Going on a trip by plane, leaving behind the not-so-comfortable moment of takeoff, the passenger finds himself in sky-high heights in a matter of minutes. When the sky is clear, through the airplane window you can see pieces of earth floating far below, but in cloudy weather the airplane appears above the clouds, which also float somewhere below it.

At what altitude do passenger planes fly? After takeoff, it is often announced that the plane is at an altitude of 10 km. An inquisitive person probably has a question: why are flights carried out at this particular altitude, why is it better than others?

How high do planes fly?

10 km altitude is an average. As a rule, we are talking about a range of 9-12 kilometers, where the courses of aircraft that carry passengers are laid. Moreover, it is not the pilot who chooses the altitude. The issue is resolved by the dispatcher; it is he who calculates the altitude for each individual flight. The pilot is obliged to listen to all the dispatcher’s instructions and follow them exactly. Otherwise, there is a risk of collision with other sides - this is extremely rare, but it does happen.

: planes can rise to a height of more than 37 kilometers. But we are not talking about civilian aircraft, but about fighter-interceptors. They have completely different technical indicators.

Altitude and air parameters

Height and pressure

It is known that at high altitudes the air is thin. This is explained by a simple circumstance. The atmosphere of the planet is held by its own force of gravity. This force manifests itself most powerfully at the surface, holding the air shell of the planet, providing it with maximum density precisely in the lower layers. The increase in atmospheric density is associated with the pressure of the overlying layers. The higher, the weaker the air pressure. Pressure increases closer to the surface from the weight of the upper layers of air, just as in the ocean pressure increases due to the upper layers of water. An airplane and its flight performance are highly dependent on air performance, primarily on its density.

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Air is needed to provide lift and for normal operation of engines. It is worth remembering that without oxygen the combustion process does not occur, the engine stalls. If the density is small, this is bad, but too high is also not needed. Optimal conditions for civil aircraft are observed at an altitude of 10 km, in the air corridor from 9 to 12 km, depending on weather and other conditions.

Too much density is not needed for the reason that it does not allow the required speed to be developed. Dense air masses slow down the movement of an airplane in the same way that water slows down the movements of a swimmer. Every person has noticed that in water it is not possible to be as fast and dexterous as on land. This occurs due to the higher density of the aquatic environment compared to air.

We have already done a master class, and many people know from childhood that a paper airplane can be easily folded. But today I will show you and tell you step by step how to make a paper airplane that flies 100 meters. The picture diagram and video will also be provided to you. This craft can be called non-standard, so I advise you to repeat each step and follow the analogy of the master class. So, let's start creating the creation. We only need one regular A4 sheet, I took green for variety and uniqueness.

How to make a paper airplane that flies 100 meters

Let's take a clean sheet.

Fold it in half along the long side.

We unfold it and see the bend along which we will be guided.

The bend is exactly in the middle. We bend one corner towards the middle.

Then we bend the second one. Everything is the same as when creating a regular paper airplane.

Now we bend the corner again, it turns out sharper and longer at the bend.

We bend the second edge in the same way, you get this point.

Fold one edge to the other, the tip to the opposite side. The sharp part must be in the center!

This is what should happen. This is done in order to ensure that the folding and hemming are even and symmetrical.

Let's carefully tuck the corner, just a little.

The opposite is similar.

We unfold the workpiece folded in half. The turned corners remain the same.

We turn the tip back, but taking into account the corners that are under it.

Now let's fold this intermediate option in half.

And finally we create the wings, fold one side. Moreover, the wing is much larger than the part by which they hold on and launch the airplane.

This is how it turns out.

We bend the second wing.

This is what the craft looks like when unfolded.

A good idea came to mind to decorate the plane with various original actions and bend the corners at the edges of the wings.

Also, bend the corner in the tail section.

Then tucking it inside.

You can also paint the wings.

As a result, we made a paper plane that flies 100 meters or more. And if you launch it from a balcony or the roof of a house, it will fly a very long distance.

