This Topping-mold display model is in 1:140 scale, 16 1/8" in length. Although the original mold and model were made by Topping, the Topping firm closed up in the mid-1960s and the subsequent XB-70 models were made from the same mold by the Model Engineering Co. Div. of Par Tool Company in Sun Valley, California. The Topping logo was removed from the underside of the wing. This exquisite model, in bright white, comes with the original box; the Par Tool Co. name is shown below.

The North American T-2 started as a single-engine trainer in the 1960s. However, it was quickly modified into a twin-engine jet, and has gone through two major modifications in its service life. The last version flown by student pilots was the T-2C, and has been around in squadron service since 1969. The Navy is gradually phasing out the T-2 in favor of the more advanced T-45 Goshawk.

In 1960 the Navy began receiving the T2J-l "Buckeye," a two-place jet trainer built by the North American Aviation Corporation. This was the forerunner of the T-2C basic jet trainer. An improved member of the "Buckeye" family, the twin-engine T-2B aircraft, made its appearance in 1965. The T-2As and T-2Bs were phased out in February 1973 and May 1973, respectively, and replaced by the T-2C Buckeye. It was a very stable and very reliable aircraft, which made it such a great trainer and a great way to get students involved with what jet aircraft are before they move on to bigger, more powerful aircraft.

The first production model of the T-2B made its maiden flight on May 21, 1965. It was a twin-engine jet with some new electronics. The major systems, such as flight controls, landing gear, fuel and speed brakes, were almost identical to those on the T-2A. This was done to keep costs low, including the cost of the spare parts inventory, and for ease of maintenance training. The twin-engine Buckeye provided a large increase in power, which brought the aircraft’s performance more in line with highperformance jet fighters and made the transition from jet trainers to combat-type planes easier for Naval Aviators. The addition of the two engines increased safety since, if there was a malfunction in one engine, there would be sufficient power in the other to bring the aircraft back safely.

T-2C Buckeye 158578 at the U.S. Naval Test Pilot School at NAS Patuxent River. A CollectAir photo (6/05).

Testing of the T-2B began in August 24, 1965 at the NATC and the first squadron delivery was to VT-7 on November 9, 1965, followed by additional T-2BS to VT-4 at NAS Pensacola in December. VT-4 incorporated the new aircraft into its training syllabus in August 1966, the first squadron to use the T-2B for air-to-air gunnery and carrier qualification training. The first carrier landing by a student Naval Aviator was on September 2, 1966, aboard USS Lexington.

A third in the Buckeye series, designated T-2C, was introduced in 1966. The only major difference between the C and B models was a change in engines. General Electric J65-GE-4 engines provided an additional 45 pounds of thrust for each engine over the Pratt & Whitney J60 engines on the T-2BS. VT-9 at NAS Meridian was the first squadron to receive the new T-2C on April 30, 1969. The twin-engine T-2Bs and Cs eventually replaced the single-engine A model. The last of the T-2As were retired from the Naval Air Training Command on February 28, 1973, after 14 years of service in basic flight training. In a reversal of the traditional pattern of aircraft acquisition, several T-2Bs which had been retired to storage at Davis- Monthan AFB were brought out of mothballs in the latter part of 1981 to fill the shortage of T-2Cs.

The second prototype performed its first flight in July 1950; it was effectively identical to the first prototype. Its trials included a session at the Wright-Patterson Air Force Base in Ohio, where US Air Force pilots got a chance to fly the machine and were impressed by it. One of the main roles of the second prototype was evaluation of wingtip fuel tanks, which imposed unacceptable stresses on the wings until a fin was attached on the outboard side of each tank, which somewhat surprisingly improved overall flight stability as well.

The CF-100 prototypes set the basic design for the series. The machine was of simple and elegant configuration. It had a low mounted straight wing and twin jet engines, each mounted in a nacelle next to the fuselage. The fuselage was loaded with fuel tanks and had tandem seating, with the pilot in front and a radar operator in back. Both sat on Martin-Baker ejection seats in a pressurized cockpit, under a canopy that slid back on rails to open.

