TOPPING NORTHROP F-89D DISPLAY MODEL
The following F-89 facts were gleaned from internet sources. One of the most heavily armed fighter aircraft, the Northrop F-89 was the backbone of the North American Air Defense Command for more than 17 years. The F-89 was the first multi-seat, all-weather jet interceptor. It was the first aircraft designed to carry an all-rocket armament and the first to carry the Hughes Falcon air-to-air guided missile.
Northrop was awarded a contract May 3, 1946 to build two prototypes designated XP-89. The XP-89 rolled out of its California plant in the summer of 1948. After a number of taxiing and brake tests were performed, the XP-89 was moved to the high desert north of Los Angeles known as Muroc Dry Lake (later Edwards AFB). It was at this time it was re-designated as F-89, classifying it as a fighter. The air and ground crews at Muroc remarked that it looked like a scorpion ready to strike. The name stuck and was later officially recognized by the Air Force. The F-89 made its maiden flight Aug. 16, 1948, with the first production model being accepted Sept. 28, 1950. At the time of its production, the F-89 had an advanced radar system enabling the crew to track and engage hostile bombers in any weather. The F-89 helped the Air Defense Command to protect our skies during the period when Soviet intercontinental bombers first became a threat. The Scorpion never fired a shot in anger, but it was a major deterrent against attack during the Cold War in the 1950s.
The first F-89D was obtained by modifying F-89B serial number 49-2463, the aircraft being redesignated YF-89D. The first flight of the YF-89D took place on October 23, 1951. The first two production F-89Ds were delivered to the USAF on June 30, 1952. Some 125 F-89Ds had been built by the time that the problems with the Scorpion’s wings were discovered and resulted in the grounding of the entire fleet. Major changes, therefore, were phased into production in order to correct the faulty wing design that had been principally responsible for the series of F-89C mid-air disintegrations. These F-89Ds remained at the factory until the wing modifications could be made that would make the aircraft safe to operate in the field. The F-89D, the most produced of the F-89 model series, actually epitomized the transition from WW II gun-armed interceptors to ADC's guided missile carriers of the late fifties. The transitional nature of the F-89 meant that engineering problems were all but certain to arise. Full production of the F-89D was not resumed until November 1953. A total of 682 production F-89D's were built.
New features of the F-89D included different Allison J-35-A-33 engines (later changed to -35) and high-altitude afterburners; additional 262-gallon nose fuel tank; and improved fire control and armament; the 20-mm nose-mounted cannons of earlier F-89 model series were replaced by 104 2.75 in, folding-fin aerial rockets, carried in permanently mounted wing-tip pods. Note: See the history of the 2.75 FFAR on the Missiles & Space page.
On 7 January 1954, ADC's 18th Fighter Interceptor Squadron at Minneapolis, St. Paul, Minn., was the first to receive F-89Ds. At year-end, 118 F-89Ds were in the command's inventory, but these urgently needed aircraft lacked the E-6 fire control system and E-11 autopilot of subsequent D productions.
The RCAF's CF-100 Mark 4 was the first Canadian fighter to adopt the American practice of using clusters of unguided 70 millimeter (2.75 inch) "Mighty Mouse" folding fin rockets as an air to air weapon, instead of guns. The first flight of the Mk. 4 variant was in October 1952, the same time frame as the F-89D. The CF-100 was very similar in design layout to the F-89, but was a superior airplane and the mainstay of the Canadian air defense.
This Topping display model of the F-89D is a jewel - diminutive at only about 1:120 scale, the model rests on a very handsome Northrop logo base. This model is in "as new" condition and comes with the original Topping box made specially for Northrop. Topping models from the fifties were usually in larger scales with the exception of the globe mounted paperweights featuring fighters such as the F-86 and F-100. The box is in excellent condition. This is a rare example of the Topping F-89D in outstanding condition, virtually the same as when Northrop bought these promotional models in the early 1950s. The tail number of this model is "1400" making this the first of the production F-89Ds. The first block of serial numbers ran from 51-400 to 51-446. Note that the F-89D photo at the top of this article carries the tail number of "1422". This Topping fighter, over fifty years old, belies it's age; it would make a great addition to any collection of fifties fighters. The price of this fine, boxed model is $795.00.
