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FREE SHIPPING via Air Parcel Service!

This pre-sale model is Made-to-Order, which has a production period of 1 month. Production will start upon receipt of confirmed order and payment. Please buy only if you can wait for 1 month production and 2-3 weeks shipping time from place, place. Our warehouse inventory is fast moving so we may have stocks for immediate shipment. if not, since we have our own factory, we can make one for you in a month.

This magnificent and Museum-Quality crafted Douglas DC-8 Japan Airlines Airplane WOOD MODEL is finely handmade from kiln-dried Wood Mahogany and skillfully hand-painted by gifted artists.

It is 16.00" in Length, with 15.00" Wingspan, weighing 0.44 pounds, and a package weight of about 2.20 pounds.

The picture shown in this listing is part of a set of photos we are using as reference for the production of the models. Each model comes with a wooden stand.

Direct from our highly gifted Craftsmen & Artists, Each model is Individually Sculptured and Painted by hand, Not Mass-produced and there is No Reserve!

ABOUT US: MyAsianArt is an Art & Antiques Gallery based in place, place promoting historical items & featuring local skilled artisans and painters specializing in high quality ARTWORKS (HAND-PAINTED Oil Paintings and Sculptures), model ships, model planes & toy models and Handicrafts from Asia. We have been doing business WORLDWIDE for more that 8 years.

SHIPPING: The model plane will be packed in a strong carton box with protective foam. Shipping & Handling Worldwide is FREE via Post Office Air Parcel Service. Shipping will be from the place (2-3 Weeks).

PAYMENT: Accepts (preferred) or please email us for other payment options acceptable to Ebay's Payment Policies. amd 052309/ csm 03-27-09

Brief info:ahs 3-17

When the world's first jet airliner, the De Havilland Comet, was introduced in 1949, Douglas held a commanding position in the aircraft market. Although Boeing had pointed the way to the modern all-metal airliner in 1933 with the 247, it was Douglas that, more than any other company, made the promise a reality. Douglas produced a succession of piston-engined commercial aircraft through the 1930s, 1940s and 1950s: 138 DC-2s, 10,928 DC-3s (mostly for military service in World War II), 1453 DC-4s, 537 DC-6s and 226 DC-7s.

Given the success of their designs, Douglas took the view that there was no reason to rush into anything new, as did their rivals Lockheed and Convair. Most air transport manufacturers expected that there would be a gradual switch, from piston engines to turbines and that it would be to the more fuel-efficient turboprop engines rather than pure jets.

In contrast, Boeing took the bold step of starting to plan a pure jet airliner as early as 1949. Boeing's military arm had gained extensive experience with large, long-range jets through the B-47 Stratojet (first flight 1947) and the B-52 Stratofortress (1952). With thousands of their big jet bombers on order or in service, Boeing had developed a close relationship with the U.S. Air Force Strategic Air Command (SAC), and could count on having preference when the time came to replace SAC's fleet of piston-engined KC-97 Stratotankers. For Boeing, this was an opportunity to build a jet aircraft for air-to-air refueling that could be turned into a commercial transport.

De Havilland's pioneering Comet entered airline service in 1952. Initially it was a success, but a series of fatal crashes in 1953 and 1954 resulted in the type being grounded until the cause could be discovered. Airlines cancelled orders for it, public confidence in the idea of jet transport plummeted, and it would take de Havilland four years to find and fix the problem. The cause of the Comet crashes was nothing to do with jet engines: it was rapid metal fatigue failure brought on by the stress of cycling a pressurized cabin to high altitudes and back. A new understanding of metal fatigue that the Comet investigation produced would play a vital part in the good safety record of later types like the DC-8. ahs 3-17