Douglas C-124 Globemaster II
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Jack Storey, e-mail, 17.02.2024 20:54

I’m hoping to find someone assigned to the 4th Troop Carrier Squadron out of McChord AFB, Washington in 1957. My dad, Sgt Jack Storey (Sr.) was a radio operator aboard the C124 that crashed on Wed, Sept. 4, 1957 near Binghamton, NY, when it approached too low and the underside was scraped off by either a berm or a wall, destroying the entire aircraft except the tail. Miraculously, all crew survived. Crew: Capt. Richard W. Cudworth, Capt. William C. Sneed, 1LT Frank R. Getautas, MSgt Roy H. Bass, TSgt Kenneth Virdell, A1C Frank Allred, A1C Robert L. Mashburn, A1C Ralph L. Johnson, and my dad, Sgt Jack B Storey.

When I was a teen, I got into his footlocker and wore his flight jacket but had it stolen while at school. I’m trying to replicate it and have acquired his squadron patch but it had a large round patch on the back that looked like vintage aircraft nose art. It was some sort of large bird flapping as it landed on a runway with it’s tail raw from scraping the runway (maybe was post accident, or else a bizarre coincidence).

Latza, e-mail, 01.09.2023 22:58

I enlisted in June 1956. I went to 4360 recip engine school at Chanute AFB graduating in Nov 1956. I spent a year at 55th Air rescue Sqdn at Thule AFB where I worked mostly on the SA16 and SC54. I was assigned March 1958 to 1705 PMS squadron at McChord. I worked in Engine Conditioning till my discharge June 1960. We changed a lot of plugs on the C-124C 4360's doing conditioning and in checking timing, valves and afterward running them up setting mixtures and idle speeds. Some times we helped with engine, jugs, and carburetor changes. Chief Master Sgt Houghtaling ran the shop. It was a great experience for a young man. We also worked the C118's another great aircraft.
I learned a lot.

Jim, e-mail, 19.08.2023 23:24

"I was on duty one Sunday in 1955 when 4 C-124s landed at Oceana Naval Air Station. The first one opened the nose door extended a ramp and a crewman on a Vespa motor scooter came down the ramp. He said they were to pick up some cadets who had been there over the summer".

My uncle Charles Robards was pilot on a 124. He always carried a Vespa along.

RICHARD E McGREEVY, e-mail, 30.06.2023 08:59

The C124 did fly nonstop Hawaii to East Coast. My father flew the C124 in SAC out of 5 or 6 bases in late 40's to mid-50's. I stumbled onto this website and questions about the C124 flying from Hawaii to the East coast. My father Capt Raymond C. McGreevy did it in April 1951 when he was a 1st Lieutenant flying out of Hunter AFB. I have the newspaper articles that say it was the record for the C124 --4800 miles & 22 hours aloft but they believed it actually had a longer range. He had developed a special skill for adjusting the cruise control in flight to maximize the range. He was assigned to give special training on cruise control to AF pilots. I have photos of his crew being greeted at Hunter. He also had to crash belly land a C124 in Greenland with 1 engine and did it within no injuries or damage to the load not even the base commander's scotch. I have photos of his plane in flight with tail #9247 and in the snow in Greenland with the belly opened in 1953. I have fond memories of his squadron pilots and crews. They used to let me and my brother sit in the cockpit during the airshows. I would be happy to share the photos with anyone that sends me their email.

Jason Easterling, e-mail, 22.06.2023 20:52

My father was stationed there.he was on the flyaway maintenance crew on the c124.He recently passed away.

Dawn A Savidge, e-mail, 20.12.2022 19:17

Wayne this is the plane he was on! Thank you so much! You've given me great detail to track down his flight and find the newspaper article. I'm so appreciative of your help! Thank you again!

Wayne Hilts, e-mail, 19.12.2022 02:12

I believe the crash you are speaking about was @ Mount Hope Airport near Hamilton,Ontario.Iwas a young air cadet at the time and I remember the c-124 sitting on the grass not too far from the control tower. Mt.Hope was a Royal Canadian Airforce base at that time so the Globemaster landed at an appropriate place to get assistance in getting it back into the air which they eventually did!
The newspaper article you are looking for could probably be found in The Hamilton Spectator which was and is the area's major paper.If you google it I'm sure they will have it.
Good luck.

tod, e-mail, 11.12.2022 00:29

Hi Jack. I saw your posting online about flying the C-124 to Mildenhall, etc. I'm writing a book. Would you have some time/willingness to talk?

Tod Robberson

Russell Taylor, e-mail, 13.11.2022 20:08

I was a pilot in C-124's and I flew into Viet Nam many times. If you want more details e-mail me

Stan Luther, e-mail, 16.10.2022 01:38

Hi. I was wondering if I could include a copy of your picture in this article of the C-124A Globemaster II in an autobiography that I am writing. I am a retired USAF pilot, and I used to fly the C-124A Globemaster II for SAC (1950-1953) when I was assigned 3rd SSS at Hunter AFB. Please let me know if this would be ok. I don't want to violate any copyright requirements.

Many thanks,

Stan Luther
LtCol, USAF, Ret.

Dawn S, e-mail, 23.09.2022 01:38

My Dad was fresh out of bootcamp on a C124 that left Lockbourn AFB in March of '56 headed for Africa. They crashlanded in Canada (he can't recall where) after a fuel line broke. All 97 of them survived. He used to have a Canadian newspaper clipping of the crash that he has since lost. I've had no luck in tracking down that article for him, but would love to find it! Anyone else have a recollection or any info on that landing? He says it wouldn't have been memorable as the C124s were often dropping from the sky and his crew were all lucky to walk away from the experience! He recalls sitting on his knees looking out the window as they were going down - too dumb to realize how serious the situation was as all those around him were saying their hail marys! He put on his seatbelt once they hit the ground and one of his buddies told him its a little late for that - time to get out of the plane, boy! I love hearing his stories, and I have really enjoyed reading all of your stories. Thanks for sharing!

curtis guild, e-mail, 21.09.2022 04:37

My dad was stationed in Tachikawa Japan when I was a young boy. He died during takeoff at travis June 1958

James R. (Jim) Fox, e-mail, 27.05.2022 16:57

Richard, I was taking a stroll down memory lane when I came across your post about when you were at Dover AFB.
I was at Dover at the same time as you and I was in the 1607 FLMS as I assume you were.
I worked the flight line as an assistant supervisor and was a staff sergeant at the time.
I also taught engines and APG in the squadron training section.
I had a deep affection for the C-124 and really enjoyed my association with it.
Don’t know if you are aware that C-124-C
52-1066 is in the Air Force museum at Wright Patterson AFB. It has a different tail number on it now, but there is a plaque that tells that number 52-1066 is correct, so you, as I, no doubt worked on it.
Hope all has gone well with you since your Air Force days.

James R. (Jim) Fox, e-mail, 27.05.2022 16:55

Richard, I was taking a stroll down memory lane when I came across your post about when you were at Dover AFB.
I was at Dover at the same time as you and I was in the 1607 FLMS as I assume you were.
I worked the flight line as an assistant supervisor and was a staff sergeant at the time.
I also taught engines and APG in the squadron training section.
I had a deep affection for the C-124 and really enjoyed my association with it.
Don’t know if you are aware that C-124-C
52-1066 is in the Air Force museum at Wright Patterson AFB. It has a different tail number on it now, but there is a plaque that tells that number 52-1066 is correct, so you, as I, no doubt worked on it.
Hope all has gone well with you since your Air Force days.

Buck Bryant, e-mail, 26.03.2022 13:08

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.

Denis Neal, e-mail, 03.03.2022 09:20

Denis Neal Lots a neat comments. I worked on Ole Shakey in Alaska at Elmendorf from Aug 59 till Mar 63. Out of all the comments it seems as though I am the only one who was stationed in Alaska and worked on them. We had one assigned to "Operation Shoehorn" fling stuff into really short runways at the radar sites.Has anyone else been stationed there during this time on C-124s? It was a very forgiving airplane and could take a lot of abuse.

David E johnson, e-mail, 15.02.2022 23:00

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.


Marvin Medlin, e-mail, 27.01.2022 05:00

Went to anartica 1959 Deep Freeze 60 on c124 stayed into 1961,drove a Cat D 8LGP TO Pole from Byrd Station that had been at Little America with Admiral Byrd .Too big to fly 90k lbs unless hauled in pieces .1957 D 4 Cats were dropped at the pole from an A F Globemaster. First one slipped side ways on pallet causing 5 chutes not to fully open from 150 ft. Second D4 was a successful drop & 30 min after was in use.All material ,fuel man power were dropped that year.C130,s ended

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Carroll,Deborah, e-mail, 13.08.2021 04:04

Hello does anyone remember Master Sargent G Carroll Marine Reserve stationed at Selfridge from 1980-1986.
Thank you

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CRAIG DOUGHERTY, e-mail, 16.06.2021 17:35


Michael S BAECHLE, e-mail, 22.05.2021 00:09

There are two Hollywood films featuring a C-124 taxiing.
One is "Strategic Air Command," in which you can hear the brakes squalling like an elephant.
The other film is "Hellfighters." I don't recall if the brakes can be heard.

Susan Gober, e-mail, 04.05.2021 03:09

Hi there,
My dad was SSgt. Richard "Dick" Costa, he was in the AF from1949-1972, he was the loadmaster on the C-124's first non-stop flight over the Atlantic from Westover AFB- Chateau-roux Air Depot France, I don't know the year. He was also at Eielson in Alaska & Hickam. I was just wondering if anyone knew him, or had some stories. He's been gone since 2004, so I'm not hopeful but you never know.

William Heaphy, e-mail, 22.03.2021 07:41

Mr. Monroe and I were both based at Hickam AFB working on the C-124 and C-118 aircraft in the early 60's. I too found myself exploring the RH tunnel during a local training flight. I was only part way into the tunnel when they extended the gear, not over the main gear itself. The shock of the gear doors opening and the MLG unlatching and falling was exceeded by having a birds eye view of "shark city" a few thousand feet below. Opening the firewall door to the engine accessory drive section in-flt. is another thing you only want to experience once. My true love in those days was really the sleek, sexy, C-118. It even had red leather seats in the cockpit, not OD canvas!!

Max Boger, 05.03.2021 17:27

H Wendy . Just got your message on the C124. Nice to hear from you. I went from the c141 at CHS to The 22 MAS at Tachikawa AB from 1967 to 1969 when it was closed down. It was a great tour at Tachi . We had four FEs and two LM who were all sent back to Chs. The 3rd Mas finally wound up at Dover,Delewar.

Bill Monroe, e-mail, 02.03.2021 00:12

I've been in contact with C-124 people over the years. Yeah, it's been a long, long time but I'll never forget when I was flying locals (practice take-offs and landings)aboard 10106, at Hickam AFB, Hawaii. I was just along for the ride and one of the flight engineers decided to put me to work and asked me to go out and check the APU in the #4 nacelle. I was in the crawlway and just over the right main gear when I heard a loud noise and all of a sudden the main gear door opens and the gear dropped down. I was never so scared in my life. I grabbed an oil line and hung. on for dear life. The wind was horrendous. Here I was, a grunt A/2C and I was so angry and couldn't do a thing because everyone else on the plane outranked me. To make matters worse, when I told them what almost happened, everyone had a good laugh. I wasn't amused.

Bob Edwards, e-mail, 24.02.2021 23:46

Here's a question for anyone whose memory or research stretches back to the Korean War.

In the USAF Statistical Digest for FY 1953, Table 76, there's a list of combat and airlift squadrons that operated the C-124. The squadrons are identified by the codes 1-1360P and 1-1360W (troop carrier, heavy); 1-1552P and 1-1552W (air transport); 1-1535 (logistic support) and 1-1534P (strategic support). The table specifies that P means peacetime and W means wartime; but the P and W appear to be different squadrons, with different numbers of personnel.

In the Air Force Historical Research Agency site, there's no reference to any squadron that had these numbers (e.g. there's no "1552nd Squadron"). Does anyone know what the codes mean?

DR R H EDWARDS, e-mail, 19.02.2021 14:21

This question's for Roland Weber and any other C-124 loadmasters from the early 1950s. Did the loadmaster training include the USAF Survival School? The school was located at Camp Carson, Colorado, from 1949 to 1952, and thereafter at Stead AFB, Nevada

Bob Edwards, e-mail, 11.02.2021 22:57

Dear Earl, by chance do you remember how many C-124 loadmasters were stationed with the 15th at Larson AFB when you were there? and do you remember any names? many thanks, Bob

Anonymous, 11.02.2021 22:48

Speedy about your question on the landing gear handle on the C-124. Its been a long time (1963 last time I flew)but when I would go out into the crawl ways to check engines, I would first go to the cockpit and have the pilot put a sign(with a string loop on it) and hang it on the landing gear leaver. The sign said" man in the crawl ways" or something to like that as a notice to not drop the gear. It seems a though the handle was in the up position. The handle had a plastic miniature main gear tire that was red. If the throttles were pulled back too far in flight the tire lit up in red and a warning horn came on. Denis Neal

Bob Edwards, e-mail, 11.02.2021 22:30

Dear Roland, may I have permission to quote from your post in a book that I am writing? The book includes a section on the operations of the C-124 in the Korean War period. Many thanks.

Bob Edwards, e-mail, 11.02.2021 22:26

Dear Fred, may I have permission to quote from your post in a book that I am writing? The book includes a section on the operations of the C-124 in the Korean War. Many thanks.

Bob Edwards PhD, e-mail, 10.02.2021 18:54

Any former colleagues of Robert Bruce Broady, C-124 loadmaster in Korean War, my e-mail is

Bob Edwards PhD, e-mail, 03.01.2021 13:12

Does anyone remember a Robert Bruce Broady from Oregon, who was a USAF loadmaster in the Korean War and probably flew on C-124s? I'm writing a book about an incident in which he may have played an important part.

gene wright, e-mail, 10.10.2020 00:23

I also have newspaper clippings.and a couple of pics of fuselage in the mud. Hurray for mud.

gene wright, e-mail, 10.10.2020 00:19

Hey, been trying to find you friend. I was on that flight. My seat broke and my spine landed on seat tubing. Messed up4 discs i n the bottom and two in the middle. Did not know this until six years later. Many years later I got a copy of the acc report from Kirtland AFB. Memories.

gene wright, e-mail, 09.10.2020 23:53

Was at Ben Guerier in Morrocco once. Winds from the Atlas Mtns was cold, wore a Parka on the flight line. Next day thunder storms. Worked on some of those radio and nav systems.

James C. "Speedy" Wheeler, e-mail, 26.09.2020 17:34

Got a Question; During flight wasn't the Landing Gear control handle carried in the Neutral Position while in-flight? If you can please let me know, My Email Address is: Thank you in advance. James C. "Speedy" Wheeler 19th LSS

Denis NealMsgt USAF Ret, e-mail, 27.08.2020 08:27

Bill i contacted you in AZ. It seems we have so many health problems now (we are in our 80s) We are in Nebraska now and with the riots and virus I don't know hen we will be back to possibly meet you. I still think of you almost being sucked out of the nacelle when they dropped the gear on you in the inboard wheel well. I have been on this site all evening enjoying the comments. One guy a hydraulic mech crawled out with a cargo strap attached to him and unlocked a hung up main gear. Hope this finds you and yours well. Most people who know a little about mechanics don't believe me when I tell them I worked on an airplane with 4 28 cylinder engines.

Denis NealMsgt USAF Ret, e-mail, 27.08.2020 08:09

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

Denis NealMsgt USAF Ret, e-mail, 27.08.2020 06:59

My eyes are giving me trouble can't write much . Look at my new comment on the site Denis

Denis NealMsgt USAF Ret, e-mail, 27.08.2020 06:48

To all but especially to Bruce Harding who was with C-124s in Alaska I was assigned to the 1727h Support Sq at Elmendorf from Aug 59 to Mar 63 I worked on a C-124s Mostly Cs in what was known as "Operation Shoe Horn" We got heavy stuff like Cats Fire Trucks Etc into very short runways. One you mentioned was Sparvon where you had to land on a runway uphill. I went many times to Shymya which was half way to Japan at the end of the Aleutian chain. We had 5 engine changes on one airplane in one month because they had to use max power so much. Take off 2800 RPMS at 62 inches of MP I had an engine Cond Card as an A2C Loved ole Shaky

GARY G MCGAFFIC, e-mail, 12.05.2020 21:46

the red nose lite was called the passing lite as marked on the switch on the overhead panel if you were taxiing
or inflight the procedure was to pass to the RIGHT.

GARY G MCGAFFIC, e-mail, 12.05.2020 21:26

I was stationed at Tachi Feb 1957 to Dec 1958 22nd troop carrier sq. and 1503 Flightline maintenance.

james raby, e-mail, 05.05.2020 19:14

Hello mr wheeler just wanted to let you know that my father Walter Raby passed away this month he was a friend of yours He flew the 124 at Kelly and the xc99

James Raby, e-mail, 22.04.2020 20:52

Hello Jim saw your write up Just wanted to let you know that my father Walter just passed away Saturday 4/18 He was 95 years old He loved his days at Kelly flying the 124 and the xc 99 He logged almost 10000 hours in the 124 After the air force he went to Boeing and flew the 07 27 37 47 57 and 67 Retired in 86 We miss him a lot already!

earle, e-mail, 19.02.2018 03:54

My first exposure to the C-124 was at Dobbins AFB. Before I actually saw the C-124, I heard "trumpeting", and I asked one of the sergeants what the noise was. He was most pleasant and said it was the elephants we were bringing back from Africa. I fund out a little later that day, the sound actually came from the brakes of the C-124. I enlisted and spent five years working on the C-124's as an electrician (technically) all over Europe. It was a wonderful old airplane, a good sleeper with four R-4360's to roar you to sleep, and mostly easy to work on.

Joe Warren, e-mail, 16.01.2018 16:37

I was stationed at the Charleston AFB in1967 attached to the 437th maintenance squadron. My AFSC was 42370 aircraft electrical systems. My first assignment was called the Conduit Shop Here we removed the electrical harnesses in the cowling of the C-124 aircraft when the PrattWhiitney engines were going through overhaul. Once removed, they rewired to be reinstalled at a later time. I looking for photos contact information concerning this facility and their function .Any information concerning this electrical shop would be appreciated.

Bill Monroe, e-mail, 27.12.2017 06:38

Worked on C-124s for over 3 years at Hickam AFB, Hawaii and was told that the red light in the nose was a taxi light, to be used when taxiing. For what its worth. Aloha.

barney sherwooe, e-mail, 14.12.2017 02:06

Can any C 124 expert tell me the purpose of the red nose light on the C 124. We have one at the AF Museum here in Dayton and I have heard different story's of the light

clifton mason, e-mail, 27.09.2017 15:20

Clifton Mason, 25.06.2010
I went through loadmaster school at Dover AFB June and July of 1964. I was stationed at Charleston AFB 17th ATS and flew numerous special missions until Sept. 1966. I took the first C124C to leave Charleston P.C.S. . When the first C 141 replaced it the news media was there on the 14th of Aug. 1965. The C124C went to Hickem AFB . We brought A c124a back to the reserves unit in Fort Worth rwxas. I also trained two loadmasters from Fort Worth when they changed from C119's to the 124. Flew TDY out of RheinMain from Oct. 1965 to Jan 1966. I flew alot of missions in and out of Viet Nam. Met a lot of good people during this time. Don't remember alot of names but do remember some. These people would have been from different squadroms. The 17th the 41st the 3rd and the 76th at Charleston. Also I was at Donaldson AFB from Oct. 62-May of 63, Orlando AFB from May 63-May 64. During my four years of serviceI met alot of people from all over the world and different bases.I loved every minute of it and if anyone remembers these times and places or me please e-mail me. I am trying to find if there are any reunions.

Clifton Mason, 21.06.2010
I am trying to find out if there are reunions of the 17th squadron. I was a loadmaster.

Wayne Weaver, e-mail, 28.08.2017 00:52

I was on duty one Sunday in 1955 when 4 C-124s landed at Oceana Naval Air Station. The first one opened the nose door extended a ramp and a crewman on a Vespa motor scooter came down the ramp. He said they were to pick up some cadets who had been there over the summer. He gave me a complete tour of the aircraft. Very impressive since our squadron was flying the AD-6 Skyraider.

Chuck Lavoie, e-mail, 16.08.2017 20:40

I was and FE on C-124s at Kelly AFB, I agree with Bill Heaphy's comment about spark plug fouling. I too had gone to through an ignition analyzer course and was taught how to correctly keep those 224 spark plugs from fouling.

Bill Heaphy, e-mail, 15.08.2017 08:41

Mr. Bachman jogs my old memory bank. One of the many ground training schools I volunteered for was a 3 day class on spark plugs taught by a factory rep.. Plug tip temps, deposits, use of the mixture control to raise tip temps, along with a good engine analyzer put an end to many of those "recommend block plug change" write ups. That's 224 spark plugs for the unknowing reader. With that knowledge and the fact I loved working on those old recips a few crews found themselves back at the aircraft in about one hour. Taxiing with the mixture controls in Full Rich for a long distance is a good way to foul plugs. A Metro Officer or Flight Line OIC asked me to show him how we managed to get the plugs clean and sat behind me at the Flight Engineers panel while we did it. Mistreating such a wonderful old girl never sat we4ll with me.

Harold Bachman, e-mail, 14.08.2017 10:46

At Hickam 1958-1961. Some crews in wanting to spend more time in Waikiki would take the bird out to the runway, take the engines to full power and foul all the plugs and return for a complete plug change. Can't say I blame them but disliked changing all those plugs.

Jack DeChristopher, e-mail, 26.07.2017 01:18

I was stationed at Hickam AFB in the 61st OMS squadron from 1967 through January 1970. The last year I was there I was assigned as Crew Chief of 52-1004, which is now on display at Pima Air and Space Museum in Tucson, AZ. From what I have learned, out of 448 made, only 9 still exist!
I had the pleasure of going to the museum and see the old girl again...a moving experience. It really brought back the memories.

Bill Heaphy, e-mail, 20.06.2017 03:51

Based at Hickam 1959-62 with 1502 PMS. Was really in love with the C-124 until that slick , sexy, machine came in from McChord. The C-118 became my new love and still is. Was pressurized. Carried pax. Had nice smooth running R-2800,s. Not that oil leaking, jug spitting, R-4360 monster. Was doing a full power check on #2 "motor" on very dark night during the Laos Operation. Master cylinder on front row departed the aircraft allowing the slave pistons to exit there cylinders. Big,long orange flame about 15 feet forward of propeller. ( intake pipe broke off allowing fuel to spray into broken spark plug wire that was firing away). Kid working fireguard was a hangar guy not use to running aircraft departed the scene leaving headset on the ground. Fire department did not wait for a call. Area was full of blue pickup trucks, bird colonels, and little civil service guys in silver suits. When they dropped the bottom cowl section I spotted 4 wrist pins not in their cylinders any longer and bunches of small gears. Total loss. Better on the ramp then in the air though. Trapshoot now with a retired cop named Ken Crowder who was in FLMS at same time. Started me down a very rewarding career. I owe the Air Force a lot., 13.06.2017 08:32

Tech school from Amarillo and to Hickam AFB. 67-70 6486th/61st FMS, Airfram Structural Repair (Sheetmetal.) TRY to P.I., Travis, Okinawa. C-124 our specialty.

Bill Monroe, e-mail, 07.05.2017 03:20

I didn't realize that my email address doesn't appear in my posts. For any of you who want to contact me, I'm at Love to hear from any of you C-124 buffs. I have visited the 124's at McChord, Travis, Hill as well as the Pima Air Museum in Tucson. I've collected pictures from a variety of sources as well as books. Hope to hear from Jim Carpenter or Bob Gillihan. I think I remember you. Aloha

Bill Monroe, e-mail, 07.05.2017 02:45

lohaI was stationed at Hickam from 59-62. An aircraft mechanic AFSC 43151. Worked on C-124's and C-118's. First assigned to 1502 FLMS in base assigned section, worked in the post docks across from squadron HQ. Lived in area 61 in WWII barracks and was later transferred to 1502 PMS when post flight duties were reassigned. I have a strange gift of trivia. I can remember all the tail numbers of the C-124's assigned to the 1502 ATW. I've found numerous pictures of them on line but I've yet to find a sound clip of that screaming expander tube brakes that were the signature of the 124. If anyone knows of has a clip of the 124 taxiing with the APU lending their distinctive sound to the mix, I'd love to hear from you. BTW, I remember Sgt. Boken and it was Major Green when I was there. This last for the benefit of Jim Carpenter who served at about the same time as me. If you read this Jim, let hear from you. I think we will know some people common to us both. Aloha

Al spence, e-mail, 15.04.2017 03:41

Worked on 124s. Looking for anyone that recalls AGENT ORANGE being transported on them

Dennis Tyra, e-mail, 12.04.2017 03:49

Had an ROTC orientation flight in a Shakey in the late '60s. During an engine runup prior to takeoff I thought the whole thing would shake to pieces. I felt like being run through a food blender.

Jim Carpenter, e-mail, 02.03.2017 01:33

I was stationed at Hickam AFB, from Sept. 1960 to Nov/ 1963 assigned to the 1502 FLMS designation 43151 worked in all capacities in maintaining transit aircraft including C135, KC135, C124, C121, C119, C97, C130's and a real piece of work the C133, Worked under Master Sgt. Boken, Squadron Commander was Col. Tom Green. Left Hickam and was reassigned to Elemendorf AFB, AK Left AF in 1965 as a Staff Sgt. which I had stayed for 20. really missed my time in the AF.

