CN1065192C

CN1065192C - Aircraft and method of flying the same

Info

Publication number: CN1065192C
Application number: CN95118241A
Authority: CN
Inventors: 广濑德三
Original assignee: Individual
Current assignee: Individual
Priority date: 1995-10-30
Filing date: 1995-10-30
Publication date: 2001-05-02
Anticipated expiration: 2015-10-30
Also published as: CN1149544A

Abstract

The present invention relates to a flying vehicle. Balloons made of flexible materials are used as the wings of the flying vehicle, the wings are arranged at the upper side of the body of the flying vehicle and filled with gas which is lighter than air, and the body of the flying vehicle is provided with a screw propeller. The flying vehicle can increase speed and can not crash even when the screw propeller does not work and can not provide thrust force.

Description

Aircraft with a flight control device

The present invention relates to an aircraft that floats and flies in the air.

A typical prior art is the balloon 1 shown in figure 21. The balloon 1 comprises a spherical air bag 2 filled with a lighter-than-air gas and a carrying pod 3 suspended from the air bag for carrying passengers.

Another prior art technique, shown in figure 22, discloses a balloon 4 comprising a balloon 4 having the shape of a flattened sphere filled with a lighter-than-air gas and a carrying pod suspended from the balloon for carrying passengers.

In these prior arts shown in fig. 21 and 22, since the

airbags

2, 5 are spherical or oblate-shaped, the flying speed of the airbags cannot be increased, and further, in these prior arts, the use of wind to increase the buoyancy of the airbags or the pneumatic lifting of the airbags is not considered.

Fig. 23 is a perspective view of another prior art. This prior art relates to an aircraft which obtains thrust by means of a rotationally driven propeller 8 and aerodynamic lift by means of a wing 9.

In an aircraft of the type shown in fig. 23, if the propeller 8 presents any trouble. It is not possible for the wings 9 to be pneumatically lifted, which can lead to accidents such as a crash of the aircraft.

The object of the present invention is to propose an aircraft that allows to increase the speed and to prevent crashes even when the propellers do not provide thrust to the aircraft.

The object of the invention is achieved by an aircraft comprising:

a body having an axis extending in a direction of flight;

a jet engine;

wings, each of which is made of a flexible material and includes a space inside thereof, which is filled with a gas lighter than air, wherein:

a first main wing of approximately triangular shape mounted on the body parallel to the axis of the body, the first main wing being provided with a solar cell for supplying electrical energy to a lighting device or the like in the aircraft;

at least one approximately triangular flat upper second and third main wings are disposed at a small interval on the upper portion of the first main wing;

a plurality of vertical wings perpendicular to the first main wing and each of the upper second and third main wings and arranged parallel to the axis of the body, the plurality of vertical wings connecting the first main wing with the second and third main wings;

an upper vertical wing provided on an upper surface of an upper third main wing disposed at the uppermost portion of the plurality of upper second and third main wings, extending from a front end to a rear end of the upper third main wing in parallel to the axis, and having a vertical tail wing at a rear end thereof;

the jet engine is arranged on the upper third main wing arranged at the uppermost part, and comprises an air inlet facing to the flying direction and an air outlet protruding from the rear end of the upper third main wing; and

the aircraft further comprises a guide for guiding air into the air inlet, which guide extends from the front end of the upper vertical wing to the air inlet of the jet engine and forms an angle of 10 ° to 45 ° with an imaginary vertical plane.

