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
John Hille, taplac=aol.com, 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.

Bill Goodwin, chilkoot=charter.net, 26.09.2012

This is in response to Mike Routledge. Mike thanks for your email and refreshing my memory. I remember the 727 crash now and that the C124 crew was on it. I pulled out my old 28th ATS yearbook and found 1st Lt. Sullivan in the Navigator section, but was unable to find the others from the casualty list. thanks again, Bill.

Mike Routledge, supercoupe=mcloudteleco.com, 26.09.2012

I posted the title of what I considered a very excellent book on C-124 history, on a post that I made on 17/09/2010. The author of this book discusses, and has photographs of the YC-124B. Numerous C-124 photos and information about various C-124 military organizations.(Air Guard & Reserve also.) An excellent book for any C-124 lover. I worked on this airplane for four years, and became a flight eng'r for about five years. I hung on till the very last of C-124's on active service at Travis. I thought I had the best job in the entire Air Force. The people associated with the airplane were amoung the greatest group that I have ever served with. I believe the author of the book said the YC-124B led Douglas to build the C-133. I would guess the book can be found on the internet somewhere. The author said the first YC-124B was actually a C-74. Hope you find the book.

Mike Routledge, supercoupe=mcloudteleco.com, 25.09.2012

My previous comment about bird cages at Stony Brook, needs correction to, "C Structure- Stony Brook Air Force Station." Tells about M-102 Bird Cages. Stony Brook is near Westover AFB. I believe that 19th LSS was based there at one time. Check also "28th LSS/ATS/MAS" website.

Mike Routledge, supercoupe=mcloudteleco.com, 25.09.2012

My previous comment about bird cages at Stony Brook, needs correction to, "C Structure- Stony Brook Air Force Station." Tells about M-102 Bird Cages. Stony Brook is near Westover AFB. I believe that 19th LSS was based there at one time. Check also "28th LSS/ATS/MAS" website.

Mike Routledge, supercoupe=mcloudteleco.com, 25.09.2012

Response to previous comment. I was a flight mechanic & member of the flight line maintenance crew on 52-0968 & later, crew chief of 52-943 @ Hill, AFB 1959-1963,and later Flight Eng. @ Travis. Maybe not the same incident, but sounds familiar. A C-124 descending into Tulsa International collided with a small aircraft & landed @ Tulsa. Pilots & Flt engineer were detained @ Tulsa for FAA investigation. Remainder of crew returned to Salt Lake City Airport via airlines. A day or two following, the remainder of the crew went via airlines on new type B-727 to SLC. The pilot of the B-727 who apparently forgot about the slow spool up time of those engines used 50 degree flaps on a steep approach and wasn't able to recover from the approach. The aircraft hit the runway extremely hard in SLC. The two pilots of the C-124 were killed in the crash and the flight engineer perished in the fire while attempting to assist passengers out of the burning aircraft. I believe this happened in 1963... Aircraft 968 disappeared in the Pacific, south of Hickam AFB and the accident board estimated that they got lost, and ran out of fuel, as you said, no trace of the aircraft was ever discovered. I knew the pilots, but it's been too long to recall their names. The flight engineer was MSgt Hiltz. He was really short man, perhaps you knew him. You might find information in FAA records about the 727 mishap in Salt Lake City. I'm just guessing about the date. I think the C-124 that diisappeared in the Pacific was 968. 52-0969 always seemed to be a bad luck airplane. It seems that one time during take-off at Hill, all of the propellers went into reverse, with no apparent reason, just after lift-off. The airplane was not damaged. One of aircraft was lost on approch to Rhien Maine. It landed about one-half mile short on approach. All of the crew survived, but the flight engineer was injured because he grabbed the wrong end of the cockpit escape rope and jumped out of the top hatch. As I said earlier, I was the crew chief of 52-0943 My friend Lawrence Roland was crew chief of 52-0944. Most of C-124 went to the bone yard, but I saw 52-0943 on display in a park where the old airport was in Seoul, Korea. They had aircraft of the Korean War on static display, a B-29, F-51, and the C-124.(Some pilots moving to jet airplanes from props at that time, had problems getting to realize that the jet engines had a lot longer response to thrust lever movement than they were accustomed to on propeller driven airplanes. Propeller aircraft had immediate response to throttle movement.) It's nice corresponding with someone was in the 28th LSS. If you are interested in the kind of cargo your airplanes transported, look at "Bird cages at Stony Brook." and "U.S. Nuclear Arms Arsenal." Some of the weapons weighed in excess of 20,000 lbs.

