essay about plane

AIR & SPACE MAGAZINE

The airplane changed our idea of the world.

The invention of the airplane shook the globe, and it never looked the same again.

Paul Glenshaw

The advent of human flight not only boosted our power of movement, but also enhanced our vision: We gained the ability to see the Earth from above. Before the Wrights’ epochal breakthrough, there had been perhaps thousands of human flights, mostly in balloons. But it was the advent of the airplane—a whole new way of seeing and experiencing our planet with speed and control—that led to euphoric reactions across the world. Wilbur and Orville caused the eruption with their first public flights in the summer and early fall of 1908.

In order to appreciate just how big the news was, it’s important to remember the widespread skepticism of the Wrights’ claims to have perfected a fully practical flying machine. They did not hide their machine during its development through 1905, but didn’t exactly invite crowds either. On February 10, 1906, the New York Herald put it bluntly: “The Wrights have flown or they have not flown. They possess a machine or they do not possess one. They are in fact either fliers or liars.”

But when they flew for the public—Wilbur first, on August 8, 1908, in Le Mans, France—the press reports were breathless: “I’ve seen him! I’ve seen them!” a reporter for Le Figaro cried. “There is no doubt! Wilbur and Orville Wright have well and truly flown!” Wilbur’s flights came on the heels of earlier French and American successes by other competitors: Henry Farman winning the Deutsch-Archdeacon prize for a one-kilometer circular flight; Glenn Curtiss winning the Scientific American Cup for a one-kilometer straight-line flight in his June Bug. But Wilbur’s flights in France, and then Orville’s at Fort Myer, Virginia, were longer and in greater control by far than anything that had come before. “WORLD’S AIR SHIP RECORD SMASHED BY ORVILLE WRIGHT AT FT. MYER, VA.,” blared the Washington Times on September 13 after he flew for more than an hour. An eyewitness was quoted as saying, “I would rather be Orville Wright right now than the President of the United States!”

When airplanes first flew, they brought two new astonishing experiences to the human race. One was simply the sight of a fellow human being traveling through the sky at speed and in control. Grand contests were held for the public to witness the miracle. The first such competition in the United States was at Dominguez Field in Los Angeles in January, 1910. “In Trial Flight [Glenn] Curtiss Soars Like Huge Bird. Thousands Cheer as New and Untried Biplane Leaps into the Sky,” announced the Los Angeles Herald . The meet ran for 10 days, and more than 250,000 people attended.

The second novel aspect of airplane flight was what the aviators and their passengers saw from the sky—experiencing our enhanced vision for the first time. Famed reporter Richard Harding Davis best describes the transformation. He went to Aiken, South Carolina to fly with Wright exhibition pilot and instructor Frank Coffyn in 1911. Although he’d covered the Johnstown Flood and the Spanish-American War, he approached Coffyn’s Wright Model B with terror. “I began to hate Coffyn and the Wright brothers,” he wrote. “I began to regret that I had not been brought up a family man so… I could explain that I could not go aloft because I had children to support. I was willing to support any number of children. Anybody’s children.”

But once they were in the air, “a wonderful thing happened,” he wrote. “The polo field and then the high board fence around it, and a tangle of telegraph wires, and the tops of the highest pine trees suddenly sank beneath us.... They fell so swiftly that in a moment the Whisky Road became a yellow ribbon, and the Iselin house and gardens a white ball on a green billiard cloth. We wheeled evenly in a sharp curve, and beyond us for miles saw cotton fields like a great chess board.”

He underwent an epiphany. “I began to understand why young men with apparently everything to make them happy on earth persist in leaving it by means of aeroplanes.... What lures them is the call of a new world waiting to be conquered, the sense of power, of detachment from everything humdrum, or even human, the thrill that makes all the other sensations stale and vapid, the exhilaration that for the moment makes each one of them a king.”

When they landed, Coffyn told Davis they’d flown about six miles. “But we had gone much farther than that,” wrote Davis. “And how much farther we still will go no man can tell.”

Wright Brothers & the Invention of the Aerial Age is made possible by the generous support of David M. Rubenstein and Frederick and Barbara Clark Telling.

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Paul Glenshaw | READ MORE

Writer Paul Glenshaw created education programs for the Wright Experience and Discovery of Flight foundation, and he is the co-writer and co-director of the documentary The Lafayette Escadrille .

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history of flight

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In the history of flight , the most important landmarks and events include an understanding of the dynamic reaction of lifting surfaces (or wings ), building absolutely reliable engines that produce sufficient power to propel an airframe , and solving the problem of flight control in three dimensions. At the start of the 20th century, the Wright brothers demonstrated that the basic technical problems associated with heavier-than-air flying machines had been overcome, and military and civil aviation developed quickly afterward.

This article tells the story of the invention of the airplane and the development of civil aviation from piston-engine airplanes to jets. For a history of military aviation, see military aircraft ; for lighter-than-air flight, see airship . See airplane for a full treatment of the principles of aircraft flight and operations, aircraft configurations, and aircraft materials and construction. For a comparison of select pioneer aircraft, see below .

(Read the biography of Wilbur Wright that his brother, Orville, wrote for Britannica in 1929.)

The invention of the airplane

On the evening of Sept. 18, 1901, Wilbur Wright , a 33-year-old businessman from Dayton, Ohio, addressed a distinguished group of Chicago engineers on the subject of “Some Aeronautical Experiments” that he had conducted with his brother Orville Wright over the previous two years. “The difficulties which obstruct the pathway to success in flying machine construction,” he noted, “are of three general classes.”

Those which relate to the construction of the sustaining wings. Those which relate to the generation and application of the power required to drive the machine through the air. Those relating to the balancing and steering of the machine after it is actually in flight.

This clear analysis—the clearest possible statement of the problem of heavier-than-air flight—became the basis for the Wright brothers’ work over the next half decade. What was known at that time in each of these three critical areas and what additional research was required are considered below.

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by Chris Woodford . Last updated: January 30, 2022.

Photo: You need big wings to lift a big plane like this US Air Force C-17 Globemaster . The wings are 51.75m (169ft) wide—that's just slightly less than the plane's body length of 53m (174ft). The maximum takeoff weight is 265,352kg (585,000lb), about as much as 40 adult elephants! Photo by Michael Battles courtesy of US Air Force .

How do planes fly?

Photo: Four forces act on a plane in flight. When the plane flies horizontally at a steady speed, lift from the wings exactly balances the plane's weight and the thrust exactly balances the drag. However, during takeoff, or when the plane is attempting to climb in the sky (as shown here), the thrust from the engines pushing the plane forward exceeds the drag (air resistance) pulling it back. This creates a lift force, greater than the plane's weight, which powers the plane higher into the sky. Photo by Nathanael Callon courtesy of US Air Force.

Photo: Newton's third law of motion —action and reaction—explains how the engines and wings work together to make a plane move through the sky. The force of the hot exhaust gas shooting backward from the jet engine pushes the plane forward. That creates a moving current of air over the wings. The wings force the air downward and that pushes the plane upward. Photo by Samuel Rogers (with added annotations by explainthatstuff.com) courtesy of US Air Force. Read more about how engines work in our detailed article on jet engines .

Photo: An airfoil wing typically has a curved upper surface and a flat lower surface. This is the wing on NASA's solar-powered Centurion plane. Photo by Tom Tschida courtesy of NASA Armstrong Flight Research Center .

" The popular explanation of lift is common, quick, sounds logical and gives the correct answer, yet also introduces misconceptions, uses a nonsensical physical argument and misleadingly invokes Bernoulli's equation." Professor Holger Babinsky, Cambridge University

How airfoil wings generate lift#1: An airfoil splits apart the incoming air, lowers the pressure of the upper air stream, and accelerates both air streams downward. As the air accelerates downward, the wing (and the plane) move upward. The more an airfoil diverts the path of the oncoming air, the more lift it generates.

How airfoil wings generate lift#2: The curved shape of a wing creates an area of low pressure up above it (red), which generates lift. The low pressure makes air accelerate over the wing, and the curved shape of the wing (and the higher air pressure well above the altered air stream) forces that air into a powerful downwash, also pushing the plane up. This animation shows how different angles of attack (the angle between the wing and the incoming air) change the low pressure region above a wing and the lift it makes. When a wing is flat, its curved upper surface creates a modest region of low pressure and a modest amount of lift (red). As the angle of attack increases, the lift increases dramatically too—up to a point, when increasing drag makes the plane stall (see below). If we tilt the wing downward, we produce lower pressure underneath it, making the plane fall. Based on Aerodynamics , a public domain War Department training film from 1941.

How much lift can you make?

Photo: How a plane stalls: Here's an airfoil wing in a wind tunnel facing the oncoming air at a steep angle of attack. You can see lines of smoke-filled air approaching from the right and deviating around the wing as they move to the left. Normally, the airflow lines would follow the shape (profile) of the wing very closely. Here, because of the steep angle of attack, the air flow has separated out behind the wing and turbulence and drag have increased significantly. A plane flying like this would experience a sudden loss of lift, which we call "stall." Photo by James Schultz, NASA Langley Research Center and Internet Archive .

Photo: As you can see from this modern reconstruction, the Wright Flyer didn't have airfoil wings. By courtesy of NASA on the Commons .

Wing vortices

Steering in theory, steering in practice.

Photo: The Wright brothers took a very scientific approach to flight, meticulously testing every feature of their planes. Here they are pictured during one of their first powered flights on December 17, 1903. Courtesy of NASA/Internet Archive .

More parts of a plane Here are some other key parts of planes: Fuel tanks : You need fuel to power a plane—lots of it. An Airbus A380 holds over 310,000 liters (82,000 US gallons) of fuel, which is about 7,000 times as much as a typical car! The fuel's safely packed inside the plane's huge wings. Landing gear : Planes take off and land on sturdy wheels and tires, which are rapidly retracted into the undercarriage (the plane's underbody) by hydraulic rams to reduce drag (air resistance) when they're in the sky. Radio and radar : The Wright brothers had to fly their pioneering Kitty Hawk plane entirely by sight. That didn't matter because it flew near the ground, stayed in the air for only 12 seconds, and there were no other planes to worry about! These days, the skies are packed with planes that fly by day, by night, and in all kinds of weather. Radio , radar , and satellite systems are essential for navigation. Pressurized cabins : Air pressure falls with height above Earth's surface—that's why mountaineers need to use oxygen cylinders to reach extreme heights. The summit of Mount Everest is just under 9km (5.5 miles) above sea level, but jet planes routinely fly at greater altitudes than this and military planes have flown almost three times higher! That's why passenger planes have pressurized cabins: ones into which heated air is steadily pumped so people can breathe properly. Military pilots avoid the problem by wearing face masks and pressurized body suits. --> --> Acknowledgements

If you liked this article..., don't want to read our articles try listening instead, find out more, on this website.

