Semi-automatic control system and semi-automatic vertical take-off and landing electric manned aircraft
By combining a semi-automatic control system with mechanical and automatic assisted flight control, the problems of high difficulty in controlling traditional aircraft and insufficient safety have been solved, resulting in a safe, stable and easy-to-use civilian aircraft.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- FOSHAN SHENFENG AVIATION SCI & TECH CO LTD
- Filing Date
- 2026-04-02
- Publication Date
- 2026-05-12
AI Technical Summary
Traditional helicopters are difficult to operate and lack safety, eVTOLs lack the flexibility of human intervention and have poor adaptability to complex scenarios, and quadcopters are prone to tipping over and have poor safety when the drone's power rotor fails.
It adopts a semi-automatic control system, which combines a hybrid control stick for altitude and heading, a hybrid control stick for forward, backward, left and right yaw, and a flight controller to achieve semi-automatic assisted flight. The flight attitude is controlled mechanically, and the flight controller helps to maintain stability.
It lowers the barrier to entry for piloting, improves flight safety, stability, and handling experience, and is less prone to overturning in the event of rotor failure, making it suitable for civilian manned flight.
Smart Images
Figure CN122009478A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of electric manned aircraft technology, specifically to a semi-automatic control system and a semi-automatic vertical take-off and landing electric manned aircraft using the system. Background Technology
[0002] Traditional helicopters employ purely mechanical control systems, requiring a high level of pilot proficiency and making them prone to accidents due to operational errors. Existing eVTOLs mostly use fully automated flight control systems, lacking the flexibility of manual intervention, exhibiting poor adaptability to complex scenarios, and offering no piloting experience. Furthermore, existing vertical takeoff and landing (VTOL) aircraft generally suffer from complex control logic, weak anti-interference capabilities, and poor takeoff and landing stability. Quadcopter drones are prone to tipping over and crashing when their power rotors fail, failing to meet the safety and ease-of-use requirements for civilian manned flight. Summary of the Invention
[0003] To address the shortcomings of existing technologies, this invention provides a semi-automatic control system and a semi-automatic vertical take-off and landing electric manned aircraft, which solves the problems of high control difficulty and insufficient safety of traditional aircraft. It combines semi-automatic assisted flight with precise manual control, significantly reducing the driving threshold and improving flight safety, stability and control experience.
[0004] To achieve the above objectives, the present invention provides the following technical solution: A semi-automatic control system includes a flight controller, a hybrid altitude and heading joystick, and a hybrid forward, backward, left, and right yaw joystick. The flight controller is electrically connected to the aircraft's power system and the hybrid altitude and heading joystick. The flight controller is equipped with an altitude sensor and an electronic compass for controlling the aircraft's altitude and heading. The hybrid forward, backward, left, and right yaw joystick is connected to the aircraft's power system, which is hinged to the aircraft's frame. Manipulating the hybrid forward, backward, left, and right yaw joystick allows the resultant lift force of the aircraft's power system to deflect relative to the frame in the forward, backward, left, and right directions, while the aircraft's power system cannot rotate relative to the frame in the horizontal plane.
[0005] The control logic of the altitude and heading hybrid control stick is as follows: pushing forward increases the lift of the power system to achieve ascent, pulling back decreases the lift to achieve descent, and yaw left and right generates differential torque in the power system, causing the frame to rotate synchronously horizontally to achieve yaw. The control logic of the forward, backward, left, and right yaw hybrid control stick is as follows: pushing forward deflects the lift of the power system backward to achieve backward flight, pulling back deflects the lift of the power system forward to achieve forward flight, pushing left deflects the lift of the power system to the right to achieve right flight, and pushing right deflects the lift of the power system to the left to achieve left flight.
[0006] Furthermore, to make operation easier, the combined forward, backward, left, and right deflection control stick is aligned with and substantially coaxial with the lift force of the aircraft's propulsion system.
[0007] Furthermore, the altitude and heading hybrid control stick is equipped with a damping stop structure in the forward and backward directions, allowing it to stop at any position in the forward and backward directions when not in use, facilitating hovering of the aircraft. The altitude and heading hybrid control stick is equipped with a centering reset structure in the left and right directions, ensuring stable heading when not in use. The altitude sensor is a barometric pressure sensor.
