Collect Air






DIVERSE IMAGES English Pewter Models
















PLASTIC KITS OF 1950s and 60s














Collect Air  


The photo above (6/04) was taken in the Air Force Museum's Research & Development Hangar exhibit. Shown is America's first pure jet, the Bell P-59B Airacomet, sn 44-22650, backed by the XC-142A and dwarfed by just part of the nose section of the magnificent XB-70 Valkyrie, sn 62-001, with the cockpit fairing in the takeoff and landing configuration.

The XB-70, one of the world's most exotic airplanes, was conceived for the Strategic Air Command in the 1950s as a high-altitude bomber that could fly three times the speed of sound (Mach 3). Because of funding limitations, only two were built, not as bombers, but as research aircraft for the advanced study of aerodynamics, propulsion, and other subjects related to large supersonic aircraft. The Valkyrie was built largely of stainless-steel honeycomb sandwich panels and titanium. It was designed to make use of a phenomenon called "compression lift," achieved when the shock wave generated by the airplane flying at supersonic speeds supports part of the airplane's weight. For improved stability at supersonic speeds, the Valkyrie could droop its wingtips as much as 65 degrees. The No. 1 XB-70 made its initial flight on September 21, 1964, and achieved Mach 3 flight on October 14, 1965. The No. 2 airplane first flew on July 17, 1965, but on June 8, 1966, it crashed following a mid-air collision. The No. 1 airplane continued in its research program until flown to the Air Force Museum in Dayton, Ohio on February 4, 1969. An incredible airplane, designed by North American Aviation in the 1950s and early 1960s, the XB-70 with its size, unusual but marvelous shape and speed of Mach 3, has never been equalled nor will it be equalled in the current and predictable military procurement climate. Truly an airplane to be celebrated and the Air Force Museum has it buried away in a section of the museum that only a small portion of visitors see.

This Topping display model is in 1:140 scale, 16 1/8" in length; the underside of the wing carries the Topping logo, "Topping Inc. Elyria Ohio."

The NASA photo below of the XB-70A was taken from a chase plane. The XB-70 had a movable windshield and ramp (long before the Concorde). These were raised during supersonic flight to reduce drag. When the pilot was ready to land, he lowered the assembly to give both him and his copilot a clear view of the runway. The Topping model has the cockpit section and the wingtips in the supersonic flight position.

This Topping display model of the XB-70 is in excellent condition with all decals intact (these photos are of a sister model).

The price of this XB-70 model is $1275.00. Note: The August 2005 issue of Wings magazine (Vol 35 No 8) has a terrific photo essay devoted to the XB-70 rollout and first flight.

North American Aviation made an excellent multi-view drawing of the XB-70A in January 1965; the drawing was done in 1:288 scale. This is probably the best drawing that you will find of the XB-70A. You can view this printable drawing by clicking here. Use the back arrow to return to this page.

Maj. General Fred J. Ascani, 1917-2010 Fred Ascani was an important part of the North American XB-70 Valkyrie program; he served as deputy commander and system program director on the supersonic bomber development. Ascani is best known by the public for his record-setting F-86 speed flight at the 1951 National Air Races in Detroit, setting a record around a 100-kilometer oval of 628.698 mph. For those who have an interest in aviation development, Ascani is well known as a test pilot, serving as director of experimental flight test and engineering at Edwards Air Force Base during the halcyon days of 1950 involving flfights of the X-1, X-4, X-5 and the XF-92A. After his speed record, Ascani became vice commander of the Air Force Flight Test Center at Edwards. He later served in Germany and held major posts at the Wright Air Development Center at Wright-Patterson Air Force Base. During WWII Ascani was commander of the 816th B.S. based in Italy; he flew 53 missions with that squadron. Following WWII, he spent five years in the Flight Test Division of the Air Technical Service Command at Wright-Patterson.

Capt. Glen Edwards, Bob Cardenas, Col. Fred Ascani, Jimmy Little, and Lt. Clemence around 1950. The aircraft is the Arado Ar 234B-2 which is probably the w/nr 140312 which is in the NASM; One of Watson's Whizzers FE1010.

XB-70 rollout. From a color photo.