The wing featured double slotted flaps, had airbrakes on both top and bottom, and pneumatic leading-edge deicing boots. All flight controls were hydraulically powered. The CF-100 had tricycle landing gear, with the nose gear retracting backward and the main gear hinged in the wings to retract inward to the fuselage. All the gear assemblies had twin wheels to handle the machine's relatively heavy takeoff weight. The second prototype crashed near London, Ontario, on 5 April 1951, with both crew killed; the cause was believed to be a failure of the crew oxygen system that knocked out the pilot. The first prototype remained in trials service through the 1950s, to be finally scrapped in 1965.

Three Topping models of the Canuck are presented here: The CF-100 Mark 1 prototype, a CF-100 Mark 1 recognition model based on the display model, and a model of the CF-100 Mark 4, all in 1:50 scale.

The Topping CF-100 Mark 1 prototype model is molded in black plastic and has the "lightning bolt" marking as used on prototype ships #1 and #2 only, as shown in photos displayed earlier in this briefing. This is the first of the Topping CF-100s, stemming from the early 1950s. The model's decals are distressed but, instead of replacing them, the originals remain; the original CF-100 stand supports the model. The wings appear to have a slight droop and no attempt has been made to correct this. This model of the historic prototype is priced at $300.00 SORRY SOLD and is pictured below.

The Topping model of the CF-100 Mk 4 offered here has an interesting provenance. The model was shipped from the Avro plant at Malton, Ontario in 1957 to the well known aviation writer and photographer, Jesse Davidson ( 1913-1983) who developed an interest in aviation at an early age and eventually became an aviation writer and editor in New York City. He was the lead consultant of Time-Life's book, Flying the Mail, as well as the author of Famous Firsts in Aviation. Mr. Davidson's extensive archive of aviation photographs, correspondence and interviews with many of the original U.S. air mail pilots has often been used by researchers. His many aviation photographs, such as the scene below of the Boeing B-314, have appeared in countless magazines and books and some are still available in poster format.

If you would rather construct your own CF-100 instead of owning a fine Topping model, then checkout a paper model by Clicking Here.

A.V. Roe Canada Ltd. was formed as a subsidiary of the Hawker Siddeley Group Limited. By 1958, Avro Aircraft Ltd. was the full owner of Orenda Engines Ltd.and a host of Canadian manufacturing companies. The Mach 2 plus CF-105, "Arrow," project was the downfall of Avro Canada as this promising supersonic fighter was cancelled in 1959 by the Diefenbaker government. The CBC has some interesting radio and TV archival footage on the Arrow. Click Here to get some interesting aviation history - be sure and go to all the "clips."

The F-86D was developed as an all-weather fighter with an APS-6 radar in the nose, a wider fuselage than the "A", an afterburner GE J47-GE-17 engine, and a rocket firing, retractable tray just behind the nose wheel firing 2.75 FFAR. Numerous changes were made, so many in fact, that originally it was designated as the YF-95A. The prototype first flew in 1949 and deliveries began in March 1951.

Steve Stith (who describes himself as, "an old VP-40 P-3B 'crewdog'")recently commented that this model appears as if the camera windows were added to the bottom of the forward radome to make the ship look like a Non-update "C" - some updated "B" models had a similar looking camera housing aft of the wing. Proves that lots of changes were made to the Orion over its service life and that models aren't always perfect representations of production updates.

An under-fuselage decal has been added which depicts the launch tubes for the directional frequency and ranging (DIFAR) sonobuoys. Note, however, that there are no under-wing hardpoint mounts for the Air-to-Surface Missile AGM-84 Harpoon or other external weapons and tanks as used on the "C" version. However, the starboard aft fuselage, also depicted above, has two round windows which are on the "C" version only (perhaps on some "B" updates?). Also, the photo below shows the different configuration (from the "A") of the overhead pilot's windows and the incorporation of a hatch centered over the cockpit, features of the "C". The light grey and white paint scheme is definitely a "C" feature (or "B"?). I recently viewed three more similar versions of this model at NAS Patuxent River in the museum and in the history display cases of the Test Pilot School. They were all different from any of the models offered here! Very minor differences, but different nonetheless. The "C" version had small triangular windows above the cockpit and an "A" version had square windows plus a hatch. One model had a radome underneath and the dark grey scheme ended midway to the tail.

