|thumb|C-141B 65-0257 nicknamed ''"Spirit of the Inland Empire"'' on display at March Field Air Museum]] * 61-2775 ''"First of the Fleet"'' – C-141A is on display at the Air Mobility Command Museum at Dover Air Force Base near Dover, Delaware. This airframe is the first C-141 built.<ref>{{cite web|title=C-141A Starlifter|url=http://amcmuseum.org/at-the-museum/aircraft/c-141a-starlifter|website=Air Mobility Command Museum|publisher=AMC Museum Foundation, Inc.|access-date=October 4, 2016}}</ref><ref>{{cite web|last1=Novack|first1=Mike|title=C-141 Tail Number|url=https://www.c141heaven.info/dotcom/pic_61_2775.php|website=c141heaven.info|access-date=October 5, 2016}}</ref> * 61-2779 ''"Against the Wind"'' – NC-141A is stored at the Air Force Flight Test Museum at Edwards Air Force Base near Rosamond, California. It was used as an Advanced Radar and Electronic Counter Countermeasures Test Bed.<ref>{{cite web|last1=Novack|first1=Mike|title=C-141 Tail Number|url=https://www.c141heaven.info/dotcom/pic_61_2779.php|website=c141heaven.info|access-date=October 5, 2016}}</ref> * 63-8079 ''"City of Charleston"'' – C-141B is on display at the Charleston AFB Air Park at Charleston Air Force Base in Charleston, South Carolina.<ref>{{cite web|title=Joint Base Charleston Air Park|url=https://www.jbcharleston.jb.mil/About-Us/Fact-Sheets/Article/233018/joint-base-charleston-air-park/|website=Joint Base Charleston|access-date=October 4, 2016|date=February 13, 2013|archive-date=October 5, 2016|archive-url=https://web.archive.org/web/20161005140820/http://www.charleston.af.mil/About-Us/Fact-Sheets/Article/233018/joint-base-charleston-air-park|url-status=live}}</ref><ref>{{cite web|last1=Novack|first1=Mike|title=C-141 Tail Number: 63-8079|url=https://www.c141heaven.info/dotcom/pic_63_8079.php|website=c141heaven.info|access-date=October 5, 2016}}</ref> * 63-8088 ''"The Golden Bear"'' – C-141B is on display at the Travis Air Force Base Heritage Center at Travis Air Force Base near Fairfield, California. It was the first C-141 delivered to Travis AFB.<ref>{{cite web|last1=Veronico|first1=Nick|title=Outdoor Exhibits - C-141B "Starlifter"|url=https://travisheritagecenter.org/html/c141b.html|archive-url=https://web.archive.org/web/20130922061905/https://travisheritagecenter.org/html/c141b.html|url-status=dead|archive-date=September 22, 2013|website=Travis Air Force Base Heritage Center|publisher=Travis Heritage Center|access-date=October 4, 2016}}</ref> * 64-0626 – C-141B is on display at the Air Mobility Command Museum at Dover Air Force Base near Dover, Delaware.<ref>{{cite web|title=C-141B Starlifter|url=http://amcmuseum.org/at-the-museum/aircraft/c-141b-starlifter|website=Air Mobility Command Museum|publisher=AMC Museum Foundation, Inc.|access-date=October 4, 2016}}</ref> * 65-0236 – C-141B is on display at the Scott Field Heritage Air Park at Scott Air Force Base near Belleville, Illinois.<ref>{{cite web|title=C-141 STARLIFTER|url=http://www.scottfieldairpark.org/c141.html|website=Scott Field Heritage Air Park|access-date=October 4, 2016}}</ref> This airframe participated in Operation Homecoming returning POWs from Hanoi.{{Citation needed|date=October 2024}} * 65-0248 – C-141C is on display at the Museum of Aviation at Robins Air Force Base near Warner Robins, Georgia.<ref>{{cite web|title=C-141C "Starlifter"|url=http://www.museumofaviation.net/?artwork=c-141c-starlifter|website=Museum of Aviation|access-date=October 4, 2016}}</ref> This replaced another airframe that was previously on display at the museum.