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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 |
| JAMES B SVEE, e-mail, 20.06.2009 01:34 was a LOADMASTER HICKUM AFB TH 55 TO 58 IN 48TH ATS AND 19TH LSS KELLY AFB 58 TO 60 WOULD LIKE TO SWAP LIES WITH YOU MUGGS DROP US LINE reply | | JAMES B SVEE, e-mail, 19.06.2009 19:41 T TH HERES NOT A DAY GOES BY I DONT THINK OF THE GREAT TIMES AS A LOADMASTER ON OLD SHAKEY IN 48th ATS HICKUM 55 to 58 AND 19th LSS KELLY 1958 TO 1960 LETS SAY HI AND SWAP SOME LIES reply | | frank doerrbecker, e-mail, 18.06.2009 17:54 I was on c124's from 1962-1965 out of Tachikawa, Japan 1503rd MS. I flew many missions throughout the orient, including Vietnam. The plane was the greatest. reply | | Bill Thornhill, e-mail, 11.06.2009 23:21 First assignment from Class 55-07 Navigators Training at Ellington AFB, TX was to the 1501st ATW, 85 ATS at Travis AFB, CA. We flew a lot then and logged 3000 hours in three years. Our flights were low at 8000-10,000 feet and slow at 200 knots True Airspeed. Our Equipment included Loran, A-14 Sextant, ADF radio, Absolute Radar, APS 42 Radar, Driftmeter (used whitecaps for drift and ground speed), and Altimeter and Pressure Altimeter (pressure pattern). Round trip to Japan took 60 hours. We flew in all types of weather in the Pacific and the aircraft handled turbulence well. The 4360s engine was a problem and we had good flight engineers who could get the props feathered quickly. On occasion the N-1 compass went out causing the autopilot to make a steady slow turn. Fortunately the navigator checked the "Whisky" standby compass every thirty minutes. With any of these problems we headed to the nearest airfield. Weather forecast sometimes were wrong - once the wind factor was off by 50 knots and we could not safely reach any Hawaiian Island and came home logging 14 hours. The Loadmaster on a C-124 was the main guy with weight and balance and getting the cargo on and off. We had radio operators who reported our position and weather and they really knew morse code. I believe we lost three aircraft in the 1955-1958 period. Had a fair amount three engine and once two engine time. I loved the airplane and the life. reply | |
| | Gary Olson, e-mail, 08.06.2009 21:26 I was a Navigator and part-time copilot on Old Shakey from 1961 (KTCM)(RJTC)(KSRF)to 1969. Went EVERYWHERE in that bird. I agree; most of the time it was on 3 engines. I remember the FE's teaching me how to start that hummer (without backfiring) - it took a real technique. Did so many airdrops I can't remember them all, but I remember we were flying a 9 ship formation near McChord when the Cuban crisis started with a "recall". Longest flight I remember was nearly 17 hours from Midway direct McChord with a couple hours holding for bad weather. I still have my logbooks /flight orders /old nav equipment. Since those days I've become a pilot (now retired from FAA) but still enjoy flying Old Shakey on FS2004. I could never figure out where the techs got the cruise data on this thing. We were lucky to cruise at 205knots (230mph) and generally never got above 11,000 feet. Best wishes to all. reply | | Howard Hosler, e-mail, 30.05.2009 21:47 My father Howard says he remembers getting the first 1000 hours of time on the 4360's. He said he religiously cleaned the interconnect lines on top of the engine every 50 hours. He really liked that aircraft. His favorite was the B-24 and C-54's. reply | | Russ Smith, e-mail, 29.05.2009 06:07 I was a c-124 Flight Engineer in the 7th Troop carrier Squadron of the 62nd. group stationed in 51 and 52 at McChord and later Moses Lake Washington.My most memorable experienc ocurred on the night of Feb. 7th 1952 crashing on final approach during a GCA controlled landing. All 14 aboard escaped with afew minor injuries but the aircraft was compleetly destyoyed by the crash and ensueing fire. Needless to say there was an extensive accident investigation, which was reopenedin April which concluded that there was a malfunction in the GCA which contributory cause of the accident. Those two reports totaled over 170 pages reply | | Laurence Schuster, e-mail, 11.05.2009 00:24 Crew Chief, 51-80 called balls 80 at that time, 0080.1963-1966. also travis from 1958-1963. Looking for lost friend also crew chief, Harry D Rogers, crewed 51-83, or 51-85 if any one can help ? Thanks. I also have a lot of stories. reply | | Stan. Rose, e-mail, 05.05.2009 01:02 To fly Ol Shakey was to love her. Those of us who flew her took a lot of ribbing from our buddies flying jets. It was great flying out of Kelly AFB around the world. reply | | Jim Arbuthnot, e-mail, 04.05.2009 22:00 I was at McChord, Tacoma and worked on the the flight line on these for over 3 years. Extendend my enlistment and went to Thailand where I worked and flew on a C47. What a difference. reply | | Mark, e-mail, 27.04.2009 23:48 Only had one experience with this aircraft. Year was '65ish. We were a SAC base, but had one (a transient) land one evening with Nav-aid problems. It didn't taxi up to the maint. hangars like most transients. This one stayed out near the end of the runway.