[0008] The present invention relates to a semi-automatic vertical takeoff and landing (VTOL) electric manned aircraft, comprising an aircraft body and a semi-automatic control system. The aircraft body includes a mast, powered rotors, a frame, a battery pack, a counterweight, a pilot's seat, and landing gear. The mast is vertically arranged; multiple sets of powered rotors are coaxially arranged parallel to each other on the mast. Each set of powered rotors includes a motor, an electronic speed controller, and powered rotor blades. The motor is an external rotor motor with a through hole, and the powered rotor blades are mounted on the rotor of the motor. The motor is mounted on the mast, and the stator of the motor is fixedly connected to the mast. The motor is electrically connected to the electronic speed controller, and the electronic speed controller is electrically connected to the flight controller, receiving acceleration and deceleration commands from the flight controller. The frame is mounted on the landing gear; the upright is hinged to the frame via a universal joint, and the upright can deflect forward, backward, left, and right relative to the frame, but cannot rotate horizontally relative to the frame; the pilot position is located inside the frame and connected to the frame; the battery pack is electrically connected to the electronic speed controller and supplies power to the rotor; the pylon is fixedly connected to the upright and positioned below the upright, and the battery pack is fixedly installed below the upright, connected to the upright via the pylon; the lower position of the battery pack results in a lower center of gravity, and the battery pack provides a restoring force, ensuring the control feel of the forward, backward, left, and right deflection control lever and the automatic return of the upright, thus providing self-stabilization. The semi-automatic control system includes a flight controller, a hybrid altitude and heading joystick, and a hybrid forward, backward, left, and right yaw joystick. The hybrid forward, backward, left, and right yaw joystick is mounted on a pylon and coaxially arranged with the vertical pole, located in front of the pilot's seat. The altitude and heading joystick is mounted on the frame, also in front of the pilot's seat. The altitude and heading joystick and the hybrid forward, backward, left, and right yaw joystick are arranged side-by-side, with the altitude and heading joystick preferably positioned to the left of the hybrid forward, backward, left, and right yaw joystick. The counterweight is located at the front of the frame. In single-person operation, the counterweight is the battery, and a portion of the power battery can be separated and used as counterweight. In two-person operation, the counterweight is the passenger seat, which is mounted at the front of the frame using a forward and backward movable structure to accommodate passengers of different weights. The counterweight is used to balance the aircraft's center of gravity, ensuring that the vertical pole is basically located on the vertical line passing through the aircraft's center of gravity, thus ensuring stable flight.
[0009] Furthermore, the universal joint includes front and rear rotating shafts and a longitudinal pin. The left and right ends of the front and rear rotating shafts are mounted on the frame through universal joint bearings. The front and rear rotating shafts can deflect in the forward and backward directions. The upright passes through the large holes of the front and rear rotating shafts and is movably mounted on the front and rear rotating shafts through the longitudinal pin. The longitudinal pin is horizontally mounted in the small holes of the front and rear rotating shafts. The upright can deflect left and right around the longitudinal pin, and the upright can deflect forward and backward along with the axis of the front and rear rotating shafts.
[0010] Furthermore, the main body of the aircraft also includes a rotor, which is mounted on a mast via a deep groove ball bearing. The rotor can rotate freely around the mast, and the plane of rotation of the rotor is perpendicular to the axis of the mast.
[0011] Furthermore, an elastic pad is provided between the universal joint and the frame to provide cushioning.
[0012] Furthermore, a flexible support is installed below the battery pack to cushion the impact when the aircraft lands.
[0013] Furthermore, the aircraft body also includes a display screen mounted on the front of the frame; the flight controller integrates attitude sensors and position sensors, both electrically connected to the display screen and powered by a battery pack. The attitude sensors employ gyroscopes and accelerometers; the position sensors employ GPS and BeiDou modules; the display screen shows the aircraft's attitude, altitude, and position information for the pilot's observation, providing decision-making support.
[0014] Furthermore, the pole has a hollow structure, through which the power supply line for the motor passes.