Other and further objects, features and advantages of the present invention will become apparent from the following detailed description taken in conjunction with the accompanying drawings. Wherein,

FIG. 1 is a plan view of an aircraft 11 of an embodiment of the present invention;

FIG. 2 is a vertical cross-sectional view of the main wing 12;

FIG. 3 is a perspective view of the aircraft 11;

FIG. 4 is a vertical cross-sectional view of a main wing 50 of an aircraft according to another embodiment of the invention;

FIG. 5 is a plan view of an aircraft 21 in accordance with yet another embodiment of the invention;

FIG. 6 is a side view of the aircraft 21 shown in FIG. 5;

FIG. 7 is a plan view of an aircraft 23 in accordance with another embodiment of the invention;

FIG. 8 is a perspective view of an aircraft 25 in accordance with yet another embodiment of the invention;

FIG. 9 is a perspective view of an aircraft 28 in accordance with yet another embodiment of the invention;

FIG. 10 is a perspective view of an aircraft 35 of yet another embodiment of the present invention;

FIG. 11 is a longitudinal cross-sectional view of the aircraft 35 shown in FIG. 10;

FIG. 12 is a plan view of the aircraft 35 shown in FIG. 10;

FIG. 13 is a perspective view of an aircraft 37 in accordance with yet another embodiment of the invention;

FIG. 14 is a perspective view of an aircraft 45 in accordance with yet another embodiment of the invention;

FIG. 15 is a sectional view taken along a plane perpendicular to the axis of body 14 of yet another embodiment of the present invention;

FIG. 16 is a perspective view of an aircraft 110 of yet another embodiment of the invention;

FIG. 17 is a front view of the aircraft 110;

FIG. 18 is a plan view of the aircraft 110;

FIG. 19 is a side view of the aircraft 110;

FIG. 20 is a side view of an aircraft 150 in accordance with yet another embodiment of the invention;

figure 21 is a perspective view of a typical prior art balloon 1;

figure 22 is a perspective view of another prior art balloon 4;

FIG. 23 is a perspective view of yet another prior art aircraft.

Preferred embodiments of the present invention will now be described below with reference to the accompanying drawings.

FIG. 1 is a plan view of an aircraft 11 of one embodiment of the present invention. In fig. 1, a body 14 is provided with a main wing 12, a tail 13 and a vertical tail 15. The body 14 also provides space for the passengers, and the aircraft body 14 is provided at its front with a propeller 17 for generating thrust, and an internal combustion engine 18 for driving the propeller 17.

FIG. 2 is a cross-sectional view of the main wing 12 taken along a plane perpendicular to the main wing axis. The main wing 12 is an airbag made of a flexible material and has a shape in which its front portion is raised (raised at the left side of fig. 1 or 2). The main wing 12 has an internal cavity filled with a lighter-than-air gas. Such gases may be inert gases such as helium, neon or the like, as well as natural gas having at least 80% of the available CH4 containing capacity and possibly a portion of the liquefied gas contained therein. Natural gas may also contain ethane, propane, butane or the like in place of methane. The main wing 12 is disposed on the top surface of the body 14, and the tail 13 and the vertical tail 15 have the same structure as the main wing 12. The flight direction of the aircraft is determined by the vertical tail 15.

Fig. 3 is a perspective view of an embodiment of the aircraft 11 shown in fig. 1 and 3, since the aircraft 11 can float in the air even when the propellers 17 and the internal combustion engine lose their function, and crash accidents can be prevented even without obtaining thrust. Furthermore, when a wind blows, aerodynamic lift on the aircraft will occur, which can cause the aircraft to ascend to a high altitude.

Fig. 4 is a vertical cross-section of a main wing 50 mounted on another embodiment of the aircraft of the invention, which is similar to the previous embodiment except for the main wing structure therein, which is identical to the previous embodiment. The main wing 50 of the present embodiment is hollow, and the main wing 50 is made of a rigid material such as synthetic resin and light metal (e.g., aluminum alloy). The hollow interior accommodates a bag 51 of flexible material, which bag 51 is filled with a gas lighter than air. The use of the main wing receiving pocket allows for easy replacement of the gas in the main wing 50. Alternatively, body 14 may house such a pouch.

Fig. 5 is a plan view and fig. 6 is a side view of another embodiment of an aircraft 21 of the present invention. This embodiment is similar to the embodiments described above, with each corresponding element being indicated by the same reference numeral. In this embodiment, the wing 12 is fixed to the airframe 14 so that a spatial separation is provided between the wing and the airframe.

