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.
| ENGINE||4 x P+W R-4360-63, 2795kW|
| Take-off weight||84000 kg||185189 lb|
| 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|
| 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|
I was at Dover AFB 1958-1961 1607th FlghtLn MT SQ When i first got there one of my assignments was refueling C-124s The first one I did took on 2000gal of 115/145 before i realized it was a mosquito She got mad and flew off I left before she brought her friends back
|Rachel Ross, 23.08.2011|
I'm looking for information on the C-124 crash on December 20, 1952. The tail number is AF#0100, and the plane was flying out of Larson Air Force Base. This flight had the nickname of "Operation Sleighride". I cannot find any information on this crash or S/SGT O. B. Weaver who died in this crash. He was with th 15 TRP CARR SQ AF. Any information is greatly appreciated.
|AL SCHOESSOW, 16.08.2011|
I worked radio and navigation equipment for three yeasrs in England on the F-101. then got out for two years and wanted to hepl the guys in vietnam and had to enlist in the AFRES at Stewart AFB in NY. They had C-119's and there was a job open for an Air Reserve Technician so i got it and stayed at Stewart. After about two years we got C-124s. I continued as a Radio and Radar Navigation Technician and was promoted from e-4 to E-6 in the reserve. That was neat! Anyway what i wanted to point out was that our C-124s had 22 different systems to work on, and most of them we learned from a field maintenance detachment. Such as the APS-42. I did not work on radar while i was in England. That was left to the Fire Control boys. Almost all of my time on the F-101 was changing black boxes, both radio and navigation equipment. Now her comes the C-124 and the APS-42, and the APN-22 radar altimiter. Lets see if i can remember all the 22 systems.
ARC-27 UHF RADIO, VHF 101 VHF RADIO, HF 101 HF RADIO, ARC-8 HF RADIO, BC-348 HF RADIO RECIEVER, ARN-6 AND ARN-59 ADF, ARA-25 UHF DIRECTION FINDER, CRT-3 EMERGENCY RADIO, URC-10 EMERGENCY RADIO, APX 25 IFF SET, ARN-21 TACAN, ARN-14 NAVIGATION RADIO, SCR-18 RADIO ALTIMETER, APN-22 RADAR ALTIMETER, 618T-1 HF RADIO, 618S-1 HF RADIO, APN-70 LORAN, AIC-3, AIC-8, AIC-10 INTERCOMM EQUIPMENT, AND LAST BUT NOT LEAST ARN-18 GLIDE SLOPE EQUIPMENT. THAT MAKES 22. IF ANYONE CAN REMEMBER ANY OTHERS PLEASE POST IT. UPON READING ALL THE P[OSTS AND I READ THEM ALL, THERE WAS ONLY ONE RADIO RADAR TROOP WHO POSTED. AND YES I HAVE CRAWLED INTO THE WINGS TO TEST THE INTERPHONE JACKS. oops sory for the caps. i too loved the 124 and i got to fly in it twice. once in 1959 on a TDY to Wheelus AFB in Lybia. 18 hours. what i remember about this flight was it was hot in the cabin, then it was cold, then hot, then cold, then hot, then cold all the way from Englang to Tripoli. The loadmaster was lucky. He had a parka. I had a field jacket. What was i going to do with a parka in North Africa. When he got cold he put the parka on. I had to wait till i woke him up so he could call upstairs to turn the heat on. the second time i flew in one was at Stewart when i was going to be put on flying status. had to fly to get my status updated. never got that far, we were deactivated soon after. by the way we were activated in 68 when the n koreans took the Pueblo. I was scheduled to go to Korea for a year when i btoke my collar bone. spent the final year of active duty at Stewart. A luckey break wouldn't you say? I wonder if there are any other AFRES troops out there that want to chat.
|Walt Martley, 12.08.2011|
C J Crane, I crewed 150 during 1955-56 as a hazardous duty flight mech ( no wings as an engine mechanic, but $55/month plus TDY money). . Thank you for a well equipped aircraft. Made it across both big oceans on her
|C. J. Crane, 11.08.2011|
On return from Korea in 1952 I went to work for Douglas and installed much of the electrical on planes 150 to 175 was present for the prestntation of number 150 to the Air Force. For those wishing pictures I suggest the Long Beach Press Telegram files. I think they are available in their library.
|ole mikey, 11.08.2011|
Does anyone know the actual length of the flight deck from windshiel to back of bunks?
|Phillip R. Kraus, 11.08.2011|
From 1966 to 1968 I was station at Hickam afb as a aircraft mech. on a 124 with 61st. OMS. I didn't realize it at the time but really enjoyed my time there and have many great memories. I would like to hear from anyone during this time if they remember the types of cargo that was transported on old shakey. I know we shipped tanks, helicopters, trucks,food,and agent orange plus other hazardious materials. Can anyone verify this?? I welcome your response.
