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X Wing Papercraft Pdf 12


The Do X was a semi-cantilever monoplane.[3] The Do X had an all-duralumin hull, with wings composed of a steel-reinforced duralumin framework covered in heavy linen fabric, covered with aluminium paint.

It was initially powered by twelve 391 kW (524 hp) Siemens-built Bristol Jupiter radial engines in tandem push-pull configuration mountings, with six tractor propellers and six pushers mounted on six strut-mounted nacelles above the wing. The nacelles were joined by an auxiliary wing to stabilise the mountings.[4] The air-cooled Jupiter engines were prone to overheating and could barely lift the Do X to an altitude of 425 m (1,394 ft). The engines were managed by a flight engineer, who controlled the 12 throttles and monitored the 12 sets of gauges. The pilot would relay a request to the engineer to adjust the power setting, in a manner similar to the system used on maritime vessels, using an engine order telegraph.[5] Many aspects of the aircraft echoed nautical arrangements of the time, including the flight deck, which bore a strong resemblance to the bridge of a vessel. After completing 103 flights in 1930, the Do X was refitted with 455 kW (610 hp) Curtiss V-1570 "Conqueror" water-cooled V-12 engines. Only then was it able to reach the altitude of 500 m (1,600 ft) necessary to cross the Atlantic. Dornier designed the flying boat to carry 66 passengers on long-distance flights or 100 passengers on short flights.

The luxurious passenger accommodation approached the standards of transatlantic liners. There were three decks. On the main deck was a smoking room with its own wet bar, a dining salon, and seating for the 66 passengers which could also be converted to sleeping berths for night flights. Aft of the passenger spaces was an all-electric galley, lavatories, and cargo hold. The cockpit, navigational office, engine control and radio rooms were on the upper deck. The lower deck held fuel tanks and nine watertight compartments, only seven of which were needed to provide full flotation. Similar to the later Boeing 314, the Do X lacked conventional wing floats, instead using fuselage mounted "stub wings" to stabilise the craft in the water, which also doubled as embarkation platforms for passengers.

A proposed improved version of the Do X designated the Dornier Do 20, in which the pylon-mounted engines were to be replaced by four pairs of 750 kW (1,000 hp) diesel engines in nacelles fared into the wing's leading edge and driving four propellers, was promoted in 1936, but never advanced beyond a design study.[7]

To introduce the airliner to the potential United States market[1] the Do X took off from Friedrichshafen, Germany, on 3 November 1930, under the command of Friedrich Christiansen for a transatlantic test flight to New York.[1] The route took the Do X to the Netherlands, the United Kingdom, France, Spain, and Portugal. The journey was interrupted at Lisbon on 29 November, when a tarpaulin made contact with a hot exhaust pipe and started a fire that consumed most of the left wing.[8] After sitting in Lisbon harbour for six weeks while new parts were fabricated and the damage repaired, the flying boat continued with several further mishaps and delays along the Western coast of Africa and by 5 June 1931 had reached the islands of Cape Verde, from which it crossed the ocean to Natal in Brazil.[8]

Pure origami is an ancient and elegant art, whereas making paper airplanes is often considered a relatively modern recreation. Origami focuses on beauty, while the performance of a paper airplane is usually its most important attribute. This clearly written, carefully illustrated how-to book combines the two activities to produce an up-to-date innovation: artfully constructed origami airplanes that actually fly.The author first shows you how to construct the Jet Tail, an important basic feature that is needed for many of the more difficult models diagrammed later. This is followed by detailed, step-by-step directions and diag


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