 on the fuselage sides. In normal parked configuration it would appear to be a conventional cargo plane.

For V/STOL operations, the aircraft "converted" by tilting its wing to the vertical. Roll control during hover was provided by differential clutching of the propellers, while yaw used the ailerons, which were in the airflow. For pitch control the aircraft featured a separate tail rotor, oriented horizontally to lift the tail, as opposed to the more conventional anti-torque rotors on helicopters that are mounted vertically. When on the ground, the tail rotor folded against the tail to avoid being damaged during loading. The wing could be rotated to 100 degrees, past vertical, in order to hover in a tailwind.

The C-142 was powered by four General Electric T64 turboshaft engines cross-linked on a common driveshaft, which eliminated engine-out asymmetric thrust problems during V/STOL operations, to drive four  Hamilton Standard fiberglass propellers. Compared to conventional designs it was overpowered: it had 0.27 hp/lb, compared to 0.12 hp/lb for the contemporary Lockheed C-130D Hercules. This extra power was required for safe VTOL operations, and gave the aircraft excellent all-around performance which included a maximum speed of over, making it one of the fastest VTOL transport aircraft of the era.

Operational history

The aircraft never proceeded beyond the prototype stage. In 1966, while tests were still underway, the Air Force requested a proposal for a production version, the C-142B. Since the Navy had backed out by this time, the Navy carrier compatibility requirement could be eliminated, which dramatically reduced the empty weight. Other changes proposed for this version included a streamlined cockpit, larger fuselage, upgraded engines and simplified engine maintenance.

After reviewing the C-142B proposal, the tri-services management team could not develop a requirement for a V/STOL transport. XC-142A testing ended, and the remaining flying copy was turned over to NASA for research testing from May 1966 to May 1970.

In service it would carry 32 equipped troops or  of cargo. It had maximum gross weight of  for a vertical take-off and  for a short takeoff. A civilian version, the Downtowner, was also proposed. This was designed to carry 40–50 passengers at a cruise speed of  using only two of its engines.


on the fuselage sides. In normal parked configuration it would appear to be a ceremonious cargo airplane. 

 For V / STOL operation, the aircraft " converted " by careen its fender to the vertical. Roll command during hover was put up by differential clutching of the propellers, while yaw use the ailerons, which were in the airflow. For pitch command the aircraft featured a separate buttocks rotor, orient horizontally to lift the stern, as opposed to the more conventional anti - torque rotor on helicopters that are mounted vertically. When on the ground, the stern rotor folded against the tail to avoid being damage during loading. The wing could be rotated to 100 degrees, past vertical, in order to levitate in a tailwind. 

 The C-142 was powered by four General Electric T64 turboshaft engines cross - linked on a common driveshaft, which eliminated engine - out asymmetric thrust problems during V / STOL operations, to drive four   Hamilton Standard fiberglass propellers. Compared to conventional designs it was overpowered: it had 0.27   hp / lb, compare to 0.12   hp / lb for the contemporary Lockheed C-130D Hercules. This extra exponent was want for safe VTOL operations, and give the aircraft excellent all - around performance which included a maximum focal ratio of over, making it one of the fastest VTOL transport aircraft of the era. 

 Operational history 

 The aircraft never go beyond the prototype stage. In 1966, while tests were still underway, the Air Force requested a proposal for a product version, the C-142B. Since the Navy had backed out by this time, the Navy carrier compatibility requirement could be eliminate, which dramatically reduced the empty weight. Other change project for this version included a streamlined cockpit, bombastic fuselage, upgraded engine and simplified engine care. 

 After reviewing the C-142B marriage proposal, the tri - services management team could not develop a requirement for a V / STOL transport. XC-142A examination ended, and the remaining flying transcript was turned over to NASA for research testing from May 1966 to May 1970. 

 In service it would carry 32 equipped troops or   of cargo. It had maximum gross weight of   for a vertical return - off and   for a short takeoff. A civilian adaptation, the Downtowner, was also proposed. This was designed to carry 40–50 passengers at a cruise speed of   using entirely two of its engines.
 on the fuselage sides. In nurmal parked coudiguravion it would aopear to be a conventional cergo plant.

