flying object

Abstract

The present invention provides landing gear that reduces the effects of wind from a predetermined direction on the landing gear during flight, thereby improving fuel efficiency and stability, and reducing the impact during landing. [Solution] The aircraft in the present invention is equipped with landing gear having a contact surface, wherein the contact surface has a shape that reduces drag during travel compared to when landing. The shape of the contact surface is substantially airfoil in the longitudinal direction of the aircraft, and the angle of attack of the contact surface decreases during travel compared to when landing. The shape of the contact surface is inverted airfoil in the longitudinal direction of the aircraft, and the angle of attack of the contact surface decreases during travel compared to when landing. Multiple landing gears are provided, and the contact surface of the above shape is provided only on the landing gear on the front side of the aircraft. The landing gear is connected to the contact surface and is equipped with an intermediate member that extends at least vertically, and the structure of the contact surface is more fragile than the intermediate member.

Description

Technical Field

[0001] The present invention relates to a flying object.

Background Art

[0002] In recent years, the development and provision of services using flying objects (hereinafter collectively referred to as "flying objects") such as drones and unmanned aerial vehicles (UAVs) have been progressing. In particular, in flying objects used for delivery, survey, etc., improvement in fuel efficiency and reliability is required.

[0003] A flying object is equipped with sensors, a substrate, etc., and performs flight by the operation of these. Therefore, a strong impact on the flying object may be one of the causes for reducing the reliability and lifespan of the flying object.

[0004] In Patent Document 1, landing legs having a vibration-proof structure for reducing the impact when the flying object lands and suppressing the head or breakage of the flying object are disclosed.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] In Patent Document 1, landing legs that can reduce the impact input from the legs when the flying object lands and a flying object equipped with the same are disclosed by providing the legs of the flying object with rubber feet that reduce the impact by elastic deformation and air springs that reduce the impact by compressing the air enclosed in the internal space.

[0007] This reduces the impact on the aircraft during landing, thereby decreasing the accumulation of damage to precision equipment such as sensors and circuit boards, and improving the reliability of the aircraft.

[0008] However, the landing gear disclosed in Patent Document 1 does not take into account the air resistance generated by the flight of the aircraft, or its impact on fuel efficiency, etc.

[0009] To make the service practical, simply preventing malfunctions in the aircraft itself and extending its service life will not be sufficient to reduce operating costs. Reducing the costs associated with operating the aircraft requires improvements in fuel efficiency during flight, among other things.

[0010] Therefore, one objective of the present invention is to provide landing gear for an aircraft that can suppress the increase in air resistance in a predetermined flight attitude of the aircraft while suppressing weight increase, and reduce the impact during landing, as well as an aircraft equipped therewith. [Means for solving the problem]

[0011] According to the present invention, it is possible to provide an aircraft equipped with landing legs having a contact portion, wherein the contact portion has a shape that reduces drag during flight compared to during landing. [Effects of the Invention]

[0012] According to the present invention, it is possible to provide landing gear that can reduce the effect of wind from a predetermined direction on the landing gear during the flight of an aircraft, thereby improving fuel efficiency and stability, and reducing the impact during landing. [Brief explanation of the drawing]

[0013] [Figure 1] This is a conceptual diagram of the aircraft according to the present invention, viewed from the side. [Figure 2] Figure 1 is a side view of the aircraft during cruising. [Figure 3] Figure 1 is a top view of the aircraft. [Figure 4] Figure 1 is a top view of the aircraft from another perspective. [Figure 5] It is a functional block diagram of the aircraft in FIG. 1. [Figure 6] It is a cross-sectional view taken along the line A-A' of the aircraft in FIG. 1. [Figure 7] It is a cross-sectional view taken along the line B-B' of the aircraft in FIG. 1. [Figure 8] It is a cross-sectional view taken along the line B-B' of the aircraft in FIG. 1 during cruise. [Figure 9] It is an example of the cross-sectional shape of the intermediate member according to the present invention. [Figure 10] It is another example of the cross-sectional shape of the intermediate member according to the present invention. [Figure 11] It is an example of the cross-sectional shape of the landing part of the aircraft according to the present invention when the aircraft lands. [Figure 12] It is an example of the cross-sectional shape of the landing part of the aircraft in FIG. 11 during cruise. [Figure 13] It is another example of the cross-sectional shape of the landing part of the aircraft according to the present invention when the aircraft lands. [Figure 14] It is an example of the cross-sectional shape of the landing part of the aircraft in FIG. 13 during cruise. [Figure 15] It is another example of the cross-sectional shape of the landing part of the aircraft according to the present invention when the aircraft lands. [Figure 16] It is an example of the cross-sectional shape of the landing part of the aircraft in FIG. 15 during cruise. [Figure 17] It is another example of the cross-sectional shape of the landing part of the aircraft according to the present invention when the aircraft lands. [Figure 18] It is an example of the cross-sectional shape of the landing part of the aircraft in FIG. 17 during cruise. [Figure 19] It is a conceptual diagram of another aircraft according to the present invention as viewed from the side. [Figure 20] It is a conceptual diagram of the aircraft with a radial frame as viewed from above. [Figure 21] It is a conceptual diagram of the aircraft with a monocoque frame as viewed from above. [Figure 22] It is a conceptual diagram of an aircraft having a shape that improves flight efficiency during cruise as viewed from the side. [Figure 23] It is a side view of the aircraft in FIG. 22 when it is in a cruise attitude. [Modes for carrying out the invention]

