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| The Boeing 707 prototype - 367-80 on roll out on July 15, 1954, at Renton Field. The “Dash 80,” served 18 years as a test laboratory and is now at the Smithsonian Air and Space Museum. |
In the early 1950’s the writing was on the wall that jet transports would soon replace piston engined transports. In May 1954, the USAF had issued a Request for Proposal for 800 jet tankers.
Boeing was ahead of the field with their experience gained from the jet powered B-47 and B-52 aircraft. The prototype 367-80 was only two months away from its first flight. Boeing had finalized the configuration of the new jet transport/tanker in 1952. Thirty-five degree swept wings, four separate podded underwing J-57 engines, and swept back vertical and horizontal tail surfaces would become spotting characteristics for the 367-80 prototype, KC-135 tanker and 707 airliner. Boeing privately funded the development of the 367-80, or Dash 80 as it is commonly referred to, for 16 million dollars. At that time it was the largest financial risk ever undertaken by an aircraft manufacturer.
The KC-135 Stratotanker and C-135 Stratolifter were the first Boeing aircraft produced based on the Dash 80. The first flight of the KC-135A was in August 1956. The production line closed in February 1965 after 808 aircraft had been produced for the USAF and an additional 12 had been built for France. Boeing’s in-house designation for the KC-135 family was the 717.
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| 707 and KC-135 fuselages. |
Boeing allocated the 717 designation to the KC-135 to indicate some substantial differences from the Dash 80. The fuselage was slightly wider to accommodate six abreast seating in anticipation for the 707 airliner. In the end, the 707 was widened even more in response to airline requests. The 707 and KC-135 aircraft could not use common fuselage assembly jigs. There are also major structural differences between the C-135 and 707. The C-135 was built to a “safe life” philosophy to meet the USAF requirements. The 707 was built to Federal Aviation Regulations (FARs) that dictated a “fail safe” structure. Both models were manufactured from different aluminum alloys.
The bottom line is that even though the Dash 80, KC-135 and 707 all look similar, they are three distinct aircraft types. From an engineering point of view the only thing in common between the 707 and KC-135 is the wing box. Don’t let anyone tell you that a 707 is a KC-135 with an interior, or a KC-135 is a stripped out 707 with a refueling boom.
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| 707 kit under construction. |
The 707 was by far the most successful first generation jet airliner with 1,010 sold of the 707 and shorter range 720 model. The KC-135 was also a great success, selling 820 aircraft over the lifespan of the construction line.
Revell marketed the 707 kit from the get-go and is still getting mileage out of their molds. Revell’s 707 kit has been around for ages and builds into a nice 707-120. Revell has released many variations of the kit, though oftentimes the kit has been marketed as a version other than the 707-120. Building the kit has been a great opportunity for me to learn the many variations of 707 types and to see how Revell has stretched reality with their kit.
Some big variations between the different 707 versions are fuselage length, turbojet or fan engines, tail height and ventral fins. There are many more variations, but I mention these because Revell has offered the kit with different engines, short or tall tails, and with or without the ventral fin. The fuselage length has stayed the same in all kit releases. No matter what version you buy of the Revell 707, you get the plastic to make a 707-120.
Michael Bludworth has organized all of the different releases to make some sense out of them.
1. 707-120 1958
In this issue (the original), we have the windows partially recessed down the line, and there were a couple of spotting errors in them, particularly in the addition of three “lounge” windows after the aft doors. These windows never appeared on production aircraft. The cockpit windscreen was lacking, but the frames were molded in. It also came with the early short fin, a molded in VHF fin antenna, and water injection P&W JT-3C turbojets. Remember these details, please.
2. 707-120B 1961
This issue came with the new P&W JT-3D turbofan engines, a tall tail with the VHG antenna and a small ventral fin. Decals were updated to reflect “Astrojet” status. No change to the windscreen or the cabin windows. This version was released in many guises over the next four decades. My release actually has the registration for an American 720B so the fuselage could be shorter.