Gallery DC-10

McDonnell Douglas DC-10 - a three-engine wide-body airliner developed by the company in the early 1970s. The DC-10 is the second production wide-body passenger aircraft in the world (after the Boeing 747).

Story

The history of the DC-10 airliners, like the history of the Boeing 747, began with the US Air Force program to create a new large strategic transport (CX-Heavy Logistics System - CX-HLS), launched in 1963. The main participants in the tender for the supply of heavy military transport aircraft to the military were Boeing, Lockheed and Douglas. In the end, in 1965, the Lockheed project became the winner, and their aircraft became famous under the name C-5 Galaxy.

However, after the defeat, neither Boeing nor Douglas abandoned their projects. And if one of the major actors that supported Boeing was Pan American, which wanted to get a truly huge long-haul airliner, then a number of other operators doubted the prospects of such a large aircraft.

In 1966, another US flagship airline, American Airlines, presented its vision of the future of civil aviation. They also needed a spacious, wide-body airliner capable of long-haul flights, but the aircraft could be smaller than a Boeing 747 and, more importantly, it had to be able to work with existing ground infrastructure.

In 1967, Douglas Aircraft Company and McDonnell Aircraft Corporation merged to form McDonnell Douglas. The future aircraft was extremely important - it was to become the first project of the united corporation and its flagship. Douglas' developments under the CX-HLS program were taken as a basis. In its initial studies, Douglas was looking at creating an airliner that would compete directly with the Boeing 747 - it would be a four-engine, double-deck aircraft that could seat up to 550 passengers. However, after a proposal from American Airlines, it was decided to abandon this design and create a smaller option: a wide-body aircraft with a single passenger deck, accommodating up to 399 passengers.

At the same time, it was decided to use a group of three engines as the power plant. This design can be considered unusual for modern wide-body airliners, divided into four and two-engine variants, but given that the DC-10 was the second aircraft of this class, it was too early to talk about familiarity. This choice was the result of a combination of several factors:

Firstly, the turbofan engines were quite powerful and the design with four engines was already excessive in terms of thrust and unsuitable for economics - fuel consumption per passenger seat became more than that of the Boeing 747.

Secondly, despite the high power, two engines were not enough to provide sufficient flight performance for an airliner of the given size and capacity.

Third, the idea of ​​creating a slightly smaller capacity airliner with two engines was seen as potentially promising (eventually the Airbus A300 became such an airliner), however, in the early 1970s there were still strict ETOPS restrictions for twin-engine airliners, potentially severely limiting long-haul capabilities. , in particular over the oceans.

In this niche, McDonnell Douglas faced stiff competition from Lockheed, which was actively developing its own three-engine wide-body airliner, the L-1011 Tristar. By the end of the 1960s, competition between the two manufacturers became fiercest.

However, in 1968, McDonnell Douglas secured an advantage over Lockheed by signing a large contract with its launch customer, American Airlines. As it turned out, although the Lockheed airliner was potentially more advanced, its cost was higher, and a number of technological innovations could lead to delays in deliveries. In addition, American Airlines played well on the competition between suppliers and achieved a reduction in the delivery price of future DC-10s. But for McDonnell Douglas it was a big victory. Following an order for 25 aircraft from AA, United Airlines ordered another 30 aircraft, and the option portfolio reached another 30 aircraft.

The work was carried out very actively - McDonnell Douglas wanted to overtake Lockheed. Finally, in August 1970, the DC-10 prototype made its first test flight, beating its competitor by several months (the L-1011 flew in November). In test flights that lasted about a year, the DC-10 spent more than 1,500 hours in the air and finally received type certification in July 1971. Just a month later, the first aircraft delivered in American Airlies liveries flew from Los Angeles to Chicago.

Design

The DC-10 is a wide-body airliner with a low-sweep wing. The power plant is represented by three turbofan engines, two of which are suspended on pylons under the wing according to the classical design, and the third is located in the tail at the base of the vertical tail in a separate engine nacelle outside the fuselage.