[0014] The embodiments of the present invention will be described by listing them. The flying vehicle according to the embodiments of the present invention has the following configuration. [Item 1] Equipped with landing gear having a contact point, The aforementioned contact area has a shape that reduces drag during flight compared to during landing. An aircraft characterized by the following features. [Item 2] The shape of the contact area is approximately airfoil-shaped in the longitudinal direction of the aircraft. The aforementioned contact point has a lower angle of attack during travel than during landing. The flying object described in item 1, characterized by the features described above. [Item 3] The shape of the contact area is an inverted wing shape in the longitudinal direction of the aircraft. The aforementioned contact point has a lower angle of attack during travel than during landing. The flying object described in item 1, characterized by the features described above. [Item 4] The aforementioned landing gear is provided in multiple units. The aforementioned landing gear is provided only on the forward landing gear of the aircraft. An aircraft as described in any one of items 1 to 3, characterized by the above. [Item 5] The landing gear is connected to the touch-ground portion and is provided with an intermediate member that extends at least vertically. The structure of the grounding portion is more fragile than the intermediate member. An aircraft as described in any one of items 1 to 4, characterized by the above. [Item 6] The material of the grounding portion is different from the material of the intermediate member. The flying object described in item 5, characterized by the features described herein. [Item 7] The aforementioned intermediate member has a cross-sectional shape that reduces resistance compared to a round or square cross-sectional shape. An aircraft characterized by the features described in item 5 or 6. [Item 8] The aforementioned intermediate member has a cross-sectional shape that is substantially airfoil-shaped in the longitudinal direction of the aircraft. The flying object described in item 7, characterized by the features described herein. [Item 9] The aforementioned intermediate member has a teardrop-shaped cross-section in the front-rear direction of the aircraft. The flying object described in item 7, characterized by the features described herein. [Item 10] The aforementioned intermediate member has a Kamm-tail cross-sectional shape in the front-rear direction of the aircraft. The flying object described in item 7, characterized by the features described herein. [Item 11] The aforementioned grounding portion has a hollow structure. An aircraft as described in any of items 1 to 10, characterized by the above.

[0015] <Details of embodiments according to the present invention> The following describes an aircraft according to an embodiment of the present invention with reference to the drawings.

[0016] <Details of the first embodiment>

[0017] As shown in Figures 1-4, the aircraft 100 according to an embodiment of the present invention is equipped with a flight unit 20 that includes elements such as a plurality of rotor blades consisting of at least a propeller 110 and a motor 111, and a frame 21 connecting the rotor blades, etc., and it is desirable that it is equipped with energy (for example, a secondary battery, fuel cell, fossil fuel, etc.) to operate them. The aircraft can be a single-rotor aircraft or a fixed-wing aircraft, but especially for home delivery purposes, it is desirable to use a VTOL aircraft capable of vertical takeoff and landing, or a rotary-wing aircraft known as a multicopter with multiple rotor blades. By using an aircraft capable of vertical takeoff and landing, peripheral equipment such as takeoff and landing ports can be miniaturized.

[0018] Note that the aircraft 100 shown in the illustration is simplified to facilitate the explanation of the structure of the present invention, and detailed components such as the control unit are not shown.

[0019] The aircraft 100 takes the direction of arrow D (+Y direction) in the diagram as its forward direction (more details will be provided later).

