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Description
| Manufacturer: | Douglas | |
| Base model: | C-124 | |
| Designation: | C-124 | |
| Version: | C | |
| Nickname: | Globemaster II | |
| Designation System: | U.S. Air Force | |
| Designation Period: | 1925-1962 | |
| Basic role: | Transport | |
Specifications
| Length: | 130' 5" | 39.7 m | |
| Height: | 48' 3" | 14.7 m | |
| Wingspan: | 174' 1" | 53.0 m | |
| Wingarea: | 2,506.0 sq ft | 232.7 sq m | |
| Empty Weight: | 101,165 lb | 45,879 kg | |
| Gross Weight: | 185,000 lb | 83,900 kg | |
| Max Weight: | 194,500 lb | 88,208 kg | |
Propulsion
| No. of Engines: | 4 | ||
| Powerplant: | Pratt & Whitney R-4360-63A | ||
| Horsepower (each): | 3800 | ||
Performance
| Range: | 4,030 miles | 6,489 km | |
| Cruise Speed: | 230 mph | 370 km/h | 200 kt |
| Max Speed: | 304 mph | 489 km/h | 264 kt |
| Climb: | 760 ft/min | 231 m/min | |
| Ceiling: | 21,800 ft | 6,644 m | |
Known serial numbers
Examples of this type may be found at
| Museum | City | State |
| Charleston AFB Air Park | Charleston AFB | South Caroli |
| McChord Air Museum | McChord AFB | Washington |
| Museum of Aviation | Warner Robins AFB | Georgia |
| Pima Air & Space Museum | Tucson | Arizona |
| Travis Air Force Museum | Travis AFB | California |
| United States Air Force Museum | Wright-Patterson | Ohio |
C-124C on display
Charleston AFB Air Park | Museum of Aviation | Pima Air & Space Museum | Travis Air Force Museum | |
United States Air Force Museum |
Recent comments by our visitors
| Robert Cobb Mt. City TN, TN | Was almost born in a C-124. My father was stationed in England
Army Air corps , on their way home to North Carolina I was told they got a free ride on a C-124 which I'm told made pretty good air speed when the pilot heard my mother go into labor. I was born at Donaldson AFB 1/22/57.Love to travel and see Americas examples of this historic airplane. 11/16/2011 @ 19:09 [ref: 50250] |
| Jerry Nadeau , CT | Was stationed at Travis Air Force Base 1960 to 1964. Most of the time was working transit maintenance which I loved the variety of aircraft. C124's -C97's-C-133's-C-135's .... plus commercials, Navy, Marines, Army, Fighters, all different types... remember one problem when I started working there on C124, filling the oil tank cover of the nozzle the chain broke them down in the tank it went. Had to reach inside tank and fish around could not find it up top. Crew chief said drain the tank. After pulling a hopper could Not find it still. Went back up top looking down in still and see anything. Then when the guys spotted a chain hooked on the baffle. Was happy for that being new. Put it back together and filled it up with oil. Somewhere around 82. something gallons. They used a little oil on each of them engines.. 04/23/2011 @ 11:00 [ref: 37549] |
| Ernest Miles , NC | Shortly after arrival at Rapid City in 1954, the radars to be added to the nose of the C-124 were all stored in the old fire station which burned down with about 10 million dollars worth of radar inside when the wind came up and the coal stove overheated.
New replacement radars stored in another building met a similar fate when that building burned as well. Later the whole base was converted to gas heat by running a pipe line out from Rapid City. All buildings converted to gas and the pipe line cost less than $250K I heard. 02/05/2011 @ 18:26 [ref: 35936] |
| Edmond E. LaCasse III Tacoma, ., WA | I flew on the C124-C and the A model as well as a flight engineer, out of McChord A.F.B., I was first in the 32nd Sqdn. and then the 4th. Sqdn. when Moses Lake moved to McChord from '58 to '67. I loged 9000 hours in shaky until we got C-141's whitch I was an instructor on untill I retired at Altus A.F.B. in 1969. I like the rest of you have many stories to tell, some funny and some hair raising.
