Aerodynamic layout structure of ultra-short take-off and landing light sports aircraft

Abstract

The invention relates to the field of aircraft design, in particular to an aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing, which comprises a nose, a fuselage, wings, a vertical tail, a horizontal tail and an elevator, and when the fuselage extends from the nose to the tail, the shape of the fuselage changes from a streamline curved surface to a rectangle. The wings comprise a left main wing and a right main wing which are symmetrically designed and fixed on the fuselage, leading edge slats are also arranged at the leading edges of the left main wing and the right main wing, a fly unfolding aileron is also suspended below the trailing edges of the left main wing and the right main wing, a horizontal stabilizer of the horizontal empennage is arranged at the top, the elevator is rotationally arranged at the trailing edge of the horizontal empennage, and a balancing sheet is also arranged at the trailing edge of the elevator. The horizontal empennage is inverted, so that the pressure of the lower airfoil surface of the horizontal empennage is smaller than that of the upper airfoil surface, a downward pressure difference is further generated, the clockwise couple moment borne by the whole aircraft is increased, and the minimum ground clearance speed is reduced. The aircraft wing combines the advantages of the slats and the flaps, the landing appearance stall speed of an aircraft is effectively reduced, and therefore the landing taxiing distance is reduced.

Description

Technical Field

[0001] The invention relates to the field of aircraft design, and in particular to an aerodynamic layout structure of an ultra-short take-off and landing light sports aircraft. Background Art

[0002] Light sport aircraft are a type of small aircraft that meet specific regulations and standards and are mainly used for recreational flying, flight training, etc. The common aerodynamic layout structures are as follows: 1. Conventional layout: The horizontal tail is located behind the wing and together with the vertical tail, it forms the tail of the aircraft. The horizontal tail is generally composed of a fixed stabilizer and a movable elevator; the vertical tail includes a stabilizer and a rudder.

[0003] This layout design is mature, with clear functions of each component, and can provide a good balance between stability and controllability. The wings generate the main lift, and the tail is used to maintain the longitudinal, lateral and directional stability of the aircraft, and to control the pitch, roll and yaw movements of the aircraft.

[0004] For example, the Piper PA-18 "Super Cub" adopts a high-mounted upper wing design. The wing provides the main lift for the aircraft, and the horizontal tail and vertical tail located behind the wing ensure the stability of the aircraft during flight. Whether in takeoff, cruising or landing, the conventional layout makes the aircraft's control performance easy for pilots to master, suitable for use in various weather conditions and flight missions, and widely used in flight training, short-distance transportation and aerial photography.

[0005] 2. Canard layout, a pair of canards (front wings) are set in front of the nose of the aircraft, and the main wing is located at the rear. The canard can generate positive lift during flight, which is superimposed with the lift of the main wing to help increase the total lift of the aircraft, especially during takeoff and high angle of attack flight.

[0006] The canard layout can make the aircraft more agile, quickly change the aircraft's flight attitude, and improve the aircraft's maneuverability. However, this layout has high requirements for the flight control system, which requires precise control of the airflow interaction between the canard and the main wing to ensure flight stability.

[0007] Some light aerobatic sports aircraft adopt a canard layout, such as some small aircraft used for aerial performances and competitions. The canard design allows the aircraft to quickly perform difficult maneuvers such as rolls and somersaults when flying at low altitudes, satisfying the pilot's pursuit of fun and challenges in flying. At the same time, during the takeoff phase, the canard can provide additional lift, shorten the aircraft's taxiing distance, and improve the aircraft's take-off and landing performance.

[0008] 3. Biplane layout, the aircraft has two layers of wings, the upper and lower layers of wings are connected by structures such as struts and tension wires. Biplane layout is more common in early aircraft design. Since the two layers of wings provide a larger lift area, sufficient lift can be generated at a lower speed, and it has good low-speed performance.

