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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 |
| Mike Routledge, e-mail, 16.01.2013 05:29 With regard to Douglas Rogers request for pics of crawlway to wings, see "C-124A GlobemasterII- OLD SHAKY" this web address shows a tour of the inside of the restored C-124A @ Travis AFB. The end of the tour briefly shows the crawlways going into the wings. A nicely restored airplane, flown from the east coast to Travis a few years ago. The last C-124 to fly. reply | | Tracey Crozier, e-mail, 01.01.2013 21:50 I was a loadmaster on c-124 early 60's-c-141 from jan 66 to July 66
3rd sqd - Charleston AFB,SC-both were great planes to load and fly on-I miss those days reply | | DOUGLAS ROGERS, e-mail, 04.11.2012 19:19 I was with the Utah Air Nat'l Guard for 7 years, 5 of which were spent with the C-124. I remember crawling throught the wings ocassionally to adjust the mixture on the big Stromberg carb. I have been looking all over for some photos of the crawlspace and can't seem to find any. I was wondering if anyone has any photos of the crawlspace in the wings? reply | | Lou DeSantis, e-mail, 02.11.2012 20:33 Hello Dave Gercic, thegercics@sbcglobal.net, 26.01.2011
I was a hydraulic mech on the C124's stationed at Tachi '63-'64 and Hickam '64-'65. New most of the engine mechanics remember Softa, MacNamara, English,& more. I also went on many TDY's out of Tachi. I was a Johnny "okoni" Cash fan too. I'm sure we crossed paths.
Lou reply | |
| | Tom Hill, e-mail, 30.10.2012 21:17 I cut my Hydraulic eye teeth on "ole Shakey". What an airplane. I was assigned to Dover AFB, fresh out of Tech School at Amarillo AFB, TX in January of 1962 along with my buddy, Charlie Stekervetz. I stayed at Dover for 3 1 /2 years before moving onto to Howard AFB, CZ. While at Dover I worked on the C-124 and C-133 aircraft. Did some stateside TDY's in support of Army games and a several times to fix broken C-124s. I got in some flying time on the C-124 but never flew on the C-133. I would like to have a dollar for every brake I rebuilt, nose steering -1 seal I replaced, or main strut I repacked. My last flight in a Shakey was flying from Danang for TDY to Clark AB, PI.in 1969. I was assigned to the 37th ARRS at the time. I would like to hear from any other "Bubblechasers" out there AFSC 421X2. reply | | Lou DeSantis, e-mail, 24.10.2012 19:09 Ron Brooks we may have crossed paths. Your squadron the 1607th from Dover AFB was on a TDY at Tachikawa AFB on thier way to somewhere in Southeast Asia in '64. I was asigned to the 1503 FMS, Tachi AFB, Japan '63-'64. Many hours on the old Shakey as ACM on TDY's. I also stopped at Dover AFB in '62 to visit a home town (Hubbard Ohio) friend Charles Cataline (1607 FMS '61-'64). He was an acft mech you may have known him. reply | | Andy Jones, e-mail, 18.10.2012 17:18 My grandfather was a loadmasters on a c 124. He was at Donaldson Center Airforce Base, in Greenville SC. His name is Dennis Jewell Glass. He was part of the 63rd transport. If anyone may know him please contact me. My name is Andy. 864 303-0185 reply | | Ron Brooks, e-mail, 17.10.2012 03:06 I was an engine mechanic with the 1607 OMS, Dover AFB from 1961 to 1965. I started in post dock and finished as Asst. Crew Chief on 52-01010. I worked with some of the greatest guys to ever serve. You gotta love Ol Shakey. reply | | John Hille, e-mail, 15.10.2012 05:53 This is in reply to Mike's post about an exhaust port on the left front of the acft. I'm sure someone else will also post, but I think there was a cockpit heater in the nose with an air inlet just below the radar dome. The exhaust you ask about may be the cockpit heater exhaust port. It's been a long time since I was crewing and flying the thing and I'm sure if I'm wrong someone will let us know. Don't print that as fact, but just my 45 years ago opinion. I do know it didn't take long to get the cockpit toasty during the cold Utah winters working midnight shift. Turn the radio on, put it on public address, and wait out the clock. reply | | Robert Archer, e-mail, 14.10.2012 15:44 I would like to contact any aircrew who were involved in Operation BIG LIFT in October 1963. Almost 100 Globemasters flew from the USA to Germany to deliver an entire US Army Division. Many thanks and best wishes
Robert reply | | Mike, e-mail, 12.10.2012 22:24 Anyone know what the exhast port was on the left side of the forward fuselage of the C-124.
