Fixed-wing aircraft and take-off and landing methods

Abstract

The present invention relates to the field of aircraft technology, and in particular to a small fixed-wing aircraft and a take-off and landing method thereof. The propeller of the fixed-wing aircraft is located in front of the center of gravity of the aircraft and can be flipped upward relative to the fuselage. The fixed-wing aircraft has a runway-free take-off and landing method and an automatic take-off and landing method. The beneficial effects of the present invention are: simplifying the landing gear of the fixed-wing aircraft; eliminating the dependence of the small fixed-wing aircraft on the ground runway; reducing or eliminating the adverse effects of wind shear on the aircraft during take-off and landing; simplifying and standardizing the conventional driving of small fixed-wing aircraft, including take-off and landing. The present invention reduces the conventional driving technical requirements of small fixed-wing aircraft, making the flight of fixed-wing aircraft easier to be mastered by a wide range of people, and making fixed-wing aircraft easier to promote.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a take-off and landing method of a small fixed-wing aircraft and an aircraft body. Background Art

[0002] Compared with other means of transportation, fixed-wing aircraft have many advantages, such as high speed, high maneuverability, safety and comfort. However, fixed-wing aircraft also have their own limitations as a means of transportation, among which the take-off and landing site is a major limitation. Most fixed-wing aircraft require airports and special runways for take-off and landing, and the requirements for take-off and landing conditions are also relatively stringent. The space, facilities, weather and other conditions required for runway take-off and landing limit the widespread use of small fixed-wing aircraft, and thus also limit the further development of the general aviation industry. Although some successful vertical take-off and landing fixed-wing aircraft have emerged with the help of multi-rotor technology, these aircraft still have some problems, which make them not have the necessary and sufficient conditions to replace traditional fixed-wing aircraft. For example: the systems and technologies of tilt-rotor and tilt-wing vertical take-off and landing aircraft are complex, and not as simple and reliable as traditional fixed-wing aircraft; tail-seat or tilt vertical take-off and landing fixed-wing aircraft need to perform a 90° pitch tilt when switching between take-off and landing and level flight, which limits their fuselage shape and usage scenarios; compared with traditional fixed-wing aircraft, vertical take-off and landing fixed-wing aircraft with cruise and lift mode have the problem that the multi-rotor system becomes dead weight when flying in fixed-wing mode, shortening the range and reducing the effective load. Summary of the invention

[0003] In order to reduce the restrictions of take-off and landing conditions on fixed-wing aircraft, especially small fixed-wing aircraft, the present invention provides a take-off and landing method of a fixed-wing aircraft and an aircraft body.

[0004] Specifically, an aircraft comprises a fuselage, wings, a propeller, and a tail; the wings comprise leading edge flaps, trailing edge flaps, and ailerons; the fuselage comprises a landing gear located in front of the center of gravity of the aircraft; the tail comprises supports and control surfaces located at both ends of the trailing edge of the tail; the propeller is in front of the center of gravity of the aircraft, and the propeller provides all the pulling force for the aircraft to fly forward. The propeller may be one or more, and the propeller may be a propeller, a ducted fan, or a jet propeller, and the thrust-to-weight ratio of the total pulling force relative to the total take-off weight of the aircraft is not less than 0.5, and the propeller can be flipped upward 90° and downward 15° relative to the fuselage.

[0005] Furthermore, the aircraft has a landing state, a take-off and landing state (a state of preparing to take off and leaving the ground and a state of just touching the ground and not yet completely landing on the ground), an approach state (a state after leaving the ground and a state of approaching a landing point and preparing to land), and a flying state.

[0006] Further, the aircraft has a take-off and landing method:

[0007] a. When the aircraft is in the landing state, the fuselage is parallel to the horizontal plane or maintains a small angle with the horizontal plane, and the aircraft stops on the ground by the landing gear and the supports at both ends of the tail trailing edge; the propeller is turned upward and kept perpendicular to the horizontal plane, and the propeller provides a vertical upward force. At this time, part of the weight of the aircraft falls on the supports at both ends of the tail trailing edge, and the downward force brought by the remaining part of the weight is overcome by the pulling force provided by the propeller. The fuselage of the aircraft is turned backward by 35° with the supports at both ends of the tail trailing edge as the fulcrum, and the aircraft enters the take-off and landing state;