[0020] In the following explanation, terms may be used according to the following definitions: Forward / backward direction: +Y and -Y directions, Up / down direction (or vertical direction): +Z and -Z directions, Left / right direction (or horizontal direction): +X and -X directions, Forward direction (forward): +Y direction, Backward direction (backward): -Y direction, Upward direction (up): +Z direction, Downward direction (down): -Z direction

[0021] The propeller 110 rotates in response to the output from the motor 111. The rotation of the propeller 110 generates thrust to allow the aircraft 100 to take off from its starting point, move, and land at its destination. The propeller 110 can rotate to the right, stop, and rotate to the left.

[0022] The propeller 110 of the aircraft of the present invention has one or more blades. The number of blades (rotor) can be any number (e.g., 1, 2, 3, 4, or more). The shape of the blade can be any shape, such as flat, curved, twisted, tapered, or a combination thereof. The shape of the blade can be changed (e.g., extension, folding, bending, etc.). The blade may be symmetrical (having the same upper and lower surfaces) or asymmetrical (having upper and lower surfaces of different shapes). The blade can be formed into an airfoil, wing, or a geometric shape suitable for generating dynamic aerodynamic forces (e.g., lift, thrust) when the blade is moved through the air. The geometric shape of the blade can be appropriately selected to optimize the dynamic aerodynamic characteristics of the blade, such as increasing lift and thrust and reducing drag.

[0023] Furthermore, the propellers of the aircraft of the present invention may be fixed-pitch, variable-pitch, or a combination of fixed-pitch and variable-pitch, but are not limited to these.

[0024] The motor 111 generates the rotation of the propeller 110, and the drive unit may include, for example, an electric motor or an engine. The blades are driveable by the motor and rotate around the motor's axis of rotation (for example, the motor's long axis).

[0025] The blades can all rotate in the same direction, or they can rotate independently. Some blades can rotate in one direction, while others rotate in other directions. The blades can all rotate at the same speed, or they can rotate at different speeds. The speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, direction of movement, etc.).

[0026] The aircraft 100 uses a flight controller 1001, ESC 112, transmitter / receiver (RCP) 1006, etc., to determine the rotation speed of each motor and the flight angle according to the wind speed and direction. This allows the aircraft to move, such as ascending and descending, accelerating and decelerating, and changing direction.

[0027] The aircraft 100 can perform autonomous flight in accordance with routes and rules set in advance or during flight, or it can be controlled using the transmitter / receiver (transmitter) 1006.

[0028] The aforementioned aircraft 100 has the functional blocks shown in Figure 5. Note that the functional blocks in Figure 5 represent a minimum reference configuration. The flight controller 1001 is a so-called processing unit. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has memory (not shown) that is accessible. The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more steps. The memory may include a separable medium such as an SD card or random access memory (RAM), or an external storage device. Data acquired from sensors 1002 may be directly transmitted to and stored in memory. For example, still images and video data captured by a camera may be recorded in the internal or external memory.

[0029] The processing unit includes a control module configured to control the state of the rotorcraft. For example, the control module has six degrees of freedom (translational motion x, y, and z, and rotational motion θ). x , θ y and θ z The control module controls the propulsion mechanism (motors, etc.) of a rotary-wing aircraft to adjust its spatial arrangement, speed, and / or acceleration. The control module can control one or more of the onboard components and the state of the sensors.

[0030] The processing unit can communicate with a transceiver 1005 configured to transmit and / or receive data from one or more external devices (e.g., terminals, display devices, or other remote controllers). The transceiver 1006 can use any suitable means of communication, such as wired or wireless communication. For example, the transceiver 1005 can utilize one or more of the following: local area network (LAN), wide area network (WAN), infrared, wireless, Wi-Fi, point-to-point (P2P) network, telecommunications network, cloud communication, etc. The transceiver 1005 can transmit and / or receive one or more of the following: data acquired by sensors 1002, processing results generated by the processing unit, predetermined control data, user commands from a terminal or remote controller, etc.

[0031] The sensors 1002 according to this embodiment may include inertial sensors (accelerometers, gyroscopes), GPS sensors, proximity sensors (e.g., LiDAR), or vision / image sensors (e.g., cameras).

[0032] As shown in Figures 1 and 2, the flight section 20 of the aircraft 100 in the embodiment of the present invention faces in the direction of travel when moving, and is tilted forward compared to when hovering. The tilted rotor generates upward lift and thrust in the direction of travel, causing the aircraft 100 to move forward.

