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.

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.

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.

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.

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.

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'.

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.

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.

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

"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!

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.

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.

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.

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!!

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.

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.

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.

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!

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.

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.

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.

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

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.

I was a scanner/flight mechanic at Robins AFB, GA with 7th LSS from Nov 1958 to Jul 1960. 2 week missions to Europe and 3 weeks to Far East. Old Shakey was slow but interesting. Had about 800 hours and it is possible to crawl many feet outboard of #1 and #4 engines. Changed or padded alternators or generators in flight. Ended up career in B-52s as tail gunner with 120 combat missions over 'nam. Last flight assignment was back at Robins AFB with 19th Bomb Wing.

anybody out there stationed at hickam afb from 1967 to 69
with the 61st oms? would like to hook-up with my old surfing and flightline buddies. I'm the guy that built the '57 panhead in my barrack room.

Radio operator in 1952 at Tachikawa Japan in the 6th TCS restationed to Donaldson AFB in SC August 1954 to Nov 1955 again as a Radio operator...love the old bird (C-124)..flew all over the world love to hear from any of the guys in the 6th TCS at Tachi....al

I just discovered this site! I am a card-carrying C-124 fan! I spent 3 years in the 1950's as a co-pilot in the 1st Strategic Support Squadron at Biggs AFB, El Paso TX. Loved every minute. Flew missions in support of SAC bomber deployments all over the world, UK, North Africa, the Pacific, the north country. Some of them were long trips, too. El Paso direct Bermuda. El Paso direct Honolulu. Many others. And all without autopilot! (There was a chronic problem with the AP manual disconnect, so the Air Force in all its wisdom disabled the system completely.) We never knew where we would end up, so I routinely carried both a parka and swim trunks. Also, many of us carried our motor scooters on board, if room permitted. Favorite trip? Kwajalein. Or Casablanca. Or Guam. ( Not Thule, for sure, or Alaska. ) Engine problems? Constantly. Much 3-engine time. One short two-engine-out situation (on the same side!) But I loved the airplane, for all its faults. Any readers of this who were in the 1st SS in the 50's, leave a comment.

My first meeting with Ole Shacky was 1956 at Hickam. Was with the Assigned Aircraft section of Flightline Maint. Was pull shortly after arrival and did not wotk on them til I was sent to McChord. Must sasy tho, I flew a lot on them and truly did like them. A bit noisy but always enjoyed thge trip.

Sitting next to another person in flight you could shout as loud as possible in his ear and he wouldn't hear, but after a few hours you could actually converse! Amazing adjustment.
At Kano Nigeria the mechcanics from a British Beverly transport came aboard on the ramp one night. We started the APU and served C rations, they brought the scotch. The Brits were amazed that each C124 had a built in Oscilliscope Engine Anylizer while they had only one for the whole base. When properly full of their scotch I opened the hatch over the flight deck, climbed out and enjoyed the desert air on top.
The C124's engines started with a deep cough out of that 6 inch (?)diameter exhaust collector ring - a wonderful sound I'll never forget. The fire extinguisher I needed for standing fire guard at engine start was always a long way away on the ramp, or so it seemed. Also memorable was the loud and mournful squeal of their brakes. Sounded like a dinosaur herd.

Anybody remember the special type of cargo taken out of Viet Nam on McChord AFB 124's from 1961-1964+.

My father was a flight engineer on C-124s in the Reserves at Carswell in Fort Worth from about 65-74. He dearly loved his time on Ole Shakey and the people he flew with. Reading these stories brings back many precious memories that he loved to share with us.

My father was a flight engineer on C-124s in the Reserves at Carswell in Fort Worth from about 65-74. He dearly loved his time on Ole Shakey and the people he flew with. Reading these stories brings back many precious memories that he loved to share with us.

Anyone know the standard take-off speed of the C-124? Doing some research. thanks

Please forward the Aviation Fuel Capacity of the C-124 to David F. Scarelli, 193 Alpine Knolls, Fairport, NY 14450 Thr information is needed to determine the tonnage of GHG's expelled during a maximum flifgt. The C-124 may be designed to contain a GHG sequester system.
Your help is crucial to continuation of this project.