Earl Peterson, e-mail, 06.02.2017 17:47

To Mike Combs; I remember making out the Form F that the Aircraft Commander filed at takeoff. The c124 had 11 tanks of 1000 gallons each We used 6lb per gallon

Earl Peterson, e-mail, 04.02.2017 22:23

I was a loadmaster in the 15th TCS in 53 and 54 at Moses Lake and Donaldson. I remember after landing at Donaldson one time, I was in the lower compartment stowing tiedowns when I stepped on the hatch in the floor and tne latch bro i went.It was bout ten feet to the pavement. I was ok, but I still remember the article in the base paper. I had (inadvertenly) stepped on the hatch. The next day all these hatchs were outlined in RED with Do not Step in RED.

James A. Richards, e-mail, 03.02.2017 19:13

I was assigned to the 19th Log at Kelly AFB from Feb 1955 to Nov 1956. Tachi AFB Japan 1956 to Dec 1957. Mostly POST DOCK in support of the 6th and 22nd Sqdns. Enjoyed being associated with 'OL SHAKEY' . MSgt retired 1980.

William Bickel, e-mail, 15.01.2017 21:25

I worked in the C-124 periodic inspection dock at Tachi and also the 780 section from January 1963 till May 1966.

Can anyone recall the dimensions of the loading platform floor?

Deborah Gregory, 04.01.2017 22:07

I am looking for anyone who flew c124's out of Hickam 1958-1962 or Kelly (1952-56) and who might have flown with my father. His name is Raymond Clark and he was a Major at that time. In particular, I'm looking for anyone connected to an incident on a flight from Hickam to Travis where engines were feathered and cargo was jettisoned in order to make the mainland. He was flight commander on that flight.
He passed away a year ago, but he always said that of all the planes he flew in his 33 years in USAF, starting in WWII and through Korea and Vietnam, the 124 was his favorite.
Thank you to all who served.

Ed Foulks, e-mail, 21.09.2016 18:45

A few has talked about crawling out though the wings making tunnel checks.. No one mentioned "P' hole with all the red covered circuits breaker switches.. We had a bird out of the docks, Complete QC inspected, test hopped before someone found all breakers were safety wired with 32m wire, not copper wire...

Ed Foulks, e-mail, 21.09.2016 18:07

Assigned to the 2nd SSS Castle AFB Ca. from 1953 to 1955.. I can still hear the expander brakes sounding like a heard of elephants, the short stacks sounding off.. I really enjoyed the personnel on duty and off duty..

Herb Greathouse, TSgt ret, e-mail, 17.09.2016 13:13

Herb Greathouse, TSgt ret.
McChord AFB, Washington, 1962/1965, 62nd FMS Instrument Shop. During my time there I went on several TDYs, all over the US and out in the Pacific. After seeing the declassified stuff about Area 51 on The Discovery Channel it brings this question. OK, sometime in 63 or maybe it was 64, TDY to Lowery AFB in Denver, Colorado to haul the AF Cadets. The maintenance team and spare parts, we were airborne on the back-up C-124 returning to McChord when our maintenance officer told us that we were being diverted to McCarran airport in Las Vegas, NV to recover one of our C-124s that needed an engine change. Asking why is the plane at McCarran ? All we were told was it was on a desert operation and lost an engine. At the time we didnt think much about it, we did the job and flew home after a couple of days. Today, Im thinking just maybe it had something on board that needed to be off loaded at McCarran. Is there anybody out there that remembers any of this??? Looking back, hell we had Ole Shakies fly home on three engine.

Kenneth M Parr, e-mail, 05.09.2016 03:22

I can send Mike Combs scanned pages of the fuel system from my T.O 1C-124A-1 if he would like them. Need an email address. I flew the aircraft from Oct 61 to Jun 74 at Dover AFB, Tachikawa AB, Hickham AFB, Carswell AFB (Res), and Will Rogers World Airport (ANG).

Carol Ross, e-mail, 26.08.2016 01:54

I'm the widow of an Air Force Vet. who flew on the C-124 from 1964-1965. His name is Bill Ross and he died still trying to prove to the VA that the C-124 flew into VietNam. The response of the VA was the JSRRC did not find that the C-124 with the 19th LSS out of Kelly AFB landed at Tan Son Nhut AFB in Vietnam. So his body being riddled with damage from Agent Orange and letters from crew members were ignored. My husband is another Vietnam Vet now crossed off their list.

Karen Macagno, e-mail, 25.08.2016 01:36

This message is for J.C. "Speedy" Wheeler: My dad, 1st Lt. Thomas E. Schick, was the pilot on #51-156 when it crashed on San Salvador Island in 1956. Perhaps you knew my father? Meanwhile, if you still have them, I would love to have copies of your photos. Thank you so much.

Mike Combs, e-mail, 16.05.2016 12:54

I forgot to ask what the flight range examples are of the Globemaster II. I know the 4360 rated at 3,500 HP consuming approx. 195 gallons of 115/140 Av gas per hour. this means that each engine consumed 11.5 ounces each second where all four engines used about 46 ounces per second. This means that a 55 gallon drum being 7,040 ounces would last approx. 153 seconds before being emptied. At 230 MPH cruise speed; the Globemaster would fly about 3.9 miles in one minute consuming 21.5625 Gal. per minute, 7.8 miles in 2 minutes, consuming 43.013 Gal. of fuel at the end of 2 minutes, and 9.75 miles total flight distance within the last 33 seconds or additional 1.95 miles consuming the last 11.86 gal. of the 55 gal. drum of fuel. So this simply shows that a 55 gal. drum of fuel will last 2 minutes and 33 seconds traveling for 9.75 miles until fuel is exhausted. The only info I lack is the total fuel load with how many fuel tanks, with the number of pounds or gallons of fuel in each tank. I need the location of those tanks in the Globemaster as well. To gather this needed info will give greater life to the stories in my book.

Mike Combs, e-mail, 16.05.2016 10:43

I was never on or around the Globemaster II. I have been writing a book since 2012 based on a true story of me being on the CVS-10 Yorktown Aircraft Carrier. I have recently started adding another section to my book utilizing the Globemaster and the Boeing KC-97 Tanker. One part I insist in putting in my book for the readers are good accurate details. In the first part of my book I give details about the Grumman S-2E Trackers I worked with. I would appreciate any kind of details you would be willing to provide for my story. My first question is How wide is the squared off front opening of the Globemaster? How tall is the opening. Was there any Horn balancing on the control surfaces of the aircraft to counterbalance against the engine's Harmonic distortion causing advanced metal fatigue? Was there ant Horn Balance antenna that protruded from any of the tail wings. Our S-2E had one sticking out of the port side (left)tail wing. Without it the tail section would look a blurr.
How tall was the 124's nose tires and main tires? How wide was the fuselage on the inside and outside at its widest? What was its fuel load in Gallons or pounds? Where were these tanks situated, and how large were they in volume? What was some of the odd quirks about this big Loadmaster? Please don't send info from Wikipedia because so many sites repeat their information. That's just redundancy of correct or incorrect information. I want info from various sources. If these sources worked on or flew in these aircraft, then so much the better. I would appreciate anyone's help. Photos of its interior would be even better. Anything you want to add is fine with me. I will do my best for this information not to disappear or die away into oblivion.

Bruce Gessel, e-mail, 11.05.2016 01:30

We had wingtip heaters to deice the wings but the nose could build up a lot of ice. We would go down and jump up and down of the doors to break it off. Gave me a creepy feeling but the latches worked really good. It was fun to go under the cockpit and squirt the copilot with a water pistol to wake thjem up.

Bruce Gessel, e-mail, 11.05.2016 01:23

I agree with Mike Baechle, I don't think Shakey could do 323 straight down at max power. Our cruise speed for the years I was in them was about 206. And altitude.... we usually took the southern route (Route 66) because we had trouble getting over the Rockies. I remember flying to Port Moresby and having to get an actual weather report because we had to fly below the mountain tops.

John Hille, e-mail, 15.04.2016 21:15

Ron Piper, I was at Hill, 28th the same time, engine conditioning shop. There is a lot of conversations on here from 28th guys. Just go back a bit and you will find them. We come and go.

Ron Piper, e-mail, 03.04.2016 00:11

All the talk about 124's in Hawaii, Japan, Travis and not one mention of 28Th LSS at Hill AFB? I served as Hydraulic Mech. 1960-62 "Bubble chasers" 28th LOG. ( 51st FMS Okinawa prior F-86, F-102)

Sgt Ted Matthews, e-mail, 31.03.2016 12:29

Arrived Tachikawa afb sept 1950 turned 16 yo in Nov operated AOCP dept 1951 rec,d 26 C124,s shortly after 13 were grounded because of electronic failure I put all on anfe limtd flying for no deicing equip couldn't get elect parts I called Douglas direct but no direct results.I didn't know I wasn't allowed to do that but I did anyway.Left Jan 1953 c124,s still down

Don Wilkerson, e-mail, 26.03.2016 21:38

Worked on the C-124 at McChord from 67 to 70. Transferred over to the C-141 when the 124 went to the Bone Yard. Loved working on the aircraft. On operation to Alaska we hauled M-60 Tanks. It would carry a heavy load.

Walt Martley, e-mail, 25.03.2016 19:29

Speedy, I remember you. I arrived at Kelly in January of '55 and left for Burtonwood, England in late '56. RONs in England were so entertaining that I actually VOLUNTEERED to go there, and to my surprise, the Air Force let me go. Remember the Long Bar in Manchester?

Robert 'Bob' Gillihan, e-mail, 21.03.2016 20:42

Forgot to type in email address for those who would like to 'talk' directly. Email:

Robert 'Bob' Gillihan, e-mail, 21.03.2016 20:39

I was an aircraft mechanic in the USAF from 1958-1066. First assignment was the 1502d FLMS at Hickham AFB, HI from '59-'61 working on transit C-124s, 'Old Shakey'. Also worked on C-97s, C-54s, Navy C-121, and was assigned as Crew Chief of a C-118 for last year there. Did the start of 2d enlistment at Pope AFB, NC on C-123s that supported Ft. Bragg until they were replaced be C-130s and since I was a recip mech I was transferred to McChord AFB, WA and finished my Air Force career in an inspection dock on C-124s., 09.03.2016 23:47

Would love to share some memories with any other loadmasters from MaChord 1965 / 66. 7th sq. I recall a few names. David Blood, Virgil Delker, or Jim Baughman fro the 4th. I loved the old Shakey bird and had a hard time adapting to the c130E but had some great times with others stationed at CCK 67/68

James C. "Speedy " Wheeler, e-mail, 28.02.2016 18:16

I forgot that this site does not make your email address available so, Here it is:

James C. "Speedy " Wheeler, e-mail, 28.02.2016 17:57

Hello Folks, I hope there a few of the old members of the 19th LSS still out there and reading this. I was with the 19th from Feb. 1956 until May 1960. I was assigned to C-124A Number 51-150 crewed by MSgt William J. "Nick" Nichols. I would love to hear from anyone who might like to share their experiencies with the 19th LSS.
"Speedy" Wheeler MSgt Retired

Jack Storey Jr, e-mail, 08.02.2016 01:49

I'm looking for any articles, newspaper clippings, etc for a C-124 crash at Broome County Airport in NY on or about Thursday, September 5th, 1957. My dad, Jack Storey, Sr., was the radio operator on that flight. All 9 crewmen survived. Crewmen were: Pilot Capt Richard Cudworth (deceased now), Co-pilot Capt William C. Sneed, Tech Sgt Kenneth Virdell, 1Lt Frank G**utas (can't make out the complete spelling of name), 1Lt Frank Albred, A1C Jack Storey, Sgt Roy Bass, A1C Robert Mashburn, A1C Ralph Johnson.


D. Eck, e-mail, 05.02.2016 20:36

I assigned to "Load Master" for the C124 during the early 70's. I remember transporting "Agent Orange" into Vietnam but can't found evidence for the VA. I have late stages of Parkinson and I am trying to file a claim with the VA. Does any know where I could look for evidence or remember anything that could help me...

Bill Ross, e-mail, 18.01.2016 21:15

Can anyone put me in touch with Deb Gregory who lost her father in a 1966 Spain C-124 crash? My father was, at that time, the commander of the 15th TCS and I have a memento from the service at the Base Chapel that I've had for 49 years. Thanks

Mike Baechle, e-mail, 06.01.2016 17:18

Anyone wanting a book with a lot of C-124 photos and diagrams, including photos of the various crew positions, and a few interesting stories, can find them in a book by Earl Berlin. It is listed on eBay, if you search under C-124 Globemaster".

Mike Baechle, e-mail, 03.01.2016 22:03

C-124 loadmaster 1965-1966, out of Hunter AFB, Ga. The C-124 was a wonderful airplane, just tremendously interesting. When my unit started phasing them out, I was transferred to a C-130 unit. The contrast, in terms of comfort, was as if I had moved from the Waldorf to a tent. I'd like to comment that the performance data usually published about the C-124 are just plain false. Top speed 323? Maybe in a max-power dive, but I doubt it. Ceiling 20,000 feet? Maybe if you were empty and had 40 minutes to climb to that altitude. Cargo capacity 65,000 pounds? Only if you had a mere 10,000 pounds of fuel aboard. Actual C-124 cruise speed was 200 kts, usual altitude was 10,000 feet plus or minus, actual cargo weight capacity with enough fuel aboard for a 10-hour mission was 25,000-27,000 pounds. By comparison, for the C-130, actual data were: cruise speed was 280-300 kts, usual cruise altitude 25-35,000 ft, cargo capacity for a 10 hour mission was 25-30,000 lbs. So, although the C-130 was somewhat faster, it carried about the same weight on a mission to Vietnam; but what the C-130 (and the C-141) could NOT do was carry bulky items of the type the C-124 routinely carried.

Gene Wright, e-mail, 28.12.2015 03:33

WILLIAM F. RUPNICK, 08.12.2010 Would like to contact this man. I was on the flight he mentioned in Canada. Any help appreciated.

gene shudrue, e-mail, 29.11.2015 00:49

L/M flew out of westover 1953/54 attached to 1600 A.T.S.
flew with 15th 20th &31st , anybody still around?V.bREEN.j LANKOWSKI j.sPENGELER j.chadwell

Dave Newell, e-mail, 21.11.2015 06:59

Great reading all these comments. I cross-trained from Air Freight to Loadmaster in 1962 while stationed at Tachikawa,Japan. Begin flying Ole Shakey with the 22TSC at Tachikawa in 1962. Most of our flights were to Kadena, Clark, and then in-country (Vietnam) Lost count of how many times I flew into Vietnam until I rotated from Tachi in 1965. Wish now I had kept better track of the flights and loads we carried. Would be interesting reading now. Great Airplane. Loved every minute I had on her.

Troy D. Jackson, e-mail, 20.11.2015 21:57

Yes during 1960-62 at Clark AB, Philippines. Also the Fred May, 29.07.2015

Yes, June 1960- June 1962 Clark AB, Philippines. I personally was logging in and shipping out, loading and unloading the Chemicals and the T-28's "Secret" air force "supplies" used for "training the GREAT SVA pilots BS" Under "Secret" Security Clearance when I arrived in the Philippines in June 1960. I was handling, shipping and logging "Secret" bodies out of NAM under "Secret" Security Clearance. Don't look for any documentation you won't find any! Ask the Stars and Stripes PR Personnel. If you saw it you didn't see it, it didn't happen! I know for a "I saw it fact" that they were using it while "I was there" and it was being used in spraying NAM.

Troy D. Jackson, e-mail, 20.11.2015 21:37

Yes during 1960-62 at Clark AB, Philippines. Also the T-28's "Secret" used for training SVA pilots "BS" that were used to spray the crap. The Vietnam war was going on before I arrived in the Philippines in June 1960. I was handling and logging bodies out of there under "Secret" Security Clearance. Don't look for any documentation you won't find any! Ask the Stars and Stripes PR Personnel. If you didn't see it, it didn't happen!

Troy D. Jackson, e-mail, 20.11.2015 21:12

I was in a Belly landing at Travis AFB, Fairfield, CA in December 1956. Crew was 1st Lt J.J. McGuigan (Best darn Pilot ever in my opinion), Co-Pilot 1st Lt William J.H. Foster (same) M/Sgt Ocal Mizell Engineer, T/Sgt M.S. Ensor Scanner, A/3C E.P.Ponton Scanner and myself A/3C Troy D. Jackson Scanner. Our Landing gear failed all efforts to get it to go down. We flew until the fuel ran dangerously low as we circled the Base. Finally (Thanks to our Pilots, we had a (.01 in a 100 to survive the crash)the other 99.9 percent was used praying and asking God to forgive us for crapping in our pants and the other .01 percent goes to the miracle workers 2000 x 30 foot strip foam on the runway the Base Emergency Response Team laid down. There is no record in any of our Medical or Personnel Files about our enlarged rectums from crapping or PTSD prayers we appealed to God. There was a cover-up of this accident and only a report by the USAF PUBLIC RELATIONS OFFICEER and BASE COMMANDER put out to the Media! To cover their own a$$e$!
If it weren't for the picture and news articles I got out of newspapers, that my mother put in her FAMILY BIBLE, and thought had misplaced or inadvertently thrown away, no one would have known about this CRASH. Troy D. Jackson

Jim, e-mail, 15.11.2015 01:51

Does anyone have any information on the C-124C that crashed on Jan. 22, 1965, killing all? Registration number of the aircraft was 52-1058; it crashed into Mt. Helmos near Greece and my brother was one of the 10 that died. We never received much information from the USAF and I would really like to know more about this crash. Thanks.

James C. "Speedy" Wheeler, e-mail, 26.10.2015 14:20

Good Morning John,
Thanks for the nice comments. First, the C-124A number 51-158. The timing you gave fits at least very closely with the transfer of aircraft of the 19th Logistics Support Squadron (LSS). I left the 19th in April for a tour at Lajes in the Azores and shortly after is when I believe the 19th updated their aircraft from the C-124A's to the C-124C's.
On my opinion on the fuel question, I took the 4th of more than 60 of the EC-47's from New Hampshire to Vietnam. Of course the aircraft had 4 fuel tanks with a total capacity of 804 Gallons. When we reached California we had 2 250 Gallon tanks installed in the fuselage giving the total of 1304 Gallons. Our longest leg was from Guam to Clark AB in the Philippines of 13 hours and 25 minutes. Normally fuel burn is taken to be 100 Gallons per Hour so you can see we were VERY LOW ON FUEL. Speedy

john Hille, e-mail, 26.10.2015 04:59

Speedy, enjoy all your post as ell as all the others. Seems you have an incredible recall as to the specifics of numbers. We used two bladder tanks when we ferried the C-7s back from Nam, but I sure don't remember the gallons of them. However I do remember in great detail everything we did during engine conditioning, i.e. mag installation, air/valve checks and after phase run ups to check all the systems. I think I could work the engineers panel blindfolded. Some things one never forgets, and I do think the more you enjoyed the things you did the longer you remember those things. Oh, and those planes that flew non-stop Hickham to the East coast--maybe they went to 35,000 feet and caught the jet stream. Well, just saying.

James C. "Speedy" Wheeler, e-mail, 25.10.2015 15:08

I know I have been in here several times but I enjoy the reading as I did serving with the aircraft so I hope you don't mind another comment/opinion.
Whether or not the C-124 could fly from the east coast to Hawaii without stopping for fuel, why would anyone be foolish enough to want to try because if you do you have only two options, Land in Hawaii or in the Pacific.
Not on the C-124 but the old C-47 I took to Saigon, our longest leg was 13 Plus hours flying time with a Max Load of fuel (with 2 extra tanks) of 1304 Gallons, we landed on Fumes Only due to weather/wind changes. I hope you forgive the comparison. J.C. "Speedy"

Reece, 25.10.2015 06:04

We took a couple of 124s from Barksdale AFB, LA to Hickham Field in 1970 in support of a Hawaiian National Guard Exercise. We stopped at March AFB, CA both ways to refuel.

John Hille, e-mail, 24.10.2015 21:17

Reading the last couple of comments about flying the ol' bird non-stop from Hickam to the east coast has got to be a figment of imagination, and I'm not implying it's untrue, but the range, with full fuel load is stated as 4039 miles. the distance from Hickam to Charleston is about 4750 miles, as the crow flies. Even with good tail winds flying the extra 700 miles beyond the range is quite a feat. Took us two weeks to get good enough weather to fly some C-7 Cariboos from Hickam to Travis. Actually for the pilot to even attempt to fly that distance took a lot of balls, as the saying goes. That alone would have overloaded the aircraft. We had a pilot try to fly from Rein Main to Donaldson, arrived Donaldson, was told on final to do a go around for some reason. He did not have enough fuel for a go around, but luck was with him, as the Greenville airport was on the same heading just a few miles North, so he continued to make an almost dead stick landing there. He was later charged $500.00 landing fee. So it goes!

Jack Hoyt, e-mail, 22.10.2015 14:38

I served as a copilot in the 1st SS at Biggs in 1953 - 1955. I remember a ship in our squadron that flew non-stop Hickam to Charleston (obviously without refueling)... Note: SAC 124s had disconnected autopilots in those days. Hand-flew them all the way.

Bob Lassiter MSGT USMC, e-mail, 14.10.2015 04:00

MT Dad, John Lassiter was a flight Eng. at DAFB During the 50/60's. Enjoyed the 10 years as a dependent there. Retire as a Msgt in the USMC.

James C. "Speedy" Wheeler, e-mail, 12.10.2015 15:51

This is in reply to the note left by Don Goodfleisch.
Don it has been a long time, 45 years to be exact since I was on the C-124's at Kelly but to the best of my failing memory, the C-124 would not have been able to make it from Georgia to Hawaii without refueling but I could be wrong. Just another stick for the pile. I am now 77 and except for the memory loss I guess I am doing pretty good. Hope you have a great day. Speedy

Don Goodfleisch, e-mail, 10.10.2015 16:49

I am trying to find anyone else who knows that Agent Orange was carried on C-124's to Vietnam. Please e-mail me at Thanks

Don Goodfleisch, e-mail, 10.10.2015 16:43

Don Goodfleisch. I served at Hickam AFB from 1967-1970 as a recip engine mechanic in the build up shop and finally on the flight line doing transient aircraft maintenance. Ron Reier, Curt Roessler were assigned there from Travis and still maintain contact. We often wonder where the others who we worked with are now. We had many good times there. Anyone who can provide info on Tom Reed, Joseph Thibault, or anyone else there from 1967-1970 would be appreciated. I recall a C124 that arrived with a log entry stating all 4 engines over boost on take off from Georgia (I think) requiring all engines r&r. That crew went home via Pan Am. But they got 4 brand new engines, The build up shop at Hickam was rated as the best in the Air Force; can't help but wonder if that crew knew that. Anyway, email me with any info you may have please.

Willie (Bill) Ross, e-mail, 14.09.2015 14:46

19th log.1962-1966 logged about 150 hrs a month in shaky 2 and 1/2 years,late 63 to end of 65. changed out generater #4 eng. in flight.4 to 5 flights into viet 28 small-arms rounds in the ass-end in 64 (1078).flew everything they requested in (Yes even AO )flew Bodies out to Clark. made crash landing at Tachi (Japan)12 foot visibility 28 days for repairs.Lost all 4 engines coming out of Chianye,green engineer,fogot to hit boost pumps,when he switched tanks,blue stacks and cyls get her going again.Thank about it,alls quite at 9000 ft. on a 124.Iwould love to fly on her again (ALL SMILES)


Walt Martley, e-mail, 27.08.2015 15:30

I am still trying to locate a piece of aviation art that depicts a bunch of crewmwmbers playing cards on the flyaway kit that was stowed back behind the elevator. Anyone with any ideas please scribble to me.

19th Log, 55-56
Engine mech, lowpaid flight mech
Crewed 51-150

John Hille, e-mail, 22.08.2015 23:59

A comment on your post Speedy. Somewhere along the way 51-158 got transferred to Donaldson AFB, SC. I went to Donaldson from Morocco in April of 59 and after working flight line maintenance for about 6 months I was assigned crew Chief on that C-124. The first month I made crew chief of the month, after a ton of work by myself and my assistant to make it the best looking aircraft on the line, and of course generating the least amount of write-ups during the month, but that by the grace of God more than what we did. Douglas made a painting of 51-158 as a presentation gift to whomever they decided to give them to. I found one in an antique shop in NC about 10 years ago, framed beautifully and with the name of who received it. I bought it, and it now hangs over my fireplace in my den. Loved that airplane!!

Reece, 18.08.2015 06:53

Thanks for sharing that information, Speedy.

J.C. "Speedy" Wheeler, e-mail, 16.08.2015 19:12

Well this morning I decided to add a little bit more about the first tour with the C-124's and the 19th Logistics Support Squadron (LSS) at Kelly AFB.

We had 13 of the C-124A's with the following numbers. 51-108, 51-109, 51-110, 51-115, 51-150, 51-151, 51-152, 51-153, 51-154, 51-155, 51-156, 51-157 and 51-158. Isn't it amazing I can remember all those numbers and can't remember what I get up and go the bathroom for at night?

Now the odd part; as I began I was going to give a bit of information on the only loss the squadron ever had. That was the loss of 51-156 on 16 August, 1956, 59 years ago today. The crewmen on board numbered 13, the number of men lost was only 1 while the aircraft was totally destroyed and then burned. I have 6 photos of the wreckage should you desire copies.

