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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 |
| 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 . . . reply | | 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 reply | | 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 reply | | 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. reply | |
| | 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. reply | | josie, 04.03.2011 04:55 my grandad rode on the plane, he was an enginer reply | | 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. reply | | 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!! reply | | 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. reply | | 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 reply | | 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. reply | | 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 reply | | 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!! reply | | 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. reply | |
| | 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 reply | | 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. reply | | 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! reply | | 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 best....al townsend reply | | 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. reply | | 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 grmiller=usfamilt.net 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. reply |
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