I need the Aviation Fuel Capacity of the C-124 to calculate the tonnage of GreenHouseGasses it will expel during a maximum flight. The plane may be made to sequester GHG's. The ratio of expelled GHG's to sequestered GHG's will dictate the practically of the experiment.
Please forward the information at the following adress: David F. Scarelli-Technology Innovator

I used to be an flightline mechanic (local and blocks flt.)at Dover AFB,DE.between 1958-1961. I started my mil. venture on this a/c, an to this day it is still one of my favorite planes. As a young troop, I wanted to become the youngest Flight Engineer at Dover.During that time I was the youngest "run-up mech".I lived in the Flt. Sim. to learn all I could.I went on to many other aircraft,Recepts and Jets, but "Old Shake" I truly love.

I am looking for info on Tail # 52-0980 and any crew members that flew on this acft. Where it was based and especially any details of it's final flight. I can be reached at 850 625 5383 or the above e mail address.

I am doing a research project and paper for Walker AFB Historical Society. Requesting info on C-124 #49-0244, c/n 43173, 2nd Strategic Support Sqd, Walker, AFB. Pilot was Maj Robert S. Bell. Departed Walker on or about 21 Mar '51 with stop overs at Barksdale, Loring, & Gander. Last radio call was 800 miles SW of Ireland. Went down with all 52 aboard. My Dad, Capt Walter A. Wagner, Jr. was on the flight. Appreciate any help. "Check 6" Daddy Wags

Seeking 124 navigator Capt.TERRY BURNETTE stationed at Hill AFB, Utah circa 1963-65. please Contact.

Anyone have any knowledge of 51 or 52-1036 (I think) that lost power leaving E of Gray AFB, TX in 1955 & on turning around to return to base had to put it in a ranch pasture SE of Killeen, TX gear-up?

I was a radio operator on the 124s with the 8th tcs atboth Larson and Mcord from 58 to 61, loved it.

I was assigned to 1502 ATW at Hickman 61-63 as a MPACP Command Post Controller. Remember flying Wake to Tachikawa as a ACM with a 62nd TCW crew out of Mc Chord when we shut down #2 engine. I asked the AC Commander if he planned to return to Wake since we had not past the ETP. His answer was heck no, I have a shopping list from my wife for China she wants and we should get an extra three days on the ground in Japan if they have to change the engine.

My father, Russell Hobart was a flight engineer on the C-124 at Travis AFB. He was assigned to the 1501st Air Transport Squadron and was one of the surviving crew members of the C-124 (Tail Number 52-1078) that crashed on takeoff on 6 April 1956 at Travis AFB. If anyone has any info on him or the squadron during that time period, I'd appreciate it. Thanks

was a LOADMASTER HICKUM AFB TH 55 TO 58 IN 48TH ATS AND 19TH LSS KELLY AFB 58 TO 60 WOULD LIKE TO SWAP LIES WITH YOU MUGGS DROP US LINE

T TH HERES NOT A DAY GOES BY I DONT THINK OF THE GREAT TIMES AS A LOADMASTER ON OLD SHAKEY IN 48th ATS HICKUM 55 to 58 AND 19th LSS KELLY 1958 TO 1960 LETS SAY HI AND SWAP SOME LIES

I was on c124's from 1962-1965 out of Tachikawa, Japan 1503rd MS. I flew many missions throughout the orient, including Vietnam. The plane was the greatest.

First assignment from Class 55-07 Navigators Training at Ellington AFB, TX was to the 1501st ATW, 85 ATS at Travis AFB, CA. We flew a lot then and logged 3000 hours in three years. Our flights were low at 8000-10,000 feet and slow at 200 knots True Airspeed. Our Equipment included Loran, A-14 Sextant, ADF radio, Absolute Radar, APS 42 Radar, Driftmeter (used whitecaps for drift and ground speed), and Altimeter and Pressure Altimeter (pressure pattern). Round trip to Japan took 60 hours. We flew in all types of weather in the Pacific and the aircraft handled turbulence well. The 4360s engine was a problem and we had good flight engineers who could get the props feathered quickly. On occasion the N-1 compass went out causing the autopilot to make a steady slow turn. Fortunately the navigator checked the "Whisky" standby compass every thirty minutes. With any of these problems we headed to the nearest airfield. Weather forecast sometimes were wrong - once the wind factor was off by 50 knots and we could not safely reach any Hawaiian Island and came home logging 14 hours. The Loadmaster on a C-124 was the main guy with weight and balance and getting the cargo on and off. We had radio operators who reported our position and weather and they really knew morse code. I believe we lost three aircraft in the 1955-1958 period. Had a fair amount three engine and once two engine time. I loved the airplane and the life.