[0015] The significant advantages of this solution include: It has strong anti-overturning ability and is not easy to overturn when the powered rotor fails. The autorotating rotor can achieve a smooth forced landing. It features high human intervention and a strong piloting experience, using mechanical means to control the lift direction and change the flight attitude, thus decoupling the traditional multi-rotor control logic. With its compact structure and reasonable layout, the integrated rotor design with a pole occupies little space and is suitable for low-altitude manned flight. Easy to operate and easy to learn, ordinary people can fly it after simple training. Single-person flight does not require professional flight qualifications for ultralight aircraft that meet the regulations for an empty weight of less than 116kg. The flight controller automatically maintains altitude and heading to assist the pilot in achieving stable flight and reduce the control load; this can be achieved using existing commercial quadcopter flight controllers at a low cost.
[0016] The control logic of the semi-automatic vertical takeoff and landing electric manned aircraft of the present invention: Altitude and heading control: The pilot holds the altitude and heading control stick with one hand, pushes and pulls forward and backward to adjust the speed of the powered rotor to achieve altitude gain and loss; swings left and right to control heading and yaw. Forward, backward, left, and right flight control: The pilot holds the forward, backward, left, and right deflection control stick with his other hand, which drives the stick to deflect around the universal joint, changing the direction of the lift of the powered rotor, and realizing forward flight, backward flight, left flight, and right flight; Flight control assistance: The flight controller collects air pressure and heading data in real time, automatically corrects altitude and heading attitude, and continuously assists the aircraft in maintaining stability, reducing the difficulty of operation.
[0017] The beneficial effects of this invention are: Low operating threshold: It adopts a combination of semi-automatic flight control assistance and intuitive mechanical control, which greatly reduces the driving requirements. Ordinary people can fly it after simple training, which is suitable for the needs of civilian popularization. High safety: The coaxial layout of multiple powered rotors and autorotating rotors allows for a slow emergency landing in the event of power failure, ensuring flight safety; Compact structure: The pole-integrated rotor layout significantly reduces space occupation, making it suitable for manned flight scenarios such as urban low-altitude flight; High comfort: The universal hinge elastic pad, battery pack elastic support, and multi-level buffer structure of the landing gear absorb shocks, making the ride smooth and suitable for civilian travel scenarios. Attached Figure Description
[0018] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the structure of Embodiment 2 of the present invention; Figure 3 This is a schematic diagram of the structure of Embodiment 3 of the present invention; Figure 4 This is a schematic diagram of the structure of Embodiment 4 of the present invention; Figure 5 This is a schematic diagram of the installation of the universal joint of the present invention. Figure 1 ; Figure 6 This is a schematic diagram of the installation of the universal joint of the present invention. Figure 2 ; Figure 7 This is a schematic diagram of the front and rear rotating shafts of the universal joint of the present invention.
[0019] In the diagram: 11 - First powered rotor, 12 - Second powered rotor, 13 - Third powered rotor, 14 - Fourth powered rotor, 121 - Powered rotor blade, 122 - Motor, 123 - Electronic speed controller, 15 - Autorotor, 2 - Vertical rod, 3 - Universal joint, 31 - Front and rear shafts, 32 - Universal joint bearing, 33 - Longitudinal pin, 311 - Large hole of front and rear shafts, 312 - Small hole of front and rear shafts, 4 - Frame, 41 - Landing gear, 42 - Pilot's seat, 43 - Counterweight, 44 - Foot switch, 5 - Hoist, 6 - Combined yaw control lever, 7 - Battery pack, 8 - Combined altitude and heading control lever, 9 - Display screen, 10 - Electric variable pitch front rotor. Detailed Implementation
[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Example 1
[0021] like Figure 1 , Figure 5 , Figure 6 , Figure 7 As shown, a semi-automatic vertical takeoff and landing electric manned aircraft has the following structure: The system employs a 4+1 rotor configuration, meaning four powered rotors and one autorotating rotor are coaxially arranged on pole 2. Basic flight stability can be achieved without developing complex flight control algorithms. This can be accomplished using existing commercial quadcopter flight controllers, resulting in lower costs.
[0022] The first power rotor 11, the second power rotor 12, the third power rotor 13, and the fourth power rotor 14 are arranged sequentially on the upper part of the upright 2. Each power rotor is equipped with an independent motor 122 for driving, and the rotation directions of adjacent power rotors are opposite to each other. In the non-yaw state, they can cancel out the anti-torque and ensure the stability of the fuselage. The motor 122 is provided with a through hole and is mounted on the upright 2.