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On other sites

For older readers.

• How to Land a Plane by Mark Vanhoenacker. Quercus/The Experiment, 2017/2019. A short but very imaginative guide to what you'd need to do if you ever found yourself in the pilot's seat.
• Fundamentals of Aerodynamics by John David Anderson. McGraw Hill, 2016. A readable explanation of the science that keeps planes in the air.
• The Airplane, a History of its Technology by John David Anderson. American Institute of Aeronautics and Astronautics, 2002. A book celebrating the first century of powered flight.
• How we Invented the Airplane: an Illustrated History by Orville Wright (edited by Fred C. Kelly). Courier Dover, 2012. Well worth a look to see how the Wrights approached the problem of flight.

For younger readers

• Flight School: How to fly a plane step by step by Nick Barnard. Thames and Hudon, 2012. A well-illustrated, 48-page overview for ages 8–12.
• Eyewitness: Flight by Andrew Nahum. Dorling Kindersley, 2011. A visual guide to the history and technology behind planes and other flying machines.
• Air and Space Travel by Chris Woodford. Facts on File, 2004. One of my own books, this one charts the history of flight through balloons, planes, and space rockets. Suitable for ages from about 10 to adult.
• [PDF] How do wings work? by Professor Holger Babinsky. Physics Education, Volume 38, Number 6, 2003. A more detailed explanation of why the traditional Bernoulli explanation of lift is wrong, and an alternative account of how wings really work.
• Airflow across a wing and How wings work : These short scientific films by Holger Babinsky show the air movements across an airfoil (aerofoil) as the angle of attack changes and prove that the classic, simple Bernoulli explanation, based on equal transit time, is wrong.
• How do wings really work? : A quick summary from the Bloodhound SSC project covers much the same ground as my article but in just a minute and a half!
• How airplanes fly : A long (18.5 minute) 1968 video from the Federal Aviation Administration that explains the basics of flight to pilots.
• Aerodynamics : This old and crackly US War Department training film from 1941 explains the theory of airfoils and how they produce different amounts of lift as the angle of attack varies.

Notes and references ↑    Newton's third law is sometimes written as "action and reaction are equal and opposite." That can be confusing, because it makes you wonder why anything goes anywhere at all: why don't the action and the reaction just cancel out? The answer is that the action and reaction work on different things . The action works on one thing; the reaction works on something else. So if the action is a whoosh of hot gas firing back from a jet engine, the reaction is the plane moving forward; if the action is a wing going upward, the reaction is the air going downward. The forces are indeed equal and opposite, but they don't cancel out because they act on different things. Please do NOT copy our articles onto blogs and other websites Articles from this website are registered at the US Copyright Office. Copying or otherwise using registered works without permission, removing this or other copyright notices, and/or infringing related rights could make you liable to severe civil or criminal penalties. Text copyright © Chris Woodford 2009, 2022. All rights reserved. Full copyright notice and terms of use . Follow us

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Essays on Airplane

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Invention Essay: Wright Brothers: the Start of Aviation

Who Were the Wright Brothers? The Wright Brothers were American engineers, aviators, and inventors. They are famous for inventing and flying the first airplane in the world on December 17, 1903. The Wright Brothers’ first flight was a success after their failures in experiments to invent the airplane. Their persistence made them adjust the airplane until they were able to fly and land safely. Their success marked the beginning of the era of flights for human beings. They had tested several aircrafts before, which helped them understand the complexity involved in aerodynamics. The brothers hoped that in the end they would be able to make a successful aircraft.

Wright Brothers Memorial is a national symbol which is located in Kill Devil Hills in North Carolina. It serves to honor and celebrate the first sustained, triumphant, and powered flights in a machine which is heavier than air.

The Wright Brothers biographies are not written separately but combined as one and referred to as the Wright Brothers biography, which gives an account of the life, story, and death of Wilbur and Orville Wright.

During their experiments in inventing an airplane, they gave numerous interviews and wrote notes, the quotes from which have been famous over the years. Some of the most known Wright Brothers quotes are:

• “It is possible to fly without motors, but not without knowledge and skill.”
• “The fact that the great scientist believed in flying machines was the one thing that encouraged us to begin our studies.”

There are also Wright brothers quotes about success, for example:

• “Men become wise just as they become rich, more by what they save than by what they receive.”
• “The airplane stays up because it doesn’t have the time to fall.”

All these quotes are used by people to motivate others persuading that regardless of the challenges we face, with the right amount of persistence and diligence, we will be triumphant.

Their career began in printing and later they opened a shop that repaired bicycles. Running a shop, they became excellent mechanics. Later on, the Wright Brothers construction began from this passion, and they built a printing press. Orville was the pilot of the first powered airplane that covered 120 feet. Orville Wright’s first flight lasted 12 seconds; his brother Wilbur flew what they called their flying machine the same day and covered 852 feet in 59 seconds. The Wright Brothers answered the question about the possibility of flying by their own example and their airplane flights.

The Wright Brothers first flight was made in Kill Devil Hills which is a group of sand dunes in close proximity to the town of Kitty Hawk. It is located in Dare County in North Carolina. Alberto Santos-Dumont is the person who invented aeroplane before Wright Brothers as claimed by some researches. The analysis of Santos-Dumont and Wright Brothers’ projects explains the differences between the characteristics of the planes they invented. According to Brazil, Santos-Dumont constructed the first plane which had wheels while the Wright Brothers launched that plane on the rail.

The Wright Brothers family consisted of their father Milton Wright, who was a bishop in the United Brethren Church, and their mother Susan Catherine Koerner. The parents were supportive of their children from a tender age and encouraged their both academic research and practical experiments. The Wright Brothers’ sister was called Katharine Wright.

Some facts about the Wright Brothers say that they enjoyed outdoor activities, playing with kites, and going in for sports when they were young. They started experimenting with kites and later were offered a helicopter which was powered by a rubber band. This is when their interest in flying began. Why did the Wright Brothers invent the airplane? In 1896, there were many accounts of flying machines published in the newspapers. The two brothers became aware of the lack of appropriate controls for the advertised aircrafts. They wondered how a pilot would be able to balance an aeroplane in the air and then decided to make the first flight in 1899.

Wilbur Wright is the eldest brother and was born on April 16, 1867 in Indiana. He was the intellectual in the family at the same time being calm, stern, deliberate, and controlled. On the other hand, Orville Wright was born in Ohio on August 19, 1871. He was an extrovert, self-driven, self-assured, inquisitive, lively, and optimistic. The traits of the Wright Brothers complemented each other, and this is the main reason why they were able to achieve their goals despite the challenges they faced. Wright Brothers inventions show the importance of collaboration.

They did not marry and thus had no families. Wright Brothers’ school life is not interesting as none of them received high school diploma. The Wright Brothers timeline indicates the events that took place since the birth of Wilbur until the time of their death. Wilbur Wright died on May 30, 1912 of typhoid fever and Orville Wright died on January 30, 1948 of a heart attack.

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Free Aviation Essay Examples & Topics

Today air travel is the fastest and safest mode of transportation. With over one hundred thousand flights taking off and landing every day, it is a bustling and complex industry. If you find yourself having to write an aviation essay, you are in luck. There is plenty of ground for you to cover, from research and aircraft manufacturing to the airline industry.

There are many different types of aviation, but the three main areas of operation are commercial, general, and military. Commercial aviation is the one most familiar to us – airlines that we use when buying a ticket. Military operations involving aircraft training, exercising, and surveillance are referred to as military aviation . Finally, general aviation covers everything else within the field. Corporate or private airplanes, cargo transporters, news aircraft, and the like – all fall under this type.

Our team has prepared a list of topics for amazing essays on aviation that you will find below. We have also provided advice and tips on writing your paper. Under the article, you will discover some top-notch aviation essay samples for your consideration.

Just like with any other academic work, writing an essay about aviation starts with choosing an appropriate topic. Here you can browse through our 17 ideas that can inspire your work. Or you can try our online topic generator that will create one for you.

Check out these aviation topics:

• Aeronautical engineering in the military during World War II.
• What are the standards of modern aviation safety?
• The influence of economic factors on aviation legislation in the United States.
• The environmental impact of the aviation industry.
• The history of sustainable development in civil aviation.
• Airline ticket prices and what factors affect them.
• Aircraft noises: how does commercial airline staff handle unprecedented incidents?
• Gender equality in aviation – the career challenges of being a female pilot.
• Human errors in aviation accidents and how much they really contribute.
• The impact of modern technological development on aviation security.
• The risks behind unmanned aircraft technology.
• Human factors in aviation maintenance of military aircraft.
• Occupational health and safety procedures in commercial airlines.
• Airports’ response to the COVID-19 pandemic.
• What management strategies allowed Qatar Airways to become one of the most expensive airlines in the world?
• Innovations in aviation in the 21 st century – where are we headed? What is the future of aviation?
• The history of aerodynamics in aircraft research and development.

Now that a topic has more or less formed in your mind, you can proceed to work. Similar to other academic achievers, aviation students have to work on their outline and thesis. You can read it intently in our guide on writing an essay .