Bill Goodwin, chilkoot=charter.net, 23.09.2012

In 1962-65,I was at Hill AFB, woring as a Periodic Dock Mechanic AFSC43151. We lost a C124 in the Pacific, that was never found. We had a bird enroute to either Turner of Warner-Robbins to Hayes Aicraft for MODs. While letting down through cloud bank, she collided with a light aircraft climbing through the same cloud. The light plane, with 4 souls aboard, struck between #3 & #4 engines and stayed there. 'Shakey' stayed airborne and ,thanks to a great pilot, was able to land safely. Ironically, that same pilot was killed shortly after, in another aircraft accident. I believe the incident occured in 1963-65. I'd like to hear from anyone who recalls the details. I cannot find any reference to it on the web, thank you.

Pam Gaither, pam.gaither=gmail.com, 07.09.2012

Looking for someone who knew C-124 mechanic "Jack" Jackie C Reed SMSgt.
I'm his stepdaughter. He was at Donaldson AFB and then Hunter AFB from 1957 to 1967. He was with the 63rd OMS and FMS and the Military Air Transport System (MATS) and then MAC.

Pam Gaither, pam.gaither=gmail.com, 07.09.2012

I am looking for men who knew my stepfather Jack Reed. Jack was at Donaldson AFB and Hunter for many years and was a supervising mechanic on the C-124, crew leader, flight chief.
He was with the 63rd Troop Carrier Wing, 63rd OMS & FMS with the Military Air Transport System that became Military Airlift Command. He was there in the late 1950s to early 1967.
I would love to hear from you if you knew him.
I'm trying to learn what a Crew Chiefs and Flight Chiefs jobs were. Did they fly with the aircraft?

peter piazza, ppiazza=frontiernet.net, 03.09.2012

Was a hydraulic mechanic in the 1607th field maintenance sq. at Dover AFB Del.from 1959 to 1962. Worked on the C124 & 133 it was a great A/C.Have many stories.This site brought back many memories

edwardj nott, slipnott121=yahoo.com, 01.09.2012

I worked on the C-124 at dover AFB from 1961 -1965 in the 1607 OMs . It was a great plane and I enjoyed working on it

RICHARD D. JOHNSON, rilijo=yahoo.com, 28.08.2012

I WAS STATIONED WITH THE U.S. ARMY IN KOREA IN 1955- 1956. GOT R&R IN NOV 1955 FIRST TIME I EVER FLEW AND IT WAS IN A C-124. GOT ME HOOKED ON FLYING. I NOW HAVE 3000 HRS LOGGED IN SINGLE ENGINE A/C., BUT, ONLY ONE FLIGHT IN THE C-124. USAF MUSEUM AT DAYTON, OHIO HAS ONE ON DISPLAY BROUGHT BACK OLD MEMORIES. MANY THANKS TO THE USAF GUYS THAT CREWED THE A/C FOR MATS.

B Fielder, capobj=cox.net, 13.08.2012

I do not find any reference to the C-124B, which was the 1st and only turbo-prop version of a great airplane. Don't know of many details, was only involved in the structural instrumentation on the plane.

John Hille, taplac=aol.com, 07.08.2012

John Way, it was nice to read your post! I was stationed at Donaldson for 3 years, crewing, flying and enjoying every minute of the extensive travels that came with the assignment. Spent many a night in the Douglas Hotel, while the rest of the crew was enjoying the local fair. Your attesting to only loosing one engine while flying the C-124 pretty well sums it up. A good aircraft, and wonderful engines. I made a post about a year ago on this site about a hair raising event coming back from rotation in Germany. An interesting chain of events that I think you will enjoy reading. There is no doubt that there are enough good stories out there to write a book, which I have pondered, and I guess if it's to be done I should get started, as we are all getting on in years. My love of the C-124 is evident by my vanity license plates on the car and RV. "C-124-C" on the car and "C-124CC" on the RV. (CC=Crew Chief) Thanks for the post!

