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.
| ENGINE||4 x P+W R-4360-63, 2795kW|
| Take-off weight||84000 kg||185189 lb|
| Wingspan||53.1 m||174 ft 3 in|
| Length||39.8 m||131 ft 7 in|
| Height||14.7 m||48 ft 3 in|
| Wing area||233.0 m2||2507.99 sq ft|
| Cruise speed||520 km/h||323 mph|
| Ceiling||6100 m||20000 ft|
| Range w/max.fuel||6500 km||4039 miles|
| Range w/max.payload||1970 km||1224 miles|
worked as flight line mechanic on the c-124 at larson afb in moses hole and then Mcchord. Flying supplies to the dew radar stations in alaska was always a treat to me as a a/c mechanic. Landing on mountain sides no go around possible and altimeter showing descent on later take off. Taking scientist to frozen ice sheets off alaska and putting tarps under the engines to keep the dripping engine oil from making holes in the blue ice. Mid winter army operations at point barrow alaska. The c-124 landing under dark night winter snow blowing condions on metal covered runways. Don't know how the crews and old shaky did all that with no real problems
|Donald Davis, 03.12.2013|
Tech school at Chanute,AFB. Aircraft Instrument Repair. 63rd CEMS, Hunter AFB. Jan.64' till Jan. 67'. Several tdy's to Rhien Main 65'and 66'. Loved the C-124C. Dover AFB. Jan.67 till June 67'.
|joe schara, 29.11.2013|
i am looking for some pics of loading a c-124 thru the belly platform,, from the ground up using the cable hoist's
|Simon A Zambrano, 15.11.2013|
I was a mechanic on the C-124 cargomaster during the years of 1962 thru 1966. I became crew-member my las two years of active duty. Station at Kelly AFB, 19 Logistic comand, wonderful years in old shaky.
|Bill Burkel, 03.11.2013|
I worked in the engine conditioning section with the 63rd FMS at Donaldson and Hunter AFB from 1962 to 1965. From 1965 till my discharge in Aug 68 I was at Hickam AFB HI with the 61st FMS. Worked on the flightline changed many engines and other components during that time.
Joined the Georgia Air Guard and saw the last of the shaky' s leave for the boneyard in late 1974. Enjoyed my time with the 124.
|Larry Champion, 03.11.2013|
I was a Navigator in the 7th Logistical Support Squadron at Robins AFB, GA., from 1962-66. Ours aircraft had the Orange "mouse patch" on the side.
I recall that our cruising speed was mandated to be 175 IAS + or - 5 knots. That worked out to about 200-210 knots TAS at cruising altitude which was usually 8000 feet out and 9000 feet back. No pressurization, so we usually stayed below 10,000 feet. Very long missions. I logged over 3000 hours in Ol' Shakey.
|Paul Whitlock, 02.11.2013|
I flew as a radio operator on the C-124 from 2/54 - 12/56 while assigned to the 50th ATS/1502nd Gp at Hickham AFB, Hawaii. The 50th had not had the C-124s very long when I arrived, having transisioned from the C-54. Consequently, there were a few bugs to be worked out. It seemed like, for the first year, we ended a flight by landing on 3 engines more times than 4. I remember feathering an engine on a flight, some time after the point of no return, because of excessive oil consumption. The plan was to save the remaining oil so the engine could be restarted and used for landing. However; not too long after the first engine was shut down, a second engine failed. The engine with the oil problem was restarted and lucky for us had enough oil remaining to get us to our landing sight. Note: We were flying in the Pacific where landing sites are few and far between. My years at Hickham are the most memorable years of my life. What an experience for a young man still in his teens and fresh off the farm. I was on such a high that I remained in the AF for 27 plus years. Oh yes! I wear my Hearing Aids today as a reminder of my days around aircraft and missles.
I have one comment on your writeup about the C-124. You list its speed at 323 mph??? If memory serves me correctly our flight plan listed TAS as 175. And I know that anywhere you were going from Hawaii, unless it was Johnson or Midway, the flight time was 10 hours plus.
|Dwight Rhodes ( Dusty ), 01.11.2013|
Served in the 19th at Kelly from 1966 to 1968 before going to Thailand to work on F-4's in 1969. Visited a couple years ago and found my old barracks is now a motel. My job was aircraft instruments. Remember many early mornings on the launch crew van. Good memories of working on the 124.
|Lawrence Hoffman, 24.10.2013|
I loaded cargo on the last one in active duty at Elmendorf AFB in Alaska, 72-73. One crash landed on a small strip, no one was hurt. The loadmaster told me all about it when he got back. They replaced it with another one from the National Guard.