[0009] The aircraft structure of this layout is relatively strong, but due to the airflow interference between the wings and the increase in structural weight, the flight resistance will increase, which will affect the flight speed and fuel economy to a certain extent.

[0010] Many classic light sport aircraft adopt a biplane layout, such as the American Stearman biplane. It has good stability when flying at low altitudes, and with its large lift area, it can maintain a good flight state at a lower speed. The biplane layout gives the aircraft unique flight characteristics when flying at low altitudes, making it suitable for sightseeing flights, aviation experiences and other activities, allowing passengers to enjoy the low-altitude scenery more calmly.

[0011] 4. Flying wing layout. Light sport aircraft with flying wing layout do not have a traditional fuselage and tail. The entire aircraft shape is basically a wing with a large aspect ratio. The advantages of this layout are low air resistance and good stealth performance (the demand for stealth in the field of light sport aircraft is relatively small, but it is still a feature of this layout), as well as a large wing area and high lift efficiency.

[0012] Some homemade or niche brand light flying wing sports aircraft are mainly used by flight enthusiasts who pursue unique flying experiences and have special requirements for flight performance. They focus on lightness and simplicity in design, and the flying wing layout gives the aircraft a unique control feel and flight attitude during flight. For example, some flying wing models used for gliding flight use their high lift efficiency and low drag characteristics to obtain better gliding performance in the airflow.

[0013] In this application, what is involved is a conventionally arranged light-duty fixed-wing aircraft. Because the horizontal tail is inverted, the horizontal stabilizer of this type of light-duty aircraft is always under downward pressure during level flight, and the aircraft as a whole is subjected to a clockwise force couple. To balance the force couple, the elevator must maintain a certain angle and be subjected to force at all times, which has a certain impact on the connection between the elevator and the horizontal stabilizer, reducing its service life. In addition, when encountering a strong headwind or excessive airspeed during flight, the clockwise force couple will increase, causing the aircraft to overturn, so the cruising speed of the aircraft is limited. At the same time, the structure of the fusion of the leading edge flaps and slats will destroy the aerodynamic layout of the wing when it is working, increase the flight resistance, and affect the pilot's operation. Summary of the invention

[0014] In order to solve the above technical problems, the purpose of the present invention is to provide an aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing. In order to achieve the above purpose, the technical solution of the present invention is as follows: An aerodynamic layout structure of a light sport aircraft for ultra-short take-off and landing, with a Cartesian vertical coordinate system as a reference, the light sport aircraft is constructed with a first plane formed by an X-axis defined by its navigation direction and a Z-axis defined by its gravity direction as a symmetric plane, including a nose, a fuselage, wings, a vertical tail, a horizontal tail and an elevator. When the fuselage extends from the nose to the tail, its outer shape changes from a streamlined curved surface to a rectangular shape. The wing comprises a left main wing and a right main wing which are symmetrically designed and fixed to the fuselage. A panoramic sunroof is arranged on the top of the cockpit of the fuselage. The left main wing and the right main wing extend from the edge of the panoramic sunroof to the outside of the fuselage. The width of the left main wing and the right main wing narrows at the wing root near the panoramic sunroof. The leading edges of the left main wing and the right main wing are also provided with leading edge slats. Ailerons are also suspended and installed below the trailing edges of the left main wing and the right main wing. The vertical tail is at the tail of the fuselage and on the top surface of the fuselage. A triangular vertical tail is provided between the vertical tail and the fuselage. The vertical tail is in the X-axis direction of the fuselage. An assembly channel is provided on the vertical stabilizer of the vertical tail. The horizontal stabilizer of the horizontal tail is at the top, the elevator is rotatably installed on the trailing edge of the horizontal tail, the elevator and the horizontal tail are installed perpendicularly to the fuselage through an assembly channel, and a trim piece is also installed on the trailing edge of the elevator.

