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
Don Ott, 26.03.2013

I was stationed at Tachikawa, Japan 1961-62 A/1c.
Worked Flight line, C-124 1503rd FLMS. What fond memories I have of that place and the C-124.

Barry De Vries, 14.03.2013

Flew "Old Shakey" out of TCM (McChord)from the spring of '55 until July of '57 after 4 or 5 months on the C-54. On my first trip as a C-124 A/C we had #4 engine generator overheat light come on just past the PSR between Travis and Hickam. That required an engine shutdown due to the proximity of the generator to the carburetor. The F/E crawled out through the wing and verified that the generator was hot, returned to the flight deck for about 20 minutes while it cooled down and then went back out there to remove it and put a pad over the hole. Sometimes, we had a spare generator in the "fly-away" kit but we did not on that day. After he returned to the flight deck, we fired up #4 again and proceeded, without further incident, to Hickam. In later years, jet engines had CSDs (Constant Speed Drives)which would disconnect the generator with the flick of a switch. Those 124 days were interesting to say the least.......... wouldn't trade them for anything.

Don Ahrens, 07.03.2013

Fellow C-124 crew members. Does anyone have any information or theories about the crash in Recife Barizel July 1968 out of Dobbins AFB. My father was the flight engineer. There does not seem to be an official answer as to what happened.I requested a crash report but was sent a pile of blacked out trash from the Air Force. I was a C-124 Loadmaster and simply cannot comprehend how a seasoned crew could hit a mountain on approach. All three altimeter settings were blacked out of the report.

SSgt Don Ahrens

Bob Finnecy, 27.02.2013

I was flying the C-12 panelout of the 17th ATS, Charleston AFB from 1960 thru 1966. The most forgiving aircraft in the USAF inventory. I have many fond memories of the various misssions. I made many trips with then Capt. Cludius E Watts III who rose to the rank of Lt General. A great man. Others I recall are G Shirar, Ben Robertson, L/C Levak,Clyde Bennet and many more. I consider the 17th to be the best assignment of my 22 year career.If anyone reading this recalls me please give me a yell 850-863-1766. Todays date is 2/27/13

Patrick Dean, 27.02.2013

I have read pages of your comments with fond memories. I was assigned to C-124s with the 918th at Dobbins AFB from 1965 to 1970. I am researching my next book on Heavy Lift and Guppys for McFarland Publishing which covers the C-124 extensively. Although I have photos taken at Dobbins my memory is a little weary. I would like to contact anyone that was at Dobbins that can remember the tail numbers of the 'A' models we had in 1965. Also how many 'C' models we had. I recall 5182, 5184, 5186, 108 and 109. I recall 108 had been damaged by a wheel-well fire at Travis and sat for a long time before being rebuilt and transferred to us. That plane could not taxi across the ramp without a mechanical, constant electric and hydraulic problems.

We took them to Mildenhall after the Pueblo crisis occured and I came back on 5182 when the mission ended.

I would appreciate help from anyone that can answer questions or can help in locating the following photos. I would like to locate interior photos, Cockpit shots, galley, lav, bunks, F/E panel both forward and side facing, crawlway, inside #1 and #4 nacelles, P compartment and turbine APU, and fuel panel on lower left fuselage.

We used cables to lower the ramps but I can't remember if we had a seperate winch or used the overhead hoist to lower them.... does anyone recall.

On the 'C' models with single point refueling it seems that we had to be on a head set to the F/E who controlled the valves while we monitored the panel on the ground. Does anyone recall the procedure?

Sorry to be so vague but I have worked on a jillion other aircraft since then and a lot has been lost in the recesses of time.

If you can answer any questions, have photos or have time to discuss please contact me. Credit will be given in the book as a contributor.

I invite you to review my last aviation work 'The ATL-98 Carvair, A Comprehensive History of the Airplane' to get an idea of the detail of my efforts and type of info I am seeking.


gil martinez, 09.02.2013

My dad use to work on a c-124 globemaster not the globemaster II. I was wondering if I can get some photos of this era plane. He still dwells on this plane he worked on. Need anymore info contact me on my e-mail above. Thx

Mike Routledge, 16.01.2013

A second thought for Douglas Rogers. This C-124A @ Travis AFB on Static Display is a former Utah ANG airplane.

Mike Routledge, 16.01.2013

With regard to Douglas Rogers request for pics of crawlway to wings, see "C-124A GlobemasterII- OLD SHAKY" this web address shows a tour of the inside of the restored C-124A @ Travis AFB. The end of the tour briefly shows the crawlways going into the wings. A nicely restored airplane, flown from the east coast to Travis a few years ago. The last C-124 to fly.

Tracey Crozier, 01.01.2013

I was a loadmaster on c-124 early 60's-c-141 from jan 66 to July 66
3rd sqd - Charleston AFB,SC-both were great planes to load and fly on-I miss those days

DOUGLAS ROGERS, 04.11.2012

I was with the Utah Air Nat'l Guard for 7 years, 5 of which were spent with the C-124. I remember crawling throught the wings ocassionally to adjust the mixture on the big Stromberg carb. I have been looking all over for some photos of the crawlspace and can't seem to find any. I was wondering if anyone has any photos of the crawlspace in the wings?

Lou DeSantis, 02.11.2012

Hello Dave Gercic,, 26.01.2011
I was a hydraulic mech on the C124's stationed at Tachi '63-'64 and Hickam '64-'65. New most of the engine mechanics remember Softa, MacNamara, English,& more. I also went on many TDY's out of Tachi. I was a Johnny "okoni" Cash fan too. I'm sure we crossed paths.