ALLYN SALES COMPANY B-47 STRATOJET MODELS
The Allyn Sales Company, Los Angeles 1, California, made a series of metal models mounted on ashtrays (remember ashtrays?) or on stands. These models were sold retail and were purchased by many companies as promotional items and employee awards. This B-47 model is in pristine condition - many of these that show up at sales have jet pods missing or broken and can be riddled with corrosion. A truly delightful piece that reeks of nostalgia for the early cold war period. The Boeing B-47 Stratojet was the earliest example of a swept-wing jet bomber that went into production and was the forerunner of all the subsequent Boeing swept wing bombers and transports. The first flight of the XB-47 was on December 17, 1947 and the first production version, the B-47A, flew on June 25, 1950 followed by the operational production bomber, the B-47B - a Wichita built airplane - which first flew in 1951. The SAC B-47s were rotated to overseas bases throughout the 1950s but the bomber never saw "action" other than as the reconnaissance type doing covert flyovers.
This B-47 model is mounted on a handsome base, not an ashtray. Additional photos of the model are presented below.
Allyn produced many of their line of models in both plastic kits and in the completed chromed or painted pot metal versions. Aircraft came mounted on either an ashtray stand or on a standard base. The models were rather basic with no panel lines, no landing gear, no pilot, and very little detail. Most of the single engine were in a large scale around 1:48. The models were molded in colored plastic (similar to many of the Topping models) requiring no painting. While these aircraft, in plastic, show up occasionally being touted as finished manufacturer's display models, I believe that they were sold by Allyn only as kits. It is very likely that the manufacturers bought these kits for promotional purposes and perhaps paid for their molds; Allyn sold these kits to the retail market and they were advertised in aviation and model publications. As mentioned, some of the Allyn plastic kits, but not all, were duplicated in the metal "ashtray" or hardstand models. For example, the Boeing models of the B-47, Stratocruiser and C-97 which were produced as plastic kits were also available finished in chromed pot metal on both ashtray stands and metal stands which exactly duplicated the shape of the plastic stands of the kits. The metal models were also sold retail but were definitely used by the companies as promotional items, employee rewards, etc. I was working in Wichita in the 1950s through 1961 and B-47s were a common sight as some were built there and many flew with training squadrons at McConnell AFB. I recall having the plastic Allyn B-47 on my desk.
A rare combination is being offered here - the metal B-47 and it's plastic kit clone by Allyn, both with the same style base. The plastic kit comes in a large, brightly finished box as pictured below.
The kit is rather elementary and is made up of the same basic parts as the metal version. The kit parts are shown below along with a detail of engine pods for one wing.
The box condition rates about an "8" and the kit parts are pristine and fit perfectly. A single sheet instruction leaflet comes with the kit. This 8 1/2" x 11" leaflet shows some yellowing with age and you can view a high resolution PDF of this sheet by clicking here.
This unusual combination of the same B-47 display model in metal and in plastic kit form is available for $1000.00.
Allyn was also a large manufacturer of 1/2A engines in the 1950s, with a complete line of "Sky Fury" .049s which were also offered in outboard and inboard boat versions; twins up to .148 displacement were also made. Allyn was bought out by K&B which was later bought out by RJL.
TOPPING-ORVIS NORTH AMERICAN F-100 SUPER SABRE
Is that who I think it is holding a Topping F-100 and a Douglas F4D? No, it can't be - but it is - President Dwight David Eisenhower. You too can join the exalted ranks of Topping F-100 owners.
From the USAF Museum: Developed as a follow-on to the F-86 Sabre used in the Korean Conflict, the F-100 was the world's first production airplane capable of flying faster than the speed of sound in level flight (760 mph). The prototype, the YF-100, made its first flight on May 25, 1953 at Edwards AFB, California. Of the 2,294 F-100's built before production ended in 1959, 1,274 were -D's, more than all the other series combined. The -D, which made its first flight on Jan. 24, 1956, was the most advanced production version. Its features included the first autopilot designed for a supersonic jet and a low-altitude bombing system. The Super Sabre had its combat debut in Vietnam where it was used extensively as a fighter-bomber in ground-support missions such as attacking bridges, road junctions, and troop concentrations.