Personnel at San Salvador AFB, Bahamas were in urgent need of these materials due to the devastation caused by Hurricane Betsy, so two C-124 Globemasters were prepared to fly in supplies.

On departure from Patrick AFB at 05:31 the takeoff weight was 173,741 pounds which is within the limits of 175,000 pounds gross takeoff weight. The first C-124A 51-110 landed at San Salvador on runway 28 following which the pilot contacted 51-0156 to discuss the best direction for landing. The captain of 51-110 advised the crew that landing on runway 10 looked the most favorable as the wind sock seemed to indicate a wind from slightly east of south. San Salvador radio had given the winds as southeast at eleven knots. After a low pass over runway 10, and following the traffic pattern at approximately 07:35 he turned final approach. A crab was established to counter the cross wind from the right. As the C-124 was passing over the approach to the runway, the crew felt a jar on the right gear and thought they had made a hard landing on the right main gear. The captain prepared to make a normal hard landing recovery but the aircraft continued to settle on the right side, sliding down the runway and off the right side, finally stopping with the flight compartment tipped to the right at an estimated 60 degree angle. The aircraft had turned approximately 145 degrees to the right. The crew in the flight compartment escaped through the co-pilots window and to a safe distance.

J.C. "Speedy" Wheeler, e-mail, 15.08.2015 02:51

This is in response to a question by "Mike" on 12/10/2012.
It has been 45 years but I believe the exhaust port on the forward fuselage will prove to be that of a gasoline powered cabin heater mounted in the nose compartment. Anyone else have further, please add your say. J.C.

Fred May, e-mail, 05.08.2015 02:28

Would Ura A Matthews please contact me at

Fred May, e-mail, 29.07.2015 17:49


Leon S, e-mail, 25.07.2015 22:21

@ Speedy Wheeler,I to was at Kelly w/19th Log Oct'59-Aug'60
in the PE dock, Msgt McVey(sic)name comes to mind. Vol. for Japan ended up at Tachikawa '60-'62 w/1503 FLMS, TDY's to
Okie,Korea,Clark,DaNang. Wouldn't change a thing, great times and PPL that I met and worked with.While at Tachi I noticed the flare pistol wrapped in a cloth "bag" and always laying on the floor of the Navigators table, so I sent in a suggestion to mount a 'Holster"on the Navigators table leg for the pistol. Funny thing that a few mounts after I was discharged('62) I received a check from the AF for $50. for the suggestion. That was pretty cool.
Nuff said

kitty headley, e-mail, 22.07.2015 01:57

All i can say is we lived off base as a dependent of a young service man he was a machanic with the1503 squadron and these planes would fly right over our house. I wad young so i just took it in stride. Don't know how it would sound to me today. Miss that time in my life and all the people that were in it.

Steve Terry, e-mail, 17.05.2015 08:34

I'm hoping to find out some information about my uncle. His name is Capt. Howard L Pruden and he flew C-124's out of West Palm Beach AFB. On August 21, 1956 he and the crew were apparently doing touch and go's when a prop "cuff" came off the #2 engine, went through the wing, severed the controls and the plane crashed shortly after take off. Tragically 3 of the crew of 6 died. My Uncle was one of the 3 survivors. His daughter (my cousin) recently passed on and I was given his "Distinguished Flying Cross" and a photo album showing pics of the wreckage, my Uncle with the Sgt. whose life he reportedly saved and him receiving the DFC. It's been long time since the crash and my Uncle pass away in 1980, but if anyone knew my uncle or has any information or remembers anything about what happened I would like to hear from you and would share any information or pics that I have.

Steve Terry 801.263.3331

Walt Martley, e-mail, 15.05.2015 20:36

Engine mech/flight mech non-431 style, at 19th Log in 55-56 on A/C 51-150.
I am looking for an aviation art painting of some guys playing cards on the flyaway kit behind the elevator. If anyone knows of it, please scribble to me at

Reece, e-mail, 24.04.2015 00:11

I just came across this site today. Glad to see so many fellow "Old Shaky" lovers. I was a recip. engine mechanic on the ole girl from 1966 to 1971. I have a piece of equipment that I think came from the 124 that I would like to identify. Not sure how to load a photo of it on this blog. It is U-shaped, 27 inches tall, 20 inches wide, and the bar itself is 1" diameter. Each end of the U has a slot that attaches to something. It is very light, probably aluminum. I believe it came from the inside of the fuselage, and may have something to do with the web seats. Let me know if you can help. I can send a photo. Thanks, Reece

Fred May, e-mail, 20.03.2015 00:50

John Way Just started reading and got the biggest kick out of Mag Check Charlie. I also flew the 124 as a loadmaster 63-64 and every time we were leaving Wake Island we also had a Shark at the end of the runway and his name was Reject Charlie and if you did rotate you would be his meal

Fred, e-mail, 19.03.2015 21:29

I was a loadmaster on C124 A/C out of the 7th Troop Carrier Sqd. McChord AFB in 63-64. Trying to locate crew members who may have flown the Saigon sorties around Sept -Nov 63 delivering Agent orange and other Hazardous chemicals to Tan Son Knut. Va is saying C124 aircraft did not haul agent orange or hazardous material to South Viet Nam in63 as part of the build up. Can anyone verify what I know to be true. 828-863-4748

Alyce Hansen, e-mail, 08.03.2015 04:00

My dad David gouge flew the c-124 at castle and pinecastle afb I in the mid and late 50s They were my aunt and uncle but we're the only real parents I knew--they are both gone but my memories of af life and them are unforgettable--some names I knew were Krause,temple,high,blum

David Saaks, e-mail, 02.03.2015 22:27

I flew the C-124 out of Travis AFB from 1963-1967. My first assignment was with the 75th ATS where I flew co-pilot and then upgraded to Aircraft Commander. When the 75th transitioned to the C-141 I opted to go to the 85th ATS where I flew as an instructor pilot and flight examiner. I left the Air Force in 1967 with approximately 3300 hours of flight time, mostly in "Old Shakey" Many wonderful memories of those years.

Michael Vega, e-mail, 25.02.2015 06:55

I went to Aircraft Mechanic school Shepard AFB for 43131A school in April 1969. After completing school was assigned to the 61st OMS squadron at Hickam AFB Hawaii. Worked on C-124 in Major Inspection Hanger night shift working Landing gear and flight control cabeling. Remember Jacking Aircraft and doing adjustments and changing braking dics and wheels. Interesting work. Crawling through the wings lubeing cables wasn't much fun..Working flight line was exciting.Watching those R4360's rev up. Only was in 61st for a few months then reassigned C-124's to reserve units. Got assigned to the 619th MASSQ then we worked on every acft stopping at Hickam C-124. C-118, C-121 C-97 C-133 Went to Travis to train on Jets 43151E school then worked on C-141 and C-5A was last acft I worked on before Getting out in Augt 1972. What a experiance Loved my time at Hickam Would love to hear from anyone assighed to 61st or 619th during that time.

Mike Vega

jerry zieman, e-mail, 11.02.2015 04:09

was at robins 1961 -66.Was on the crew whenwe lost53-10 at Wright Pat due to fire.Don Cook are you still there?

James C. "Speedy" Wheeler, e-mail, 02.02.2015 15:16

In Feb. 1956 and fresh out of Tech School I was assigned to the 19th Logistics Support Squadron (LSS) at Kelly AFB and went to work for MSgt William J. Nichols on C-124A number 51-150. I worked here and flew with the aircraft all over the Pacific, Europe, North Africa, the North country (Thule Greenland, Iceland, etc..) until I drew my first overseas assignment to Lajes AB, Azores in April 1960. Flew literally Hundreds of hours as a Flight Mechanic here.
Then on my return from Vietnam in 1967, I was again assigned to the 19th LSS an YES, Nick was again or still here. Nick would pass away about a year after I return and a larger funeral I have never seen.
I have for 50 years said that William J. Nichols (Nick) (CMSGT)retired, was the greatest influence on my later life with his professionalism.

Deborah Gregory, e-mail, 24.01.2015 06:10

I am looking for anyone who flew c124's out of Hickam 1958-1962 and who might have flown with my father. His name is Raymond Clark and he was a Major at that time. In particular, I'm looking for anyone connected to an incident on a flight from Hickam to Travis where engines were feathered and cargo was jettisoned in order to make the mainland. He was flight commander on that flight.
He passed away a year ago, but he always said that of all the planes he flew in his 33 years in USAF, starting in WWII and through Korea and Vietnam, the 124 was his favorite.

Thank you to all of you who served.

Gene Clayton, e-mail, 14.01.2015 23:34

I was crew chief on the C-124A & the C-124C for 12 years. 1961 to 1972. In 1972 I had one with a GTPU. The only one in our squadron with a GTPU. The C-124A had the old removable engine cowling. The exhaust system was terrible. The exhaust ports were sweated in on the old -20 engines & were bad to blow out. The Ignition system was the high tension ignition system with seven magnetos. I remember when a contract field team changed the engine cowling to the "Orange Peel' A great idea. We would fly from Tinker AFB to Vietnam. 100 hours flying time. We would fly from Hickam to Tinker in 18 hours nonstop. We delivered a big red firetruck to Ascension, Is in the Pacific. We had to remove the upper deck from the cargo section, let the tires on the firetruck half-flat & remove the red rotating light from the firetruck in order for it to fit inside. I practically flew around the world on "Old Shakey" & loved it. Worked my tail off!!

tom siwek, e-mail, 13.01.2015 04:33

was also a member of the 61st field transit squadron at hickum and loved every minute of it. worked on 124-c97-and others. still remember the anchor inn right outside the back gate. They Had the best french onion soup I have ever had.

ira g' briggs, e-mail, 31.12.2014 22:07

I was a panel flight engineer In old shakey and have over
8000hrs in the air in this aircraft.
and was an instructor of ingineers on C124 aircraft for

John Walls, e-mail, 26.12.2014 22:23

how do I get a Picture of radio operator position and equipment

julie(Giakovmis)Franco, e-mail, 09.12.2014 03:27

If anyone knew my father, Major George K. Giakovmis,who died in a C-124 Accident on Iwo Jima please contact me.He raced hydroplanes in Japan as well as belonging to model airplane clubs. Based at Tachikawa AFB from 1946-1955 with a short time at Moses Lake,Washington.I would especially like to talk to Mr. Watkins who was a crew chief for the C-124 and was to return to Japan on that fatal flight back but was replaced by another person.Thank you for any information I can get on

James C. "Speedy" Wheeler, e-mail, 25.11.2014 15:27

Forgot to leave you my email address so here it is: I was in the 19th LOG from Feb. 56 until May 60 and again from Aug. 67 until it was de-activated.
Remember them they were called "Bird Cages" about a dozen would make a load.

James C. "Speedy" Wheeler, e-mail, 24.11.2014 14:21

How many of you old 19th LSS folks remember what entire Load for our birds as big as it was, could be hauled out to us in One Pickup Truck and in just One Trip?? SPEEDY

Ura A. Matthews, e-mail, 22.11.2014 23:46

Ssgt U.A. Matthews, I was the loadmaster on acft 490258 that went to Nebraska in July 1969 along with L/C Billy Morrison, pilot, Capt Sam Lane, co-pilot, Tsgt E.J.Blanchard, Flight Engineer, and Tsgt R.P. Lloyd, Flight Engineer. When we were on approach, I was sitting in the back scanning the right wing when the pilot said we were going to do a pop-up. I grabbed ahold of the bar that the seats are attached to and held on. We were really "busting up the base" and then we popped up. Old Shakey really shook!!! The inside compartment buffed and expanded over and over until we leveled out and started our approach again. There is a dvd of this event and it is put out by the Military History Archives. We taxied in and stopped engines and I opened the nose doors and lowered the ramps and we proceeded to be greeted by the Governor of Nebraska and the Air Force Commanders and dignitaries. It was quite a day and the weather was great. Now the aircraft is at the muesuem (sp) at Dover. There is a tour video of this aircraft if you go to Google and type in "C-124 In Action" and watch the tour. There are some minor errors but they are forgiven. This plane can not carry 440 combat troops and in the movie Stratigic (sp) Air Command with Jimmy Stewart this aircraft can not carry a 18 wheeler fuel truck and all those troops together. Makes for a long day loading. I got on the C-124 in Aug 1965 after we lost our other acft C-119 which went to Clinton County, OH. When I got on we were hauling troops from Charleston to Travis constantly due to an airline strike. Later we started picking up missions that the C-141's were suppose to do but they were getting thin. I read in a comment up above about hauling AO. Yes, we hauled AO from Travis to Vietnam. I was briefed that I was hauling "automobile parts" and I didn't find out what I was really hauling until I got to Clark and the traffic sergeant looked at my cargo manifest and jumped up and down and wanted to look at my load. I was hauling "bars, rockets, hand grenades, all kind of munitions." When I got back to Travis I reported the one who briefed me with an "OHR" and he was removed.
The ramps are lowered by cables that came off of a hoist and were stowed on each side of the plane by what we called "a closed circuit cable", just to keep the cables from getting tangled during on-load and off-load. @joe schara, the elevator platform measured 88" x 108" and was raised and lowered by two hoist that were on a rail system at the top of the fuselage. I am sure there are photos around somewhere due to when I was at Wake a photographer was taking pictures of me loading an aircraft engine. The aircraft engine container was longer that the opening of the elevator well, so it had to be tilted and you had to make sure you didn't attach the cables at the bottom of the container or it would be flipped upside down and that is not good, so the cables had to be hooked at the top of the container. Seems like the ramp cables were hydralic driven because you opened them while the engines were still running using the hydralic pumps., The hoise up above on the rail used acft power or power generator power, since they were electric. Also, you had to stow the hoist on the rail to the floor so the hoist wouldn't run up and down the rails during take-off and landing. I flew on Old Shaky from Aug 1965 to July 1972. It was fun and I wouldn't trade any of it for the world.

Bob Archer, e-mail, 05.11.2014 00:06

Would Bruce Harding please contact me on, as I am interested in the accident involving an AAC C-124 at Cape Newingham in 1972. Many thanks

Bob Archer

tom nolan, e-mail, 10.10.2014 17:54

I had the privilege to have worked on this aircraft as a engine buildup and flight line mechanic from 1968-1970 at Hickam AFB Hawaii. My fondest memories were when opening the (clamshell) cowling doors during the swing shift, and hearing all the exhaust studs roll down. This dictates your workload for the night. We had engine changes down to 3 hours. A record I understand at the time.

Pepe, e-mail, 30.08.2014 00:07

C-124 A & C autopilots were functional when they were properly maintained until (at minimum) 1970. The IRAN contract for which I flew acceptance test, required in-flight testing of the autopilot and autopilot approach, which incidentally, was very good. MATS policy, however, (and I flew MATS "Shakeys" for four years)was "do not use the autopilot for approaches" Strange things in those days.
But, it was a great airplane, took me around the world (twice).

Gene Zutell, e-mail, 19.07.2014 23:18

In March, 1967, I hitchhiked in a Globemaster from Norton AFB in southern CA to Guam in three days, with overnights in Hawaii and at Wake. The cargo was a Huey chopper. The pilots seat in the Huey was the most comfortable place to sit. So, I may be said that I flew across the Pacific in the Huey. The above listed cruise speed of 323 mph is far higher than the 180 knots (approx.210) that we averaged on that trip.

Bruce Harding, e-mail, 18.07.2014 19:22

I was the last loadmaster on the last c-124 in the USAF. I was assigned to the 5041 st in June of 1972. We had two aircraft. There were three uphill runways in Alaska. One way in and one way out. We crashed one at Cape Newingham in the Fall of 72. No one was injured. I was told that for years the station used it as a boat house. The acft was pulled on the side of the runway with the clamshell doors pulled open. There was no aircraft then and now that could do what the C-124 did. We took large outsized cargo (like dump trucks, road graders, etc. and landed on 300 ft uphill runways. Once you were on final approach, there was no go around. You either landed it, or you crashed it. Couldn't out climb the mountains. The C130s could carry the weight, but not the size cargo. I was on C-141s, C130s, C123s, C-47s in my flying career.......but the best and most fun acft was old Shakey. Everyone in the crew wanted to operate the overhead hoists. And of course they did. At 65 below was all hands on deck to offload and get back to Elmendorf.
We had a small squadron with some excellent people.
Loved my time as the very last loadmaster on the C-124. The last acft flew in 1974 and later disassembled at Elmendorf.

Dan Lucey, e-mail, 18.07.2014 04:44

Have been reading and looking for old names from the SAC 2ndSS. I have bragging rites for a couple of things. We left Hickam headed for Travis in Cal. in the oldest C-124 flying. 49-235. With a good tail wind and 3 great maintenance people we logged 8 hours and 15 min. from block out to shut down. the previous time was 8 hr. 30 min. The maint. crew was C/C squeeky McEwen, me Ed Nelson and Jim Mason. Acft Commander was Lt Buck.
since I am writting, I saw that someone had asked about a C-124 nose gear collapse at Clark AB. I was there in the ramp control truck. Cargo 2. I did witness the collapse and called for emer. equip. Not much could be said about a sad situation like that.

Jack, e-mail, 17.06.2014 18:42

Further on my last post . . . thank you for the responses. I am getting the idea that only SAC C-124s were flown without autopilots. Apparently there was a problem with manually disconnecting the autopilot (With changes in temperature the cables expanded and contracted differently than the structure, and occasionally would not actuate to disconnect.) Our fathers who were in Omaha did not want to face that risk in view of the highly classified high-value cargo which we often carried. So . . . the USAF solution: don't bother to fix the problem. Simply remove the autopilots. Corky, can you shed any light on this? Or anybody?

jack, e-mail, 10.06.2014 18:12

Does anyone out there know an ACCURATE reason why C-124 autopilots (both A and C models) were permanently and intentionally disabled? I flew both models in the 1st SSS, Biggs AFB El Paso Tx in 1953\\54. I flew the Atlantic to Casablanca and also to Mildenhall, also Thule and the Pacific to Guam and Eniwetok. Also the North Country. Hand-flew the beast all the way. Never had an autopilot. Always wondered why. Anybody know the real reason . . . no rumors or folk stories, please.

Alan, e-mail, 29.05.2014 03:00

This is not a Douglas C-124 "GLOBMASTER ! I'm sure it is a USN named "CONSTITUTION." Only 2, maybe 3 were built.

Stanley R. Lewis, e-mail, 05.04.2014 02:55

I was a Air Craft Propeller Repairman on C-124 at McChord AFB August 1965 Thru November 1965. Had some good times at the snake pit. Was sent to Vietnam Jan. 1966.

Alan Colla, e-mail, 14.03.2014 23:55

My name is Alan Colla, I am the nephew of US Airforce retiree Edward E Colla. I am trying to research information about my uncle who was involved in a record breaking engine change on a C-124 as far as I can tell at Brookley AFB. The only info that I have is a very grainey photocopy that belonged to my father that was copied from an article written in the Air Force Times in January 14 (year unknown - but looks like it may read 1966) and shows a photo of 5 men standing in front of an unidentified aircraft but possibly an C-124. It would be very much appreciated if you could help me find this story or direct me to someone who may be able to help. I have done some research on my own but cannot find the story of these men who did the engine swap on this aircraft. I have the grainy photo but cannot get it on here. Anyone who would like to see it can email me directly.

Thank you for any help you can provide to me.

Jack, e-mail, 09.02.2014 15:40

I just noticed the "cruising speed" listed in the specifications which appear just above these comments. 323 mph? No way Jose.

Billy D. Higgins, e-mail, 03.02.2014 16:56

I was a nav on C-124's at Dover AFB, 1962-1964, McChord, 1964-1966, and Memphis, Tenn ANG, 1973-74. Now writing a book on the Globemaster as a celestial navigation platform. Am curious about a ditching of a C-124. I have heard stories and would like to know if any of you have too. Would like more details if they are available. The Air Force archives that I have searched show nothing about this subject.

Larry Wright, e-mail, 26.01.2014 00:40

I flew Ol' Shakey from August 1954 - February 1957 in the 48 ATS. squadron at Hickam AFB. It was a terrific time for me. I got out of cadet training and had a three month spell flying the T-29 at Mather AFB in 1954. Then I got married and got an assignment to the 48th ATS at Hickam. It was a terrific assignment. I went to Florida for ground school and then back to Hickam. Flying to many of the islands in the Pacific was a super experience for a 22 year old. Takeoff and landing on these Pacific islands required some pretty careful weight and balance figuring as the runways were so short. I remember taking off of Johnson Island one night and the end of the runway came up too fast. After liftoff we could see the the water from our landing lights for several "exciting" minutes before we could get enough speed to raise our flaps. The runway at Johnson was only 4200 feet long. We found out that a mistake had been made
on loading as we were several thousand pounds too heavy. Flying the Pacific was always exciting. On one trip one of our stays was on Eniwetok and we got to see the "H" bomb tests.

One of the requirements of an officer in the 48 ATS was to have an additional duty. My second duty was to be a basketball coach for the squadron. I played basketball for two years at college prior to entering the Air Force. Our season playing in the Hickam tournament was very good. We won the tournament and received a large trophy about two feet tall as well as an individual trophy that still sets on my workroom shelf. (I sure would like to hear from anyone who played on the team.)The fellows who played were sure super guys and a pleasure to know.

After flying the C-119 at March AFB in the reserves for 2359 hours the wing got C-124's which was great as I got checked out as aircraft commander again. The C-124 was a great airplane to fly for 1850 hours.

Fred Watkins, e-mail, 14.01.2014 02:47

I did the R4360 school at Chanute in 1954, then to Tachikawa Japan. Worked as a mechanic, crew chief, scanner/flight engineer, not a panel engineer. 22nd TCH. We operated thru out the far east. We had to do a remote field ops from Pyontec in Korea to prove we were a combat cargo Sqdn. The base was a recently closed Marin fighter acft base. The runway was to short for our acft. the combat engineers extended the runway with psp. lived in sqd tents ate from a field kitchen. When opening the firewall door you never knew what you find, oil leaks fuel leaks, hyd. leaks, glowing generators, etc. Lost my acft on Iwo Jima in 1955. I had swapped with an other guy who needed more flight time to get his flight pay. He never came back. The #2 prop went into reverse on take off.

Gary Redmond, e-mail, 12.01.2014 03:58

My adventure began 1954 at Chanute AFB in the R4360 engine school. After school I was assigned to the 2nd Strategic Support Squadron at Castle AFB and moved with the squadron to Pinecastle AFB (later McCoy AFB). Many good memories as a flightline engine mechanic and later in the engine build-up shop at Pinecastle. I have even better memories of the in-flight 'sniff checks' in the #4 nacelle as a mechanic/scanner. I ended up at Hill AFB, Utah in 1959.
I don't remember many of the guys from those days, but does Msgt. Cottrell (Pinecastle engine shop),the Poulson twins, or Billy Spears ring a bell?
I would like to talk with anyone from the 2nd SSS in thos days.

J.GRIFFITHS, e-mail, 18.12.2013 02:45

worked as flight line mechanic on the c-124 at larson afb in moses hole and then Mcchord. Flying supplies to the dew radar stations in alaska was always a treat to me as a a/c mechanic. Landing on mountain sides no go around possible and altimeter showing descent on later take off. Taking scientist to frozen ice sheets off alaska and putting tarps under the engines to keep the dripping engine oil from making holes in the blue ice. Mid winter army operations at point barrow alaska. The c-124 landing under dark night winter snow blowing condions on metal covered runways. Don't know how the crews and old shaky did all that with no real problems

Donald Davis, e-mail, 03.12.2013 05:32

Tech school at Chanute,AFB. Aircraft Instrument Repair. 63rd CEMS, Hunter AFB. Jan.64' till Jan. 67'. Several tdy's to Rhien Main 65'and 66'. Loved the C-124C. Dover AFB. Jan.67 till June 67'.

joe schara, e-mail, 29.11.2013 07:10

i am looking for some pics of loading a c-124 thru the belly platform,, from the ground up using the cable hoist's

Simon A Zambrano, e-mail, 15.11.2013 20:41

I was a mechanic on the C-124 cargomaster during the years of 1962 thru 1966. I became crew-member my las two years of active duty. Station at Kelly AFB, 19 Logistic comand, wonderful years in old shaky.

Bill Burkel, e-mail, 03.11.2013 16:29

I worked in the engine conditioning section with the 63rd FMS at Donaldson and Hunter AFB from 1962 to 1965. From 1965 till my discharge in Aug 68 I was at Hickam AFB HI with the 61st FMS. Worked on the flightline changed many engines and other components during that time.
Joined the Georgia Air Guard and saw the last of the shaky' s leave for the boneyard in late 1974. Enjoyed my time with the 124.

Larry Champion, e-mail, 03.11.2013 13:31

I was a Navigator in the 7th Logistical Support Squadron at Robins AFB, GA., from 1962-66. Ours aircraft had the Orange "mouse patch" on the side.

I recall that our cruising speed was mandated to be 175 IAS + or - 5 knots. That worked out to about 200-210 knots TAS at cruising altitude which was usually 8000 feet out and 9000 feet back. No pressurization, so we usually stayed below 10,000 feet. Very long missions. I logged over 3000 hours in Ol' Shakey.