Here we have collected some tips that will assist you in structuring and excelling at your aviation essay:

• Title. This will be the first thing a person sees when reading through your essay. It is the first impression you make on your audience. Therefore, it must be clear and concise. Make sure that your title 100% reflects what you will be talking about in your essay.
• Research. Once you have your title and topic ready, delve into research. Find reliable first-hand or second-hand sources. Make a note of each credible resource as you go along. If you’re unsure about your topic, double-check it with your professor before diving deep into your research.
• Thesis. This is the guiding principle of your essay. It must be structured as a single sentence that clearly states the central message of your paper. Reflect on the most significant points in your thesis. Check how our thesis generator formulates one to improve the result.
• Outline. An outline for an essay typically consists of three parts:
• Introduction. The first paragraph must gently inform your audience of what they are about to read. It should not contain too much information. Instead, fit a hook and a little bit of context. Focus on how to lead up to your thesis statement at the end of the introduction.
• Body Paragraphs. All of the information that you collected during your research will go into the body of your essay. Each paragraph must focus on a unique issue. Your goal here is to smoothly lead up to the next point that you will discuss. Remember to substantiate your claims with evidence and references when appropriate.
• Conclusion. Here you include the summary of your paper. You should explain how the content of your body paragraphs relates to your thesis. Do not introduce new information in your conclusion. Only summarize what was already said.
• Writing & Polishing. When your outline is ready, you are all set to begin writing. Having your plan and research in front of you makes the process much smoother. Remember to proofread your work. All the best essays have been double-checked and edited before submission.

We hope that these tips and tricks managed to reignite your passion for aviation. Writing an academic paper is never an easy feat, but we are here to help. If you feel like you still require more insight, check out the aviation essay examples you can find below.

Thank you for reading!

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Flying In An Aeroplane Essay | Essay on Flying In An Aeroplane for Students and Children in English

February 12, 2024 by Prasanna

Flying In An Aeroplane Essay – Given below is a Long and Short Essay on Flying In An Aeroplane of competitive exams, kids and students belonging to classes 1, 2, 3, 4, 5 6, 7, 8, 9, and 10. The Flying In An Aeroplane essay 100, 150, 200, 250, 300 words in English helps the students with their class assignments, comprehension tasks, and even for competitive examinations.

You can also find more Essay Writing articles on events, persons, sports, technology and many more.

Short Essay on Flying In An Aeroplane 300 Words for Kids and Students in English

This summer, I happened to visit Kathmandu. I decided to go by air. I booked my seat with Royal Nepal Airlines a week in advance of my departure. My plane take-off from IGI Airport at 10 a.m. Before the take-off, everything was checked and passengers fastened their belts. When the plane started moving on the runway, there was a terrific noise. But in no time, it take-off. This was my first air trip. As the plane was flying, I felt a little giddy. My ears seemed to be swelling. But after some time. I began to feel normal.

Now the aeroplane was flying at full speed. I looked down through the window and saw big cities and towns that seemed to be like small toys. The landscape appeared to be very attractive. Forests and trees looked like tiny plants. Even the big rivers appeared to be small drains of water. As I was gazing, the air hostess came and offered me a cup of coffee and some snacks. I enjoyed the refreshment very much. The condition of the travellers in the aeroplane is worth mentioning. While some passengers were dozing and snoring, others were feeling giddy and uneasy. Some passengers were just glancing over the magazines and periodicals while others were engrossed in reading novels. Many passengers were chatting with one another.

At 11.30 a.m. our plane made a brief halt at the Patna .airport. We were served light refreshments again. A few passengers bought newspapers and novels. The plane then finally took off for Kathmandu, the capital of Nepal. As the aeroplane was flying, I enjoyed a wonderful aerial view of the country. Peeping through the windows and looking over the landscape below was really charming. The moment our plane flew over the mountainous regions of Nepal, the scenery changed completely. The majestic hills, the mighty waterfalls, the narrow ravines and gorges, the deep groves, the green vegetation covering the hills, the cypress trees and other densely grown forests presented a beautiful view. The Kathmandu valley presented a charming spectacle. Having an aerial view of the city of Kathmandu surrounded by hills, towers and turrets, pagodas and stupas, is an amazing experience. When our plane finally landed at the Kathmandu airport around 2 p.m. the whole city was bathed in silvery sunshine.

I came out of the aeroplane and had a cup of coffee at the airport restaurant and then I hired a taxi and drove to my friend’s house. It was amazing how man can fly off to a far off place in such a short time. I really enjoyed my first ever trip in aeroplane.

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Essay on “A Journey in An Aeroplane” Complete Essay, Paragraph, Speech for Class 10, Class 12 and Graduation and other classes.

A Journey in An Aeroplane

Flying in an aeroplane is an experience most people consider interesting and exciting. Like everyone else, I also wondered how a huge object, several meters long, wide, and high, weighing scores of tonnes, could lift itself off the ground and fly for long periods of time with absolute grace and with seemingly no effort. My mood was, therefore quite buoyant when I flew in an aircraft for the first time, while on a journey from Mumbai to Delhi a few years ago.

The flight was scheduled for early morning, and as directed, I reported at the airport an hour before departure. After the preliminaries, like baggage check-in and security clearance, my fellow passengers and I walked up to the aircraft to board it. At the end of my climb up the ladder, I was warmly welcomed on board by an air hostess and the fight purser, flashing hospitable smiles. They were very politely guiding us, the passengers, to our respective seats.

As I entered the aircraft, I felt that my vibrant mood until then was yielding to one of steadily increasing anxiety and awe. The change in my mood was obviously due to my lack of experience in flying. Ignoring my uneasiness, I slumped into my seat and tried to relax as best as possible.

From my seat near the window, I could see one of the engines, hanging from the aircraft wing, start with a squeaking sound, which a little later developed into a deafening screech. The pilot’s voice was soon on the public address system advising us to tighten our seat belts. After the initial amble, as the aircraft picked up speed, I could see through the window the terminal building vanishing swiftly behind me. Almost immediately afterward, I experienced a gentle jerk, which indicated that the aircraft was airborne. As the aircraft was climbing up to its cruising height, I felt as though a needle was piercing my ears. In a reflex action, I cupped them with my palms. The pain lessened instantly, and in time, eased completely.

I relished the refreshments that were served after the pilot announced that the seat belts could be released. Munching sandwiches and sipping orange juice at thousands of meters above the ground had a rare thrill and excitement about them. Once the refreshments started settling in my belly, my anxiety gradually started dissipating. With a feeling of satisfaction and buoyancy, I took out the newspapers and magazines from my seat pouch to read out my time. The flight was pleasant enough to make me doze off a bit as well.

I was woken up by a request to fasten the seat belts. The plane was nearing its destination and preparing to land there. As I looked out of the window, I could see features like fields, buildings, and roads gaining clarity. After the plane had made a smooth touchdown, with a gentle thud, the sound of the engines steadily lowered until it was reduced to a feeble whimper.

When the aircraft eventually stopped, some distance from the terminal building, I heard the flight commander’s voice instructing the passengers to prepare for disembarking. I heaved a gentle sigh and thanked God for a safe flight. The air hostesses were once again at the door, bidding us goodbye and thanking us for our patronage. After experiencing an hour of tranquility, thousands of meters above the ground, I was back again in the midst of the hurly-burly of Mother Earth!

A Journey by Aeroplane

I have always longed to fly in an aeroplane. I expressed this desire to my father. He agreed to take all of us by air. I and my sister worked very hard during our exams. Soon our exams were over. We were sure that we had done our papers well. The results came and both of us secured good positions in our respective classes. My father was pleased with our results. He at once arranged for our aeroplane tickets to Bangalore.

We reached the airport an hour before the time of the flight. After checking in, we went through the security check and reached the boarding area. There we were given the boarding passes. Soon we boarded the bus that was to take us to the waiting aircraft. The bus took us to the aircraft. We got off the bus. There was in front of us the steps that were attached to the open door of the aircraft. We got into the aircraft. We were received at the door by a smiling air hostess. She directed us to our seats. I sat near the window. I could see the airport building from my window. After all the passengers had boarded the aircraft, the door of the aeroplane was closed. The air hostess made an announcement. She told us to tie our seat belts. The aircraft then moved onto the runway. There is started moving with great speed. After a few minutes, we were in the air. I could see the houses and trees grow smaller. We went higher until we were in the clouds. For a few minutes, it appeared that we were floating in the sky. We were served refreshments by the air hostess. She was very polite.

It took an hour and a half to reach the Bangalore airport. When the time came to land, we were once again told to tie our seat belt. Soon the aircraft began to lose height. It made a soft touch down on the runway where it slowed down and eventually came to a halt.

Thus my maiden journey by an aircraft came to an end. I enjoyed my journey very much.

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This is essay is tremendously amazing the words are wonderful describes a lot about the journeg.This essay helped me a lot….I just want to say to the one who wrote this essay..THANK YOU A LOT

The essay was really nice.I like it very much and the second one is amazing 🤗. This essay helped very much in my board exams.

THANKS A LOT AND NOW I AM THE TOPPER OF MY CITY….

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• Tips For Writers

August 24, 2015

Writing about: a plane ride.

TIP #1: If you want to write about a plane crash, read reports, books, and watch as many movies/documentaries as you can to understand what would happen.  

TIP #2: Consider whether or not your character is afraid of flying. If so, show his/her fear by having him/her clench the armrests, take Valium, pray and/or jump at every little thing.

75 comments:

Unless it crashes. Yeah, that would suck. Not a fan of plane rides.

That would suck in real life and fiction, but in fiction it could lead to an exciting survival story.

However much I fly, I still hate it. I flew to and from Canada from England when I went to college there in my late teens. I've flown to places in Europe regularly, and I've been to India plus the US. It was only when I flew on a KLM plane with screens showing the planes altitude etc, that I realised that I shouldn't be scared. Suppose now it's become a fear-habit. And now when we move to the US, I have to face flying again. And as I can't walk, there are new problems. But that's going to be a future post on my site.

To Canada from England is a long trip!

I'm not necessarily afraid of flying. I'm just not a huge fan of it. And I agree. Sometimes you can use transition scenes like these to add a different dimension to your character.

I'm not a huge fan of flying either. Though I only did it that one time (there and back).

Funny enough I never thought about writing about a plane ride until I read your post. And I even outlined a book 3 that takes place in Europe. How is my character suppose to get there? By plane, duh. Will have to remember this. And personally, I prefer to sit in the aisle because it's easier to leave my seat to go to the bathroom. And I don't have to look out the window, seeing how high up I am freaks me out. I'm not afraid of heights, it's just the falling part that gives me the chills.