Fig. 7 is a plan view of yet another embodiment of an aircraft 23 of the present invention, the shape of the main wing 24 being different from the shape of the main wing 12. The planar shape of the main wing 12 is almost rectangular, while the shape of the main wing 24 in the embodiment is shown in fig. 7 as almost triangular.

Fig. 8 is a perspective view of an embodiment of yet another aircraft 25 of the present invention, the aircraft 25 being similar to the aircraft shown in fig. 1-3. Each corresponding element is denoted by the same reference numeral. The main wing is also provided with a vertical wing 26 thereon, so that the aerodynamic lift is further increased and the forward streamlining performance is also increased.

Fig. 9 is a perspective view of another embodiment of the present invention, the embodiment aircraft 28 is provided with a vertically formed wing 29, the wing 29 extending from the main wing 12 to the tail wing 13. With this structure, the buoyancy can be further increased and the forward streamlining performance can be higher due to the advantages of the structure.

The vertical wing 26 in fig. 8 is plane-symmetric with respect to the plane 30 and extends outwardly from the main wing 12. The vertical wing 29 in fig. 9 is also plane-symmetrical with respect to the plane of symmetry 30 and projects outwardly from the main wing 12. These vertical wings 26 and 29 are air-bags made of flexible material and filled with lighter-than-air balloons.

In the embodiment shown in fig. 1 to 8, the body 14 may also be an air bag made of a flexible material and filled with gas. In addition, the housing 14 may be made of a rigid material such as metal or a light-weight synthetic resin.

FIG. 10 is a perspective view of yet another embodiment of an aircraft 35 according to the present invention. Fig. 11 is a side view of the aircraft 35 shown in fig. 10, and fig. 12 is a plan view of the aircraft 35 shown in fig. 10. In this embodiment, a central vertical wing 32 and lateral

vertical wings

33, 34 are provided. These vertical wings extend from the rear end of the tail 13 beyond the front end of the main wing 12. The main wing 12 and the tail wing 13 are arranged on the lower side of the central vertical wing 32 and the side

vertical wings

33, 34, and the flat soffit 88 to 90 of the main wing 12, the tail wing 13, the central vertical wing 32 and the side

vertical wings

33, 34, respectively, are contained in one and the same plane 91, and further, the rear end of the main wing 12 is at a distance L5 from the front end of the tail wing 13, and the side

vertical wings

33, 34 are arranged symmetrically and parallel to each other with respect to a vertical plane containing the axis 93 of the central vertical wing 32.

The tail wing 13 is formed smaller than the main wing 12 and is almost similarly contoured. The respective upper portions of the side

vertical wings

33, 34 are connected to the upper portion of the central vertical wing 32, respectively, almost at the upper side of the main wing 12, by hollow connectors 73, 74. Furthermore, the upper part of each side

vertical wing

33, 34 is connected to the upper part of the central vertical wing 32, respectively, in a part of the area between the main wing 12 and the tail wing 13, by means of a hollow connection 76, 75. The connections 73 to 76 prevent the vertical wings from separating due to the high velocity air flow and thus may increase the flying speed even further. Further, rear ends of the vertical wings 32 to 34 coincide with rear ends of the rear wings 13, respectively. This allows the strength of the vertical wings 32 to 34 and the rear wing 13 to be increased together, and the main wing 12, the rear wing 13 and the vertical wings 32 to 34 form a hermetically sealed single space, respectively. The top and bottom surfaces of the respective side vertical wings 32 to 34 are formed flat, and the horizontal section of the respective vertical wings 32 to 34 in the vertical direction is equal. Each of the vertical wings 32 to 34 is formed in a streamline shape, and the front end of the horizontal section of the vertical wing 32 to 34 is rounded. Further, each of the vertical wings 32 to 34 is formed to have a streamline shape in which a front portion of a horizontal section is gradually increased to a portion above the main wing 12 and is gradually decreased toward a portion above the rear wing 13. Therefore, at a position where the width of the horizontal section of the vertical wings 32 to 34 is the maximum, the distance L2 between the circular side surfaces is smaller than the distance L3 between the front portions of the vertical wings 32 to 34 and the distance L4 between the rear ends of the vertical wings 32 to 34. Furthermore, the portion of the respective