I was a Navigator and part-time copilot on Old Shakey from 1961 (KTCM)(RJTC)(KSRF)to 1969. Went EVERYWHERE in that bird. I agree; most of the time it was on 3 engines. I remember the FE's teaching me how to start that hummer (without backfiring) - it took a real technique. Did so many airdrops I can't remember them all, but I remember we were flying a 9 ship formation near McChord when the Cuban crisis started with a "recall". Longest flight I remember was nearly 17 hours from Midway direct McChord with a couple hours holding for bad weather. I still have my logbooks/flight orders/old nav equipment. Since those days I've become a pilot (now retired from FAA) but still enjoy flying Old Shakey on FS2004. I could never figure out where the techs got the cruise data on this thing. We were lucky to cruise at 205knots (230mph) and generally never got above 11,000 feet. Best wishes to all.

My father Howard says he remembers getting the first 1000 hours of time on the 4360's. He said he religiously cleaned the interconnect lines on top of the engine every 50 hours. He really liked that aircraft. His favorite was the B-24 and C-54's.

I was a c-124 Flight Engineer in the 7th Troop carrier Squadron of the 62nd. group stationed in 51 and 52 at McChord and later Moses Lake Washington.My most memorable experienc ocurred on the night of Feb. 7th 1952 crashing on final approach during a GCA controlled landing. All 14 aboard escaped with afew minor injuries but the aircraft was compleetly destyoyed by the crash and ensueing fire. Needless to say there was an extensive accident investigation, which was reopenedin April which concluded that there was a malfunction in the GCA which contributory cause of the accident. Those two reports totaled over 170 pages

Crew Chief, 51-80 called balls 80 at that time, 0080.1963-1966. also travis from 1958-1963. Looking for lost friend also crew chief, Harry D Rogers, crewed 51-83, or 51-85 if any one can help ? Thanks. I also have a lot of stories.

To fly Ol Shakey was to love her. Those of us who flew her took a lot of ribbing from our buddies flying jets. It was great flying out of Kelly AFB around the world.

I was at McChord, Tacoma and worked on the the flight line on these for over 3 years. Extendend my enlistment and went to Thailand where I worked and flew on a C47. What a difference.

Only had one experience with this aircraft. Year was '65ish. We were a SAC base, but had one (a transient) land one evening with Nav-aid problems. It didn't taxi up to the maint. hangars like most transients. This one stayed out near the end of the runway.

I was on duty, got the call, jumped in the International Metro flightline maint. truck and off I went with my trusty tool bag.

Pulled up to the plane and noticed a couple of AP's on patrol outside. Don't remember if they checked my badge or not. The ladder was down so I proceeded up it to the top where another AP met me (blocked any further upward movement) with his weapon in what appeared to be a "ready for action" position.

Don't remember the conversation, but apparently I couldn't help him (this was a SAC base supporting B-52's and KC 135's).

I excused myself, exited the ladder, jumped in the Metro and hauled ass outta dere. They cranked up and departed.

Obviously the cargo was highly sensitive.

Mark

I was mechanic on old shaky 1502 FLMS Hikam 1957-1960. many fond memories of long nights and days on the flight line. Wish i had a dollar for every spark plug I changed on the 4360's. Remember crawling out in the wing to number 4 engine over Wake to help remove a bad generator in flight.

My first leave from McChord AFB was on a C-124 at Christmas time back in 1951. The plane was going to make two stops. The first stop was Warner AFB in Macon, Ga and then on to Miami, Fl. I'll never forget walking up the ramp into the nose of that big monster. What an experience I'll never forget.