[0015] Furthermore, the cockpit section of the fuselage has a streamlined curved surface, the panoramic skylight on the top is a plane, and smoothly transitions to the passenger cabin section of the fuselage. The passenger cabin section of the fuselage is rectangular, and its volume gradually decreases as it approaches the tail wing.

[0016] Furthermore, a wing bracket assembly is diagonally stretched between the left main wing, the right main wing and the cockpit section of the fuselage, and the three form a triangular support structure.

[0017] Furthermore, after the elevator and the trim plate are assembled, their cross-section forms a flat-convex airfoil under normal conditions. A server is also installed in the elevator. The cross-section of the trim plate is triangular. One of the acute-angle ends of the trim plate is connected to the tail end of the elevator through a hinge, and the obtuse-angle end of the trim plate is connected to the server through a cable.

[0018] Furthermore, an elevator swing gap is left between the horizontal tail and the elevator, hinged plates are provided at the wing tip and wing root of the horizontal tail, and both ends of the elevator are installed at the tail end of the hinged plate through a hinge shaft.

[0019] Furthermore, with the horizontal stabilizer as a reference, the swing angle of the elevator in the Z-axis direction is +28°±2~—28°±2.

[0020] Furthermore, the distance from the guiding edge of the horizontal tail to the centerline of the fuselage is DL=DR±20mm DL: The distance from the centerline of the fuselage to the left guide edge of the horizontal tail DR: The distance from the centerline of the fuselage to the right guide edge of the horizontal tail.

[0021] Furthermore, the front edge end cross section of the elevator is teardrop-shaped, the hinged plate is connected to the middle section of the elevator beyond the front edge end, and the horizontal stabilizer of the elevator is on the same horizontal plane as the horizontal stabilizer of the horizontal tail.

[0022] Furthermore, the left main wing and the right main wing are flat-convex airfoils, with front connecting ribs arranged at intervals at the leading edge, the leading edge slats are fixed on the front connecting ribs, and rear connecting ribs extending below the trailing edge are provided on the lower bottom surface, and the flap ailerons are movably mounted on the rear connecting ribs.

[0023] Furthermore, a connecting plate is provided on the lower plane of the flap aileron, and a hinge shaft is used to connect the rear connecting rib and the connecting plate. The swing angle of the flap aileron in the Z-axis direction is +13° to -13°.

[0024] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. During the take-off process of the aircraft, the main wing surface is subjected to an upward lift force, and the inversion of the horizontal tail makes the pressure on the lower wing surface of the horizontal tail less than the pressure on the upper wing surface, thereby generating a downward pressure difference, causing the horizontal tail to receive downward pressure. Compared with the upright horizontal tail, the clockwise force couple moment of the aircraft as a whole is increased, reducing the minimum take-off speed, thereby reducing the take-off run distance.

[0025] 2. The flap ailerons installed on the wings of the aircraft have the function of slats in appearance and structure. While reducing the speed of the aircraft, they provide sufficient lift at low speed and high angle of attack to avoid stall. Combining the advantages of slats and flaps, the stall speed of the aircraft's landing shape is effectively reduced, thereby reducing the landing run distance.

[0026] 3. The horizontal stabilizer of the horizontal tail is on top, and the structure of the inverted horizontal tail and flaps and slats is used to reduce the takeoff and landing distances, achieving ultra-short distance takeoff and landing.

[0027] 4. The rudder of this aircraft is a full-moving rudder, and there is no elevator adjustment plate on it. The elevator is full-moving and easier to control, so the aircraft is more controllable when flying at low altitude and low speed. At the same time, the tail is above the fuselage, and the air flowing from the front to the tail is not affected, which also makes this aircraft easier to control and safer.

[0028] 5. The horizontal stabilizer of the horizontal tail is just opposite to the horizontal stabilizer of the wing. It will apply a downward pressure to the tail during flight. This design allows the aircraft to quickly lift its head (front wheels off the ground) after starting, allowing the wing to glide at a large angle of attack (up to 30°), sweeping more air, allowing the wing to obtain enough lift to achieve ultra-short takeoff and landing.