The Topping model of the Super Sabre is in 1:48 scale and carries a tail number of 42121. The tail number is close to the number of the F-100D in the photo above and the tail fin antenna bulge matches in shape. Although the model is not marked, I would guess that it represents the "D" model "Hun".
This model of the Super Sabre is in nice condition on its original stand and represents a very historical series of American fighters, the beginning of the Century Series and the very first production supersonic fighter - and one that proved itself in battle. There is a slight ding in the trailing edge of the lefthand wing but otherwise clean. The length of this model, including the pitot tube, is a large 14 9/16 inches.
The model comes with the original box. Several plastics companies were grouped together in Elyria, Ohio; this particular model has the Topping logo on the underside of the elevator although the model was made from the Topping molds by Orvis Plastic Company in Elyria, probably following the demise of Topping in 1964/65. The Orvis box carries a name and date of 12.2.66 on the inside bottom. Box legends are pictured below.
Own this example of a President Eisenhower endorsed, Bill Topping F-100 model for only $300.00.
TOPPING B-58A MODEL
A Topping Models B-58 USAF HUSTLER Bomber with base also marked, "General Dynamics/Fort Worth." The Convair B-58 was the first supersonic bomber to go into production for the USAF. The first flight of the B-58, 55-0660, was on November 11, 1956, piloted by Beryl A. Erickson; the prototype had red and white nose and tail colors. This outstanding model has tail code of "50670" which identifies it as one of the initial trials aircraft. The Mach 2 B-58 was a grand looking airplane, however the pod slowed the craft down. This model has a length of 9 1/2 inches and a wingspan of 5 1/2 inches for a scale of 1:120. The pod appears to be removable. This serial number 50670 was eventually modified into a trainer version with two cockpits; 670 was the first of the trials aircraft to be converted to a trainer and it first flew in that configuration in May, 1960. The model, as configured, would represent a 1958 version, a YB-58A.
Convair became part of General Dynamics in May, 1953 although Convair kept doing business under their Convair name because of marketing and public relations. In May, 1961 Convair was divided into two regions with the aircraft manufacturing centered in Fort Worth; at that time the Convair name was dropped and the aircraft manufacturer became General Dynamics/Fort Worth which is what is marked on the base of this B-58 model. Although this is an early tail number B-58, the Topping model was probably made in the 1961-1962 era. The B-58 production was coming to a close in 1962; the very last B-58A to be produced was delivered in October, 1962, tail number 12080. This B-58A is shown below in a 1988 CollectAir photo at the Pima Air Museum.
The remarkable B-58 was totally out of service by the beginning of 1970; six have been preserved. The B-58 had a high accident rate but set many speed records. One of the famous Doolittle Tokyo Raiders, Brig. Gen. Everett "Brick" Holstrom, pilot of B-25 crew #4, stayed in the service and was assigned to SAC where he flew B-58s - Gen. Holstrom died in December, 2000; Gen. Holstrom is pictured below.
The B-58 was a ground breaking airplane and was faster than USAF fighters. I was attending a seminar on aircraft structural fatigue at Wright Patterson AFB during the B-58 era and a test B-58 was undergoing structural fatigue testing in one of the hangars. The airplane was being subjected to repeated loads through the use of the usual load "trees" and while this bending, twisting and assorted tortures was being applied, the structure was also heated to the elevated temperatures experienced at Mach 2. The monitoring "computers" that adjusted the heating elements to maintain the proper temperature distribution and level were located around the mezzanine of the hangar and were the size of small frigs. A modern laptop could probably have done the job! More pictures of the Topping "Hustler" are shown below. This model is available for $SORRY SOLD$.
