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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 |
| Willie (Bill) Ross, e-mail, 14.09.2015 14:46 19th log.1962-1966 logged about 150 hrs a month in shaky 2 and 1 /2 years,late 63 to end of 65. changed out generater #4 eng. in flight.4 to 5 flights into viet nam.got 28 small-arms rounds in the ass-end in 64 (1078).flew everything they requested in (Yes even AO )flew Bodies out to Clark. made crash landing at Tachi (Japan)12 foot visibility 28 days for repairs.Lost all 4 engines coming out of Chianye,green engineer,fogot to hit boost pumps,when he switched tanks,blue stacks and cyls get her going again.Thank about it,alls quite at 9000 ft. on a 124.Iwould love to fly on her again (ALL SMILES)
0 reply | | Walt Martley, e-mail, 27.08.2015 15:30 I am still trying to locate a piece of aviation art that depicts a bunch of crewmwmbers playing cards on the flyaway kit that was stowed back behind the elevator. Anyone with any ideas please scribble to me.
19th Log, 55-56
Engine mech, lowpaid flight mech
Crewed 51-150 reply | | John Hille, e-mail, 22.08.2015 23:59 A comment on your post Speedy. Somewhere along the way 51-158 got transferred to Donaldson AFB, SC. I went to Donaldson from Morocco in April of 59 and after working flight line maintenance for about 6 months I was assigned crew Chief on that C-124. The first month I made crew chief of the month, after a ton of work by myself and my assistant to make it the best looking aircraft on the line, and of course generating the least amount of write-ups during the month, but that by the grace of God more than what we did. Douglas made a painting of 51-158 as a presentation gift to whomever they decided to give them to. I found one in an antique shop in NC about 10 years ago, framed beautifully and with the name of who received it. I bought it, and it now hangs over my fireplace in my den. Loved that airplane!! reply | | Reece, 18.08.2015 06:53 Thanks for sharing that information, Speedy. reply | |
| | J.C. "Speedy" Wheeler, e-mail, 16.08.2015 19:12 Well this morning I decided to add a little bit more about the first tour with the C-124's and the 19th Logistics Support Squadron (LSS) at Kelly AFB.
We had 13 of the C-124A's with the following numbers. 51-108, 51-109, 51-110, 51-115, 51-150, 51-151, 51-152, 51-153, 51-154, 51-155, 51-156, 51-157 and 51-158. Isn't it amazing I can remember all those numbers and can't remember what I get up and go the bathroom for at night?
Now the odd part; as I began I was going to give a bit of information on the only loss the squadron ever had. That was the loss of 51-156 on 16 August, 1956, 59 years ago today. The crewmen on board numbered 13, the number of men lost was only 1 while the aircraft was totally destroyed and then burned. I have 6 photos of the wreckage should you desire copies.
Personnel at San Salvador AFB, Bahamas were in urgent need of these materials due to the devastation caused by Hurricane Betsy, so two C-124 Globemasters were prepared to fly in supplies.
On departure from Patrick AFB at 05:31 the takeoff weight was 173,741 pounds which is within the limits of 175,000 pounds gross takeoff weight. The first C-124A 51-110 landed at San Salvador on runway 28 following which the pilot contacted 51-0156 to discuss the best direction for landing. The captain of 51-110 advised the crew that landing on runway 10 looked the most favorable as the wind sock seemed to indicate a wind from slightly east of south. San Salvador radio had given the winds as southeast at eleven knots. After a low pass over runway 10, and following the traffic pattern at approximately 07:35 he turned final approach. A crab was established to counter the cross wind from the right. As the C-124 was passing over the approach to the runway, the crew felt a jar on the right gear and thought they had made a hard landing on the right main gear. The captain prepared to make a normal hard landing recovery but the aircraft continued to settle on the right side, sliding down the runway and off the right side, finally stopping with the flight compartment tipped to the right at an estimated 60 degree angle. The aircraft had turned approximately 145 degrees to the right. The crew in the flight compartment escaped through the co-pilots window and to a safe distance. reply | | J.C. "Speedy" Wheeler, e-mail, 15.08.2015 02:51 This is in response to a question by "Mike" on 12 /10 /2012.
It has been 45 years but I believe the exhaust port on the forward fuselage will prove to be that of a gasoline powered cabin heater mounted in the nose compartment. Anyone else have further, please add your say. J.C. reply | | Fred May, e-mail, 05.08.2015 02:28 Would Ura A Matthews please contact me at serenityacres@windstream.net reply | | Fred May, e-mail, 29.07.2015 17:49 dOES ANYONE RECALL CARRYING AGENT ORANGE ON OLD SHAKEY TO Vietnam IN 1963 reply | | Leon S, e-mail, 25.07.2015 22:21 @ Speedy Wheeler,I to was at Kelly w /19th Log Oct'59-Aug'60
in the PE dock, Msgt McVey(sic)name comes to mind. Vol. for Japan ended up at Tachikawa '60-'62 w /1503 FLMS, TDY's to
Okie,Korea,Clark,DaNang. Wouldn't change a thing, great times and PPL that I met and worked with.While at Tachi I noticed the flare pistol wrapped in a cloth "bag" and always laying on the floor of the Navigators table, so I sent in a suggestion to mount a 'Holster"on the Navigators table leg for the pistol. Funny thing that a few mounts after I was discharged('62) I received a check from the AF for $50. for the suggestion. That was pretty cool.