LOL! I'm very glad that I did this post then. I almost didn't because I thought it was too boring. I actually felt better when I looked out the window during takeoff then when I forced myself to look straight ahead. Looking straight ahead made me feel everything.

I'm not afraid of it, though it's been over a decade since I've done it and I've become a bit more anxiety prone in this decade, so I might be now lol...and I have an airport scene in my MS (FL nonetheless!) and this totally helped!! :) bookmarked.

It's been about just as long for me. I'm glad a couple of people are finding this post useful. I was doubting its usefullness.

It's really something to read a book written before all these draconian airport security measures in the U.S., with scenes like parents accompanying young children as far as boarding or people allowed to bring more than a tiny amount of liquids onto the plane. I've travelled by plane to Florida, Colorado, and Pennsylvania, as well as to Israel. On my third trip to Israel, we had an emergency middle of the night landing in Vienna when an elderly Russian woman a few rows behind me got sick. She was scared of flying, particularly alone, and had taken too much Xanax or some related medicine. She was apologizing to everyone as she was taken off the plane to some hospital or clinic, after some Austrian doctor had come onto the plane and introduced himself (Dr. Scharf, I think his name was). After that adventure, I can honestly say I've been in Austria and Vienna, even though I couldn't get off the plane.

Times have definitely changed. Airports are a lot more strict, and for good reason. I'm sorry she got suck and the plane have to make an emergency landing. I hope to never have to experience that.

Great suggestions, Chrys. I think the plane ride can really show us something interesting about the main character. Emotional state, for example, if they're flying home for a funeral or a wedding. Also, sometimes plane rides (something about being so high from the ground) can really get us thinking about our life and we may have sudden clarity about a situation or a change we need to make. One great example where the plane ride was hilarious was in Bridemaids, the movie. They really made the most of that scene and it revealed many things about the characters. It also served to put a wedge between the main characters and we wanted to know how it would get resolved.

Those are great points, Lisa. The reason for the trip can really show the character's emotional state. I still haven't seen Bridesmaids!

I love flying. For years, I never got the opportunity until I started taking trips overseas. The first time I went, I flew to London and Paris. The second time my friend and I literally did the planes, trains and automobile thing. We flew to Dublin Ireland, rented a car and drove to Belfast, then flew to London, Took the train to Liverpool, another plane to Isle of Mann, then another back to Ireland, and one more back home. I would fly any opportunity I get now. And being the good writer that I am, I already used some of the experiences of flying, even if for just a short clip in one of the stories I wrote where the charters are going on a senior class field-trip overseas. One of the boys is excited, one is not. “Write about what? Our trip to the UK will amount to a 10 hour flight in cramped seating, followed by tourist traps. Not exactly exciting.” “It’s not the trip itself I want to write about. It’s the experience. Yes, I could always write about taking a trip before, but now I’ll be able to describe it. The gut feeling when the plane takes off, the stale taste of the packed peanuts, the frustration of waiting for our luggage.” “And the frustration when they send your luggage to Singapore. You know that’s going to happen.”

Gosh, I wish I could travel as much as you have. I wonder how I'd do on an overseas flight. I think it's cool your characters talked about writing about their flight. I'm not the only one who thinks about this stuff. ;)

The first time I flew, there was the volcano in iceland spewing spoke and my flight nearly got cancelled. Even after the flight was cleared to depart, there was always a worry about the thick volcanic ash smoke clogging the engines and causing a crash. At least that was the word in the airport. It was a very nervous and apprehensive time for me, but I was so thrilled with the flight and taking pictures of the clouds below and recording my thoughts and feelings, all apprehension subsided.

That would be terrifying! I have heard that ash can clog engines and cause helicopters and planes to fail.

Good stuff here! I imagine I wouldn't ever write about an airport unless it involved some conflict... like maybe my character is deathly afraid of flying or luggage with something very important goes missing. I don't know. Some of these things didn't occur to me!

Air ports can make some exciting scenes. A lot can happen and things can go horrible wrong.

Other than the constraints of air travel these days, I don't mind. But my first flight was memorable in that I had never done so before, had never left home (yet), did not know the person meeting me on the other end and I was traveling alone - at age eleven. "Long after everyone else had disembarked I remained in my seat staring out the tiny rain-streaked window at the man in the trench coat on the tarmac, in the dark..." Stimulating post, Chrys - thanks!

I would've been terrified if I had to do that at eleven! Oh, is that a piece from a WIP? It's good!

Aw, thanks, Chrys! It's more an excerpt from the memoir I may never get around to writing - ha!

Until you said, unless it crashes, I was thinking good thoughts. Airports are a great place to people watch. I used to never get on a plane unless I was toasted! As I got older, the jet lag was killing me and I had to sober up, so I would pop a pill or two. Now, I can go the entire trip au natural, but I will never get over being afraid. My last trip was coming back from Vegas and it was bumpy all the way. I thought I was going to lose it, the muscles in my neck and shoulders were so tight I thought my explosive headache would make my head pop off. Was I ever glad to get home. But...sometimes the only way to get there is to fly. sherry @ fundinmental

HAHA! Oops. :P The thought of taking a pill or being toasted on a plane makes my anxiety worse.

Hi, I'm not afraid of flying and I do it often. Yet there's something about the take off and the landing that makes me hold on to my seat and say a prayer. As for my characters moving, flying, whatever, they do it. Like you, I want them to be as real as possible. Shalom, Patricia

The take off and landing can be quite bumpy. That's good! :)

It's been probably about 10 years since I've been on a plane. Too much of a hassle and too expensive, so hubby and I drive everywhere.

Same here...about 10 years since being on a plane. I don't drive but have always wanted to go on a road trip.

You could have your character take a train (or boat or walk or drive).... And remember, not all airports are large--you often go through a large airport, but many of my destinations have taken me through small airports--I once lived in a town out west that had 3 flights a day (30 people each flight). The check in person, after a few times, knew you by name! of course, then I had to go through Salt Lake, a large airport. I don't fear flying, but I hate the hurry up and wait attitude. When I fly I find I am always in a hurry, on a train I find I can sit back and enjoy the trip (something hard to do on a crowded plane... On, I just remember a "plane horror story" that I blogged about....http://sagecoveredhills.blogspot.com/2010/10/wet-dreams-and-sleepless-nights.html

That's true. Just...as you said.... you often go through large airports to get to a destination. The airport I landed in Michigan was pretty small. And I've never been on a train. I'd want to experience it before putting a character on one.

I'm curious about the airport in Michigan, do you remember which one? I've flown out of a lot of them as I lived there for over a decade.

I'm not a big fan of flying. Only when necessary. It is nice to fly halfway across the country in only a couple of hours though. I got lost in an airport one time. Almost missed my connecting flight. Made it just in time. It pays to ask someone. :)

I remember stepping off the plane and thinking I was still in FL although I was across the US.

The older I get, the less I like flying. Airports are like mini-cities, full of so many interesting stories - the ones that are true/real, and the ones we create. :)

I love that, Madeline! :D

I've been on a plane quite a few times, but I freak out every time. I find that the smaller airports are slightly less confusing. I did fly by myself twice from NY (Where I live) to Miami and back. That was horrible. lol

Smaller airports are better. The big ones are too chaotic.

I've flown a few times in the past couple years after not being on a plane since I was 6. I don't really mind it, but I always think I'm going to be productive during the flight and just end up watching TV instead. I've never written about a flight, though!

I just read. The whole time. :)

I am usually a nervous flyer and clench the armrests on landing and especially on takeoff. I wasn't nervous the last couple of times - waiting to see if the next time I fly I'll be nervous - if not, I have a theory on why not. :)

Oh, and also, you are a winner on my blog!

Nervous flyers are the best characters in fiction! Really? I am? SQUEE!!! :D

I have only flown a couple of times in my life. I am a little nervous at takeoff and landing, but in the middle I am pretty good and keep myself occupied with reading. :) It has been about 10 years since I have flown- so I am guessing I will be even more nervous again the next time! ~Jess

You're about the third person to say it's been 10 years. It's the same for me.

I've never written a plane scene. Maybe I need to. :)

Maybe you should! :)

I sent a whole class of kids over to your post on the Ultimate Editing List, Chrys! Ha ha ha...you're the best.

Really? Wow! Thanks!!

Thank YOU. <3

I haven't been on a plane in a long time, but I've been to the Pacific Northwest, Illinois, and Texas on various trips. Take offs from John Wayne Airport are... interesting. (There's a noise ordinance, so they have to go practically straight up, then turn over the ocean.)

Straight up? Yikes!

This is a great, unique post! I've only had to write an airport scene once (years ago), but I feel like I did it rather terribly. This will be a good reference point if I ever need to write one again! I think the last time I flew, I was four years old, going to Disney ;)

Thank you, Anne!

Ugg, I don't mind the plane so much, is all the rigamoral before and after that gets annoying as can be. Don' think I ever wrote an airport scene though

Airports are so hectic. I wish we could avoid them.

You are so good about sharing writing tips:)

Thanks! I try. :)

Those take offs and landings ca be a challenge. But taking off half my clothes before boarding is even worse. Now there's a story for you! :-)

HA! I want to know that story!!! :P

All great ideas for writing about flying :) I'm not a flyer. Actually I detest flying, LOL :) The last time I flew was back in 2005. I don't plan to fly again LOL :) And actually it was a very smooth flight, but heights and me don't quite get along :) betty

You're another one who said it's been 10 years. That's like 5 or so. Including me.

I used to enjoy flying for the excitement of seeing new places at the other end. Now, the dominant features are the waiting, and being treated like cattle at every stage of the journey. As for which parts to include or leave out, the big question for me is always - how does this scene move the story forward? Does is reveal something about the world or the character? Does it give you an opportunity to introduce some set-up for later - some seemingly unimportant observation that will become important later on?