GENERAL DYNAMICS F-111A and FB-111A MODELS
". . .Over western Texas on the morning of January 6,1965, a revolutionary new aircraft, designated the F-111A, redesigned itself in flight from the straight-wing shape of a slow flying transport to the arrowhead configuration of a supersonic fighter. This achievement marked the first use of a variable-sweep wing by a production aircraft - and it introduced a new era of flight." General Dynamics brochure, December,1966.
Over the next few years, several versions of the 111 were developed. The strategic bomber, FB-111, the F-111A fighter, the proposed RAF version, F-111K, and the Navy F-111B are just a few examples. Eventually, versions through the "F" were produced including an Australian version.
The General Dynamics Fort Worth Division printed a handy reference guide to the FB-111, Number LTP12-19, and dated 17 March 1967 - the booklet was marked, "For Official Use Only." The F-111 models offerred here are from the 1967, or introduction, era.
The FB-111 and F-111A are compared as follows, starting on page 8 of the booklet - just a sampling of the discussion:
"A major objective in developing the FB-111 was minimum modification of the basic F-111A airplane to take advantage of the savings in manufacturing costs as well as reducing spares and other support requirements over the life of the weapons system. Due to variances between SAC and TAC mission requirements, some differences in design are necessary. In general they are as follows: Electronics equipment differs as necessary to support the mission requirements peculiar to SAC. Internal and external stores provisions vary for specific mission requirements. Fuel tank capacity is higher and weapons bay tanks are provided to support the long range desired by SAC. And the wing area is increased and landing gear strengthened and equipped with heavier tires to carry the added weight."The design 'g' loading requirements of the F-111A (a fighter) is on the order of twice the requirement for the FB-111, (a bomber), therefore, the gross weight of the FB model was increased as a trade off of 'g' loading for weight with very little change in the basic structure. The same advanced design concepts are utilized on the FB-111 in the area of wing pivot, crew module, fuel tank sealing and corrosion protection as were used on the F-111A.
"The major structural features of the aircraft are the use of large one-piece machines structural members and honeycomb bonded stress skin panels. Both features provide extremely high strength-to-weight ratios. The bonded honeycomb panels are highly resistent to warping or wrinkling and also provide excellent thermal insulating properties. The use of taper lock bolts to assemble the structure provides high rigidity, longer fatigue life, and greatly enhances fuel sealing."
The booklet has numerous diagrams showing aircraft functions and operating systems. The variable sweep wings are explained in the following diagram:
The glowing General Dynamics brochure descriptions of the F-111 are somewhat at odds with the history of this compromise airplane.
In 1961, Secretary of Defense Robert S. McNamara initiated the Tactical Fighter Experimental (TFX) program for the US Navy and Air Force. McNamara believed that Navy and Air Force requirements for a new tactical fighter could best be met by development of a common aircraft. McNamara defined the basic mission requirements when the Air Force and Navy could not agree, and in October 1961, a request for proposals (RFP) was issued to industry. Boeing won all four stages of the competition that followed, but McNamara overruled the source selection board. After extensive study of the recommendations of a joint Air Force-Navy evaluation board, McNamara decreed on 24 November 1962, that the General Dynamics and Grumman Team would build the TFX. In 1963, political turmoil surfaced as a special Senate subcommittee chaired by Senator McClellan of Arkansas held hearings on the award of the TFX Program. The decision, based on cost-effectiveness and efficiency considerations, irritated the chief of naval operations and the Air Force chief of staff, both of whom preferred separate new fighters for their services and Boeing as the contractor. The TFX program, born in controversy, was carried out by General Dynamics with the innovative F-111 that was supposed to satisfy the requirements of both the Navy and Air Force but, in fact, was compromised by the "commonality" factor. The Navy version built by Grumman, the F-111B (see Display Model Annex 2), was eventually scrapped, so by 1968, the Air Force was left with a TFX design that was compromised by McNamara's original decision. Ultimately, the Air Force fielded the TFX as different variants of the F-111 at five times the planned unit cost per airframe. The aircraft never developed all the performance capabilities proposed in the original program. The problems with the TFX can be directly attributed to the restrictions and requirements imposed by the common development program. Some of McNamara's critics in the services and Congress labeled the TFX a failure, but versions of the F-111 remained in Air Force service decades after McNamara decided to produce them.