Paul Whitlock, e-mail, 02.11.2013 18:42

I flew as a radio operator on the C-124 from 2/54 - 12/56 while assigned to the 50th ATS/1502nd Gp at Hickham AFB, Hawaii. The 50th had not had the C-124s very long when I arrived, having transisioned from the C-54. Consequently, there were a few bugs to be worked out. It seemed like, for the first year, we ended a flight by landing on 3 engines more times than 4. I remember feathering an engine on a flight, some time after the point of no return, because of excessive oil consumption. The plan was to save the remaining oil so the engine could be restarted and used for landing. However; not too long after the first engine was shut down, a second engine failed. The engine with the oil problem was restarted and lucky for us had enough oil remaining to get us to our landing sight. Note: We were flying in the Pacific where landing sites are few and far between. My years at Hickham are the most memorable years of my life. What an experience for a young man still in his teens and fresh off the farm. I was on such a high that I remained in the AF for 27 plus years. Oh yes! I wear my Hearing Aids today as a reminder of my days around aircraft and missles.

I have one comment on your writeup about the C-124. You list its speed at 323 mph??? If memory serves me correctly our flight plan listed TAS as 175. And I know that anywhere you were going from Hawaii, unless it was Johnson or Midway, the flight time was 10 hours plus.

Dwight Rhodes ( Dusty ), e-mail, 01.11.2013 08:13

Served in the 19th at Kelly from 1966 to 1968 before going to Thailand to work on F-4's in 1969. Visited a couple years ago and found my old barracks is now a motel. My job was aircraft instruments. Remember many early mornings on the launch crew van. Good memories of working on the 124.

Lawrence Hoffman, e-mail, 24.10.2013 15:48

I loaded cargo on the last one in active duty at Elmendorf AFB in Alaska, 72-73. One crash landed on a small strip, no one was hurt. The loadmaster told me all about it when he got back. They replaced it with another one from the National Guard.

Barney Madden, e-mail, 20.10.2013 08:18

I was Navigator in Shakeys at Hickam 10/67 till 12/69 when we gave all the birds away to ANGUS. 2200 hours, 36 Nam combat missions, 5 Bikini flights(prob why I can't....any more), 2 mos tdy to Rhein Main--and after every trip, come home to Honolulu! Doesn't get any better than that in heavies! When they phased us out 12/69 I got an option--C-119 gunships in Nam, then go back to Buffs(barf-already 1800 hours in those things) or George in F-4's! AYSM! After a year at George I was forced to go to--YGBSM--Torrejon AB, Madrid, Spain. I know, everybody knows where Torrejon is, but maybe I have to rub it in--especially after such hardship tours as Orlando, FL, Honolulu, and George(one hour from Disneyland). Great tours, but changing Commands and birds every 2 1/2 years is not very good for promotions, especially since I was short fat cripple who got the jobs that everybody else dreamed about! I flew into more places than I could ever have dreamed about in Shakeys--a lot of which I had never even heard of--and I wouldn't trade my 50th MAS experiences for anything! What the hell--come home from a 12-day west trip, kiss the wife, and head to Duke's for the Don Ho show!

Estel Ashworth, e-mail, 18.10.2013 22:09

I was in the 85th ATS from 1953 to 1956, I was a engine mechanic on C-124 on Travis A.F.B. 1953-1956.

Bill Monroe, e-mail, 23.09.2013 06:37

I was stationed at Hickam from '59-'62. Line mechanic working base assigned C-124's and later C-118. Liked the 118 but loved the 124. Great airplane in spite of all the spark plugs, oil screens, alternators and fuel pumps I had to change. Engine run-up was the most fun, at max power, it really did get to live up to the name "Old Shakey". Hard to believe that it was so long ago.

martin clancy, e-mail, 20.09.2013 18:27

Served at Hickam AFB from 1964 to 1967. I was in the electronic navigation repair dept. working on c-124's and many other transit aircraft. I do miss those days working on ol shakey.

c.v.gregory, e-mail, 01.08.2013 02:27

I worked on shakey`s at Hickam afb Kwajalien, eniwetok,and Robbins afb fle as scanner for a while I was discharged in1960. c-models had single point refueling and youwore head sets with the man on the engineers panel.

Fred Barber, e-mail, 29.07.2013 21:24

In Nov. of 1952 we flew in a C-124 from Travis AFB to Hickam AFB. The C-124 was stationed at Castle AFB. Going over was fine. Coming back # 2 caught on fire. The pilot turned the CO2 rings on. Cowling flew off and was hitting the tail. He kept dropping lower and lower. The bell rang and we started putting on parachutes. We had a jeep, a big air compressor, and a B-36 (R-4360) engine on board plus about 100 tool boxes--the order was if the pilot gave the word, the tool boxes went first, the air compressor went second, the jeep (mine) went third. All of us would go next. We were 1500 miles out from Hickam AFB. No turnng back. The C-124 kept dropping those 3 old R-4360s were churning hard. #2 was feathered. We could see the white caps on the waves of the Pacific.
Lucky for us---the fire went out--the ice stopped coming off and hittng the tail, we landed safely at Travis only 45 mins late. Prayers must a done it as all 100 of us were praying.

John Draper, e-mail, 26.07.2013 22:17

The best mission I ever flew was on a C-124 out of McChord in late 1964 or early 1965. I was being upgraded to Aircraft Commander from first pilot (which by the way is (or was?) the best flying job in the AF. The co-pilot does all the work and the Aircraft Commander has all the responsibility.) Anyway, we were scheduled for a training flight from McChord to all the island stops in the Pacific, to the Philippines, Japan, Korea and back through Alaska. If I remember correctly, it took us about three weeks. There was an IP with 2 student pilots, a IN with 2 student N, a IFE with 2 student FE, and I think a ILM with 2 student LM even if we couldnt carry passengers or cargo. We didnt have radio operators by this time. We would really hack off the Command Posts when we told them we had an empty plane but were not allowed to carry passengers or cargo. Like I said, the most enjoyable trip I ever made in an aircraft in my 25 years in the AF.

Ron Vlcek, e-mail, 17.07.2013 07:18

Lou DeSantis. I was in hydraulics in the 62 FMS at McChord from 1962-66. Came to Tachi in March of 64 for a 3 month TDY and was almost extended for another 3 months but that was cancelled at the last minute. I remember you because we were on the same 12 hour shift (2 on/2 off). I remember we even took the train to Tokyo and had a few Kirins at some bar while we were there. Had a good time.

Bill Umberson, e-mail, 09.07.2013 02:48

Would like to contact John W. Jones re the 27.04.2013 posting. Many familiar names, hope all okay!

Dale Foster, e-mail, 29.06.2013 23:18

I was a loadmaster on the C-124C out of Tachjkawa AB, from 1961 to 1965. I was in the 6 TCS until they moved to Hickman. Then I went up to the 22TCS until I got out in 1965. It was a great aircraft, even if you had to put all your tie down chains back in the cabinet after takeoff because the wing nuts on the door would turn and come open from the vibration during takeoff and the chains would fall out.

Dan Curry, e-mail, 23.06.2013 04:13

I'm looking for an official flight Maintenance hat for my father who worked on these in the service does anyone know where I can get one ?

James C. "Speedy" Wheeler, e-mail, 14.06.2013 16:00

I spent 2 tours in the 19th. The first was Feb. 1956 to May 1960 on 51-150 with CC MSgt William J. Nichols. The second was Aug. 1967 to Jan. 1970. Enjoyed them both.
J.C. "Speedy"

David F. Noonan, e-mail, 11.06.2013 22:12

Flew old Shakey out of Hanscom and Westover AFB in Ma. Have over 3,000 flying. Hours on her as a Flight Engineer. I was in the 731st troop Carrier Squadron. Am looking for other people who flew her into Vietnam carrying AO. There is a dispute with the VA over whether AO was ever in fact transported via air. They say that it was only transported by sea. We were according to their experts only "trash haulers " looking for a free ride.

TJ HARRIS CMSGT RET, e-mail, 27.05.2013 02:13


jimmy, e-mail, 07.05.2013 01:59

Anybody know how to locate the logs (engineer's, navigator's, pilot's, loadmaster's, etc) for a particular mission or a particular C-124? If so, please email me at

Bob Kuberski, e-mail, 01.05.2013 23:25

I rode "Old Shakey" to Germany during Operation Big Lift in '63 with the 17th Engineer Battalion. We came down at Bunker Hill AFD with a tempermental No. 3. Left for Goose Bay and then on to Prestwick were we aborted due to a "severe backfire" in good ol' #3. Landed in Germany in one piece but was to tired to kiss the ground after 34 hours on the old bird. Now building a 1/72 scale model to commemerate the 50th anniversary of the event. Bob Kuberski

John W, e-mail, 27.04.2013 18:01

I was a spanking new navigator assigned to the 1st SSS from 1955 to 1958. A few of the navigators that I recall include Bill Schwening, Joe Matz, Paul Valinski, Hank Speak, Bob Woodhead, Bill Waid, Bill Umberson, Paul Aliff, Don Foushee, Bill Stapleton and Roger Madsen. Would like to hear from anyone from 1St SSS!

john stapler, e-mail, 25.04.2013 09:11

7th LSS Robbins AFB 61 -63. 1503 OMS Tachikawa AFB 63 -65 I flew as a Scanner until I became a crew chief 53-015. I agree with the general consensus that this was some of the best times of my life. Flying all over the world, with great people and getting paid for it. WOW! I was truly privledged to have had the opportunity to be part of this. Then Japan. What can I say?
If you have been there I don't have to explain,If you haven't you wouldn't believe me.All of this because of a big noisy beautiful aircraft. Shakey, from all of us that love you. Rest in peace.

Estel Ashworth, e-mail, 19.04.2013 04:13

Iwas in the 85th ATS. 1953-1956. Old Shakey was a fine craft. If you was in the 85th send me a E Mail.

Don Ott, e-mail, 26.03.2013 14:56

I was stationed at Tachikawa, Japan 1961-62 A/1c.
Worked Flight line, C-124 1503rd FLMS. What fond memories I have of that place and the C-124.

Barry De Vries, e-mail, 14.03.2013 05:06

Flew "Old Shakey" out of TCM (McChord)from the spring of '55 until July of '57 after 4 or 5 months on the C-54. On my first trip as a C-124 A/C we had #4 engine generator overheat light come on just past the PSR between Travis and Hickam. That required an engine shutdown due to the proximity of the generator to the carburetor. The F/E crawled out through the wing and verified that the generator was hot, returned to the flight deck for about 20 minutes while it cooled down and then went back out there to remove it and put a pad over the hole. Sometimes, we had a spare generator in the "fly-away" kit but we did not on that day. After he returned to the flight deck, we fired up #4 again and proceeded, without further incident, to Hickam. In later years, jet engines had CSDs (Constant Speed Drives)which would disconnect the generator with the flick of a switch. Those 124 days were interesting to say the least.......... wouldn't trade them for anything.

Don Ahrens, e-mail, 07.03.2013 23:12

Fellow C-124 crew members. Does anyone have any information or theories about the crash in Recife Barizel July 1968 out of Dobbins AFB. My father was the flight engineer. There does not seem to be an official answer as to what happened.I requested a crash report but was sent a pile of blacked out trash from the Air Force. I was a C-124 Loadmaster and simply cannot comprehend how a seasoned crew could hit a mountain on approach. All three altimeter settings were blacked out of the report.

SSgt Don Ahrens

Bob Finnecy, e-mail, 27.02.2013 21:16

I was flying the C-12 panelout of the 17th ATS, Charleston AFB from 1960 thru 1966. The most forgiving aircraft in the USAF inventory. I have many fond memories of the various misssions. I made many trips with then Capt. Cludius E Watts III who rose to the rank of Lt General. A great man. Others I recall are G Shirar, Ben Robertson, L/C Levak,Clyde Bennet and many more. I consider the 17th to be the best assignment of my 22 year career.If anyone reading this recalls me please give me a yell 850-863-1766. Todays date is 2/27/13

Patrick Dean, e-mail, 27.02.2013 07:56

I have read pages of your comments with fond memories. I was assigned to C-124s with the 918th at Dobbins AFB from 1965 to 1970. I am researching my next book on Heavy Lift and Guppys for McFarland Publishing which covers the C-124 extensively. Although I have photos taken at Dobbins my memory is a little weary. I would like to contact anyone that was at Dobbins that can remember the tail numbers of the 'A' models we had in 1965. Also how many 'C' models we had. I recall 5182, 5184, 5186, 108 and 109. I recall 108 had been damaged by a wheel-well fire at Travis and sat for a long time before being rebuilt and transferred to us. That plane could not taxi across the ramp without a mechanical, constant electric and hydraulic problems.

We took them to Mildenhall after the Pueblo crisis occured and I came back on 5182 when the mission ended.

I would appreciate help from anyone that can answer questions or can help in locating the following photos. I would like to locate interior photos, Cockpit shots, galley, lav, bunks, F/E panel both forward and side facing, crawlway, inside #1 and #4 nacelles, P compartment and turbine APU, and fuel panel on lower left fuselage.

We used cables to lower the ramps but I can't remember if we had a seperate winch or used the overhead hoist to lower them.... does anyone recall.

On the 'C' models with single point refueling it seems that we had to be on a head set to the F/E who controlled the valves while we monitored the panel on the ground. Does anyone recall the procedure?

Sorry to be so vague but I have worked on a jillion other aircraft since then and a lot has been lost in the recesses of time.

If you can answer any questions, have photos or have time to discuss please contact me. Credit will be given in the book as a contributor.

I invite you to review my last aviation work 'The ATL-98 Carvair, A Comprehensive History of the Airplane' to get an idea of the detail of my efforts and type of info I am seeking.


gil martinez, e-mail, 09.02.2013 16:42

My dad use to work on a c-124 globemaster not the globemaster II. I was wondering if I can get some photos of this era plane. He still dwells on this plane he worked on. Need anymore info contact me on my e-mail above. Thx

Mike Routledge, e-mail, 16.01.2013 05:44

A second thought for Douglas Rogers. This C-124A @ Travis AFB on Static Display is a former Utah ANG airplane.

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.

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

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?

Lou DeSantis, e-mail, 02.11.2012 20:33

Hello Dave Gercic,, 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.

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, 1969. I was assigned to the 37th ARRS at the time. I would like to hear from any other "Bubblechasers" out there AFSC 421X2.

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.

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

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.

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.

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


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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

Pam Gaither, e-mail, 07.09.2012 02:13

I am looking for men who knew my stepfather Jack Reed. Jack was at Donaldson AFB and Hunter for many years and was a supervising mechanic on the C-124, crew leader, flight chief.
He was with the 63rd Troop Carrier Wing, 63rd OMS & FMS with the Military Air Transport System that became Military Airlift Command. He was there in the late 1950s to early 1967.
I would love to hear from you if you knew him.
I'm trying to learn what a Crew Chiefs and Flight Chiefs jobs were. Did they fly with the aircraft?

peter piazza, e-mail, 03.09.2012 04:28

Was a hydraulic mechanic in the 1607th field maintenance sq. at Dover AFB Del.from 1959 to 1962. Worked on the C124 & 133 it was a great A/C.Have many stories.This site brought back many memories

edwardj nott, e-mail, 01.09.2012 22:43

I worked on the C-124 at dover AFB from 1961 -1965 in the 1607 OMs . It was a great plane and I enjoyed working on it

RICHARD D. JOHNSON, e-mail, 28.08.2012 02:09


B Fielder, e-mail, 13.08.2012 01:22

I do not find any reference to the C-124B, which was the 1st and only turbo-prop version of a great airplane. Don't know of many details, was only involved in the structural instrumentation on the plane.

John Hille, e-mail, 07.08.2012 21:46

John Way, it was nice to read your post! I was stationed at Donaldson for 3 years, crewing, flying and enjoying every minute of the extensive travels that came with the assignment. Spent many a night in the Douglas Hotel, while the rest of the crew was enjoying the local fair. Your attesting to only loosing one engine while flying the C-124 pretty well sums it up. A good aircraft, and wonderful engines. I made a post about a year ago on this site about a hair raising event coming back from rotation in Germany. An interesting chain of events that I think you will enjoy reading. There is no doubt that there are enough good stories out there to write a book, which I have pondered, and I guess if it's to be done I should get started, as we are all getting on in years. My love of the C-124 is evident by my vanity license plates on the car and RV. "C-124-C" on the car and "C-124CC" on the RV. (CC=Crew Chief) Thanks for the post!

John Way, e-mail, 05.08.2012 03:22

I was a new pilot who flew the C124 out of Hunter AFB, Savannah, Georgia during the mid sixties. "Old Shaky" was huge and slow, but it got you where you needed to go. At times, flying over the open oceans was a bit unnerving, i.e., flying at 10,000-14,000 feet is a lot different from flying at 30,000-35,000 feet. I remember an 'old' flight engineer telling me there was a shark named 'Mag Check Charlie' off the coast of the Hickam AFB runway in Hawaii. The shark supposedly listened to your engines during run-up, and if he detected problems he swam to the other end of the runway and waited for you to crash. We had a fantastic crew who flew a lot of flights together. I liked flying the C124, but 'never got complacent about takeoffs and landings. I thought it was a bear to land the C124, especially with a crosswind. I flew flights into England, Germany, France, Spain, Italy,
Turkey, Iran, India, Zaire, Dominican Republic, Brazil, Surinam, Azores, Ascension Island, Wake Island, Guam, Japan, The Philippines, and South Vietnam. Only one engine failed during all these flights. Another time I had a flat tire when I 'put on the brakes' too sharply. Can you believe it was doing a routine 'check flight'? Those were the only
problems I encountered...or of which I was aware. After flying out of Nam I was once told there was evidence of gunfire hits, but I was not aware of it at the time. One scary incident occurred on a flight into the Dominican Republic. There was only one airport and runway , and the rebels would takeoff, return and strafe the planes still sitting on the ground. The plane doing the strafe was shot down and hit the ground near where we were running up the engines. No-one near our plane was hurt. On a prolonged trip to New Delhi, India our crew took a memorable trip to Agra and the Taj Mahal. One memory I'm sure all C124 crews have is the coffee that turned to mud by the time you got to where you were going. Great memories...I've wanted to reconnect with members of our crew, but it never happened.

BEN F REED, e-mail, 31.07.2012 01:03


Jeffrey Jarvis, e-mail, 20.07.2012 21:31

My cousin MAJ Charles "Chuck" Gutierrez flew the C-124 with a Reserve unit at Hanscom Field in the late 1960's/early 1970's. He told me about flying them to Paramaribo and on to Ascension Island, a really long trip! As a youngster in Balboa, CZ in the late 1950's I remember them taking off from Albrook AFB and hearing them coming for almost a minute with the sound getting gradually louder and louder until they slowly passed by shaking our house and the ground and then the sound slowly fading out. I thought it was a magnificent airplane, and still do! I have over 7,000 hours over 10 years in the 747 and the landing was pretty much mechanical, dictated by the radio altimeter callouts, throttles closed at 30 feet, apply slight back pressure, and it would grease right on. I was it done in the C-124 sitting so high up?

Micah Smith, e-mail, 23.06.2012 08:19

Hi Guys can any of you please help me out in any way? I don't mean to clutter up the forums and most of you are probably too young to know much, but if you have any way to get the info please help! I am trying to find any reunion info (past as they've not had one in long time) for WWII 435th Signal Heavy Construction Battalion Co. B. I'd really like to find any living people of the BTN or anyone that fought alongside them or more specifically a lineman 238 serving WWII 1942-1945 in multiple campaigns a lot of which he recieved no credit for. Also told he is thought to have been a selected few who were in the Top Secret Radar training and Radar ops explaining why he was in Corpus. His name was Earl Taylor Fairchild, lived mostof his life in Enid, Ok as a child, Corpus Christi after his service (and right after enlistment, but before deployment) and the last 40 yrs in Ripley (near Stillwater, OK Go Pokes) Please Please anyone especially that knew this man or descendants of members of the batn I am desperately seeking pictures, stories, any info as I don't have a single one because everything pertaining to his service and letters to my grandma were stolen when I was a child and I've never got to know this beautiful heroic history I'm learning! You may contact me at

Jim Leahy, e-mail, 22.06.2012 19:15

Hi to all,
My dad, Jim Leahy, was a flight engineer on the C124 from about 1951 until he retired in 1965. He was stationed at West Palm Beach (Morrison Field), Dover, Tinker, and Hickam. The C124 was his life and he loved it and all of you who were part of it. He passed away in 2001 after a short battle with cancer. If you knew him, I would appreciate hearing from you. Thanks...Jim Leahy Jr.

Frye, e-mail, 20.06.2012 00:49

I was a flight mechanic on a C-124, 7TH logistics Squadron, Warner Robins Air Force Base in the early 60s. It was a great time and a great place to grow up. Most importantly I was with a group of men from all over United States. I learned a lot about our country trough them. w. The closest our squadron came to combat was when we readied two C-124 for troop transport out of Fort Benning during the Cuban missile crisis.

Lori Gastian, e-mail, 05.06.2012 17:48

My father, MSgt. James Gastian, loved "Old Shakey". He passed away in Honolulu in October 1966 but I remember many stories about this plane.

Walt Martley, e-mail, 30.05.2012 14:41

One regular task was to crawl out into the wings every hour while over water. to check engine accessory sections. One time I grabbed a door handle to slide the door open and burned my hand. An exhaust clamp had come off, allowing a stack ball joint to swivel and the exhaust to blow back where it was definitely not supposed to go. There were no fire warnings,except my hollering !!! We ended up changing the engine at Kindley. A nice few days on the beach waiting for an engine. In the Log Sqdns we carried our own mechs and changed it ourselves.

Martin O'Donnell, e-mail, 30.05.2012 13:43

Had two on the line at Elmendorf AFB back in "69/70". We called them "The Cool Mules". They were easy to load, just took awhile. Never "broke a sweat" though with those dual overhead cranes. You could crawl out in the wings or up in the tail while flying if you "got bored" too.

Julie Kennedy-Carpenter, e-mail, 27.05.2012 03:36

My older brother, Billy Lee Kennedy, was killed in this plane on 10/3/56 over the Charleston SC airfield due to numerous pilot and co-pilot and navigator errors. There is a website for this accident.

Al Hill, e-mail, 16.05.2012 20:33

I was in the 19th Log in supply and signed on as a load master the trip took in several countries and many stops we crew rested in spain on the trip a cover for the inboard prop motor became canted and we had to make a quick landing,next and oil pump went bad covered the right side of the plane with oil spent hours cleaning it up on the next landing,it was a 12 day trip we ended up in califoria and on take off to Kelly the left side outboard engin was shut down for fire, we did a 180 I do't think we has gotton much higher than 1000 feet did an emergancy landing with fire trucks and the whole shot, turns out an ADI line in the rear of the necell caut fire so the engine fire bottle did note help it was the wheels going down that sucked the fire out, I believe the Pilot Capt Pelton go the air medal, the real hero was the flight machcanic that tried to crawl out over the wheels to get to the fire when we landed they found fiber locked nuts that burned off the bottom of the wet wing if we had been in the air a little longer we would not have made it

Joseph McKean, e-mail, 08.05.2012 00:40

It seems to me that in the 1950's Arther Godfrey, on his
TV show held a TV show in the C-124 to promote it to the public.

Am I correct on this.

This is a great web-site. Thank you

JOHN DILL, e-mail, 05.05.2012 18:06

I got recalled in January,1968,at Stewart AFB IN THE 904TH, right after the Pueblo was captured by the North Koreans. I flew as A/C on it for 19 months, first 4 months as a C/P. Great old machine. SEVEN TRIPS OVER TO VIETNAM. It was an F/E airplane and flew well on three egines. Also 3 winter months in Europe. Max kias was 180. Big change landing it 50 feet above the ground from the B52H at about 8 feet.

JOHN DILL, e-mail, 05.05.2012 18:05

I got recalled in January,1968,at Stewart AFB IN THE 904TH, right after the Pueblo was captured by the North Koreans. I flew as A/C on it for 19 months, first 4 months as a C/P. Great old machine. SEVEN TRIPS OVER TO VIETNAM. It was an F/E airplane and flew well on three egines. Also 3 winter months in Europe. Max kias was 180. Big change landing it 50 feet above the ground from the B52H at about 8 feet.

Otis L. Price, e-mail, 16.04.2012 19:37

Started at 1502 FLMS at Hickam as an AC/e mechanic in 1957 and left in 1960

Tom Ippolito, e-mail, 25.03.2012 05:55

First time I laid eyes on a Shakey bird was Donnelson AFB in 1962. The squadron was returning from a drop. The sight of all these birds, the howling of the brakes and the bobbing up and down of the aircraft was quite a sight. One of the planes had a lot of black marks on the fuselage aft of the jump doors...I asked what were the black marks, my crew chief replied "boot polish" You guys that jumped from these giants know what that was about.
The best times in my life, don't remember really fixing anything...just a kid living the great life. Went to Rhine Main TDY, Got to fly all over Europe and middle east as a
crew chief. wow what an adventure...flew into Templehof once, those buildings on both sides of the final approach! A lot of Grundig and Telefunkin stereos came back to the states with us. Hi to all the guys and Donnelson and Hunter from '62 to '66 We all have great memories of the sights and sounds of Big Shakey. Happy to have lived in those times.

Bob Wolfe, e-mail, 22.03.2012 01:39

From 1966 to 1968, I was working for the 6592nd Supt Grp at Tachikawa AB, Japan on the C-124C squadron. Later went on to the 780 section. Got to fly as ACM couple of times and have great memories of old Shaky and Tachi. Before getting out of USAF, earned my FE wings at LAAFS.

