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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 |
| FRAN REIDINGER, e-mail, 10.02.2010 00:24 I GRADUATED FROM PILOT TRAINING IN JAN 61, TINKER FOR 3 MONTH CHECKOUT THEN DONALDSON AFB SC. WE MOVED TO HUNTER AFB IN SAVANNAH IN 63. FLEW SEVERAL TDY'S TO RHEIN MEIN, DEW LINE, CUBA, CONGO AND DOMINICAN REPUBLIC. GOT OUT IN 66 AND FLEW WITH THE 700TH MAS AT DOBBINS TILL THEY CONVERTED TO C-7 CARIBOUS IN 72. MANY MANY EXPERIENCES IN "OLD SHAKEY" BUT IT GOT ME HOME EVERYTIME.
FLEW IT FOR 10 YEARS AND 6,000 HOURS. reply | | 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 reply | | 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! reply | | 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! reply | |
| | 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. reply | | 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. reply | | 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. reply | | 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. reply | | 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. reply | | 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!! reply | | 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. reply | | 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. reply | | 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. reply | | 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! reply | |
| | 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. reply | | 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. reply | | 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. reply | | Robert (Bob) Bren, e-mail, 09.01.2010 22:01 Douglas C-124 Globemaster II - visitors' comments Robert Bren, e-mail bb31957@hotmail.com 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 robbren@gmail.com I
would really appreciate the info. reply | | 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 reply | | 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. reply |
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