Treated like cattle. YUP! You're write about that. I think airports scenes or flight scenes do more stories along because the characters are going somewhere and they can certainly reveal a lot of a character too. :)

I have travelled more than once on planes and I am terrified of heights but I am ok on a plane. I think it seems cozy and enclosed not like in a small car ready to go off the bridge to my death:) Let's see, there is the time I thought I had closed the bathroom door only to find out, to my horror, that I didn't. The man opened the door and all the people in their seats looked back and saw me in full glory. I was 18..I wanted to die. I recall coming into Frankfurt and seeing the roofs of the homes only for the flaps to move and the plane going up dramatically. There was intense fog and this was happening for an hour. To say we all clapped when we landed would be an understatement-it sounded like we just had seen our lives flash before our eyes...oh wait, I think it did. The last plane ride made me understand the life of the undead sardine in a can. My hubby on one side and a nice old man on the other who had not seen a tub in 10 years and felt compelled to slowly kill me from the undead stench coming from his mouth. I felt like throwing some mints into his mouth but I don't think that would have worked.

I'm terrified of heights too but pretty good on planes. Or I was...ten years ago. :P Oh, gosh! That would've been mortifying! And I sure would hate to have to sit next to someone like that.

I love the take-offs but the landings always take ten seconds too long. I'm almost always convinced I'm going to die. :-P Anna from Elements of Writing

I don't like the take-offs and the feeling of being pushed into my seat and the elevating. EEK! :P

All in all one must gather enough compelling research to make the story believable. You've raised fair points about knowing what to include and not include when writing about a plane ride, very insightful post indeed.

Thanks, Blogoratti. Research is always a must.

Sharp blog post. I know we skip the traveling when nothing happens, but the chaos of an airport, security, terrorist risk, and then boarding plus the actual flight time can add for some major conflict. You've given us a thorough breakdown of an airport , airplane scene including all the components to up the tension. Well done.

It can add conflict! I added a nice little bit of conflict when my characters landed in their destination and were in the airport. Thanks!

I love the take-off! Such a fabulous sensation as your stomach does a flip-flop! Great post, Chrys!

I hate that flip-flop feeling! :\

i am always looking for some free stuffs over the internet. there are also some companies which gives free samples. site

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Essay Sample on Invention of Airplanes

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The invention of airplanes is one of the most captivating innovations ever made by human beings. Before its invention, people could take months, or even years to reach different destinations. Today, a commercial plane can carry hundreds of people across continents within a very short period of time. Airplanes have facilitated business activities, health facilities, and security, besides the creation of jobs in airports and airplane manufacturing plants. The airplane has changed people’s lives both directly and indirectly. Life has changed since the invention of airplanes since traveling has become easier, employment opportunities have been created, and international trade made efficient, and security-enhanced.

Essay Sample on Invention of Airplanes: Life before Airplanes

Before air transport was discovered, it was quite difficult to send mail across countries in a single day. In countries with large geographical coverage, it would take several days to traverse the country. Traveling by car was extremely tiresome, dangerous, and time-consuming. Where the road network was not good, it would take several days for a car to arrive at its destination. Mechanical hitches could come up, in addition to the dangers of being eaten by wild animals. Working in a foreign land was like changing the nationality of an individual, as traveling back home was quite expensive and took so much time.

The only available means of transport across countries were trains and ships. Wealthy people could afford automobiles or horse-carts for traveling within the borders of their countries. Traveling across continents was extremely costly and took quite a long time because it was very slow. A train could move across country borders, but could not travel across oceans to other continents. The movement of goods across the country would take weeks with perishable products not being able to travel through the railway. Thus, perishables were only traded within a few kilometers from the points of production.

It was quite challenging for patients to gain access to the best doctors at the right time. In times of emergencies, patients were not assured of their survival. Many people lost their lives since there was no proper communication between domestic doctors and international doctors. Hence, patients relied on the advice of domestic doctors because they had no access to foreign countries for further medication.

Benefits of Airplane Invention

Life has really changed since the invention of airplanes. People are able to travel for leisure from one patient to another, within or across the borders of their countries. Some people claim that the world has become small since the development of air transport. While this assessment is untrue, it is quite right to say that traveling around the world has been made much easier than it was before the invention of airplanes. Air transport is the fastest and most comfortable of all the three modes of transport we have today. For instance, a passenger can travel from New York in the USA to Beijing, China in about 14 hours. A ship takes 11 days to transport goods from China to the United States.

Due to the speed of airplanes, they have been able to save the lives of many people, thereby improving their health. Flying doctors are usually called on emergencies to transport sick people from areas where they cannot gain access to better medical care to hospitals with enhanced facilities.

Victims of accidents are usually airlifted to hospitals using airplanes. Victims of war are relocated to safety and health through the use of planes. Therefore, airplanes have changed people’s health, irrespective of their location. Security within the country, as well as international arena, has grown with the invention of airplanes. Aircraft are used for inspection of borders, and detection of enemy hideouts.

The global economy has significantly changed as a result of the invention of airplanes. Air travel has shortened the time that goods take to arrive at their destinations. Perishable goods like flowers, milk, fruits and vegetables can be traded far away from the areas of production, thereby enhancing both domestic and international trade. Many people have secured jobs in airports, and also airplane assembly plants. Commercial planes have enhanced education and cultural understanding since students from various countries travel through air to seek the best institutions across the world. Business people travel to attend meetings aimed at expanding knowledge in international trade, and are able to pass on the knowledge to many others within a short duration of time.

Airplanes have also changed global politics by enhancing the signing of peace deals. Before the invention of airplanes, countries were not much involved in solving political conflicts due to the distances involved, and time that could be needed to bring the leaders together in one place. Today, political disparities can be solved in one day. For instance, top diplomats from Germany, France and Poland gathered to meet the Ukrainian president for one day to seek for a solution to recent cases of violence across the country. Airplanes have proven that world peace is a possibility if leaders have the willpower to take part in peace talks.

Every invention that has benefits also has its demerits. During World War II, airplanes were used for carrying explosives from various European cities to the war zones. Military personnel from different countries used aircrafts to carry out aerial attacks and destroy property. The devastation that took place in Hiroshima and Nagasaki could have been less severe if airplanes were not used in the operation. Destruction of property led to the loss of income for the Japanese people while many of them were left with injuries. The effect of that destruction which occurred in 1945 is still felt to date.

Essay Sample on Invention of Airplanes: Conclusion

Invention and innovation of airplanes impacted numerous changes in the lives of human beings, especially in the transport sector. A journey that could take two weeks only took hours using a plane. Movement across oceans took several months, using the ship or boats. Even though people still took part in long-distance trade, it was quite costly to export and deliver goods to foreign markets. Airplanes have improved the delivery of goods to the market, thereby enhancing foreign trade. Traveling to foreign nations has been made easier and more comfortable unlike before the invention of aircrafts. Thus, the airplane invention has created a great impact on the lives of humans.

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Flight Plan

The three of us were in a 1957 de Havilland Beaver, floating in the middle of a crater lake in the southwest quadrant of Alaska. The pilot was recounting the toll that the Vietnam War had taken on him, while, over in the right seat, my boyfriend, Karl, listened. Thanks to proximity, I was listening as well, though chances are they’d forgotten I was there. Outside, water sloshed against the pontoons, rocking the plane gently from side to side. No one had asked this man to tell his story in a long time, but Karl had asked, and so the pilot put the plane down on the lake, turned off the ignition, and began.

Karl and I were spending a week fishing at a fly-out lodge outside Iliamna, by which I mean nowhere near Iliamna but closer to Iliamna than to anywhere else. Each morning, we and the dozen or so other guests gathered up our neoprene waders and were divided into groups of three or four or five. Along with thermoses and sandwiches and tackle boxes and a guide, we were loaded into a string of warhorse floatplanes bobbing at the dock. The pilots who flew for the lodge struck me as men who would have had a hard time finding work elsewhere. After a flight of twenty or thirty minutes, we would land on a river or a lake, then pile out of the plane and into a small waiting boat. The plane would then taxi off while the guide and the boat took us even deeper into nowhere, the idea being that special fish congregated in secret locations far from civilization. But there was no civilization, and there were plentiful fish in the lake in front of the lodge. Taking a plane to a boat to find an obscure fishing spot seemed to be a bit of Alaskan theatre. After we reached whatever pebbly shoal the guide had in mind for the day, we arranged our flies and waded hip-deep into the freezing water to cast for trout. Despite the significant majesty of the place, wading around in a river for eight hours wasn’t my idea of a good time. Bears prevented me from wandering off. Rain prevented me from reading on the shore. Mosquitoes prevented everything else.

So when, on the fifth day, Karl suggested that we skip the fishing and pay extra to spend the day flying instead, I was in. Flying was what he’d come for, anyway: the early-morning flight out to the fish and the afternoon flight back to the lodge. Karl liked talking to the pilots—who put him in the right seat and let him wear the headset—and they liked talking to him, because he was a doctor, and free medical advice is hard to come by. Karl and I were less than a year into our relationship when we went to Alaska, and I didn’t yet fully understand the centrality of airplanes in his life. After Alaska, I got it.

When the talk of war was done, the pilot asked Karl if he’d ever flown a Beaver, if he’d had the experience of taking off from the water and landing on the water. Karl said no, he had not. Even though Karl had been flying since he was a boy, at forty-seven he still didn’t have his pilot’s license. He was honest about this—he was honest about everything, which should not be confused with being thoughtful about everything.

“You have to tip the nose up when you land,” the pilot said. “That’s the mistake people make. It’s hard to get the depth perception because of the glare, so you wind up hitting with the nose. Then you flip. You want to try?” He was so grateful to Karl, and this was the only gift he had to give. The day was bright with puffs of cloud and low winds. Karl and his new friend put on their headsets.

I was no stranger to the single-engine. My stepfather Mike had rented planes when I was growing up, and, with my mother, flew to some of the medical conferences where he gave lectures. Sometimes I was in the back with the luggage. My mother had taken enough flying lessons to know how to land, should she be called on to do so. When we moved to a farm outside Nashville, Mike bought a tiny red helicopter, which he flew for years.

After a demonstration—up, around, down again—the pilot turned over the controls. This was not Lake Michigan. Getting up to speed required circling, but you had to take off straight toward a fixed point on the horizon and into the wind. Karl took off toward the shore, and then we lifted off the lake, flew past the mountains, through the clouds, around the blue sky, back through the clouds and past the mountains, then nose up, plane down, smack into the lake. The pilot was right; it was hard to see it coming. I reminded myself to relax my jaw. The pilot offered Karl some pointers, some praise. There was a quick discussion of how the landing could be improved, and then we were off again, a tighter circle, greater speed, straight up, lake-mountain-cloud-blue-cloud-mountain-lake, the nose up as we came down. The jolt was harder this time—I felt it in my spine—but before I could fully register my relief we were up again: a carnival ride for which no one bothered to take the tickets.