Jim Woodhead, e-mail, 17.03.2012 07:11

Flew C-124s at Travis from 1959 to 63 in 85 ATS. Longest fkight from Mildenhal England to Milwaukee,WI 23 hrs. Flew it into the Congo. If you have known me, please comtact.

Rich Gauntlett, e-mail, 14.03.2012 17:06

I was stationed at Travis AFB from 1961-1967, serving with the 1501st FMS which became the 60th OMS.We had C-124As and Cs. No slick wings.I personally think that the straight C was a better acft than the A. Our A's still had the 20WA engines, which were a pain in the ass. Curtis electric props,apu's,6 fuel tanks,Automatic power control carbs. I was glad when they changed the engine and prop packages to -63A's
We started retiring our acft to the ANG,during 1967,to make room for the soon to come C5A, which the 60OMS was to be the maintenance Sqn. I left the AF in July of 1967.

Dan Towery, e-mail, 01.03.2012 14:18

flight engineer, Nine years, Dover AFB De. 15Ats. 55 to 60.Flight Test 60 to
64. enjoyded every min.Ret. 1964, CMSgt.


Bob Laderoute, e-mail, 27.02.2012 03:45

I served with the 1502nd field maintenance squadron at Hickam field ,Oahu T.H.(Then territory of Hawaii)

Was there in 1953 to 1956 as an aircraft mechanic specialist on the R4360 pratt and Whitney engine.
four each on the C 124 A and C models,served under Colonel Car,a great commander,Master Sgt Cherry one of the crew chiefs on maintenance, Memories,memories,memories!!!!

Ascension Rojas Jr., e-mail, 26.02.2012 22:34

I was in the 1st Strategic support squadron known as the "Green Hornets" based at Biggs Airbase El Paso Tx. I flew (C-124) as student load master. Flew to Hickham AFB, Elmendorf AFB, And Eilsen AFB, Alaska. McKinley Bermuda, Azores, and Fairford England and just about every Air Base in the USA. I worked for McDonnell, Douglas 40 years as a Graphic Artist and Technical Illustrator.

Richard Perpall, e-mail, 15.02.2012 16:33

Great Plane! I was stationed at Dobbins AFB, Marietta Ga. from 1070-1976. We had the 124's when I first joined the 116th. I got to fly several times on them. I remember how noisy inside they were. You couldn't do much talking without headphones. They amazed me that they could get off the ground, but they did serve us well. Miss seeing one.

tom horne, e-mail, 15.02.2012 04:15

i worked out of 780, and also in the docks, 61OMS in 67-70
would like to hear from anyone from that great time.

cvgregory, e-mail, 13.02.2012 23:30

I wasstationed at Hicam a.f.b. on124`s kwajilin,eniwetok,and warner Robins a.f.b.from 56 to 60. flyiny and mechaniching.they were great old ladies.

Jack Hoyt, e-mail, 10.02.2012 23:36

Any members of the 1st SSS (SAC) Biggs AFB Texas 1953 - 1955 still around? email or post a reply here.

Ralph Neumeister, e-mail, 09.02.2012 19:52

flew old shaky with the 22nd mas out of Tachikowa Japan from 1967 to unit was disbanded in early 1969. Anyone with old logs or orders listing me a loadmaster please let me know. I returned to C-133's at Dover for the duration of my enlistment. Both were great aircraft

Mike Hall, e-mail, 28.01.2012 02:07

Hey guys, I am a vintage military collector. I just purchased an estate sale collection from Lt. Colonal Gary Aston. He flew the C-124 in Vietnam with 143 combat missions. He was a Lt. then...anyone remember him? The family did not know much. Thank you, Mike

John Castetter, e-mail, 20.01.2012 10:16

I was stationed at Hamilton AFB , CA from 1966 to 1969 . Assigned to the engine shop in the 938 CAM SQ . My father , Major Bob Castetter was a C-124 pilot in the same unit . Our mission was mostly flying to Viet Nam . Also did time at RAF Mildenhall in late 1968 .

wayne sweeney, e-mail, 11.01.2012 07:58

i need namesand contact info mation of pilots that flew the 141c out of MCcord 62nd during the 1966-1969

Steve Stevensen, e-mail, 10.01.2012 04:19

I Spent 3 yrs working on those great old birds at Stewart AFB in the 904th Troop carrier gp. `66 to `69 when Stewart was closed as an AFB,& my 4 yrs of active duty in the engine shop of the 1608th F/M.squadron at Charlesto AFB S.C. [MATS at that time] A forgiving old gal & not bad to work on unless you drew the choice job of changing a complete carb,which meant most of a full day in a cramped nacelle,working thru an access panel,or replacing A#4 jug on any of the 4 engines which generally meant a bath in very thick & very black grade 1100 oil that never stopped dripping. Flew over the pond to Europe & all over the place over there during our callup to active duty in 68/`69 We were home based at RAF Mildenhall England,but did a lot of base hopping over there.They flew us home when our tour was up on a C-141 but it wasn`t the same as being in one of our "old Shakeys" We had 9 C-124s as best I can remember & tail numbers 0090,0092,0096,0097,0098,0100 & 0103 to name a few,the others escape my memory.It`s a time & experience none of us who were called up will ever forget.I often wonder if any of those great old planes are still around.They have one at Charleston AFB on static display & that`s the last one I ever saw.A great aircraft that served her country well.

Mark Gaunt, e-mail, 07.01.2012 03:29

Wow, been a long time since Tachi & the 1503 FLMS, 59-61. I get onto the C-124 sites on-line to remember the good times flying on that bird as an ACM (crew chief) all over the Pacific. Never had a serious problem. The good old days.

Andy, e-mail, 29.12.2011 08:12

What were the radio call signs back when the c-124 was in operation? Did the pilots use squadron call signs or did they use whatever they wanted? Can anyone give some call sign names? Thanks.

Kenneth Jennings, e-mail, 18.12.2011 00:58

Hello Guys. I am looking for anyone who knew my father, USAF A1C Kenneth Lane Jennings (of Augusta Arkansas) during his tour with the USAF between 1951 to 1955. You may have served with him in Texas, California, or when he was assigned to load cargo aircraft at Thule Air Base in Greenland. My dad was a great man. He 73 when passed away at my home in Idaho from lung cancer (cigarettes) on June 14th 2008. I'm trying to find those who knew him to collect their recollections, memories, & any copies of photographs to build an album of his life. If you knew my Dad, or if you might know someone who did, please email me at THANK YOU. K.Jennings

Harry Provan, e-mail, 16.12.2011 05:42

Worked on c-124's, c-118, and Connies at Hickam AFB from 58-60 then got transferred over to maintaining the ground support equip. when the AF took it back from civilian workers. Did that for 1 year. Was at Shepard AFB for recip school latter part of 57.Hawaii was great duty.

ROBERT L POLLOCK, e-mail, 23.11.2011 03:34


ROGER WILLIAMS, e-mail, 16.11.2011 05:17


David Mincer, e-mail, 29.10.2011 00:54

Thanks Mike. No wonder my dad was so well rested after a flight across the Pacific and back :). Your info is just the sort of thing I've missed hearing about for the last few years since his passing.

Jack Hoyt, e-mail, 25.10.2011 23:57

I graduated in Class 53A and flew C-124's in the 1st SSS (a SAC squadron) at Biggs AFB, El Paso TX in 1953 and 1954. Any "alumni" of that squadron who read this page, please post a comment.

Mike Routledge, e-mail, 24.10.2011 17:38

In response to David Mincer (22 Oct 2011) I was a flight engineer in 85 and 75 ATS about that time, but I don't remember having met your dad. There were a lot of Flight Engineers in each squadron. During departures from Hickam & Wake in hot weather, we held the primer swtches "on" to get the engines a little cooler, so we could close the cowl flaps a little more. That allowed the pilot to get a little more altitude. Seemed like we stayed very close to the water for a long, long time, when it was hot. During cruise flight, if the off duty engineer had been sleeping in the rear of the cabin, where there were three bunks, the engineer at the panel opened the big air duct valve in the rear of the cargo compartment, to blow air on him to wake him, when it was time for him to go back to "work". When I said I was in the 75th and 85th, I was in the 75th in '64 & '65, then transferred to the 85th in '65 until the 85th was deactivated, then transferred back to the 75th to C-141's. In '68, I was sent to Viet Nam to fly on AC-47. Many Flight Engineers were sent to fly on non enineer panel airplanes in VN, such as Caribous, C-47's, C-123's during the '64-'72 time period. Some Flight Engineers went to C-121's in southeast asia..I loved serving on the C-124 and have many fond memories of her.

David Mincer, e-mail, 22.10.2011 19:36

My dad, Msgt William (Bill) Mincer, flew as a flight engineer on the 124 with the 85th ATS out of Travis AFB between 64-65. I remember him saying the crew sometimes having quite a time coaxing Old Shakey across the Pacific. If anyone has a memory of him or the missions they flew I would enjoy hearing from you.
Thank you all for your service.

Bill Schulze, e-mail, 17.10.2011 07:33

After getting my 'Wings' in Oct.'56, I was assigned to the 84th ATS, MATS, stationed at Travis AFB, north of San Francisco. Our main job was to haul cargo from the U.S. to Haneda AFB, Japan or Hickam AFB. The C-124 was a very dependable plane - noisy and not pressurized, but a real "hauling bird". I enjoyed my time in the squadron and flew with some great aircraft commanders - many that were in WW2. I was discharged in April '58. It was a great 18 Months!

Robert Williams, e-mail, 01.10.2011 23:33

I was in the 1617th Flightline Maint Sq from 1958 to 1961, I was assigned to the Orderly Room.Capt. Tritschler was the CO at that time, one of the nicest guys I knew was Sgt Guy Ober who was a Crew Chief on the C-133-s,typed up a lot of incident reports on a typewriter with carbon paper to make copies galore.No computers then. A different(Better) time. Still got a picture of the C-124-s in the wash rack, used to wash them down working for a private company. All that was was required was a pair of sneakers to walk on the wings.

Fred Berry, e-mail, 26.09.2011 18:25

I have some ten thousand hours in the old lady. Was stationed at Dover, McChord, Kelly and Hickham air force bases. Much of my flight hours were spent in one of the three bunks on the flight deck. The normal proceedures for a long leg was for the AC to command, "gear up, climb power, you got her." He would then retire to the bunk!

Brent Bachman, e-mail, 21.09.2011 16:24

At Hickam AFB 2-58 to 2-61 w/1502nd FLMS. The 1502nd FLMS.....1 Jan 57 designated & assigned to the 1502nd Maint
Group ~ 15 May 1958 re-assinged to the 1502nd ATW (Heavy).....18 Jan 1963 the 1502nd FLMS was deactivated.
Active duty 6 years & 17 days.
A 1502nd Squadron patch was made up after I left in Feb '58. Only have a picture of it.
Sone names from '59 to '61.....
Tony Auretto ~ George Baustert ~ Charlie Brandt ~ Charlie Bell ~ Don Berthel ~ Norm Berggren ~ Don Bonney ~ Bill Brackett ~ Len Chapman ~ Jim Dorer ~ Willie Eaton ~ Rod
Flinchbaugh ~ Waldo Fuller ~ Bill Goetz ~ Ken Hammond ~ Ralph Jones ~ Hal Lewis ~ John Lopes ~ Jim Lowe ~ Bill Monroe ~ Boe Mullinsd ~ Gerry Patten ~ Harry Provan ~ Warren Summers ~ Lars Wood

Deb Grant, e-mail, 20.09.2011 01:01

Last year I came across this web site as I was searching for answers to my fathers military career. He was killed in a C124 crash in Spain in 1966. I was four years old. Since that posting I have heard from several of you and I just want to say a BIG THANK YOU for sharing your experiences with me. It is wonderful to see how fond most of you are of the C124. THANK YOU! God bless. Deb

Marty, e-mail, 08.09.2011 22:15

I was at Dover AFB 1958-1961 1607th FlghtLn MT SQ When i first got there one of my assignments was refueling C-124s The first one I did took on 2000gal of 115/145 before i realized it was a mosquito She got mad and flew off I left before she brought her friends back

Rachel Ross, e-mail, 23.08.2011 19:18

I'm looking for information on the C-124 crash on December 20, 1952. The tail number is AF#0100, and the plane was flying out of Larson Air Force Base. This flight had the nickname of "Operation Sleighride". I cannot find any information on this crash or S/SGT O. B. Weaver who died in this crash. He was with th 15 TRP CARR SQ AF. Any information is greatly appreciated.

AL SCHOESSOW, e-mail, 16.08.2011 01:31

I worked radio and navigation equipment for three yeasrs in England on the F-101. then got out for two years and wanted to hepl the guys in vietnam and had to enlist in the AFRES at Stewart AFB in NY. They had C-119's and there was a job open for an Air Reserve Technician so i got it and stayed at Stewart. After about two years we got C-124s. I continued as a Radio and Radar Navigation Technician and was promoted from e-4 to E-6 in the reserve. That was neat! Anyway what i wanted to point out was that our C-124s had 22 different systems to work on, and most of them we learned from a field maintenance detachment. Such as the APS-42. I did not work on radar while i was in England. That was left to the Fire Control boys. Almost all of my time on the F-101 was changing black boxes, both radio and navigation equipment. Now her comes the C-124 and the APS-42, and the APN-22 radar altimiter. Lets see if i can remember all the 22 systems.
ARC-27 UHF RADIO, VHF 101 VHF RADIO, HF 101 HF RADIO, ARC-8 HF RADIO, BC-348 HF RADIO RECIEVER, ARN-6 AND ARN-59 ADF, ARA-25 UHF DIRECTION FINDER, CRT-3 EMERGENCY RADIO, URC-10 EMERGENCY RADIO, APX 25 IFF SET, ARN-21 TACAN, ARN-14 NAVIGATION RADIO, SCR-18 RADIO ALTIMETER, APN-22 RADAR ALTIMETER, 618T-1 HF RADIO, 618S-1 HF RADIO, APN-70 LORAN, AIC-3, AIC-8, AIC-10 INTERCOMM EQUIPMENT, AND LAST BUT NOT LEAST ARN-18 GLIDE SLOPE EQUIPMENT. THAT MAKES 22. IF ANYONE CAN REMEMBER ANY OTHERS PLEASE POST IT. UPON READING ALL THE P[OSTS AND I READ THEM ALL, THERE WAS ONLY ONE RADIO RADAR TROOP WHO POSTED. AND YES I HAVE CRAWLED INTO THE WINGS TO TEST THE INTERPHONE JACKS. oops sory for the caps. i too loved the 124 and i got to fly in it twice. once in 1959 on a TDY to Wheelus AFB in Lybia. 18 hours. what i remember about this flight was it was hot in the cabin, then it was cold, then hot, then cold, then hot, then cold all the way from Englang to Tripoli. The loadmaster was lucky. He had a parka. I had a field jacket. What was i going to do with a parka in North Africa. When he got cold he put the parka on. I had to wait till i woke him up so he could call upstairs to turn the heat on. the second time i flew in one was at Stewart when i was going to be put on flying status. had to fly to get my status updated. never got that far, we were deactivated soon after. by the way we were activated in 68 when the n koreans took the Pueblo. I was scheduled to go to Korea for a year when i btoke my collar bone. spent the final year of active duty at Stewart. A luckey break wouldn't you say? I wonder if there are any other AFRES troops out there that want to chat.

Walt Martley, e-mail, 12.08.2011 15:10

C J Crane, I crewed 150 during 1955-56 as a hazardous duty flight mech ( no wings as an engine mechanic, but $55/month plus TDY money). . Thank you for a well equipped aircraft. Made it across both big oceans on her

C. J. Crane, e-mail, 11.08.2011 22:15

On return from Korea in 1952 I went to work for Douglas and installed much of the electrical on planes 150 to 175 was present for the prestntation of number 150 to the Air Force. For those wishing pictures I suggest the Long Beach Press Telegram files. I think they are available in their library.

ole mikey, e-mail, 11.08.2011 04:58

Does anyone know the actual length of the flight deck from windshiel to back of bunks?

Phillip R. Kraus, e-mail, 11.08.2011 00:07

From 1966 to 1968 I was station at Hickam afb as a aircraft mech. on a 124 with 61st. OMS. I didn't realize it at the time but really enjoyed my time there and have many great memories. I would like to hear from anyone during this time if they remember the types of cargo that was transported on old shakey. I know we shipped tanks, helicopters, trucks,food,and agent orange plus other hazardious materials. Can anyone verify this?? I welcome your response.

Wallace Boone, e-mail, 07.08.2011 02:09

I went to receip. school at shepard 1956. Then to Little Rock AFB. Eng.buildup(4360')for KC-97' shipped out to Guam 58-59. Eng. buildup shop 4360's for KC-97's and WB-50's.Jan 60 went to McCoy AFB Orlando fl. I started out working on the enginesin postdock on C-124's That was too much of a sweat shop opperation. I transfered to the Eng.Condition crew. There were 5 of us . I can't remenber how many a/c

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?
Frank Hollie

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.

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.

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.

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 Tis incident occurred in 1969.

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.

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...

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.

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!

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?

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.

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

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.

RICHARD HUFSCHMID TSGT USAF RE, e-mail, 19.05.2011 05:15


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

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.


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!

Michael Baechle, e-mail, 10.05.2011 18:41

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.

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.

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.

Bill Reader, e-mail, 10.05.2011 04:20

I will have to disagree with Philip Barber.The C5 did replace Shakey.I was a FE on shakey, 141s and 5s.The 141 was a great airplane but wasn't wide enough to carry the out size cargo the other two airplanes could carry.When they closed out shakeys at Hickham they based 4 124s at Clark with the 20th OPs sq flying them.I was based there and can remember in 1970 makeing a trip to a small air base in Nam to pick up a fire truck and bring it back to CamRon bay so a C5 could bring it back to the states. The c5 was bran new and I think this first trip the Third sq made to Nam with the C5.

Phillip Barber, e-mail, 04.05.2011 06:05

I just visited this site again and saw where the text indicates the C-124 was replaced by the C-5A. This is not true. The C-124 was replaced by the C-141. I flew with the 85th ATS at Travis AFB from Oct 1963 until June 1966 and the 60th MAW got the first C-141's from the factory in late 1965 I think. I believe the 75th ATS was the first squadron to get and fly the C-141. I was assigned to 22 AF HQTRS and attached to the 75th for flying currency, but not flying the line as a regular crew member. The C-5 didn't come into the inventory until years later. I left AD was Civ Disaster Prep Off at Yokota Japan, but stayed in the reserves and Guard. Transferred back to CONUS to Barksdale and flew Ole Shaky with the 917th at Barksdale and with the OKANG at Tulsa and OK City Will Rogers then transferred to C-141's at Charleston then finally to C-5's at Dover. I would love to hear from any 85th ATS or 75th ATS members or 22nd AF HQTRS or any folks from any of the other bases named...if there are any left.

John Way, e-mail, 02.05.2011 00:35

I flew the C124 out of Hunter AFB, Savannah, Georgia during the middle 1960s. "Old Shakey" tended to wear you out on long flights. Crossing the Atlantic and Pacific at 10,000 feet and a relatively slow speed would wear anyone out, but the vibrations of the four Pratt and Whitney engines made it worse. I flew missions to Viet Nam, the Dominican Republic, the Congo, New Delhi, etc. and a tdy at Rhein Mein AFB in Germany. I remember the shock of learning in advanced pilot training at Tinker AFB, Oklahoma that in an emergency (i.e., need to bailout) the aircrew would have to slide down a pole from the aircrew compartment, strap on a parachute, then try to jump. Beginning an emergency at 10,000 feet, no one is going to escape. The plane was so safe it wasn't necessary to even have the pole (or the parachutes), but it was 'thoughtful' for Douglas to include it. I got a little nervous flying into combat zones. The plane was so large anyone taking a shot at it couldn't miss. I recall flying into the Dominican Republic during an uprising it was a little concerning that the 'enemy' and the 'good guys' were landing and taking off at the same airstrip. One such sortie is memorable in that a rebel aircraft took off and immediately returned and 'fired' on the airstrip. My plane was not hit but some around me were. Scary! I had signed up with MATS (later MAC) to see the world. I got to see more of it than I'd bargained. Still, my memories are positive, and I'm glad I had the chance to fly the aircraft and become friends with the members of my aircrews...a great group of competent cohorts.

Dale Casey, e-mail, 01.05.2011 03:50

I was an Aircraft Radio Repairman stationed at Hickam Field from '68 to '71. Anything on a Shakey that wasn't wired down would soon hit the floor or fall off. If you were working on a Shakey when the engine shop was doing a run-up, forget about writing anything down.......impossible. When they would run up those P&W oil slicks, that ole bird would ooze around on those big tires so you had to hold on for the ride. At that time, Hickam had about twenty C124Cs stationed on the base. When Fat Albert (C5A) came into service, all of our 124s were sent to National Guard units. We were sweating bullets getting the last three flyable. They had ghosts that were extremely difficult to find and fix but we finally got'er done. I have many memories of the ole Shakey, some good some bad but they will all be with me. I only had the opportunity to fly on her twice, supporting the Hawaii National Guard for their annual two week stint on the Big Island.

Kurt Gibson, e-mail, 23.04.2011 05:18

I have been trying to find any information of an accident involving C-124 ser# 51-5198 at Hickem that happened on 6 March 1968. This is all I know about it. Can anyone sent me information or even pictures of this ground accident. Anything would be greatly appreciated.

Dan Lucey, e-mail, 18.04.2011 19:15

Not too many of the Old Timers left.I was assigned to the 2nd SS when it was stationed at Castle AFB at Atwater Ca. in 1953. What a surprise to see the airplane that used to fly over the barracks on take off when I was in basic training. Watching them overhead I was puzzled as to how the lack of wing area supported that much fuselage.
I began as all entry levels as a Engine mechanic in the Docks working on #2 engine. Was rather quickly moved to the flight line flying with Walt Datusman, Jack Sugars MSgt Wilson, Squeeky McCwen. C T Williams and I had our own plane. Not to run on, but all that were in a SS sqdn. know the many hours we flew and worked. GREAT AIRPLANE.

Jon Owens, e-mail, 17.04.2011 14:51

This has been great fun reading about how much others enjoyed flying and working on the C-124. Reading the posts has brought back many happy memories, while in the Air Force. You flight crews were the greatest, and I just want to thank you for allowing a young airmen to drink a little of your coffee during those long flights over the Pacific.

Jon Owens, e-mail, 17.04.2011 14:23

Like many, I enjoyed the years of working on and flying in Shaky Jakes all over the Pacific traveling to many locations out of Hickham, AFB, 1502nd FLMS in the early 1960s to assist with an engine changes as a prop mechanic. I was one of the lucky ones being able to get off the "Rock" often.

Gene Ellsworth A/1C, e-mail, 16.04.2011 02:09

Took my basic at sampson, Feb 54 - tech school at Chanute, recip engine specialist and to Dover, 21st air transport sqd. from sept 1954 to sept 1957. I have a model purchased at hill A.F.B. Put small D.C.motors on the 4 engins and l.e.d.lights as needed. I visit Pima air museum in Tucson often to visit one of my old birds. Still in my blood.4/18/11

Don Pfohl, e-mail, 14.04.2011 02:17

I was an aircraft electrician at McChord from January 1958 to June 1961. I was home at McChord on the sending end of the Congo operation. Many of my shop buddies went to France and one to Leopoldville. We have occasional reunions of electricians from that time, but the 7 original members is now down to 4. All of us loved the C-124 and the 1705ATG and the 62nd TCW.

Jim Frazier, e-mail, 13.04.2011 18:09

I was a C-124 driver from 1962 to 1969 based at Tachikawa, Hickam and Hamilton. It was an amazing machine and I have to admit an emotional moment when I delivered an A-model to the bone yard at Davis-Monthan AFB.

JERRY E LAWSON SR, e-mail, 11.04.2011 10:11

I was @ Sheppard afb in sqd-3767 in 7-19-63 for recip-mechanic training & crawled through the wing to engine#2 step down into the nacell & looked @ that big 4360 housed in there ; & then on to engine #1; what a Aircraft!! C-124 .

Leonard W (Bill) Riley III, e-mail, 10.04.2011 20:01

As an Air Force navigator I flew over 2,000 hours in the
C-124A and C-124C aircraft, mostly in the Pacific. One of the most enjoyable aircraft I ever crewed. Low and slow and you knew that almost everytime you landed you would crew rest. Wonderful way to see the world. Feel so fortunate to have been able to navigate when skills and judgement were used, not just black boxes.

Leonard W R iley III, e-mail, 10.04.2011 02:26

Have about 2,000 hours flying in the C-124A/C as navigator. Low and slow but we knew almost everytime we landed we would crew rest. Wonderful way to see the world. Those were the days when there was skill to navigation, not just reading a black box. Loved every minute of it.

Dale Smith, e-mail, 04.04.2011 23:39

Although not mentioned above there was also a single YC-124B model which Douglas Long Beach designed and built. The purpose of the plane was to assist in the engineering development of the P&W T34 turboprop installation which was subsequently used in the C-133A. This engine, the T34-P3A version, was quite large for its time. It was a worthwhile effort because a lot of C-133 problems were avoided. I arrived in Long Beach Engineering in mid 1954, after the test program, which evidently was anything but dull.

