Douglas C-124 Globemaster II
1949
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Douglas C-124 Globemaster II

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.

Douglas C-124 Globemaster II


Specification 
 CREW5
 PASSENGERS200
 ENGINE4 x P+W R-4360-63, 2795kW
 WEIGHTS
    Take-off weight84000 kg185189 lb
 DIMENSIONS
    Wingspan53.1 m174 ft 3 in
    Length39.8 m131 ft 7 in
    Height14.7 m48 ft 3 in
    Wing area233.0 m22507.99 sq ft
 PERFORMANCE
    Cruise speed520 km/h323 mph
    Ceiling6100 m20000 ft
    Range w/max.fuel6500 km4039 miles
    Range w/max.payload1970 km1224 miles

Comments1-20 21-40 41-60 61-80 81-100 101-120 121-140 141-160 161-180 181-200 201-220 221-240 241-260 261-280 281-300 301-320 321-340 341-360 361-380 381-400 401-420 421-440 441-460
earle, 19.02.2018

My first exposure to the C-124 was at Dobbins AFB. Before I actually saw the C-124, I heard "trumpeting", and I asked one of the sergeants what the noise was. He was most pleasant and said it was the elephants we were bringing back from Africa. I fund out a little later that day, the sound actually came from the brakes of the C-124. I enlisted and spent five years working on the C-124's as an electrician (technically) all over Europe. It was a wonderful old airplane, a good sleeper with four R-4360's to roar you to sleep, and mostly easy to work on.

Joe Warren, 16.01.2018

I was stationed at the Charleston AFB in1967 attached to the 437th maintenance squadron. My AFSC was 42370 aircraft electrical systems. My first assignment was called the Conduit Shop Here we removed the electrical harnesses in the cowling of the C-124 aircraft when the PrattWhiitney engines were going through overhaul. Once removed, they rewired to be reinstalled at a later time. I looking for photos contact information concerning this facility and their function .Any information concerning this electrical shop would be appreciated.

Bill Monroe, 27.12.2017

Worked on C-124s for over 3 years at Hickam AFB, Hawaii and was told that the red light in the nose was a taxi light, to be used when taxiing. For what its worth. Aloha.

barney sherwooe, 14.12.2017

Can any C 124 expert tell me the purpose of the red nose light on the C 124. We have one at the AF Museum here in Dayton and I have heard different story's of the light

Walt Martley, 11.11.2017

Today is a good day to remember those who have left us.

clifton mason, 27.09.2017

Clifton Mason, 25.06.2010
I went through loadmaster school at Dover AFB June and July of 1964. I was stationed at Charleston AFB 17th ATS and flew numerous special missions until Sept. 1966. I took the first C124C to leave Charleston P.C.S. . When the first C 141 replaced it the news media was there on the 14th of Aug. 1965. The C124C went to Hickem AFB . We brought A c124a back to the reserves unit in Fort Worth rwxas. I also trained two loadmasters from Fort Worth when they changed from C119's to the 124. Flew TDY out of RheinMain from Oct. 1965 to Jan 1966. I flew alot of missions in and out of Viet Nam. Met a lot of good people during this time. Don't remember alot of names but do remember some. These people would have been from different squadroms. The 17th the 41st the 3rd and the 76th at Charleston. Also I was at Donaldson AFB from Oct. 62-May of 63, Orlando AFB from May 63-May 64. During my four years of serviceI met alot of people from all over the world and different bases.I loved every minute of it and if anyone remembers these times and places or me please e-mail me. I am trying to find if there are any reunions.

Clifton Mason, 21.06.2010
I am trying to find out if there are reunions of the 17th squadron. I was a loadmaster.

Jessica Butler, 25.09.2017

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Jessica Butler, 25.09.2017

HOW I GOT MY HUSBAND BACK I feel so blessed again in my marriage after Doctor Oku brought back my husband that separated with me for good 3 mounths. Am Jessica Butler by name from USA. Even though i have mouths all over my body, it won't be enough to thank Doctor Oku for his help upon my life. My husband separated with me for the 3 months and have been in pains and agony without him. So, i searched for help everywhere but nothing worked out not until i meant Doctor Oku who i contacted online. I explained my situation to him and he promised that my husband will get back to me within 24 to 48 hours as far that my heart still beats for him. I believed in him and he prepared a spell for me and my husband called me exactly when Doctor Oku said. He pleaded and said he needs me back and now we are living happily again for the past 9 months. Everyone out there reading my article that needs help should contact him... Email: okutemple@gmail.com or call +2347053113465 or add me on whatapp +14843982536

Wayne Weaver, 28.08.2017

I was on duty one Sunday in 1955 when 4 C-124s landed at Oceana Naval Air Station. The first one opened the nose door extended a ramp and a crewman on a Vespa motor scooter came down the ramp. He said they were to pick up some cadets who had been there over the summer. He gave me a complete tour of the aircraft. Very impressive since our squadron was flying the AD-6 Skyraider.

Chuck Lavoie, 16.08.2017

I was and FE on C-124s at Kelly AFB, I agree with Bill Heaphy's comment about spark plug fouling. I too had gone to through an ignition analyzer course and was taught how to correctly keep those 224 spark plugs from fouling.

