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
Bill Kepner, 12.11.2010

Marty Jersky. I remember you!
Good you joined us. I'd forgotten all about that fuel tank explosion! You might be remembering Bill Potter (aka peter potter)as the Coleman driver. In the engine build-up shop they had me rotating from canning to tear-down to wash rack and back again. Actually, tear-down was good education because in 1/2 day we removed all the stuff the shop spent a week installing, and pulled the engine too. It sure was dirty work tho. It tore the heels off my brogans and tattered the top of my cap full of holes!

Jackson Winn II, 07.11.2010

I was stationed at Bitburg AB Germany 66 to 69 and flew many times TDY to Wheelus AB Libya.

Martin Jersky, 05.11.2010

I forgot to add several other things i was tdy to Chateroux on the first group sent to Chateroux what a difference from Dover
While I was at Dover post dock was doing a engine runup with fuel tank access plate off figuring they could purge fumes during runup all of a sudden BOOM blew a hole in wing lucky rest of wing didnt blow Aircraft was 52-1032 they had to put APs to stop stripping for parts finally got back to service I think I remember Bill Kepner he drove Coleman and Euclids we used to tow C-124 with

Martin Jersky, 04.11.2010

I was stationed at Dover AFB 1957-1962 1607th Flightline Maint Sq Worst job was crawling out to #1 or #4 to set ADI pressur on run up noise and vibration and locationof pump on bottom of tank in back of engine made job difficult also hated changinging fuel booster pumps in wing tanks in winter had to strip down to shirt and slop out fuel with rags that was at bottom of tanks fumes could make you pass out

Bob Lacroix, 02.11.2010

Went to School @ Sheppard AFB in 1964. Recip engine Mechanic. Was in the 157th MATS NH Air Nation Guard Grenier Field Manchester with C-97's. Base later closed in 1966 and moved to Pease AFB (SAC) and our unit later became 157th MAC in 1966 with C-124's. Great airplane. Miss it.......

Roland S Weber, 29.10.2010

I was first stationed at McChord and went thur "Boot Camp" there as I was in a reserve unit from Long Beach, CA. After BC Training, we were asked if some of us would be willing to Volunter for an unidentified assignment. I did and wss given so tests to determin my math skills, and "passed" so the result was going to Loadmaster training for a new airplane soon to begin arriving.All of us were the first class to be trained. This was in 1950, and after graduating, I became a Loadmaster on a C-124, with tail number 50105.There was no slide rule at that time for this aircraft loading weight and balance computations, also no hand held calculators!Yes it was a great aircraaft and when we landed people stood around with mouths open due to its size. I had many interesting moments aboard - some quite exciting. We had a great crew, never went to europe but went to Umnak Island in Alaska as well as several trips to Japan. Landed at Hanada (nor Tokyo International) and was impressed that there were many bullet holes in the buildings left from the war. Also remember the numerous times it became necessary to change spark pluge (56 per engine) because we could not get take off clearance and idled too long. Also remember one winter in New York when we tried to check the mags but the brakes would not hold due to ice, so a decision was made that the engineer (Stogie Jones) would check them on take off, so we did. All went OK unntil we had just lifted off and 1 engine quit. Since we had no load another decision was made to continue on as we were going back to McChord. Well, as luck would have it, the second engine quit over Denver, but since it ws down hill we again decided to keep going. Luck was really with us, because the trird one quit just as we landed! Oh well, great times were had as we flew across the Pacific by way of Hawaii, Hidway, Kwagelain and Guam. Great time but would not want to do it again as I am 80 years young now.