The F-111, the most sophisticated design of its time, was plagued with problems for many years although the airplane remained in service for several decades. The early F-111A exhibited numerous engine problems, including compressor surge and stalls. NASA was a participant in finding solutions to these problems, as its pilots and engineers flew test flights of the aircraft to determine inlet pressure fluctuations (dynamics) that led to these events. Eventually, as a result of NASA, Air Force, and General Dynamics studies, the engine problems were solved by a major inlet redesign. On December 19, 1962, representatives of General Dynamics and Grumman visited NASA Langley for discussions of the supersonic performance of the F-111. The manufacturers were informed that the supersonic trim drag of the aircraft could be significantly reduced and maneuverability increased by selecting a more favorable outboard wing-pivot location. Unfortunately, the manufacturers did not act on this recommendation, and it was subsequently widely recognized that the F-111 wing pivots were too far inboard. (It should be noted that the F-14 designers, aware of this shortcoming, designed the F-14 with a more outboard pivot which became an outstanding Navy aircraft). Uncontrolled departures from controlled flight during maneuvers at high angles of attack were experienced. Unless the pilot was monitoring the angle of attack, the aircraft could enter a range of high angles of attack where a loss of directional stability resulted in an unintentional yaw departure and spin entry. These findings led to an Air Force program in 1973 to develop a stall inhibitor system (SIS) for the F-111. Several F-111 aircraft were lost in spin accidents during fleet operations; however, the subsequent implementation of the SIS prevented stalls and eliminated spins as an operational concern. The wing carry through structure experienced failures at the pivot fitting. In December 1969, an F-111 experienced a catastrophic wing failure during a pull-up from a simulated bombing run at Nellis Air Force Base. This aircraft only had about 100 hr of flight time when the wing failed. The failure originated from a fatigue crack, which had emanated from a sharp-edged forging defect in the wing-pivot fitting.
Nevertheless, the F-111 is a rather handsome airplane and the manufacturer's models are attractive display items. Two models are presented below; the first is the fighter version, the F-111A, tail number 39766, with a functional swing wing (notice the short wing) - an airplane with a very balanced appearance.
The FB-111A shown below has the camouflage scheme. Notice the longer wing as used on the FB.
The FB-111A carries two of these nuclear weapons in the enclosed weapons bay. A General Dynamics photo.
Each of the above models is priced at only $225.00.
An RAAF one-eleven made a wheels up landing in July 2006 after a gear failure - no crew injuries. Now that's low flying! The aircraft was trapped.
NORTH AMERICAN FJ-3 and FJ-4 FURY
The original straight-wing North American FJ-1 Fury was an immediate post-war design which went into limited production of only 30 units - by the time it was delivered in 1948, there were new fighters which proved much more promising. The FJ-2 Fury was a follow-on swept-wing naval version of the F-86; the -2 Furies, however, were only delivered to Marine units beginning in 1953. North American soon became aware that the FJ-2 left something to be desired.
Perhaps as much on account of this failure to secure prime Navy contracts for the FJ-2 as for the successful development of late-series F-86s, North American commenced on March 3, 1952 the design of the FJ-3 Fury using the Wright J65-W-2 Sapphire engine of 7800 lbs. thrust, built under licence from Armstrong-Siddeley Motors Ltd., in England. The first Sapphire-powered Fury was the fifth production FJ-2, 131931, this being used as a trial installation aircraft and thus became the prototype FJ-3 (though no XFJ-3 was officially recognized). The first production FJ-3, 135774, was completed at Columbus on December 11, 1953 and was first flown by William Ingram. Differing from 131931, the production FJ-3s were powered by J65-W-4s with enlarged air intakes. Slatted wings and flying tail were retained but ammunition for the four 20mm. guns was increased by 48 rounds.
The FJ-3 succeeded where the FJ-2 had failed and altogether twelve Navy squadrons were thus equipped. By July 1954 twenty-four aircraft had been accepted and VC-3 and VF-173 performed the Fleet Introduction Program at Patuxent River in the record time of 29 days, completing 703 flying hours. Two aircraft were written off, though through no fault of the design; one aircraft suffered an explosion after debris had been ingested during ground running, and another was ditched in the Patuxent River when the pilot became lost and ran out of fuel.