Nuff said
Leon reply | | kitty headley, e-mail, 22.07.2015 01:57 All i can say is we lived off base as a dependent of a young service man he was a machanic with the1503 squadron and these planes would fly right over our house. I wad young so i just took it in stride. Don't know how it would sound to me today. Miss that time in my life and all the people that were in it. reply | | Steve Terry, e-mail, 17.05.2015 08:34 I'm hoping to find out some information about my uncle. His name is Capt. Howard L Pruden and he flew C-124's out of West Palm Beach AFB. On August 21, 1956 he and the crew were apparently doing touch and go's when a prop "cuff" came off the #2 engine, went through the wing, severed the controls and the plane crashed shortly after take off. Tragically 3 of the crew of 6 died. My Uncle was one of the 3 survivors. His daughter (my cousin) recently passed on and I was given his "Distinguished Flying Cross" and a photo album showing pics of the wreckage, my Uncle with the Sgt. whose life he reportedly saved and him receiving the DFC. It's been long time since the crash and my Uncle pass away in 1980, but if anyone knew my uncle or has any information or remembers anything about what happened I would like to hear from you and would share any information or pics that I have.
Steve Terry 801.263.3331 reply | | Walt Martley, e-mail, 15.05.2015 20:36 Engine mech /flight mech non-431 style, at 19th Log in 55-56 on A /C 51-150.
I am looking for an aviation art painting of some guys playing cards on the flyaway kit behind the elevator. If anyone knows of it, please scribble to me at bettyandwalt@cox.net. reply | | Reece, e-mail, 24.04.2015 00:11 I just came across this site today. Glad to see so many fellow "Old Shaky" lovers. I was a recip. engine mechanic on the ole girl from 1966 to 1971. I have a piece of equipment that I think came from the 124 that I would like to identify. Not sure how to load a photo of it on this blog. It is U-shaped, 27 inches tall, 20 inches wide, and the bar itself is 1" diameter. Each end of the U has a slot that attaches to something. It is very light, probably aluminum. I believe it came from the inside of the fuselage, and may have something to do with the web seats. Let me know if you can help. I can send a photo. Thanks, Reece reply | | Fred May, e-mail, 20.03.2015 00:50 John Way Just started reading and got the biggest kick out of Mag Check Charlie. I also flew the 124 as a loadmaster 63-64 and every time we were leaving Wake Island we also had a Shark at the end of the runway and his name was Reject Charlie and if you did rotate you would be his meal reply | |
| | Fred, e-mail, 19.03.2015 21:29 I was a loadmaster on C124 A /C out of the 7th Troop Carrier Sqd. McChord AFB in 63-64. Trying to locate crew members who may have flown the Saigon sorties around Sept -Nov 63 delivering Agent orange and other Hazardous chemicals to Tan Son Knut. Va is saying C124 aircraft did not haul agent orange or hazardous material to South Viet Nam in63 as part of the build up. Can anyone verify what I know to be true. 828-863-4748 reply | | Alyce Hansen, e-mail, 08.03.2015 04:00 My dad David gouge flew the c-124 at castle and pinecastle afb I in the mid and late 50s They were my aunt and uncle but we're the only real parents I knew--they are both gone but my memories of af life and them are unforgettable--some names I knew were Krause,temple,high,blum reply | | David Saaks, e-mail, 02.03.2015 22:27 I flew the C-124 out of Travis AFB from 1963-1967. My first assignment was with the 75th ATS where I flew co-pilot and then upgraded to Aircraft Commander. When the 75th transitioned to the C-141 I opted to go to the 85th ATS where I flew as an instructor pilot and flight examiner. I left the Air Force in 1967 with approximately 3300 hours of flight time, mostly in "Old Shakey" Many wonderful memories of those years. reply | | Michael Vega, e-mail, 25.02.2015 06:55 I went to Aircraft Mechanic school Shepard AFB for 43131A school in April 1969. After completing school was assigned to the 61st OMS squadron at Hickam AFB Hawaii. Worked on C-124 in Major Inspection Hanger night shift working Landing gear and flight control cabeling. Remember Jacking Aircraft and doing adjustments and changing braking dics and wheels. Interesting work. Crawling through the wings lubeing cables wasn't much fun..Working flight line was exciting.Watching those R4360's rev up. Only was in 61st for a few months then reassigned C-124's to reserve units. Got assigned to the 619th MASSQ then we worked on every acft stopping at Hickam C-124. C-118, C-121 C-97 C-133 Went to Travis to train on Jets 43151E school then worked on C-141 and C-5A was last acft I worked on before Getting out in Augt 1972. What a experiance Loved my time at Hickam Would love to hear from anyone assighed to 61st or 619th during that time.
Mike Vega reply | | jerry zieman, e-mail, 11.02.2015 04:09 was at robins 1961 -66.Was on the crew whenwe lost53-10 at Wright Pat due to fire.Don Cook are you still there? reply | | James C. "Speedy" Wheeler, e-mail, 02.02.2015 15:16 In Feb. 1956 and fresh out of Tech School I was assigned to the 19th Logistics Support Squadron (LSS) at Kelly AFB and went to work for MSgt William J. Nichols on C-124A number 51-150. I worked here and flew with the aircraft all over the Pacific, Europe, North Africa, the North country (Thule Greenland, Iceland, etc..) until I drew my first overseas assignment to Lajes AB, Azores in April 1960. Flew literally Hundreds of hours as a Flight Mechanic here.
Then on my return from Vietnam in 1967, I was again assigned to the 19th LSS an YES, Nick was again or still here. Nick would pass away about a year after I return and a larger funeral I have never seen.
I have for 50 years said that William J. Nichols (Nick) (CMSGT)retired, was the greatest influence on my later life with his professionalism. reply |
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