Ernest N. Miles, 11.10.2010

Assigned to the 4th SSS Rapid City, SD August 1953 after finishing radio operator training. We mainly hauled special weapons back to NM for periodic maintenance. Went to Thule Greenland about 3 times. Logged about 750 hours before discharge March 1956. I attended one reunion in Tacoma and had a tough time remembering anyones name. My copilot got me in a corner and talked me into going back to college. I owe him a lot for taking the trouble to push me. ernestnolan@yahoo.com

Deb, 03.10.2010

My father was a flight engineer on a C-124 that crashed in the mountains of Spain in February 1966. How come I cannot find ANTHING on this military crash? I was four years old at the time and I am curious about my father's military life (and death). Are there any answers out there?

tom demarest, 02.10.2010

Flew on C-124C out of Donaldson AFB Greenville SC from 1954-1957. Took the 82nd airborne all over the world, never had a major problem. Great aircraft. Left as a flight eng.

Stan Luker, 30.09.2010

I was a radio operator on the C-124 both at Larson and Mccord AFB, flew all over the world my last mission was operation new tape to the Congo,she was one of the best aircaft ever built, but I did get a lot of three engine time.

Stan Luker, 30.09.2010

I was a radio operator on the C-124 both at Larson and Mccord AFB, flew all over the world my last mission was operation new tape to the Congo,she was one of the best aircaft ever built, but I did get a lot of three engine time.

David Saaks, 23.09.2010

I was assigned right out of flight school (Laredo 63-G) to MATS 75th ATS at Travis. I enjoyed the squadron, the mission and most of all, Old Shakey. When the squadron transitioned to the C-141 I opted to transfer to the 85th ATS and continue flying the C-124. I finished my service as a flight examiner on the aircraft. It was terrific experience and I remember those days fondly.

Jack Dole, 19.09.2010

I flew the C-124 out of McChord from 1964 to 1968. I remember the 8 to 10 hour legs accross the Pacific to RVN and back. Usually got 80-90 hours of flying time on one trip. Also flew a lot to Alaska and remember the ice coming off the props and hitting the fuselage at 9 or 10,000 feet and jumping on the clam shell doors during flight to dislodge the ice so we could pick up some airspeed. Great airplace and enjoyed it a lot.

Mike Routledge, 17.09.2010

For all serious C-124 fans. An excellent book, Douglas C-124 Globemastyer II. 150 pages of history, photos, and squadron histories. ISBN: 0-942612-95-7. Steve Ginter, 1754 Warfield Circle, Sims Valley, CA 93063. Author , Earl Berlin. Mike Routledge, FE 75 ATS, 85 ATS & Crew Chief 28 LSS. 1958-1968. Security No. 9214

Jim George, 17.09.2010

I was stationed at Tachikawa and Yokota with Ole Shakey. We worked our butts off. We closed Tachi Air field when I was there. It was a fun plane to work on. I can also remember taking Shakey down to the end of the runway at Tachi with a fire truck and going to max power, the fire dept would shoot water behind the props and we would blow the Japanese protesters over the hill with there big ballons and bamboo poles. They would literally fly through the air. That's one memory I will never forget. I was there from 68 to 70

Eloy Marez, 17.09.2010

All good memories of the C-124 - after over 5000 hours I am still here. As a radio operator (McChord, Moses Lake, Donaldson), it took me all over the world, including Moscow, and the South Pole. One that I flew in is at Pima Museum in Tucson - I go by now and then, we talk about the good old days.

JOE JARZYNA, 16.09.2010

AFTER TECH SCHOOL AT SHEPPARD AFB,AS A RECIP ENGINE MECH,IN SEPT. 1958 I WAS ASSIGNED TO ENGLAND AFB WITH THE 622ND AIR REFUELING SQ. WORKED ON KB-50,S WITH 4360 ENGINES. WENT ON SEVERAL TDYS,GEORGE AFB AND THE PACIFIC,HICKHAM,WAKE ISLAND AND LAS VEGAS FOR AN AIR SHOW CALLED THE WORLD CONGRESS OF FLIGHT. SPENT 15 MONTHS AT GOOSE BAY FROM JAN. 1961 TO MARCH 1962. I WORKED ON TRANSIENT C-124,S, C-130,S AND C-133,S. WENT TDY TO SONDERSTROM GR. TO CHANGE AN ENGINE ON A C-124 AND HAD TO FLY BACK TO GOOSE ON IT. I WENT TO KELLY AFB WITH THE 19LOG AS A FLIGHT MECH. THEN TRAINED AT TRAVIS AND BECAME A LOADMASTER ON OLD SHAKEY UNTLL 1966. ANYONE WHO WAS IN THE 19TH OR 7TH LOG KNOWS WHAT THE MISSION WAS.I ENJOYED WORKING AND FLYING ON THOSE AIRCRAFT