[0008] b. When the aircraft is in the take-off and landing state, the leading edge flaps and trailing edge flaps of the wing are released, and the area of ​​the wing reaches the maximum. At this time, the propeller flips downward to the direction of the pulling force and moves forward along the longitudinal axis of the fuselage or keeps the pulling force in the horizontal direction and moves forward. Under the action of gravity and the forward pulling force of the propeller, the fuselage flips forward with the supports at both ends of the trailing edge of the tail wing as the fulcrum. The wing is driven by the fuselage to flap downward rapidly toward the ground. The rapid downward flapping of the wing generates upward air resistance. The airflow formed by the backward blowing of the propeller forms a part of lift on the wing surface. The aircraft is subjected to the upward air resistance, wing surface lift, and the pulling force of the propeller. Under the action of the force, the aircraft flips forward with the wing span direction as the axis, and the supports at both ends of the trailing edge of the tail leave the ground. At this time, the gravity of the aircraft is overcome by the upward air resistance generated by the wing flapping down and the lift formed by the propeller airflow on the wing. The friction between the aircraft and the ground is zero, and the air resistance of the aircraft flying forward is extremely small and can be ignored. The pulling force of the propeller is all used to accelerate the aircraft forward. After the aircraft accelerates forward sharply, the forward movement of the wing generates new lift to replace the upward air resistance generated when the wing flaps down. The aircraft continues to stay in the air, and the pulling force of the propeller is all used to overcome the air resistance of the forward flight. The aircraft enters the departure state;

[0009] c. When the aircraft is in the take-off state, the thrust direction of the propeller is forward along the longitudinal axis of the fuselage, the magnitude of the thrust first remains constant and then gradually decreases to a certain set value, or first increases rapidly and then gradually decreases to a certain set value, at which point the aircraft flies to a safe altitude with a certain set thrust value, the wings gradually retract the leading edge flaps and the trailing edge flaps, the aircraft completes take-off, and enters the flight state;

[0010] d. The aircraft is in flight, the thrust of the propeller is gradually reduced to another set value, the leading edge flaps and the trailing edge flaps of the wing are released, the control surface on the tail wing of the aircraft is manipulated, the fuselage of the aircraft is gradually tilted up until the angle of attack of the wing is greater than 5° and the angle of attack continues to increase, the thrust value of the propeller is adjusted, the aircraft is operated at a posture with a wing angle of attack close to 35° and a speed greater than the stalling speed, and the aircraft enters the departure state;

[0011] e. The aircraft is in the take-off and approach state, and flies to the sky above the landing site at an altitude of about 1 meter with the wing at an angle of attack of nearly 35°; when the aircraft reaches the landing site, the propeller quickly flips upward until the pulling force is vertically upward, and the wing surface loses the wing surface lift brought by the airflow formed by the propeller blowing backwards. When the wing moves forward, the air in front is also driven by the propeller flow field, forming a downwash airflow, which further causes the lift loss of the wing. At this time, the aircraft loses lift and drops in altitude. Because there is a vertical upward pulling force of the propeller in front of the center of gravity, the supports at both ends of the trailing edge of the tail are the first to land as the fuselage sinks; at the moment when the supports at both ends of the trailing edge of the tail land, part of the aircraft's own weight and part of the inertia force when landing fall on the supports at both ends of the trailing edge of the tail, and another part of the aircraft's own weight and another part of the inertia force when landing are overcome by the pulling force of the propeller, and the aircraft stops in the posture when the supports at both ends of the trailing edge of the tail touch the ground, and the aircraft enters the take-off and landing state;

[0012] f. When the aircraft is in the take-off and landing state, the pulling force is kept vertically upward, the pulling force value of the propeller is reduced, and the fuselage of the aircraft is flipped forward with the supports at both ends of the rear edge of the tail wing as fulcrums until the landing gear touches the ground; the leading edge flaps and the trailing edge flaps of the wings are retracted, the pulling force output of the propeller is turned off, and the aircraft stops on the ground with the support of the landing gear and the two ends of the rear edge of the tail wing, and the aircraft completes the landing.

