Douglas C-124 Globemaster II
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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

 ENGINE4 x P+W R-4360-63, 2795kW
    Take-off weight84000 kg185189 lb
    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
    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
Harlan "Bud" Gurney, 13.04.2010

My first "operational" pilot assignment was as a C-124C copilot with the 3rd ATS (MATS) at Brookley AFB in 1955. My first A/C was Capt. Ralph Albertazzie, who later was Pres. Nixon's presidential pilot. Also then at Brookley was the 6th ATS, the only C-74 Globemaster squadron, and also a C-54 Squadron, the 13th ATS. Subsequently assigned to the 48th ATS at Hickam AFB, HI, I became a C-124A Aircraft Commander as a 1st Lieutenant flying the Pacific island routes to SE Asia, the Philippines, and Japan, logging more than 4500 hours in C-124s. It was an honest, forgiving aircraft with somewhat unreliable R4360 engines and APS 42 radar. Rare was a rare round trip to the Far East completed without once occasioning the feathering of a propeller, sometimes only for the 45 minutes or so that it took the flight engineer to go out through the wing crawlway to an engine nacelle to pad a failed generator (to avoid possible fire). "Old Shakey" she may have been, but she held together going through the turbulence of the center of an un-forecast typhoon that I once encountered between Guam and Clark AB in which an AWS WB-50 was subsequently lost. Now 81 years of age, I am among those who can say that being privileged to fly C-124s was a great and memorable beginning for a 27 year Air Force career. Our saying was "look to Lockheed for leadership, to Boeing for bombers, and to Douglas for good aircraft."

YAKUBU ADAMU, 09.04.2010

From Mr. Yakubu Adamu
Group Executive Managing Director,
NNPC Abuja, Nigeria,
Tel-: 234-7031622216

Dear Sir/Madam,

I am Mr. Yakubu Adamu, the Group managing director of the NNPC.There
is an over inflated amount valued US$250 million. The money in
question was discovered in my office. I am looking for a reliable and
capable person whom I can use to transfer the money into his/her
account or a companys account.

Thirty percent (30%) of the total money will be given to the account
owner, while sixty (60%) will be for me and my colleagues. Ten percent
(10%) has been mapped out for any miscellaneous expenses that might
come up during the due processing.

There is no risk involved. The money will be transferred install
mentally after getting the approvals. To indicate your willingness,
call and email me immediately on my direct line Tel-: 234-7031622216
Email: to enable me detail your more
over the transaction and explain to you what to do. Secondly, you MUST
keep this very secret because of my reputation in my office. I look forward to your immediate response.

Best Regards,
Mr. Yakubu Adamu

Karl Turner, 07.04.2010

I first met ole shakey (C124A) at Hickam in april 1959 1502nd PMS I worked APG in the docks untill 1961 then was transfered to Charleston 1618 oms I was at Charleston until I got out in July 1965. I was crew chief on 52-1009 for four years and like most guys I learned to love this plane in all the years I never lost an engine. I had a lot of hours in it. But even more working on it on the ground. I saw all of the crices in the 60s and spent a lot of time at Pope AFB hauling the 82nd. We worked long hours but I loved my Years in the Air Force. Would love to hear from you.

Karl Turner, 07.04.2010

I first met ole shakey (C124A) at Hickam in april 1959 1502nd PMS I worked APG in the docks untill 1961 then was transfered to Charleston 1618 oms I was at Charleston until I got out in July 1965. I was crew chief on 52-1009 for four years and like most guys I learned to love this plane in all the years I never lost an engine. I had a lot of hours in it. But even more working on it on the ground. I saw all of the crices in the 60s and spent a lot of time at Pope AFB hauling the 82nd. We worked long hours but I loved my Years in the Air Force. Would love to hear from you.

Bernie Jones, 06.04.2010

I worked on the C-124's at Hunter AFB, 63rd FMS, 1965 until the Army took over the base in 1967, then Dover AFB until I was sent to Osan Korea, 1968. Three tours to Rhein Mein on Shakey and flew as a crew chief out of Rhein Mein.

Jim Mcdonald, 23.03.2010

Flew with "old shakey" # 51-115 as a flight mechanic in '59/'60 with the 19th log support squadron out of Kelly AFB. Best time of my life. Would love to exchange war stories with any of you that were there then.

Bob Sample, 13.03.2010

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.

JACK, 09.03.2010

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.

Don Wilkerson, 28.02.2010

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.

Gene Van Houten, 21.02.2010

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.

Roy J. Rogge, 13.02.2010

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.

Charles A Moore-Ret USAF, 13.02.2010

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'.

John McCrory, 12.02.2010

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.

FRAN REIDINGER, 10.02.2010


John Drew, 08.02.2010

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

Doc, 06.02.2010

"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!

Bill Northcutt, 04.02.2010

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.

Max T. Hansen, 01.02.2010

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.

John Champion, 31.01.2010

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.

Mac McCommons, 29.01.2010

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!!

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