Jim Raymond, 06.09.2010

After Recip. Engine School at Sheppard AFB in 1958, I got stationed at England AFB until 1960 worked KB-50J Engine Conditioning Crew on Flight Line with the 622 ARS. Got assigned to The Air force Academy at Lowry AFB, working on little T-29's. Than spent a year in Tule AB, Grn. In 1963, I got assigned to Rhein Main AB Ger, that where I first met ole shakey (C124c)they were TDY from Donaldson AFB & Hunter AFB. I worked in the base Engine shop and we built-up R4360-63A engines for ole shakey. Well low and behold when it became time to rotate from Germany, In July 1966,I was assigned 19th MAS, Kelly AFB, TX which was renamed from the Logistics Support Squadron. I was one happy mechanic when I found out they still had The C-124C aircraft. I was in charge of the pre-post crew getting aircraft ready for peridoc inspection. I too like, Bill kepner comments, can still smell the smoke upon starting the C124's engines with that deep cough sound out of the tail pipe.It's a sound I'll never forget! I can also remember the flight engineer's head sticking out of window top of flight deck,and the loud and mournful squeal of the brakes. I am honored and cherish the time I had on Ole Shakey. Reading these stories brings back many memories on that old bird. In my books the C-124 aircraft was the best aircraft in the air force to work and fly on. I thank the you all for sharing your experience on Ole Shakey.

Jim Raymond, MSGT, USAF Ret.

Voyd N. "Bud" Campbell, 05.09.2010

I don't know of any aircraft that was loved more by the maintenance and flight crews as much as the the C-124 Globemaster. My first PCS assignment after Tech School was to the 2nd Strategic Support Squadron at McCoy AFB in Orlando Florida. After a short stay in the docks and on request I was sent to the flight line. I was assigned to aircraft 50-090 with Crewchief T/sgt Oscar G. Rehrig, Assistant Crew Chief S/sgt C.T. Williamd and I was the third wiper, Airman 2nd Class. The next two years was the best time of my life because I was living my passion in life. I was working and flying on an aircraft. I loved flying so much that I got my private pilots locense at the McCoy Aero Club. The C-124 Globemaster was a great aircraft. When I was assigned to aircraft 090 it had only been returned to service a few months after some major repairs after it made a belly up landing at RCAP Station at Mount Hope Newfoundland. This was a troop hauling mission with 97 souls on board and all came out without a scratch. The Pilot of the aircraft was Capt. Jack Wofford.
I loved the aircraft and was committed to do what ever it took to make it the best in the Air Force. We hauled Snow plows, helicopters, food and supplies, and the stranges mission I was on was to moved six hydrogen and two atom bombs from one location to another. It was a sad day when I was transfered from the 2nd SSS to a KC-97 Tanker Squadron at Dow AFB, Bangor Maine because it took me off flight status.
I loved the 2nd SSS so much that I have ran about six or seven reunions here in Central Florida and met many others that had the same love for the aircraft that I did. Many I had never met before and I now E-mail several that I have never met. The best thing about reunions are the stories that many lived and now share with us. I wish I had recorded the stories I have heard and put it in a book. It would be a best seller.

Joseph Baldwin, 05.09.2010

After leaving Thule AFB Greenland I was assigned to the 2nd SSS at McCoy AFB Orlando Fl. Started out in the hanger and with in a few weeks I was assigned to 50-090 and became crew chief of the Aircraft. Flew all over the world and the USA. It was a great Aircraft.
All of my old buddies try to meet once in a while in Fla thanks to Bud Campbell who does all of the work to inform us of this event. I had the honor to meet up with some of the best in the world again.

1-20 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

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