A video of the XB-70's first flight and original tests may be seen by clicking here for video. Use the back arrow to return.


Lockheed adapted the commercial Electra turboprop to win the design contest for the Navy's new high performance anti-submarine patrol aircraft in April 1958. The YP3V-1 prototype first flew in November, 1959 and the name Orion was adopted in late 1960. The pre-production P3V first flew in April, 1961 with deliveries to operational units in August, 1962. The designation of P3V-1 was changed to P-3A in 1962 prior to receipt of the units by Patrol Squadrons VP-8 and VP-44.

The base of this large model is marked with the legend "P-3 ORION" on a medallion. The stand is in the shape of a wave.

The model is in very nice display condition; the "NAVY" decal on the underwing has some chips but otherwise the decals are intact. Many P-3 pilots of the early 1960s were given this particular style model. The "P-3" legend indicates that this model would post-date the 1962 designation change to P-3A from P3V-1. An earlier Topping model carried the legend P3V-1 ASW without the name of "Orion" but they appear to be basically the same. This P-3A model may be purchased for $450.00.


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.

With the end of production of the "A", the Navy began to investigate possible upgrading of the Buckeye. North American (later known as Rockwell International) modified the T2J-1 to a twin-engine aircraft. The prototype, designated YT2J-2, made its first flight on August 30, 1962. The two new engines, weighing less than the single engine in the T2J-1, provided a substantial increase in performance. A contract was signed with North American in February 1964 for an initial production number of the new Buckeyes, redesignated YT-2B because of aircraft designation changes by the Department of Defense (previous T2J- 1s were redesignated T-2As in 1962). The Naval Air Basic Training Command at NAS Pensacola received two YT-2Bs on April 6,1964, for use in evaluating the jet training syllabus.

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.

This pristine model was made by Topping. It is an excellent example of desk display models used by the manufacturers as promotional items in the 1950s and 60s. This T-2B Buckeye is avalable for $SORRY SOLD. Detail photos are shown below.


The Avro CF-100 "Canuck" was the RCAF's second operational jet fighter replacing the de Havilland Vampire. They patrolled the skies over North America and Western Europe from 1953-1981. The main role was the interception of Soviet aircraft that penetrated Canadian and Allied airspace. The Avro CF-100 was the first fighter designed and built in large quantities in Canada. A total of 692 aircraft were produced in the different "Marks" with variants in each. "Avroland" is a website devoted to the Avro Canada products; Click Here for a visit.

The initial CF-100 Mark 1 prototype, as the XC-100 had been redesignated, performed its initial flight on 19 January 1950, with the aircraft given an overall black color scheme detailed with white lighting bolts running down the sides. Since Avro Canada's test pilots didn't have fast jet experience at the time, first flight honors were performed by Bill Waterton, a Canadian who was the chief test pilot of the British Gloster firm, which was part of the Hawker Siddeley group. The Mark 1 was powered by two Avon RA.3 turbojets.. Performance and handling were up to spec, but the wings flexed too much. This would be a serious issue in early development, with aircraft having a nasty tendency to come back down with cracked wing spars. The problem was a major threat to the program and wouldn't be finally resolved until 1952.

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 (sorry, this model has been sold), 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 original CF-100 stand supports the model. This model of the historic prototype is pictured below.

Topping used this mold to make a U.S. Navy purchased recognition model dated 1953, finished in overall grey. This rare model may be purchased for $400.00. The model, pictured below, is in what can be described as "like new" condition.

In the early 1950s, the RCAF decided 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. One of the CF-100 Mark 2Ts was used for initial trials of wingtip-mounted rocket pods. The first operational variant to carry the rockets was the CF-100 Mark 4, with the initial prototype, which had started life as the last of the ten preproduction Mark 2s, performing its first flight on 11 October 1952. It could outrun its Sabre chase plane, though it was nowhere near as agile as the Sabre, and even broke Mach 1 in a dive on 4 December of that year. It was used for evaluation of a belly rocket pack, mounted behind the gun pack, that could carry 48 FFARs. The belly pack caused severe buffeting when it was extended and was abandoned. The Mark 4 prototype was lost during trials with this weapons fit on 23 August 1954, the pilot ejecting successfully but the back-seater being killed.