The base power plant used the latest General Electric CF6 engines at that time, based on the TF39 engines from the C-5 Galaxy transport. These engines were quite revolutionary and, over time, began to be installed on many wide-body airliners from Douglas, Boeing and Airbus.

The onboard avionics system was quite advanced for its time. The flight deck was designed for three crew members: two pilots and a flight engineer. Subsequently, some of the on-board systems and the cockpit underwent a deep modernization, unifying the DC-10 cockpit with the MD-11 cockpit. This eliminated the need for a flight engineer and optimized operations for operators with both models in their fleets, such as FedEx.

The chassis of the early series (DC-10-10) was tricycle. The main landing gear was equipped with four-wheeled bogies with a developed braking system. Later modifications (series -30 and -40), having a large mass, required a reinforced landing gear and received an additional support with a two-wheeled bogie located under the fuselage.

DC-10 - the third is not superfluous

The use of optimal designs and the latest technologies provided a certain advantage to the DC-10 over the king of airliners. Although the Boeing 747 was superior to any other aircraft in terms of space, comfort and range, it was very demanding in terms of airports and maintenance, which became a serious problem for Boeing during the initial phase of operation. The DC-10, being quite spacious and efficient, at the same time turned out to be much more loyal to ground infrastructure.

The passenger cabin of the airliner was 5.54 m wide (6.08 m for the Boeing 747) and had a maximum certified capacity of 380 passengers. However, such capacity was not achieved in practice. Basic configurations included 285 seats in a two-class layout according to the scheme 2+2+2 in business class from 2+5+2 in economy class. In terms of dimensions and interior layout, the DC-10 was extremely close to the L-1011, this made them direct competitors and motivated McDonnell Douglas to enter the market faster than Lockheed.

The aircraft located in the fleets of launch customers had superior cabins, as they were of image interest for both operators and the manufacturer. American Airlines aircraft accommodated 206 passengers in a two-class layout with seating areas and bars in the cabin, while economy class had a 2+4+2 layout with the addition of small tables in the center row. The United option was also luxurious and could accommodate 222 passengers.

Modifications

The first generation of airliners received the indexes DC-10-10. These aircraft had a maximum take-off weight of 195 tons (333 tons for the Boeing 747-100) and a range of 6116 km at full payload. These aircraft were created primarily to serve lines within the United States. The aircraft received modifications -10CF, convertible into cargo ones, as well as modifications -15 with more powerful engines (21.1 tf versus 18.2 tf for the base ones), a range increased to 7000 km, a weight increased to 206 tons and the ability to operate in heat and high altitudes (the -15 series was supplied to Mexico in the early 1980s).

To perform transcontinental flights, a long-haul version of the DC-10-30 was created. It received GE CF6-50 engines boosted to 23.1 tf, its maximum take-off weight increased to 259 tons, and its flight range was 10,000 km, which allowed the airliner to compete with the Boeing 747. The weight that jumped by 53 tons required the integration of an additional ventral landing gear. The DC-10-30 model became the most popular in the family (163 units) and was in great demand in Europe: the starting customers of the model were Swissair and KLM, which received the first aircraft in 1972. Naturally, the model received cargo versions, as well as an ER version with uprated engines and an additional fuel tank, which allowed it to fly 10,620 km.

An alternative to the -30 version was the DC-10-40 version. Initially, the aircraft was created under the designation DC-10-20 and became the basis for long-range versions. However, unlike the -30 version, it was to be equipped with Pratt & Whitney JT9D engines. This decision meant that the DC-10 was now offered with two optional GE or PW engines, giving McDonnell Douglas an advantage over Lockheed, which had no alternative options. The version with JT9D engines allowed operators to optimize fleet maintenance, since at that time Boeing 747s were equipped with the same engines.