11/20/2010 @ 15:59 [ref: 33321] |
| Russ Wingert Colorado Springs, CO | I worked on the Flight Line at Hill AFB Utah from Feb 1965 to July 1967. We had approximately 16 124's and this was just at the time we were changing from MATS to MAC. I remember my first day on the job going out on the flight line looking at this massive bird just in Auh of its size alone. I was put on a Preflight crew and sent inside to do my first preflight. The crewchief handed me a tire gage and ask me to go into the "trunk" which happened to be in the tail section through an access panel and he wanted me to check the tire pressure in the spare tire. Here I go off into the tail section looking for the spare tire, which of course I never found. Coming out with a fearful look on my face, I looked up and there stood the whole crew looking at me and laughing and right there and then I knew I had been had! 10/29/2010 @ 07:18 [ref: 32593] |
| TJ HARRIS CMSGT RET CLEVELAND, AL | I WORKED ON THE C-124 AT DOVER POST DOCK CREW FROM 1957-1962. GREAT OLD AIRCRAFT. WAS THE FIRST AIRCRAFT I EVER FLEW ON. WAS IN SAC AT BIGGS AFB, DEPLOYED TO GUAM FOR 90 DAYS. THE OLD BIRD TOOK US 5 DAYS TO GET TO GUAM. THE GOOD OLD DAYS. THANKS TO ALL WHO WORKED OR FLEW IT. 10/23/2010 @ 17:12 [ref: 31640] |
| Allan Moore Slidell, LA |
Add to previous statement. These are the airmen I remember that I knew. Edward Martin from Oklahoma, Howard Moore, Clyde Furbur from Minnesota, Smitty "Smith", Perreli, Aikins. We never flew with the same crew and that is the reason I only remember a few by name. I remember an incident when we suspected the routine inspections were not being done at our overnight stops. WE placed clear tape on the engine cowling which had to be broken if the engines were inspected. On the next morning during my walkaround inspection I saw that the tape was not broken. Things like this led me not to make a career of the Aif Force. My e-mail address is avileor4@yahoo.com 10/13/2010 @ 07:59 [ref: 31472] |
| Ernest N. Miles Durham, NC | Left out my address. ernestnolan@yahoo.com 10/10/2010 @ 18:59 [ref: 31364] |
| Ernest N. Miles Durham, NC | I was assigned to the 4th SSS at Elsworth AFB, Rapid City, SD in August 1953 after finishing radio operator training. I served on several crews and logged about 750 hours.
We had one plane crash in TX with no loss of life. Later with engines replaced, they flew the plane out and it went back in service. The pilot was court marshaled because they thought he acted unwisely by using the last engine to set the plane down in the only clearing available. I was on the plane used trying to prove it could be kept in the air with one engine. It stalled out repeatedly showing he acted correctly. About a year before, the pilot did a practice engine start with the flight engineer looking over his shoulder. It was very cold weather in Thule Greeland with the oil shut off valves closed. The bearings were all scored and no one mentioned it. Oil filters were mysteriously checked and cleaned as there was metal filings, oil drained and checked till clear and flew home. Finally the truth came out and those guilty of risking all of our lives and causing a huge expense to repair the plane, were let off Scott free for telling the truth. RHIP. I got my 3rd stripe early by making contact with low frequency radio range ground stations announcing our status as we flew through the mountains down range legs from Spokane to Rapid City. The sky was over cast and our Omni receiver was out. The radio compass card was spinning. I had to listen on my communications receiver for the low frequency signal to be sure we didn't miss the intersection of the next leg. Got my wife and new son out of the hospital the same day I was discharged, Mar 6, 1956. My copilot, who is now gone, was responsible for pushing me to go to college, so I did. I owed him a lot. He knew I was accepted at Univ of MO before I was discharged. 10/10/2010 @ 18:51 [ref: 31363] |
| Allan Moore Slidell, LA | I was a flight engineer on the Globemaster at Westover and Dover AFB in 1954 and 55. Missions were to Greenland and Germany mostly. We lost one plane at Thule, Greenland with no survivors. I once had to go through the tunnel to the number one engine to check for a fire. Fortunately there was none but I'll never forget the experience of standing on the access door and turning the latch to drop the panel to see inside the engine area. My closes call was making a landing in a snow storm which should have been avoided. We never saw the ground until the wheels touched down. The captain went to the flight tower and chewed them out from one end to the other for not directing us to an alternative field. The plane was great but the missions into the artic and across the North Atlantic were dangerous. If you went down in either area your chance of survival were slim to none. We once put that plane down, fully loaded on a dirt strip surronded by mountains in Turkey. I have many stories to tell if any one is interested.
green 10/06/2010 @ 07:33 [ref: 31131] |
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