The first production CF-100 Mark 4 was rolled out in September 1953. The Mark 4 featured a windscreen between the forward and rear halves of the cockpit to make it easier for the back-seater to punch out after the front-seater had ejected. A one-piece canopy was also introduced; some sources claim early Mark 4 production maintained the Mark 3's two-piece canopy. Twin Orenda 9 engines with 6,500 lbf thrust each were used with the new engines requiring modified engine nacelles. A new Hughes MG-2 collision-course fire-control system, with a AN/APG-40 radar was accommodated in a bigger nose. This was the same system as used on the Northrop F-89D Scorpion; it not only permitted attacks on targets from a forward or right-angle ("collision course") flight path, but also provided a beacon mode for tracking and a ground-mapping mode for navigation. Wingtip pods with 29 Mighty Mouse rockets each, which could be swapped with wingtip tanks for ferry flights. Early production Mark 4s lacked an autopilot; it is unclear if they were refitted with one later. Most Mark 4 production had a tail bumper, but this item was deleted from late production aircraft.

The Mark 4 was the first really satisfactory CF-100 variant, and so the last the Mark 3 order was cut short, ending Mark 3 production at 70 aircraft. 137 Mark 4s were built, and then the uprated Orenda 11 engine was introduced as a production change; 193 of these souped-up Mark 4s were built and designated "Mark 4B", with the 70 Orenda 9 powered machines retroactively redesignated "Mark 4A". Two of the Mark 4As were converted to Mark 4B configuration.

The Topping model of the CF-100 Mk 4 offered here is in the original box. The model is "as new" - the acrylic stand is a generic version with no markings. The model box is shown below with the top cardboard tray removed.

The photos below show the model being offered at a price of $575.00 which includes the box.

In many ways, the CF-100 provided Canada with a first rate aircraft. It had a good range and payload carrying ability but the CF-100 was not considered to be a great dog-fighter when compared with the Sabre. However, in the all weather interceptor role, it was second to none. When compared to its American counterpart, the F-89 Scorpion, the CF-100 Canuck is considered to be superior in all aspects. The last CF-100 variant was the "Mark 5", which had a simple straight 3 foot 6 inch extension to each wingtip and wider tailplane to increase the type's effective operational ceiling.

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."


First fighter aircraft armed solely with air-to-air rockets (see 2.75 FFAR on Missiles page)
First single-seat all weather jet interceptor.

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.

This Topping Sabre-dog model is mounted on a North American "globe" paper-weight which was used by several NAA models made by Topping. It would be from the early 1950s. These diminutive models must not have survived too well as desk weights as they could easily be swept off the desk onto the floor - I've seen quite a few broken examples. Note that the F-86D line drawing below is from a North American Aviation drawing dated Mrch 11, 1952; the model has the same tail number

The price of this half-century old model is $250.00. The F-86D was later updated by modification to the F-86L which externally looks the same as the "dog." I have a bound Pilots Manual (not a copy) for the F-86L, along with a manual for the T-33 in the same binder; the price of this original 1958 manual(s) is $250.00.


The Topping F-86A preceeded the F-86D. This F-86A globe model is complete with its original box and insert. Note that the box does not have any Topping identification. The box has some shelf damage and rates about a "7.5" and is very acceptable for display. The model has some slight decal chipping. The model with box is priced at $SORRY SOLD. Note that the model's tail number is identical to the F-86D previously shown - suspect that Topping didn't want to make two sets of decals!

Topping made several small North American Aviation models using the globe-type mount; besides the F-86D and F-86A, there were models made of the FJ-2 Fury, FJ-3 Fury and the F-100. The wingspan of the F-86 is five inches.


This display model of the P-3 Orion defies exact classification, making it probably the rarest of the Topping/Precise P-3 models. The basic molding is almost identical to the Topping P-3A depicted previously with several exceptions - an undernose sensor pod (not shaped like a radome), possibly an infrared or optical system, and a antenna bulge on the aft fuselage underside. The wood and metal base, with a Lockheed "L", is the nicest of all the Topping-style bases; this base states "P-3A" although the model exhibits markings that would suggest that it is a "C" version.