The aircraft was certified in 1972, however, the launch customer, Northwest Orient Airlines, asked to change the index from -20 to -40, as it positioned its new airliners as the newest and most advanced. Although the -30 and -40 versions, by and large, differed little from each other, they can be distinguished externally only by the slightly different shape of the tail engine nacelle (in the -40 model it is slightly convex near the air intake). A total of 42 -40 series aircraft were delivered to Northwest Orient Airlines and Japan Airlines from 1973 to 1983.

Interestingly, different versions of the airliners differed in power plants, wingspan, fuel capacity and a number of other indicators, but McDonnell Douglas made almost no changes to the fuselage: its length and cabin capacity are the same in all versions.

One of the major customers for McDonnell Douglas was the US Air Force. Created for the military, the KC-10 Extender tanker was intended to complement the KC-135 Stratotanker tankers to support aviation at long distances from bases. A total of 60 aircraft were delivered.

McDonnell Douglas considered the idea of ​​​​creating a version of the DC-10-50, equipped with two Rolls-Royce RB211 engines, but calculations showed that the thrust of two engines was insufficient for an aircraft of this size and the idea was abandoned.

Accidents and incidents

During the operational period (as of 2015), DC-10 model aircraft were involved in 55 incidents, 32 of which were serious accidents and disasters that led to death, for a total of 1261 people. The plane was the victim of terrorist attacks and hijackings, however, the plane did not escape problems with childhood illnesses and design flaws, which several times turned out to be the cause of serious accidents. For example, a defect in the complex locking mechanism of the cargo compartment doors, which led to opening in flight and depressurization. If in the incident near Windsor in 1972, a dozen people escaped with injuries, then near Paris in 1974, a similar door opening led to the crash of the liner and the death of 346 people.

Such cases, coupled with a number of other aircraft accidents, led to the widespread belief that the DC-10 was an unsafe aircraft, which had a very negative impact on its success. Despite fairly high reliability indicators in the subsequent period, he was never able to restore his reputation in the public.

Completion of production

Production of the DC-10 lasted less than 20 years. The first operator, since 1971, was American Airlines. Deliveries ended with the transfer of 446 aircraft to Nigeria Airways in 1988. Ironically, in the case of this aircraft, the company's marketers guessed almost exactly - in 1971 it was assumed that 438 aircraft would be delivered. However, reputational costs after accidents and catastrophes did not allow the airliner to quickly capture the market, and the niche of three-engine wide-body airliners itself was subject to pressure from the Boeing 747 from above and the unexpectedly successful Airbus A300 and A310 from below. Immediately after the completion of production of the DC-10, McDonnell Douglas began active work on its successor. 2 years later, in 1990, the MD-11 airliner made its first flight.

As of 2015, 56 aircraft are in commercial operation, most of which fly in cargo versions in the FedEx Express fleet. Flights of passenger airliners were completed in the USA in 2007 and in the rest of the world in 2014. Only cargo modifications, air tankers and several special aircraft, mainly for military purposes, remain in operation.

Characteristics of McDonnell Douglas DC-10 aircraft

Type	Mainline passenger aircraft
Modification	DC-10-10	DC-10-15	DC-10-30	DC-10-40
Power point	GE CF6-6D	GE CF6-50C2F	GE CF6-50C	PW JT9D-59A
Engine thrust	3 X 18.15 tf	3 X 21.1 tf	3 X 23.14 tf	3 X 24 tf
Maximum number of passengers	255 (3 classes) 285 (2 classes) 380 (maximum)
Service ceiling	12,802 m
Range of flight	6,116 km	7,000 km	10,622 km (ER)	9,254 km
Maximum take-off weight	195 t	206 t	259 t	251 t
Cruising speed	908 km/h (982 km/h maximum)
Wingspan	47.34 m		50.4 m
Length	51.97m
Height	17.7 m

It is the world's largest twin-engine jet passenger aircraft. The Boeing 777 set an absolute range record for passenger aircraft: 21,601 thousand km! Boeing 777 (“Triple Seven” or “three sevens”) - this aircraft was developed in the early 1990s, made its first flight in 1994, and has been in operation since 1995. The Boeing 777 was the first commercial airliner to be designed 100% by computers. And this is the safest long-haul airliner in the history of aviation! I flew on three sevens only once - from Dubai to Male with Emirates airlines and then I was surprised to learn that they saved a lot on the layout of the economy class cabin; we will put one additional seat in a row, reducing the width of the others! In this report I will talk about the history of creation, design features and show the passenger cabin of the largest operator of this type of aircraft in Russia.