Bob, e-mail, 01.04.2011 21:53

11000 HRS "old shakey" instructor, Flight Examier at Hill Afb and Travis. 28LLS,28MAS and 75th Travis Retired Kirtland AFB Chief Flight Engineer AFSC Ireally enjoyed the aircraft even over C-141'S and C5's. The panel aircraft were allways a joy to fly somthing to do. Retiered 1976 24000hrs worked state department for 22yrs retired with52 yrs

Lindsay Lanphere, e-mail, 30.03.2011 19:14

I am currently doing some research on my grandfather and came across this forum. His name was Merten Wayne Stroh and he flew C-124s in the 2nd SSS at Castle AFB in Atwater, CA, then went to Orlando, FL and then on to Newfoundland and Greenland as far as I know as of right now.

If anyone out there remembers him please contact me at!! I also have a lot of great photos I wouldn't mind sharing.

Thank you!

Rich Ragucci, e-mail, 29.03.2011 04:50

I was a loadmaster on shakey from 1966-1972, the missions to europe/south americaand the pacific were the best.I thing of her every day. Remember the drifters reef in wake island,paulines in sebu city. Those were the days

Donaldwhite, e-mail, 23.03.2011 22:38

Went to r-4360 shool at Chanute after basic at Sampson. Was then
sent to Westover AFB and on to Dover where i worked on C124s onthe flight line. Worked on old shakeys for three years. We did alot of runnups. Note my e mail address.

Cheri Milburn, e-mail, 23.03.2011 05:28

My father, Richard "Dick" Day, was stationed at Hickam AFB, HI from 1964 to 1968. He tells stories of "old Shakey" all the time. I thoroughly enjoy listening to them. I was able to obtain a model of the 124 from the museum at Dover. He liked it so much, he asked for another one so he could have one in his office. My mother laughs when he "flies" it through the house. He was a loadmaster. He is looking for information on the missions to Vietnam. Any help would be greatly appreciated. He does not have a computer so the comments can be sent to me and I will see that he gets them. He'd love to hear from any that served with him.

Jack, e-mail, 17.03.2011 23:32

I was a pilot in the 1st SS at Biggs AF in 1953 - 1954. Does any one (except me) remember how the C-124 would float? No, not in the water, but over the runway. When it was light on fuel and cargo, that bird would float forever. I thought sometimes that they were going to have to shoot us down. That big fat high-lift wing would get into ground effect and you had to actually spike it on the deck - and at a high field elevation, too. Capt Bill Boyd, a very unforgiving IP, made me do six go-arounds in a row before he taught me how to get the bird to land. Memories . . .

don cook, e-mail, 13.03.2011 00:08

are there anyone that was stationed at 7th lss robins afb, ga? if so give me an email please so we can relive the memories there. thank you

don cook, e-mail, 13.03.2011 00:08

are there anyone that was stationed at 7th lss robins afb, ga? if so give me an email please so we can relive the memories there. thank you

Franklin Hollie, e-mail, 08.03.2011 00:14

I started my career in 1955 as a C-124a engine mechanic at Castle AFB, Atwater, CA in engine build-up. The 2nd Strategic Support Squadron moved to then Pinecastle AFB, Orlando, FL in 1956. The base was later renamed McCoy AFB after Col. McCoy who was killed in a B-47 explosion. I later moved to the docks, and then to the flight line as a
flight mechanic/scanner from 1957 to 1961 when the 2nd SS "ole shakeys" were retired. My days of flying on the C-124's were some of the most memorable days of my 20 years in the air force. I later became a KC-135 boom operator until my retirement in 1975. I would like to get in touch with some of the 2nd SS guys that would be interested in a reunion before flying our "last" mission.

Vern Adkins, e-mail, 07.03.2011 03:52

After Tech school Chanute AFB, Illnois, 1955, went to 63rd TC Groop 53 TCS.Donaldson AFB Greenville, SC. A lot of miles on old shaky. Operation Deepfreeze 1957, to New Zealand- Mcmurdo Sound Flew over South pole, cold -cold place, we droped everything from a D-2 Cat to soap powder. We had the problems of losing a couple engines a few times.

josie, 04.03.2011 04:55

my grandad rode on the plane, he was an enginer

LTC (Rt), e-mail, 24.02.2011 07:29

I flew the C-124 out of Biggs in 1951. We carried pax, all kinds of cargo, primarily nuclear components, a lot of it overseas. Those big 4360's pulled it right along - slowly.
Quite a handful but it did the job. The brakes sounded just like trumpeting elephants.

Rey Ayau, A!c, e-mail, 22.02.2011 02:07

Aloha, I've been in Hickam AFB from 1957 to Oct.1964. I've been with "ole shakey" for 7 yrs. I've been in the crawlway and engine nacelle both on ground and inflight. I've been brakeman, ground control and engineers panel. Those 4360's, especially all four running, makes a hell of a noise, especially maximum power. Yet the VA does not think that is enough to affect our hearing. Well anyway to save the gov't $. All I wanted was a hearing aide.
God Bless Them!!

John Hille, USAF Ret., e-mail, 21.02.2011 00:06

Enjoyed reading all these posts!! I went to Morocco right out of recip tec school and got introduced to all the recip acft flying, but it wasn't until I went to Donaldson AFB, SC in Apr, 1959 that I fell in love with Shakey. Even though I was an engine mech I was assigned to the 63rd FMS. A lot of TDYs from there and before I knew it I was a full fledged CREW CHIEF, as an A/2c no less, and I'm told the first two stripper to ever have their own A/C. You had to be a three stripper to crew, but M/Sgt Minkler got a waver for me. I've been forever greatful for that ever since, as those days are the highlight of my life, and unless you've been there one cannot understand how all the old shakey fans posting here feel. Went all over the free world on that plane and only once was I thinking the end was near! On a return flight from a 6 mo. TDY from Germany we lost #2 engine after leaving the Azores, returned for an engine change. Departed about 24 hours later, next stop Burmuda. Just passed the point of no return we lost #3 engine. Now flying on three, 53 souls, plus crew and a full load of you name its, (like big Telefunkin Hi-Fis for the crew) #2 started overheating, so when the Cylinder head temp got close to the red the Flt Eng reduced power on that engine, at which time we would start going from 9,000 feet down to 1,000 feet. Power back on #2 to gain altitude until the CHT would get close to max, so it went, up and down, but also thinking that some stuff would have to go to lighten the load, and no doubt that would have happened if it weren't for the fact the AC, Co-polit, Nav. had loaded their big dollar items last on the elevator, which as you all know is the first to go with a quick trip of the elevator latches. In the mean time we had declaired a possible ditch, so close by ships had diverted to the flight path of our Ol' shakey, just in case. Well, after a long rollar coaster ride on 2 1/2 engines we touched down on Burmuda soil much to the relief of 53 thankful praying GIs. During our checking out the overheating #2 at Burmuda we found that in the haste of changing the engine in the Azores someone failed to remove the Green tag off the prop governer, top center of the front of the engine. The incoming air into the engine soon ripped it off and it blew onto the screen on top of the carb, blocking the venturis, thus giving the carb a flase reading, leading to very lean mixture, followed by high CHT. So, it goes to show that something as common as a servicable tag could have brought down something as big as Ol' Shakey. That's my closest call, but I'm sure there are a lot of tails to be told that can top this one. If you have one post it for all to see. I ended up working the Shakeys for 13 of my 21 years in the AF. I'd do it all over again, starting tomorrow. Never had a bad day. Thought at the time it was, but looking back they were all good days!!! Oh, the closing strange story----- and a lot of luck. I had always wanted a good picture of a flying, framable picture of a C-124. While gpoing through an antique shop in NC I saw a picture of a C-124, perfect, just what I had been looking for!! Upon closer inspection I saw the tail number was 51-0158, the very C-124 I crewed as a two striper! An official painting issued by Douglas for presentation to VIPs. Needless to say that picture now hangs over my fireplace in my den.

Tony longo, e-mail, 15.02.2011 23:09

I cant believe I made a mistake about the plugs, I must have had a brain cramp. I know 4 rows of 7= 28 clys with 2 plugs each = 56

Tony Longo, e-mail, 14.02.2011 01:03

I was stationed at Dover AFB from 54-57 in the 20th ATS. We arrived at Dover from Westover AFB. At Westover we had c-54's and got changed over to c-124's and we were on our way to Dover. We worked out of tents on the flight line. I remember the huge Mosquitos, a can of spray was part of our tool boxes. I really liked working on the 124's, 48 plugs per engine, didn't like plug changes much, but it was a great aircraft.

Bud Napier, e-mail, 02.02.2011 18:56

Message for Steve Hodges: Steve, I too was at Hickham from 64-67, leaving in May of 67. Worked the entire time on the post-dock test flight crew. Believe that you and I worked together for a short period of time. Did most of the engine runs and recall you riding brakes up front quite a bit. Loved the sound of the engines and enjoyed the flights as well.Certainly was a great airplane.No corrosion problem since oil from the engines leaked from the very front back to the tail nav light.That was the limit. Then we would have to do something. Would love to hear from you. Regards, Bud

John La Bonte, e-mail, 31.01.2011 09:39

After engine school at Shepard AFB, I was assigned to the 63rd Troop Carrier Wing at Hunter AFB, GA in May of 1963. I worked in the Engine Buildup Shop until the fall of 1964. I was assigned to the Pre-Flight crew. Five man crew (1-radio/radar, 2-airframe and 2-engine) Preflighted all aircraft prior to the flight crew doing their insp. Left Hunter June of 1965 on a 90 day TDY to Hickam but 60 days into the TDY and I got PCS orders to the shop I was working in on TDY!! Made a whirlwind trip back to Hunter to process out and get back to Hickam. I worked in the buildup shop and on the Post Dock crew. I spent the last 6 mos on the Swing Shift Flight line crew. Was at Hickam from August 1965 to August 1969. I was fortunate to have made many trips as a Flight Mech on "Old Shakey" in the 51/2 years I worked on them and I enjoyed every minute of it!!

Clifton JAMESON, e-mail, 31.01.2011 00:30

6-1954 as A/2c to 6-1956 as S/sgt,C-124A in 22nd TCS, Radio/Radar Repair, Tachikawa. Enjoyed working on Ol'Shakey, made the trip to Australia/New Zealand,& Bangkok by way of the islands. Lots of good memories buddies.

Jerry Walterreit, USAF Retired, e-mail, 30.01.2011 00:36

My rank was A3C not A1C on my previous post. Have a Good day

Jerry Walterreit, USAF Retired, e-mail, 30.01.2011 00:32

On December 25, 1959 I was assigned, as a A1C. to the 1505th Support Sq. (MATS), Kadena AFB, Okinawa. Being new to the aircraft maintenance field and the C-124 I couldn't believe how big it was. Everything about it was big. The tires, engines, props, cargo area. I'm over six feet tall and I could stand up in the accessory section behind the engine. As a young airman that was something else. I was an Instrument Repairman but being a support Sq. I helped with all the maintenance required to get the aircraft turned for its next flight. That included helping refueling, change tires, props, spark plugs, cylinders and engines to name a few. I learned a great deal about aircraft and what it took to maintain them during the year I spent on the C-124. I enjoyed it and have many fond memories of my time with the C-124. My next assignment put me on the B-52. You talk about big.

John Sacchetti, e-mail, 28.01.2011 18:41

Ole Shakey... I was in the 1st MAS (Dover AFB) 1963 - 1966 during which time 3 C133's went down. After the 2nd, they were grounded for a period of time. During that time I was TDY to a C124 squadron assisting the loadmaster and seem to remember (it was a long time ago folks) transporting Army troops to Saigon.

Vivid in my memory on one flight, just after takeoff, I was looking out one of the port windows midship and noticed "smoke" coming from #2 engine. I wasn't on a headset so I got the Loadmasters attention sitting opposite me - he came over and reported to the AC. Turns out it was a ruptured oil line and my smoke, a rather large stream of oil. Yeah the good ole Shakey... low and slow - a real martini mixer James Bond would love!

al.townsend, e-mail, 27.01.2011 00:13

message for BILL SCHWEHM hello skipper..if you flew out of Tachikawa AFB With the 6th TCS i could have been your radio operator in 1952 to 1953..left the AF as a S/SGT made M/SGT in the air reserve...the very townsend

Dave Gercic, e-mail, 26.01.2011 21:48

I forgot to mention about Tachikawa. I got excited about finding an old buddy and forgot to list Tachi. I was at Tachikawa in 63&64. Towed those burleys out to the p.s.p. with a euclid and into the docks also. Worked on the 4360s.Hated the bottom jug changes. Carburetor change was no fun either, no room. Between Tachi & Hickam I was with the Shaky 2 & 1/2 yrs. I did some tdys with them too.

Dave Gercic, e-mail, 26.01.2011 01:16

I was a recip mech stationed at Hickam 64-65. Did a lot of flying too on those Burleys. Man I wish I could get in touch with in the 61-80 page. If it's the Gerry I think it was he was my roomate! Big Johnny Cash fan too. Gerry, get back to me if you can.

Steve Hodges, e-mail, 25.01.2011 22:12

Stationed at Hickam A.F.B., Hawaii, 1967 to 1969. Worked "backline" on C-124's as they came out of major inspections. We put them back together and went up on check flights to make sure they were safe to return to the flightline guys. Great plane and I miss it!

Roger Wendorff, e-mail, 17.01.2011 05:26

correction in e mail address

Roger Wendorff, e-mail, 17.01.2011 00:30

Also was a FE on C124c at Charleston 3d mas I went to basic FE school with the little

Walker Smith, e-mail, 15.01.2011 00:18

When I arrived at McChord as an A2C from Keesler AFB in late Jan. or early Feb., 1965, there were 68 C-124's assigned to the 62nd MAW. I was a Radar Tech and worked on the APS-42 Weather Radar plus the other navigational systems. Our shop was in an old brick building on the hill overlooking the T-33 parking ramp. We later moved to a new facility near the Phase Docks and became the 62nd CEMS. In the Spring of 1967 I went TDY for 120 days to Mactan AB in the Philippines where I was assigned to the 606th MASS (Mil. Airlift Support Sq.). The majority of our work was on transient C-124's, C-130's, C-133's, C-121's and various other prop planes going to and coming from 'Nam. A C-124 burned on the ramp one day and cost our Sq. Commander his job. When I left McChord AFB for Forbes AFB, KS, in June, 1968, there were still 28 "Shakeys" assigned and about 40 C-141's that were replacing them. The last C-124 I saw fly was passing through Osan AB, Korea, about July of 1974. It was on it's way to the military museum in Seoul. It had an APS-42 problem and no one on day shift had any experience on the system but it's doubtful that even had it been properly troubleshot that a part could have been found to repair it. I retired from the AF in Feb., 1992.

Chilton Christopher, e-mail, 13.01.2011 21:59

3rd TCS, Donaldson AFB, crew chief on "shakey "'56 thru '59, great memories, lotsa trips to great places. Wouldn't trade that time for anything.

Gerry Keffer, e-mail, 07.01.2011 02:27

I remember the first time I saw a C-124 taxing to the runway. It was in 1971 at Norton AFB, CA. The thing that amazed me most was the Flight Engineer (I believe) Sitting on top (actually standing in an open hatch on top) directing the pilot where to steer the thing as the pilot couldn't see the taxiway lines very well, if at all.

It wasn't until a few months later that I learned of it's nickname was 'Shaky Jake.' And from the stories I heard it was a well deserved name. Not all flights were 'shaky' but the ones that were are regarded as highly memorable.

Tommy Nilsson, e-mail, 06.01.2011 18:40

In 60 - 61 I served in the 10th Swedish UN-bat in Congo. June 7th - 10th 1961, we were carried back to Sweden in USAF MATS C124 nr. 30046. In the nearness of the Tchad Lake, the aircraft hit two colliding thunderstorms. The flightlevel was about 9000 ft. During 20 minutes, the aircraft was "out of hands" for the pilots - completely in the thunderstorms power. Later the pilots told us that they couldn`t do anything - just follow the old bird, who finally overcame the storms. During these 20 minutes, Old Shaky behaved like an out-flipped elevator. As most, the falling-speed was 5400 ft/min and the rising-speed was 4000 ft/min. As most it fell 6000 ft from the flight-level before the incident. Some cargo wasn`t secured enough and one box hit the roof so strongly that it made a small hole in the outer surface. Not fastened soldiers and luggage flew around like spacemen. Many soldiers were more or less injured. The pilots decided to land at Wheelus Air Base, Libya for the soldiers medical treatment and, of course, for the old bird`s own sake. It was a scaring experience and most of us were ready to say goodbye.We were all grateful to Old Shaky 30046, who brought us back to life. At Wheelus, we enjoyed the American hospitality for more than 24 hours.
Now it`s soon 50 years since it happpened. We are still some veterans from Congo who use to meet and at every time we talk about this flight.

Are there any readers of this site who knows anything about this flight. It happened on June 8th 1961 about 2000 kms northeast of Leopoldville.
And are the flight log books filed somewhere. And is it possible to get information from these.

Tommy Nilsson, Malmoe, Sweden. Email

tom horne, e-mail, 26.12.2010 05:08

I was station at Hickam AFB from 66-70, work out of 780 and the docks really had a good time with alot of good folks. Don Hairrell, and i were good friends. Eddie Smith, Bill ??? from pittsburg, screege ???? If anybody from the era please write.

Gordon Rupert, e-mail, 21.12.2010 18:19

My Dad (Gordon Sr.)flew as a Loadmaster on 124's out of Donaldson, 53-54. He has several great stories from the 124's and 119's. Would love to hear from anyone from there whether you remember him or not.

Bob Matthews, e-mail, 21.12.2010 01:07

After Basic Training, I went to school on the C124 at Shepard AFB TX in early 1957. From there I went to Charleston AFB (1608 Flight Line Maintenance) and worked ON C54'S until the birds to arrived from Mobile AL. I was crew chief and crew on two bifferent birds 1008 and 5340 from 1957 to 1960 when I was dischared. (yes I said chief and crew which ment many hours on the flight line) Loved them, learned a lot and had fun keeping them in flying condition. What was the one thing that none of us wanted to hear: (PLUG CHANGE ACROSS THE BOARD), never seen so many baffel plates.
Just found this site, it's great reading the stories. I recently visited Charleston AFB and they had a static display of old shaky.

Bob Gillihan, e-mail, 21.12.2010 01:03

Want to let Dick Bennion now that I to was at Hickham AFB early 1959 till mid 1962 assigned to 1502nd FLMS along with Frank Bailey, Richard Haan, and (?), to many years ago.

James (Max) Boger, e-mail, 14.12.2010 04:56

I'm a retired MSGT Flight Engineer. I was assigned to The 3ATS at Chaleston, SC in 1963. I flew "Old Shakey until we transitioned to C141's. In 1967 I wrangled an assigment back to the C124 in the 22MAS, Tachikawa,Japan. We flew mostly in Vietnam, Clark and Thailand. It was a great old bird and I miss it and the people who I had the priviledge of flying with. My last assignment was at Dover on the C5A. However, the highlight of my career was all the hours flying on "Old Shakey"

Jack Pickard, e-mail, 14.12.2010 01:36

I was PCS from Hunter AFB SAC to Hickem AFB 1502PMS and changed to 1502OMS 1962 to 1964. We were a C-118 SQ. Was a Crew chief. We sometimes would go TDY on C-124 and it was a good old frame to carry loads that would not fit in any other AC.Had a army truck that did not have fuel tanks low so we had fuel in cargo area.Remember pulling hatches to vent fumes and clouds floating through cargo area. Loved the R-4360 and R-2800 engines Liked my 4years9mos

John Morgan, e-mail, 12.12.2010 06:39

My Dad, Col. Fred A. Morgan, was the Commander of the 7th LSS at Robins AFB from 1956-1961. Some of my earliest memories are of C-124s on the flight line at Robins, the winning 7th LSS softball team and squadron picnics. My parents were lost in a tragic plane crash in 1970, although I will always hold fond memories of Robins AFB and the 7th LSS.

WILLIAM F. RUPNICK, e-mail, 08.12.2010 04:05

I was in the 2ndSS at Castle from 53til56 darn good aircraft exspecially when you se it flying with 3 and 4 engines feathered that is the day 090 went into mt hope rcab Canada lt wofford and flight engineer done excellent job. have a few pictures of accident

Dick Bennion, e-mail, 06.12.2010 18:03

I started out at Lackland in 1957, then to Chanute Field for Recip. Eng. School, then to Travis in 1958 to the 1501st FMS. Later assigned to Carb. Shop were we worked on all kinds of aircraft. Helped build the golf course at Travis and ended up working at the golf course during the day and the flight line at night. Lots of good memories and have found my old room mate, Chuck Kelberlau, and we email back and forth. Anyone else out there from the 1501st between 1958 and 1962?

Gene Fish, e-mail, 05.12.2010 10:43

I flew as a C-124 Flight Engineer (caps deserved for any crew position on Ol' Shakey!) with the 17th ATS / MAS at Charleston from 64 to 71. Like many other flight crew members I loved the lumbering giant with all its many parts flying in close formation - most of the time. We had the best missions I can imagine; North to cold country, East to Europe and the Middle East, South to South America and Africa, West to the Far East. Got shot at, but survived during the general unpleasantness in Viet Nam. Would go back into the AF today if they would let me fly Ol' Shakey again!

Walt Martley, e-mail, 28.11.2010 20:02

Sometimes I was that poor guy with his upper half sticking out of the top hatch during taxi. The perch was a bit precarious, standing on the tables in the center of the cockpit. If the taxiways were narrow, like in Landstuhl, one had to stretch out over the top side and try to check that tires were centered on the concrete and not about to smash into taxiway lights. A little scary for anyone my size (5 ft 8 in). I, also, like one other poster, crewed 51-150 for a time in the mid-fifties, as an engine mechanic on hazardous duty pay. Got to cross both big oceans with the 19th Log, and fell in love with England during RON time there. Volunteered to go there, and ended up at Burtonwood running in engines on a big flatbed engine stand for a WB-50 squadron.

Ray D. Airy, e-mail, 26.11.2010 20:38

I was with the 1607th periodic maint Sqdn from 9/56 to 9/57. I was a real new 2nd Lt maint officer on the
C-124C. MSGT Mader and others got me started and kept me in line. I owe those NCO's a great deal.

Lt Col Rodman Crawford was the Sqnd Cmdr. We were on a wartime schdule during the Suze crisis and had to work around the clock to turn out the inspections and sell the acft back to flightline sqdn to load and get out.

I learned analyzer, thanks to some great engineers.

Got RIFED in 9-57......spent 32 years in AFRES and IA ANG, retired
Brig Gen 01-02-90.........I'll never forget my start with the 1607th PMS, and The 124

Ray D. Airy, e-mail, 26.11.2010 20:38

I was with the 1607th periodic maint Sqdn from 9/56 to 9/57. I was a real new 2nd Lt maint officer on the
C-124C. MSGT Mader and others got me started and kept me in line. I owe those NCO's a great deal.

Lt Col Rodman Crawford was the Sqnd Cmdr. We were on a wartime schdule during the Suze crisis and had to work around the clock to turn out the inspections and sell the acft back to flightline sqdn to load and get out.

I learned analyzer, thanks to some great engineers.

Got RIFED in 9-57......spent 32 years in AFRES and IA ANG, retired
Brig Gen 01-02-90.........I'll never forget my start with the 1607th PMS, and The 124

Bob Cox, e-mail, 25.11.2010 02:04

Iknow all there is to know. I was an A/C/IP/FE/ flight simulator instructor from 4/58 to 12/64. Had 6000 hrs in the bird. Ask me about my one engine landing at gander Newfoundland. (530)313-8818 from June to October each year.

Bob Georges, e-mail, 18.11.2010 06:17

Reading the info from Gene Van Houten. It's a small world.
I was also in the 2nd SSS at the SAC base, Castle AFB Merced Ca in 1954 after coming out of Sheppard AFB TX A&E school.
I was a scanner/flt mech om Ol Shakey and flew on missions to Barksdale AFB, Carswell AFB, Limestone Me AFB, Larson AFB, Lockbourne AFB,Ladd AFB Alaska. Ol Shakey was really an oil slinger with those recip 4360 engines and about 10% of the time we were feathering one of the four engines.
But we had fun flying on that acft and had good crews.
At the end of 1954, they transferred me to the Alaskan Air Command so I was unaware that the 2nd SSS moved to Walker AFB..I forget the tail nbr of my acft but it was painted with dice on the fuselage below the cokpit and we had the name "Shake Rattle & Roll" painted on her. Anyway, I have fond memories of flying on Ol Shakey.. If anyone out there that was at Castle with me in the 2nd SSS at castle happens to read this, give me a Hello at my EMail addr.

Jim Scheidel MSgt Ret, e-mail, 18.11.2010 03:11

Spent 4 years at Dover AFB 1607 OMS Aug 62 to Oct 66. Worked pre & post dock and later was a crew chief. Was engine run up qualified. It was a fairly simple aircraft to work on. There was just so much of it. Spent many long days and nights on the flight line. Worked 12 plus hrs a day 6 to 7 days a week. If it had been my first enlistment it would have been my last.

Leonard B. Chapman, e-mail, 13.11.2010 02:07

1957-60 Recip. mech with the 1502 FLMS at Hickam. Worked transient AC....97's, 118's, 121's and of Old Shakeys. Those in charge were...Sgt. Moldenhower, Sgt. Sweet and Lt. Penfield. Remember a family friend, M/Sgt Flt. Eng., who said they used to remove the Mag. cap and transfer carbon from pencils on contact points in cap....lots of misfires!!! Not sure if true! Also C-119 trying to snag & reel in mock capusles. And then there was the U-2 that stayed a few days under watch, MP's w/machine guns, then took off with everyone watching. Big earthquake in Chile, sunnami warnings, no wave, but all were on alet! Great time, long hrs., with F-104s in belly, on way to Far East. And still not able to join Am. Legion/VFW.