John Way, jgway=juno.com, 05.08.2012

I was a new pilot who flew the C124 out of Hunter AFB, Savannah, Georgia during the mid sixties. "Old Shaky" was huge and slow, but it got you where you needed to go. At times, flying over the open oceans was a bit unnerving, i.e., flying at 10,000-14,000 feet is a lot different from flying at 30,000-35,000 feet. I remember an 'old' flight engineer telling me there was a shark named 'Mag Check Charlie' off the coast of the Hickam AFB runway in Hawaii. The shark supposedly listened to your engines during run-up, and if he detected problems he swam to the other end of the runway and waited for you to crash. We had a fantastic crew who flew a lot of flights together. I liked flying the C124, but 'never got complacent about takeoffs and landings. I thought it was a bear to land the C124, especially with a crosswind. I flew flights into England, Germany, France, Spain, Italy,
Turkey, Iran, India, Zaire, Dominican Republic, Brazil, Surinam, Azores, Ascension Island, Wake Island, Guam, Japan, The Philippines, and South Vietnam. Only one engine failed during all these flights. Another time I had a flat tire when I 'put on the brakes' too sharply. Can you believe it was doing a routine 'check flight'? Those were the only
problems I encountered...or of which I was aware. After flying out of Nam I was once told there was evidence of gunfire hits, but I was not aware of it at the time. One scary incident occurred on a flight into the Dominican Republic. There was only one airport and runway , and the rebels would takeoff, return and strafe the planes still sitting on the ground. The plane doing the strafe was shot down and hit the ground near where we were running up the engines. No-one near our plane was hurt. On a prolonged trip to New Delhi, India our crew took a memorable trip to Agra and the Taj Mahal. One memory I'm sure all C124 crews have is the coffee that turned to mud by the time you got to where you were going. Great memories...I've wanted to reconnect with members of our crew, but it never happened.

BEN F REED, BENFREEDIV=AOL.COM, 31.07.2012

I WAS IN THE 2SSS FORM JAN 1956 TO JUNE 1958, WENT I WAS SEND BACK TO CALIF, TO COOKE ARMY BASE. I WAS ON THE 0093 AIRCRFT,
THE NEWS ON IN THE SQ. I WAS ASST CREW CHIEF TO M/SGT PATTERSON, THE ONLY MASTER THAT FLEW AS A CREW CHIEF, THE PLANE WAS VERY GOOD TO ME, AND WE DID SEE ALOT OF WORLD,
SURE WOULD HAVE LIKE TO STAY WITH THE SQ. LOT OF GOOD GUYS IN IT AND THE CREW I FLEW WAS SECOND TO NONE. DID RETIRE FROM THE AIR FORCE AFTER 38 YEAR IN THE REG AND RESERVES

Jeffrey Jarvis, jjczbrat=hotmail.com, 20.07.2012

My cousin MAJ Charles "Chuck" Gutierrez flew the C-124 with a Reserve unit at Hanscom Field in the late 1960's/early 1970's. He told me about flying them to Paramaribo and on to Ascension Island, a really long trip! As a youngster in Balboa, CZ in the late 1950's I remember them taking off from Albrook AFB and hearing them coming for almost a minute with the sound getting gradually louder and louder until they slowly passed by shaking our house and the ground and then the sound slowly fading out. I thought it was a magnificent airplane, and still do! I have over 7,000 hours over 10 years in the 747 and the landing was pretty much mechanical, dictated by the radio altimeter callouts, throttles closed at 30 feet, apply slight back pressure, and it would grease right on. I wonder.....how was it done in the C-124 sitting so high up?

Micah Smith, Micandjess=provalue.net, 23.06.2012

Hi Guys can any of you please help me out in any way? I don't mean to clutter up the forums and most of you are probably too young to know much, but if you have any way to get the info please help! I am trying to find any reunion info (past as they've not had one in long time) for WWII 435th Signal Heavy Construction Battalion Co. B. I'd really like to find any living people of the BTN or anyone that fought alongside them or more specifically a lineman 238 serving WWII 1942-1945 in multiple campaigns a lot of which he recieved no credit for. Also told he is thought to have been a selected few who were in the Top Secret Radar training and Radar ops explaining why he was in Corpus. His name was Earl Taylor Fairchild, lived mostof his life in Enid, Ok as a child, Corpus Christi after his service (and right after enlistment, but before deployment) and the last 40 yrs in Ripley (near Stillwater, OK Go Pokes) Please Please anyone especially that knew this man or descendants of members of the batn I am desperately seeking pictures, stories, any info as I don't have a single one because everything pertaining to his service and letters to my grandma were stolen when I was a child and I've never got to know this beautiful heroic history I'm learning! You may contact me at micandjess@provalue.net

Jim Leahy, Leahyjrj=yahoo.com, 22.06.2012

Hi to all,
My dad, Jim Leahy, was a flight engineer on the C124 from about 1951 until he retired in 1965. He was stationed at West Palm Beach (Morrison Field), Dover, Tinker, and Hickam. The C124 was his life and he loved it and all of you who were part of it. He passed away in 2001 after a short battle with cancer. If you knew him, I would appreciate hearing from you. Thanks...Jim Leahy Jr.

Frye, frye4414=bellsouth.net, 20.06.2012

I was a flight mechanic on a C-124, 7TH logistics Squadron, Warner Robins Air Force Base in the early 60s. It was a great time and a great place to grow up. Most importantly I was with a group of men from all over United States. I learned a lot about our country trough them. w. The closest our squadron came to combat was when we readied two C-124 for troop transport out of Fort Benning during the Cuban missile crisis.

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