[0013] Furthermore, based on the take-off and landing method, there is also an automatic take-off and landing method, the automatic take-off and landing method includes a take-off point, a landing point, an aircraft and a flight control system, the flight control system includes a gyroscope and an accelerometer, and the automatic take-off and landing method includes the following steps:

[0014] s1. The aircraft is in a landed state and is preparing to take off at the take-off point. The aircraft obtains spatial and environmental information of the take-off point through external facilities and onboard equipment. The external facilities include surveying and mapping drones, satellites, etc., and the onboard equipment includes radars, vision modules, etc. The aircraft selects a preset take-off route based on the acquired environmental information to generate a take-off route model that combines the environmental information, and outputs a flight route map including but not limited to a plan view and a longitudinal view. The pilot of the aircraft modifies and confirms the take-off flight route model through the flight route map, and the aircraft automatically takes off according to the confirmed take-off route;

[0015] s2. After taking off, the aircraft circles over the take-off point at a preset altitude and radius and waits for the pilot's instructions, or after taking off, flies to the next waypoint along a preset route to perform a flight mission along a preset route;

[0016] s3. After the aircraft reaches above the landing point, it hovers over the landing point at a preset height and radius. The aircraft obtains spatial and environmental information of the landing point through external facilities and airborne equipment. The external facilities include surveying and mapping drones, satellites, etc., and the airborne equipment includes radars, vision modules, etc. The aircraft selects a preset landing route based on the acquired environmental information to generate a landing route model combined with the environmental information, and outputs a flight route map including but not limited to a plan view and a longitudinal view. The pilot of the aircraft modifies and confirms the landing flight route model through the flight route map, and the aircraft automatically lands according to the confirmed landing route.

[0017] Furthermore, based on the automatic take-off and landing method, there is also a method for self-service training of aircraft pilots, which includes an aircraft pilot, a take-off point, a landing point, a special air passage connecting the take-off point and the landing point, and a special airspace for flight training connected to the special air passage, and the aircraft pilot is a person with corresponding unmanned aerial vehicle driving qualifications. The method for self-service training of aircraft pilots includes the following steps:

[0018] S1. The pilot completes the pre-takeoff check procedure, and the pilot remotely controls the aircraft on the ground to complete at least one automatic take-off and landing flight at the take-off point, landing point, special airway and the dedicated flight training airspace connected to the special airway according to the automatic take-off and landing method, and confirms whether the aircraft and the environment allow for continued flight training;

[0019] S2. The pilot confirms that the aircraft and environmental information meet the flight training requirements, modifies and confirms the automatic flight route model of the aircraft, and correctly sets and confirms the maximum deviation values ​​of the aircraft's attitude, speed, and altitude in each navigation section on the flight route and the automatic response measures to be taken by the aircraft when the aircraft deviates from the set values ​​and fails to automatically correct; the pilot sits on the aircraft at the driving seat of the aircraft, and the aircraft automatically takes off to execute the automatic flight route. During the flight, the pilot takes over the aircraft at any time to conduct driving training of the corresponding subjects. During the flight driving training, when the aircraft deviates accordingly in the navigation section where it is located, the flight control system automatically corrects the aircraft. When the correction fails, the aircraft executes the corresponding automatic response measures;

[0020] S3. After the pilot of the aircraft confirms that the flight training is completed, the aircraft automatically returns to the nearest navigation section of the automatic flight route and continues to execute the automatic flight route from the navigation section until landing.