History of creation

In the mid-1970s. The three-engine 777, which was intended as a competitor to the McDonnell Douglas DC-10 and Lockheed L-1011. This aircraft was conceived as a modified version of the 767 with a redesigned wing and tail section. It was planned to create two main options: a short-haul aircraft, which would be capable of carrying up to 175 passengers over a distance of 5,000 kilometers, and an intercontinental airliner, carrying the same number of passengers over a distance of up to 8,000 kilometers. Work on twin-engine aircraft soon began, but the 777 project was frozen, as difficulties arose with the design of the tail section of the aircraft, and the company also decided to focus on the more commercially promising 757 and 767. As a result, when both aircraft began to roll off the assembly line, it became Clearly there is a missing link in Boeing's aircraft line. There was an urgent need to have an aircraft that would be in the niche between such machines as the Boeing 767-300ER and Boeing 747-400. At first, Boeing planned to simply modify the 767, resulting in the so-called 767-X concept. It was in many ways similar to the 767, but had a longer fuselage, a larger wing and could carry about 340 passengers over a distance of up to 13.5 thousand kilometers.
But airlines were not impressed with the new aircraft. They wanted an aircraft capable of flying shorter distances and with a cabin configuration similar to the Boeing 747, which, in addition, could be changed by adding or removing the required number of passenger seats in a particular class of cabin. Another necessary condition was to reduce operating costs - they would have to be significantly lower than those of the 767. As a result, the original design was heavily redesigned and the twin-engine Boeing 777 was born. The Boeing 777 became the first commercial airliner to be 100% computer-based. . During the entire development period, not a single paper drawing was released; everything was made using a three-dimensional design system. Development of the aircraft began in 1990 and the first order was immediately received from United Airlines. In 1995, the first 777 began commercial flights. Currently, the 777-200LR is the aircraft capable of performing the longest passenger flights in the world.

Modifications

777-200

The 777-200 was the first modification of the aircraft and was intended for Segment A. The first 777-200 was delivered to United Airlines on May 15, 1995. With a range of 5,235 nautical miles, the 777-200 modification was aimed primarily at US domestic carriers. A total of 88 different aircraft of the 777-200 modification were delivered to ten customers. Airbus's competing model is the A330-300.

777-300

The stretched version of the 777-300 was intended to replace the Boeing 747-100 and Boeing 747-200 aircraft. Compared to older versions of the 747, the stretched version has similar passenger capacity and range, but uses a third less fuel and has 40% lower operating costs. The fuselage of the 777-300 is extended by 11 meters compared to the basic modification of the 777-200, which allows it to accommodate up to 550 passengers in a single-class configuration. The modification's maximum range is 6,015 nautical miles, allowing the 777-300 to serve heavily trafficked destinations previously served by the 747.

777-200ER

Modification 777-200ER (“ER” means Extended Range, increased range). The 777-200ER has increased fuel capacity and maximum take-off weight compared to the 777-200 modification. Intended for international carriers and transatlantic flights, the nf modification has a maximum range of 7,700 nautical miles (14,260.4 km).

777-200LR

The 777-200LR (“LR” stands for Longer Range), a Segment C model, became the world's longest-range commercial airliner in 2006. Boeing called this model the Worldliner, indicating the airliner's ability to connect almost any two airports. The modification set a world record for the longest non-stop flight among commercial airliners - the flight range is 9,380 nautical miles (17,370 km). The 777-200LR modification is designed for ultra-long flights, such as Los Angeles - Singapore or Dallas - Tokyo. The 777-200LR has an increased maximum takeoff weight and three additional fuel tanks in the rear cargo compartment.