Bill Kepner, e-mail, 12.11.2010 14:30

Marty Jersky. I remember you!
Good you joined us. I'd forgotten all about that fuel tank explosion! You might be remembering Bill Potter (aka peter potter)as the Coleman driver. In the engine build-up shop they had me rotating from canning to tear-down to wash rack and back again. Actually, tear-down was good education because in 1/2 day we removed all the stuff the shop spent a week installing, and pulled the engine too. It sure was dirty work tho. It tore the heels off my brogans and tattered the top of my cap full of holes!

Jackson Winn II, e-mail, 07.11.2010 21:25

I was stationed at Bitburg AB Germany 66 to 69 and flew many times TDY to Wheelus AB Libya.

Martin Jersky, e-mail, 05.11.2010 02:50

I forgot to add several other things i was tdy to Chateroux on the first group sent to Chateroux what a difference from Dover
While I was at Dover post dock was doing a engine runup with fuel tank access plate off figuring they could purge fumes during runup all of a sudden BOOM blew a hole in wing lucky rest of wing didnt blow Aircraft was 52-1032 they had to put APs to stop stripping for parts finally got back to service I think I remember Bill Kepner he drove Coleman and Euclids we used to tow C-124 with

Martin Jersky, e-mail, 04.11.2010 20:06

I was stationed at Dover AFB 1957-1962 1607th Flightline Maint Sq Worst job was crawling out to #1 or #4 to set ADI pressur on run up noise and vibration and locationof pump on bottom of tank in back of engine made job difficult also hated changinging fuel booster pumps in wing tanks in winter had to strip down to shirt and slop out fuel with rags that was at bottom of tanks fumes could make you pass out

Bob Lacroix, e-mail, 02.11.2010 03:27

Went to School @ Sheppard AFB in 1964. Recip engine Mechanic. Was in the 157th MATS NH Air Nation Guard Grenier Field Manchester with C-97's. Base later closed in 1966 and moved to Pease AFB (SAC) and our unit later became 157th MAC in 1966 with C-124's. Great airplane. Miss it.......

Roland S Weber, e-mail, 29.10.2010 02:31

I was first stationed at McChord and went thur "Boot Camp" there as I was in a reserve unit from Long Beach, CA. After BC Training, we were asked if some of us would be willing to Volunter for an unidentified assignment. I did and wss given so tests to determin my math skills, and "passed" so the result was going to Loadmaster training for a new airplane soon to begin arriving.All of us were the first class to be trained. This was in 1950, and after graduating, I became a Loadmaster on a C-124, with tail number 50105.There was no slide rule at that time for this aircraft loading weight and balance computations, also no hand held calculators!Yes it was a great aircraaft and when we landed people stood around with mouths open due to its size. I had many interesting moments aboard - some quite exciting. We had a great crew, never went to europe but went to Umnak Island in Alaska as well as several trips to Japan. Landed at Hanada (nor Tokyo International) and was impressed that there were many bullet holes in the buildings left from the war. Also remember the numerous times it became necessary to change spark pluge (56 per engine) because we could not get take off clearance and idled too long. Also remember one winter in New York when we tried to check the mags but the brakes would not hold due to ice, so a decision was made that the engineer (Stogie Jones) would check them on take off, so we did. All went OK unntil we had just lifted off and 1 engine quit. Since we had no load another decision was made to continue on as we were going back to McChord. Well, as luck would have it, the second engine quit over Denver, but since it ws down hill we again decided to keep going. Luck was really with us, because the trird one quit just as we landed! Oh well, great times were had as we flew across the Pacific by way of Hawaii, Hidway, Kwagelain and Guam. Great time but would not want to do it again as I am 80 years young now.

Ernest N. Miles, e-mail, 11.10.2010 06:47

Assigned to the 4th SSS Rapid City, SD August 1953 after finishing radio operator training. We mainly hauled special weapons back to NM for periodic maintenance. Went to Thule Greenland about 3 times. Logged about 750 hours before discharge March 1956. I attended one reunion in Tacoma and had a tough time remembering anyones name. My copilot got me in a corner and talked me into going back to college. I owe him a lot for taking the trouble to push me.

Deb, e-mail, 03.10.2010 02:15

My father was a flight engineer on a C-124 that crashed in the mountains of Spain in February 1966. How come I cannot find ANTHING on this military crash? I was four years old at the time and I am curious about my father's military life (and death). Are there any answers out there?

tom demarest, e-mail, 02.10.2010 19:03

Flew on C-124C out of Donaldson AFB Greenville SC from 1954-1957. Took the 82nd airborne all over the world, never had a major problem. Great aircraft. Left as a flight eng.

Stan Luker, e-mail, 30.09.2010 19:04

I was a radio operator on the C-124 both at Larson and Mccord AFB, flew all over the world my last mission was operation new tape to the Congo,she was one of the best aircaft ever built, but I did get a lot of three engine time.

Stan Luker, e-mail, 30.09.2010 19:01

I was a radio operator on the C-124 both at Larson and Mccord AFB, flew all over the world my last mission was operation new tape to the Congo,she was one of the best aircaft ever built, but I did get a lot of three engine time.

David Saaks, e-mail, 23.09.2010 19:28

I was assigned right out of flight school (Laredo 63-G) to MATS 75th ATS at Travis. I enjoyed the squadron, the mission and most of all, Old Shakey. When the squadron transitioned to the C-141 I opted to transfer to the 85th ATS and continue flying the C-124. I finished my service as a flight examiner on the aircraft. It was terrific experience and I remember those days fondly.

Jack Dole, e-mail, 19.09.2010 04:45

I flew the C-124 out of McChord from 1964 to 1968. I remember the 8 to 10 hour legs accross the Pacific to RVN and back. Usually got 80-90 hours of flying time on one trip. Also flew a lot to Alaska and remember the ice coming off the props and hitting the fuselage at 9 or 10,000 feet and jumping on the clam shell doors during flight to dislodge the ice so we could pick up some airspeed. Great airplace and enjoyed it a lot.

Mike Routledge, e-mail, 17.09.2010 17:55

For all serious C-124 fans. An excellent book, Douglas C-124 Globemastyer II. 150 pages of history, photos, and squadron histories. ISBN: 0-942612-95-7. Steve Ginter, 1754 Warfield Circle, Sims Valley, CA 93063. Author , Earl Berlin. Mike Routledge, FE 75 ATS, 85 ATS & Crew Chief 28 LSS. 1958-1968. Security No. 9214

Jim George, e-mail, 17.09.2010 07:12

I was stationed at Tachikawa and Yokota with Ole Shakey. We worked our butts off. We closed Tachi Air field when I was there. It was a fun plane to work on. I can also remember taking Shakey down to the end of the runway at Tachi with a fire truck and going to max power, the fire dept would shoot water behind the props and we would blow the Japanese protesters over the hill with there big ballons and bamboo poles. They would literally fly through the air. That's one memory I will never forget. I was there from 68 to 70

Eloy Marez, e-mail, 17.09.2010 02:19

All good memories of the C-124 - after over 5000 hours I am still here. As a radio operator (McChord, Moses Lake, Donaldson), it took me all over the world, including Moscow, and the South Pole. One that I flew in is at Pima Museum in Tucson - I go by now and then, we talk about the good old days.

JOE JARZYNA, e-mail, 16.09.2010 00:54


Jim Raymond, e-mail, 06.09.2010 21:58

After Recip. Engine School at Sheppard AFB in 1958, I got stationed at England AFB until 1960 worked KB-50J Engine Conditioning Crew on Flight Line with the 622 ARS. Got assigned to The Air force Academy at Lowry AFB, working on little T-29's. Than spent a year in Tule AB, Grn. In 1963, I got assigned to Rhein Main AB Ger, that where I first met ole shakey (C124c)they were TDY from Donaldson AFB & Hunter AFB. I worked in the base Engine shop and we built-up R4360-63A engines for ole shakey. Well low and behold when it became time to rotate from Germany, In July 1966,I was assigned 19th MAS, Kelly AFB, TX which was renamed from the Logistics Support Squadron. I was one happy mechanic when I found out they still had The C-124C aircraft. I was in charge of the pre-post crew getting aircraft ready for peridoc inspection. I too like, Bill kepner comments, can still smell the smoke upon starting the C124's engines with that deep cough sound out of the tail pipe.It's a sound I'll never forget! I can also remember the flight engineer's head sticking out of window top of flight deck,and the loud and mournful squeal of the brakes. I am honored and cherish the time I had on Ole Shakey. Reading these stories brings back many memories on that old bird. In my books the C-124 aircraft was the best aircraft in the air force to work and fly on. I thank the you all for sharing your experience on Ole Shakey.

Jim Raymond, MSGT, USAF Ret.

Voyd N. "Bud" Campbell, e-mail, 05.09.2010 21:46

I don't know of any aircraft that was loved more by the maintenance and flight crews as much as the the C-124 Globemaster. My first PCS assignment after Tech School was to the 2nd Strategic Support Squadron at McCoy AFB in Orlando Florida. After a short stay in the docks and on request I was sent to the flight line. I was assigned to aircraft 50-090 with Crewchief T/sgt Oscar G. Rehrig, Assistant Crew Chief S/sgt C.T. Williamd and I was the third wiper, Airman 2nd Class. The next two years was the best time of my life because I was living my passion in life. I was working and flying on an aircraft. I loved flying so much that I got my private pilots locense at the McCoy Aero Club. The C-124 Globemaster was a great aircraft. When I was assigned to aircraft 090 it had only been returned to service a few months after some major repairs after it made a belly up landing at RCAP Station at Mount Hope Newfoundland. This was a troop hauling mission with 97 souls on board and all came out without a scratch. The Pilot of the aircraft was Capt. Jack Wofford.
I loved the aircraft and was committed to do what ever it took to make it the best in the Air Force. We hauled Snow plows, helicopters, food and supplies, and the stranges mission I was on was to moved six hydrogen and two atom bombs from one location to another. It was a sad day when I was transfered from the 2nd SSS to a KC-97 Tanker Squadron at Dow AFB, Bangor Maine because it took me off flight status.
I loved the 2nd SSS so much that I have ran about six or seven reunions here in Central Florida and met many others that had the same love for the aircraft that I did. Many I had never met before and I now E-mail several that I have never met. The best thing about reunions are the stories that many lived and now share with us. I wish I had recorded the stories I have heard and put it in a book. It would be a best seller.

Joseph Baldwin, e-mail, 05.09.2010 14:58

After leaving Thule AFB Greenland I was assigned to the 2nd SSS at McCoy AFB Orlando Fl. Started out in the hanger and with in a few weeks I was assigned to 50-090 and became crew chief of the Aircraft. Flew all over the world and the USA. It was a great Aircraft.
All of my old buddies try to meet once in a while in Fla thanks to Bud Campbell who does all of the work to inform us of this event. I had the honor to meet up with some of the best in the world again.

SSG. Douglas M. Ducote Sr., e-mail, 05.09.2010 07:58

If anyone is on Facebook, I have started a group called: C-124 Globemaster "Old Shakey". My father was a C-124 Load Master which inspired me to start the facebook group, and I've always had a love for this aircraft starting in my youth when dad was stationed at Dobbins. On his weekend drills, while he was up flying, he would let me inside one of the birds not flying that day to play...and I was like a kid turned loose at the state fair LOL. My military time was spent on CH-47 Chinooks in the army, and I did 3 years in the Air Guard on MH-60G's, I'm now retired. Anyway, this is a wonderful site, and some very neat pics!

Bob Slater, e-mail, 04.09.2010 02:58

I flew C-124's with the 1st SSS, Biggs AFB from 1953 to 1955. Aircraft Commander was Capt. Russ Steber. We had some good rides and I learned a lot from him. Graduated Primary Spence field and Basic Reese AFB, Class 53-C. Anyone who remembers any of this please send me an email.
Bob Slater

Jim Zeitler, e-mail, 31.08.2010 08:39

I enlisted in Aug 1963. My first base was Dover. C-124's, C-97's, C-133's, F-105's I believe. I didn't work on anything but heavies. When I was scheduled to ship out to Lajes Field, Azores we received the first C-141.
I was on a return flight from Hickam where we were supporting the airlift to Nam. We had 100 maintenance folks on board and were due to land at Carswell AFB in Texas. We had been circling for quite some time when the flight engineer came down to the cargo floor and asked " Does anyone know anything about Hydraulics". My Career field, I raised my hand. "The pilot sure would like to have a word with you." I went to the cockpit and the pilot advises me the left main won't come out of the wheel well. Can I do anything about it. It seems they were getting ready to foam the runway. I told him yes. I had seen my tool box in back of the acft and I needed a couple of long cargo straps and 3 or 4 big guys. He aske what theystraps were for and I told him I was going to tie one end of them around my waist and i wanted the 4 guys to make sure the other end remained inside the acft.

I crawled out through the wing and got behind #2 engine, wrapped my legs around a spar that came from the wing spar to the back of the engine. I used a large screwdriver to pry the uplock over center and the gear lowered to the down and locked position, and I immediately Puked all over Carswell AFB. All I could see below us was emergency vehicle lights everywhere. The pilot took me to the O-Club and bought me a steak dinner and many cold "beverages."
I loved the C-124 and the C-133. Good acft. My shop chief was a Master Sgt Named Elsworth Bates. He didn't like for us to refer to him by rank and last name only. LMAO ! One of the smartest men I ever had the privilege to work for.
James M. Zeitler Msgt USAF Retired.

John Christy, e-mail, 30.08.2010 02:56

In 1964, we were on our way to Korea with hazardous cargo. We were over the california mountains at 12,000 feet. I had just got my four army guards strapped in when the plane dropped 4,800 feet. I left the floor, hitting my head on the ceiling which was 13 feet up. I used my hands to walk on the ceiling until the plane slowed its falling. I grabbed the hoist cable and slid down to the floor. Thank GOD the wings didn't come off.

Steve Westgate, e-mail, 28.08.2010 01:34

My Savannah, GA ANG unit, 165 MAG was the last operational Shakey unit. We took the last 124's to the boneyard the summer of 1974. A couple of years later SECDEF made one of our crews "current and qualified" by his signature. They flew local one day at Davis Montham and the next day to the museum at Wright Pat. I made a "solo" landing one day at Hill AFB because the right hand windscreen cracked all over and the AC who was in that seat, decided to leave me with it. We were about 20 miles from landing so I made a solo landing. On my first flight to Viet Nam after UPT, we logged 130 hours which was more than half of the time I logged af flight school.

Don Goeke, e-mail, 26.08.2010 07:48

Well guys I can't remember any tail numbers as I arrived at Travis AFB right out of tech school at Sheppard AFB,Texas. I got the privilge of walking into an outfit that was equipped with C-124modified "A" and "C" models and a bunch of C-97's. Shakey was an easy aircraft for me as an aircraft electrician. The only thing I didn't realize that an aircraft could leak that much oil and still fly. The flights I made over the water we were afraid that we were leaving and oil slick. I still have fond memories of the old bird and the amount of oil I took home each day in my fatigues. I made several different flights in the old bird and would you believe we only lost a total of 2 engines and none to fire. She was a reliable old bird it was slow but we always made it their.

Mike Vespucci, e-mail, 26.08.2010 00:40

After Recip. Engine School at Sheppard AFB in 1961 i got stationed at Dover AFB til 1964 worked Flt Line with the 1607 OMS went tdy alot to Ft. Campell, Cherry Point and Agusta Ga for para drops. also went tdy to Chateroux France for 4 months in 1963 then to the Congo at the end of 63'to take the Nigerian troops back home. also remenber changing fuel pumps in the reverments at Dover what a lonely place lol. i enjoyed my time working and flying in OL'E SHAKEY. Would like to hear from anyone that remembers me.

Jack Hoyt, e-mail, 22.08.2010 23:36

I was a C-124 co-pilot (fresh out of flight school) in 1st SSS (SAC)at Biggs AFB El Paso TX 1953 - 1954. I AM LOOKING FOR A LARGE FRAMEABLE PHOTO OR POSTER OF a C-124 for my old-age collection! Any ideas anyone ?

Jim Irby, e-mail, 21.08.2010 23:30

I was assigned to the 19thLSS out of air police school in 1955, and cross-trained to loadmaster in 1956. I flew on c 124 #51-110 with Captain Walter Raby as AC and was on the mission to San Salvador when 51-156 with Captain Ulsh crashed upon landing. Iwas transferred to Tachikawa, Japan in 1959 and retired from the military in florida after 24 years. I have some wonderful memories of my many hours on ( Big Shakey ) having logged over 3000 hours on her. I would love to hear your war stories if you would e-mail me.

Rich Ragucci, e-mail, 16.08.2010 04:06

I was a loadmaster on shakey from 1966-1972 it was the best aircraft i was on . So many memories on the road. How many crew rested on the douglas hotel. I think of her every day.

Bob Worn, e-mail, 14.08.2010 21:22

I was first assigned to the 3rd SSS at Hunter as they were moving Chatham AFB over to Hunter. I still remember the smell of the new aircraft as we picked them up one by one at the Douglas plant.
Anyone still around from the 3rd SSS???

doug drake, e-mail, 05.08.2010 22:18

inst. mech. on c124 c133 1956 1959 dover afb dover when c133 cashed i tested the flap transmiter it sh owed the wing flapes down tdy to long beach cal.1957 thore misseles to england 1958 tdy edwardes prop trouble c133

doug drake, e-mail, 05.08.2010 18:02

1607 fms inst.mech. 1956 1959 longbeach 1957 thores to england 1957 edwards c133 tdy

Dennis Cox, e-mail, 27.07.2010 03:30

worked on ole shakey at McCord, TDY to Mactan Island, and finished up at Hill AFB, Ut. Had many good times working on ole shakey. Also can never forget them coming from Nam into Mactan stacked to the ceiling with those silver caskets. Not one had a flag on them as they do for our fallen coming home now.

Jim McCaffrey, e-mail, 24.07.2010 07:58

Stationed at Hickam from Nov. 1965 to Feb. 1968 I was a recip. eng. mech. on C-124s in the 1502 FMS. At some point in time the 1502nd became the 61st (TMS) Transient Maintenance Sqd. I also worked on c-118, C-119, C-121,C-46,C-45 and C-97s. I enjoyed my time at Hickam. I would love to hear from someone from the good old days.
All the best,

William Ramsey, e-mail, 19.07.2010 22:40

I flew C-124's at Brookley and later at Hickem It was a grand
old machine Lots of miles, memories, and hair raising experiences. I recall the very last ride I had on one was from Seoul, Korea back to Yokota after our old C-54 broke down. I believe the only Sqdn. left in the Pacific at the time was at Clark AB PI This was in 1970

"Speedy" Wheeler, e-mail, 15.07.2010 17:31

Forgot to leave the URL for my Web-Site on the 19th Logistics Support Squadron so here tiz:


James C. "Speedy" Wheeler, e-mail, 15.07.2010 17:21

Hello to all, especially Jim Mcdonald who left a note on March 23rd, 2010. Jim was with the 19th Logistics Support Squadron (LSS or LOG) in 1959/60 the same time frame as my first tour with the 19th Log.

I served with the 19th Log from Feb. 1956 to May of 1960 and again after my return from Vietnam, August 1967 thru December 1969. On my first tour, I worked as a Mechanic on C-124A Number 51-150 crewed by a big man, MSgt William J. Nichols. I have many a story I can tell about Nick as I would later be able to call him. None of these stories are negative, but all are Positive. Nick was fair but firm and took me under his wing as a snotnosed kid of 17 and got me started on a successful and productive Air Force Career.

In 1967 while still stationed in Vietnam I boarded a crew transport van in downtown Siagon and came face to face with Nick. I ask him to if he could, assist me in getting into Maintenance Control once I got back to the 19th, ( I had my assignment already ). A short time after I arrived back at the 19th, I was assigned to Maintenance Control. Nick never mentioned anything about my request to him but after he passed away, I found through CMSgt Joe Allen that he had in fact recommended me highly for the job.

On another subject, I have started a new Web-Site on the 19th Logistics Support Squadron in an effort to collect and make public some of the history that has always been kinda kept secret. You can visit this web-site and hopefully if you were a part of the 19th, Join me in this effort.

Take Care and I hope to hear from you folks who were a part of this C-124 Mission. Jim, let me hear from you, I have a large photo of your bird 115 on this web-site. Wasn't your Crew Chief MSgt Schenk?? spelling?

James C. "Speedy" Wheeler
MSgt Retired 1955-75

Ray Williams, e-mail, 15.07.2010 08:53

Was a flightline crew chief on C-124's at Hickam from 67-70 in the 61st OMS. Would enjoy hearing frpm my fellow Shaky mechanics of that era.

Gerald Miller, e-mail, 05.07.2010 05:19

I was a recip. eng. mech. on the C-124 stationed at Hickam Air force base 1502 fms. 1963-1966. We were called mats Military air lift command. Before I left it was changed to mac Military airlif command. I have been trying to locate a 1502 fms patch but haven't had any luck. If anyone knows where I can get one please let me know. I also worked on c-118 and c-121 super constelation.

Bob Gillihan, e-mail, 27.06.2010 00:11

I was assigned to 1502nd FLMS at Hickham, AFB from mid '59 till late '62 as a line crew chief on transit 'shakeys'. I don't remember engineers running to foul plugs, as Brent Bachman stated, however, I did have one cut safety wire on a generator; couldn't blame crew for wanting to stay awhile longer in Hawaii. If I remember, the real problem with fouling was on the Navy's C-121s. I finally got to Crew Chief a C-118. Anybody have pics and names of personnel assigned the 1502 FLMS b/t '59 & '62? Fun days!

Clifton Mason, e-mail, 25.06.2010 16:02

I went through loadmaster school at Dover AFB June and July of 1964. I was stationed at Charleston AFB 17th ATS and flew numerous special missions until Sept. 1966. I took the first C124C to leave Charleston P.C.S. . When the first C 141 replaced it the news media was there on the 14th of Aug. 1965. The C124C went to Hickem AFB . We brought A c124a back to the reserves unit in Fort Worth rwxas. I also trained two loadmasters from Fort Worth when they changed from C119's to the 124. Flew TDY out of RheinMain from Oct. 1965 to Jan 1966. I flew alot of missions in and out of Viet Nam. Met a lot of good people during this time. Don't remember alot of names but do remember some. These people would have been from different squadroms. The 17th the 41st the 3rd and the 76th at Charleston. Also I was at Donaldson AFB from Oct. 62-May of 63, Orlando AFB from May 63-May 64. During my four years of serviceI met alot of people from all over the world and different bases.I loved every minute of it and if anyone remembers these times and places or me please e-mail me. I am trying to find if there are any reunions.

Clifton Mason, e-mail, 21.06.2010 19:13

I am trying to find out if there are reunions of the 17th squadron. I was a loadmaster.

Richard L. Gale, e-mail, 08.06.2010 21:02

Iwas an engine mechanic on the post flight dock at Travis 1957-1961, Dock chief was Mas Sgt Debois, a ex B24 flight engineer.Boy wat stories he could tell, he flew over Germany WW11. Any one out there that was on the post flight dock can con tact me on my E Mail. The air craft I worked on was C124s

JIM WALSH, e-mail, 31.05.2010 20:14


Larry Fry, e-mail, 09.05.2010 20:43

I was a Chaplain Services Specialist stationed at Dover 59-60 and knew TSgt. Coleman (Flight engineer or mechanic)and Pilot Bob Bargo, who had over 13,000 C-124 hours.
Then in late December 1961 flew TDY from Tachikawa (after waiting 28 hours and 4 C-124's)to Kadena and then on to Clark and eventually arrived at Tan Son Nhut on December 29, 1961. Left TSN on March 7, 1962, then back to Clark, then on back to Japan, all on C-124's. Memorable flights. I had known about the plane while at Dover, but never thought I would be a passenger in it - back and forth to 'Nam! Loved visiting the one at Dover AFB Museum, and at Dayton.

Don Richens, e-mail, 22.04.2010 00:03

I was a C-124 loadmaster at Travis AFB CA. 75 ATS, 1958-1960 flying to every island in the Pacific that the C-124 could land on. Spent 7 days in Bankock after losing #3 engine overflying Cambodia. Picked up a U-2 that crashed in Japan, returned it to L.A. CA. Also moved 12 Nuke missles from U.S.A. to Korea and returned 12 Nukes back to U.S.A. I loved the old shaky but now have a hearing problem. I wouldn't trade all the flying time for anything. Now a retired CMSgt living in Houston, TX area.

Gene Kinnick, e-mail, 18.04.2010 19:24

During the airlines strike back in '66 or '67 I was home on leave from USNCBC base at Port Hueneme, California and my civilian flights were canceled. Panicked that I'd be AWOL I went to Fairchild AFB at Spokane, Wa and caught a MAC flight out to Mchord AFB on a flying boxcar (had to wear a parachute for this trip as the aircraft was fresh out of mothball storage), a DC-3 from there to Travis AFB, and did the final leg from Travis to Riverside AFB in Ole Shakey, sitting on a net bench attached up on the Port-side bulkhead. By the time I reached my destination in those old aircraft I was almost deaf and my body hummed like a G-string on a bass fiddle for two days! After checking in (a few hours late) and being reprimanded for being late, I later learned nearly half the command was late returning from leave because of the strike and most of us had used these old work horses of the sky to get back. I was fortunate (I think) that I flew to and from Vietnam on a nice Continental DC-9, replete with stewardesses. Many of my friends and fellow shipmates had to fly over and back in military prop job cargo aircraft. I had seen and was amazed by the sheer size of the c-124 several times but never imagined I'd fly on one of them one day. A good memory!