[0021] Compared with the prior art, the beneficial effects of the present invention are as follows: first, the landing gear of the fixed-wing aircraft is simplified. The landing gear of the aircraft provided by the present invention is only used to support the fuselage at the beginning and end of the take-off and landing process, does not participate in the take-off and landing process, and has no effect on the take-off and landing. The landing gear of the aircraft provided by the present invention can be simpler and lighter, and can be integrated into other parts of the aircraft; second, the requirements for take-off and landing site facilities are reduced. The take-off and landing of the aircraft provided by the present invention does not require a ground runway, but only requires a small piece of ground at the take-off and landing point and an air passage connecting the take-off and landing points. The selectable range of the take-off and landing points is greater than the selectable range of the existing fixed-wing take-off and landing field. Similarly, it is easier to obtain a temporary landing point, which not only expands its use scenarios and scope, but also greatly improves the safety of the aircraft provided by the present invention in case of an accidental forced landing; third, the time of contact with the ground during take-off and landing is shortened or avoided, and the uncertainty factors from the runway and landing gear on take-off and landing are reduced or eliminated. The invention can reduce or eliminate the adverse effects of the runway direction and wind direction inconsistency on the aircraft; fourth, the automatic take-off and landing of fixed-wing aircraft is simpler and more reliable. The take-off and landing method provided by the invention avoids the unique uncertainties in the existing take-off and landing methods, such as runway undulations, runway friction changes, landing gear performance changes caused by different loads or failures, etc., so that the uncertainties faced by the flight control system during the automatic take-off and landing are almost the same as the uncertainties in the flight, reducing the demand for the calculation amount of the flight control system and the sensor equipment for automatic take-off and landing in the automatic take-off and landing of the fixed-wing, and avoiding take-off and landing failures and accidents caused by calculation errors and sensor equipment failures; fourth, the conventional driving of fixed-wing aircraft, including take-off and landing, is simplified and standardized, reducing the technical requirements for the conventional driving of fixed-wing aircraft, including take-off and landing control, making the conventional flight technology of fixed-wing aircraft easier to be mastered by a wide range of people, and making fixed-wing aircraft easier to be promoted. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate a specific implementation of the present invention, the drawings required for use in the specific implementation will be briefly introduced below. Obviously, the drawings described below are an implementation of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 A schematic diagram of a flight state of an embodiment of the present invention;

[0024] Figure 2 A schematic diagram of the flight and take-off and landing states of an embodiment of the present invention;

[0025] Figure 3 A schematic diagram of a flight state of another embodiment of the present invention;

[0026] Figure 4 This is a schematic diagram of the flight status of another embodiment of the present invention. Implementation

[0027] The technical solution of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiment is an embodiment of the present invention, not all embodiments. The components of the embodiments of the present invention generally described and shown in the accompanying drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely represents a selected embodiment of the present invention. All other embodiments obtained by ordinary technicians in this field without making creative work based on the methods or embodiments of the present invention belong to the scope of protection of the present invention.

[0028] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0029] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] like Figure 1 As shown, an aircraft of an embodiment has wings 1 installed on the left and right sides of a fuselage 2, a nose 21 at the front end of the fuselage 2, a propeller-type propeller 22 on the nose 21, a tail 23 at the rear end of the fuselage 2, supports at both ends of the trailing edge of the tail 23, landing gears 24 on the left and right sides below the fuselage 2 near the nose, leading edge flaps 11 and trailing edge flaps 12 on the wings 1, in some implementations, the aircraft also has a flight control, a gyroscope in the nose 21, and an accelerometer on the fuselage 2, in some implementations, weighing sensors are provided on the supports at both ends of the trailing edge of the tail 23 and the landing gear 24 below the fuselage 2 for measuring the weight and center of gravity of the fuselage and the force changes on the landing gear and the supports.

[0031] like Figure 2 As shown, Figure 1The four states of the aircraft in the illustrated embodiment include a landing state 101 , a take-off and landing state 102 , a departure and approach state 103 , and a flight state 104 .

