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 81-100 101-120 121-140 141-160 161-180 181-200 201-220 221-240 241-260 261-280 281-300 301-320 321-340 341-360 361-380 381-400 401-420 421-440
Fred May, 05.08.2015

Would Ura A Matthews please contact me at serenityacres@windstream.net

Fred May, 29.07.2015

dOES ANYONE RECALL CARRYING AGENT ORANGE ON OLD SHAKEY TO Vietnam IN 1963

Leon S, 25.07.2015

@ Speedy Wheeler,I to was at Kelly w/19th Log Oct'59-Aug'60
in the PE dock, Msgt McVey(sic)name comes to mind. Vol. for Japan ended up at Tachikawa '60-'62 w/1503 FLMS, TDY's to
Okie,Korea,Clark,DaNang. Wouldn't change a thing, great times and PPL that I met and worked with.While at Tachi I noticed the flare pistol wrapped in a cloth "bag" and always laying on the floor of the Navigators table, so I sent in a suggestion to mount a 'Holster"on the Navigators table leg for the pistol. Funny thing that a few mounts after I was discharged('62) I received a check from the AF for $50. for the suggestion. That was pretty cool.
Nuff said
Leon

kitty headley, 22.07.2015

All i can say is we lived off base as a dependent of a young service man he was a machanic with the1503 squadron and these planes would fly right over our house. I wad young so i just took it in stride. Don't know how it would sound to me today. Miss that time in my life and all the people that were in it.

Steve Terry, 17.05.2015

I'm hoping to find out some information about my uncle. His name is Capt. Howard L Pruden and he flew C-124's out of West Palm Beach AFB. On August 21, 1956 he and the crew were apparently doing touch and go's when a prop "cuff" came off the #2 engine, went through the wing, severed the controls and the plane crashed shortly after take off. Tragically 3 of the crew of 6 died. My Uncle was one of the 3 survivors. His daughter (my cousin) recently passed on and I was given his "Distinguished Flying Cross" and a photo album showing pics of the wreckage, my Uncle with the Sgt. whose life he reportedly saved and him receiving the DFC. It's been long time since the crash and my Uncle pass away in 1980, but if anyone knew my uncle or has any information or remembers anything about what happened I would like to hear from you and would share any information or pics that I have.

Steve Terry 801.263.3331

Walt Martley, 15.05.2015

Engine mech/flight mech non-431 style, at 19th Log in 55-56 on A/C 51-150.
I am looking for an aviation art painting of some guys playing cards on the flyaway kit behind the elevator. If anyone knows of it, please scribble to me at bettyandwalt@cox.net.

Reece, 24.04.2015

I just came across this site today. Glad to see so many fellow "Old Shaky" lovers. I was a recip. engine mechanic on the ole girl from 1966 to 1971. I have a piece of equipment that I think came from the 124 that I would like to identify. Not sure how to load a photo of it on this blog. It is U-shaped, 27 inches tall, 20 inches wide, and the bar itself is 1" diameter. Each end of the U has a slot that attaches to something. It is very light, probably aluminum. I believe it came from the inside of the fuselage, and may have something to do with the web seats. Let me know if you can help. I can send a photo. Thanks, Reece

Fred May, 20.03.2015

John Way Just started reading and got the biggest kick out of Mag Check Charlie. I also flew the 124 as a loadmaster 63-64 and every time we were leaving Wake Island we also had a Shark at the end of the runway and his name was Reject Charlie and if you did rotate you would be his meal

Fred, 19.03.2015

I was a loadmaster on C124 A/C out of the 7th Troop Carrier Sqd. McChord AFB in 63-64. Trying to locate crew members who may have flown the Saigon sorties around Sept -Nov 63 delivering Agent orange and other Hazardous chemicals to Tan Son Knut. Va is saying C124 aircraft did not haul agent orange or hazardous material to South Viet Nam in63 as part of the build up. Can anyone verify what I know to be true. 828-863-4748

Alyce Hansen, 08.03.2015

My dad David gouge flew the c-124 at castle and pinecastle afb I in the mid and late 50s They were my aunt and uncle but we're the only real parents I knew--they are both gone but my memories of af life and them are unforgettable--some names I knew were Krause,temple,high,blum

David Saaks, 02.03.2015

I flew the C-124 out of Travis AFB from 1963-1967. My first assignment was with the 75th ATS where I flew co-pilot and then upgraded to Aircraft Commander. When the 75th transitioned to the C-141 I opted to go to the 85th ATS where I flew as an instructor pilot and flight examiner. I left the Air Force in 1967 with approximately 3300 hours of flight time, mostly in "Old Shakey" Many wonderful memories of those years.

