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LTV XC-142

1964 COLD WAR X-PLANE

History of the LTV XC-142

The 1960s and 1970s were decades of military aviation, filled with numerous experiments focused on vertical/short take-off and landing (V/STOL) aircraft. It was only with the British Harrier in the late 1960s that this dream was officially realized in the military field.

For its part, the US conducted its own field tests of such aircraft during this period, trying to apply them to more tactically oriented systems, not just combat/attack platforms. The LTV XC-142 is the product of such an initiative, and these prototype aircraft represent a V/STOL-capable transport vehicle for potential military service.

An initiative that emerged in the late 1950s led major U.S. military branches to develop the universal V/STOL platform to support existing helicopter operations and play an important role in transporting cargo and troops near the front. Range is especially important, but moving an item from point A to point B in a short amount of time also requires speed.

The U.S. Navy was the primary leader in what came to be known as the tri-service assault transport program.

Of course, the original specification has been revised several times to meet the needs of various service industries, and finally accepted the design template of Walter for development. Contracts for a total of five airworthy prototypes were delivered in early 1962, with the goal of a maiden flight sometime in 1964.

The family of aircraft developed was named the XC-142, and when Vought was incorporated into a new company (1961), the Vought brand label was soon changed to LTV ("Ling-Temco-Vought").

A total of five airworthy XC-142A aircraft were built for the program, ultimately involving all major services as well as NASA. The first flight was recorded on September 29, 1964, during which the aircraft achieved routine flight.

The first vertical take-off and landing operation (VTOL) followed in January 1965. Aircraft are pushed through the basic flight envelope as well as more mission-oriented actions to better simulate operational service.

Externally, the aircraft employs a short, deep flat fuselage with extensive glazing at the front for optimal cockpit visibility. The wings were placed high on the sides of the fuselage to better expose the large four-blade propeller system. With two engines placed on each wing, the entire wing system has a "tilt" capability that allows the engines to be oriented fully vertically for the desired VTOL and normal forward flight maneuvers.

The tail consists of a vertical tail and a central horizontal plane. The fully retractable landing gear consists of a tricycle setup with two main legs and one front leg. The legs are short, giving the plane a very low ground profile.

Two crew members steer the ship, while the third member, the Loading Chief, will constitute the last crew member on the mission. Internally, the aircraft is designed to carry up to 32 combat-ready infantry or up to 8,000 pounds of cargo.

In the MEDEVAC role, it would have accommodated 24 litters of patients and staff.

From the factory, the XC-142A is powered by 4 General Electric T64-GE-1 turboprop engines, each rated between 2,850 and 3,080 hp. In regular flight, this accelerates the aircraft to speeds of 400 - 430 mph (cruising close to 235 - 288 mph).

The operational range is 470 miles (3,800 miles by ferry), and the aircraft has a service ceiling of 25,000 feet. The operating weight is 44,500 pounds and the rate of climb peaks at 6,800 feet per minute.

The problems that arose during the test were focused on the wing components and driveshaft components, causing a variety of problems for the pilots. Hard landings are not uncommon, and controlling the plane proved difficult. At least three people were killed in the crash of one of the prototypes. That setback was bad for the promising company, and it got worse when USN eventually pulled out of the program.

The USAF fought for a production quality "C-142B" form, but this never materialized. After the Tri-Services program was officially unable to produce a viable product, the vehicle was handed over to NASA for further testing.

At one point, a civilian market model was also retained, known as the "Downtowner", which could accommodate up to 50 passengers.

Ultimately, the XC-142 became a major technological stepping stone for more modern, advanced systems that eventually entered service - the Boeing V-22 Osprey was the product of decades of work, and the project itself was not Immune to death and mechanical hardship. Of the five XC-142 airframes completed, only one survived the following years, eventually becoming a museum exhibit at the National Museum of the United States Air Force in Dayton, Ohio.