[0029] 6. The fuselage of the aircraft is designed to be rectangular. The process of making a rectangular fuselage is very simple and fast, and it is also convenient for later maintenance. The rectangular cabin can provide a larger cockpit and cabin space than the round one. It is very spacious for two people to sit in it. The position and height of the seats are also ergonomically designed and very comfortable.

[0030] 7. The acrylic transparent cabin door further increases the space of the aircraft cabin, while providing excellent parallel and downward vision. The top of the cabin is equipped with a panoramic skylight, and the wing narrows at the wing root, so the upward vision of the cabin is also very good.

[0031] 8. When viewed from the side, the fuselage is a trapezoid that is wide at the front and narrow at the rear. This is to allow the aircraft to quickly raise its head during the taxiing phase on the ground to avoid the tail of the aircraft touching the ground. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 A three-dimensional structural view of a light sport aircraft; Figure 2 It is a right view structural diagram of a light sport aircraft; Figure 3 It is a schematic diagram of the structure of a light sport aircraft from a top view; Figure 4 It is a schematic diagram of the structure of a light sport aircraft from a top view; Figure 5 It is a front view schematic diagram of the structure of a light sport aircraft; Figure 6 It is a dynamic change diagram of the flap aileron swinging in the Z-axis direction relative to the left main wing; Figure 7 This is a diagram showing the clearance between the left main wing and the leading edge slat; Figure 8 It is a schematic diagram of the side structure of the assembly of the horizontal tail and the elevator; Fig. 9 The figure is a schematic diagram of the assembly plane structure of the elevator and trim piece; Fig.10 This is a dynamic diagram of the elevator swinging relative to the horizontal tail in the Z-axis direction.

[0033] Figure numerals: 1, nose; 2, fuselage; 3, wing; 30, left main wing; 31, right main wing; 32, leading edge slat; 33, flap aileron; 34, front connecting rib block; 35, rear connecting rib block; 4, vertical tail; 5, horizontal tail; 50, horizontal stabilizer; 51, hinged plate; 6, elevator; 61, hinge; 62, cable; 7, driver's door; 8, wing bracket assembly; 9, vertical tail; 10, balance plate. DETAILED DESCRIPTION

[0034] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the present invention is further described below in conjunction with specific embodiments.

[0035] like Figure 1 to Figure 10 As shown, an aerodynamic layout structure of a light sport aircraft for ultra-short take-off and landing is constructed with a Cartesian vertical coordinate system as a reference. The light sport aircraft is constructed with a first plane formed by an X-axis defined by its navigation direction and a Z-axis defined by its gravity direction as a symmetry plane, and includes a nose 1, a fuselage 2, wings 3, a vertical tail 4, a horizontal tail 5 and an elevator 6.

[0036] like Figure 2 As shown, when the fuselage 2 extends from the nose to the tail, its outer shape changes from a streamlined curved surface to a rectangle. When viewed from the side, the fuselage 2 is a trapezoid that is wide at the front and narrow at the rear. The fuselage 2 is divided into a cockpit and a passenger cabin. The cockpit section of the fuselage 2 has a streamlined curved surface, and the panoramic sunroof on the top is a plane, which smoothly transitions to the passenger cabin section of the fuselage 2. The passenger cabin section of the fuselage is rectangular to the tail, and its volume gradually decreases as it approaches the vertical tail.

[0037] The driver's door 7 is outside the cockpit and is made of transparent acrylic material, which provides a wider field of vision. The top of the fuselage corresponding to the cockpit is also made of transparent material, and a panoramic sunroof is designed to provide a better field of vision.

