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|
|John Hille, 22.08.2015|
A comment on your post Speedy. Somewhere along the way 51-158 got transferred to Donaldson AFB, SC. I went to Donaldson from Morocco in April of 59 and after working flight line maintenance for about 6 months I was assigned crew Chief on that C-124. The first month I made crew chief of the month, after a ton of work by myself and my assistant to make it the best looking aircraft on the line, and of course generating the least amount of write-ups during the month, but that by the grace of God more than what we did. Douglas made a painting of 51-158 as a presentation gift to whomever they decided to give them to. I found one in an antique shop in NC about 10 years ago, framed beautifully and with the name of who received it. I bought it, and it now hangs over my fireplace in my den. Loved that airplane!!
Thanks for sharing that information, Speedy.
|J.C. "Speedy" Wheeler, 16.08.2015|
Well this morning I decided to add a little bit more about the first tour with the C-124's and the 19th Logistics Support Squadron (LSS) at Kelly AFB.
We had 13 of the C-124A's with the following numbers. 51-108, 51-109, 51-110, 51-115, 51-150, 51-151, 51-152, 51-153, 51-154, 51-155, 51-156, 51-157 and 51-158. Isn't it amazing I can remember all those numbers and can't remember what I get up and go the bathroom for at night?
Now the odd part; as I began I was going to give a bit of information on the only loss the squadron ever had. That was the loss of 51-156 on 16 August, 1956, 59 years ago today. The crewmen on board numbered 13, the number of men lost was only 1 while the aircraft was totally destroyed and then burned. I have 6 photos of the wreckage should you desire copies.
Personnel at San Salvador AFB, Bahamas were in urgent need of these materials due to the devastation caused by Hurricane Betsy, so two C-124 Globemasters were prepared to fly in supplies.
On departure from Patrick AFB at 05:31 the takeoff weight was 173,741 pounds which is within the limits of 175,000 pounds gross takeoff weight. The first C-124A 51-110 landed at San Salvador on runway 28 following which the pilot contacted 51-0156 to discuss the best direction for landing. The captain of 51-110 advised the crew that landing on runway 10 looked the most favorable as the wind sock seemed to indicate a wind from slightly east of south. San Salvador radio had given the winds as southeast at eleven knots. After a low pass over runway 10, and following the traffic pattern at approximately 07:35 he turned final approach. A crab was established to counter the cross wind from the right. As the C-124 was passing over the approach to the runway, the crew felt a jar on the right gear and thought they had made a hard landing on the right main gear. The captain prepared to make a normal hard landing recovery but the aircraft continued to settle on the right side, sliding down the runway and off the right side, finally stopping with the flight compartment tipped to the right at an estimated 60 degree angle. The aircraft had turned approximately 145 degrees to the right. The crew in the flight compartment escaped through the co-pilots window and to a safe distance.
|J.C. "Speedy" Wheeler, 15.08.2015|
This is in response to a question by "Mike" on 12/10/2012.
It has been 45 years but I believe the exhaust port on the forward fuselage will prove to be that of a gasoline powered cabin heater mounted in the nose compartment. Anyone else have further, please add your say. J.C.
|Fred May, 05.08.2015|
Would Ura A Matthews please contact me at email@example.com
|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.
|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 firstname.lastname@example.org.
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
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.
|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!!
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