Douglas C-124 Globemaster II

1949

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Douglas C-124 Globemaster II

Despite having been the world's largest landplane transport when it flew in 1945, the Douglas C-74 Globemaster was actually too small-in volume-to accommodate the outsized loads dictated by the American military's postwar logistical needs. In response to this problem, the fifth C-74 was held back at the factory to undergo far- reaching modifications under the new designation YC-124. Using the wings, engine nacelles, and tail group of the C-74, Douglas evolved an entirely new fuselage by adding five feet ten inches to overall length, raising the height of the main cargo bay five feet, and lowering the depth of forward fuselage to permit loading of trucks, artillery pieces, aircraft sub- assemblies, or bulky equipment through a set of full- width clamshell doors in a new nose section that incorporated a built- in, hydraulically lowered ramp. The aft, belly loading hatch of the C-74 was retained, and to assist fore and aft movement of large loads, two overhead hoists, with 16,000 lbs. lifting capacity each, were installed in the main cargo bay. When rigged in a double deck configuration, the new fuselage design could also house 200 fully equipped troops or 127 evacuees in medical litters.

Dubbed "Globemaster II," the YC-124 completed its maiden flight on November 27, 1949, and deliveries of the first of 204 C-124A production models to the USAF commenced in May 1950. The prototype became the YC-124A when re- powered with 3,800-hp R-4360-35A engines, then reemerged in 1954 as the YC-124B after being modified to serve as a flying testbed for 5,500-shp Pratt & Whitney YT34 turboprop engines. A KC-124B tanker variant was considered as a potential KC-97 replacement but never materialized. The Long Beach plant shifted to production of 243 improved C-124Cs delivered between 1952 and 1955, which differed in having 3,800-hp R-4360-63A engines, an APS-42 weather radar in a nose- mounted thimble radome, and wingtip- mounted combustion heaters that provided thermal de-icing and cabin heating, and over a period of years, the existing C-124A fleet received retrofits that brought them up to the C standard. A pressurized variant was studied as the C-124X but never built, and during the mid-1950s, a much redesigned turboprop- powered, swept- wing derivative, designated XC-132, got as far as the mockup stage but was ultimately canceled in favor of the C-133.

C-124As began entering service during 1950 in time to play an important role in the Korean War (1950-1953). For the first time, MATS possessed a long- range aircraft capable of loading bulky items like tanks, guns, trucks, and construction equipment without major disassembly; and in Strategic Support Squadrons, new Globemasters gave SAC the ability to deliver large aircraft components to any of its widespread bases. As the USAF's C-124A and C fleet grew to planned strength in the mid-1950s, it formed the bulk- carrying nucleus of every major U.S. military airlift operation conducted from that time up until the late 1960s. Some of the C-124's more notable achievements included moving an entire squadron of Lockheed F-104s from the U.S. to Taiwan during the Formosa Straits Crisis in 1958; during Operation Deep Freeze (1957-1962), regular airdrops from C-124s formed the supply line from McMurdo Base to outlying stations in the Antarctic; and as part of Operation Big Lift in 1963, MATS C-124s moved the 2nd Armored Division and a TAC Strike Force from U.S. bases to Germany in two and a half days.

At their peak in 1963, 377 C-124s were operating with 20 different transport squadrons. As American involvement in Southeast Asia escalated in the mid-1960s, C-124s began flying transport sorties directly into South Vietnam, and from early 1966, continued with Military Airlift Command (MAC) when that organization replaced MATS. Although the USAF started the process of phasing- out C-124s from frontline service and transferring them to reserve and ANG units in mid-1960s, the type's bulk cargo capacity was not matched until Lockheed C-5s became operational with MAC during 1969-1970. From 1964 to 1972, to augment MATS/MAC operations, USAF reserve units flew C-124s on overseas sorties from eleven different bases within the continental U.S., and starting in 1966, they also served in eight ANG squadrons until the last examples were retired in mid-1974, finally ending the type's military service. The last recorded flight of a C-124 occurred on October 9, 1986 when C-124C AF Ser. No. 52-0994 was ferried from Selfridge ANG Base, Michigan to McChord AFB, Washington.

E.R.Johnson "American military transport aircraft since 1925", 2013

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.

D.Donald "The Encyclopedia of World Aircraft", 1997

Douglas C-124 Globemaster II

Specification 
 CREW6
 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
Bob Cox, e-mail, 25.11.2010 02:04

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.

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Bob Georges, e-mail, 18.11.2010 06:17

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.

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Jim Scheidel MSgt Ret, e-mail, 18.11.2010 03:11

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.

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Leonard B. Chapman, e-mail, 13.11.2010 02:07

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.

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Bill Kepner, e-mail, 12.11.2010 14:30

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!

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Jackson Winn II, e-mail, 07.11.2010 21:25

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

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Martin Jersky, e-mail, 05.11.2010 02:50

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

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Martin Jersky, e-mail, 04.11.2010 20:06

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

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Bob Lacroix, e-mail, 02.11.2010 03:27

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.......

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Roland S Weber, e-mail, 29.10.2010 02:31

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.

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DR R H EDWARDS, e-mail, 19.02.2021 Roland S Weber

This question's for Roland Weber and any other C-124 loadmasters from the early 1950s. Did the loadmaster training include the USAF Survival School? The school was located at Camp Carson, Colorado, from 1949 to 1952, and thereafter at Stead AFB, Nevada

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Bob Edwards, e-mail, 11.02.2021 Roland S Weber

Dear Roland, may I have permission to quote from your post in a book that I am writing? The book includes a section on the operations of the C-124 in the Korean War period. Many thanks.

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Ernest N. Miles, e-mail, 11.10.2010 06:47

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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Deb, e-mail, 03.10.2010 02:15

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?

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tom demarest, e-mail, 02.10.2010 19:03

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.

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Stan Luker, e-mail, 30.09.2010 19:04

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.

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Stan Luker, e-mail, 30.09.2010 19:01

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.

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David Saaks, e-mail, 23.09.2010 19:28

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.

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Jack Dole, e-mail, 19.09.2010 04:45

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.

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Mike Routledge, e-mail, 17.09.2010 17:55

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

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Jim George, e-mail, 17.09.2010 07:12

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

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Eloy Marez, e-mail, 17.09.2010 02:19

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.

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