[0038] The aspect ratio of the wing 3 is 6.2. The wing 3 includes a left main wing 30 and a right main wing 31 which are symmetrically designed and fixed to the fuselage 2. The left main wing 30 and the right main wing 31 extend from the edge of the panoramic sunroof to the outside of the fuselage 2. The wing 3 will not block the panoramic sunroof, and the width of the left main wing 30 and the right main wing 31 is narrowed at the wing root near the panoramic sunroof to increase the field of vision in the cockpit. The leading edges of the left main wing 30 and the right main wing 31 are also provided with leading edge slats 32, and flap ailerons 33 are suspended below the trailing edges of the left main wing and the right main wing. The leading edge slats 32 and the flap ailerons 33 maintain a gap with the main wings, and the leading edge slats are concave and convex airfoils.

[0039] like Figure 7 As shown, the gap between the leading edge slat 32 and the left main wing 30 at the farthest distance is maintained at 110 mm (i.e. Figure 7The length of the middle triangle auxiliary line at H is 110 mm), and the gap between the leading edge slat 32 and the left main wing at the closest point is maintained at 19 ± 2 cm (i.e. Figure 7 The gap at the middle black shadow B is 19mm). This spacing design allows a gap to be maintained between the leading edge slat 32 and the left main wing 30, but the curvature of the leading edge slat 32, the left main wing 30 and the flap aileron 33 is continuous. The upper convex surface of the leading edge slat and the upper surface of the left main wing transition smoothly along the flow direction. The head extension surface of the upper convex surface and the lower plane of the left main wing remain in the same plane, maintaining the overall streamline of the wing 3. The angle of attack of the wing 3 relative to the upper plane of the fuselage is 5°. The right main wing is the same as the left main wing.

[0040] like Figure 5 As shown, a wing support assembly 8 is diagonally stretched between the left main wing 30, the right main wing 31 and the cockpit section of the fuselage 2, and the three form a triangular support structure.

[0041] like Figure 6 As shown, the left main wing 30 and the right main wing 31 are plano-convex airfoils, with front connecting ribs 34 arranged at intervals at the leading edge, the leading edge slats 32 fixed on the front connecting ribs 34, and a rear connecting rib 35 extending below the trailing edge is provided on the lower bottom surface, and the flap aileron 33 is fixed on the rear connecting rib 35. Figure 6 In the figure, Figure a shows a cross-sectional view of the aileron and the left main wing maintained on the same curvature plane, Figure b shows a plan view of the aileron swinging upward by 13°, and Figure c shows a plan view of the aileron swinging downward by 13°.

[0042] The flap aileron 33 is a flat-convex airfoil and is connected below the trailing edges of the left main wing 30 and the right main wing in an up and down swinging manner. A connecting plate is provided on the lower plane of the flap aileron 33, and a hinge shaft is connected between the rear connecting rib 35 and the connecting plate. In the present embodiment, the swing angle of the flap aileron 33 is +13° to -13°, and the swing angle error is maintained within ±1°.

[0043] The wingspan length of the flap aileron 33 is the same as the length of the left main wing 30 or the right main wing 31 on the corresponding side, the wingspan length of the leading edge slat 32 is less than the length of the left main wing or the right main wing on the corresponding side, and the wing root of the leading edge slat 32 has no contact with the fuselage, which can be seen from the top view of the aircraft.

[0044] like Figure 4 As shown, the distance from the guide edge of the wing to the center line of the fuselage is: DL=DR±50mm, where DL is the distance from the center line of the fuselage to the guide edge of the left main wing 30, and DR is the distance from the center line of the fuselage to the guide edge of the right main wing 32. In this embodiment, the wingspan is 9.1 meters and the chord is 1.47 meters.

[0045] The vertical tail 4 is at the tail of the fuselage and on the top surface of the fuselage. A triangular vertical tail 9 is provided between the vertical tail 4 and the fuselage 5. The vertical tail 9 is in the X-axis direction of the fuselage. An assembly channel is provided on the vertical stabilizer of the vertical tail 9. The horizontal stabilizer 50 of the horizontal tail 5 is at the top. The horizontal stabilizer of the horizontal tail is just opposite to that of the wing. The elevator 6 is rotatably installed on the trailing edge of the horizontal tail 5. The elevator 6 and the horizontal tail 5 are installed perpendicular to the fuselage through the assembly channel. A trim piece 10 is also installed on the trailing edge of the elevator 6.