777-300ER

The 777-300ER (“ER” stands for Extended Range) is a modification of the 777-300. The modification has beveled and extended wingtips, new main landing gear, a reinforced nose strut and additional fuel tanks. The model's standard GE90-115B turbofan engines are the most powerful jet engines in the world today, with a maximum thrust of 513 kN. The maximum range is 7,930 nautical miles (14,690 km), made possible by increased maximum take-off weight and fuel capacity. The fully loaded range of the 777-300ER is increased by approximately 34% compared to the 777-300. After flight tests, the introduction of new engines, wings and an increase in take-off weight, fuel consumption decreased by 1.4%.
And all the modifications in the visual series:
A good illustration for comparing scales is the 737 in front. Please note that the diameter of the GE-115B engine installed on the 777 model is only 30 cm less than the width of the Boeing 737 cabin!

Design elements

The design of the aircraft's airframe includes the use of composite materials, which account for 9% of the weight of the structure. The interior floor and steering wheels are also made from such materials. The main part of the fuselage has a circular cross-section and at the rear merges into a blade-like tail cone, which houses the auxiliary power unit.





The airliner also has the largest landing gear and the largest tires ever used on a commercial jet airliner. Each tire on the 777-300ER's six-wheel main landing gear can support 27 tons, which is more than the tire load on a Boeing 747-400!



The aircraft has three redundant hydraulic systems, of which only one is needed for landing. An emergency aircraft turbine is located in the wing fairing under the fuselage - a small propeller that extends out of the aircraft in emergency situations to provide minimal power. The General Electric GE90 engines powering the Boeing 7777 are the largest and most powerful jet engines in aviation history. And all five Boeing 777-300 of Transaero are equipped with RR211 Trent 892 engines from Rolls Royce:

Cockpit

The cockpit is very spacious. The Boeing 777 in all modifications is a long-haul airliner capable of serving non-stop commercial flights lasting up to 18 hours. However, regulations of various aviation regulatory bodies, professional and trade union organizations limit the continuous work time of crew and flight attendants.

Interior

The 777 interior, also known as the Boeing Signature Interior, features curved lines, extended overhead bins and indirect lighting. Seat configurations range from 4 abreast in first class to 10 abreast in economy class. The size of the windows - 380x250 mm - was the largest of all commercial airliners until the advent of the 787. Each airline has its own passenger cabin layout. It depends on certain customer requirements, and not on the type of aircraft! Please note that in economy class, Transaero has one less seat in a row than, for example, Emirates (!) and Aeroflot. This means that the chairs themselves are wider and more comfortable! Examples of the layout of Boeing 777 -200 and -300 a/k Transaero: Economy 2-5-2:
Economy 3-3-3:
Emirates" - economy 3-4-3
Aeroflot - economy: 3-4-3

Let's take a look on board the Boeing 777-300 of Transaero Airlines. EI-UNM flew with Singapore Airlines and was transferred to Transaero in 2012. The interior has been completely updated, with a Lumexis entertainment system installed throughout. The upholstery uses wear-resistant Alcantara material, and the seat manufacturer is the Italian company Aviointeriors. Imperial class "Transaero":



Business Class:

Economy Class: The economy class cabin in red colors is called “economy class”, and the blue one is called “tourist class”. They differ in the pitch of the seats. In economy class - 36 inches, in tourist class - 32 inches.



