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| Despite having been the world's largest landplane transport when it flew in 1945, the Douglas C-74 Globemaster was actually too small-in volume-to accommodate the outsized loads dictated by the American military's postwar logistical needs. In response to this problem, the fifth C-74 was held back at the factory to undergo far- reaching modifications under the new designation YC-124. Using the wings, engine nacelles, and tail group of the C-74, Douglas evolved an entirely new fuselage by adding five feet ten inches to overall length, raising the height of the main cargo bay five feet, and lowering the depth of forward fuselage to permit loading of trucks, artillery pieces, aircraft sub- assemblies, or bulky equipment through a set of full- width clamshell doors in a new nose section that incorporated a built- in, hydraulically lowered ramp. The aft, belly loading hatch of the C-74 was retained, and to assist fore and aft movement of large loads, two overhead hoists, with 16,000 lbs. lifting capacity each, were installed in the main cargo bay. When rigged in a double deck configuration, the new fuselage design could also house 200 fully equipped troops or 127 evacuees in medical litters.
Dubbed "Globemaster II," the YC-124 completed its maiden flight on November 27, 1949, and deliveries of the first of 204 C-124A production models to the USAF commenced in May 1950. The prototype became the YC-124A when re- powered with 3,800-hp R-4360-35A engines, then reemerged in 1954 as the YC-124B after being modified to serve as a flying testbed for 5,500-shp Pratt & Whitney YT34 turboprop engines. A KC-124B tanker variant was considered as a potential KC-97 replacement but never materialized. The Long Beach plant shifted to production of 243 improved C-124Cs delivered between 1952 and 1955, which differed in having 3,800-hp R-4360-63A engines, an APS-42 weather radar in a nose- mounted thimble radome, and wingtip- mounted combustion heaters that provided thermal de-icing and cabin heating, and over a period of years, the existing C-124A fleet received retrofits that brought them up to the C standard. A pressurized variant was studied as the C-124X but never built, and during the mid-1950s, a much redesigned turboprop- powered, swept- wing derivative, designated XC-132, got as far as the mockup stage but was ultimately canceled in favor of the C-133.
C-124As began entering service during 1950 in time to play an important role in the Korean War (1950-1953). For the first time, MATS possessed a long- range aircraft capable of loading bulky items like tanks, guns, trucks, and construction equipment without major disassembly; and in Strategic Support Squadrons, new Globemasters gave SAC the ability to deliver large aircraft components to any of its widespread bases. As the USAF's C-124A and C fleet grew to planned strength in the mid-1950s, it formed the bulk- carrying nucleus of every major U.S. military airlift operation conducted from that time up until the late 1960s. Some of the C-124's more notable achievements included moving an entire squadron of Lockheed F-104s from the U.S. to Taiwan during the Formosa Straits Crisis in 1958; during Operation Deep Freeze (1957-1962), regular airdrops from C-124s formed the supply line from McMurdo Base to outlying stations in the Antarctic; and as part of Operation Big Lift in 1963, MATS C-124s moved the 2nd Armored Division and a TAC Strike Force from U.S. bases to Germany in two and a half days.
At their peak in 1963, 377 C-124s were operating with 20 different transport squadrons. As American involvement in Southeast Asia escalated in the mid-1960s, C-124s began flying transport sorties directly into South Vietnam, and from early 1966, continued with Military Airlift Command (MAC) when that organization replaced MATS. Although the USAF started the process of phasing- out C-124s from frontline service and transferring them to reserve and ANG units in mid-1960s, the type's bulk cargo capacity was not matched until Lockheed C-5s became operational with MAC during 1969-1970. From 1964 to 1972, to augment MATS/MAC operations, USAF reserve units flew C-124s on overseas sorties from eleven different bases within the continental U.S., and starting in 1966, they also served in eight ANG squadrons until the last examples were retired in mid-1974, finally ending the type's military service. The last recorded flight of a C-124 occurred on October 9, 1986 when C-124C AF Ser. No. 52-0994 was ferried from Selfridge ANG Base, Michigan to McChord AFB, Washington.
E.R.Johnson "American military transport aircraft since 1925", 2013
There was little doubt of the load-carrying capability of the C-74 and when, in late 1947, the newly-formed US Air Force decided it needed a heavy strategic cargo transport, discussions between the.USAF and Douglas resulted in development of the C-124 Globemaster II, based on the C-74.
In fact, the prototype YC-124 was basically the fifth C-74 provided with a new, deeper fuselage and strengthened landing gear. Powered by 2610kW R-4360-49 radial engines, it was flown for the first time on 27 November 1949. The type entered production as the C-124A, of which 204 were built, the first of them entering service with the USAF in May 1950. The next, and final, production version was the C-124C, with more-powerful R-4360 engines, weather radar in a distinctive nose radome and, equally useful recognition points, wingtip fairings housing combustion heaters to de-ice the wing and tailplane leading edges and to heat the cabin. C-124C production totalled 243, the last machine being delivered during May 1955.
The fuselage of the Globemaster II had clamshell nose loading doors with an associated built-in loading ramp, an electric hoist amidships which was a carry-over from the C-74, and two overhead cranes (each with a capacity of 7257kg which could traverse the entire length of the 23.47m-long cargo hold. The flight deck, accommodating a crew of five, was mounted high in the nose, over the clamshell doors. When used in a transport role (with two decks installed), the Globemaster II could carry a maximum of 200 fully-equipped troops, or 123 stretcher cases plus 45 ambulatory patients and 15 medical attendants.
Serving with the USAF's Air Materiel Command, Far Eastern Air Force, Military Air Transport Service, Strategic Air Command and Tactical Air Command, and used in conjunction with Douglas C-133s, the Globemaster Us remained in service until replaced by the Lockheed C-5A Galaxy during 1970.
When the Globemaster Is ended their useful, service life; some were acquired by civil cargo operators.
D.Donald "The Encyclopedia of World Aircraft", 1997
| CREW | 6 |
| PASSENGERS | 200 |
| ENGINE | 4 x P+W R-4360-63, 2795kW |
| WEIGHTS |
| Take-off weight | 84000 kg | 185189 lb |
| DIMENSIONS |
| Wingspan | 53.1 m | 174 ft 3 in |
| Length | 39.8 m | 131 ft 7 in |
| Height | 14.7 m | 48 ft 3 in |
| Wing area | 233.0 m2 | 2507.99 sq ft |
| PERFORMANCE |
| Cruise speed | 520 km/h | 323 mph |
| Ceiling | 6100 m | 20000 ft |
| Range w/max.fuel | 6500 km | 4039 miles |
| Range w/max payload | 1970 km | 1224 miles |
| 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. reply | | 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. reply | | 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. reply | | 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. reply | |
| | 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. reply | | 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. reply | | 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. reply | | 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. reply | | 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 reply | | 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. reply | | 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. reply | | 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 . reply | | 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. reply | | 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. reply | |
| | 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. reply | | 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 reply | | 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 cl.lanphere@gmail.com!! I also have a lot of great photos I wouldn't mind sharing.
Thank you! reply | | 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 reply | | 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. reply | | 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. reply |
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