Harlan "Bud" Gurney, e-mail, 13.04.2010 07:49

My first "operational" pilot assignment was as a C-124C copilot with the 3rd ATS (MATS) at Brookley AFB in 1955. My first A/C was Capt. Ralph Albertazzie, who later was Pres. Nixon's presidential pilot. Also then at Brookley was the 6th ATS, the only C-74 Globemaster squadron, and also a C-54 Squadron, the 13th ATS. Subsequently assigned to the 48th ATS at Hickam AFB, HI, I became a C-124A Aircraft Commander as a 1st Lieutenant flying the Pacific island routes to SE Asia, the Philippines, and Japan, logging more than 4500 hours in C-124s. It was an honest, forgiving aircraft with somewhat unreliable R4360 engines and APS 42 radar. Rare was a rare round trip to the Far East completed without once occasioning the feathering of a propeller, sometimes only for the 45 minutes or so that it took the flight engineer to go out through the wing crawlway to an engine nacelle to pad a failed generator (to avoid possible fire). "Old Shakey" she may have been, but she held together going through the turbulence of the center of an un-forecast typhoon that I once encountered between Guam and Clark AB in which an AWS WB-50 was subsequently lost. Now 81 years of age, I am among those who can say that being privileged to fly C-124s was a great and memorable beginning for a 27 year Air Force career. Our saying was "look to Lockheed for leadership, to Boeing for bombers, and to Douglas for good aircraft."

Karl Turner, e-mail, 07.04.2010 19:01

I first met ole shakey (C124A) at Hickam in april 1959 1502nd PMS I worked APG in the docks untill 1961 then was transfered to Charleston 1618 oms I was at Charleston until I got out in July 1965. I was crew chief on 52-1009 for four years and like most guys I learned to love this plane in all the years I never lost an engine. I had a lot of hours in it. But even more working on it on the ground. I saw all of the crices in the 60s and spent a lot of time at Pope AFB hauling the 82nd. We worked long hours but I loved my Years in the Air Force. Would love to hear from you.

Karl Turner, e-mail, 07.04.2010 19:00

I first met ole shakey (C124A) at Hickam in april 1959 1502nd PMS I worked APG in the docks untill 1961 then was transfered to Charleston 1618 oms I was at Charleston until I got out in July 1965. I was crew chief on 52-1009 for four years and like most guys I learned to love this plane in all the years I never lost an engine. I had a lot of hours in it. But even more working on it on the ground. I saw all of the crices in the 60s and spent a lot of time at Pope AFB hauling the 82nd. We worked long hours but I loved my Years in the Air Force. Would love to hear from you.

Bernie Jones, e-mail, 06.04.2010 19:44

I worked on the C-124's at Hunter AFB, 63rd FMS, 1965 until the Army took over the base in 1967, then Dover AFB until I was sent to Osan Korea, 1968. Three tours to Rhein Mein on Shakey and flew as a crew chief out of Rhein Mein.

Jim Mcdonald, e-mail, 23.03.2010 21:12

Flew with "old shakey" # 51-115 as a flight mechanic in '59/'60 with the 19th log support squadron out of Kelly AFB. Best time of my life. Would love to exchange war stories with any of you that were there then.

Bob Sample, e-mail, 13.03.2010 21:21

Logged about 3,000 hrs in Big (Old?) Shakey in the 4th ATS
at McChord before we transitioned to C-141s in 1966. As wing commander at Travis in 1983 I authorized a special crew of former 124 crew members to fly the Aberdeen 124 to Travis. It took a lot of legs, the first of which was from Aberdeen
to Dover. I tried to stay out of the crew's way, but I did give one order about that flight, "DO NOT RAISE THE GEAR!" Of course they had already decided that and probably thought I was an idiot for mentioning it. I left Travis before the 124 arrived, but I have visited often and always feel pride when I escort my wife or daughter or granddaughter through Shakey. Thanks for the memories.

JACK, e-mail, 09.03.2010 23:02

Hey Shakey fans . . . does anyone know where I can get a color photo of the C-124 in flight, suitable for framing? The sort of thing that Douglas Aircraft might have put out as Public Relations stuff? Ideally around 16" x 20". Help! I need it for an 80th birthday gift for an aircraft commander I flew with in the fifties.

Don Wilkerson, e-mail, 28.02.2010 02:59

Worked on the C-124 at McChord from 67 to 70 in OMS. Transitioned into the C-141 when Shakey was retired. I liked working on the C-124 the best. Made many trips as a flight mech and was a maintenance team chief. Myself and one of my guys were changing an alternator on # 4 engine. He was in the accessory section and I has squeezed up thru the access door. I got stuck and he could not get out because I was stuck in the door. They sent the medics and fire trucks out and had to remove a fuel line that was caught in my rib cage. I got a lot of ribbing over that. Went TDY to Alaska supporting Army cold weather exercise and winching M-60 Tanks up into the cargo bay and transporting them. We could carry anything. Did not have time to do stack checks after every flight. Got back to McChord and opened the cowling and it rained broken stacks. Flew thru the Oregon passes going home one time with one engine out. Could look up and see the tops of the mountains above us as we could not get enough altitude to fly over them on 3 engines. Lots of good memories of old Shakey.

Gene Van Houten, e-mail, 21.02.2010 15:51

I was a flight engineer in the 2nd Strategic Support Sqdn at Walker AFB, NM when they got the first C-124A 49-235. I went to the 3rd SSS at Hunter AFB, GA in Dec 50 and stayed with the sqdn until it was deactivated in Jun 61. In late 1952, the sqdn moved to Barksdale. I ended up with about 6000 hours and generally enjoyed most of the trips. A note to David Scarelli, the fuel capacity of the "A" models was 11,100 gallons of 115/145 octane fuel but could use 100/130 in an emergency with some loss of power. In some previous messages, some fellows mentioned having a lot of 3 engine time. I had some but I never considered it to be excessive. As a bit of info, 49-258 (the plane at AMC Museum-Dover) made a flight out of Hunter that lasted 30 hours and 5 minutes non stop. All 4 engines had reached close to 1200 hours and the flight was made to roll over 1200 hours, then the engines required changing. Only time I ever heard of a plane with all 4 original engines going the limit. The "A" model engines were R-4360-20W and I think the "C" models were -63s. I've seen some info on other sites that say the "A"s were converted to "C"s but none were although the "A"s were fitted with the later model engines with the squared off props. Some late "A"s had wing tip heaters but they reduced about 5 knots of cruise speed at a given power setting. In closing, would enjoy any emails from interested folks.

Roy J. Rogge, e-mail, 13.02.2010 20:51

After completing tech school at Sheppard AFB in May 1959 I was assigned to Charleston AFB, SC to work on Connies ( 1608 Flt Ln. Maint.. Sq.). In Dec. 1959 I was transferred to the Dover AFB, DE, to maintain 124s (1607 Flt. Ln. Maint. Sq.). TDYs to Ft. Campbell, KY (Screaming Eagles); Ft. Miles DE.; Chateauroux, France; Leopoldville, Congo (with stopovers at Wheelus AFB, Libya); Thule Greenland (re-supply the DEW line radar sites); Niame, Niger; Ft. Leonard Wood, MO; Florence, SC. Released from active duty Sept. 1962. Got a model of Old Shakey above my computer.

Charles A Moore-Ret USAF, e-mail, 13.02.2010 08:59

I was a Loadmaster on the 'A' model (which is not mentioned)during the Berlin & Cuban Crisis in 61 & 62. Assigned to the 78th TCS at Barksdale AFB. Was very eventful time in my young Airman career.I finished college in 1964 and earned a commission through OTS. I was a 33150 Nuke Fuzing for the years before and we were crashed coursed into the Loadmaster training. Many fond memories in a bird that time forgot; no small models ever made-only custom made ones. Was the AFs work horse for years and probably carried out more "special" missions then any other bird of its time.Stories are many about old 'Shakey' the Flying Cloud'.

John McCrory, e-mail, 12.02.2010 21:01

I was also in Chateaurox in the early 60's. Remember the Frog Pond well! We were mechanics on old shaky on TDY out of Dover. I went all over Africa as a flight mechanic. My specialty at the end of my 4 years was running up engines and analyzing problems vis the Sperryscope as well as other trouble-shooting methods.

FRAN REIDINGER, e-mail, 10.02.2010 00:24


John Drew, e-mail, 08.02.2010 00:07

WINGFLAPS COWLFLAPS SET FOR TAKEOFF, CABIN SECURE. Just can't forget those words, Hill AFB 1964-65 7 day Tachi turn around that lasted 21 days, the good old days

Doc, e-mail, 06.02.2010 21:02

"This will be a standard 'wet' takeoff...we'll 'GO' at 111 knots. Any malfunction after 111 knots will be treated as an inflight emergency...."Manifold..35....Max power!

Bill Northcutt, e-mail, 04.02.2010 23:03

Shakey will get you there and back, but you gonna loose a stack. I was a load master in the reserves at Tinker AFB logged about 4000 hours. Ever trip was a challenge. Several trips to SEA carrying B-52 parts.

Max T. Hansen, e-mail, 01.02.2010 05:55

Worked on these from 1958 to 1964 at both Donaldson AFB & Hunter AFB with TDY's all over the place .Finally a plane big enough for me to get around in ( over 6ft 3in tall ).Only one I ever worked on that I figured had a basement(P & Q compartments).The Davis wing didn't look big enough but when I changed fuel probes in the #6 or 7 tanks I would stand on the bottom of the tank & I would be eye level with the top of the wing .Went out to # 4 engine ONE time in flight as the engineer wanted me to fix the tachometer for him . Quite a ride!Told him to look out the window & see if the prop was turning.Fond memories of a lot of good times & buddies.

John Champion, e-mail, 31.01.2010 10:28

Grew up a few blocks from the west gate at Barksdale, my friends were Air Force brats, and we hung out at the base pool during the summer and never missed a Holiday In Dixie. My first job was at the PX on base. Loved the piston engine planes, especially the C-124s with the crew member sitting on top and those brakes. Miss those days and the planes. Thanks for all your comments, brings back some wonderful memories.

Mac McCommons, e-mail, 29.01.2010 20:34

Was a C-124A/C Loadmaster assigned 32nd SQ at McChord AFB, WA, 3rd SQ at Brookley, AFB, AL/Charleston AFB, SC & 85th SQ Travis AFB, CA. Loved the aircraft--but, compare to today's airlift birds--what a Bear to load-- no 463L plts, floor load all eq, Johnson Bars (people killers) to move boxes within the aircraft, installing the 90+ lbs tailstand prior to loading/unloading. Loadmaster were alerted at all times-- 6 hrs prior to departure even if the load consisted of less than 500Lbs. What really sticks in my mind were the flight crews (Pilots, Nav's. Flight Engineers) who were mostly old World War II vets, what characters they were, the old FE's taught this young man lots of "way to do all things" some good, some not so good. Learned lots from Flight Engineers about World War II down in "P" Comp't during the Crawlway checks. Recall in 1960, flew as C-124 LM out of Chateauroux, France to support the Congo uprising. When we rtn to Chad after each msn completion, a Flight Surgeon with whiskey/shot glasses would meet on our Crew Bus & pour each of us a shot of booze. Thinking this was SOP, maybe this is why I stayed in the USAF for 30 yrs. In the early to mid 70's I was the 21AF Chief C-124/C-141 stan/eval LM administering evals to the Reserve/Guard C-124 Loadmasters. Will always remember "Old Shakey" and the great people who flew on her----Take care!!

Herb Greathouse, e-mail, 25.01.2010 20:29

I was assigned to the 62nd FMS Instrument Shop, McChord AFB 1962/65. I think I worked on every Ol' Shakey the Air Force had during those years. Us maintenance guys went TDY alot, north to Alaska, out in the pacific, and the mid-west mostly. We worked long hours, in good weather or bad. If there were no instrument system write-ups I'd be helping any other maintenance guy who needed a hand. There are over a hundred indicators on the engineers panel alone, then you've move up front to the pilot and co-pilot's panels, oh yes these's the navigator too. Other stuff, each engine has 28 cylinders, 7 magnetos, 56 spark plugs, we did what ever it took to keep it flying. We did have our fun trips, one was hauling the young Air Force Cadets out of then Loury AFB in Denver. On hot summer days we always had at least one or two runway aborts. I am sure there are some who will read this an say to themselves, yep fun times.

Phil Barber, e-mail, 23.01.2010 04:23

When I was first assigned to Travis in the 85th ATS, Dick Rutan was an Instructor Nav and we flew several missions together. A C-133 went in off Wake and the search was coordinated out of Hickam. Dick Rutan and I were navs on one of the search planes and he instructed me to go back and brief the Army scanners on the proper donning and use of the flotation gear. I did and just as I was concluding the briefing...I said, "don't worry about this business anyway, these ole shakey's are the most reliable aircraft in the inventory." Just then as we were letting down to 500 feet to search for the C-133 wreckage and survivors, the number 3 engine caught fire and the search mission for us in our sector was aborted and we returned to Hickam with some pale Army troops. Dick Rutan went on to pilot training flew fighters and eventually flew around the world non-stop with Jenna Yager in an aircraft he and his brother designed and built.

Phil Barber, e-mail, 23.01.2010 04:08

I flew "ole shakey" as a nav from Oct 63 til Jan 65 in the 85th ATS at Travis AFB, CA. I became the 22AF Disaster Preparedness Officer in Jan 65 and was transferred to Yokota AB, Japan in Jun 66. Got off AD but stayed in the Reserves and flew the airplane with the 917th MAW at Barksdale AFB then with the OKANG at Tulsa and OK City. I went to C-141's at CHS and C-5's at Dover. I loved "ole shakey." We crew rested everywhere we landed because we were so slow and low...every mission took a day. Spent many happy times out on the line.

Ed barry, e-mail, 21.01.2010 05:18

I flew as navigator for about 3600 hours in the C-124 during the Vietnam War while in the Reserve at Barksdale. It was a real challenge to navigate. We used all the basic navigation skills to navigate. I do not recall ever having mechanical problems that caused a delay. We had a great group of people and a great airplane!

Bill Kepner, e-mail, 20.01.2010 10:43

My earlier post neglected to say I was at Dover AFB Delaware from March 1958 to Aug. 1961. I worked in 1607th Field Maintenance Sqd. engine build up shop, with tdys in propeller shop; ground power; base swimming pool and rec. area at Fort Miles DE; and Ground Safety Office. I went TDY to Chateauroux France in '61 for the UN Congo Operation,with rides in Old Shakey across the Med., the Sahara, Nigeria; also to Kartoum Sudan, Aden, India, Leopoldville. Transported UN troops from India, Nigeria. That was a lot of hours in the air! Never had an engine failure. It was a great experience for me. I remember the Frog Pond Bar in Chateaurox expecially, the omolets for breakfast at Deols, and the great week in Paris when the orderly room forgot to send me back to Delaware.

John J. Doyle, e-mail, 10.01.2010 18:00

I was assigned to 1503rd FMS at Tachikawa 1963-65.
I was on an engine conditioning team that flew all over SE Asia repairing C-124 engines. While flying out of Saigon we lost both lft wing engines on take off and the A/C did a 180 degree turn on the dead wing and landed the same direction that we took off from. He was a Lt.Col. and very experienced. When we opened the clam shell doors he reached into his bag and pulled out a bottle of Jack Daniela and we all shared a pull on the bottle right on the flight line.
Another flight we were flying a red x back to Tachi (crew only, no cargo) and the crew chief asked me to crawl out the wing tunnel and listen for a spar grinding, sure enough I could hear that grinding and got the hell out of
the tunnel. I worked on R-4360's in SAC on KC97's and when they were replaced by KC135's I was assigned to MATS on the 124. Spent most of my time 12 on 12 off, 6 days a week or TDY in some of the most exotic places on earth.
We were moved to Goose Bay Labrador during the Cuban missile crisis to refuel EB47's flying into Russia to jam their radar. I loved the Air Force and the people I served with.

Robert (Bob) Bren, e-mail, 09.01.2010 22:01

Douglas C-124 Globemaster II - visitors' comments Robert Bren, e-mail I was a radio/radar type on C-124's from

1962 to 1965. Love old shaky. Am wondering if anyone has a link to a web page or can personally verify that cargo and troop were transported

to vietnam using c-124's from Hunter afb or Donaldson afb. My home phone is 850 492 5759 or other e-mail is I

would really appreciate the info.

David Scarelli, e-mail, 06.01.2010 22:12

What is the fuel capacity of the C-124? If the carbon expelled from the a/c is considerable less than that which can be sequestered from the atmosphere and stored on the A/C cargo capacity, It may be used to captur greenhouse gasses. If you know what the fuel capcity of the C-124 is please pass the informstion through the above E-mail. Thanks

Bill Schwehm, e-mail, 06.01.2010 21:40

I started my Air force career as a 2nd Lt co-pilot with the 8th TCS. I was assigned to AC 51-090 & after two yrs. I was the AC of 090. I flew the C-124 with the 4th-6th & 8th Sqdns before going to the C-141. During my C-124 time I logged over 10,000 hrs. in Old Shaky. A great airplane and a pleasure to fly.

Bob Cummins, e-mail, 05.01.2010 06:38

I was a scanner/flight mechanic at Robins AFB, GA with 7th LSS from Nov 1958 to Jul 1960. 2 week missions to Europe and 3 weeks to Far East. Old Shakey was slow but interesting. Had about 800 hours and it is possible to crawl many feet outboard of #1 and #4 engines. Changed or padded alternators or generators in flight. Ended up career in B-52s as tail gunner with 120 combat missions over 'nam. Last flight assignment was back at Robins AFB with 19th Bomb Wing.

roger barao, e-mail, 31.12.2009 19:45

anybody out there stationed at hickam afb from 1967 to 69
with the 61st oms? would like to hook-up with my old surfing and flightline buddies. I'm the guy that built the '57 panhead in my barrack room.

AL TOWNSEND, e-mail, 18.12.2009 21:53

Radio operator in 1952 at Tachikawa Japan in the 6th TCS restationed to Donaldson AFB in SC August 1954 to Nov 1955 again as a Radio the old bird (C-124)..flew all over the world love to hear from any of the guys in the 6th TCS at

JACK, e-mail, 10.12.2009 21:53

I just discovered this site! I am a card-carrying C-124 fan! I spent 3 years in the 1950's as a co-pilot in the 1st Strategic Support Squadron at Biggs AFB, El Paso TX. Loved every minute. Flew missions in support of SAC bomber deployments all over the world, UK, North Africa, the Pacific, the north country. Some of them were long trips, too. El Paso direct Bermuda. El Paso direct Honolulu. Many others. And all without autopilot! (There was a chronic problem with the AP manual disconnect, so the Air Force in all its wisdom disabled the system completely.) We never knew where we would end up, so I routinely carried both a parka and swim trunks. Also, many of us carried our motor scooters on board, if room permitted. Favorite trip? Kwajalein. Or Casablanca. Or Guam. ( Not Thule, for sure, or Alaska. ) Engine problems? Constantly. Much 3-engine time. One short two-engine-out situation (on the same side!) But I loved the airplane, for all its faults. Any readers of this who were in the 1st SS in the 50's, leave a comment.

Bud Winnett, e-mail, 29.11.2009 06:55

My first meeting with Ole Shacky was 1956 at Hickam. Was with the Assigned Aircraft section of Flightline Maint. Was pull shortly after arrival and did not wotk on them til I was sent to McChord. Must sasy tho, I flew a lot on them and truly did like them. A bit noisy but always enjoyed thge trip.

bill kepner, e-mail, 20.11.2009 12:17

Sitting next to another person in flight you could shout as loud as possible in his ear and he wouldn't hear, but after a few hours you could actually converse! Amazing adjustment.
At Kano Nigeria the mechcanics from a British Beverly transport came aboard on the ramp one night. We started the APU and served C rations, they brought the scotch. The Brits were amazed that each C124 had a built in Oscilliscope Engine Anylizer while they had only one for the whole base. When properly full of their scotch I opened the hatch over the flight deck, climbed out and enjoyed the desert air on top.
The C124's engines started with a deep cough out of that 6 inch (?)diameter exhaust collector ring - a wonderful sound I'll never forget. The fire extinguisher I needed for standing fire guard at engine start was always a long way away on the ramp, or so it seemed. Also memorable was the loud and mournful squeal of their brakes. Sounded like a dinosaur herd.

Bruno, e-mail, 29.10.2009 17:38

Anybody remember the special type of cargo taken out of Viet Nam on McChord AFB 124's from 1961-1964+.

Jan Ardrey Bruce, e-mail, 22.10.2009 05:34

My father was a flight engineer on C-124s in the Reserves at Carswell in Fort Worth from about 65-74. He dearly loved his time on Ole Shakey and the people he flew with. Reading these stories brings back many precious memories that he loved to share with us.

Jan Ardrey Bruce, e-mail, 22.10.2009 05:29

My father was a flight engineer on C-124s in the Reserves at Carswell in Fort Worth from about 65-74. He dearly loved his time on Ole Shakey and the people he flew with. Reading these stories brings back many precious memories that he loved to share with us.

steve rada, e-mail, 21.10.2009 20:31

Anyone know the standard take-off speed of the C-124? Doing some research. thanks

David F. Scarelli, e-mail, 15.10.2009 17:30

Please forward the Aviation Fuel Capacity of the C-124 to David F. Scarelli, 193 Alpine Knolls, Fairport, NY 14450 Thr information is needed to determine the tonnage of GHG's expelled during a maximum flifgt. The C-124 may be designed to contain a GHG sequester system.
Your help is crucial to continuation of this project.

David F. Scarelli, e-mail, 15.10.2009 17:23

I need the Aviation Fuel Capacity of the C-124 to calculate the tonnage of GreenHouseGasses it will expel during a maximum flight. The plane may be made to sequester GHG's. The ratio of expelled GHG's to sequestered GHG's will dictate the practically of the experiment.
Please forward the information at the following adress: David F. Scarelli-Technology Innovator

Richard Casper, e-mail, 10.10.2009 04:52

I used to be an flightline mechanic (local and blocks flt.)at Dover AFB,DE.between 1958-1961. I started my mil. venture on this a/c, an to this day it is still one of my favorite planes. As a young troop, I wanted to become the youngest Flight Engineer at Dover.During that time I was the youngest "run-up mech".I lived in the Flt. Sim. to learn all I could.I went on to many other aircraft,Recepts and Jets, but "Old Shake" I truly love.

MSG(Ret) Charlie Campbell, e-mail, 09.10.2009 18:02

I am looking for info on Tail # 52-0980 and any crew members that flew on this acft. Where it was based and especially any details of it's final flight. I can be reached at 850 625 5383 or the above e mail address.

Don Wagner, e-mail, 08.09.2009 23:08

I am doing a research project and paper for Walker AFB Historical Society. Requesting info on C-124 #49-0244, c/n 43173, 2nd Strategic Support Sqd, Walker, AFB. Pilot was Maj Robert S. Bell. Departed Walker on or about 21 Mar '51 with stop overs at Barksdale, Loring, & Gander. Last radio call was 800 miles SW of Ireland. Went down with all 52 aboard. My Dad, Capt Walter A. Wagner, Jr. was on the flight. Appreciate any help. "Check 6" Daddy Wags

Col. Rob't Roubik, e-mail, 07.09.2009 03:24

Seeking 124 navigator Capt.TERRY BURNETTE stationed at Hill AFB, Utah circa 1963-65. please Contact.

George Wilhite, e-mail, 23.08.2009 01:18

Anyone have any knowledge of 51 or 52-1036 (I think) that lost power leaving E of Gray AFB, TX in 1955 & on turning around to return to base had to put it in a ranch pasture SE of Killeen, TX gear-up?

Stan Luker, e-mail, 20.08.2009 03:24

I was a radio operator on the 124s with the 8th tcs atboth Larson and Mcord from 58 to 61, loved it.

Dave Sommers, e-mail, 19.08.2009 19:52

I was assigned to 1502 ATW at Hickman 61-63 as a MPACP Command Post Controller. Remember flying Wake to Tachikawa as a ACM with a 62nd TCW crew out of Mc Chord when we shut down #2 engine. I asked the AC Commander if he planned to return to Wake since we had not past the ETP. His answer was heck no, I have a shopping list from my wife for China she wants and we should get an extra three days on the ground in Japan if they have to change the engine.

Steve Hobart, e-mail, 20.07.2009 06:52

My father, Russell Hobart was a flight engineer on the C-124 at Travis AFB. He was assigned to the 1501st Air Transport Squadron and was one of the surviving crew members of the C-124 (Tail Number 52-1078) that crashed on takeoff on 6 April 1956 at Travis AFB. If anyone has any info on him or the squadron during that time period, I'd appreciate it. Thanks

JAMES B SVEE, e-mail, 20.06.2009 01:34


JAMES B SVEE, e-mail, 19.06.2009 19:41


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.

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.

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.

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.

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

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.

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.

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.

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.


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.

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.

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.


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.

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?

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.

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.

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.

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)

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.

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.

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.

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

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.

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.

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!

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.

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

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.

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.

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 .

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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