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| Despite having been the world's largest landplane transport when it flew in 1945, the Douglas C-74 Globemaster was actually too small-in volume-to accommodate the outsized loads dictated by the American military's postwar logistical needs. In response to this problem, the fifth C-74 was held back at the factory to undergo far- reaching modifications under the new designation YC-124. Using the wings, engine nacelles, and tail group of the C-74, Douglas evolved an entirely new fuselage by adding five feet ten inches to overall length, raising the height of the main cargo bay five feet, and lowering the depth of forward fuselage to permit loading of trucks, artillery pieces, aircraft sub- assemblies, or bulky equipment through a set of full- width clamshell doors in a new nose section that incorporated a built- in, hydraulically lowered ramp. The aft, belly loading hatch of the C-74 was retained, and to assist fore and aft movement of large loads, two overhead hoists, with 16,000 lbs. lifting capacity each, were installed in the main cargo bay. When rigged in a double deck configuration, the new fuselage design could also house 200 fully equipped troops or 127 evacuees in medical litters.
Dubbed "Globemaster II," the YC-124 completed its maiden flight on November 27, 1949, and deliveries of the first of 204 C-124A production models to the USAF commenced in May 1950. The prototype became the YC-124A when re- powered with 3,800-hp R-4360-35A engines, then reemerged in 1954 as the YC-124B after being modified to serve as a flying testbed for 5,500-shp Pratt & Whitney YT34 turboprop engines. A KC-124B tanker variant was considered as a potential KC-97 replacement but never materialized. The Long Beach plant shifted to production of 243 improved C-124Cs delivered between 1952 and 1955, which differed in having 3,800-hp R-4360-63A engines, an APS-42 weather radar in a nose- mounted thimble radome, and wingtip- mounted combustion heaters that provided thermal de-icing and cabin heating, and over a period of years, the existing C-124A fleet received retrofits that brought them up to the C standard. A pressurized variant was studied as the C-124X but never built, and during the mid-1950s, a much redesigned turboprop- powered, swept- wing derivative, designated XC-132, got as far as the mockup stage but was ultimately canceled in favor of the C-133.
C-124As began entering service during 1950 in time to play an important role in the Korean War (1950-1953). For the first time, MATS possessed a long- range aircraft capable of loading bulky items like tanks, guns, trucks, and construction equipment without major disassembly; and in Strategic Support Squadrons, new Globemasters gave SAC the ability to deliver large aircraft components to any of its widespread bases. As the USAF's C-124A and C fleet grew to planned strength in the mid-1950s, it formed the bulk- carrying nucleus of every major U.S. military airlift operation conducted from that time up until the late 1960s. Some of the C-124's more notable achievements included moving an entire squadron of Lockheed F-104s from the U.S. to Taiwan during the Formosa Straits Crisis in 1958; during Operation Deep Freeze (1957-1962), regular airdrops from C-124s formed the supply line from McMurdo Base to outlying stations in the Antarctic; and as part of Operation Big Lift in 1963, MATS C-124s moved the 2nd Armored Division and a TAC Strike Force from U.S. bases to Germany in two and a half days.
At their peak in 1963, 377 C-124s were operating with 20 different transport squadrons. As American involvement in Southeast Asia escalated in the mid-1960s, C-124s began flying transport sorties directly into South Vietnam, and from early 1966, continued with Military Airlift Command (MAC) when that organization replaced MATS. Although the USAF started the process of phasing- out C-124s from frontline service and transferring them to reserve and ANG units in mid-1960s, the type's bulk cargo capacity was not matched until Lockheed C-5s became operational with MAC during 1969-1970. From 1964 to 1972, to augment MATS/MAC operations, USAF reserve units flew C-124s on overseas sorties from eleven different bases within the continental U.S., and starting in 1966, they also served in eight ANG squadrons until the last examples were retired in mid-1974, finally ending the type's military service. The last recorded flight of a C-124 occurred on October 9, 1986 when C-124C AF Ser. No. 52-0994 was ferried from Selfridge ANG Base, Michigan to McChord AFB, Washington.
E.R.Johnson "American military transport aircraft since 1925", 2013
There was little doubt of the load-carrying capability of the C-74 and when, in late 1947, the newly-formed US Air Force decided it needed a heavy strategic cargo transport, discussions between the.USAF and Douglas resulted in development of the C-124 Globemaster II, based on the C-74.