Wi-Fi is available on board! I'll have to test it somehow when I fly.
Visually, the color separation in the interior is pleasing to the eye:
Kitchen at the rear of the plane:
And even an installation for uncorking champagne bottles for the Imperial class:
In total, about 1100 aircraft have been produced at the moment! I once photographed the 1000th copy in Dubai:

Safety

This airliner is considered the safest aircraft among all long-haul airliners. During its 18 years of operation, the Boeing 777 suffered eight incidents, including one crash and two hijacking attempts. On July 6, 2013, the first plane crash with human casualties occurred. An Asiana Airlines Boeing 777-200ER, flying from Seoul to San Francisco, crashed while landing at San Francisco Airport, hitting the end of the runway with its tail. 2 people died.

Boeing 777 in Russia

In Russia, the largest operator of Boeing 777 aircraft is Transaero. This company has 14 aircraft in its fleet: 5 Boeing 777-300, 9 Boeing 777-200ER. In addition to Transaero, this aircraft is in the fleet of Aeroflot, Nordwind and Orenair.

The Boeing 777 has been operated by Transaero for 5 years; in one of the following reports I will talk about its maintenance at the company’s own repair and technical facilities.

Enjoy your flights!

There are probably no people who have never made even the simplest paper airplane. The older generation remembers that it used to be difficult to get functional and interesting toys, so they showed their imagination and creativity to make them with their own hands.

Experts note that making various crafts yourself allows you to develop your child’s fingers, improve concentration and teach him to use his imagination.

Another advantage is that a paper plane is absolutely safe. This toy can captivate children for a long time. Many parents cannot afford to give their child a modern toy, so the best solution is to make it yourself and involve your child in this activity.

It’s not difficult to make a simple airplane, but there are several options for making a craft that will fly over relatively long distances. Let's look at several manufacturing methods.

There are many options for an airplane that can fly longer than its conventional counterpart. Today we will make a super airplane, but to achieve results, you need to know a few secrets:

• If you fold the tail section incorrectly, then there is no need to talk about any long flight.
• Maintain symmetry.
• Fold your wings correctly.

We will need to prepare a regular A4 sheet of paper. The whole process takes no more than 3 minutes.

• Place a sheet of paper on a flat surface, bend it lengthwise, exactly in half, and then straighten it out. To maintain symmetry, we will be guided along the fold line. After this, on one side you need to carefully bend the corners along the line, as shown in the image below. This is how we will form the nose of the future aircraft.

• At the next stage, you need to turn the sheet over and fold it in half. If it is not clear, then we are guided by the images.

• Now the folded corners of the spout need to be straightened along the line.

• Turn the workpiece over. Now you need to fold the future airplane along the lines. You should get the same result as in the picture.

• Now you need to fold the workpiece in half. To shape a paper airplane, you need to bend it along the lines indicated in the image.

In order for the airplane to glide for as long as possible, it must be launched softly.

If you don't succeed the first time, try again. You can also watch a video on how to create a paper airplane.

How to make an airplane out of paper that flies far up to 100 meters?

Everyone wants to make an airplane that will fly at least 100 meters. But an ordinary craft cannot overcome this level. According to Guinness Records, such a plane was able to cover a distance of 69 meters. Of course, if you launch it from the 10th floor, it can fly 300 meters.

Creating crafts is a fun process, so it is recommended to involve your child in this activity.

Manufacturing process

To make this craft, you only need a piece of A4 paper.

First you need to form a corner; to do this, you need to bend the right side of the sheet to the left edge. It is very important to avoid distortions, otherwise nothing will work. Therefore, all actions must be done carefully.

Similarly, form the left corner. As a result, you will get bend lines along which we will continue to make the airplane.

The next stage is very important. You need to bend the right corner to the middle of the left line, as shown in the image. Make sure that your red lines match, only then finally bend the sheet.

The edges must match, so follow the lines as a guide. As a result of the last step, you should get the following:

In the same way you need to bend the corner on the left side. Fold both sides over so you have the same look as the image below.

Now you need to bend the top part. Pay attention to the drawing, all lines must match.

At the next stage, you need to bend both corners again to the very center.

We bend the workpiece crosswise, before smoothing the line, you need to make sure that the corners match exactly.