Tom Hill, 30.10.2012

I cut my Hydraulic eye teeth on "ole Shakey". What an airplane. I was assigned to Dover AFB, fresh out of Tech School at Amarillo AFB, TX in January of 1962 along with my buddy, Charlie Stekervetz. I stayed at Dover for 3 1/2 years before moving onto to Howard AFB, CZ. While at Dover I worked on the C-124 and C-133 aircraft. Did some stateside TDY's in support of Army games and a several times to fix broken C-124s. I got in some flying time on the C-124 but never flew on the C-133. I would like to have a dollar for every brake I rebuilt, nose steering -1 seal I replaced, or main strut I repacked. My last flight in a Shakey was flying from Danang for TDY to Clark AB, 1969. I was assigned to the 37th ARRS at the time. I would like to hear from any other "Bubblechasers" out there AFSC 421X2.

Lou DeSantis, 24.10.2012

Ron Brooks we may have crossed paths. Your squadron the 1607th from Dover AFB was on a TDY at Tachikawa AFB on thier way to somewhere in Southeast Asia in '64. I was asigned to the 1503 FMS, Tachi AFB, Japan '63-'64. Many hours on the old Shakey as ACM on TDY's. I also stopped at Dover AFB in '62 to visit a home town (Hubbard Ohio) friend Charles Cataline (1607 FMS '61-'64). He was an acft mech you may have known him.

Andy Jones, 18.10.2012

My grandfather was a loadmasters on a c 124. He was at Donaldson Center Airforce Base, in Greenville SC. His name is Dennis Jewell Glass. He was part of the 63rd transport. If anyone may know him please contact me. My name is Andy. 864 303-0185

Ron Brooks, 17.10.2012

I was an engine mechanic with the 1607 OMS, Dover AFB from 1961 to 1965. I started in post dock and finished as Asst. Crew Chief on 52-01010. I worked with some of the greatest guys to ever serve. You gotta love Ol Shakey.

John Hille, 15.10.2012

This is in reply to Mike's post about an exhaust port on the left front of the acft. I'm sure someone else will also post, but I think there was a cockpit heater in the nose with an air inlet just below the radar dome. The exhaust you ask about may be the cockpit heater exhaust port. It's been a long time since I was crewing and flying the thing and I'm sure if I'm wrong someone will let us know. Don't print that as fact, but just my 45 years ago opinion. I do know it didn't take long to get the cockpit toasty during the cold Utah winters working midnight shift. Turn the radio on, put it on public address, and wait out the clock.

Robert Archer, 14.10.2012

I would like to contact any aircrew who were involved in Operation BIG LIFT in October 1963. Almost 100 Globemasters flew from the USA to Germany to deliver an entire US Army Division. Many thanks and best wishes


Mike, 12.10.2012

Anyone know what the exhast port was on the left side of the forward fuselage of the C-124.

Lt. Col. George A. Larson, USA, 08.10.2012

I am working with Dyess AFB Public Affairs on a book on the Hsitory of Dyess AFB---lokking for information on C-124s assigned to SAC at Dyess before that command released this aircraft.

John Hille, 05.10.2012

This in reference to Goodwin's post about the midair over Oklahoma. I was at Hill during that time running the Engine Conditioning shop on the grave shift during that accident. I was tasked to take a crew to Tulsa to change the two engines and make the other repairs required to make the plane flyable again. There was sheet metal that needed some scab patches to get it back home. We probably spent 4-5 days there while the crew went through the debrief and investigation. I took the crew to the civilian side of the airport the dat they left, and have a picture of the entire crew taken that day. We did not find out about the accident at the airport in Salt Lake until we returned to the hotel and went to the bar where we had all spent time in the evenings. The bar tenders were very out of it when we entered, but before I found out the reason I made the comment that I had taken their boy friends to the airport, and they were back in Salt Lake. One of the bar tenders said, "you haven't heard?" Of course we had not, but was informed of the accident, at which time the evening turne3d to a terrible sad evening! The crew had been given the choice of waiting for the Acft to be repaired and fly it back or go commercial. They said the Acft was jinxed and they wanted to get home, so the rest we know. However a side note, the flight engineer while waiting for his flight bought flight insurance from the machine that they used to have in the airport. He bought a $100,000.00 policy which of course his wife did not find out for several weeks. The navigator on the 727 had a chance to escape the crash, but elected to help others get out and in the process he died before he could get out, but did save some of the passengers.
I have many slides of the damaged acft. We were told by the investigators to recover whatever remains we found inbeded in the engines, but the collision was so severs there was little to be recovered. The #3 propeller literally corkescrewed into the piper from the tail toward and through the cabin. The remains of the piper was recoved and assembled to help the investigators complete the report. None of the maintenance crew was too excited about flying the acft back to Hill, but we had no choice, so that leg was uneventful.
As for the acft that dissapeared over the Pacific there is a side note to that flight as well. There was a MSGT loadmaster at Hill the was married with 12 children, as I recall. He was due to retire and had been relieved of flying, however he wanted one more shopping trip to the far east, he ask the assigned A/1c loadmaster to let him take his trip. They agreed to let the MSGT go, and of course we know the rest of that sad story too.
I have the year book from Hill during that time and I think it was dedicated to the crew that was lost over the Pacific. Dates and times plus tail numbers are a bit fuzzy after so many years, but the numbers mentioned in the perceeding post seem to ring a bell. I did go to the last reunion at Hill for the 28th about 8 years ago, and since that time the group has disbanded and no longer publish the news letter. They did get a C-i24 for the museum at Hill and a lot of the old guys that retired or stayed in the area put in many hours putting the thing together after it came to Hill in pieces! Enjoyed the assignment at Hill.

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