Bill Heaphy, 15.08.2017

Mr. Bachman jogs my old memory bank. One of the many ground training schools I volunteered for was a 3 day class on spark plugs taught by a factory rep.. Plug tip temps, deposits, use of the mixture control to raise tip temps, along with a good engine analyzer put an end to many of those "recommend block plug change" write ups. That's 224 spark plugs for the unknowing reader. With that knowledge and the fact I loved working on those old recips a few crews found themselves back at the aircraft in about one hour. Taxiing with the mixture controls in Full Rich for a long distance is a good way to foul plugs. A Metro Officer or Flight Line OIC asked me to show him how we managed to get the plugs clean and sat behind me at the Flight Engineers panel while we did it. Mistreating such a wonderful old girl never sat we4ll with me.

Harold Bachman, 14.08.2017

At Hickam 1958-1961. Some crews in wanting to spend more time in Waikiki would take the bird out to the runway, take the engines to full power and foul all the plugs and return for a complete plug change. Can't say I blame them but disliked changing all those plugs.

Jack DeChristopher, 26.07.2017

I was stationed at Hickam AFB in the 61st OMS squadron from 1967 through January 1970. The last year I was there I was assigned as Crew Chief of 52-1004, which is now on display at Pima Air and Space Museum in Tucson, AZ. From what I have learned, out of 448 made, only 9 still exist!
I had the pleasure of going to the museum and see the old girl again...a moving experience. It really brought back the memories.

Bill Heaphy, 20.06.2017

Based at Hickam 1959-62 with 1502 PMS. Was really in love with the C-124 until that slick , sexy, machine came in from McChord. The C-118 became my new love and still is. Was pressurized. Carried pax. Had nice smooth running R-2800,s. Not that oil leaking, jug spitting, R-4360 monster. Was doing a full power check on #2 "motor" on very dark night during the Laos Operation. Master cylinder on front row departed the aircraft allowing the slave pistons to exit there cylinders. Big,long orange flame about 15 feet forward of propeller. ( intake pipe broke off allowing fuel to spray into broken spark plug wire that was firing away). Kid working fireguard was a hangar guy not use to running aircraft departed the scene leaving headset on the ground. Fire department did not wait for a call. Area was full of blue pickup trucks, bird colonels, and little civil service guys in silver suits. When they dropped the bottom cowl section I spotted 4 wrist pins not in their cylinders any longer and bunches of small gears. Total loss. Better on the ramp then in the air though. Trapshoot now with a retired cop named Ken Crowder who was in FLMS at same time. Started me down a very rewarding career. I owe the Air Force a lot.

rudyfernandez1@yahoo.com, 13.06.2017

Tech school from Amarillo and to Hickam AFB. 67-70 6486th/61st FMS, Airfram Structural Repair (Sheetmetal.) TRY to P.I., Travis, Okinawa. C-124 our specialty.

Bill Monroe, 07.05.2017

I didn't realize that my email address doesn't appear in my posts. For any of you who want to contact me, I'm at honu4601@gmail.com. Love to hear from any of you C-124 buffs. I have visited the 124's at McChord, Travis, Hill as well as the Pima Air Museum in Tucson. I've collected pictures from a variety of sources as well as books. Hope to hear from Jim Carpenter or Bob Gillihan. I think I remember you. Aloha

Bill Monroe, 07.05.2017

lohaI was stationed at Hickam from 59-62. An aircraft mechanic AFSC 43151. Worked on C-124's and C-118's. First assigned to 1502 FLMS in base assigned section, worked in the post docks across from squadron HQ. Lived in area 61 in WWII barracks and was later transferred to 1502 PMS when post flight duties were reassigned. I have a strange gift of trivia. I can remember all the tail numbers of the C-124's assigned to the 1502 ATW. I've found numerous pictures of them on line but I've yet to find a sound clip of that screaming expander tube brakes that were the signature of the 124. If anyone knows of has a clip of the 124 taxiing with the APU lending their distinctive sound to the mix, I'd love to hear from you. BTW, I remember Sgt. Boken and it was Major Green when I was there. This last for the benefit of Jim Carpenter who served at about the same time as me. If you read this Jim, let hear from you. I think we will know some people common to us both. Aloha

Al spence, 15.04.2017

Worked on 124s. Looking for anyone that recalls AGENT ORANGE being transported on them
607-727-2050

Dennis Tyra, 12.04.2017

Had an ROTC orientation flight in a Shakey in the late '60s. During an engine runup prior to takeoff I thought the whole thing would shake to pieces. I felt like being run through a food blender.

Jim Carpenter, 02.03.2017

I was stationed at Hickam AFB, from Sept. 1960 to Nov/ 1963 assigned to the 1502 FLMS designation 43151 worked in all capacities in maintaining transit aircraft including C135, KC135, C124, C121, C119, C97, C130's and a real piece of work the C133, Worked under Master Sgt. Boken, Squadron Commander was Col. Tom Green. Left Hickam and was reassigned to Elemendorf AFB, AK Left AF in 1965 as a Staff Sgt. which I had stayed for 20. really missed my time in the AF.

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