VF-173 was the first U.S. Navy squadron to land on a carrier when it joined U.S.S. Bennington of the Atlantic Fleet on May 8, 1955. A Fury of VX-3, flown by Commander R. G. Dose on August 22, 1955, was the first American aircraft to use the mirror landing system, a system that became standard throughout American carriers. Another Fury squadron, VF-21, was the first squadron - in January 1956 - to land on U.S.S. Forrestal, the giant carrier designed expressly for jet aircraft operation. Furies had, during 1955, undergone a number of alterations; in July the U.S. Navy abandoned the all-blue finish in favour of dull grey upper and white under surfaces.
This Topping model, pictured below, of the FJ-3 Fury is in pristine condition in every respect. Representing the first FJ-3, Bu No 135774, this Fury model is available for $325.00.
TOPPING FJ-4 MODEL WITH BOX
In February 1953 North American began work on the ultimate version of the FJ Fury series of aircraft, one that would provide for increased range over its predecessors and increase the aircraft's capabilities as a fighter-bomber. Whereas its predecessors had been modified variations of the Air Force F-86, the FJ-4 was a distinctly new airplane. In order to accommodate an increased internal fuel capacity, engineers redesigned the fuselage to make it shorter and deeper. Particularly notable was its wing design, which featured high lift flaps, a controllable drooping leading edge, and mid span control surfaces. This translated into not only better performance when operating from a carrier, but also allowed for better performance at higher speeds.
The FJ-4 joined squadrons beginning in 1956, and as was the case with the FJ-2, most aircraft were operated by Marine Corps squadrons. The appearance of the FJ-4B, an attack version of the aircraft that featured underwing pylons that could carry conventional or tactical nuclear weapons and Bullpup air-to-ground missiles, introduced Navy pilots to the aircraft as well. No matter the service, most who flew the FJ-4/4B Fury enjoyed the experience. "You wore the plane like a glove. It s maneuverability made it a fighter pilot's dream," recalled Blue Angel Chuck Hiett. Around the boat, the FJ-4 was responsive to control movements and very stable, making it an excellent carrier aircraft.
This is an exceptional Topping model of the FJ-4 with Bu No 139281, the third FJ-4 off the line. This model came new in the box. I opened the box for the first time in about fifty years, cutting the factory-applied tape and disclosing this mint condition model covered in its factory wrappings (see photos below)along with the Topping inspection slip. You can't get a better example than this! Own this Navy fighter and the box that it came in for only $SORRY SOLD$.
GRUMMAN F11F TIGER - Topping
The last of the famous Grumman "cat" family of U.S. Navy fighters, the Tiger was the final development of the F9F series. Originally designated as the YF9F-9, the Tiger first flew in 1954; later renamed the F11F-1 in April 1955. First introduced into naval squadron duty in 1957. This Topping model is in excellent condition and is available for only $175.00.
NORTH AMERICAN ROCKWELL OV-10A BRONCO 1:40 Scale
The OV-10A was a twin-turboprop (two Garrett-AiResearch T76s [-G-10, left; -G-12 right] of 715 shaft hp each) short takeoff and landing aircraft conceived by the U.S. Marine Corps and developed under a U.S. Air Force, Navy and Marine Corps tri-service program. The first production OV-10A was ordered in 1966, and its initial flight took place in August 1967. The Bronco’s missions included observation, forward air control, helicopter escort, armed reconnaissance, gunfire spotting, utility and limited ground attack. The USAF, however, acquired the Bronco primarily as a forward air control aircraft. Adding to its versatility is a rear fuselage compartment with a capacity of 3,200 pounds of cargo, five combat-equipped troops or two litter patients and a medical attendant. The first USAF OV-10As destined for combat arrived in Vietnam in July 1968. A total of 157 OV-10As were delivered to the USAF before production ended in April 1969. An example of the OV-10A is shown at the National Museum of the USAF in Dayton, as shown below.