|Barney Madden, 20.10.2013|
I was Navigator in Shakeys at Hickam 10/67 till 12/69 when we gave all the birds away to ANGUS. 2200 hours, 36 Nam combat missions, 5 Bikini flights(prob why I can't....any more), 2 mos tdy to Rhein Main--and after every trip, come home to Honolulu! Doesn't get any better than that in heavies! When they phased us out 12/69 I got an option--C-119 gunships in Nam, then go back to Buffs(barf-already 1800 hours in those things) or George in F-4's! AYSM! After a year at George I was forced to go to--YGBSM--Torrejon AB, Madrid, Spain. I know, everybody knows where Torrejon is, but maybe I have to rub it in--especially after such hardship tours as Orlando, FL, Honolulu, and George(one hour from Disneyland). Great tours, but changing Commands and birds every 2 1/2 years is not very good for promotions, especially since I was short fat cripple who got the jobs that everybody else dreamed about! I flew into more places than I could ever have dreamed about in Shakeys--a lot of which I had never even heard of--and I wouldn't trade my 50th MAS experiences for anything! What the hell--come home from a 12-day west trip, kiss the wife, and head to Duke's for the Don Ho show!
|Estel Ashworth, 18.10.2013|
I was in the 85th ATS from 1953 to 1956, I was a engine mechanic on C-124 on Travis A.F.B. 1953-1956.
|Bill Monroe, 23.09.2013|
I was stationed at Hickam from '59-'62. Line mechanic working base assigned C-124's and later C-118. Liked the 118 but loved the 124. Great airplane in spite of all the spark plugs, oil screens, alternators and fuel pumps I had to change. Engine run-up was the most fun, at max power, it really did get to live up to the name "Old Shakey". Hard to believe that it was so long ago.
|martin clancy, 20.09.2013|
Served at Hickam AFB from 1964 to 1967. I was in the electronic navigation repair dept. working on c-124's and many other transit aircraft. I do miss those days working on ol shakey.
I worked on shakey`s at Hickam afb Kwajalien, eniwetok,and Robbins afb fle as scanner for a while I was discharged in1960. c-models had single point refueling and youwore head sets with the man on the engineers panel.
|Fred Barber, 29.07.2013|
In Nov. of 1952 we flew in a C-124 from Travis AFB to Hickam AFB. The C-124 was stationed at Castle AFB. Going over was fine. Coming back # 2 caught on fire. The pilot turned the CO2 rings on. Cowling flew off and was hitting the tail. He kept dropping lower and lower. The bell rang and we started putting on parachutes. We had a jeep, a big air compressor, and a B-36 (R-4360) engine on board plus about 100 tool boxes--the order was if the pilot gave the word, the tool boxes went first, the air compressor went second, the jeep (mine) went third. All of us would go next. We were 1500 miles out from Hickam AFB. No turnng back. The C-124 kept dropping those 3 old R-4360s were churning hard. #2 was feathered. We could see the white caps on the waves of the Pacific.
Lucky for us---the fire went out--the ice stopped coming off and hittng the tail, we landed safely at Travis only 45 mins late. Prayers must a done it as all 100 of us were praying.
|John Draper, 26.07.2013|
The best mission I ever flew was on a C-124 out of McChord in late 1964 or early 1965. I was being upgraded to Aircraft Commander from first pilot (which by the way is (or was?) the best flying job in the AF. The co-pilot does all the work and the Aircraft Commander has all the responsibility.) Anyway, we were scheduled for a training flight from McChord to all the island stops in the Pacific, to the Philippines, Japan, Korea and back through Alaska. If I remember correctly, it took us about three weeks. There was an IP with 2 student pilots, a IN with 2 student N, a IFE with 2 student FE, and I think a ILM with 2 student LM even if we couldnít carry passengers or cargo. We didnít have radio operators by this time. We would really hack off the Command Posts when we told them we had an empty plane but were not allowed to carry passengers or cargo. Like I said, the most enjoyable trip I ever made in an aircraft in my 25 years in the AF.
|Ron Vlcek, 17.07.2013|
Lou DeSantis. I was in hydraulics in the 62 FMS at McChord from 1962-66. Came to Tachi in March of 64 for a 3 month TDY and was almost extended for another 3 months but that was cancelled at the last minute. I remember you because we were on the same 12 hour shift (2 on/2 off). I remember we even took the train to Tokyo and had a few Kirins at some bar while we were there. Had a good time.
|Bill Umberson, 09.07.2013|
Would like to contact John W. Jones re the 27.04.2013 posting. Many familiar names, hope all okay!
|Dale Foster, 29.06.2013|
I was a loadmaster on the C-124C out of Tachjkawa AB, from 1961 to 1965. I was in the 6 TCS until they moved to Hickman. Then I went up to the 22TCS until I got out in 1965. It was a great aircraft, even if you had to put all your tie down chains back in the cabinet after takeoff because the wing nuts on the door would turn and come open from the vibration during takeoff and the chains would fall out.
|Dan Curry, 23.06.2013|
I'm looking for an official flight Maintenance hat for my father who worked on these in the service does anyone know where I can get one ?
Do you have any comments about this aircraft ?