Michael Vega, 25.02.2015

I went to Aircraft Mechanic school Shepard AFB for 43131A school in April 1969. After completing school was assigned to the 61st OMS squadron at Hickam AFB Hawaii. Worked on C-124 in Major Inspection Hanger night shift working Landing gear and flight control cabeling. Remember Jacking Aircraft and doing adjustments and changing braking dics and wheels. Interesting work. Crawling through the wings lubeing cables wasn't much fun..Working flight line was exciting.Watching those R4360's rev up. Only was in 61st for a few months then reassigned C-124's to reserve units. Got assigned to the 619th MASSQ then we worked on every acft stopping at Hickam C-124. C-118, C-121 C-97 C-133 Went to Travis to train on Jets 43151E school then worked on C-141 and C-5A was last acft I worked on before Getting out in Augt 1972. What a experiance Loved my time at Hickam Would love to hear from anyone assighed to 61st or 619th during that time.

Mike Vega

jerry zieman, 11.02.2015

was at robins 1961 -66.Was on the crew whenwe lost53-10 at Wright Pat due to fire.Don Cook are you still there?

James C. "Speedy" Wheeler, 02.02.2015

In Feb. 1956 and fresh out of Tech School I was assigned to the 19th Logistics Support Squadron (LSS) at Kelly AFB and went to work for MSgt William J. Nichols on C-124A number 51-150. I worked here and flew with the aircraft all over the Pacific, Europe, North Africa, the North country (Thule Greenland, Iceland, etc..) until I drew my first overseas assignment to Lajes AB, Azores in April 1960. Flew literally Hundreds of hours as a Flight Mechanic here.
Then on my return from Vietnam in 1967, I was again assigned to the 19th LSS an YES, Nick was again or still here. Nick would pass away about a year after I return and a larger funeral I have never seen.
I have for 50 years said that William J. Nichols (Nick) (CMSGT)retired, was the greatest influence on my later life with his professionalism.

Deborah Gregory, 24.01.2015

I am looking for anyone who flew c124's out of Hickam 1958-1962 and who might have flown with my father. His name is Raymond Clark and he was a Major at that time. In particular, I'm looking for anyone connected to an incident on a flight from Hickam to Travis where engines were feathered and cargo was jettisoned in order to make the mainland. He was flight commander on that flight.
He passed away a year ago, but he always said that of all the planes he flew in his 33 years in USAF, starting in WWII and through Korea and Vietnam, the 124 was his favorite.

Thank you to all of you who served.

Gene Clayton, 14.01.2015

I was crew chief on the C-124A & the C-124C for 12 years. 1961 to 1972. In 1972 I had one with a GTPU. The only one in our squadron with a GTPU. The C-124A had the old removable engine cowling. The exhaust system was terrible. The exhaust ports were sweated in on the old -20 engines & were bad to blow out. The Ignition system was the high tension ignition system with seven magnetos. I remember when a contract field team changed the engine cowling to the "Orange Peel' A great idea. We would fly from Tinker AFB to Vietnam. 100 hours flying time. We would fly from Hickam to Tinker in 18 hours nonstop. We delivered a big red firetruck to Ascension, Is in the Pacific. We had to remove the upper deck from the cargo section, let the tires on the firetruck half-flat & remove the red rotating light from the firetruck in order for it to fit inside. I practically flew around the world on "Old Shakey" & loved it. Worked my tail off!!

tom siwek, 13.01.2015

was also a member of the 61st field transit squadron at hickum and loved every minute of it. worked on 124-c97-and others. still remember the anchor inn right outside the back gate. They Had the best french onion soup I have ever had.

ira g' briggs, 31.12.2014

I was a panel flight engineer In old shakey and have over
8000hrs in the air in this aircraft.
and was an instructor of ingineers on C124 aircraft for
6yrs

John Walls, 26.12.2014

how do I get a Picture of radio operator position and equipment

julie(Giakovmis)Franco, 09.12.2014

If anyone knew my father, Major George K. Giakovmis,who died in a C-124 Accident on Iwo Jima please contact me.He raced hydroplanes in Japan as well as belonging to model airplane clubs. Based at Tachikawa AFB from 1946-1955 with a short time at Moses Lake,Washington.I would especially like to talk to Mr. Watkins who was a crew chief for the C-124 and was to return to Japan on that fatal flight back but was replaced by another person.Thank you for any information I can get on this.Julie...maryjuliafranco@gmail.com

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