<ref>{{cite web|last1=Novack|first1=Mike|title=C-141 Tail Number: 65-0248|url=https://www.c141heaven.info/dotcom/pic_65_0248.php|website=c141heaven.info|access-date=October 5, 2016}}</ref> * 65-0257 ''"Spirit of the Inland Empire"'' – C-141B is on display at the March Field Air Museum at March Air Reserve Base in Riverside, California.<ref>{{cite web|title=C-141B Starlifter|url=http://www.marchfield.org/aircraft/cargo/c-141b-starlifter-lockheed|website=March Field Air Museum|access-date=October 4, 2016|archive-date=October 6, 2016|archive-url=https://web.archive.org/web/20161006053710/http://www.marchfield.org/aircraft/cargo/c-141b-starlifter-lockheed/|url-status=dead}}</ref><ref>{{cite web|last1=Novack|first1=Mike|title=C-141 Tail Number: 65-0257|url=https://www.c141heaven.info/dotcom/pic_65_0257.php|website=c141heaven.info|access-date=October 5, 2016}}</ref> * 65-0277 ''"Tacoma Starlifter"'' – C-141B is on display at the McChord Air Museum at McChord Air Force Base in Lakewood, Washington.<ref>{{cite web|title=LOCKHEED C-141B STARLIFTER|url=http://www.mcchordairmuseum.org/REV%20B%20MAM%20COLLECTION%20C-141%20BORDER.htm|website=McChord Air Museum|publisher=The McChord Air Museum Foundation|access-date=October 4, 2016}}</ref> * 65-9400 – C-141B is on display at Altus Air Force Base near Altus, Oklahoma.<ref>{{cite web|last1=Novack|first1=Mike|title=C-141 Tail Number: 65-9400|url=https://www.c141heaven.info/dotcom/pic_65_9400.php|website=c141heaven.info|access-date=October 5, 2016}}</ref> * 66-0177 ''"Hanoi Taxi"'' – C-141C is on display at the National Museum of the United States Air Force at Wright-Patterson Air Force Base in Dayton, Ohio. This aircraft was the last C-141 to be withdrawn from service.<ref>{{cite web|title=Lockheed C-141C Starlifter "Hanoi Taxi"|url=https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/196748/lockheed-c-141c-starlifter-hanoi-taxi/|website=National Museum of the US Air Force|access-date=October 5, 2016|date=June 7, 2016}}</ref> * 66-0186 – YC-141B is on display at the Aviation History & Technology Center adjacent to Dobbins Joint Air Reserve Base in Marietta, Georgia.{{Citation needed|date=October 2024}} This is the first Starlifter to be converted from "A" model to "B" model.{{Citation needed|date=October 2024}} * 66-7947 ''"Garden State Airlifter"'' – C-141B is on display at Starlifter Memorial Park at McGuire Air Force Base, New Jersey.<ref>{{cite web|title=C141 Memorial|url=http://www.tbmcguirefoundation.org/C141_memorial.htm|website=Thomas B. McGuire Memorial Foundation|access-date=October 4, 2016}}</ref><ref>{{cite web|title=C-141 ground breaking|url=https://www.jbmdl.jb.mil/|website=Joint Base McGuire-Dix-Lakehurst|access-date=October 4, 2016|date=March 21, 2008}}</ref><ref>{{cite web|last1=Lee|first1=Darrick|last2=Boyd|first2=Gary|title=Starlifter memorial honors aircraft, the Airmen it served|url=https://www.jbmdl.jb.mil/|website=Joint Base McGuire-Dix-Lakehurst|access-date=October 5, 2016|date=November 12, 2008}}</ref><ref>{{cite web|last1=Mike|first1=Novack|title=C-141 Tail Number|url=https://www.c141heaven.info/dotcom/pic_66_7947.php|website=c141heaven.info|access-date=October 5, 2016}}</ref> * 67-0013 – C-141B is on display at the Pima Air and Space Museum adjacent to Davis-Monthan Air Force Base in Tucson, Arizona.<ref>{{cite web|title=STARLIFTER|url=http://www.pimaair.org/aircraft-by-name/item/lockheed-c-141b-starlifter|website=Pima Air & Space Museum|publisher=PimaAir.org|access-date=October 4, 2016|archive-date=August 2, 2016|archive-url=https://web.archive.org/web/20160802193542/http://www.pimaair.org/aircraft-by-name/item/lockheed-c-141b-starlifter|url-status=dead}}</ref>