As shown above, the forward nose "pod" features windows for some type of detection system; the familiar dark nose radome has been omitted.

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 wave mounted P-3A has a single mounting hole whereas the "Lockheed L" mount has two mounting holes, as does this P-3 version, so it won't fit the P-3A "wave" mount.

The P-3C first went into operation in 1969. Is this model a pre-production display model? Is it a special proposal version? A Non-update "C" as suggested? Was it made by Precise? Why does the base show P-3A? Definitely an interesting version of the P-3 ASW airplane. Many changes were made to the basic P-3 airplane over the years, including numerous models for foreign services, and this exceptional model was in the thick of those changes. There were so many variations made of this model that no configuration would surprise me. Own this fine example for SORRY SOLD.

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.


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.


This model of the Lockheed C-130 is in a large 1:72 scale and is in immaculate condition. It is a Lockheed factory model and most likely represents the MC-130E, dating it to probably the 1960s. Not sure of the model's material, possibly wood or resin.

This model has the special low reflectivity camouflage scheme with a flat black underside. The long wire radio antenna installation has twin wires extending from the upper fin to the top of the fuselage near the cockpit. The large rectangular flat extension aft of the horizontal tail is the standard antenna for the twin AN/ALR-46(V) and the Trim 7-A - appeared on the EC-130E (not to be confused with the smaller, trapezoidal antenna seen on many C-130s). The horizontal probe device extending forward from the top of the fin first appeared on the MC-130E and is not standard for the normal 130. The underwing pods do not appear to be the standard external fuel tanks which began with the E - the pods differ in having a more rounded trailing edge and each has an inboard, tubular, fore and aft device which is an Infrared Jamming pod. A bulge under the fuselage appears to be a possible FLIR sensor location.

The tail number of 37785 would indicate an E, 63-7785. The Squadron Aircraft No. 47 pictures 37786, C-130E-90-LM, of the 1501st ATW from Travis AFB. The MC-130E Talon I is an historic airplane - here is a little background.

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).

8th SOS. The MC-130E Talon I is being retired from service (2006) and the 8th SOS will transition to the CV-22 Osprey

A truly unusual Lockheed C-130 model; this uniquely configured display may be purchased for $800.00.


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 SOLD

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,, 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.

The following remark is by Loren B. Thompson of the Lexington Institute, dated September 2007. "The most successful aircraft in the history of military aviation isn't a supersonic fighter or a stealthy bomber. It is a propeller-driven cargo plane called the C-130 Hercules that has evolved into more variants than any other fixed wing plane ever built. The Hercules is so successful that in 2006 it became only the second aircraft of American origin to reach the half-century milestone of continuous operation by its home service, the Air Force. The only other plane that has achieved such longevity is the B-52 bomber. But whereas the B-52 ceased production 40 years ago, the Hercules looks likely to continue rolling off production lines for decades to come."


The C-130E was an updated C-130B. In order to modernize the airlift capability of MATS, the C-130 was equipped with two underwing fuel tanks, each with a capacity of 1360 gallons and the gross weight was lifted to 155,000 lbs. The first C-130E flew on August 25, 1961 with deliveries the following spring. The external fuel tanks on this Precise 1:150 scale model indicate that it is an "E" version. Unlike the Precise C-130E shown previously, the box on this model is marked as "C-130." The camouflage scheme is probably that which was delivered to the Strike Command.

This C-130E is "new" out of the box, just as it was about 45 years ago. You can own this C-130E for SORRY SOLD.

The C-130 Hercules was designed by Willis M. Hawkins who died at the age of 90 in 2004. Hawkins , a University of Michigan engineering graduate, went to work for Lockheed in 1937. He was a senior vice-president at the time of his retirement in 1977. The story is that Hawkins and his design engineers developed the concept of the C-130 based on the internal dimensions of a boxcar - the design competition was won by Lockheed resulting in the first flight of the Hercules in 1954.


