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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, 09.02.2014 15:40 I just noticed the "cruising speed" listed in the specifications which appear just above these comments. 323 mph? No way Jose. reply | | Billy D. Higgins, e-mail, 03.02.2014 16:56 I was a nav on C-124's at Dover AFB, 1962-1964, McChord, 1964-1966, and Memphis, Tenn ANG, 1973-74. Now writing a book on the Globemaster as a celestial navigation platform. Am curious about a ditching of a C-124. I have heard stories and would like to know if any of you have too. Would like more details if they are available. The Air Force archives that I have searched show nothing about this subject. reply | | Larry Wright, e-mail, 26.01.2014 00:40 I flew Ol' Shakey from August 1954 - February 1957 in the 48 ATS. squadron at Hickam AFB. It was a terrific time for me. I got out of cadet training and had a three month spell flying the T-29 at Mather AFB in 1954. Then I got married and got an assignment to the 48th ATS at Hickam. It was a terrific assignment. I went to Florida for ground school and then back to Hickam. Flying to many of the islands in the Pacific was a super experience for a 22 year old. Takeoff and landing on these Pacific islands required some pretty careful weight and balance figuring as the runways were so short. I remember taking off of Johnson Island one night and the end of the runway came up too fast. After liftoff we could see the the water from our landing lights for several "exciting" minutes before we could get enough speed to raise our flaps. The runway at Johnson was only 4200 feet long. We found out that a mistake had been made
on loading as we were several thousand pounds too heavy. Flying the Pacific was always exciting. On one trip one of our stays was on Eniwetok and we got to see the "H" bomb tests.
One of the requirements of an officer in the 48 ATS was to have an additional duty. My second duty was to be a basketball coach for the squadron. I played basketball for two years at college prior to entering the Air Force. Our season playing in the Hickam tournament was very good. We won the tournament and received a large trophy about two feet tall as well as an individual trophy that still sets on my workroom shelf. (I sure would like to hear from anyone who played on the team.)The fellows who played were sure super guys and a pleasure to know.
After flying the C-119 at March AFB in the reserves for 2359 hours the wing got C-124's which was great as I got checked out as aircraft commander again. The C-124 was a great airplane to fly for 1850 hours. reply | | Fred Watkins, e-mail, 14.01.2014 02:47 I did the R4360 school at Chanute in 1954, then to Tachikawa Japan. Worked as a mechanic, crew chief, scanner /flight engineer, not a panel engineer. 22nd TCH. We operated thru out the far east. We had to do a remote field ops from Pyontec in Korea to prove we were a combat cargo Sqdn. The base was a recently closed Marin fighter acft base. The runway was to short for our acft. the combat engineers extended the runway with psp. lived in sqd tents ate from a field kitchen. When opening the firewall door you never knew what you find, oil leaks fuel leaks, hyd. leaks, glowing generators, etc. Lost my acft on Iwo Jima in 1955. I had swapped with an other guy who needed more flight time to get his flight pay. He never came back. The #2 prop went into reverse on take off. reply |
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| | Gary Redmond, e-mail, 12.01.2014 03:58 My adventure began 1954 at Chanute AFB in the R4360 engine school. After school I was assigned to the 2nd Strategic Support Squadron at Castle AFB and moved with the squadron to Pinecastle AFB (later McCoy AFB). Many good memories as a flightline engine mechanic and later in the engine build-up shop at Pinecastle. I have even better memories of the in-flight 'sniff checks' in the #4 nacelle as a mechanic /scanner. I ended up at Hill AFB, Utah in 1959.
I don't remember many of the guys from those days, but does Msgt. Cottrell (Pinecastle engine shop),the Poulson twins, or Billy Spears ring a bell?
I would like to talk with anyone from the 2nd SSS in thos days. reply | | J.GRIFFITHS, e-mail, 18.12.2013 02:45 worked as flight line mechanic on the c-124 at larson afb in moses hole and then Mcchord. Flying supplies to the dew radar stations in alaska was always a treat to me as a a /c mechanic. Landing on mountain sides no go around possible and altimeter showing descent on later take off. Taking scientist to frozen ice sheets off alaska and putting tarps under the engines to keep the dripping engine oil from making holes in the blue ice. Mid winter army operations at point barrow alaska. The c-124 landing under dark night winter snow blowing condions on metal covered runways. Don't know how the crews and old shaky did all that with no real problems reply | | Donald Davis, e-mail, 03.12.2013 05:32 Tech school at Chanute,AFB. Aircraft Instrument Repair. 63rd CEMS, Hunter AFB. Jan.64' till Jan. 67'. Several tdy's to Rhien Main 65'and 66'. Loved the C-124C. Dover AFB. Jan.67 till June 67'. reply | | joe schara, e-mail, 29.11.2013 07:10 i am looking for some pics of loading a c-124 thru the belly platform,, from the ground up using the cable hoist's reply | | Simon A Zambrano, e-mail, 15.11.2013 20:41 I was a mechanic on the C-124 cargomaster during the years of 1962 thru 1966. I became crew-member my las two years of active duty. Station at Kelly AFB, 19 Logistic comand, wonderful years in old shaky. reply | | Bill Burkel, e-mail, 03.11.2013 16:29 I worked in the engine conditioning section with the 63rd FMS at Donaldson and Hunter AFB from 1962 to 1965. From 1965 till my discharge in Aug 68 I was at Hickam AFB HI with the 61st FMS. Worked on the flightline changed many engines and other components during that time.
Joined the Georgia Air Guard and saw the last of the shaky' s leave for the boneyard in late 1974. Enjoyed my time with the 124. reply | | Larry Champion, e-mail, 03.11.2013 13:31 I was a Navigator in the 7th Logistical Support Squadron at Robins AFB, GA., from 1962-66. Ours aircraft had the Orange "mouse patch" on the side.