|Wallace Boone, 07.08.2011|
I went to receip. school at shepard 1956. Then to Little Rock AFB. Eng.buildup(4360')for KC-97's.next shipped out to Guam 58-59. Eng. buildup shop 4360's for KC-97's and WB-50's.Jan 60 went to McCoy AFB Orlando fl. I started out working on the enginesin postdock on C-124's That was too much of a sweat shop opperation. I transfered to the Eng.Condition crew. There were 5 of us . I can't remenber how many a/c
|Franklin Hollie, 06.08.2011|
Hello, "Bud" Campbell, I too joined the 2nd ss at Castle in 1955 as an engine mechanic in engine build-up. A Sgt Bowersouk (the spelling may not be correct) was the ncoic. I moved to the docks after the move to McCoy (Pinecastle AFB at the time), and later to the flightline. I was assigned to 50-240. Msgt (or Tsgt) Arm-
strong was the crew chief at the time. These were some of the most memorable and fulfulling days of my air force career. Dan Lucey sent me a e-mail re. a question I had put out on the web some time ago re. a reunion of the old guys of the 2nd ss. I regret that there was a vote to not have them anymore. I missed all of them. My wife is from Orlando, and we will be down there in April, 2012. I sure would like to get in touch with some of the former 2nd ss guys if there are any in the Orlando area. can you share any information on them?
I am trying to locate people who may have known my father, Obhie Robinson. Dad always said that the 124 was his favorite aircraft to fly. I believe he flew them out of Travis in the late '50s and early '60s. We PCS'd in 1964 and I don't think he flew them again. I love this site and the stories about the aircraft. My dad infected me with the aviation bug and it is a chronic disease.
|Jack Hoyt, 05.07.2011|
Any "alumni" of the 1st SSS at Biggs AFB in early to mid fifties read this? (I don't know if any are still around except for my friend Bob in Scottsdale) It would be interesting to hear from you.
|Paul middelhoff, 01.07.2011|
Philip Barber is correct. The C-5 replaced the C-133 Screaming Weenie, which at the time was the only bird capable of handling outsize cargo. Then there were all sorts of problems with the C-5. By the tine I got to Osan in 75, the C-5's had all kinds of restrictions on them, and we in traffic, wished we had the 133's back.
|Paul Middelhoff, 01.07.2011|
I was working at Clark AB when a 124 had a nose gear problem on taxi, and when the engineer went down to check it out, the nose collapsed and crushed him to death. I planned the load on that bird and it was well within CG limits. It was a real tragedy and I still have nightmares about it.
Anyone who was there when this happened, my e-mail is
email@example.com. Tis incident occurred in 1969.
|Hugh Heiler, 23.06.2011|
After completing school I was assigned to Dover AFB 1607 OMS from 1962-1966 I was an engine specialist, but was assigned to be a flight line mechanic when I got there. Other than a few TDY's to Whitman & Charleston I never got out of the states,but I still have many memories.
|Bill Crothers, 18.06.2011|
Was a pilot on ole shaky from late 60s to early 70s in NCANG. What an interesting bird. Sat 30' in the air in cockpit. Like flying a 3 story bldg. Many 10-12 hr. legs to Cam Ran Bay, Rio, Madrid. She could haul a load. Once took a firetruck to Rio. Main tires taller than me! Quite a change for a 22 yr. old fresh out of T-38s...
|Tom Jeffries, 03.06.2011|
I was with the 1502 FMS prop shop at Hickam from the early to mid 60's as a very young boot. I have a lot of tales to tell my grand children about flying in Old Shaky to and from a lot of out of the way Pacific Islands. Midway, Johnson, and Fiji come to mind. I still visit Hawaii every couple of years. Old Shaky never let my down.
|Dave P, 30.05.2011|
John, Thanks for the info on the rear cabin heater. An aerodynamicist certainly was not consulted on that!! I worked at the USAF Museum on Sunday and I did see the intake on the other side... Thanks again!
|Marty Mattson, 30.05.2011|
I was a loadmaster at Travis AFB, CA from 1964-66, 85th ATS. I now live in Roseville,Ca near Mather AFB & McCellan AFB. I have been to both and have yet to see anything about "Old Shakey", almost like it never was? Mather Golf Club has all kinds of model planes & pictures, but NO C124, anywhere. I logged 1600+ hours back & forth to Viet Nam. Anyone out there from Travis 85th?
|John La Bonte, 27.05.2011|
Dave P: That protrusion you speak of is the exhaust vent for the rear cabin heater. If you look on the other side of the strake, you will see the air inlet for that heater. There was also a heater in the nose. Look just under the radome and you will see the air inlet. On the "A" model aircraft, there were heaters for deicing inside the leading edge of the wings. The later "C" models the deicing heaters were mounted on the wing tips.
|Michael Groves, 25.05.2011|
Any of you 124 people at Clark AB in the early 70's when it was phased out and replaced by the C-9 Nightingale?
Also, Dave P, don't have any info on your question, however I do know that the picture you linked to is one of several 124's that were at Clark AB, I have a few pictures of that aircraft, tail # 21004, that my dad flew in 70-71
Do you have any comments about this aircraft ?