Secretary of Defense Robert S. McNamara, in 1961, began the Tactical Fighter Experimental (TFX) program which was to develop a fighter which would meet both Navy and USAF mission requirements and would use a common airframe to save money. The RFP for the fighter was sent to industry and Boeing was declared the winner by the source selection board. Turmoil ensued as McNamara overruled the board and chose the General Dynamics/Grumman proposal. The resulting "civilian-inspired" TFX was not the design that either the Navy or the USAF wanted as each preferred an aircraft designed to their own specifications; political turmoil also erupted in the Senate over the award. The Air Force version was given priority by the planners and the heavy, land-based, swing-wing F-111 would never achieve suitable performance in the modified Navy carrier version, the F-111B.

The design was flawed from the beginning as the wing pivot location was determined by NASA Langley to be too far inboard to achieve optimum supersonic trim drag and the best maneuverability - the manufacturers did not act on this information. The early F-111A had numerous engine problems such as comprssor surge and stalls and a major inlet redesign resulted with the assistance of NASA.

Grumman was chosen to further develop the F-111 for the Navy and would subsequently manufacture the F-111B. A larger, 70-foot wing was designed. Grumman would do the integration of Navy avionics and would also assemble and flight test the entire F-111B aircraft. Grumman was selected as a subcontractor to build the aft fuselage and landing gear for both the Navy and USAF aircraft.

Components produced by both Grumman and General Dynamics were assembled at Grumman's Bethpage plant; the first F-111B, Bu No 151970, rolled out in May, 1965 and flew from Calverton on May 18th, piloted by Ralph "Dixie" Donnell and Ernie von der Heyden. The escape capsule was not yet available so this aircraft was equipped with ejection seats.

Roll out of F-111B prototype.

The Naval Preliminary Evaluation was held at NATC Patuxent River in October 1965. The airplane was badly overweight and underpowered. Also, the F-111B was too long to meet the requirements for carrier elevator spotting. Higher thrust TF30-P-12 turbofans were specified for the projected production run and a weight reduction program instituted.

In total, seven F-111B's were produced by Grumman. The third aircrft, 151972, was used for trials with the Phoenix missile system and the first test firing was in July 1967.

Bu No 151973 was the first F-111B with the ejection capsule installed. This airplane crashed at Grumman Calverton in April 1967 killing "Buck" Wangman and co-pilot Ralph Donnell (he was the pilot of the first flight in May 1965). The aircraft crashed shortly after lifting off from runway 14 - the cause was determined to be linked to engine cowls (a switch in the wrong postion) which caused a dual compressor stall. I recently spoke with David Seeman who was a Senior Experimental Test Pilot at Grumman at the time. He was flying a Grumman airplane in the Calverton pattern that day and witnessed the terrible crash.

The Navy decided in October 1967 that the F-111B was never going to be a suitable carrier airplane and recommended that the project be cancelled, such termination happening in July of 1968. Some testing continued at Point Mugu and China Lake. Carrier trials were flown by Bu No 151974 on the Coral Sea, CVA-43, (the only carrier landings ever made by a F-111B) in the same month as the termination. Bu No 154715, the last built, was flown by Hughes Aircraft Corporation until early 1971. Two Hughes pilots were killed in Bu No 151971 off the California coast near San Miguel Island in September 1968; this was the second fatal crash of a F-111B. 151974 made a minor crash landing at Point Mugu in October 1968. All five surviving F-111B's were permanently grounded in 1971.

This display model of the F-111B was made by Precise of Elyria, Ohio and comes with its original box. This Navy version of the F-111 was undoubtedly produced in much smaller numbers than the production Air Force version which was operational for many years. Considering the program dates, this model probably dates from the 1965 era as the flight program was just getting going. It would be interesting to know how many markings were made - the photo below shows the F-111B model with "AD" squadron markings and a Bu No of 151970, the number of the first airplane. This model, with nose number 106, is in the NAS Patuxent River Navy Test Pilot School's history section. A previous F-111B model sold had squadron marking of "NJ", VF-121, with number 105 and a bogus tail number of 151980.

F-111B model at NAS Patuxent River Navy Test Pilot School Museum.

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. The Naval Aviation Museum magazine Foundation of Fall 1988 has two scathing articles concerning the background of the F-111B and McNamara's blunder. RADM Edward C. Outlaw's article ends thusly: "A few years later, one of the top Ford executives I knew quite well told me that when McNamara and his gang left Detroit for the Defense Department that Ford was happy to be rid of the man and his minions who were responsible for the famous Edsel."