Now let's start forming the wings. You need to carefully bend them on each side; pay attention to the drawing of how the nose of the craft should look.

At the final stage, you should end up with a neat paper airplane like this.

The entire cooking process takes no more than five minutes. If you followed all the techniques correctly, then such a plane will fly up to 100 meters in length. Now you can test it in action in your nearest park.

How to make a paper airplane that flies 1000 meters? Airplane diagram

Of course, no paper airplane can fly a distance of 1 km. The duration and range of the flight depends on many factors: the model of the craft, the symmetry of the folds, weather, terrain, paper quality and others.

Let's consider a simple model that can fly high and far. This is a supersonic plane. To do this, you need to do the following:

1. A sheet of paper needs to be folded in half, only along, and not across, as in other cases.
2. Then unfold it and bend both corners of the sheet to the line to make the nose sharp.
3. Now the nose part needs to be bent towards the tail.
4. You need to step back about 1.5 cm from the last fold and bend the nose, as indicated in the diagram.
5. At the next stage, the workpiece needs to be bent in half lengthwise and wings formed.

To improve aerodynamic properties, it is recommended to bend the edges of the wings so that they point upward.

There is another version of the model, which was developed at the end of the last century by Can Blackburn. Thanks to his design, the aircraft's flight duration was 30 seconds.

1. The edges of the A4 sheet should be folded towards the middle, but the corners should not touch each other. There should be about 3 cm between them.
2. After this, fold 2 cm of the top edge.
3. Carefully smooth out and repeat the process, only in this case, you need to increase the distance between the corners. Look carefully at the diagram.
4. This procedure must be repeated approximately 10 times.
5. Bend the workpiece in half.
6. Leave 3 cm for the body and bend the wings.
7. Bend the ends of the wings upward.

Of course, successful models are not always obtained, so practice and experiment.

How to make a paper airplane that flies 10000000000000 meters. Step-by-step diagram with a motor

If you want your paper airplane to fly long distances, then you need to install a motor on it. You can make it yourself if you have similar experience or buy a small motor in a store. They are usually sold with detailed instructions, but if there are none, then we’ll look at how this can be done.

First you need to make a very ordinary paper airplane.

Now you need to determine the center of gravity where the board will be installed. To do this, we will use a needle and a simple pencil. The image shows that you need to hang the craft in three places and draw a continuation of the line from the thread.

Now you need to install the motor on the model. To do this, secure the board in the center of gravity, and also cut out a place for the propeller.

To make such a model, some experience is required, so it is better to buy a motor and install it on a paper airplane according to the instructions.

How to properly make (fold) a paper airplane so that it flies well?

In order for a paper airplane to glide well, you need to follow the manufacturing technique. Therefore, any model can fly smoothly. Let's consider another version of the model, which is capable of gliding in the air for a long time.

To do this, you need to prepare a blank A4 sheet and a ruler for straight folds.

Preparation method

You need to fold the sheet in half lengthwise and unfold it. Then bend it across. Iron everything well and bend one corner, as shown in the image below. We bend the second corner in the same way.

Then the corners need to be bent again, strictly along the line, and ironed well again. See picture.

Now you need to carefully open the sides and then bend them inward.

Fold the top of each side outward.

Now you need to bend it in the other direction.

After this, open the formed parts only strictly along the contour.

Do the same actions on the other side. As a result, you should have a blank as shown below.

At the next stage, we bend the future model in half.

Approximately 2.5 cm from the base of the model, you need to draw a line on each side

Then carefully fold each wing and iron it thoroughly.

Draw a line on the wings as shown in the image.

Now we bend the corners along the drawn line.

The end result should look like this:

If everything is done correctly, the plane will fly well and for a long time.

Video lesson. A simple paper airplane folding scheme

Even the simplest model will fly high and for a long time if it is made according to all the rules. Try following the instructions in the video below and you will see for yourself.

How long have you been making paper airplanes? I've been here for a long time and have already tried several options. To be honest, I had a fun time.