[0046] like Fig. 9 As shown, after the elevator 6 and trim piece 10 are assembled, their cross-section forms a flat-convex airfoil under normal conditions, and their outer contours are on the same curvature plane. A servo 60 is also installed in the elevator 6. The trim piece 10 has a triangular cross-section, and one of the acute-angle ends of the trim piece is connected to the tail end of the elevator through a hinge 61, and the obtuse-angle end of the trim piece 10 is connected to the servo through a cable 62, so that the trim piece has a flexible range of motion. Fig. 9 In the figure, Figure b is a local enlarged structural diagram of point a.

[0047] A swing gap of the elevator 6 is left between the horizontal tail and the elevator 6, and hinge plates 51 extending in the direction of airflow are provided at the wing tip and wing root of the horizontal tail 5. The hinge plates 51 extend beyond the trailing edge of the horizontal tail 5, and the two ends of the elevator 6 are mounted on the tail ends of the hinge plates 51 through hinge shafts.

[0048] like Fig.10 As shown, with the horizontal stabilizer 50 as the reference, the swing angle of the elevator 6 in the Z-axis direction of the fuselage is +28°±2~-28°±2. Fig.10 In the figure, Figure a shows that the elevator swings up 28°, Figure b shows that the elevator remains in the horizontal plane, and Figure c shows that the elevator swings down 28°.

[0049] The distance between the guide edge of the horizontal tail 5 and the center line of the fuselage is DL=DR±20mm, where DL is the distance between the center line of the fuselage and the left guide edge of the horizontal tail, and DR is the distance between the center line of the fuselage and the right guide edge of the horizontal tail. In this embodiment, the span of the horizontal tail is 2.6 meters, and the height of the rudder tip is 2.6 meters.

[0050] like Figure 8 As shown, the front end section of the elevator 6 is teardrop-shaped, the hinge plate 51 is connected to the middle section of the elevator 6 beyond the front end, and the horizontal stabilizer of the elevator 6 is on the same horizontal plane as the horizontal stabilizer of the horizontal tail 5.

[0051] This aircraft uses an integrated double cantilever spring landing gear, which can bend downward when the aircraft lands to absorb part of the impact force when landing, thereby reducing the impact on the fuselage. Secondly, this landing gear is higher and can adapt to more complex landing surfaces. It also uses large off-road tires, which can adapt to most take-off and landing sites.

[0052] This aircraft is a single-engine, two-seat, high-wing, front three-point, all-aluminum alloy light sports fixed-wing aircraft that can take off and land in almost all terrains. It has ultra-short take-off and landing characteristics of 30 meters take-off and 90 meters landing, as well as ultra-large payload and low operating costs. It is used in multiple scenarios of general aviation, such as flight training, short-distance passenger and cargo transportation, border patrol, forest fire prevention and firefighting, aerial survey, emergency rescue, sightseeing, private driving, agricultural and forestry spraying, towing gliders, aviation science popularization, airplane restaurants, photo experiences, exhibitions, aviation research, aviation vocational education, aviation art office furniture, internet celebrity check-ins, simulated driving experiences, event entertainment, etc.