Thanks reply | | Lt. Col. George A. Larson, USA, e-mail, 08.10.2012 06:10 I am working with Dyess AFB Public Affairs on a book on the Hsitory of Dyess AFB---lokking for information on C-124s assigned to SAC at Dyess before that command released this aircraft. reply |
| John Hille, e-mail, 05.10.2012 10:35 This in reference to Goodwin's post about the midair over Oklahoma. I was at Hill during that time running the Engine Conditioning shop on the grave shift during that accident. I was tasked to take a crew to Tulsa to change the two engines and make the other repairs required to make the plane flyable again. There was sheet metal that needed some scab patches to get it back home. We probably spent 4-5 days there while the crew went through the debrief and investigation. I took the crew to the civilian side of the airport the dat they left, and have a picture of the entire crew taken that day. We did not find out about the accident at the airport in Salt Lake until we returned to the hotel and went to the bar where we had all spent time in the evenings. The bar tenders were very out of it when we entered, but before I found out the reason I made the comment that I had taken their boy friends to the airport, and they were back in Salt Lake. One of the bar tenders said, "you haven't heard?" Of course we had not, but was informed of the accident, at which time the evening turne3d to a terrible sad evening! The crew had been given the choice of waiting for the Acft to be repaired and fly it back or go commercial. They said the Acft was jinxed and they wanted to get home, so the rest we know. However a side note, the flight engineer while waiting for his flight bought flight insurance from the machine that they used to have in the airport. He bought a $100,000.00 policy which of course his wife did not find out for several weeks. The navigator on the 727 had a chance to escape the crash, but elected to help others get out and in the process he died before he could get out, but did save some of the passengers.
I have many slides of the damaged acft. We were told by the investigators to recover whatever remains we found inbeded in the engines, but the collision was so severs there was little to be recovered. The #3 propeller literally corkescrewed into the piper from the tail toward and through the cabin. The remains of the piper was recoved and assembled to help the investigators complete the report. None of the maintenance crew was too excited about flying the acft back to Hill, but we had no choice, so that leg was uneventful.
As for the acft that dissapeared over the Pacific there is a side note to that flight as well. There was a MSGT loadmaster at Hill the was married with 12 children, as I recall. He was due to retire and had been relieved of flying, however he wanted one more shopping trip to the far east, he ask the assigned A /1c loadmaster to let him take his trip. They agreed to let the MSGT go, and of course we know the rest of that sad story too.
I have the year book from Hill during that time and I think it was dedicated to the crew that was lost over the Pacific. Dates and times plus tail numbers are a bit fuzzy after so many years, but the numbers mentioned in the perceeding post seem to ring a bell. I did go to the last reunion at Hill for the 28th about 8 years ago, and since that time the group has disbanded and no longer publish the news letter. They did get a C-i24 for the museum at Hill and a lot of the old guys that retired or stayed in the area put in many hours putting the thing together after it came to Hill in pieces! Enjoyed the assignment at Hill. reply | | Bill Goodwin, e-mail, 26.09.2012 22:23 This is in response to Mike Routledge. Mike thanks for your email and refreshing my memory. I remember the 727 crash now and that the C124 crew was on it. I pulled out my old 28th ATS yearbook and found 1st Lt. Sullivan in the Navigator section, but was unable to find the others from the casualty list. thanks again, Bill. reply | |
| | Mike Routledge, e-mail, 26.09.2012 06:30 I posted the title of what I considered a very excellent book on C-124 history, on a post that I made on 17 /09 /2010. The author of this book discusses, and has photographs of the YC-124B. Numerous C-124 photos and information about various C-124 military organizations.