I wasn’t prone to airsickness or seasickness, but the combination of air and water in rapid succession was something new. I turned away from the window to contemplate the floor, stamped metal rusted at the edges, like a service elevator in a hospital. I stared at it while Karl took off, turned above the lake, then dropped back down onto the surface. Repetition was the key to learning. The only thing on hand to throw up in were the pilot’s waders, which seemed better (better?) than throwing up on the stamped-metal floor. I held down my breakfast through sheer force of will. I was angry at both men—especially the one I was sharing a bed with back at the lodge—for not caring about how seriously unpleasant this might be for someone who did not live to fly. But, despite the rage and the nausea pulsing in the back of my throat, I wasn’t afraid. Considering that about half of all small-craft accidents occur during either takeoff or landing; considering that taking off and landing was all we were doing; considering that the plane was rusted and the pilot had struggled with the aftereffects of Agent Orange and my boyfriend had never landed a plane on water before; considering that this lake was somewhere far from Iliamna and no one knew we were there in the first place; considering that if the plane flipped, as it had been established these planes could do, I would probably not be able to swim through the freezing water in my sack of neoprene (which I had stupidly worn against the cold), and that, if I did make it to the shore, my chances of surviving whatever came next were probably zero—I should have been afraid.

But Karl and I were together, and he was the person slamming the plane onto the lake, so I was not.

“Karl flies?” people ask me. “Have you ever flown with him?”

I fly with him all the time, and when we’re together in the plane I’m never concerned, not about black clouds or lightning, not about turbulence that could knock the fillings from your teeth. The times I’m afraid are the times when I’m not in the plane, and by “afraid” I mean an emotion closer to terror. Take, for example (there are so many examples), the time Karl flew a Cessna to Kingston, Ontario, to look at a boat, and on the way home had to land on an airstrip somewhere in Ohio because the weather was so bad. The tiny airport office was locked, and he stood under the wing of the plane to call and let me know he’d be late. He called again two hours later, from Bowling Green, Kentucky, to say that he had landed a second time because the transponder was out, which meant that the plane couldn’t be tracked. The weather was still bad.

“Stay there,” I said. “I’ll drive up and get you.” Bowling Green was an hour away by car.

He said no. He said, “Let’s wait and see.” Maybe he could fix it, or find someone to fix it. It was nine o’clock, and the weather was bad, but the flight was so short.

Two hours later, there was still no call, and still no answer when I tried his cell phone. Around midnight, the clock and I had a conversation. I told the clock that I wanted to wait fifteen minutes before my new life began, the life in which Karl had been killed in a plane crash. I requested fifteen more minutes in this world—which I was quickly coming to see as the past—before figuring out whom to call, whom to wake up. You’ll remember this feeling when the phone rings, I told myself. You’ll remember how scared you were when he calls to tell you he’s fine. And it was true. As many times as I’ve been in exactly this situation, I never forget it, and it never fails to shock me, the flood of adrenaline that does not serve for fight or flight but drowns me. At twelve-thirty, I shifted my perspective again, from wondering what it would be like if he were dead to understanding that he was dead, and I decided that I could wait another fifteen minutes. He would be dead forever, so what difference did it make if I gave myself a little more time? I still had no idea what I was supposed to do.

After I had extended the final cutoff two more times, he walked in the door. That’s how these stories always end, of course, except for the one time when they don’t. I saw the headlights against the garage door and went outside in the rain to meet him with my love and my rage and my sick relief. I wanted to kill him because he had not been killed. I wanted to step into his open jacket and stay there for the rest of my life, for the rest of his life. How had he not called?

“I did call. I called you from Kentucky.”

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“But you never told me you’d left Kentucky.”

“It took a long time to get the transponder fixed.”

“Then why didn’t you call to say you’d landed?”

“It was too late.” In the house, he went to the refrigerator and poured himself a glass of orange juice. He was dead tired but not dead. “I didn’t want to wake you up.”

He might as well have said, “I thought you were sleeping, because I have no idea who you are, or who any normal person is.”

I stayed awake for what was left of the night to watch him, just to make sure he was really there, and in the morning I asked whom I was supposed to call. Whom do I call after midnight to try to find you?

Karl sat with the question for a while before answering. For the first time, he seemed to grasp my sadness: past, present, future. “They’ll call you,” he said.

“Who will call me?”

“There’s something called the E.L.T., the emergency locator transmitter. If the E.L.T. is activated, then someone will call you. You’re my emergency contact.”

“How is it activated?”

“Either manually or on impact.”

I hadn’t considered that scenario, the one in which the phone finally rings and it isn’t him.

Maybe this story starts with Lindbergh, who flew to Paris when Karl’s father, Frank, was ten. Frank was one of a whole country of children, an entire world of children, who could now look up and imagine themselves in the sky. Frank became an oral surgeon. He married Jo, and they had three children, Karl, Nancy, and Michael. Frank started taking flying lessons in a Tri-Pacer, with Karl in the back seat. A few weeks after Michael was born, Frank bought his first plane, a 1946 Ercoupe. He asked the family’s minister to come to the house after dinner, when Karl and Nancy were in bed. Jo was in her pajamas, the new baby in her lap. The minister sat on the couch between them while Frank told his wife that he’d bought a plane.

The Ercoupe was big enough for two small people. Frank let Karl fly it when they were together because the plane was so easy—tricycle landing, no rudder pedals, and it steered like a car. Not only had Frank bought a plane without telling his wife; he let their eight-year-old son fly it.

Meridian, Mississippi, where Karl grew up, has its own page in aviation history. In 1935, the Key brothers, Fred and Al, who had developed a method of aerial refuelling in which they connected to a second plane midair, set the world record for endurance flying by circling the town in a Curtiss Robin for twenty-seven days without landing. The flight was a stunt to save their local airfield, and it worked: the airfield, later named Key Field, wasn’t closed. After the Second World War, Fred and Al opened Key Brothers Flying Service. When Karl was ten, Fred gave him a job after school sweeping out hangars, cleaning spark plugs, and, eventually, driving the fuel truck out to gas up the planes. He was always hanging around the airfield anyway. When someone needed a ride to New Orleans to pick up a plane, Karl would go along with Fred to fly co-pilot on the way home.

“Co-pilot?” I asked. “And you were what, twelve?” Tales grow tall in Mississippi, a by-product of the humidity and heat. Was it possible that a twelve-year-old was flying planes? I have learned to ask the same questions multiple times.

“All you had to do was keep the altitude steady. Most of the planes only went eighty-five or ninety miles an hour.” The joke was that “I.F.R.” didn’t stand for “instrument flight rules” but for “I fly railroads.” Karl said that if he flew over the track for the Southerner it would take him straight back to Meridian.

This gave Fred Key a chance to eat his sandwich.

Around the time when Karl started flying right seat with Fred Key, he rode his bike to the airfield early one summer Saturday morning. There was a Piper Super Cub near the hangar that hadn’t been there the day before. The Cubs were all the same; the people around Key Field used to say you could get it in yellow or you couldn’t get it. But this Cub was white with red stripes, which should have been a tipoff. Super Cubs didn’t have ignition keys. All that was required to start one was the turn of a switch and the push of a button. Karl left his bike in the grass alongside the runway, untied the wings and the tail, pulled off the chocks. The cockpit smelled new. He turned the switch and pushed the button. He had never soloed before, and this seemed like the day to do it.

“It wasn’t like I was flying to Mexico,” Karl said, after I pointed out that this had been a stupendously bad idea. “I taxied out, took off, made one turn around the pattern. The whole thing took ten minutes, and I probably wasn’t more than six hundred feet off the ground. It would have been fine, except that the engine quit.”

The engine quit?

“I had to land it in the field. I came down maybe twenty feet short of the runway.”

Over time, you come to know the seminal stories of the person you live with. I knew this story, and, when I pressed hard against it, Karl came up with every detail he could remember: It was muddy. He pushed the plane back to where it had been. It wasn’t heavy; there was a handle on the side, and he leaned against the fuselage to direct it. It was still early, and there was no one else at the airfield. He washed the plane and tied it down, replaced the chocks, then rode his bicycle home to tell his father what he’d done. It was Mr. Tony’s plane, and Frank sent Karl to Mr. Tony to apologize. Mr. Tony listened, and then asked Karl if he’d switched the gas tank when the engine quit. No horror, no recrimination, just “Did you switch the gas tank?” The Piper Cub had a single tank, but this was a Super Cub. Mr. Tony’s Super Cub had two tanks, and you had to switch them over manually. Sixty years after the fact, Karl pulled up diagrams of a Piper Cub and a Super Cub on his phone to show me where the tanks were placed. I didn’t care where the tanks were placed.

“What were you thinking?” I asked him.

“About what?”

“About taking a plane, about flying by yourself, about the engine quitting. What did you think when the engine quit?”

“Those planes can glide a long way.”

We stared at each other—one person who flew planes, one person who believed that there was an emotional narrative to flying planes. The two lines did not intersect. “You weren’t scared?”

Karl thought about it. “It was a long time ago.”

“Well, then, not that I remember.”

After Karl borrowed Mr. Tony’s plane, his father let him solo in the Ercoupe, maybe so that he would get over any bad associations he had about soloing, or maybe because the kid had already proved that he could do it in someone else’s plane, so why not?

I wondered what I’d say were I pressed to remember how I felt the first time I drove a car by myself, or the first time a car I was driving ran out of gas. If there were actual feelings associated with those events, I had no access to them, because it was just a car.

Which was how Karl felt about planes.