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| The 707-120B “astrojet” from about 1964. This kit would be released in various boxings for the next 40 years. |
3. KC-135 1958, 1982
This was the first major remake of the molds for this kit, and we first have to remember that this is a 707, NOT a KC-135, so all important dimensions are off, except for the wings and engines. What’s important here is that the windows are gone, but the windscreen is still framed. JT-3C engines, then later, JT-3D. Again, later, a tall tail and always, ventral refueling gear (which is a little large). But is not, I repeat, not, a KC-135! Never was - never will be! Revell did create a different fuselage mold for their KC-135 issue. You can see that fact on the inside of the port fuselage half, where the statement “passenger 707” or “KC-135 tanker” is present. This little wording is still present on the last KC-135 issue, and on the present “720” reissue.
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| The KC-135 - 1982 boxing |
4. E-3 USAF 1982, et al
The real E-3 is based on the larger 707-300 airframe, so, once again, this is way off the mark in a lot of ways. The Rotodome is very nice, and if you put it on one of the new Minicraft 707 kits you’ll have a nice E-3. Ditto for the decal sheet - this is a conversion really worth the time, if you are so disposed. The cockpit windscreen is now a clear piece that you insert (which is good). The tall tail is molded in as part of the fin, and JT-3Ds (the military called them TF-33) engines are provided.
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| The E-3A AWACS boxing from 1982 |
5. 707-320B Lufthansa 1982, et al
This is a Revell/Germany issue, and once again, since this is not a 300 kit, it’s wrong in all dimensions, since the basic passenger mold is untouched. Still no windows, and the windscreen is still the clear piece. JT-3Ds; tall tail molded in.
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| The 707-320B Lufthansa kit from 1982. |
5B. 707-320B Varig
I also have a Revell of Brazil release that came with Varig markings. A little research found that Varig never operated the 120 version of the 707 so the kit wouldn’t be accurate. A check of the Hannants Web site found a Brazil 707-320 decal for Varig, and a purchase of a Minicraft 707-320B kit with its longer fuselage will fit the bill for a more accurate model. The artwork on the Varig decals that came with my Revell kit is horrible anyway.
6. 720 United 2000
The latest release of the kit in 2002 is a United 720. You get the turbojet engines once again. The unchanged kit fuselage is the length of the 707-120 and could be cut down to that of a 720. No mention of the 720 wing glove either. A modeler can choose to either add or ignore the glove.
The Boeing 720 was a derivative of the 707, with few departures from the stock bird. Firstly, the fuselage was shortened by 40 inches aft of the wing and 60 inches ahead, which is noticeable, and the general airframe was lightened (which is not noticeable). Because of the lighter weight, the undercarriage was downsized. All the wheels in this kit are too big for any 707, and hence way too big for a 720, so you might want to replace them as a matter of course. On the other hand, the only tires that can readily be seen on this model are the nose gear set, so working on them alone will produce a better appearance. Note, however, that on the real thing, the nose gear tires did not change size; just the mains.
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| The latest release of the kit in 2002 is a United 720. The fuselage is the length of the 707-120 and could be cut down to that of a 720. |
Boeing also changed the inboard wing chord sections, which is noticeable, but I’m not going to that right now, since this kit isn’t a 720 anyway. If you want to pretend this IS a 720, and scale it out, it turns up at about 1/133, which is way on the large size; so, unless you and the razor saw are in a good mood today, you’re really going to build up an early 707-120.
The current Revell “720” kit seems like just another desire by Revell to capitalize on their existing molds, which it is. Trying to market it as a 720 is interesting, since it’s unnecessary considering it’s a pretty good 707 kit. Most interesting is that Revell did go back and include the early JT-3C engines and the short tail in the 720 release. This would be the first re-release of these pieces in a kit since the original issues. They are nice parts to have, and they alone are worth the cost of the kit, since they could also go on the Minicraft 707 for more variant choices.
But Revell also seemed to have a desire to re-release their original issue, but since they had modified the mold into the E-3, they felt they had to go back and RE-SCRIBE recessed windows into the mold. And you know what? They didn’t do a good job. The windows are much too rectangular and too close together. To top it off, the windows are on the decal sheet too, so they are redundant. Ditto for the cockpit windscreen - it has returned as molded in framing with no clear part! When they added the framing back, they also boogered the outline of the cockpit area. It doesn’t look quite Boeing anymore, if you know what I mean! They should have left well enough alone and given us the E-3 mold with appropriate decals and details. Sadly, the decal windows are also angular rectangles, but it’s hard to see. There are after market decals just for windows, of course. I’m pretty sure no one but an airliner dork like myself would notice this defect.