In fact, the prototype YC-124 was basically the fifth C-74 provided with a new, deeper fuselage and strengthened landing gear. Powered by 2610kW R-4360-49 radial engines, it was flown for the first time on 27 November 1949. The type entered production as the C-124A, of which 204 were built, the first of them entering service with the USAF in May 1950. The next, and final, production version was the C-124C, with more-powerful R-4360 engines, weather radar in a distinctive nose radome and, equally useful recognition points, wingtip fairings housing combustion heaters to de-ice the wing and tailplane leading edges and to heat the cabin. C-124C production totalled 243, the last machine being delivered during May 1955.
The fuselage of the Globemaster II had clamshell nose loading doors with an associated built-in loading ramp, an electric hoist amidships which was a carry-over from the C-74, and two overhead cranes (each with a capacity of 7257kg which could traverse the entire length of the 23.47m-long cargo hold. The flight deck, accommodating a crew of five, was mounted high in the nose, over the clamshell doors. When used in a transport role (with two decks installed), the Globemaster II could carry a maximum of 200 fully-equipped troops, or 123 stretcher cases plus 45 ambulatory patients and 15 medical attendants.
Serving with the USAF's Air Materiel Command, Far Eastern Air Force, Military Air Transport Service, Strategic Air Command and Tactical Air Command, and used in conjunction with Douglas C-133s, the Globemaster Us remained in service until replaced by the Lockheed C-5A Galaxy during 1970.
When the Globemaster Is ended their useful, service life; some were acquired by civil cargo operators.
D.Donald "The Encyclopedia of World Aircraft", 1997
| CREW | 6 |
| PASSENGERS | 200 |
| ENGINE | 4 x P+W R-4360-63, 2795kW |
| WEIGHTS |
| Take-off weight | 84000 kg | 185189 lb |
| DIMENSIONS |
| Wingspan | 53.1 m | 174 ft 3 in |
| Length | 39.8 m | 131 ft 7 in |
| Height | 14.7 m | 48 ft 3 in |
| Wing area | 233.0 m2 | 2507.99 sq ft |
| PERFORMANCE |
| Cruise speed | 520 km/h | 323 mph |
| Ceiling | 6100 m | 20000 ft |
| Range w/max.fuel | 6500 km | 4039 miles |
| Range w/max payload | 1970 km | 1224 miles |
| Franklin Hollie, e-mail, 06.08.2011 01:02 Hello, "Bud" Campbell, I too joined the 2nd ss at Castle in 1955 as an engine mechanic in engine build-up. A Sgt Bowersouk (the spelling may not be correct) was the ncoic. I moved to the docks after the move to McCoy (Pinecastle AFB at the time), and later to the flightline. I was assigned to 50-240. Msgt (or Tsgt) Arm-
strong was the crew chief at the time. These were some of the most memorable and fulfulling days of my air force career. Dan Lucey sent me a e-mail re. a question I had put out on the web some time ago re. a reunion of the old guys of the 2nd ss. I regret that there was a vote to not have them anymore. I missed all of them. My wife is from Orlando, and we will be down there in April, 2012. I sure would like to get in touch with some of the former 2nd ss guys if there are any in the Orlando area. can you share any information on them?
Thanks,
Frank Hollie reply | | Nick, e-mail, 20.07.2011 23:39 I am trying to locate people who may have known my father, Obhie Robinson. Dad always said that the 124 was his favorite aircraft to fly. I believe he flew them out of Travis in the late '50s and early '60s. We PCS'd in 1964 and I don't think he flew them again. I love this site and the stories about the aircraft. My dad infected me with the aviation bug and it is a chronic disease. reply | | Jack Hoyt, e-mail, 05.07.2011 23:34 Any "alumni" of the 1st SSS at Biggs AFB in early to mid fifties read this? (I don't know if any are still around except for my friend Bob in Scottsdale) It would be interesting to hear from you. reply | | Paul middelhoff, e-mail, 01.07.2011 11:33 Philip Barber is correct. The C-5 replaced the C-133 Screaming Weenie, which at the time was the only bird capable of handling outsize cargo. Then there were all sorts of problems with the C-5. By the tine I got to Osan in 75, the C-5's had all kinds of restrictions on them, and we in traffic, wished we had the 133's back. reply | |
| | Paul Middelhoff, e-mail, 01.07.2011 11:10 I was working at Clark AB when a 124 had a nose gear problem on taxi, and when the engineer went down to check it out, the nose collapsed and crushed him to death. I planned the load on that bird and it was well within CG limits. It was a real tragedy and I still have nightmares about it.