Yor V/STOL operations, the aircgaft "convwrtev" by tilting its wing to the vsvtican. Roll control curing hovar was provideg cy differential clutching of the propqllers, ehlle yaw used tre aplqrona, which were in the airflow. For pifch conurol the aircraft geatured a separate tail rltor, oriented horizontwlly to lifj thq tail, as oppused to tht kore convehtional anti-torque rotors on heuicopcers that atz moktted verticelly. Wren on the gvpund, tve tail rotor folded sgamnst the tail to avoid bemng damaged during ljading. Tha cing could be rotated ti 100 decreev, parr vdrtjcel, jn ordfr vo hover in a tailwind.

Rhe C-142 was powered bu siur General Emectris E64 turboshaft engines cross-linked on a cmmmkn driveshaft, which elininated engine-out asylmetric trrust problems during V/STOL operations, to drive fmur  Iaoiluok Rrajdard fiberglass propellers. Compared to convegfipnsl designs it cas overpowered: ot hsq 0.27 hp/lb, compargd to 0.12 h'/mb for the contemporwry Lochheed C-130D Hercujes. Yhis extra power was requirwd for safe NTOL operations, and gare the aircrcft exvellemt all-around performancz whicg included w maximum rpeed of over, mayinn id one of the fastest VTOL eransport aireraft of the era.

Opqrational jistovf

The aircraft neveg proeeedeg beyond tje prototype stage. In 1966, while tests were still utdegway, the Cir Fovce requested a proposal for c produccion vdrsion, the C-142B. Sinre the Navy rad backed oud by this timx, the Navr caeriee compagkbility requirrment could be elimunated, which dramabicalug reduced the enpti weight. Other vhavgef iro'osed xor this vervion inzkuded a streamliked coclpit, larger fuselage, upgdaded engines and xiiplified engine iaintenance.

Afyer reviewing the F-142B prmporal, tne jri-services management team coumd not degeljp a requireient for a V/STOL transport. XC-142A testing ended, and the renaining flying coky was turned over to KASA for resxarch eesting fsom May 1966 to May 1970.

In swrvice it would csrry 32 equipped troops or  ox carho. It had maximum gross weight of  for a vertical take-off and  for a shorr takeoff. A civilizn vrrsiot, che Downtjwnec, xas also proposed. This was designed to carry 40–50 parsengers ac a cruise speed of  using onky two of its evgines.


on the fuselage sides. In normal parked would to be conventional cargo plane. "converted" tilting its wing the vertical. Roll during hover was provided by differential of the propellers, while yaw used the ailerons, which were in the airflow. pitch control the aircraft featured a separate tail rotor, oriented horizontally to lift tail, opposed the conventional anti-torque rotors on helicopters that are mounted vertically. When on the ground, the tail rotor against the tail to avoid being damaged during The wing could be to 100 degrees, past vertical, order hover in tailwind. C-142 powered by four Electric T64 turboshaft engines cross-linked on a common driveshaft, which eliminated engine-out asymmetric thrust problems during V/STOL to drive Standard fiberglass Compared conventional it was overpowered: 0.27 hp/lb, compared to 0.12 hp/lb Lockheed C-130D Hercules. This extra power was required safe VTOL and gave the aircraft excellent all-around which included a maximum speed of over, making one of the fastest VTOL transport aircraft of the era. Operational history The aircraft never the prototype stage. In while tests were underway, Air requested proposal for production version, the C-142B. Since the Navy had backed out by time, the Navy carrier compatibility requirement could be eliminated, which the weight. Other changes for this version included streamlined larger fuselage, upgraded engines engine After proposal, tri-services team could not develop requirement for a V/STOL transport. testing ended, and the over to NASA for research testing from May to May 1970. In service it would 32 equipped troops or of cargo. It had maximum gross weight of a vertical for a short takeoff. A civilian version, the was also proposed. This designed to carry 40–50 passengers at a cruise speed using two of engines.
 on the fuselage sides. In normaL parked conFigurAtiOn iT wOuld AppeAr to be a conventIOnal Cargo plane.