The tail number of 151985 is a bogus number which was never contracted. Note that the nose number of 124 also differs from the NTPS PAX model. Squadron marking of "AD", VF-101. As with many of the display models which are produced during the prototype testing stage of the real article, the tail number is frequently incorrect or perhaps represents wishful thinking. Apparently the model was issued in various squadron markings as part of its promotion.

The model is in excellent condition and the swing wing functions perfectly. The first two tail numbers, "15", on the rh side are partially chipped off; although I would prefer to leave "as is", I will replace the decal if requested. The original box from Precise is shown below along with a top stamp marking of "AD Atlantic" - they were covering all the bases with a two-ocean model.

Own this great example of poor management in the Defense Department for only Sorry Sold.


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.

The Grumman Gulstream pictured in the 1960-61 Jane's All the World's Aircraft.

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 delightful and historic "first" model is complete with pristine props and the original Topping base which reads "Grumman Gulfstream" along with a compass rose. You can own this Grumman display model for only $SOLD.


Encouraged by pressure from existing Gulfstream I operators (see model this page), in early 1965 Grumman began preliminary studies for a turbofan-engined version of its very successful corporate turboprop. Market research indicated a requirement for an aircraft with the cabin volume of the Gulfstream I with high-speed transoceanic capability, but also capable of good short-field performance. By the time the planned full-scale mock-up had been completed, Grumman had received 30 firm orders, resulting in a program go-ahead on May 5, 1965. There was no prototype as such, the first aircraft making its maiden flight on October 2,1966. A photo of the first Gulfstream II is shown below; the model being offered is in this same livery.

All Gulfstream IIs were fitted with avionics and custom interiors at distributors, and in December 1967 the fifth aircraft was handed over to AiResearch Inc. for completion before becoming the first to reach a customer, in this case National Distillers and Chemical Corporation of New York. It became the first executive jet to fly non-stop across the North Atlantic in both directions, flying from Teterboro, New Jersey, to London Gatwick in 6 hours 55 minutes on 5 May 1968, and back to Burlington, Vermont, on 12 May in 7 hours 10 minutes.

The Gulfstream was built by the Grumman American Aviation Corp. which was a subsidiary of the Grumman Corporation; the design and development was performed by Grumman. Allan Paulson purchased the Grumman American Division from the Grumman Corp. (including Gulfstream II and Ag-Cat) in 1978 and renamed the company Gulfstream American Corp., now Gulfstream Aerospace Corporation. NASA flew a Gulfstream II for many years and it was retired to the Pima Air and Space Museum on July 18, 2007.

This handsome model, on a compass base, was made by Precise and comes with the original box which was opened for the first time just for these photos; the wingspan of the model is 10-inches.

Own your private corporate jet, N1159G, for only Sorry Sold.


This is a diminuitive display model of the P2V-5 Neptune. 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-made 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 on the -7 and some -5s 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?

Lockheed litho of P2V-7 in bare metal - probably the prototype.

P2V-7 of VP-19 (Moffett Field) in 1955.

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.

Spinner from P2V Neptune - see on "Good Stuff" page.


The McDonnell F2H Banshee series (1947-1953), in its several versions, was a multimission aircraft: used as a day fighter, as a night fighter and for photoreconnaissance; a variant was specially strengthened to carry nuclear weapons. It went into combat in 1951 and served as one of the principal fighters with the Navy's Seventh Fleet for the duration of the Korean conflict.

The U.S. Navy's F2H Banshee was first ordered on March 1945, shortly after the first flight of the FH-1 Phantom. Although it bore a clear resemblance to the Phantom, the two engines of the F2H delivered twice the thrust of the underpowered FH-1. After a first flight on January 11, 1947, the Banshee (XF2D-1 initial designation) was ordered into production in day-fighter, night-fighter and photo reconnaissance versions. The F2H could climb at a rate of 9,000 feet per minute, nearly twice that of other aircraft of the day.

F2H-1 Banshee by Charles Hubbell.

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.

F2H-2 production at the McDonnell St. Louis plant - 1949.