[0053] The above is a detailed introduction to the aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing provided by the present invention. The description of the specific embodiment is only used to help understand the method and core idea of ​​the present invention. It should be pointed out that for ordinary technicians in this technical field, the present invention can also be improved and modified without departing from the principle of the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. An aerodynamic layout structure of a light sport aircraft for ultra-short take-off and landing, with a Cartesian vertical coordinate system as a reference, the light sport aircraft is constructed with a first plane formed by an X-axis defined by its navigation direction and a Z-axis defined by its gravity direction as a symmetric plane, including a nose, a fuselage, wings, a vertical tail, a horizontal tail and an elevator, It is characterized in that When the fuselage extends from the nose to the tail, its outer shape changes from a streamlined curved surface to a rectangular shape. The wing comprises a left main wing and a right main wing which are symmetrically designed and fixed to the fuselage. A panoramic sunroof is arranged on the top of the cockpit of the fuselage. The left main wing and the right main wing extend from the edge of the panoramic sunroof to the outside of the fuselage. The width of the left main wing and the right main wing narrows at the wing root near the panoramic sunroof. The leading edges of the left main wing and the right main wing are also provided with leading edge slats. Ailerons are also suspended and installed below the trailing edges of the left main wing and the right main wing. The vertical tail is at the tail of the fuselage and on the top surface of the fuselage. A triangular vertical tail is provided between the vertical tail and the fuselage. The vertical tail is in the X-axis direction of the fuselage. An assembly channel is provided on the vertical stabilizer of the vertical tail. The horizontal stabilizer of the horizontal tail is at the top, the elevator is rotatably installed on the trailing edge of the horizontal tail, the elevator and the horizontal tail are installed perpendicularly to the fuselage through an assembly channel, and a trim piece is also installed on the trailing edge of the elevator.

2. The aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing according to claim 1, characterized in that: The cockpit section of the fuselage is in the shape of a streamlined curved surface, the panoramic skylight on the top is a plane, and smoothly transitions to the passenger cabin section of the fuselage. The passenger cabin section of the fuselage is rectangular, and its volume gradually decreases as it approaches the tail wing.

3. The aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing according to claim 1 is characterized by: The wing support assembly is diagonally stretched between the left main wing, the right main wing and the cockpit section of the fuselage, and the three form a triangular support structure.

4. The aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing according to claim 1 is characterized by: After the elevator and the trim piece are assembled, their cross-section forms a flat-convex airfoil under normal conditions. A server is also installed in the elevator. The cross-section of the trim piece is triangular. One of the acute-angle ends of the trim piece is connected to the tail end of the elevator through a hinge, and the obtuse-angle end of the trim piece is connected to the server through a cable.

5. The aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing according to claim 4 is characterized by: An elevator swing gap is reserved between the horizontal tail and the elevator, hinged plates are arranged at the wing tip and wing root of the horizontal tail, and the two ends of the elevator are mounted on the tail end of the hinged plate through a hinge shaft.

6. The aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing according to claim 5, characterized in that: Taking the horizontal stabilizer as the reference, the swing angle of the elevator in the Z-axis direction is +28°±2~—28°±2.

7. The aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing according to claim 4, characterized in that: The distance from the guiding edge of the horizontal tail to the centerline of the fuselage is DL=DR±20mm DL: The distance from the centerline of the fuselage to the left guide edge of the horizontal tail DR: The distance from the centerline of the fuselage to the right guide edge of the horizontal tail.

8. The aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing according to claim 6, characterized in that: The front edge end section of the elevator is in a teardrop shape, the hinged plate is connected to the middle section of the elevator beyond the front edge end, and the horizontal stabilizer of the elevator is on the same horizontal plane as the horizontal stabilizer of the horizontal tail.

9. The aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing according to claim 1, characterized in that: The left main wing and the right main wing are flat-convex airfoils, with front connecting ribs arranged at intervals at the leading edge, the leading edge slats are fixed on the front connecting ribs, and a rear connecting rib extending below the trailing edge is provided on the lower bottom surface, and the flap aileron is movably mounted on the rear connecting rib.

10. The aerodynamic layout structure of a light sports aircraft with ultra-short take-off and landing according to claim 9, characterized in that: A connecting plate is provided on the lower plane of the flap aileron, and a hinge shaft is used to connect the rear connecting rib and the connecting plate. The swing angle of the flap aileron in the Z-axis direction is +13° to -13°.

Images