It seems that Revell was intent on re-releasing a “historical” kit, but given the recent licensing trend of a certain DFW based airline was unable to secure the use of their colors, like in the original issue, so we get a nice reissue of plastic from Revell, with some nice detail pieces, and a really nice set of United Airlines decals. And even that is a story!
The decals are lovely, and once again, may be worth the price of the kit just for them! They do accurately depict the second Boeing 720 delivered to UAL, N7202. The irony here, and as I said before proves that the people at Revell don’t insist on kit accuracy, is that the added details are wrong for this bird! I suppose, after they failed to get the unmentionable DFW airline’s permission to use their decals, they turned to UAL. But, alas, UAL never flew the 707-120 series, having started with the 720.
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| Wow! Yeah, baby! This is for those of you who would like to detail the interior of your 707-320B/C. Don’t stare too long, retinal fatigue can be permanent. |
As a matter of detail, the first 720, N7201, was the only 720 to not have a tall fin! All that followed did. N7201, after doing certification and demonstrator work, did enter service with UAL and got a tall tail. UAL did not have fin antennas on their 720 fleet. So, look closely at your details before building another kit with those decals. The box art shows the tall fin and antenna, but the kit only includes the short fin and the fin antenna, which should not be used. If a modeler consults their references they can mix and match the kits to find the parts they need.
Actual construction of the kit is pretty straightforward. The kit shows its age with lots of big rivets to be sanded. Some pretty good sinkholes to be filled as well, but there is nothing impossible to deal with. The wings are a bit of a challenge with poor fit between the tops and bottoms. Both top and bottom halves do not extend the full length front to rear so there are some pretty big gaps to fill both on the bottom leading edge and top trailing edge. My solution with this particular build is to use lots of putty and superglue to fill the gaps. I haven’t primed the wings yet, so I don’t know the final results. A disadvantage of the fit problem is that I’ve had to sand off all the detail from the top of the wing. Re-scribing it will be time consuming, though not impossible. So far, I’d rate the kit as pretty difficult but easier than a vacuform. It certainly is not one that can be finished by “shaking the box”.
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| Remember the 707 prototype at the top of this page? Test pilot Alvin M. “Tex” Johnston used the same plane to perform two barrel rolls for slack jawed spectators during the Seafair Gold Cup hydroplane race on Lake Washington on August 7, 1955. This is a view from the cockpit. |
My motivation to build the kit was the American Airlines Lightning Bolt markings in my 1964 release. Unfortunately the kit decals have “browned” and are currently hanging in a baggie taped to my window. Time will tell if they will bleach clear or not. I have my doubts. I also have a beautiful Liveries Unlimited set of Lightning Bolt markings with the later circle in the tail logo that I plan to use. The original Lightning Bolt markings are available on the after market.
Overall the Revell 707 kit is a good kit. It represents either a 707-120 with turbojets or 707-120B with turbofans. Revell has gotten many miles out if its mold and has released the kit as a 707-120, 120B, KC 135, E3 AWACS, and 720. If a modeler learns about the various 707 versions they can mix and match parts as well as chop the fuselage of the Revell kit to make a more accurate model.
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Span |
| KC-135 |
134’ 6” |
130’ 10” |
| 720 |
136’ 2” |
130’ 10” |
| 707-120 |
144’ 6” |
130’ 10” |
| 707-320 |
152’ 11” |
142’ 5” |
References
•Boeing 707 & AWACS Detail and Scale, Lloyd 1987.
•Legends of the Air #6 Boeing 707, Douglas DC8, and Vickers VC10, Wilson.
•Revell’s Boeing 720 Kit, IPMS Houston, Michael Bludworth 2000.
Ken Miller started building models as an adult in 1991 and joined SVSM in 1995. Ken's modelling interests are large aircraft in small scale, primarily airliners.