Karl went to college on a scholarship. Frank sold the Ercoupe and bought a Luscombe Silvaire. Years later, he sold the Luscombe and bought a Cessna 150. After he died, of head and neck cancer, in 1988, the family sold the Cessna 150. Frank’s Ercoupe crashed in 2008, killing the pilot. Karl got his first pilot’s logbook when he was twelve. By the time he went to college, he had logged almost two hundred hours. He hadn’t realized that the hours didn’t count because he hadn’t taken a flight physical, but he didn’t mind. The logbook made him feel like a real pilot. In the next twenty years, during which he got a B.A. and a master’s degree in philosophy and theology, went to medical school, got married, and had two children, he never flew a plane. In 1984, Karl and his family were living in Nashville, and he and his next-door neighbor bought a 1971 Beechcraft Baron. The neighbor used the plane during the week, to go to business meetings, and Karl used it on weekends, to go back to Mississippi. They hired the same pilot, and Karl started flying right seat again. After they sold that plane, he bought a part interest in a Cessna 421. He later sold that plane to a friend of his, who ran out of fuel and crashed it in a cornfield in Indiana on Thanksgiving. “He crashed it upside down,” Karl told me. “Everyone lived.”

“How did he crash it upside down?”

“Well, the weather was terrible, and one of the engines went out, so the plane would have been listing to begin with.”

When Karl and I met, in 1994, he was divorced and had a 1976 Beechcraft Bonanza, a model commonly referred to as “the doctor killer” because the plane was so streamlined that it was hard to control. “Doctors have enough money to buy them,” Karl said. “But they aren’t good enough pilots to fly them.” Thanks to the Key Brothers Flying Service, Karl was a good enough pilot. The Bonanza he bought had been on the cover of American Bonanza Society Magazine , he’d been told. He loved that plane, then loved it less, then sold it. Later, he bought a 1962 Piper Comanche (loved, loved less, sold), followed by a 1982 Beechcraft Sundowner, and then a 1959 Cessna 175—each one a gorgeous piece of junk. They were the kinds of planes that compelled other pilots to stride across the tarmac and offer their congratulations. The planes Karl had were the planes that other men wanted. They would have been real bargains, too, except that the Comanche needed a whole new engine. The 175 needed a new propeller. The Bonanza needed new gas tanks, which meant that the wings had to be taken apart. The new gas tanks and the wing-panel removal and replacement cost as much as he’d paid for the plane. Then it also needed a new engine.

Half of these planes Karl owned without having a license. He could fly by himself or he could fly with a passenger so long as he had an instructor along. It meant that, for the first ten years of our relationship, there was someone else in the plane whenever I was with him, but Karl was always the one flying. He flew alone all the time, mostly to Meridian to see his mother. He would say that he put off getting his license because he didn’t have enough time to study for the written exam, but in fact he studied for it ceaselessly. He put off getting his license because he wanted to be sure he’d get a perfect score. He got his license (missing only one question) in 2004, the year before we married. After that, it was just the two of us in the plane. He took more courses. He got his unusual-attitudes certification, which teaches pilots what to do if they inadvertently get upside down, how to come out of spins, how to think fast. He got his tail-wheel endorsement, which meant that he could fly a tail-wheel plane. When I am in the plane with Karl, I read, I study the clouds, I sleep an untroubled sleep, my head against the window.

Karl could go for years without a plane. These intervals usually came after something had happened. Once, the governor on the propeller went out, making it difficult to control the propeller speed; another time, the landing gear wouldn’t come up. He would tell me about each incident weeks after the fact, a confession of a close call that I had missed entirely. Then he’d sell the plane, as if to punish it. “I’m done flying,” he’d tell me. “I did it, and I’m glad, but it’s out of my system now.” Then he would take to bed with a copy of Trade-A-Plane to see what was for sale.

During one plane-less stretch, before we were married, Karl arrived at my house for dinner, and when I met him at the door and kissed him I stepped back. I had never encountered anything as cold as his face. “How cold is it out there?” I asked. I thought of a line from the Thornton Wilder play “The Skin of Our Teeth”: “It’s simply freezing; the dogs are sticking to the sidewalks!” It was December. I remember, because it was the day after my birthday—Karl had waited until after my birthday to tell me he’d bought a motorcycle.

I understood that he wasn’t interested in baking bread, that there would be no Scrabble or yoga in our future as a couple, but couldn’t there be a hobby in which death was not a likely outcome? I told him I was going to start smoking again.

“You asked me to quit, and I quit. I’m starting again.”

He left after that—no dinner—and rode home. He lived three blocks away. While trying to get the garage-door opener out of his pocket, he slipped on the ice and the bike fell on top of him. He was able to dig out his cell phone and call his son for help. The next day, he sold the motorcycle to the executive director of the clinic for half of what he’d paid for it two days before. Eventually, the director who had purchased Karl’s bike cut the price again and sold it to someone else, at the behest of his wife.

Eventually, Karl was going to die. Eventually, we were all going to die. I understood this, but I wanted him to give me the luxury of forgetting it. I wanted not to have to contemplate his loss so vividly while he was still here. I would take a plane over a motorcycle any day, maybe because planes were what I was used to and because Karl had cut his permanent teeth in an airplane. Boats seemed safer than planes, until they didn’t. In 2003, Karl was part of a sixteen-person team that raced an eighty-foot yacht from Rhode Island to Germany. When the boat sailed away, I stood on the dock in Newport and cried, with good reason. In the two weeks that they were gone, they were hit by eighty-foot waves in eighty-knot winds. There was an electrical fire on the boat. At one point, a rogue wave smashed into the hull, and Karl, standing at the helm and tied to a line, was knocked against the cockpit. For three days, he couldn’t stand. For six months after coming home, he had a hematoma on his hip that looked as though someone had worked a grapefruit under his skin.

He decided he wanted to fly again. He bought the Sundowner and then got rid of it. Two years later, he bought the Cessna 175, then got rid of that. He said it was time to stop flying. He was done with planes.

I like to tell people that Karl would be the perfect person to be stranded with on a desert island: he tells a good story, can fly a plane and sail a boat, and could take out my appendix if he had to. He could entertain me, save my life, get me off the island. What could be better than that? I wanted him to be the brave and adventuresome person he was. He worked so hard at a job that was often relentless and depressing, and, if this was his pleasure, who was I to say it should be otherwise?

I tried not to say it.

The years went on. Karl bought an old lobster boat. He got it cheap because it was impossible to steer. He’d go out after work and take it a mile down the river and a mile back. He liked the quiet. He said he wished that there could be one more plane.

Karl’s mother, Jo, was still in Meridian, still in the same house that she and Frank had moved to when Karl was a baby in her arms. We drove down to Mississippi to see her three or four times a year. I enjoyed the five-hour drive, but Karl didn’t. “If I had a plane,” he said, “I’d go to see my mother once a week for lunch.”

Jo was eighty-seven when we started having this conversation. Karl was sixty-one. He felt as though the time for another plane had passed, and then he felt as though there was still a chance. He would say that he was finally free of his desire, and then that desire would come over him again, like a sort of malarial fever. He showed me pictures of the planes he wanted, including a homebuilt plane called a STOL CH750, which looked like a sixth-grade art project writ large. Over time, I learned to offer no resistance. “Pretty,” I would say, when he showed me the picture. I didn’t want to be the reason he didn’t have a plane, the reason he was gripped by fits of misery specific to a man who wants to be in the sky and is stuck on the ground. At some point, I’d had a revelation: it would be better for him to die in a plane than to keep talking about whether or not to get a plane. This isn’t exactly a joke. At his worst, Karl was like a sad parakeet sitting on a swing in a cage year after year. It was unnatural.

When I told him to get another plane, he said the matter deserved more thought. He gave it a few more years. His choices narrowed, then shifted. He reorganized his priorities.

While Karl pondered his options, I thought about what could and could not be controlled. In flying, three factors obtain: the skill of the pilot, the reliability of the equipment, and the X factor—the lightning, the flock of starlings sucked into the engine. Because Karl’s skills as a pilot were impeccable, and there wasn’t a damn thing I could do about birds, that left the plane as the one thing I could control.

“A Cirrus,” I said. “But not a used Cirrus. A new Cirrus. A Cirrus right off the showroom floor.” The Cirrus lacked the guy factor, but it was one of the safest and most reliable planes on the market—the Toyota Corolla of aviation.

Karl was genuinely horrified by my suggestion. He was tormented by the expense of his hobby to begin with. (Though, as hobbies go, there are many that are costlier, deadlier, and a hundred per cent illegal. Find the good and praise it.) He believed that planes should always be bought on the cheap, and that hunting for deals was an essential part of the mission statement. But, after years of conversation and analysis, test flights and looking at pictures on his iPad, I had finally achieved clarity.

He shook his head. “Too much money.”

“I don’t care if we have to sell the house. I’m not going to enjoy having extra money if you’re killed in a cheap plane.”

He was the pilot and I was the plane and the birds were the birds and this was our marriage. It was the best we could do.

Karl was seventy when we bought the Cirrus. The plane had fixed landing gear. Karl told me that it was prohibitively expensive for pilots over seventy to be insured for planes with retractable landing gear, because pilots over seventy didn’t always remember to put the landing gear down. The Cirrus came with a training course and an impressive maintenance package. It came with a parachute—not individual parachutes for the pilot and the passenger but a single, supersized one for the plane itself. Karl talked me through this. If something were to happen, I should pull the throttle back to idle. “Turn the ignition off if you think about it,” he said. “But chances are you won’t have to worry about that. If you’re deploying the parachute, the engine is presumably dead.”

I looked at him. “The engine isn’t dead. You’re dead. If I’m the one doing this, it’s because you’re no longer flying the plane.” There it was again, the inevitable future I was forever hedging against.

“O.K.,” he said. “That makes sense. So reach around and turn the key, then pull down the red handle above your head. It takes about forty pounds of force so pull hard, both hands.” He mimed how the pulling should go, a C curve and then straight. “Then the parachute opens, and you’ll just waft down. It works best if you’re above four hundred feet, so don’t spend too much time making up your mind.”

I would not picture the trip down after the parachute had opened, or calculate what it meant for our chances. I didn’t want to know.

By the time Karl got the Cirrus, his mother was ninety-seven, though ninety-seven in Meridian is about eighty-four everywhere else. Women just seem to last longer in Mississippi. I packed lunch in a large box and a cooler and loaded it into the hold. Karl was so happy to be flying again, and I was happy because we were together in the plane. I understood that I had no influence on the safety of the flight, but I was with him, and when I was with him I didn’t worry about it. If something happened, it would happen to both of us. I looked down at the green quilt of the South, all those small plots of land stitched tight, the snaking rivers and lines of trees, the beautiful earth as seen from a clear sky.