The photo below shows a current P-3 Orion of NAS Patuxent River NAVAIR's VX-20 Air Test and Evaluation Squadron (photo 6/05); depicted are the two starboard aft windows and the sonobuoy launch tubes.

LOCKHEED P-3C ORION

This model of the P-3C was not made by Topping but obviously is from the reworked mold - perhaps made by Precise who took over much of Topping's work when Topping went under in the 1964/65 era. A handsome wood base with the Orion medallion - but unlike the models above, this medallion states that it is a "P-3C Orion." The P-3C went into service in 1969 so it is assumed that this Lockheed display model is from around 1970 plus or minus a year or two. This is a really nice model which has a paint scheme similar to the P-3C Lockheed promotional photo above. The model does not have the underwing stores racks - they must not have thought it necessary to spend the money to change the master mold, just the decals and paint - although there are photos of the "C" model without the racks. This model was molded in white plastic. Note the variations in the small window above the pilot's side window compared to the other P-3's presented on this page. Also, this P-3C model has a different lower nose sensor pod or radome than the model previously depicted and this model does not have the aft, underbelly antenna bulge as on the previous "P-3C" (or "B"?) model. Also, the sonobuoy launch tube decal is different.

A venerable Navy warbird that has been in continuous service since 1962 and is still being modified. Photos of the model, as shown below, bring out the nice lines of this seabird that has flown countless hours low over the oceans searching for the bad guys.

The photo below shows a current P-3 of VX-20 (6/05) which is undergoing tests at Patuxent River NAS. The tail stinger and the craft's overall configuration has remained essentially the same for forty years, through a "W" version; many update programs have been accomplished involving the onboard equipment, sensors and armament. The P-3's service as an Antisubmarine warfare(ASW)/Antisurface warfare (ASUW) aircraft is unparalleled.

The photo below is of a "lightweight" P-3B, serial number 1553421, which was taken at the old Alameda Naval Air Station in 1980 - compare to models.

Own and display this vintage Lockheed model of the P-3C for $450.00.

The MC-130E Combat Talon I and MC-130H Combat Talon II aircraft, respectively, supported unconventional warfare missions and special operations forces. The MC-130 aircrews worked closely with Army and Navy Special Operations Forces. Modifications to the MC-130 allowed aircrews to perform clandestine missions minimizing the chances of being detected by hostile radar systems. Both units' primary missions were day and night, adverse weather, infiltration, exfiltration, and resupply of special operations forces in hostile or denied territory. In addition, the MC-130E Combat Talon I was capable of clandestine penetration of hostile or denied territory to provide aerial refueling of special operations helicopters.

This weapons system has performed virtually every imaginable tactical event in the spectrum of conflict and by any measure is the most versatile C-130 derivative ever produced. First modified and sent to Southeast Asia (SEA) in 1966 to replace theater unconventional warfare (UW) assets that were limited in both lift capability and speed the Talon I quickly adapted to theater UW tasking including infiltration and resupply and psychological warfare operations into North Vietnam. After spending four years in SEA and maturing into a highly respected UW weapons system the Joint Chief of Staff (JCS) chose the Combat Talon to lead the night low-level raid on the North Vietnamese prison camp at Son Tay. Despite the outcome of the operation the Talon I cemented its reputation as the weapons system of choice for long-range clandestine operations. In the period following the Vietnam War, United States Air Force (USAF) special operations gradually lost its political and financial support which was graphically demonstrated in the failed Desert One mission into Iran. Thanks to congressional supporters like Earl Hutto of Florida and Dan Daniel of Virginia funds for aircraft upgrades and military construction projects materialized to meet the ever-increasing threat to our nation. Under the leadership of such committed hard-driven officers as Brenci Uttaro Ferkes Meller and Jerry Thigpen the crew force became the most disciplined in our Air Force. It was capable of penetrating hostile airspace at night in a low-level mountainous environment covertly to execute any number of unconventional warfare missions.

