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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 |
| 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. reply | | 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. reply | | 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. reply | | 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. reply | |
| | 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! reply | | 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." reply | | 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. reply | | 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. reply | | 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. reply | | 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. reply | | 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. reply | | 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. reply | | 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. reply | | 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. reply | |
| | 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. reply | | 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. reply | | 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. reply | | 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'. reply | | 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. reply | | 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.
Thanks,
Bob Slater reply |
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