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Thank you so much, T-21! (Great forum for other topics, too!) I love the techniques and especially the way the author, Pin, has handled the wing "dihedral break." The dihedral break (as de Havilland/Hawker Siddeley termed it) is very evident from the front and not at all evident from the rear. Sanding (as I propose on Britmodeller) does not really cut the mustard. Cutting the whole wing doesn't, either. Best/only way of doing it would appear to be as proposed by Pin.

Ah, yes, the wing... There are two differences, both minor(ish): - after about 150 aeroplanes, right at the turn of the 1960s, while still making straight-jet DC-8-20/30s and "leaky turbojet" or "bypass" Conway-powered DC-8-40s (okay, it had also made a handful of turbofan DC-8-50s by then), Douglas switched to "the four percent wing" -- one with 4 percent greater chord. It had a slightly sharper leading edge. To appreciate how much four percent changes the appearance of things, take a look at a BUA, Ghana or RAF VC10 or any Super VC10 -- these had a four percent chord extension co

Sorry, you are not right. Every single DC-8-62 and DC-8-63 had JT3D engines with the long straight nacelles and so-called "underwing" pylons (ones that leave the leading edge unbroken and do not wrap up (i.e., do not "hook") over it). Which kit do you have? If you buy a DC-8-50-labelled kit (US Navy, Armee de l'Air, Iberia), then you will only have the DC-8-50's engines in their barrel nacelles. These would not be too easy to convert -- not impossible; just not all that easy. If you buy a DC-8-30-labelled kit, though (Pan Am, SAS, KLM), then you will also

The Airfix Trident fuselage and fin needs to be sawn across the aft end, parallel to the fin trailing edge. The sawn-off bit needs to be repositioned up to 5mm (1/5th inch) further to the rear. (It's not quite so simple, but we get the drift.) The wing dihedral break (de Havilland/Hawker Siddeley Aviation terminology) can be done by a bit of sanding and perhaps glueing a tiny triangle of plastic card to the underside of the wing. It affects only the forward quarter of the wing chord, or less. F-RSIN, sadly, overdo it. The rest is easy. The nosecone needs shortening by 1

Through a Facebook group, friend Esteban Bodzak gives me this information on the Comets: Comet 4 LV-AHN "Las Tres Marias" Jan 1959 to retirement 1971 1st colours: style 1 (thick/thin, tall) titles, plain pinion tanks -- this was a montage and the typography was wrong, so ignore; 2nd colours: as above plus style 3 (ultimate) titles; 3rd colours (1964 onwards?): as above plus logo on fin, fuselage registration in cheatline Comet 4 LV-AHO "Cruz del Sur" Feb 1959 to crash Feb 1960 1st colours: style 2 (bold, tight-set) titles; 2nd colours: as abov

Just to add that Eastern Express are definitely going to launch 747-100/200 and 400 kits in 1/144. How long that takes is another matter -- most likely not before 2022 and 2023-4. Their 747SP is about to hit the shelves. Cost is likely to be excessive, sadly...

I stand corrected! I was wrong on the span, definitely. Still, the other changes are visually minor, however great they are in service. Thanks once again -- PS FlightGlobal's online archive has now disappeared, very sadly...

Nah... nah... nah..! Relax, don't worry, be happy :) The wing is more than essentially identical between a 747-400 and a 747-8. Boeing modified the flap track fairings and fiddled with the nose profiles here and there. And, err... that was it! The thickness is, of course, unchanged, as it has been since 1969. The chord is unchanged from a 400. The span is unchanged from a -400. The flap track fairings aren't that big an issue, but can easily be reverted to -400 shape.

Ahhaah! Thanks for this :)

In 1/144: - Revell make a 747-400 . You can find an old boxing with RB211s and British Airways Landor (1985-1997) decal. The kit has quite a lot of intractable shape issues. The decal is good; - Zvezda and Revell both make (different) 747-8s. They are much superior in shape to the Revell 747-400, but do need cutting up a bit to shunt the fuselage and wing. They also need aftermarket RB211s, available from Braz, inter alia; - Revell made a 747-100/200. You can find old boxings of it quite readily and cheaply. I seem to recall a British Airways Landor (1985-1997) decal boxing. The

Moa, your modelling is an inspiration that leaps across periods and subject matter and I am happy to have attracted your interest! Thank you for your contributions!

Proplineruk, thank you for the tip re. the Welsh Models Comets! (Now, if only they didn't cost well over a ton..! And, having said that, where would I shoehorn one of them without the missus raising hell..?) Fascinating, that about the AA Comet 4s, thank you! I had always assumed only the 1/1A and 2 had the curved windscreen panels. The Comet had quite a few winsdcreen layouts, mostly subtle changes here and there. I know for sure the front four panes on the 4B and 4C were taller. (Still not very clear on whether the Nimrod didn't end up having even taller windscreen panes all arou

Many thanks to Jure Miljević and Bzn20 for some fascinating input! AA seems to have had a fairly ecclectic attitude to naming aircraft (and indeed painting them in a uniform manner). Lovely colour, though, and once I have decided on one of the many schemes the few AA Comets wore, I shall design and print my own decals and go at it Incidentally, it took me ages to work out what the writing on the AA Comet fins said. It is "DE HAVILLAND/COMET-4 (or COMET-4C, and yes, with a hyphen)/TURBINAS/ROLLS-ROYCE AVON". This, plus a 'credits panel' in English on some early a/c... Typographical

Wow, never knew of that clip. Thanks!. The Transport Wings Comet, hmm-m... I had one 20-odd years ago and sold it unbuilt. As I remember, plenty more problems than the Mach 2. Never seen the Welsh Comet 4s.