Thanks to Chris at for the following, first-hand information:

This aircraft 63-7785 is a MC-130E Combat Talon I flown by the 8th SOS (Active Duty) and the 711 SOS (Reserve). The tail number is an actual aircraft tail number. This tail number is very unique because it was converted to a MC-130E from a C-130E hence the HF longwire antennas strung from fuselage to tail.(A little side note - all Talon I aircraft are equipped with Batwing HF antennas). It was rumored that this aircraft was converted from a slick to Talon after the original 7785 went down in the jungles of Vietnam (but that is neither here nor there). The MC-130E has one unique feature that no other C-130 in the world has and that is the probe sticking out the top of the tail protruding forward. This probe is an Angle-of-Attack probe and it is a sensor that is coupled with the aircraft's Terrain Following radar for low level flying through mountains. The lump protruding from the bottom of the fuselage, just aft of the Nose landing gear doors, is where the FLIR sensor would be. The smaller pods attached to the external tanks are Infrared Jamming pods. Today's MC-130E are also now equipped with aerial refueling pods and half have the Fulton recovery radome on them and the other half are regular slick nose. Hope this helps. Let me know if you have any questions (see email address above). There is also an out-of-print book about this amazing aircraft. I have read portions of it but I do not own it - The Praetorian STARShip -The Untold Story of the Combat Talon by Jerry Thigpin (Note: A very difficult book to find).

With first deliveries to the USAF in 1961, nearly 500 C-130Es were produced which now are all in the 40-year-old range. The "H" version was the only C-130 built in larger numbers. The aging "E"s are now being replaced by the on-again, off-again production of the C-130J which has been controversial but now appears to be a sure thing. The Marines have some nice "J"s in service. This model of the C-130E is from the 1960s and was made by Precise of Elyria, Ohio. It is in 1:150 scale with USAF markings and is in pristine condition. The original box is included; markings on that box are shown below. The price of the C-130E model is $300.00.

The following painting, My have you grown., is an example of how the C-130 enters many phases of military life.

This delightful watercolor is by military aviation artist Tony Stencel who has given me his kind permission to show it to you. Tony says of this painting: "The event for this painting came from a 'homecoming' for the 440th ALW USAFR at Mitchell Field in Milwaukee, WI. This painting tries to capture that special moment that our Military people, and their families, feel when they 'come home' again." This painting is going to the USAF. Tony's excellent work may be viewed at his website, www.tonystencel.com, or you can click here. .

The following photo is an illustration in the excellent book, The Long Arm of America - The story of the amazing Hercules Air Assault Transport and our revolutionary Global Strike Force, by Martin Caidin published in 1963. This book follows the development of the Hercules, Lockheed and the military requirement - in adition, a bookplate indicates the donation of this book to the Harvard Library by the Director of Marketing for Lockheed-Georgia. Book has dustjacket and is in "fine" condition and is priced at $35.00. Would make a terrific companion to the C-130E model.

Only seven built, an overweight airplane not suited for carriers, and a bad idea from the beginning, the F-111B is a testament to poor planning and the incompetence of the Secretary of Defense. Yet this display model is a handsome airplane with nice lines and is certainly of historic significance. Here, 40-years later, the current JSF airplane, the Navy F-35B, is also a joint service fighter but with a much stronger pedigree and a certain liklihood of success. It is gratifying to think that we've learned something since the F-111B.

Grumman designed this pressurized, light executive transport in the late 1950s; the Rolls-Royce Dart 529 turboprop powered twin first flew on August 14, 1958. The popular business airplane went into production and around 50 were in service as this Topping model was advertised in the 1961 Topping catalog.

Note that the Grumman photo above shows a tail "N" number of N712G. The model as pictured here carries the tail number of N701G which was probably the prototype. A famous airplane that was a diversion in the 1950s from Grumman's concentration on military airplanes, mostly Navy. The Gulfstream line was subsequently sold and has carried on to be one of the world's most popular business airplane line of corporate jets.

