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| Despite having been the world's largest landplane transport when it flew in 1945, the Douglas C-74 Globemaster was actually too small-in volume-to accommodate the outsized loads dictated by the American military's postwar logistical needs. In response to this problem, the fifth C-74 was held back at the factory to undergo far- reaching modifications under the new designation YC-124. Using the wings, engine nacelles, and tail group of the C-74, Douglas evolved an entirely new fuselage by adding five feet ten inches to overall length, raising the height of the main cargo bay five feet, and lowering the depth of forward fuselage to permit loading of trucks, artillery pieces, aircraft sub- assemblies, or bulky equipment through a set of full- width clamshell doors in a new nose section that incorporated a built- in, hydraulically lowered ramp. The aft, belly loading hatch of the C-74 was retained, and to assist fore and aft movement of large loads, two overhead hoists, with 16,000 lbs. lifting capacity each, were installed in the main cargo bay. When rigged in a double deck configuration, the new fuselage design could also house 200 fully equipped troops or 127 evacuees in medical litters.
Dubbed "Globemaster II," the YC-124 completed its maiden flight on November 27, 1949, and deliveries of the first of 204 C-124A production models to the USAF commenced in May 1950. The prototype became the YC-124A when re- powered with 3,800-hp R-4360-35A engines, then reemerged in 1954 as the YC-124B after being modified to serve as a flying testbed for 5,500-shp Pratt & Whitney YT34 turboprop engines. A KC-124B tanker variant was considered as a potential KC-97 replacement but never materialized. The Long Beach plant shifted to production of 243 improved C-124Cs delivered between 1952 and 1955, which differed in having 3,800-hp R-4360-63A engines, an APS-42 weather radar in a nose- mounted thimble radome, and wingtip- mounted combustion heaters that provided thermal de-icing and cabin heating, and over a period of years, the existing C-124A fleet received retrofits that brought them up to the C standard. A pressurized variant was studied as the C-124X but never built, and during the mid-1950s, a much redesigned turboprop- powered, swept- wing derivative, designated XC-132, got as far as the mockup stage but was ultimately canceled in favor of the C-133.
C-124As began entering service during 1950 in time to play an important role in the Korean War (1950-1953). For the first time, MATS possessed a long- range aircraft capable of loading bulky items like tanks, guns, trucks, and construction equipment without major disassembly; and in Strategic Support Squadrons, new Globemasters gave SAC the ability to deliver large aircraft components to any of its widespread bases. As the USAF's C-124A and C fleet grew to planned strength in the mid-1950s, it formed the bulk- carrying nucleus of every major U.S. military airlift operation conducted from that time up until the late 1960s. Some of the C-124's more notable achievements included moving an entire squadron of Lockheed F-104s from the U.S. to Taiwan during the Formosa Straits Crisis in 1958; during Operation Deep Freeze (1957-1962), regular airdrops from C-124s formed the supply line from McMurdo Base to outlying stations in the Antarctic; and as part of Operation Big Lift in 1963, MATS C-124s moved the 2nd Armored Division and a TAC Strike Force from U.S. bases to Germany in two and a half days.
At their peak in 1963, 377 C-124s were operating with 20 different transport squadrons. As American involvement in Southeast Asia escalated in the mid-1960s, C-124s began flying transport sorties directly into South Vietnam, and from early 1966, continued with Military Airlift Command (MAC) when that organization replaced MATS. Although the USAF started the process of phasing- out C-124s from frontline service and transferring them to reserve and ANG units in mid-1960s, the type's bulk cargo capacity was not matched until Lockheed C-5s became operational with MAC during 1969-1970. From 1964 to 1972, to augment MATS/MAC operations, USAF reserve units flew C-124s on overseas sorties from eleven different bases within the continental U.S., and starting in 1966, they also served in eight ANG squadrons until the last examples were retired in mid-1974, finally ending the type's military service. The last recorded flight of a C-124 occurred on October 9, 1986 when C-124C AF Ser. No. 52-0994 was ferried from Selfridge ANG Base, Michigan to McChord AFB, Washington.
E.R.Johnson "American military transport aircraft since 1925", 2013
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.