[0023] The autorotor 15 is horizontally mounted on the mast 2 via deep groove ball bearings. The autorotor 15 is preferably positioned between the powered rotors. The aspect ratio of the autorotor 15's blades is greater than 10, and its installation angle is 2±1°. This provides autogyrogliding capability in the event of power failure, enhancing safety. Because the central region of the autorotor 15, with its 2±1° installation angle, is within the downwash of the powered rotor, the autorotor 15 is in a state of rapid rotation throughout the entire flight process, from takeoff to airborne flight, ensuring a full-altitude emergency landing.
[0024] The mast 2 is the core support structure of the aircraft. The rotational torque of all powered rotors acts on the mast 2. The mast 2 is hinged to the frame 4 via a universal joint 3. Under the pilot's control, the mast 2 can only deflect forward and backward or left and right relative to the frame 4, but cannot rotate horizontally relative to the frame 4. This ensures the precision of directional control and allows differential control of the rotational speed of each powered rotor, enabling the mast 2 to drive the frame 4 to rotate horizontally synchronously, thereby controlling the overall heading of the aircraft. The battery pack 7 is fixed to the bottom of the mast 2 via a pylon 5. The battery pack 7 is located at the bottom with a low center of gravity, which helps improve stability and also provides self-stabilization relative to the mast 2, similar to the effect of a self-righting toy. Motor 122 is an external rotor motor with a through hole. Motor 122 is mounted on the support pole 2, and the stator of motor 122 is fixedly connected to the support pole 2. Power rotor blades 121 are mounted on the rotor of motor 122. Motor 122 is electrically connected to electronic speed controller 123, which is electrically connected to flight controller and receives acceleration and deceleration commands from flight controller. Support pole 2 is a hollow structure, and the power supply line of motor 122 passes through the hollow structure of support pole 2.
[0025] The universal hinge 3 includes a front and rear rotating shaft 31 and a longitudinal pin 33. The left and right ends of the front and rear rotating shaft 31 are mounted on the frame 4 through universal hinge bearings 32. The front and rear rotating shaft 31 can deflect in the forward and backward direction. The upright 2 passes through the large hole 311 of the front and rear rotating shaft 31 and is movably mounted on the front and rear rotating shaft 31 through the longitudinal pin 33. The longitudinal pin 33 is horizontally mounted in the small hole 312 of the front and rear rotating shaft 31. The upright 2 can deflect left and right around the longitudinal pin 33, and the upright 2 can deflect forward and backward along with the front and rear rotating shaft 31 around the axis of the front and rear rotating shaft 31.
[0026] The frame 4 serves as the main load-bearing structure, integrating a counterweight 43. The counterweight 43 balances the fuselage's center of gravity, improving takeoff, landing, and flight stability. Landing gear 41 (sled-type / wheeled landing gear 41) is installed below the frame 4, absorbing takeoff and landing impacts and improving passenger comfort. The pilot's seat 42 is located in the middle of the frame 4 for the pilot to sit in. A spring-loaded support is installed below the battery pack 7, providing cushioning during landing. When the aircraft is hovering in the air, the vertically downward extension of the mast 2 passes through the aircraft's center of gravity.
[0027] Two sets of control sticks are installed in front of the pilot's seat 42: a hybrid altitude and heading control stick 8 and a hybrid forward, backward, left, and right yaw control stick 6. The hybrid altitude and heading control stick 8 is electrically connected to the flight controller, which integrates a barometric pressure sensor and an electronic compass. The hybrid altitude and heading control stick 8 is swung left and right to control the heading, and pushed and pulled forward and backward to control the speed of the powered rotor motor 122, thereby achieving altitude adjustment. The hybrid forward, backward, left, and right yaw control stick 6 is mechanically connected to the pylon 5 below the pole 2. The hybrid forward, backward, left, and right yaw control stick 6 is coaxially arranged with the pole 2. The pilot operates the hybrid forward, backward, left, and right yaw control stick 6 to drive the pole 2 to yaw, changing the lift direction of the powered rotor and achieving forward, backward, left, and right flight.
[0028] The display screen 9 is mounted on the front of the frame 4. The flight controller also integrates attitude sensors and position sensors, both of which are electrically connected to the display screen 9 and powered by the battery pack 7. The attitude sensors use gyroscopes and accelerometers; the position sensors use GPS and Beidou modules. The display screen 9 is used to display the aircraft's attitude, altitude, and position information for the pilot's observation, providing information for the pilot's decision-making.