[0033] The aircraft 100 may be equipped with a payload unit 30 capable of flying while holding cargo, people, work sensors, robots, etc. (hereinafter collectively referred to as payloads) to be transported to a destination. The payload unit 30 may be fixedly connected to the aircraft unit 20, or it may be connected so as to be independently displaceable via a connecting part 31 such as a pivot axis or a gimbal having one or more degrees of freedom, as illustrated in Figure 21, so that the object can be kept in a predetermined position (e.g., horizontal) regardless of the attitude of the aircraft 100.

[0034] Commonly known flight section shapes for aircraft include radial frames as shown in Figure 20, rudder frames as shown in Figure 3, and monocoque frames as shown in Figure 21. Radial and rudder frames utilize carbon or metal pipes with circular or square cross-sections. Radial frames are considered suitable for applications where the direction of travel is not specified, such as photography or hobby use, because the drag of the frame does not change significantly regardless of the direction the aircraft is traveling.

[0035] However, in order to improve flight efficiency by specializing the frame 21 of the flight section 100 of the aircraft according to the present invention in a specific direction (e.g., the nose direction) where the usage time is long for purposes such as transporting people and goods or inspection, and further improve efficiency in other directions (e.g., left and right directions), it is more desirable to use a rudder-shaped frame or a monocoque frame rather than a radial frame.

[0036] The frame and mounting sections of the aircraft 100 are constructed from materials that possess sufficient strength to withstand flight, takeoff, and landing. For example, resins and FRPs are suitable as structural materials for aircraft because they are rigid and lightweight. When using metals, using materials with a low specific gravity, such as aluminum or magnesium, can improve strength while preventing an increase in weight.

[0037] Furthermore, the motor mount, frame, and other components of the flight unit 20 may be constructed as separate parts connected together, or they may be molded as a single unit. By integrating the parts, it becomes possible to smooth the joints between each component, which can be expected to reduce drag and improve fuel efficiency.

[0038] The aircraft 100 is equipped with landing legs 40 that make contact with the landing surface.

[0039] The landing gear 40 is connected to the flight section or the main body and includes an intermediate member 42 that extends at least vertically. The intermediate member 42 may be connected to a contact section 41 that makes contact with the landing surface when the aircraft lands. The contact section 41 is provided at one end of the intermediate member 42 and is characterized by a reduction in drag during cruising compared to when the aircraft 100 is landing or hovering.

[0040] The intermediate member 42 should preferably be made of a lightweight material that has sufficient strength to withstand the weight of the aircraft 100 and the impacts of takeoff and landing. Examples of materials that can be used include, but are not limited to, resin, FRP, and metal. Furthermore, these constituent materials may be the same as those used for the frame, etc., or different materials may be used.

[0041] In the intermediate members 42 of at least one of the landing gears 40, in order to suppress the increase in drag during flight, it is desirable that the AA' cross-sectional shape be configured such that, compared to round or square shapes, it is a shape that generates less drag, such as a roughly airfoil shape, teardrop shape, or Kamm tail shape, with respect to the air flowing from the direction of the aircraft's movement, as illustrated in Figures 9 and 10. By pointing the front end towards the front of the aircraft and the rear end towards the rear of the aircraft, the generation of drag when the aircraft moves forward can be reduced.

[0042] In this case, by making the intermediate member 42 of the landing gear 40, which is more strongly affected by the air hitting the front of the aircraft (hereinafter collectively referred to as the wind from the front), a shape that reduces drag, drag can be efficiently reduced. For example, as shown in Figures 1-3, in an aircraft equipped with landing gear on all four sides, it is desirable to make the intermediate member 42 of the two landing gears (40a and 40c) connected to the front of the aircraft a shape that reduces drag.

[0043] As shown in Figure 19, the drag can be further reduced by making the intermediate members 42 of multiple landing legs (for example, all the landing legs of the aircraft 100) have a shape that reduces drag. However, the two landing legs (40b and 40d) connected to the rear of the aircraft may be hidden in the shadow of the main body or payload when the aircraft is in a forward attitude (forward tilt attitude), and may be less affected by the air coming from the front, potentially resulting in a lower effectiveness compared to the front landing legs. The intermediate member 42 with a shape that reduces drag should be determined considering the forward tilt angle of the aircraft, the length of the landing legs, and the balance with the weight. Also, as shown in Figure 19, the intermediate member 42 may be configured to extend both vertically and horizontally (i.e., to extend at an angle relative to the aircraft).

