Douglas C-124 Globemaster II

1949

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Douglas C-124 Globemaster II

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

Douglas C-124 Globemaster II

Specification 
 CREW6
 PASSENGERS200
 ENGINE4 x P+W R-4360-63, 2795kW
 WEIGHTS
  Take-off weight84000 kg185189 lb
 DIMENSIONS
  Wingspan53.1 m174 ft 3 in
  Length39.8 m131 ft 7 in
  Height14.7 m48 ft 3 in
  Wing area233.0 m22507.99 sq ft
 PERFORMANCE
  Cruise speed520 km/h323 mph
  Ceiling6100 m20000 ft
  Range w/max.fuel6500 km4039 miles
  Range w/max payload1970 km1224 miles

Comments1-20 21-40 41-60 61-80 81-100 101-120 121-140 141-160 161-180 181-200 201-220 221-240 241-260 261-280 281-300 301-320 321-340 341-360 361-380 381-400 401-420 421-440 441-460
Jerry Hood, e-mail, 14.10.2008 05:25

I was a mechanic on the c-124. Starting with the alaskan air command in 1955.from there I went to donoldson AFB in greenvile S.C. for aboute 5 years with a lot of TDY's. One was to newzeland for operation deepfreez for 3 months. Another to germony for 6 mo. and many others to help repair the A /C. From ther I went to kelly AFB for aboute 5 years with the 19 lgistic support sq. whitch I flew 3 years as a flightmech. I saw a lot of the free world and would not take anything for the experance. I lived and breathed C-124.

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Jeff Johns, e-mail, 18.09.2008 22:29

My dad, Carl Johns was a flight engineer on Ole Shakey until they were replaced by the C-141's. He and I worked together in the early 80's to get one of the last 7 aircraft left out of an aircraft boneyard on Phillips AAF in Aberdeen Proving Ground, MD and into the Travis AFB museum. An USAF air crew on special assignment actually flew it cross country to its final resting place.

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Brent Bachman, e-mail, 17.08.2008 18:33

'58-'61 recip mech with the 1502 FLMS @ Hickam. Worked transient AC....97's, 118's, 121's @ of course Old Shakeys.
On more than one occassion flight crews wanted to extend their stay on Oahu and a long runup would foul every plug on those 4360s and it was a long session for the maintenance crews. Changed more than 1 generator in that small cramped access panel on a hot engine which included saftey wiring the darn thing. The wing crawl spaces were a great place for a quick snooze. Big, ugly bird, but a lot of respect for it.

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Jerry A Haynes, e-mail, 24.06.2008 09:18

Hi' I worked on 124' s in 1965 / 66 at Hunter AFB.
I am building A R /C model of the plane ,I need three views
and any other info you may have out ther.The plane will be about five feet long

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Jim Woodhead, e-mail, 08.06.2008 03:22

Graduated 58-L, went to MATS, 50th in Hickam, then the 85th at Travis from '59 through '62, then into the 44th at Travis(C-135) I loved those yrs in Ole Shakey. Longest flight from Mildenhaul, England to Milwaukee,23 hrs. Lots of memories in the South Pacific. Best wishes to all fellow crewmembers wherever you may be.

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Richard Gauntlett, e-mail, 04.06.2008 07:51

I was stationed at Travis AFB, CA from 1961 until 1967 attached to the 1501st FMS, which became the 60th OMS. I was a crew chief, and worked the line. My last crewed tail number was 52-1025, a C124C. I was there when we were handing over our acft to the Air Guard in 1967.What a surprise when after I got out and moved to North Carolina, that when I flew my brother to a guard base for an interview for a pilot position that I found acft from Travis. My acft.

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Jerry Van Boxtel, e-mail, 29.05.2008 21:41

I was an engineer on old shakey in the 60's flying from Calif. to Nam on a monthly basis. Took up to 115 flying hours round trip to Saigon and back and sometimes 14 days. The worst part was no air conditioning and it did get hot until you reach altitude. Sometimes flew with a door open to vent the bird. At altitude it was very tiring to walk as it was not pressurized and would sure wear you out. But you could really sleep good!

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JOE FELTNER, e-mail, 27.05.2008 18:03

I had the opportunity to fly on these aircraft from 1961 thru 1965 and accumulated over 15,000 hours flying from Georgia to Japan and many other places and have crawled into the wings many times. It was one of the best times of my career in the Air Force.

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Ed Gorecki USA Ret, e-mail, 21.05.2008 03:44

Back in 1963 I was a lean mean fighting machine with 5 whole jumps from a C119 under my belt. I was assigned to the 82nd ABN. and met the C124 for the first and only time. Being a newbee I had the privilege of being near the end of the stick and being there ment we were on the second floor. What a shocker when you had to run down the stairs and hook up to the static line on the fly. I could just see a large bright spot in the rear (seems like at the other end of a football field. I can still hear the instructor in jump school saying? "get a good door position and a vigorus exit from the aircraft". I could not reach across the gaping hole they called a door but I tried anyway. I flattened my canteen and cup and I think I hit every rivet along the tail. My butt was sore and black and blue for quite a while. Ah! The memories of the GOOD OLD DAYS

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Domer Wooldridge, e-mail, 19.05.2008 06:50

I too was in the 50th at Hickam from 67 to 70. I was an engineer and loved every minute I spent in Shakey. I can honestly say I never had a bad flight or a bad crew. Flying the Pacific in shakey was the best times of my career.

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Joe Hanes, e-mail, 13.05.2008 18:11

I flew Ole Shakey 1963 to 1967 - 85th MAS Travis AFB and 1967 to 1970 50th MAS Hickam AFB then in the Air Force Reserve 1970 Richards Gebaur AFB and 1970 to 1971 at Greater Pittsburgh Int'l Airport for over 5500 hours. The memories from having been a part of the history of this airplane have been some of the best in my life. The crewmembers who kept Ole Shakey in the skies all over the world were a terrific bunch of guys. I am proud to have been a part of that group. I send my best wishes to all who remember these experiences as I do. The stories are endless.

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Bob Jerauld, e-mail, 05.05.2008 04:48

I was a flight mechanic on C-124's in the '50s. Some people are supprised to hear that you could access and even do some service work on the engines in flight via a crawlway in the wing. Very exciting to be number 2 or 3 nacel when they droped the gear. The little platform you had to stand on between the wheels (when up) was about 7 inches wide. I could tell many storys about the c-124 if anyones interested. Bob Jerauld, 28th Logistic Support
Squadron, Hill Field, Utah, 1954-58 .

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Denis NealMsgt USAF Ret, e-mail, 27.08.2020 Bob Jerauld

Bob Jerauld your comment about the tunnels and wheel wells on 2 and 3 engines reminds me of and older civilian machinist at Tinker when I was a c-124 flight chief as an A1C. Remember how the studs for the alternators would break or loosen? He came out to replace them on one of our planes, He told me he was involved in a test to change a carburetor in flight. They took off from Mcchord AFB and headed for Ekmendorf AK. He said they got it changed just before landing there. That was probably 8 hours or more by a C-124. I always enjoyed getting to one of the out board nacelles and just listening to old 4360 hammer away. I feel sorry for the younger generation who will never know the simplicity of Old Shaky

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gino williamson, e-mail, 04.05.2008 04:28

I flew this airplane in the 60's & early 70's in and out of Viet Nam. It was slow, but comfortable, compared to later cargo planes. I enjoyed flying it to the tune of 4200 hours. Ol' Shakey was very forgiving and did the job it was designed to do, wonderfully.

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