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 first production batch of 33 aircraft was designated "F-86A-1". The second production batch of 188 was designated "F-86A-5", and featured a number of enhancements. While the F-86A-1 had a rounded front windscreen, the F-86A-5 had a flat front armor glass windscreen, and the canopy was now jettisoned using pyrotechnic charges. An improved leading-edge slat scheme was introduced, and there were a number of minor internal changes. The third batch of 333 aircraft was also designated F-86A-5, but featured further improvements. The most significant was the replacement of the gyroscopic sight by the "A-1B" radar sight and its "AN/APG-5" ranging radar. Although the radar sight had some reliability problems, when it was working, it could lock accurately onto a target at long range. Manual sighting still had to be used at low altitudes, since the radar could not pick a target out of ground clutter.

F-86H at the Pima Air Museum.

As a day fighter, the Sabre saw service in Korea in three successive series; the F-86A, E and F. The F-86D, an all-weather interceptor, and follow-on L carried a distinctive nose mounted radar. The "H" fighter-bomber version, offered here as a Topping model, featured a larger fuselage cross section to accomodate a larger engine; the "H", with its flat horizontal tail configuration, matches the Navy's FJ-3 Fury. Topping used the same mold for the F-86H as the Navy FJ-3 Fury. Correspondent Steve Killpack points out that the tail marking of "21975" matches the first block of F-86H-1's which started with aircraft serial number 52-1975. Over 9,800 F-86s were manufactured world-wide during the years of 1947 through 1957, making it the most prolific jet fighter ever produced.

This pristine Topping F-86H has a large 11 1/2" wingspan making it about 1:38 scale. The model comes with its original Topping box. The F-86H Sabre model is priced at $SORRY SOLD.

The Topping F-86 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". .

There is a "F-86 Sabre Pilots Association"; the organization prints a quarterly magazine called "SabreJet Classics" that contains articles of interest to F-86 buffs. Contact Larry Davis, Editor, SabreJet Classics, 6475 Chesham Dr. NR, Canton, OH 44721, or email at They have a website, with all of their information.


The first business jet was the Lockheed JetStar. The Lockheed JetStar series for civilian and military use evolved from an early design by the famous Al Mooney when he worked for Lockheed in the 1950s; though not a big company man, Mooney designed several airplanes at Lockheed as well as finding work for his brother Art. The small jet that he designed was aimed at the business market and would have been competition for the Cessna Citation, Hawker and larger Learjets. His proposal did become the Lockheed JetStar, a production business jet with four small jet engines paired up two per side on the aft fuselage. It was designed, as a Lockheed private venture, in the late 1950s by the famed Lockheed Skunk Works under the direction of Kelly Johnson. The production version was a four-engined aircraft, with several engine models installed - the aircraft was in production from 1957 (prototypes) to 1979. It entered service in early 1961. The first two JetStars were twin engined airplanes, powered by Bristol Siddeley Orpheus turbojet engines. The second prototype was refitted with the four Pratt & Whitney JT12 engines that were installed on all the first JetStars. Garrett TFE731 turbofans were installed on later airplanes. A total of 204 JetStars were built, including military versions, by Lockheed in several models.

The JetStar made it's first flight Sept 4,1957 from Burbank, and like many of Kelly Johnson's Lockheed designs, this was only 241 days after design completion. Most importantly, this airplane became Kelly Johnson's personal airplane. He flew in it, from Burbank to meetings in the Pentagon, or to supervise the activities of his many secret projects at Groom Lake in the famed "Area 51." Both prototypes are pictured below - Lockheed photos.

The prototype JetStar, N329J, is pictured below with its crew and engineering staff; Bob Schumacher - Co-Pilot for First Flight; Ernie Joiner - Flight Test Engineer; Kelly Johnson - Designer and Head of Lockheed Skunk Works; Jim Wood - Edwards AFB Flight Test (USAF); Ray Goudey - JetStar chief pilot, and Tony LeVier - Pilot of P-80 Chase Plane. This is a Lockheed photo.