I recall that our cruising speed was mandated to be 175 IAS + or - 5 knots. That worked out to about 200-210 knots TAS at cruising altitude which was usually 8000 feet out and 9000 feet back. No pressurization, so we usually stayed below 10,000 feet. Very long missions. I logged over 3000 hours in Ol' Shakey. reply | | Paul Whitlock, e-mail, 02.11.2013 18:42 I flew as a radio operator on the C-124 from 2 /54 - 12 /56 while assigned to the 50th ATS /1502nd Gp at Hickham AFB, Hawaii. The 50th had not had the C-124s very long when I arrived, having transisioned from the C-54. Consequently, there were a few bugs to be worked out. It seemed like, for the first year, we ended a flight by landing on 3 engines more times than 4. I remember feathering an engine on a flight, some time after the point of no return, because of excessive oil consumption. The plan was to save the remaining oil so the engine could be restarted and used for landing. However; not too long after the first engine was shut down, a second engine failed. The engine with the oil problem was restarted and lucky for us had enough oil remaining to get us to our landing sight. Note: We were flying in the Pacific where landing sites are few and far between. My years at Hickham are the most memorable years of my life. What an experience for a young man still in his teens and fresh off the farm. I was on such a high that I remained in the AF for 27 plus years. Oh yes! I wear my Hearing Aids today as a reminder of my days around aircraft and missles.
I have one comment on your writeup about the C-124. You list its speed at 323 mph??? If memory serves me correctly our flight plan listed TAS as 175. And I know that anywhere you were going from Hawaii, unless it was Johnson or Midway, the flight time was 10 hours plus. reply | | Dwight Rhodes ( Dusty ), e-mail, 01.11.2013 08:13 Served in the 19th at Kelly from 1966 to 1968 before going to Thailand to work on F-4's in 1969. Visited a couple years ago and found my old barracks is now a motel. My job was aircraft instruments. Remember many early mornings on the launch crew van. Good memories of working on the 124. reply | | Lawrence Hoffman, e-mail, 24.10.2013 15:48 I loaded cargo on the last one in active duty at Elmendorf AFB in Alaska, 72-73. One crash landed on a small strip, no one was hurt. The loadmaster told me all about it when he got back. They replaced it with another one from the National Guard. reply | |
| | Barney Madden, e-mail, 20.10.2013 08:18 I was Navigator in Shakeys at Hickam 10 /67 till 12 /69 when we gave all the birds away to ANGUS. 2200 hours, 36 Nam combat missions, 5 Bikini flights(prob why I can't....any more), 2 mos tdy to Rhein Main--and after every trip, come home to Honolulu! Doesn't get any better than that in heavies! When they phased us out 12 /69 I got an option--C-119 gunships in Nam, then go back to Buffs(barf-already 1800 hours in those things) or George in F-4's! AYSM! After a year at George I was forced to go to--YGBSM--Torrejon AB, Madrid, Spain. I know, everybody knows where Torrejon is, but maybe I have to rub it in--especially after such hardship tours as Orlando, FL, Honolulu, and George(one hour from Disneyland). Great tours, but changing Commands and birds every 2 1 /2 years is not very good for promotions, especially since I was short fat cripple who got the jobs that everybody else dreamed about! I flew into more places than I could ever have dreamed about in Shakeys--a lot of which I had never even heard of--and I wouldn't trade my 50th MAS experiences for anything! What the hell--come home from a 12-day west trip, kiss the wife, and head to Duke's for the Don Ho show! reply | | Estel Ashworth, e-mail, 18.10.2013 22:09 I was in the 85th ATS from 1953 to 1956, I was a engine mechanic on C-124 on Travis A.F.B. 1953-1956. reply | | Bill Monroe, e-mail, 23.09.2013 06:37 I was stationed at Hickam from '59-'62. Line mechanic working base assigned C-124's and later C-118. Liked the 118 but loved the 124. Great airplane in spite of all the spark plugs, oil screens, alternators and fuel pumps I had to change. Engine run-up was the most fun, at max power, it really did get to live up to the name "Old Shakey". Hard to believe that it was so long ago. reply | | martin clancy, e-mail, 20.09.2013 18:27 Served at Hickam AFB from 1964 to 1967. I was in the electronic navigation repair dept. working on c-124's and many other transit aircraft. I do miss those days working on ol shakey. reply | | c.v.gregory, e-mail, 01.08.2013 02:27 I worked on shakey`s at Hickam afb Kwajalien, eniwetok,and Robbins afb fle as scanner for a while I was discharged in1960. c-models had single point refueling and youwore head sets with the man on the engineers panel. reply | | Fred Barber, e-mail, 29.07.2013 21:24 In Nov. of 1952 we flew in a C-124 from Travis AFB to Hickam AFB. The C-124 was stationed at Castle AFB. Going over was fine. Coming back # 2 caught on fire. The pilot turned the CO2 rings on. Cowling flew off and was hitting the tail. He kept dropping lower and lower. The bell rang and we started putting on parachutes. We had a jeep, a big air compressor, and a B-36 (R-4360) engine on board plus about 100 tool boxes--the order was if the pilot gave the word, the tool boxes went first, the air compressor went second, the jeep (mine) went third. All of us would go next. We were 1500 miles out from Hickam AFB. No turnng back. The C-124 kept dropping those 3 old R-4360s were churning hard. #2 was feathered. We could see the white caps on the waves of the Pacific.
Lucky for us---the fire went out--the ice stopped coming off and hittng the tail, we landed safely at Travis only 45 mins late. Prayers must a done it as all 100 of us were praying. reply |
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Dear Fred, may I have permission to quote from your post in a book that I am writing? The book includes a section on the operations of the C-124 in the Korean War. Many thanks.
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