I was on duty, got the call, jumped in the International Metro flightline maint. truck and off I went with my trusty tool bag.
Pulled up to the plane and noticed a couple of AP's on patrol outside. Don't remember if they checked my badge or not. The ladder was down so I proceeded up it to the top where another AP met me (blocked any further upward movement) with his weapon in what appeared to be a "ready for action" position.
Don't remember the conversation, but apparently I couldn't help him (this was a SAC base supporting B-52's and KC 135's).
I excused myself, exited the ladder, jumped in the Metro and hauled ass outta dere. They cranked up and departed.
Obviously the cargo was highly sensitive.
Mark reply | | Don Crawford, e-mail, 18.04.2009 18:20 I was mechanic on old shaky 1502 FLMS Hikam 1957-1960. many fond memories of long nights and days on the flight line. Wish i had a dollar for every spark plug I changed on the 4360's. Remember crawling out in the wing to number 4 engine over Wake to help remove a bad generator in flight. reply | | Henry Mote, e-mail, 21.03.2009 23:19 My first leave from McChord AFB was on a C-124 at Christmas time back in 1951. The plane was going to make two stops. The first stop was Warner AFB in Macon, Ga and then on to Miami, Fl. I'll never forget walking up the ramp into the nose of that big monster. What an experience I'll never forget. reply | | Paul Corbet, e-mail, 20.03.2009 16:57 Hello my friends out there:
I was a jet engine mechanic, station at Travs Air Force Base from 1965 to 1969.I worked the flight line trouble shooting most of the air craft that hit the ground, while doing that I was also on standby with a recovery team which was called out to rescue one of our air craft where ever it was in the states. I was in the 60th field maintenance squadron. Well I guess the old shakey was the best the military could do at the time. I would tell the captain he needed to get rid of this bucket of bolts and get a c-130, and he said Corbett, it's not going to happen, I been trying long before you came abord.No, realy the old shakey was a prety good ole bird.Your right Gino it did what it was designed to do.Well fellas so much for my soga. You guys give me a shout if you take a mind to.
Paul reply | |
| | Bob Gilbreath, e-mail, 20.03.2009 06:16 Iwas a jet Engine Mech. At Davis Monithan AFB 7-53 to7-55'In the 43 A@ E Field Maint. We went TDY 3 times to England during my stay and always on 124s Usually with floors folded up and 2- 4360s and 2- J-47s on engine dollies ready to install. I know about that little cat walk going out to the outboard engines as L was ask to help one of the crew to crawl out with him to close a acess panel that was open. reply | | Bob Anthony, e-mail, 02.03.2009 06:24 I was in the 48th ATS, 1502nd ATW at Hickham from 1955 through 1958. Flew the "hay barn" all over the Pacific, including Tokyo, Clark Field in the Philippines, Saigon, Bangkok, New Guinea and New Delhi, India. Even made a trip in support of the 1958 International Geophysical Year to Tongareva Atoll, south of the equator from Christmas Island. Logged 2,600 hours in Ole Shaky and about 10% of that time was on 3 engines. Don't think we ever had a flight when all the cylinders were firing on all 4 of the 4360's. Loved my time in the airplane and the great guys in the 48th. Who could have asked for a better experience than to be stationed at Hickham before the tourists discovered Hawaii and see 1 /2 of the world at the same time? reply | | Jim Cubbison, e-mail, 09.02.2009 17:01 I graduated 50G at Lubbock, TX in 1950. Went to 1st Strategic Support Squadron in El Paso. Flew all over the world mostly in support of Korean conflict. Loved that airplane---flew it about 1800 hours. They were people /pilot lovers. They would hide your mistakes by ignoring them until you got it right. Called them "Dumbo" because the brakes sounded like an elephant trumpeting when stopping. Even after 56 years I miss my airplane and the greatest crew ever. reply | | Arthur Coon, e-mail, 12.12.2008 15:13 I must have been Brent Bachman's replacement at Hickham. Difference was when crews "decided to stay" we often assumed the engineers seat and ran-em-lean, solved the plug fowling problem. Assigned 9 /61 1502nd FLMS and later to 1502nd OMS. Lots of TDY to Asia and South Pacific. Many a day at the bar on Wake Is. (across the channel from the "gooney bird island." Spent the Cuban crisis at George AFB. Extended and assigned to Charleston AFB and from there an extended TDY Recife Brazil. Have a number of good pictures c-124 if anyone is interested. reply | | William B. Johnson, e-mail, 30.11.2008 04:56 I was a loadmaster on Old Shakey from Jan.68-Dec.69 when the 50th MAS was retired. Loved that plane and had lots of good times flying all over the Pacific and southeast asia. The old saying was "We may be low and slow but by God we get there." I cam back to Forbes AFB Kas. and flew the C-130E but still loved Old Shakey. I'm now retired MSG USAFR. reply | | Frank Lind, e-mail, 27.11.2008 05:58 I worked on Ol' Shakey '63-'66 at McChord AFB outside of Tacoma WA. Many TDYs all over the place. After I got out I worked as a civilian at Wake Island on military aircraft on the way to and from Nam. I miss the C-124 (4million rivits flying in close formation, powered by 4 major oil leaks) reply |
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