[0032] When the embodiment aircraft is in the landing state 101, the weight of the aircraft falls on the landing gear under the fuselage and the supports at both ends of the trailing edge of the wing 1. The landing gear and the supports at both ends of the trailing edge of the wing 1 are provided with weighing sensors, and the sensors transmit data to the flight control computer, so that the power output of the embodiment aircraft during take-off and landing can be accurately controlled; when the embodiment aircraft is in the take-off and landing state 102, part of the weight of the aircraft falls on the supports at both ends of the trailing edge of the wing 1, and the other part is supported by the propeller-type propeller 22 on the nose 21. The propeller-type propeller 22 always keeps the pulling force vertically upward under the drive of the servo motor and the calibration of the gyroscope installed in the nose. The magnitude of the pulling force is adjusted in real time by the flight control according to the data provided by the weighing sensor and the feedback data of the accelerometer installed on the fuselage, so that the fuselage maintains an angle of 35° with the horizontal plane with the supports at both ends of the trailing edge of the wing 1 as the fulcrum, and the leading edge flap 11 and the trailing edge flap 12 of the wing 1 are in the released state; at this time, when the pulling force decreases, the fuselage gradually falls back to the ground, and the aircraft enters The aircraft enters the landing state 101, and the aircraft completes the landing; when the pulling force increases or remains unchanged, the nose of the aircraft flips down so that the propeller-type propeller 22 always maintains the pulling force horizontally forward or forward along the longitudinal axis of the fuselage under the drive of the servo motor and the calibration of the gyroscope installed in the nose, and the fuselage enters the departure state 103, and the aircraft completes the take-off; when the embodiment aircraft is in the departure state 103, the propeller-type propeller 22 maintains the pulling force forward along the longitudinal axis of the fuselage under the drive of the servo motor, and the fuselage 2 is controlled by the rudder surface to keep contact with the water When the plane has an angle of 5° to 35°, the pulling force provided by the propeller thruster 22 makes the flight speed of the aircraft greater than the stall speed at the current wing angle of attack; at this time, when the wing 1 of the aircraft releases the leading edge flaps 11 and the trailing edge flaps 12, the inclination angle of the fuselage 2 increases, the flight speed decreases, and the aircraft enters the take-off and landing state 102 to start landing; when the inclination angle of the fuselage 2 of the aircraft decreases, the wing 1 retracts the leading edge flaps 11 and the trailing edge flaps 12, the flight speed increases, and the aircraft enters the flight state 104 to complete the take-off.

[0033] Figure 1 The aircraft in the illustrated embodiment has the characteristics of high stability and easy control, and is suitable for flight experience and primary flight pilot training.

[0034] like Figure 3 As shown, the flight state of a double-layer wing small aspect ratio coaxial counter-rotating twin-engine conventional layout aircraft embodiment, the embodiment shown also has Figure 2 The aircraft has the characteristics of small wingspan, high overall strength, good low-speed performance, sensitive rolling and yaw movements, good overload resistance and maneuverability, and outstanding safety, and can be used as a sports aircraft or flight performance aircraft.

[0035] like Figure 4As shown, a flying state of a diamond-shaped layout small aspect ratio twin-engine flying wing embodiment aircraft, the propellers on both sides of the embodiment shown can be flipped up and down, and also have Figure 2 The four states are shown. Because the chord of the wing root is long and the connection surface with the fuselage is large, this embodiment has the characteristics of high overall strength and low wing load. Because the thickness of the wing is small relative to the chord length and the sweep angle of the wing leading edge is large, the flight speed is high. And because it is a forward pull layout and the wing area is large, it can fly at a high pitch angle and low speed. Figure 4 The aircraft in the illustrated embodiment can also make good use of the ground effect and can perform ultra-low altitude and long-range flight missions over the sea, grassland, snowfield, desert and Gobi.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate some technical solutions for implementing the present invention, rather than to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some or all of the technical features may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the present invention.

Claims

1. A method for taking off and landing a fixed-wing aircraft, characterized in that: The fixed-wing aircraft comprises a fuselage, wings, propellers, and tail fins; the wings comprise leading edge flaps, trailing edge flaps, and ailerons; the fuselage comprises a landing gear located in front of the center of gravity of the aircraft; the tail fin comprises supports and control surfaces located at both ends of the tail fin trailing edge; the propellers are located in front of the center of gravity of the aircraft, and the propellers provide all the thrust for the aircraft to fly forward. The propellers are one or more, and the propellers are propellers, ducted fans, or jet propellers, and the thrust-to-weight ratio of the total thrust relative to the total take-off weight of the aircraft is not less than 0.