[0044] Although the drag reduction effect of the intermediate member 42 is reduced, round pipes or square pipes may be used from the standpoint of manufacturing cost and strength. Alternatively, by connecting aerodynamic parts to members with a cross-sectional shape that does not take air resistance into consideration, such as round pipes or square pipes, a cross-sectional shape like that shown in Figures 9 and 10 may be created to provide a drag reduction effect.

[0045] The landing gear connected to the aircraft 100 may have a contact surface 41. The material of the contact surface 41 may be the same as that of the intermediate member 42, or it may be a different material. For example, by making it less strong than the intermediate member 42, when a predetermined impact or load is applied to the landing gear 40, the contact surface may be actively destroyed to reduce the impact transmitted to the intermediate member, the main body, and the aircraft, thereby providing an impact absorption effect. In addition to changing the material, when impact absorption is achieved by the destruction of the contact surface 41, there is also a method of changing the thickness of the parts, etc., to make the structure more prone to damage or breakage.

[0046] The shape of the contact area 41 should preferably not increase drag during flight (movement) of the aircraft 100. In particular, for aircraft that travel in a specific direction or frequently use a certain speed range, it is expected that fuel efficiency can be efficiently improved by providing a contact area 41 that reduces the drag generated by the contact area 41 in the attitude at that time (hereinafter collectively referred to as the cruising attitude) compared to when the aircraft is landed. It is desirable that at least one of the landing legs 40 of the aircraft 100 be equipped with a contact area 41.

[0047] For example, in Figure 2, when the aircraft 100 receives air coming from the direction of travel, the BB' cross-sectional shape of the contact area 41 may be a substantially airfoil shape. If the front of the aircraft in the longitudinal direction is the leading edge of the substantially airfoil shape and the rear of the aircraft is the trailing edge of the substantially airfoil shape, the drag from the wind coming from the front can be reduced. The substantially airfoil shape referred to here is a shape that has the same characteristics as a symmetrical wing, where the thickness increases starting from the leading edge and decreases from a predetermined position toward the trailing edge. However, it is not limited to this, and may also be a shape in which the upper surface of the substantially airfoil shape is less bulging than the lower surface (a so-called inverted airfoil shape) or a shape in which the lower surface is less bulging than the upper surface (a so-called airfoil shape). As a result, when wind is received from the direction of the leading edge, the drag is reduced compared to a frame with a circular cross-sectional shape. Furthermore, the main purpose of the substantially airfoil in this invention is to take a shape that efficiently reduces drag, and its shape may differ from that of a wing whose main purpose is to generate lift. For example, it may be an inverted airfoil shape.

[0048] When the contact surface 41 has a substantially airfoil shape, it is preferable that the contact surface 41 be designed such that the drag is reduced in the cruising attitude compared to the attitude of the aircraft 100 when it is landing or hovering. Methods for reducing drag include, for example, designing the substantially airfoil shape so that the angle of attack is closer to 0 in the cruising attitude than when it is landing or hovering, or designing it so that the frontal projected area in a front view is smaller. For example, as shown in Figures 11-18, by designing the contact surface 41 so that the angle of attack (angle θ) is closer to 0 degrees in the cruising attitude than when it is landing or hovering, it is possible to reduce the drag of the contact surface 41 in the cruising attitude.

[0049] In this case, drag can be efficiently reduced by making the contact surface 41 of the landing gear 40, which is more strongly affected by the wind from the front, a shape that reduces drag. For example, as shown in Figures 1-3, in an aircraft equipped with landing gear on all four sides, it is desirable to make the contact surface 41 of the two landing gears (40a and 40c) connected to the front of the aircraft a shape that reduces drag.

[0050] As shown in Figure 19, it is possible to further reduce the effectiveness of the landing gear by providing touch-off points 41 on multiple landing gears (for example, all landing gears 40 on the aircraft 100). However, the two landing gears (40b and 40d) connected to the rear of the aircraft may be hidden in the shadow of the aircraft's main body or payload when the aircraft is in a forward attitude (forward tilt attitude), making them less susceptible to the effects of wind from the front, and thus potentially less effective than the front landing gears. It is desirable to determine which landing gears 40 should have touch-off points 41, taking into consideration the aircraft's forward tilt angle, the length of the landing gear, and the balance with its weight.