==Specifications (C-141B Starlifter)== frameless|right|3-view line drawing of the Lockheed C-141A Starlifter

{{Aircraft specs |prime units?=imp |ref= ''Forecast International''<ref name= "foreinternational"/> |crew= 5–7: 2 pilots, 2 flight engineers, 1 navigator, 1 loadmaster (a second loadmaster routinely used, in later years navigators were only carried on airdrop missions); 5 medical crew (2 nurses and 3 medical technicians) on medevac flights |length ft= 168 |length in= 4 |length m= 51.3 |span ft= 160 |span in= 0 |span m= 48.8 |height ft= 39 |height in= 3 |height m= 12 |wing area sqft= 3,228 |wing area sqm= 300 |empty weight lb= 144,492 |empty weight kg= 65,542 |max takeoff weight lb= 342,100 |max takeoff weight kg= 147,000

|max speed mph= 567 |max speed kts= 493 |max speed kmh= 912 |range miles= 2,935 |range nmi= 2,550 |range km= 4,723 |ferry range miles= 6,140 |ferry range nmi= 5,330 |ferry range km= 9,880 |ceiling ft= 41,000 |ceiling m= 12,500 |climb rate ftmin= 2,600 |climb rate ms= 13.2 |wing loading lb/sqft= 100.1 |wing loading kg/m2= 490 |thrust/weight= 0.25 }}

==See also== {{Portal|Aviation}} {{aircontent |see also= * {{Section link|Airlift|Strategic airlift}} * {{Annotated link|Military transport aircraft}} |related= * {{Annotated link|Lockheed C-5 Galaxy}} |similar aircraft=  * {{Annotated link|Ilyushin Il-76}} |lists= * List of Lockheed aircraft * List of military aircraft of the United States }}

==References== ===Citations=== {{Reflist}}

===Bibliography=== {{refbegin}} * Davis, John and Dan Willson. ''Wings Over Vietnam.'' Kdp Print Us, 2019. {{isbn|1-09728-139-6}}. * {{Cite book |editor-last=Eden |editor-first=Paul |title=The Encyclopedia of Modern Military Aircraft |location=London |publisher=Amber Books |year= 2004 |isbn=1-904687-84-9 }} * {{Cite book |last=Johnsen |first=Frederick A. |title=Lockheed C-141 Starlifter |location=North Branch, Minnesota |publisher=Specialty Press |year= 2005 |isbn=1-58007-080-9 }} * Kingsbury, Nancy R. [https://books.google.com/books?id=3Sy12eQcO-AC ''Military Airlift: Structural Problems Did Not Hamper C-141 Success in Desert Shield/Storm.''] DIANE Publishing, 2005. {{ISBN|0-756-74687-6}}. * Kirby, Joe. ''The Lockheed Plant.'' Arcadia Publishing, 2011. {{ISBN|0-738-58796-6}} * {{cite book |title= Aviation Museums and Collections of North America |last=Ogden |first=Bob |year= 2001 |edition=2nd |publisher=Air Britain (Historians) Ltd |location=Tonbridge, Kent |isbn=978-0-85130-427-4}} * The Technical Editor, [https://www.flightglobal.com/pdfarchive/view/1963/1963%20-%201689.html "Belfast: Short's Strategic Freighter for the RAF."] ''Flight International'', Number 2845 Volume 84, 19 September 1963. pp. 499–508. * Wood, Derek. ''Project Cancelled.'' Macdonald and Jane's Publishers, 1975. {{ISBN|0-356-08109-5}}. * Ziman, John. ''Technological Innovation as an Evolutionary Process.'' Cambridge University Press, 2003. {{ISBN|0-521-54217-0}}. {{refend}}

==External links== {{Commons|C-141 Starlifter}} * [https://web.archive.org/web/20130113013953/http://www.amarcexperience.com/AMARCArticleC141Starlifter.asp C-141 history at amarcexperience.com] * [https://www.c141heaven.info/ C-141 Heaven] * [https://www.c141heaven.info/dotcom/lockheed/images/c141_history_dave_grant.pdf C-141 Starlifter Narrative], Office of MAC History, Military Airlift Command, 1973

C-141 Category:1960s United States military transport aircraft Category:Quadjets Category:High-wing aircraft Category:T-tail aircraft Category:Aircraft first flown in 1963 Category:Aircraft with retractable tricycle landing gear