[0029] Flight control logic: Takeoff: The pilot pushes the altitude and heading control stick 8 forward to increase the speed of all powered rotors, and the aircraft takes off vertically; Heading control: The left and right swing height and heading mixed control stick 8, the flight controller adjusts the corresponding power rotor speed difference to achieve heading yaw; Forward, backward, left, and right flight: By controlling the forward, backward, left, and right yaw mixed control stick 6, the upright stick 2 is driven to yaw forward / backward / left / right, and the lift direction of the powered rotor is changed, so as to achieve backward flight, forward flight, right flight, and left flight; Landing: Pull the altitude and yaw control stick 8 backward to reduce the speed of all powered rotors. The elastic support and landing gear 41 absorb the impact of takeoff and landing, resulting in a smooth landing. Emergency scenario: In the event of power failure, the autorotor 15 will rapidly rotate during the aircraft's descent to provide gliding lift and ensure the pilot's safe emergency landing. Example 2
[0030] like Figure 2 , Figure 5 , Figure 6 , Figure 7 As shown, a semi-automatic vertical takeoff and landing electric manned aircraft has the following structure: Compared with Embodiment 1, the structure of the autorotor 15 is reduced, while the rest is the same as Embodiment 1. This scheme has a simpler and more compact structure, and can ensure safety if all components meet airworthiness standards. It is safer and more compact than existing quadcopter multi-rotor manned aircraft. Example 3
[0031] like Figure 3 , Figure 5 , Figure 6 , Figure 7 As shown, a semi-automatic vertical takeoff and landing electric manned aircraft has the following structure: Compared to Embodiment 1, this design adds an electric variable-pitch front rotor 10 and a foot switch 44. The electric variable-pitch front rotor 10 is mounted at the front end of the frame 4, and its blade rotation plane is located within the longitudinal vertical plane of the aircraft, generating a leftward or rightward thrust. The foot switch 44 is mounted at the lower front of the frame 4 for easy access by the pilot. The electric variable-pitch front rotor 10 is electrically connected to the foot switch 44 and is powered by the battery pack 7. It assists in yaw control, especially when part of the powered rotor loses power, by changing the angle of attack of the blades to stabilize and control the heading. The specific structure and control principle of the electric variable-pitch front rotor 10 are the same as those of the electric variable-pitch tail rotor used for heading control in traditional single-rotor helicopters, and will not be described in detail here. Example 4
[0032] like Figure 4 , Figure 5 , Figure 6 , Figure 7 As shown, a semi-automatic vertical takeoff and landing electric manned aircraft has the following structure: Compared to Embodiment 1, this embodiment reduces the number of two sets of powered rotors that rotate in opposite directions; otherwise, it remains the same as Embodiment 1. It retains the two adjacent sets of powered rotors in the middle, with the two retained sets rotating in opposite directions. Heading control is achieved by adjusting the speed difference between the two retained sets of powered rotors.
Claims
1. A semi-automatic control system, characterized in that, The system includes a flight controller, a hybrid altitude and heading joystick (8), and a hybrid forward, backward, left, and right yaw joystick (6). The flight controller is electrically connected to the aircraft's power system and the hybrid altitude and heading joystick (8). The flight controller integrates an altitude sensor and an electronic compass. The hybrid forward, backward, left, and right yaw joystick (6) is connected to the aircraft's power system, which is hinged to the aircraft's frame (4). Manipulating the hybrid forward, backward, left, and right yaw joystick (6) allows the resultant lift force of the aircraft's power system to deflect forward, backward, left, and right relative to the frame (4), and prevents the aircraft's power system from rotating in the horizontal plane relative to the frame (4). The hybrid altitude and heading joystick (8) is used to control the aircraft's ascent, descent, and yaw. The hybrid forward, backward, left, and right yaw joystick (6) is used to control the aircraft's forward, backward, left, and right flight.
2. The semi-automatic control system according to claim 1, characterized in that, The forward, backward, left, and right deflection hybrid control stick (6) is aligned with the resultant force of the lift of the aircraft's power system and is basically coaxially connected.
