C-124A Globemaster II

Serial Number: 49-0258

The first strategic long-range airlifter that performed yeoman service through two wars and nearly 25 years, the C-124 nicknamed, “Old Shaky” was a major redesign of the C-74. The C-124 was developed by the Douglas aircraft company during 1947-1949, and was operational during the Korean War and also used to assist supply operations for Operation Deep Freeze in Antarctica . The C-124 was used to support troop build-ups in Europe during the 1961 Berlin Wall Crisis. It was capable of handling up to 74,000 pounds of cargo such as tanks, field guns, bulldozers, and trucks. It could also be converted into a transport capable of carrying 200 fully-equipped troops in its double decked cabin or 123 litter patients.

Our Globemaster is one of only eight C-124s in existence, the only surviving “A” model. It served in MATS, AFRES, SAC, and TAC.


In July 2005 the C-124 restoration project reached a major milestone. All of the work in preparation for assembling the major components paid off. Our volunteer crew lead by Col. Bill Hardie worked for several weeks with the pros from Worldwide Aircraft Recovery to assemble the wing center section to the fore and aft lower fuselage sections. Then they installed the fuselage upper section and installed about 5,000 rivets and bolts. After the forward loading ramps were installed the clamshell doors were hung. The outboard wing sections have been installed as have all four engines and propellers. The wheels have been repacked and new tires installed. Ol’ Shaky is sitting on her own gear again. There is much more to do but this enables us to move forward on much of the important restoration work that could not be started until the major parts had been assembled.


The Air Force’s long-range airlifter that performed yeoman service through two wars and nearly 25 years, the C-124, nicknamed “Old Shaky,” was a major redesign of the C-74 Globemaster that was developed at the end of World War II. The C-124 used the same wings, tail, and engines as the C-74.

To facilitate outsized cargo handling, the C-124 featured “clamshell” loading doors and hydraulic ramps in the nose and an elevator under the aft fuselage with electric overhead cranes (each with a capacity of 16,000 pounds) which could traverse the entire length of the 77 foot long cargo compartment.

It was capable of handling such bulky cargo as tanks, field guns, bulldozers, and trucks (up to 74,000 pounds of cargo). It could also be converted into a transport capable of carrying 200 fully-equipped troops in its double-decked cabin or 123 litter patients and their attendants.

The first flight by a C-124 took place on 27 November 1949. The first operational aircraft were delivered in May 1950, and production ran through May 1955 (204 C-124As and 243 C-124Cs). The improved C-124C featured more-powerful engines, as well as wingtip-mounted combustion heaters that provided cabin heating and wing and tail surface deicing, and an APS-42 weather radar in a distinctive nose “thimble.” These latter improvements were eventually retrofitted to the C-124As.

These planes went on to provide a much-needed airlift capability in the Korean War, as it was the only aircraft that could carry many of the Army’s vehicles. It also performed many other missions such as airlift support in the Far East and Southeast Asia; resupply missions to Antarctica, refugee evacuation, disaster relief, and mercy flights. Although very reliable, the C-124s were slow (97 hours flight time from Travis AFB, Calif., to Tan Son Nhut AB, South Vietnam, and back).

Used in conjunction with Douglas C-133s, the Globemaster IIs remained in service until 1970 with the Military Airlift Command and 1974 with the Alaskan Air Command along with the Air National Guard and Reserves.

Restoration Gallery


  • Manufacturer: Douglas Aircraft
  • First Flight: 27 November 1949
  • Retired: 1974
  • Crew: Two pilots, navigator, flight engineer, two loadmasters
  • Payload: 74,000 lbs; or 200 troops; or 127 litters
  • Length: 130 ft 5 in
  • Wingspan: 174 ft 2 in
  • Height: 48 ft 4 in
  • Empty Weight: 101,165 lbs
  • Loaded Weight: 185,000 lbs
  • Powerplant: 4x Pratt & Whitney R-4360-63A radials
  • Maximum Speed: 304 mph
  • Cruise Speed: 230 mph
  • Range: 6,820 mi
  • Service Ceiling: 21,800 ft
Assignment History

The assignment history for the Air Mobility Command Museum's C-124A Globemaster II, serial number 49-0258:

Date Location
31 Jan 1951 Delivered to the United States Air Force
Feb 1951 to 3rd Strategic Support Squadron (SAC), Hunter AFB, GA
Jan 1952 Unit moved to Barksdale AFB, LA (deployment to Biggs AFB, TX)
Apr 1961 to 305th Troop Carrier Squadron (USAFR), Tinker AFB, OK
Oct 1961 Unit assigned to Tactical Air Command (TAC)
Mar 1962 to 442nd Troop Carrier Wing (TAC), Tinker AFB, OK
Jul 1962 to 1502nd Air Transport Wing (MATS), Hickam AFB, HI
Mar 1963 to 1503rd Air Transport Wing (MATS), Tachikawa AB, Japan
Jul 1964 to 1502nd Air Transport Wing (MATS), Hickam AFB, HI
Aug 1965 to 916th Troop Carrier Group (AFRES), Carswell AFB, TX
Jan 1966 Unit became 916th Military Airlift Group
Jul 1969 to 3902nd Air Base Wing (SAC), Offutt AFB, NE and dropped from inventory by transfer to school or museum


  • I Flew on Old Shaky, in 1965/ 1966. From 19th ATS (SP) Sq. Kelly AFB Texas. I was a flight mechanic for these flights.
    In 9 months we flew 653 hours and I believe 16 different missions , State Side and world wide. ON a two day flight we totaled 33.3 hours.
    Had to find our ground legs when we got done! Many state side flights we would take rear door off and stand there checking out the scenery!
    One of my favorite memories was going out through the tunnel, in the wing to check the generators , on inboard and outboard engines! It was a trip climbing over the wheels! I got the job most of the time as I was the skinniest member of the crew. Loved every minute of it.
    Another great memory, when I was coming down the flight deck ladder, with two cups of coffee in my hands, hit some really tough turbulence, did manage to hold on but the coffee went flying! I guess favorite memory was on my last trip, the pilot let me fly her for 45 min! A thrill of a life time for me. A Great reliable bird! Your restoration brought back wonderful memories. Truly a magnificent job you did. Hope to get down to see her ! Loved my time in the C 124 C !!!!! P.A McPherson

  • Wally Greener.
    I was a mechanic on Old Shakey From 1962 until 1966 at McCord AFB Tacoma Washington. I became a Flight Mechanic in 1964 where I flew missions to Alaska when they had a big earthquake, and 3 missions to Germany. I love maintaining this beautiful monster. I had a 4 engine run up license and would assist the flight engineers when flying on mission. I truly miss those days.

    • Walter I wish I had the time you had in the old bird, I only had a few months but we were gone constantly ! I transferred from McGuire AFB
      in Sept 65 , lots of the mechanics went to McCord AFB also, we prob knew lot of the same airmen. Best wishes to you! Just amazed me how the dismantled this bird to transport it. Best wishes Paul

  • Don Schmick, DHS '66

    In 1958, we moved 200 yards from the turquoise water tower (near US-13 and M. L. K. Blvd.) that planes used to line up for landing, and Shakeys were flying low overhead all the time. What was amazing was that on numerous occasions they were banking nearly 90 degrees, I kid thee not.

    During my 4 years active duty I never got to ride in one, but I did ride a C-5 out of Dover in 1971, returning to Hickam (I was stationed there through no fault of my own).

  • My Father, Major Marion D Barnes, flew this type of plane at Hickam AFB and Dover AFB from 1963 until the plane was retired from service in 1967. To this day, I believe he enjoyed flying this plane even though it was not as glamorous as the KC135 that he had flown for years. However, it did allow him to see most of the free world, in the years of the cold war. Thank you all for the great job on this C124 display.

  • I was part of a comm squadron that flew a GCA unit from Clark Air Base to Phan Rang Air base in Vietnam. The unit consisted of an operations trailer and power trailer that weighed over 60,000 lbs total The flight took 7 hours covering 1700 miles. It used every inch of the runway taking off but once at altitude it was a smooth flight. Landing in Viet Nam was a little hairy due to local ground fire because it was not very maneuverable with the heavy load. We also had over 500 cases of San Miguel beer which the 101st Airborne troops treated us like royalty. This occurred in April of 1966.
    The loadmaster was great and no beer was damaged much to our relief.

  • I was in the Army assign to the 76th AAA Battalion at Komaki Air Base in Nagoya Japan 1956-1957 while I was station we flew all our AAA Guns and equipment to our firing range on this plane was huge And it was shakey it took all of the run way but a great ride in the air.

  • Fredrick N. Boalt

    I loved his aircraft. I worked on it from January 1957 until October 1957 in west Palm beach, FL when I went to engineer school in Chanute AFB, IL. I returned to FL and finished flight school in April 1958. Transferring to Charleston AFB, Charleston, SC. I remained there as a flight engineer until April 1965. Loved flying “Old Shakey”.

  • Shakey was a wonderful airplane I flew on it from “63 to ’64, from the Loadmaster’s point of view it was not 469L it was a lot of work and engineuity but wonderful……I miss her……J C Overstreet

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