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
James (Max) Boger, 14.12.2010

I'm a retired MSGT Flight Engineer. I was assigned to The 3ATS at Chaleston, SC in 1963. I flew "Old Shakey until we transitioned to C141's. In 1967 I wrangled an assigment back to the C124 in the 22MAS, Tachikawa,Japan. We flew mostly in Vietnam, Clark and Thailand. It was a great old bird and I miss it and the people who I had the priviledge of flying with. My last assignment was at Dover on the C5A. However, the highlight of my career was all the hours flying on "Old Shakey"

Jack Pickard, 14.12.2010

I was PCS from Hunter AFB SAC to Hickem AFB 1502PMS and changed to 1502OMS 1962 to 1964. We were a C-118 SQ. Was a Crew chief. We sometimes would go TDY on C-124 and it was a good old frame to carry loads that would not fit in any other AC.Had a army truck that did not have fuel tanks low so we had fuel in cargo area.Remember pulling hatches to vent fumes and clouds floating through cargo area. Loved the R-4360 and R-2800 engines Liked my 4years9mos

John Morgan, 12.12.2010

My Dad, Col. Fred A. Morgan, was the Commander of the 7th LSS at Robins AFB from 1956-1961. Some of my earliest memories are of C-124s on the flight line at Robins, the winning 7th LSS softball team and squadron picnics. My parents were lost in a tragic plane crash in 1970, although I will always hold fond memories of Robins AFB and the 7th LSS.

WILLIAM F. RUPNICK, 08.12.2010

I was in the 2ndSS at Castle from 53til56 darn good aircraft exspecially when you se it flying with 3 and 4 engines feathered that is the day 090 went into mt hope rcab Canada lt wofford and flight engineer done excellent job. have a few pictures of accident

Dick Bennion, 06.12.2010

I started out at Lackland in 1957, then to Chanute Field for Recip. Eng. School, then to Travis in 1958 to the 1501st FMS. Later assigned to Carb. Shop were we worked on all kinds of aircraft. Helped build the golf course at Travis and ended up working at the golf course during the day and the flight line at night. Lots of good memories and have found my old room mate, Chuck Kelberlau, and we email back and forth. Anyone else out there from the 1501st between 1958 and 1962?

Gene Fish, 05.12.2010

I flew as a C-124 Flight Engineer (caps deserved for any crew position on Ol' Shakey!) with the 17th ATS / MAS at Charleston from 64 to 71. Like many other flight crew members I loved the lumbering giant with all its many parts flying in close formation - most of the time. We had the best missions I can imagine; North to cold country, East to Europe and the Middle East, South to South America and Africa, West to the Far East. Got shot at, but survived during the general unpleasantness in Viet Nam. Would go back into the AF today if they would let me fly Ol' Shakey again!

Walt Martley, 28.11.2010

Sometimes I was that poor guy with his upper half sticking out of the top hatch during taxi. The perch was a bit precarious, standing on the tables in the center of the cockpit. If the taxiways were narrow, like in Landstuhl, one had to stretch out over the top side and try to check that tires were centered on the concrete and not about to smash into taxiway lights. A little scary for anyone my size (5 ft 8 in). I, also, like one other poster, crewed 51-150 for a time in the mid-fifties, as an engine mechanic on hazardous duty pay. Got to cross both big oceans with the 19th Log, and fell in love with England during RON time there. Volunteered to go there, and ended up at Burtonwood running in engines on a big flatbed engine stand for a WB-50 squadron.

Ray D. Airy, 26.11.2010

I was with the 1607th periodic maint Sqdn from 9/56 to 9/57. I was a real new 2nd Lt maint officer on the
C-124C. MSGT Mader and others got me started and kept me in line. I owe those NCO's a great deal.

Lt Col Rodman Crawford was the Sqnd Cmdr. We were on a wartime schdule during the Suze crisis and had to work around the clock to turn out the inspections and sell the acft back to flightline sqdn to load and get out.

I learned analyzer, thanks to some great engineers.

Got RIFED in 9-57......spent 32 years in AFRES and IA ANG, retired
Brig Gen 01-02-90.........I'll never forget my start with the 1607th PMS, and The 124

Ray D. Airy, 26.11.2010

I was with the 1607th periodic maint Sqdn from 9/56 to 9/57. I was a real new 2nd Lt maint officer on the
C-124C. MSGT Mader and others got me started and kept me in line. I owe those NCO's a great deal.

Lt Col Rodman Crawford was the Sqnd Cmdr. We were on a wartime schdule during the Suze crisis and had to work around the clock to turn out the inspections and sell the acft back to flightline sqdn to load and get out.

I learned analyzer, thanks to some great engineers.

Got RIFED in 9-57......spent 32 years in AFRES and IA ANG, retired
Brig Gen 01-02-90.........I'll never forget my start with the 1607th PMS, and The 124

Bob Cox, 25.11.2010

Iknow all there is to know. I was an A/C/IP/FE/ flight simulator instructor from 4/58 to 12/64. Had 6000 hrs in the bird. Ask me about my one engine landing at gander Newfoundland. (530)313-8818 from June to October each year.

Bob Georges, 18.11.2010

7709
Reading the info from Gene Van Houten. It's a small world.
I was also in the 2nd SSS at the SAC base, Castle AFB Merced Ca in 1954 after coming out of Sheppard AFB TX A&E school.
I was a scanner/flt mech om Ol Shakey and flew on missions to Barksdale AFB, Carswell AFB, Limestone Me AFB, Larson AFB, Lockbourne AFB,Ladd AFB Alaska. Ol Shakey was really an oil slinger with those recip 4360 engines and about 10% of the time we were feathering one of the four engines.
But we had fun flying on that acft and had good crews.
At the end of 1954, they transferred me to the Alaskan Air Command so I was unaware that the 2nd SSS moved to Walker AFB..I forget the tail nbr of my acft but it was painted with dice on the fuselage below the cokpit and we had the name "Shake Rattle & Roll" painted on her. Anyway, I have fond memories of flying on Ol Shakey.. If anyone out there that was at Castle with me in the 2nd SSS at castle happens to read this, give me a Hello at my EMail addr.

Jim Scheidel MSgt Ret, 18.11.2010

Spent 4 years at Dover AFB 1607 OMS Aug 62 to Oct 66. Worked pre & post dock and later was a crew chief. Was engine run up qualified. It was a fairly simple aircraft to work on. There was just so much of it. Spent many long days and nights on the flight line. Worked 12 plus hrs a day 6 to 7 days a week. If it had been my first enlistment it would have been my last.

Leonard B. Chapman, 13.11.2010

1957-60 Recip. mech with the 1502 FLMS at Hickam. Worked transient AC....97's, 118's, 121's and of Old Shakeys. Those in charge were...Sgt. Moldenhower, Sgt. Sweet and Lt. Penfield. Remember a family friend, M/Sgt Flt. Eng., who said they used to remove the Mag. cap and transfer carbon from pencils on contact points in cap....lots of misfires!!! Not sure if true! Also C-119 trying to snag & reel in mock capusles. And then there was the U-2 that stayed a few days under watch, MP's w/machine guns, then took off with everyone watching. Big earthquake in Chile, sunnami warnings, no wave, but all were on alet! Great time, long hrs., with F-104s in belly, on way to Far East. And still not able to join Am. Legion/VFW.

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

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