The prototype JetStar, N329J, is now in the Museum of Flight in its final configuration, still with two engines. This was the only twin-engine JetStar remaining as the other prototype was eventually fitted with four-engines; it is currently undergoing restoration at the museum's Paine Field facility and will be returned to flight status when completed. The photos below show the restoration in progress as of June 2008 - CollectAir photos.

The military issued a UC/X specification for a 4-engine jet multi-duty transport and the JetStar, UCX-329, was chosen for the C-140 program in October 1959. The Topping Models Catalog of 1961 shows the original two-engine JetStar model in 1:100 scale (6 " wingspan) with USAF markings and refers to it as the Lockheed UCX-329. Later, Topping issued the same model with 4-engines as the second prototype JetStar. The Topping models do not include the wing slipper fuel tanks that became standard, even on the prototypes. Both versions of the early JetStar model are being offered here as a pair.

Views of the 4-engine JetStar are presented below.

The 2-engine version came from a collection of a project manager in the Pentagon. There is one issue with the 2-engine model: for some reason, the model is glued to the stand but there is no sign of breakage. This does not detract from the visual impression of the model as can be verified from the photos of the two models together. A photo of the glue joint is shown below.

Own Topping models of both prototypes of the Lockheed JetStar; these two 1:100 scale models are available as a pair only for SORRY SOLD.


An "Airtray" model, designed and manufactured by the Vic Pastushin Industries in Santa Monica, California. This DC-6 model, mounted on an ashtray, has no corrosion or pitting, just bright chrome. The wingspan of this Douglas beauty is 8 inches. The props are long gone and I don't know of any replacement propellers of this size - clear plastic prop discs look very realistic and can be held in place (as were the original props) with small brads.

The ashtray is pitted on the upper surface - probably once actually used as an ashtray (remember when people smoked?). The upright is intact and swivels ok. The front of the stand has the Douglas logo as shown in the photo below. You can fly this venerable airliner home for only Sorry Sold.

Photo of photographer taking picture of photographer - logo included.


The prototype McDonnell Phantom II flew in 1958 under the U.S. Navy designation of F4H. It was the first aircraft that could detect, intercept and destroy a target within its radar range without assistance from surface-based radar.

Operation Highspeed, a fly-off competition between the USAF F-106A and the US Navy F4H-1 (F-4B) resulted in a convincing win for the F4H-1. The USAF was loaned two US Navy aircraft (BuNo 149405/406) for a 120-day extended evaluation on January 24, 1962. 27 more F-4Bs were loaned to the U. S. Air Force in support of that service's plan to acquire the Phantom as its primary fighter aircraft under the designation F-110; these aircraft were temporarily assigned the USAF serials 62-12168/12196. Note that BuNo. 149405 is the tail number of the F-110 model being offered, making it the very first example of the USAF Spectre. Most of the loaned aircraft were eventually returned to the US Navy. The F-110A was the USAF designation for what was to become the F-4C. On September18,1962, the USAF and US Navy aircraft designation systems were combined into a single scheme resulting in the F-1 to F-11. The USAF F-110A and US Navy F4H-1 became F-4C and F-4B respectively. Therefore, the total number of F-110A aircraft was 29 and most of these reverted to the US Navy configuration.

This display model of the F-110 would have originated prior to the change in designation and probably around the time of the fly-off in early 1962. The model's manufacturer is most likely Topping as a similar model of the US Navy Phantom II is shown in Topping's 1961 catalog. The model is in 1:72 scale and is very finely molded with scale thickness surfaces. The price of this model is $SORRY SOLD$.

NOTE Many of the display models shown on these pages have been sold, and are marked as so. The photos and descriptions have been left on the page for the sold models so that viewers can experience the broad range of models that were manufactured during the boom in promotional models which ended with a thud wnen restrictions were placed on the value of "gifts" to military personnel - in the mid-1960s. This photo journal then becomes a "museum" - also, people with models to sell are driven to this website by search engines which ferret out these rather obscure collectibles. This source of models then benefits collectors. Enjoy the descriptions.

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Models may be ordered by contacting CollectAir through theFeedback Link at left, top margin, or calling cell (408) 828-2810 or email at Payment by cash, check, money order or Paypal. Mail to CollectAir, 1324 De La Vina St., Santa Barbara, CA 93101.

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