[0051] Furthermore, the contact portion 41 may be shaped and thick enough so that if the contact portion is destroyed by impact, the intermediate member 42 can make contact with the landing surface and maintain the attitude of the aircraft.

[0052] In a top view during landing, it is desirable that the contact area 41 has a larger surface area than the intermediate member 42. This improves landing stability and reduces the possibility of the aircraft wobbling or tipping over during takeoff and landing. Furthermore, the increased contact area can be expected to disperse the impact. The contact area 41 may be a cylindrical hollow structure as illustrated in Figures 7 and 8. This makes it possible to provide a leaf spring effect that mitigates impact through elasticity. In addition, impact absorption can be achieved with a lighter configuration compared to when dampers or the like are provided.

[0053] Shapes designed to reduce drag or straighten airflow are directional; therefore, by positioning them to receive the natural wind from the most appropriate direction, drag reduction and airflow straightening can be achieved more efficiently.

[0054] In other words, in an aircraft 100 whose landing gear 40 has a shape designed to be effective against wind coming from the front of the aircraft, if the aircraft flies laterally or backward, it will not be able to obtain sufficient drag reduction and wind streamlining effects. Therefore, in this aircraft, the more the aircraft moves forward, the more efficiently it can respond to the wind.

[0055] In particular, in an aircraft equipped with a main body 10 having a shape that can improve flight efficiency when the aircraft is cruising in the nose direction, as shown in Figures 22 and 23, the aircraft's nose is shaped to easily face into the wind, thereby aligning the aircraft directly with the relative wind and improving flight efficiency. Further improvement in flight efficiency can be expected by further using the landing gear 40 according to the present invention on such an aircraft.

[0056] The configuration of the aircraft in the embodiment can be implemented by combining multiple configurations. It is desirable to consider a suitable configuration as appropriate, taking into account the cost of manufacturing the aircraft and the environment and characteristics of the place where the aircraft will be operated. For example, one method is to use the embodiment of the present invention for at least one of the ground contact portion 41 and the intermediate member 42, or to use the embodiment of the present invention for both the ground contact portion 41 and the intermediate member 42.

[0057] The embodiments described above are merely illustrative to facilitate understanding of the present invention and are not intended to limit its interpretation. The present invention can be modified and improved without departing from its spirit, and it goes without saying that the present invention includes equivalents thereof. [Explanation of symbols]

[0058] 20 Flight Division 21 frames 30 Mounting section 40a~40d landing gear 41 Grounding part 42 Intermediate member 100 flying objects 110a~110f Propeller 111a~111f Motor 112 ESC 1000 batteries 1001 Flight Controller 1002 Sensors 1003 Gimbal 1004 Transmitter / Receiver 1006 Transmitter / Receiver (Radio Control Unit)

Claims

1. Equipped with landing gear having a contact point, The aforementioned contact area has a shape that reduces drag during flight compared to during landing. An aircraft characterized by the following features.

2. The shape of the contact area is approximately airfoil-shaped in the longitudinal direction of the aircraft. The aforementioned contact point has a lower angle of attack during travel than during landing. The flying object according to feature 1.

3. The shape of the contact area is an inverted wing shape in the longitudinal direction of the aircraft. The aforementioned contact point has a lower angle of attack during travel than during landing. The flying object according to feature 1.

4. The aforementioned landing gear is provided in multiple units. The aforementioned landing gear is provided only on the forward landing gear of the aircraft. The flying body according to any one of claims 1 to 3.

5. The landing gear is connected to the touch-ground portion and is provided with an intermediate member that extends at least vertically. The structure of the grounding portion is more fragile than the intermediate member. The aircraft according to any one of features 1 to 4.

6. The material of the grounding portion is different from the material of the intermediate member. The flying object according to feature 5.

7. The aforementioned intermediate member has a cross-sectional shape that reduces resistance compared to a round or square cross-sectional shape. The aircraft according to either claim 5 or 6.

8. The aforementioned intermediate member has a cross-sectional shape that is substantially airfoil-shaped in the longitudinal direction of the aircraft. The flying object according to feature 7.

9. The aforementioned intermediate member has a teardrop-shaped cross-section in the front-rear direction of the aircraft. The flying object according to feature 7.

10. The aforementioned intermediate member has a Kamm-tail cross-sectional shape in the front-rear direction of the aircraft. The flying object according to feature 7.

11. The aforementioned grounding portion has a hollow structure. The aircraft according to any one of the features 1 to 10.

Images