Anyone who was there when this happened, my e-mail is
pjmiddelhoff@gmail.com. Tis incident occurred in 1969. reply |
| Hugh Heiler, e-mail, 23.06.2011 18:53 After completing school I was assigned to Dover AFB 1607 OMS from 1962-1966 I was an engine specialist, but was assigned to be a flight line mechanic when I got there. Other than a few TDY's to Whitman & Charleston I never got out of the states,but I still have many memories. reply | | Bill Crothers, e-mail, 18.06.2011 19:15 Was a pilot on ole shaky from late 60s to early 70s in NCANG. What an interesting bird. Sat 30' in the air in cockpit. Like flying a 3 story bldg. Many 10-12 hr. legs to Cam Ran Bay, Rio, Madrid. She could haul a load. Once took a firetruck to Rio. Main tires taller than me! Quite a change for a 22 yr. old fresh out of T-38s... reply | | Tom Jeffries, e-mail, 03.06.2011 23:41 I was with the 1502 FMS prop shop at Hickam from the early to mid 60's as a very young boot. I have a lot of tales to tell my grand children about flying in Old Shaky to and from a lot of out of the way Pacific Islands. Midway, Johnson, and Fiji come to mind. I still visit Hawaii every couple of years. Old Shaky never let my down. reply | | Dave P, e-mail, 30.05.2011 23:54 John, Thanks for the info on the rear cabin heater. An aerodynamicist certainly was not consulted on that!! I worked at the USAF Museum on Sunday and I did see the intake on the other side... Thanks again! reply | | Marty Mattson, e-mail, 30.05.2011 04:24 I was a loadmaster at Travis AFB, CA from 1964-66, 85th ATS. I now live in Roseville,Ca near Mather AFB & McCellan AFB. I have been to both and have yet to see anything about "Old Shakey", almost like it never was? Mather Golf Club has all kinds of model planes & pictures, but NO C124, anywhere. I logged 1600+ hours back & forth to Viet Nam. Anyone out there from Travis 85th? reply | | John La Bonte, e-mail, 27.05.2011 04:03 Dave P: That protrusion you speak of is the exhaust vent for the rear cabin heater. If you look on the other side of the strake, you will see the air inlet for that heater. There was also a heater in the nose. Look just under the radome and you will see the air inlet. On the "A" model aircraft, there were heaters for deicing inside the leading edge of the wings. The later "C" models the deicing heaters were mounted on the wing tips. reply | | Michael Groves, e-mail, 25.05.2011 03:20 Any of you 124 people at Clark AB in the early 70's when it was phased out and replaced by the C-9 Nightingale?
Also, Dave P, don't have any info on your question, however I do know that the picture you linked to is one of several 124's that were at Clark AB, I have a few pictures of that aircraft, tail # 21004, that my dad flew in 70-71 reply | | Deb, e-mail, 21.05.2011 17:25 I have been interested in this air craft and have communicated with several of you about the crash that killed my father in 1966. I really appreciate all the responses and I thank you all for your service to our country. This may be old news to most of you but I have just come across a you tube video that visually explains to me what my fathers engineer job was all about. The visual really worked for me. I found it on FB c-124 Globemaster "Old Shaky". Pretty cool for me - someone who knows nothing about planes! God bless you all. reply | | RICHARD HUFSCHMID TSGT USAF RE, e-mail, 19.05.2011 05:15 TO DEB GRANT INFO ON THE PLANE CRASH IN SPAIN,I HAVE SOME SUPRISING INFO ON THIS. WOULDS LOVE TO TALK TO YOU.E ME reply | |
| | Dave P, e-mail, 17.05.2011 02:56 You can see what I'm talking about in this picture, kind of. On top of the fuselage, right of the strake. What is this??
w w w. airplane-pictures. n e t / image134386. h t m l reply | | Dave P, e-mail, 16.05.2011 22:49 I volunteer at the National Museum of the USAF. On our C-124 I see something, just to the right of the vertical stab strake, something on the top of the fuselage. It's white on ours. I've seen it in other pictures. To me it looks like a 4 foot version of the Arizona Memorial at Pearl Harbor. Can anybody tell me what this is? Nobody at the museum knows, at least nobody that I have talked to.
Thanks! reply | | Jesse Pipkin, e-mail, 11.05.2011 18:59 Navigator, XX ATS, Dover AFB, Jan '61 thru July '65. Many hours, many trips, many memories, from Thailand to Turkey, Thule to The Congo. Longest flight: Okinawa to Hickam, filed for Midway, overflew. Think it was nearly 24 hours! reply | | Michael Baechle, e-mail, 10.05.2011 18:41 debgrant=windstream.net
I can give you some info re the crash in Spain. The crew was part of my squadron (the 15th Troop Carrier Squadron) at Hunter AFB, Georgia. I knew 2 of the crew, having flown with them on other missions, but I did not know your father.