This diminuitive display model of the P2V-7 Neptune is somewhat puzzling. It was part of a collection of display models held by a military officer and it is assumed that the model was given as a promotional item. The stand appers to be similar to other models in the Lockheed line. The P2V Neptune line started with its first flight in 1945. The Lockheed Model 726, the P2V-7, was the final Neptune variant off the Lockheed production line. First flown in 1954, it was powered by a pair of 3,700hp (with water injection) Wright R-3350-32W Turbo Compound engines and a pair of Westinghouse J-34-WE-36 turbojet engines. It had a top dash speed of 364mph making it the fastest of the Lockheed produced Neptunes. The APS-20 search radar with its larger radome was mounted further forward than that on the earlier P2V-5s. This display model would be from the mid-1950s. Re-designated the P-2 in 1962, the Neptune saw service in Korea and Vietnam and with many U.S. allies. Lockheed produced 1,181. The Neptune was withdrawn from active fleet service in 1970 but the Japanese continued to build a version of it until 1979. P-2/P2Vs are currently employed in aerial firefighting roles by operators.

The model is relatively crude compared to most display models being offered at the time, which is hard to understand. It also has a weird scale of about 1:128 with a 9 3/4" wingspan. The model is reportedly made of phenolic and appears to have been cast, with thick tail surfaces and wing. The 1957 recognition model of the P2V-7 (as well as earlier versions) is a very nice and accurate model in 1:144 scale which was injection molded. Why would Lockheed make this model when injection molded products were far superior? Also, the model does not have the wing-tip tanks which were standard on all the later versions of the Neptune. Why were they omitted?

This model has undergone some restoration but is finished exactly the same as received. It is one of those interesting pieces of history. Own this Lockheed-made model for $195.00.

In 1949 the Banshee F2H-2, the follow-on to a small order of F2H-1s, became the first jet aircraft to set a 52,000 foot altitude record. The Banshee performed a major role in the Korean War as a fighter-bomber and reconnaissance aircraft with the U.S. Navy and Marine Corps, a part dramatized by author James Michener in his novel The Bridges at Toko-Ri. The McDonnell plant in St. Louis delivered the last of 895 Banshees - at that point the F2H-4 - in 1953.

This Topping F2H-2 is an early example of a Topping jet, probably from around 1949 or before. The particular stand with this model is not the usual upright with square edges, but a "ridge back" style that is less common; there are also two styles of the base "Banshee" logo. The model in 1:48 scale is a superb example of the "clean" style of the jet designs of the 1940s. The F2H is a refined version of the FH and much more handsome; it has a simplicity of design that combines the easy flow of elementary lofted curves into a harmonious conjunction of surfaces. Not a dissonant note in this beautiful airplane that came out of the design department before the advent of supersonic considerations, missiles and electronic weaponry - sort of a fighter equivalent of the DeHavilland Comet. Note that the follow-on F2H-3 and -4 are both compromised in the beauty department compared to their progenitor -2. This airplane pleases the eye in the same manner as a fine sculpture and doesn't have any of the pugilistic-style fighter characteristics of more modern McDonnell designs such as the Phantom F4 which has the reputation of being designed by a committee that never talked to each other. This model is in pristine structural condition and comes with the original Topping box which is an early style. The underwing decal is in a somewhat distressed condition as the photo below shows; however, I prefer not to replace this decal but will if the buyer desires. The F2H-2 is priced at $SORRY SOLD$.

The first prototype XP-86 was rolled out on 8 August 1947 and made its initial flight on October 1, 1947. It was powered by a Chevrolet-built J35-C-3 engine with 3,750 pounds thrust. This was only intended as an interim engine fit, with production aircraft using the more powerful GE TG-190 / J47 engine, an improved derivative of the J35.

The first production model P-86A flew on May 20, 1948. In June 1948, the USAF redefined their aircraft designation system, changing the prefix "P" for "pursuit" to "F" for "fighter". The P-86A became the "F-86A". Up to this time, the USAF hadn't publicly demonstrated the capabilities of their new fighter, and felt it was time to show it off. On 15 September 1948, an F-86A set a world air speed record of 671 MPH, which was 20 mph faster than the pre-existing record.

The Topping F-86A was featured on page 82 of an article on Topping entitled, "The Model Man," by Chad Slattery, in the October/Novermber 1996 issue of "Air&Space". .