D.Donald "The Encyclopedia of World Aircraft", 1997
| CREW | 6 |
| PASSENGERS | 200 |
| ENGINE | 4 x P+W R-4360-63, 2795kW |
| WEIGHTS |
| Take-off weight | 84000 kg | 185189 lb |
| DIMENSIONS |
| 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 |
| PERFORMANCE |
| 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 |
| JOE JARZYNA, e-mail, 16.09.2010 00:54 AFTER TECH SCHOOL AT SHEPPARD AFB,AS A RECIP ENGINE MECH,IN SEPT. 1958 I WAS ASSIGNED TO ENGLAND AFB WITH THE 622ND AIR REFUELING SQ. WORKED ON KB-50,S WITH 4360 ENGINES. WENT ON SEVERAL TDYS,GEORGE AFB AND THE PACIFIC,HICKHAM,WAKE ISLAND AND LAS VEGAS FOR AN AIR SHOW CALLED THE WORLD CONGRESS OF FLIGHT. SPENT 15 MONTHS AT GOOSE BAY FROM JAN. 1961 TO MARCH 1962. I WORKED ON TRANSIENT C-124,S, C-130,S AND C-133,S. WENT TDY TO SONDERSTROM GR. TO CHANGE AN ENGINE ON A C-124 AND HAD TO FLY BACK TO GOOSE ON IT. I WENT TO KELLY AFB WITH THE 19LOG AS A FLIGHT MECH. THEN TRAINED AT TRAVIS AND BECAME A LOADMASTER ON OLD SHAKEY UNTLL 1966. ANYONE WHO WAS IN THE 19TH OR 7TH LOG KNOWS WHAT THE MISSION WAS.I ENJOYED WORKING AND FLYING ON THOSE AIRCRAFT reply | | Clifton Mason, e-mail, 25.06.2010 16:02 I went through loadmaster school at Dover AFB June and July of 1964. I was stationed at Charleston AFB 17th ATS and flew numerous special missions until Sept. 1966. I took the first C124C to leave Charleston P.C.S. . When the first C 141 replaced it the news media was there on the 14th of Aug. 1965. The C124C went to Hickem AFB . We brought A c124a back to the reserves unit in Fort Worth rwxas. I also trained two loadmasters from Fort Worth when they changed from C119's to the 124. Flew TDY out of RheinMain from Oct. 1965 to Jan 1966. I flew alot of missions in and out of Viet Nam. Met a lot of good people during this time. Don't remember alot of names but do remember some. These people would have been from different squadroms. The 17th the 41st the 3rd and the 76th at Charleston. Also I was at Donaldson AFB from Oct. 62-May of 63, Orlando AFB from May 63-May 64. During my four years of serviceI met alot of people from all over the world and different bases.I loved every minute of it and if anyone remembers these times and places or me please e-mail me. I am trying to find if there are any reunions. reply | | Clifton Mason, e-mail, 21.06.2010 19:13 I am trying to find out if there are reunions of the 17th squadron. I was a loadmaster. reply | | Bob Gillihan, e-mail, 27.06.2010 00:11 I was assigned to 1502nd FLMS at Hickham, AFB from mid '59 till late '62 as a line crew chief on transit 'shakeys'. I don't remember engineers running to foul plugs, as Brent Bachman stated, however, I did have one cut safety wire on a generator; couldn't blame crew for wanting to stay awhile longer in Hawaii. If I remember, the real problem with fouling was on the Navy's C-121s. I finally got to Crew Chief a C-118. Anybody have pics and names of personnel assigned the 1502 FLMS b /t '59 & '62? Fun days! reply | |
| | Gerald Miller, e-mail, 05.07.2010 05:19 I was a recip. eng. mech. on the C-124 stationed at Hickam Air force base 1502 fms. 1963-1966. We were called mats Military air lift command. Before I left it was changed to mac Military airlif command. I have been trying to locate a 1502 fms patch but haven't had any luck. If anyone knows where I can get one please let me know. I also worked on c-118 and c-121 super constelation. reply | | James C. "Speedy" Wheeler, e-mail, 15.07.2010 17:21 Hello to all, especially Jim Mcdonald who left a note on March 23rd, 2010. Jim was with the 19th Logistics Support Squadron (LSS or LOG) in 1959 /60 the same time frame as my first tour with the 19th Log< /B>.
I served with the 19th Log from Feb. 1956 to May of 1960 and again after my return from Vietnam, August 1967 thru December 1969. On my first tour, I worked as a Mechanic on C-124A Number 51-150 crewed by a big man, MSgt William J. Nichols. I have many a story I can tell about Nick as I would later be able to call him. None of these stories are negative, but all are Positive< /B>. Nick was fair but firm and took me under his wing as a snotnosed kid of 17 and got me started on a successful and productive Air Force Career.
In 1967 while still stationed in Vietnam I boarded a crew transport van in downtown Siagon and came face to face with Nick. I ask him to if he could, assist me in getting into Maintenance Control once I got back to the 19th, ( I had my assignment already ). A short time after I arrived back at the 19th, I was assigned to Maintenance Control. Nick never mentioned anything about my request to him but after he passed away, I found through CMSgt Joe Allen that he had in fact recommended me highly for the job.
On another subject, I have started a new Web-Site on the 19th Logistics Support Squadron in an effort to collect and make public some of the history that has always been kinda kept secret. You can visit this web-site and hopefully if you were a part of the 19th, Join me in this effort.
Take Care and I hope to hear from you folks who were a part of this C-124 Mission. Jim, let me hear from you, I have a large photo of your bird 115 on this web-site. Wasn't your Crew Chief MSgt Schenk?? spelling?