The USAF was never very forthcoming with details about crashes, so what is known about them usually comes from scuttlebutt from either people who were somehow involved or personally knew someone who was. However, I think what I heard is the true story. The reason I think that is that I was leaving Hunter AFB on the first C-124 the morning after the crash, heading for Rhein Main Germany, and heard about it from our flight engineer, who was not the kind of person to engage in idle chatter. It was a sad day.
First some background. Two B-52's had collided in mid-air off the coast of Spain, and several nuclear bombs fell into the ocean.
The 63d Troop Carrier Wing (of which the 15th TCS was a unit) maintained a Base at Rhein Main, and sooner of later, many of the personnel from one or the other 63d squadrons would be assigned to TDY at Rhein Main. I think--but don't know for sure--that your father's plane was on a TDY rotation at Rhein Main. The Rhein Main crews were over there to deal with whatever came up in Europe, Africa or Middle East.
I do know that when the bombs were lost, it was a major crisis, with all kinds of resources sent to find the bombs (which were eventually recovered by the US Navy).
I do know that your father's plane was sent to support that effort. Whether he departed from Hunter AFB or from Rhein Main I do not know. The accident was never formally discussed around the squadron, to my knowledge. Accident investigation reports for most accidents were posted for all to see and learn from, but I never saw a posting regarding this accident. It is likely that this was a classified mission, meaning it was likely either classified Secret or Top Secret.
What we were told by our flight engineer the morning after the loss of your father's plane is as follows: The C-124 was flying at night, and in the dead of night, the plane hit a mountain just below the crest. We were never told whether the navigator filed an incorrect flight plan or whether the C-124 was off course.
In any case, if it is any comfort, nobody aboard that plane ever had a moment of fear or pain--one instant they were alive on a routine mission, and an instant later they were with God Almighty.
If you are curious about the unit your father belonged to, it was a distinguished unit. It was later "redesignated" as the 15th Military Airlift Squadron. If you do a search under that heading, you can find out more about the unit.
Also, there may be a reference to the crash on the Aviation Safety Database, which you can search by aircraft type and by date.
Last, you might like to know that a C-124 flight engineer had very complex responsibilities. I can send you pictures of what the airplane looked like, including a picture of the flight engineer's control panel.
Also, if you would like, I have a spare shoulder patch we wore on our flight suits, and would be the same as your father wore. I would be happy to send it to you. reply | | Michael Baechle, e-mail, 10.05.2011 16:22 To Rich Ragucci---I remember the Drifter's Reeef quite well. I have never had a better diaquiri anywhere else than I always got there; I used to fly to SEA just to stop at Wake. I preferred SEA trips not only for the beauty of that part of the world, but also because we only had to laod once going out, and usually flew home empty. reply | | Michael Baechle, e-mail, 10.05.2011 16:06 I was a C-124 loadmaster before transitioning to C-130's. Flew Europe, Middle East, Africa, S America, SEA. In 1300 hours on the C-124, I had three engine shutdowns, one blown exhaust stack, a runaway prop and a prop that was about to run wild. In 1965, after a C-124 lost the outboard one-third of a wing flying local over Dover AFB, killing all aboard, wing spar corrosion grounded the entire fleet briefly pending inspections and some repairs; we were restricted on airdrops after that, but continued to fly international missions. One loadmaster from my squadron reported seing a crack in the spar open and close when the wings flexed in turbulence. One plane from my squadron had a navigational error and flew into a mountain in Spain, killing all aboard. The C-124 was like a big ship. Every crew position--except perhaps piloting-- required skills that became less necessary as the USAF transitioned to turboprops and jets. The modern planes of today don't usually carry Navs or FE's. Loadmasters today deal primarily will roll-on cargo, whereas it took 4-5 hours to laod a C-124 with general cargo, using cranes, ramps and winches. The C-124 flew low and slow and there was a crew rest every 10-12 hours at whereever it landed to take on fuel. It took two weeks to get to SEA and back, from my base on the East Coast. C-130's flew higher and faster, but were cramped and boring. The C-124 was an exciting airplane. reply |
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I was an SP that morning,guarding a C-47 (from Nam) that was parked directly behind the C-124. Maintenance had worked on the C-47's #3 engine all night, at times starting it. Just after daybreak it started again, but sounded different. I looked around and the nose was on the ground,props were hitting the pavement(all engines were running). Engines stopped. Crew exited the aircraft through the overhead hatch, using a rope.Fire Department arrived,tried to lift nose, but failed.Aircraft was not lifted until several hours later using a crane with a cable thru the entire fuselage.
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