5. The propellers can be flipped upwards by 90° and downwards by 15° relative to the fuselage; the aircraft has a landing state, a take-off and landing state, a departure state, and a flight state; The take-off and landing method of the fixed-wing aircraft is: a. When the aircraft is in the landing state, the fuselage is parallel to the horizontal plane or maintains a small angle with the horizontal plane, and the aircraft stops on the ground by the landing gear and the supports at both ends of the tail trailing edge; the propeller flips upward and remains perpendicular to the horizontal plane, and the propeller provides a vertical upward force. At this time, part of the weight of the aircraft falls on the supports at both ends of the tail trailing edge, and the downward force brought by the remaining part of the weight is overcome by the pulling force provided by the propeller. The fuselage of the aircraft flips backward 35° with the supports at both ends of the tail trailing edge as the fulcrum, and the aircraft enters the take-off and landing state; b. When the aircraft is in the take-off and landing state, the leading edge flaps and trailing edge flaps of the wing are released, and the area of ​​the wing reaches the maximum. At this time, the propeller flips downward to the direction of the pulling force and moves forward along the longitudinal axis of the fuselage or keeps the pulling force in the horizontal direction and moves forward. Under the action of gravity and the forward pulling force of the propeller, the fuselage flips forward with the supports at both ends of the trailing edge of the tail wing as the fulcrum. The wing is driven by the fuselage to flap downward rapidly toward the ground. The rapid downward flapping of the wing generates upward air resistance. The airflow formed by the backward blowing of the propeller forms a part of lift on the wing surface. The aircraft is subjected to the combined force of the upward air resistance, the lift of the wing surface and the pulling force of the propeller on the wing. Under the action of the tail, the aircraft flips forward with the wing span direction as the axis, and the supports at both ends of the trailing edge of the tail leave the ground. At this time, the gravity of the aircraft is overcome by the upward air resistance generated by the wing's downward flapping and the lift formed on the wing by the propeller airflow. The friction between the aircraft and the ground is zero, and the air resistance of the aircraft flying forward is extremely small and can be ignored. The pulling force of the propeller is all used to accelerate the aircraft forward. After the aircraft accelerates forward sharply, the forward movement of the wing generates new lift to replace the upward air resistance generated when the wing is flapping downward. The aircraft continues to stay in the air, and the pulling force of the propeller is all used to overcome the air resistance of the forward flight. The aircraft enters the departure state; c. When the aircraft is in the take-off state, the thrust direction of the propeller is forward along the longitudinal axis of the fuselage, the magnitude of the thrust first remains constant and then gradually decreases to a certain set value, or first increases rapidly and then gradually decreases to a certain set value, at which point the aircraft flies to a safe altitude with a certain set thrust value, the wings gradually retract the leading edge flaps and the trailing edge flaps, the aircraft completes take-off, and enters the flight state; d. The aircraft is in flight, the thrust of the propeller is gradually reduced to another set value, the leading edge flaps and the trailing edge flaps of the wing are released, the control surface on the tail wing of the aircraft is manipulated, the fuselage of the aircraft is gradually tilted up until the angle of attack of the wing is greater than 5° and the angle of attack continues to increase, the thrust value of the propeller is adjusted, the aircraft is operated at a posture with a wing angle of attack close to 35° and a speed greater than the stalling speed, and the aircraft enters the departure state; e. The aircraft is in the take-off state, flying to the sky above the landing site at an altitude of about 1 meter with the wing at an angle of attack of nearly 35°; when the aircraft reaches the landing site, the propeller quickly flips upward to a pulling force that is vertically upward, and the wing surface loses the wing surface lift brought by the airflow formed by the propeller blowing backwards. When the wing moves forward, the air in front of it is also driven by the propeller flow field, forming a downwash airflow, which further causes the lift loss of the wing. At this time, the aircraft loses lift and drops in altitude. Because there is a vertical upward pulling force of the propeller in front of the center of gravity, the supports at both ends of the trailing edge of the tail wing fall to the ground first as the fuselage sinks; at the moment when the supports at both ends of the trailing edge of the tail wing fall to the ground, part of the aircraft's own weight and part of the inertial force when landing The aircraft lands on the supports at both ends of the tail wing trailing edge, and another part of the deadweight of the aircraft and another part of the inertial force when landing are overcome by the pulling force of the propeller. The aircraft stops in the posture when the supports at both ends of the tail wing trailing edge touch the ground, and the aircraft enters the take-off and landing state; when the aircraft is in the take-off and landing state, the pulling force is kept vertically upward to reduce the pulling force value of the propeller, and the fuselage of the aircraft flips forward with the supports at both ends of the tail wing trailing edge as fulcrums until the landing gear touches the ground; the wing retracts the leading edge flaps and the trailing edge flaps, and the pulling force output of the propeller is turned off. The aircraft stops on the ground by the landing gear and the supports at both ends of the tail wing trailing edge, and the aircraft completes the landing.

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