We landed at Key Field, where Karl had learned to fly. Karl’s brother-in-law, Steve, picked us up and drove us out to the lake, where we met Karl’s mother and brother and sister, and ate our lunch at a picnic table. Three hours later, we were back at the airport. It seemed like the best use of a plane I could imagine.

Steve waited to watch us take off. There were two runways, and ours was the only plane departing. As with everything else in Meridian, it wasn’t hard to imagine that what I was looking at was pretty much what Karl had been looking at sixty years before. In that way, the plane was a time machine that took us back to the past, to his past. We buckled up and waved to Steve. Karl did his flight check. I put on my headphones, the music-listening kind instead of the flight kind, and tapped on Philip Glass. Taxiing down the runway, I was thinking about how it had all worked out so well. After so much deliberation and perseveration, the right choice had been made, and, in our own strange way, we had made it together. As the wheels lifted off the tarmac, my door opened. I hadn’t latched the door.

The pilot’s headset does not communicate with noise-cancelling headphones playing piano music. With my right hand I used everything I had to hold the door closed, and with my left hand I was hitting Karl in the chest and frantically pointing down, down. We were ten feet off the ground, twenty feet. It goes very fast—planes, life. I tried to communicate with all available urgency and no words that he should PUT THE PLANE DOWN NOW. And he did. With very little runway left, he landed. He did not go into the field beyond the pavement. He stopped. He took off his headset.

“I didn’t latch the door!” I cried.

Karl was beaming. For him, this was not a story about my mistake. It was a story about his ability to rectify my mistake. “They taught us how to do that in the safety course. We had to practice this exact thing, how to land right after you’ve taken off.” Flight school! He had shown up, paid attention, simulated the emergency again and again until his response was ingrained.

We were parked at the end of the runway. We were parked at the very place that Karl had been unable to reach when he’d lifted the Super Cub as a boy.

“It would have been me that killed us,” I said. “It would have been me, and no one would have known.”

“You wouldn’t have killed us.”

“I could barely hold the door closed.”

“That was my fault,” he said. “I should have checked it before we took off.”

“I should at least be able to close my own door.” I imagined the door flying off, the plane tipping forward, nose down.

“I would have just circled around and landed.”

He would have figured it out on the fly. He would have landed the plane with the door open, closed the door, and taken off again. He would have done it without acrimony or blame. Later, when we were safely back in Nashville, in the car heading home from the airport, he tried to explain Bernoulli’s principle as it relates to air pressure, as a means of explaining why the door was trying to open, instead of being pushed closed. I understood none of it. What I understood was that there was no keeping anyone safe—one person remembers to tip the nose up for the landing, while the other person forgets to latch the door, and, in the end, it probably won’t be the nose tip or the door. It will be something infinitely more mundane. It will be life and time, the things that come for us all.

Which doesn’t mean that I’ll be able to keep myself from saying, Careful, call me, come right back. I will always be reaching for his hand. ♦

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Airplane - Free Essay Examples and Topic Ideas

An airplane is a machine that is designed to be able to fly through the air. It is composed of various components such as wings, engines, fuselage, and tail assembly. The wings are the primary lifting components of the airplane, while the engines provide the power needed to move forward. The fuselage is the central structure of the airplane that contains the cockpit, passenger cabin, and cargo hold. The tail assembly is responsible for the airplane’s stability and control during flight. Airplanes come in different sizes and shapes, and are used for various purposes including commercial, military, and private transportation.

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• Advantage and disadvantage of travelling by plane
• A Research Paper on American Airlines Flight 587
• My Hobby Radio Controlled Aircraft
• High Frequency Omnidirectional Range
• Advantages and Disadvantages of E-Commerce
• An Imaginary Airplane Crash
• Aircraft Secondary Flight Control Surfaces in Airplane
• Inventing the Airplane, Changing the World
• Comparing Trains And Planes
• First Flight Experience
• Wright Brothers- Invention of Airplane and Its Impacts
• Today in Aviation: Concorde Plane
• Air Travel and Aerophobia
• Easyjet Analysis
• Business Plan with BA 609
• History of Aviation: Who invented the Aircraft?
• Wright Brothers First Flight
• How did Transportation Change During the Industrial Revolution
• A Prominent Pilot
• Oten Notes Engineering Studies Aeronautical Module
• Corporate Social Responsibility: Airplanes and Airline Industry

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Essay On Travel

500 words essay on travel.

Travelling is an amazing way to learn a lot of things in life. A lot of people around the world travel every year to many places. Moreover, it is important to travel to humans. Some travel to learn more while some travel to take a break from their life. No matter the reason, travelling opens a big door for us to explore the world beyond our imagination and indulge in many things. Therefore, through this Essay on Travel, we will go through everything that makes travelling great.

Why Do We Travel?

There are a lot of reasons to travel. Some people travel for fun while some do it for education purposes. Similarly, others have business reasons to travel. In order to travel, one must first get an idea of their financial situation and then proceed.

Understanding your own reality helps people make good travel decisions. If people gave enough opportunities to travel, they set out on the journey. People going on educational tours get a first-hand experience of everything they’ve read in the text.

Similarly, people who travel for fun get to experience and indulge in refreshing things which may serve as a stress reducer in their lives. The culture, architecture, cuisine and more of the place can open our mind to new things.

The Benefits of Travelling

There are numerous benefits to travelling if we think about it. The first one being, we get to meet new people. When you meet new people, you get the opportunity to make new friends. It may be a fellow traveller or the local you asked for directions.

Moreover, new age technology has made it easier to keep in touch with them. Thus, it offers not only a great way to understand human nature but also explore new places with those friends to make your trip easy.

Similar to this benefit, travelling makes it easier to understand people. You will learn how other people eat, speak, live and more. When you get out of your comfort zone, you will become more sensitive towards other cultures and the people.

Another important factor which we learn when we travel is learning new skills. When you go to hilly areas, you will most likely trek and thus, trekking will be a new skill added to your list.

Similarly, scuba diving or more can also be learned while travelling. A very important thing which travelling teaches us is to enjoy nature. It helps us appreciate the true beauty of the earth .

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Conclusion of the Essay on Travel

All in all, it is no less than a blessing to be able to travel. Many people are not privileged enough to do that. Those who do get the chance, it brings excitement in their lives and teaches them new things. No matter how a travelling experience may go, whether good or bad, it will definitely help you learn.

FAQ on Essay on Travel

Question 1: Why is it advantageous to travel?

Answer 1: Real experiences always have better value. When we travel to a city, in a different country, it allows us to learn about a new culture, new language, new lifestyle, and new peoples. Sometimes, it is the best teacher to understand the world.

Question 2: Why is travelling essential?

Answer 2: Travelling is an incredibly vital part of life. It is the best way to break your monotonous routine and experience life in different ways. Moreover, it is also a good remedy for stress, anxiety and depression.

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Essay on First Airplane Ride

Students are often asked to write an essay on First Airplane Ride in their schools and colleges. And if you’re also looking for the same, we have created 100-word, 250-word, and 500-word essays on the topic.

Let’s take a look…

100 Words Essay on First Airplane Ride

The excitement of the first airplane ride.

I still remember my first airplane ride. It was a mix of excitement and nervousness. The airport was buzzing with activity, making me more curious.

The Take-Off

The moment the plane took off, my heart pounded. I was amazed at how the buildings and trees gradually became tiny spots.

Up in the Sky

Up in the sky, I was awestruck by the vastness of the clouds and the blue sky. It felt like a different world altogether.

The Landing

The landing was a bit scary, but the excitement of reaching the destination overpowered the fear. It was truly an unforgettable experience.

250 Words Essay on First Airplane Ride

The anticipation, the airport experience.

Airports are a microcosm of the world, bustling with people from different walks of life. The impersonal announcements, the rush of passengers, and the constant hum of activity create a unique atmosphere. The process of checking in, getting security clearance, and waiting at the departure gate is a blend of routine and novelty.

The takeoff is a defining moment. The engines roar to life, the plane picks up speed, and suddenly, you’re airborne. The feeling of weightlessness is surreal, as if you’re defying gravity. The world below shrinks, morphing into a miniature model of itself, while the sky engulfs you in its vastness.

The Journey

Once the initial thrill subsides, the journey becomes a period of introspection. The view from the window, the hum of the engines, and the solitude at 30,000 feet provide a perspective that’s unique to air travel. It’s a time to reflect on the journey of life, the destinations we choose, and the paths we take to reach them.

The descent and landing bring a sense of accomplishment. The journey, filled with anticipation, excitement, and introspection, culminates in the achievement of reaching a new destination. The first airplane ride is a metaphor for life’s journey, a reminder of our ability to dream, explore, and transcend boundaries.

500 Words Essay on First Airplane Ride

The first airplane ride is an experience that embeds itself in one’s memory, a unique blend of anticipation, excitement, and a dash of anxiety. The journey begins much before the actual flight, with the meticulous packing of suitcases, the nervous glance at the flight tickets, and the restless night before the day of the flight.

The Ascend and Beyond

The moment of boarding the airplane, finding your seat, and buckling up brings a sense of reality to the journey. As the engines roar to life and the plane begins to taxi, the heart races in sync with the increasing speed. The moment of takeoff, the gentle lurch as the plane lifts off the ground, is a moment of pure exhilaration.

As the plane ascends, the world below shrinks, familiar landscapes transforming into a patchwork of fields, roads, and houses. The higher the plane climbs, the broader the perspective becomes, a metaphor for the transformative power of travel. The view from an airplane window is a humbling reminder of our place in the vast expanse of the world.

The In-flight Experience

The descent and arrival.

The descent is a mirror image of the ascent, the world slowly regaining its normal size as the plane descends. The touchdown, the applause that sometimes follows it, and the sense of relief mixed with accomplishment mark the end of the flight.

The arrival at a new airport, the retrieval of luggage, and the step outside into a new city or country mark the beginning of a new chapter of the journey. The first airplane ride is not just a means of transportation but a transformative experience that broadens horizons and enriches the traveler’s perspective.

If you’re looking for more, here are essays on other interesting topics:

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