This display model in 1:40 scale was made for North American Aviation - Columbus, a division of North American Rockwell in the 1960s. The model is complete with its original box and is in excellent condition; it is priced at $600.00.
RYAN KDA-1 FIREBEE TARGET DRONE 1:28 Scale
The Ryan Firebee was a series of target drones or unmanned aerial vehicles developed by the Ryan Aeronautical Company beginning in 1951. It was one of the first jet-propelled drones, and one of the most widely-used target drones ever built. It is being included in this secion as an "airplane," not a missile.
In 1948, the Pilotless Aircraft Branch of the USAF issued a requirement for a jet-powered aerial target with a high subsonic speed, for use in ground-to-air and air-to-air gunnery. The designation Q-2 was assigned to the project, and in August 1948, Ryan was announced winner of the design competition. The first powered flight of an XQ-2 occurred in early 1951, and in the same year, the drone was ordered into mass production as the Q-2A Firebee. Similar versions were also ordered by the U.S. Navy and U.S. Army as KDA-1 and XM21, respectively.
When ground lauched, the drone was boosted into the air by an Aerojet General X102F solid-fueled rocket booster. The Navy's KDA-1 and Army's XM21 were powered by a Fairchild J44-R-20 engine, and could be recognized by the distinctive intake center body. The Firebee could be recovered by a two-stage (brake/descent) parachute system, which was automatically deployed when the drone was hit, or when vital components like engine or remote control equipment failed. Of course the parachute descent could also be initiated manually by radio command.
The Navy obtained several improved variants of the KDA-1, including the "XKDA-2" and "XKDA-3", which were not built in quantity, and the "KDA-4", which was the main production version for the series. These variants were hard to distinguish from the KDA-1, differing mainly in successively uprated J44 engines and minor changes.
In the late 1950s, the USAF awarded Ryan a contract for a substantially improved second generation Firebee, the "Model 124", originally with the designation "Q-2C". The initial prototype performed its first flight in late 1958 and went into production in 1960. In 1963, it was redesignated the "BQM-34A". The old first-generation KDA-1 and KDA-4 targets that were still flying with the Navy were then, somewhat confusingly, given the designations "AQM-34B" and "AQM-34C" respectively.
The BQM-34A emerged as the Firebee as it is recognized today, with a bigger airframe, longer wings, and in particular a "chin"-type inlet under a pointed nose, in contrast to the circular intake of the first-generation Firebees. It was powered by a Continental J69-T-29A turbojet, a copy of the improved Turbomeca Gourdon derivative of the Marbore, with 7.56 kN (770 kg / 1,700 lb) thrust. The Navy also adopted the BQM-34A, while the Army obtained a ground-launched version designated "MQM-34D", with longer wings and a heavier RATO booster.
This Topping contractor's model of the KDA-1 is from the 1950s. Some of the Firebee KDA-1s had arrow-shaped end plates on the horizontal tail surface but the Topping contractor's model did not have end plate fins - many configurations of the Firebee line were developed between 1951 and 2003. This model in 1:28 scale is available for $600.00
NORTH AMERICAN X-15A ROCKET PLANE - Orvis Plastics
The North American X-15A rocket plane was perhaps the most important of the USAF/USN X-series of experimental aircraft. Although not as famous as the Bell X-1, the X-15A set numerous speed and altitude records in the early 1960s, reaching the edge of space and bringing back valuable data that was used in the design of later aircraft and spacecraft.
During the X-15 programme, 13 flights met the US criterion for a spaceflight by passing an altitude of 50 miles (80 km) and the pilots were accordingly awarded astronaut status by the USAF. Out of these, 2 also qualified for the international FAI definition of a spaceflight by passing the 62.5 miles (100 km) mark.
