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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 |
| 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 didn't think much about it, we did the job and flew home after a couple of days. Today, I'm 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. reply | | 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). reply | | 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. reply |
| 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. reply | |
| | 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. reply | | 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. reply | | 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. reply | | 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. reply | | 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. reply | | 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) reply | | 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 reply | | 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. reply | | 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? reply | | 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: bgilli656@att.net reply | |
| | 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. reply | | wm.edward@gmail.com, 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 reply | | 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: jc@ec47.com reply | | 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 reply | | 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.
Thanks! reply | | 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... reply |
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I was a pilot in C-124's and I flew into Viet Nam many times. If you want more details e-mail me
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