3. The semi-automatic control system according to claim 1, characterized in that, The height and heading hybrid control stick (8) is equipped with a damping stop structure in the forward and backward directions, and can stop at any position in the forward and backward directions when there is no operation; the height and heading hybrid control stick (8) is equipped with a centering reset structure in the left and right directions, and returns to the center position in the left and right directions when there is no operation.
4. A semi-automatic vertical takeoff and landing electric manned aircraft, characterized in that, The aircraft includes a main body and a semi-automatic control system as described in any one of claims 1-3; the main body includes a pole (2), multiple sets of powered rotors, a frame (4), a battery pack (7), a counterweight (43), a pilot's seat (42), and a landing gear (41); the pole (2) is vertically arranged, and the multiple sets of powered rotors are arranged coaxially and parallel to each other on the pole (2); the pole (2) is hinged to the frame (4) via a universal joint (3), and the pole (2) can only deflect relative to the frame (4) in the front, back, left, and right directions, but cannot rotate relative to the frame (4) in the horizontal plane; the frame (4) is mounted on the landing gear (41), the pilot's seat (42) is located inside the frame (4), and the counterweight (43) is located at the front of the frame (4); the pylon (5) is fixedly connected to the pole (2), and the pylon (5) is placed below the pole (2), and the battery pack (7) is fixed below the pole (2) via the pylon (5).
5. The semi-automatic vertical takeoff and landing electric manned aircraft according to claim 4, characterized in that, The main body of the aircraft also includes a rotor (15), which is mounted on the upright (2) by a deep groove ball bearing and can rotate freely around the upright (2). The rotation plane of the rotor (15) is perpendicular to the axis of the upright (2).
6. The semi-automatic vertical takeoff and landing electric manned aircraft according to claim 4 or 5, characterized in that, Each set of the powered rotors includes a motor (122), an electronic speed controller (123), and powered rotor blades (121), and at least two sets of powered rotors rotate in opposite directions to counteract the reverse torque; the motor (122) is mounted on the upright (2), which is a hollow structure, and the power supply line of the motor (122) passes through the hollow structure of the upright (2).
7. The semi-automatic vertical takeoff and landing electric manned aircraft according to claim 4 or 5, characterized in that, The universal joint (3) includes a front and rear rotating shaft (31) and a longitudinal pin (33). The two ends of the front and rear rotating shaft (31) are mounted on the frame (4) through universal joint bearings (32). The upright (2) passes through the large hole (311) of the front and rear rotating shaft (31) and is movably installed through the longitudinal pin (33). The upright (2) can deflect left and right around the longitudinal pin (33) and deflect back and forth with the front and rear rotating shaft (31).
8. The semi-automatic vertical takeoff and landing electric manned aircraft according to claim 4 or 5, characterized in that, To cushion impact forces, at least one of the following structures is required: Structure 1: An elastic support is provided below the battery pack (7); Structure 2: An elastic pad is provided between the universal joint (3) and the frame (4).
9. The semi-automatic vertical takeoff and landing electric manned aircraft according to claim 4 or 5, characterized in that, The semi-automatic control system's forward, backward, left, and right yaw hybrid control lever (6) is mounted on the gantry (5) and arranged coaxially with the pole (2), while the height and heading hybrid control lever (8) is mounted on the frame (4) and located in front of the driver's seat (42).
10. The semi-automatic vertical takeoff and landing electric manned aircraft according to claim 4 or 5, characterized in that, The main body of the aircraft also includes an electric variable pitch front propeller (10), which is mounted on the front end of the frame (4).
11. The semi-automatic vertical takeoff and landing electric manned aircraft according to claim 4 or 5, characterized in that, The main body of the aircraft also includes a display screen (9), which is installed at the front of the frame (4); the flight controller also integrates an attitude sensor and a position sensor, which are electrically connected to the display screen (9) and powered by a battery pack (7). The display screen (9) is used to display the attitude, altitude and position information of the aircraft.
12. The semi-automatic vertical takeoff and landing electric manned aircraft according to claim 4 or 5, characterized in that, The counterweight (43) is set according to the aircraft model. The counterweight (43) of the single-person aircraft is the battery pack (7), and the counterweight (43) of the two-person aircraft is the passenger seat. The counterweight (43) is used to balance the center of gravity of the aircraft so that the pole (2) is basically located on the vertical line passing through the center of gravity.