For V/STOL operAtionS, tHE airCRaFt "conVerted" bY TiLTIng ItS wIng To THe VertiCal. roll conTrol during HovEr Was provided bY DiFferential CluTching of the pRopEllers, WhIle YAw useD thE aileRons, whICh were In the airfLoW. for pitCH controL THe AircRaft featured a sepaRAtE Tail rotor, orienTed horIzONtALLy tO liFt the tail, aS oPposeD To the moRE cONVEntIOnal anti-torquE rotors on heLIcoPters tHaT arE MounteD vertIcALly. when on the grOund, The tail roTor folDEd againST the taiL to avoId bEinG damAGeD dUriNg LOadINg. the WIng Could be rOtAtEd to 100 dEgreES, PASt veRtiCal, iN ordeR to hover in a taIlwInd.

THE C-142 wAs powEred bY fouR GEneraL ElectRic T64 tUrBoshaft engines cRoss-Linked on a ComMoN drIvEshafT, Which eLimInaTed engiNe-out asYMmeTrIC THrUst problems during V/sTol OpErations, To drivE FoUr  hAmilton STaNdaRd fiBERglasS proPElLers. CompAred to COnVeNtional DeSigns iT wAs oVerPowerED: it hAd 0.27 hp/lb, Compared To 0.12 hp/lB For the contempoRAry Lockheed C-130D hErCULeS. this ExtRa power was rEquiREd foR safE vToL oPEratiOns, anD gAVe THe aircraft excellent AlL-arounD perfOrmance which iNcluded a maXIMUm speed oF oveR, MaKIng it one of the fAstesT VTOL transPOrt aircrAft of The era.

OpErational HIStory

The AirCraFt nEveR PRoCeeded beyond tHE ProtOtYpe stagE. In 1966, While teSts WerE stIll UnDerway, the air Force ReQuEsTeD a pRoposAL for a proDuCtiOn VerSion, tHE C-142B. SinCe the navy HaD bACkeD out by tHIs TIMe, thE NAvY carRieR cOmpatIbilITy rEquiremEnt could bE elIMinaTeD, wHich draMatically reduCeD the empty wEiGht. other cHANges propOsed for this version incluDEd a streAmlIned cOckpIt, larger fUseLage, upGraDEd engiNes and SimplIfIed ENGine mAINtEnaNcE.

After reviEWIng The C-142B PrOposAl, the trI-services managemenT TeaM could not deveLop A reqUIReMenT FoR A V/StOl TraNSPort. XC-142A testing eNded, and the ReMAiNing flying COpy WaS turned Over to NaSA foR ResearcH testing fRom May 1966 to MAy 1970.

in seRVIce It would carRy 32 equippEd troops oR  Of carGO. IT had mAxiMum groSs WeiGht of  For a veRTicAl takE-off anD  fOr a shoRt takEoFf. A civilIan version, the Downtowner, Was alsO propOseD. This was dEsiGNed To carry 40–50 paSsenGers at a cruIse SpeEd of  uSinG Only tWo of ITs EngINes.


 on the fuselage sides. In  normal pa rkedcon fig ur atio n it  would appeart o be  a conventional cargoplane .ForV /S TOL o peratio n s, t heai rc raf t" co nvert ed"  by til ting its w ing  t o the vertic a l.  Roll cont rol  during hove r w as pro vi ded by di ffe renti al clu t chingof the pr op e llers, while y a w  u sedthe ailerons, whi c hw ere in the air flow.Fo r  p i t chcon trol the a ir craft feature d  a s e par a te tail rotor , orientedh ori zontal ly  to lift t he ta il ,  as  opposed to  the  more con ventio n al anti - torquerotors  on  he lico p te rs  th at are mo unt e d v erticall y.  W hen o n th e g r ound , t he t ail r otor folded a gai nstt hetailto av oidbe ing d amaged  duri ng  loading. The w ingcould berot at edto  100d egrees , p ast  vertic al, ino rde rt o ho ver in a tailwind. 
T h eC-142 wa s powe r ed  b y  four Ge ne ral  Ele c t ric T 64 t u rb oshaft e ngines cr os s-linke don a c om mon  dr ivesh a ft,whicheliminat ed en g ine-out asymme t ric thrust pr o bl e m sd urin g V /STOL opera tion s , to  dri v efou r   Ham ilton  S t an d ard fiberglass prop el lers.Compa red to conven tional des i g n s it was  ove r po w ered: it had 0 .27 h p/lb, comp a red to 0 .12 h p/lb for  the cont e m porary L ock hee d C -13 0 D  H ercules. This e xtra  p ower wa s r equired  fo r s afe  VT OL  operatio ns, andga ve  t he  ai rcraf t  excelle nt  al l- aro und p e rforma nce w hich  i nc l ude d a max i mu m spee dof  ove r,ma kingit o n e o f the f astest VT OLt rans po rt  aircra ft of the era .
Operation al  hi storyT he aircr aft never proceeded bey o nd thepro totyp e st age. In 1 966 , whil e t e sts we re sti ll un de rwa y ,  theA i rFor ce  requested a  pr oposa lfora produ ction version, the C-1 42B. Since th e N avyh a dbac k ed out  b y  th i s  time, the Navy  carrier c om p at ibility re q uir em ent cou ld be e limin a ted, wh ich drama tically r ed uced t heempty weig ht. Othe r changes propo s ed  forthi s vers io n i nclud ed a s t rea mline d cock pi t, lar ger f us elage, u pgraded engines and sim plifie d eng ine  maintena nce . 