(Air Guard & Reserve also.) An excellent book for any C-124 lover. I worked on this airplane for four years, and became a flight eng'r for about five years. I hung on till the very last of C-124's on active service at Travis. I thought I had the best job in the entire Air Force. The people associated with the airplane were amoung the greatest group that I have ever served with. I believe the author of the book said the YC-124B led Douglas to build the C-133. I would guess the book can be found on the internet somewhere. The author said the first YC-124B was actually a C-74. Hope you find the book. reply | | Mike Routledge, e-mail, 25.09.2012 18:05 My previous comment about bird cages at Stony Brook, needs correction to, "C Structure- Stony Brook Air Force Station." Tells about M-102 Bird Cages. Stony Brook is near Westover AFB. I believe that 19th LSS was based there at one time. Check also "28th LSS /ATS /MAS" website. reply | | Mike Routledge, e-mail, 25.09.2012 18:04 My previous comment about bird cages at Stony Brook, needs correction to, "C Structure- Stony Brook Air Force Station." Tells about M-102 Bird Cages. Stony Brook is near Westover AFB. I believe that 19th LSS was based there at one time. Check also "28th LSS /ATS /MAS" website. reply | | Mike Routledge, e-mail, 25.09.2012 17:06 Response to previous comment. I was a flight mechanic & member of the flight line maintenance crew on 52-0968 & later, crew chief of 52-943 @ Hill, AFB 1959-1963,and later Flight Eng. @ Travis. Maybe not the same incident, but sounds familiar. A C-124 descending into Tulsa International collided with a small aircraft & landed @ Tulsa. Pilots & Flt engineer were detained @ Tulsa for FAA investigation. Remainder of crew returned to Salt Lake City Airport via airlines. A day or two following, the remainder of the crew went via airlines on new type B-727 to SLC. The pilot of the B-727 who apparently forgot about the slow spool up time of those engines used 50 degree flaps on a steep approach and wasn't able to recover from the approach. The aircraft hit the runway extremely hard in SLC. The two pilots of the C-124 were killed in the crash and the flight engineer perished in the fire while attempting to assist passengers out of the burning aircraft. I believe this happened in 1963... Aircraft 968 disappeared in the Pacific, south of Hickam AFB and the accident board estimated that they got lost, and ran out of fuel, as you said, no trace of the aircraft was ever discovered. I knew the pilots, but it's been too long to recall their names. The flight engineer was MSgt Hiltz. He was really short man, perhaps you knew him. You might find information in FAA records about the 727 mishap in Salt Lake City. I'm just guessing about the date. I think the C-124 that diisappeared in the Pacific was 968. 52-0969 always seemed to be a bad luck airplane. It seems that one time during take-off at Hill, all of the propellers went into reverse, with no apparent reason, just after lift-off. The airplane was not damaged. One of aircraft was lost on approch to Rhien Maine. It landed about one-half mile short on approach. All of the crew survived, but the flight engineer was injured because he grabbed the wrong end of the cockpit escape rope and jumped out of the top hatch. As I said earlier, I was the crew chief of 52-0943 My friend Lawrence Roland was crew chief of 52-0944. Most of C-124 went to the bone yard, but I saw 52-0943 on display in a park where the old airport was in Seoul, Korea. They had aircraft of the Korean War on static display, a B-29, F-51, and the C-124.(Some pilots moving to jet airplanes from props at that time, had problems getting to realize that the jet engines had a lot longer response to thrust lever movement than they were accustomed to on propeller driven airplanes. Propeller aircraft had immediate response to throttle movement.) It's nice corresponding with someone was in the 28th LSS. If you are interested in the kind of cargo your airplanes transported, look at "Bird cages at Stony Brook." and "U.S. Nuclear Arms Arsenal." Some of the weapons weighed in excess of 20,000 lbs. reply | | Bill Goodwin, e-mail, 23.09.2012 22:05 In 1962-65,I was at Hill AFB, woring as a Periodic Dock Mechanic AFSC43151. We lost a C124 in the Pacific, that was never found. We had a bird enroute to either Turner of Warner-Robbins to Hayes Aicraft for MODs. While letting down through cloud bank, she collided with a light aircraft climbing through the same cloud. The light plane, with 4 souls aboard, struck between #3 & #4 engines and stayed there. 'Shakey' stayed airborne and ,thanks to a great pilot, was able to land safely. Ironically, that same pilot was killed shortly after, in another aircraft accident. I believe the incident occured in 1963-65. I'd like to hear from anyone who recalls the details. I cannot find any reference to it on the web, thank you. reply | | Pam Gaither, e-mail, 07.09.2012 02:49 Looking for someone who knew C-124 mechanic "Jack" Jackie C Reed SMSgt.
I'm his stepdaughter. He was at Donaldson AFB and then Hunter AFB from 1957 to 1967. He was with the 63rd OMS and FMS and the Military Air Transport System (MATS) and then MAC. reply |
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i was in the 4th sss at dyess afb 1957. we were supporting 'reflex action' in europe. we were AOCP c-124 in bermuda for 2 or 3 days. on the civilian airport we /i took photos of the crew and
the c-124. i can email the photos with some details.
dej
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