James C. "Speedy" Wheeler
MSgt Retired 1955-75 reply | | Ray Williams, e-mail, 15.07.2010 08:53 Was a flightline crew chief on C-124's at Hickam from 67-70 in the 61st OMS. Would enjoy hearing frpm my fellow Shaky mechanics of that era. reply | | "Speedy" Wheeler, e-mail, 15.07.2010 17:31 Forgot to leave the URL for my Web-Site on the 19th Logistics Support Squadron so here tiz: 19thlss.com
Speedy reply | | William Ramsey, e-mail, 19.07.2010 22:40 I flew C-124's at Brookley and later at Hickem It was a grand
old machine Lots of miles, memories, and hair raising experiences. I recall the very last ride I had on one was from Seoul, Korea back to Yokota after our old C-54 broke down. I believe the only Sqdn. left in the Pacific at the time was at Clark AB PI This was in 1970 reply | | Jim McCaffrey, e-mail, 24.07.2010 07:58 Stationed at Hickam from Nov. 1965 to Feb. 1968 I was a recip. eng. mech. on C-124s in the 1502 FMS. At some point in time the 1502nd became the 61st (TMS) Transient Maintenance Sqd. I also worked on c-118, C-119, C-121,C-46,C-45 and C-97s. I enjoyed my time at Hickam. I would love to hear from someone from the good old days.
All the best,
Jim reply | | Dennis Cox, e-mail, 27.07.2010 03:30 worked on ole shakey at McCord, TDY to Mactan Island, and finished up at Hill AFB, Ut. Had many good times working on ole shakey. Also can never forget them coming from Nam into Mactan stacked to the ceiling with those silver caskets. Not one had a flag on them as they do for our fallen coming home now. reply | | doug drake, e-mail, 05.08.2010 18:02 1607 fms inst.mech. 1956 1959 longbeach 1957 thores to england 1957 edwards c133 tdy reply | | doug drake, e-mail, 05.08.2010 22:18 inst. mech. on c124 c133 1956 1959 dover afb del.at dover when c133 cashed i tested the flap transmiter it sh owed the wing flapes down tdy to long beach cal.1957 thore misseles to england 1958 tdy edwardes prop trouble c133 reply | | Bob Worn, e-mail, 14.08.2010 21:22 I was first assigned to the 3rd SSS at Hunter as they were moving Chatham AFB over to Hunter. I still remember the smell of the new aircraft as we picked them up one by one at the Douglas plant.
Anyone still around from the 3rd SSS??? reply | |
| | Rich Ragucci, e-mail, 16.08.2010 04:06 I was a loadmaster on shakey from 1966-1972 it was the best aircraft i was on . So many memories on the road. How many crew rested on the douglas hotel. I think of her every day. reply | | Richard L. Gale, e-mail, 08.06.2010 21:02 Iwas an engine mechanic on the post flight dock at Travis 1957-1961, Dock chief was Mas Sgt Debois, a ex B24 flight engineer.Boy wat stories he could tell, he flew over Germany WW11. Any one out there that was on the post flight dock can con tact me on my E Mail. The air craft I worked on was C124s reply | | JIM WALSH, e-mail, 31.05.2010 20:14 FLIGHT MECH /SCANNER C-124 TACHI JAPAN 1954 GREAT AIRCRAFT
LOST ALL FOUR ENGINES ONCE RESTARED OK, LIVING IN FLORIDA reply | | Jim Irby, e-mail, 21.08.2010 23:30 I was assigned to the 19thLSS out of air police school in 1955, and cross-trained to loadmaster in 1956. I flew on c 124 #51-110 with Captain Walter Raby as AC and was on the mission to San Salvador when 51-156 with Captain Ulsh crashed upon landing. Iwas transferred to Tachikawa, Japan in 1959 and retired from the military in florida after 24 years. I have some wonderful memories of my many hours on ( Big Shakey ) having logged over 3000 hours on her. I would love to hear your war stories if you would e-mail me. reply |
| Jack Hoyt, e-mail, 22.08.2010 23:36 I was a C-124 co-pilot (fresh out of flight school) in 1st SSS (SAC)at Biggs AFB El Paso TX 1953 - 1954. I AM LOOKING FOR A LARGE FRAMEABLE PHOTO OR POSTER OF a C-124 for my old-age collection! Any ideas anyone ? reply | | Mike Vespucci, e-mail, 26.08.2010 00:40 After Recip. Engine School at Sheppard AFB in 1961 i got stationed at Dover AFB til 1964 worked Flt Line with the 1607 OMS went tdy alot to Ft. Campell, Cherry Point and Agusta Ga for para drops. also went tdy to Chateroux France for 4 months in 1963 then to the Congo at the end of 63'to take the Nigerian troops back home. also remenber changing fuel pumps in the reverments at Dover what a lonely place lol. i enjoyed my time working and flying in OL'E SHAKEY. Would like to hear from anyone that remembers me. reply |
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Hello Jim saw your write up Just wanted to let you know that my father Walter just passed away Saturday 4 /18 He was 95 years old He loved his days at Kelly flying the 124 and the xc 99 He logged almost 10000 hours in the 124 After the air force he went to Boeing and flew the 07 27 37 47 57 and 67 Retired in 86 We miss him a lot already!
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