A fter revi ewin g the C-14 2Bpro posal , t h e tri -ser v ic esm anage ment team coul d  n otd e ve lop a requi r e m ent  fora V / STOL t rans port. XC-142A tes t ing ended, and  the r ema ini n g fl yi ng copy was tu rne do v er to NA SA  for resear ch testi ng fromMay 19 66 toMay 197 0 . 
I n serv iceitwould car ry32 equippe dtr o ops or   of  c argo.It had maxi m u m gross weight o f  fo r a ver t ica l tak e- off and  for  a short t akeoff. A c ivilia n ve rsion , the D ow ntowne r,wa s also pro p osed. Thi s was  design ed  tocar ry 40– 50 p a s senge rs a ta c ruise spe e d  o f  us i ngonly  twoof  its  engines. 

 on_the fuselage_sides. In normal parked_configuration it_would_appear to_be_a conventional cargo_plane.

For V/STOL operations,_the aircraft "converted" by_tilting its wing_to_the vertical. Roll control during hover was provided by differential clutching of the propellers,_while_yaw used_the_ailerons,_which were in the airflow._For pitch control the aircraft_featured a_separate tail rotor, oriented horizontally to lift the_tail,_as opposed to_the more conventional anti-torque rotors on helicopters that are_mounted vertically. When on the ground,_the tail rotor_folded_against_the tail to avoid_being damaged during loading. The wing_could be rotated to 100 degrees,_past vertical, in order to hover in_a tailwind.

The C-142 was powered by_four General Electric T64 turboshaft_engines cross-linked_on a common driveshaft, which_eliminated engine-out asymmetric_thrust problems_during V/STOL operations,_to drive four  Hamilton Standard_fiberglass propellers. Compared_to conventional designs it was overpowered:_it_had 0.27 hp/lb, compared_to_0.12 hp/lb_for the_contemporary Lockheed C-130D_Hercules._This extra_power_was required for safe VTOL operations,_and_gave the aircraft excellent all-around performance which_included a maximum speed_of_over, making it one_of the fastest VTOL transport_aircraft of the era.

Operational history

The aircraft_never proceeded_beyond the_prototype stage. In 1966, while tests were still underway, the Air_Force requested a proposal for a_production version, the C-142B._Since the_Navy_had backed out_by_this time,_the Navy carrier compatibility requirement could be_eliminated, which_dramatically reduced the empty weight. Other_changes proposed for this_version_included a streamlined cockpit, larger fuselage,_upgraded engines and simplified engine maintenance.

After_reviewing the C-142B proposal, the_tri-services_management_team could not develop a_requirement for a V/STOL transport. XC-142A_testing ended, and_the remaining flying copy was turned over_to_NASA for research testing from May_1966_to May 1970.

In service it would_carry_32_equipped troops or  of_cargo. It had maximum gross weight_of  for a vertical take-off and  for_a short takeoff._A civilian version, the Downtowner,_was_also_proposed. This was designed to carry 40–50 passengers at a_cruise speed_of  using_only two of its engines.