The original Request for Proposals was issued for the airframe December 30, 1954, and for the rocket engine on February 4, 1955. North American received the airframe contract in November 1955, and Reaction Motors contracted in 1956 to build the engines. As with many of the X-aircraft, the X-15 was designed to be carried aloft under the wing of a B-52 and air launched. The fuselage was long and cylindrical, with fairings towards the rear giving it a flattened look, and it had thick wedge-shaped dorsal and ventral fins. The retractable landing gear consisted of a nose wheel and two skids - to provide sufficient clearance part of the ventral fin had to be jettisoned before landing. Because of the large fuel consumption, the X-15A was air launched at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing.
The first flight of the X-15A was an unpowered test made by Scott Crossfield on June 8, 1959, who then followed up with the first powered flight on September 17. Three X-15s were built in all, and they made a total of 199 test flights, the last one on October 24, 1968.
The second X-15A was rebuilt after a landing accident. It was lengthened by about 2.4 ft, received a pair of auxiliary fuel tanks slung under the fuselage, and was given a heat-resistant surface treatment, the result being called the X-15A-2. It first flew June 28, 1964, and eventually reached a speed of 7,274 km/h (4,520 mi/h or 2,021 m/s).
Following the retirement of the X-15s in 1968, X-15A #1, 56-6670, was sent to the National Air and Space Museum in Washington, DC. X-15A #2, 56-6671, is on display at the Air Force Museum at Wright-Patterson Air Force Base, Ohio. X-15A #3, 56-6672, was destroyed in a crash on November 15, 1967; test pilot Michael J. Adams was killed when his X-15A-3 began to spin on descent and then disintegrated when the acceleration reached 15 g . On June 8, 2004 a memorial monument was erected at the crash site near Randsburg, California. Twelve test pilots flew the plane, including Neil Armstrong, later the first man on the Moon and Joe Engle who went on to command Space Shuttle missions.
The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control.
This Topping-mold X-15A model was made by Orvis Plastics and is in a large 1:40 scale measuring 14 3/4" in length. The Orvis origin of this model would indicate that it is from the mid-1960s as Topping went out of the business and turned over molds to nearby companies in Elyria, Ohio.
Ship #1 with tail numbers 66670 is featured. This model was probably contracted early in the program; a number of different markings appeared on the X-15s during their flight tests. 66670 usually had a NASA marking band on the vertical tail which this model does not have; 66671 usually had numbers only. The model does not have the "X-15" on the nose which was on #1 early in the program but which was later removed. Details of the model are shown below.
This exquisite model of the North American X-15A rocket plane is in mint condition and has spent its life in an unopened, original Orvis box which comes with the model. X-15 reference material also accompanies the model. Representing a truly historic and remarkable aeronautical achievement, the X-15 program has staked out a place in aviation history - and consider that this amazing airplane is a 1960s product of a late 1950s design. This superb model is available for $1400.00.
Richard Hallion, well known historian, wrote the following in his 1981 book, On the Frontier - Flight Research at Dryden, 1946-1981: The public had little understanding of the X-15 and, after the early fanfare, saw only the occasional items in newspaper back pages on new speed and altitude marks - as if that was all the X-15 did. Laymen could not understand what went into a flight: the mission planning; the hours of simulator time; the flight practice; the endless maintenance; the annoying delays for weather; the excitement as the B-52 took off; the long wait to drop or, disappointingly, to an abort; the moment of launch, with ignition and boost, or an abort and emergency landing; the tenseness of the control room; the hypersonic glide back; the chase and X-15 coming in like a flock of ducks; the resounding smack as its skids thumped into the lake; and, once again, the maintenance, debriefing, data analysis, and planning for the next mission. They could not know the strong bonds the program forged, nor the collective worry produced by an errant flight or an emergency condition, nor the heartache generated by the death of Mike Adams. They could not fathom the emotional and psychological release of the parties at Juanita's. For a decade, the Flight Research Center sustained this effort, and its personnel found new kinship and dedication. When the X-15s left the lake for the last time, a little bit of the center and its personnel went with them. But there were other programs, other vehicles.
Models may be ordered by contacting CollectAir through theFeedback Link at left, top margin, or calling (805) 560-1323 or cell (408) 828-2810 (preferred). Payment by cash, check or credit card. Mail to CollectAir, 1324 De La Vina St., Santa Barbara, CA 93101.