Hello my friends out there:
I was a jet engine mechanic, station at Travs Air Force Base from 1965 to 1969.I worked the flight line trouble shooting most of the air craft that hit the ground, while doing that I was also on standby with a recovery team which was called out to rescue one of our air craft where ever it was in the states. I was in the 60th field maintenance squadron. Well I guess the old shakey was the best the military could do at the time. I would tell the captain he needed to get rid of this bucket of bolts and get a c-130, and he said Corbett, it's not going to happen, I been trying long before you came abord.No, realy the old shakey was a prety good ole bird.Your right Gino it did what it was designed to do.Well fellas so much for my soga. You guys give me a shout if you take a mind to.

Paul

Iwas a jet Engine Mech. At Davis Monithan AFB 7-53 to7-55'In the 43 A@ E Field Maint. We went TDY 3 times to England during my stay and always on 124s Usually with floors folded up and 2- 4360s and 2- J-47s on engine dollies ready to install. I know about that little cat walk going out to the outboard engines as L was ask to help one of the crew to crawl out with him to close a acess panel that was open.

I was in the 48th ATS, 1502nd ATW at Hickham from 1955 through 1958. Flew the "hay barn" all over the Pacific, including Tokyo, Clark Field in the Philippines, Saigon, Bangkok, New Guinea and New Delhi, India. Even made a trip in support of the 1958 International Geophysical Year to Tongareva Atoll, south of the equator from Christmas Island. Logged 2,600 hours in Ole Shaky and about 10% of that time was on 3 engines. Don't think we ever had a flight when all the cylinders were firing on all 4 of the 4360's. Loved my time in the airplane and the great guys in the 48th. Who could have asked for a better experience than to be stationed at Hickham before the tourists discovered Hawaii and see 1/2 of the world at the same time?

I graduated 50G at Lubbock, TX in 1950. Went to 1st Strategic Support Squadron in El Paso. Flew all over the world mostly in support of Korean conflict. Loved that airplane---flew it about 1800 hours. They were people/pilot lovers. They would hide your mistakes by ignoring them until you got it right. Called them "Dumbo" because the brakes sounded like an elephant trumpeting when stopping. Even after 56 years I miss my airplane and the greatest crew ever.

I must have been Brent Bachman's replacement at Hickham. Difference was when crews "decided to stay" we often assumed the engineers seat and ran-em-lean, solved the plug fowling problem. Assigned 9/61 1502nd FLMS and later to 1502nd OMS. Lots of TDY to Asia and South Pacific. Many a day at the bar on Wake Is. (across the channel from the "gooney bird island." Spent the Cuban crisis at George AFB. Extended and assigned to Charleston AFB and from there an extended TDY Recife Brazil. Have a number of good pictures c-124 if anyone is interested.

I was a loadmaster on Old Shakey from Jan.68-Dec.69 when the 50th MAS was retired. Loved that plane and had lots of good times flying all over the Pacific and southeast asia. The old saying was "We may be low and slow but by God we get there." I cam back to Forbes AFB Kas. and flew the C-130E but still loved Old Shakey. I'm now retired MSG USAFR.

I worked on Ol' Shakey '63-'66 at McChord AFB outside of Tacoma WA. Many TDYs all over the place. After I got out I worked as a civilian at Wake Island on military aircraft on the way to and from Nam. I miss the C-124 (4million rivits flying in close formation, powered by 4 major oil leaks)

I was a mechanic on the c-124. Starting with the alaskan air command in 1955.from there I went to donoldson AFB in greenvile S.C. for aboute 5 years with a lot of TDY's. One was to newzeland for operation deepfreez for 3 months. Another to germony for 6 mo. and many others to help repair the A/C. From ther I went to kelly AFB for aboute 5 years with the 19 lgistic support sq. whitch I flew 3 years as a flightmech. I saw a lot of the free world and would not take anything for the experance. I lived and breathed C-124.

My dad, Carl Johns was a flight engineer on Ole Shakey until they were replaced by the C-141's. He and I worked together in the early 80's to get one of the last 7 aircraft left out of an aircraft boneyard on Phillips AAF in Aberdeen Proving Ground, MD and into the Travis AFB museum. An USAF air crew on special assignment actually flew it cross country to its final resting place.

'58-'61 recip mech with the 1502 FLMS @ Hickam. Worked transient AC....97's, 118's, 121's @ of course Old Shakeys.
On more than one occassion flight crews wanted to extend their stay on Oahu and a long runup would foul every plug on those 4360s and it was a long session for the maintenance crews. Changed more than 1 generator in that small cramped access panel on a hot engine which included saftey wiring the darn thing. The wing crawl spaces were a great place for a quick snooze. Big, ugly bird, but a lot of respect for it.

Hi' I worked on 124' s in 1965 / 66 at Hunter AFB.
I am building A R/C model of the plane ,I need three views
and any other info you may have out ther.The plane will be about five feet long

Graduated 58-L, went to MATS, 50th in Hickam, then the 85th at Travis from '59 through '62, then into the 44th at Travis(C-135) I loved those yrs in Ole Shakey. Longest flight from Mildenhaul, England to Milwaukee,23 hrs. Lots of memories in the South Pacific. Best wishes to all fellow crewmembers wherever you may be.

I was stationed at Travis AFB, CA from 1961 until 1967 attached to the 1501st FMS, which became the 60th OMS. I was a crew chief, and worked the line. My last crewed tail number was 52-1025, a C124C. I was there when we were handing over our acft to the Air Guard in 1967.What a surprise when after I got out and moved to North Carolina, that when I flew my brother to a guard base for an interview for a pilot position that I found acft from Travis. My acft.

I was an engineer on old shakey in the 60's flying from Calif. to Nam on a monthly basis. Took up to 115 flying hours round trip to Saigon and back and sometimes 14 days. The worst part was no air conditioning and it did get hot until you reach altitude. Sometimes flew with a door open to vent the bird. At altitude it was very tiring to walk as it was not pressurized and would sure wear you out. But you could really sleep good!

I had the opportunity to fly on these aircraft from 1961 thru 1965 and accumulated over 15,000 hours flying from Georgia to Japan and many other places and have crawled into the wings many times. It was one of the best times of my career in the Air Force.

Back in 1963 I was a lean mean fighting machine with 5 whole jumps from a C119 under my belt. I was assigned to the 82nd ABN. and met the C124 for the first and only time. Being a newbee I had the privilege of being near the end of the stick and being there ment we were on the second floor. What a shocker when you had to run down the stairs and hook up to the static line on the fly. I could just see a large bright spot in the rear (seems like at the other end of a football field. I can still hear the instructor in jump school saying? "get a good door position and a vigorus exit from the aircraft". I could not reach across the gaping hole they called a door but I tried anyway. I flattened my canteen and cup and I think I hit every rivet along the tail. My butt was sore and black and blue for quite a while. Ah! The memories of the GOOD OLD DAYS

I too was in the 50th at Hickam from 67 to 70. I was an engineer and loved every minute I spent in Shakey. I can honestly say I never had a bad flight or a bad crew. Flying the Pacific in shakey was the best times of my career.

I flew Ole Shakey 1963 to 1967 - 85th MAS Travis AFB and 1967 to 1970 50th MAS Hickam AFB then in the Air Force Reserve 1970 Richards Gebaur AFB and 1970 to 1971 at Greater Pittsburgh Int'l Airport for over 5500 hours. The memories from having been a part of the history of this airplane have been some of the best in my life. The crewmembers who kept Ole Shakey in the skies all over the world were a terrific bunch of guys. I am proud to have been a part of that group. I send my best wishes to all who remember these experiences as I do. The stories are endless.

I was a flight mechanic on C-124's in the '50s. Some people are supprised to hear that you could access and even do some service work on the engines in flight via a crawlway in the wing. Very exciting to be number 2 or 3 nacel when they droped the gear. The little platform you had to stand on between the wheels (when up) was about 7 inches wide. I could tell many storys about the c-124 if anyones interested. Bob Jerauld, 28th Logistic Support
Squadron, Hill Field, Utah, 1954-58 .

I flew this airplane in the 60's & early 70's in and out of Viet Nam. It was slow, but comfortable, compared to later cargo planes. I enjoyed flying it to the tune of 4200 hours. Ol' Shakey was very forgiving and did the job it was designed to do, wonderfully.