vertical wing

32, 33, 34 at the central vertical wing 32 closest to each of the lateral

vertical wings

33, 34 is correspondingly identical to the maximum raised portion 104 of the main wing 12. Furthermore, the outer diameter D1 of propeller 17 is nearly equal to the distance L1 between the

axes

94, 95 of the respective side

vertical wings

33, 34. Therefore, the flow rate of the air generated by the propeller 17 is maximum between the central vertical wing 32 and the side vertical wings 34 and between the central vertical wing 32 and the side vertical wings 33, respectively, which is advantageous in generating high aerodynamic lift. The axis of rotation of the propeller 17 is arranged in the horizontal plane 91 and in a vertical section of the central vertical wing 32 containing the axis 93.

Each vertical wing 32 to 34 is formed as an air bag made of a lightweight and flexible material. In addition, the vertical wings 32 to 34 are filled with a gas lighter than air, such as helium, neon, and methane, in order to further increase buoyancy.

The aircraft 35 is driven by an internal combustion engine 63, the internal combustion engine 63 and a passenger compartment 95 being arranged in the closed space in front of the central vertical wing 32, and a lower part 94 of the internal combustion engine 63 being slightly raised above the bottom surface 88 of the central vertical wing 32.

The lateral ends 85, 86 of the tail wing 13 project beyond the lateral

vertical wings

33, 34, respectively. Similarly, the side ends 83, 84 of the main wing 12 project beyond the side

vertical wings

33, 34, respectively.

In another embodiment of the aircraft 37 shown in fig. 13. The aircraft 37 comprises a body 14 provided with a biplane main wing 38. In addition, the body 14 is provided with a double-plane rear wing. This configuration will enable a further increase in buoyancy and pneumatic lift.

The propeller 17 and the internal combustion engine 18 may be replaced by a jet engine. The

vertical wings

32, 33, 34 in fig. 10 are plane-symmetrical with respect to a vertical plane of symmetry which extends in the longitudinal direction of the aircraft body, which vertical wings are also indicated as floating bodies.

The aircraft 14 may be provided with glide feet directly beneath it, having a wing-shaped vertical profile, for gliding on or in the water. Such a taxi foot enables the aircraft body 14 to glide gently near the water surface due to the high buoyancy forces used.

Fig. 14 is a perspective view of yet another embodiment of the present invention, which is substantially similar to the embodiment shown in fig. 3, however, this embodiment has a distinct feature in that the floating body 41 is fixed to the upper side of the body 14 and has a straight cylindrical shape having two ball ends in the longitudinal direction. The floating body 41 is filled with gas lighter than air. The configuration of the other elements of this embodiment are the same as those of the above-described embodiment.

Fig. 15 is a cross-sectional view of body 14 of another embodiment of the present invention, taken along a plane perpendicular to the axis of the body. In this embodiment, the body 14 in the foregoing embodiment is divided into two unit sections by a partition member 42, so-called upper and lower compartments 43, 44, and the upper compartment 43 is filled with a gas lighter than air. The upper compartment 43 is formed over the entire body length area in the longitudinal direction. The configuration of the other elements in this embodiment is the same as in the previous embodiment. Due to this configuration, illustrated in fig. 15, the buoyancy and aerodynamic lift of the aircraft can be increased.

In the embodiment shown in fig. 14, a plurality of floating bodies 41, for example three floating bodies as shown in fig. 10, can be arranged parallel to each other and fixed to the body 14.

FIG. 16 is a perspective view of an aircraft 110 of yet another embodiment of the invention; FIG. 17 is a front view of the aircraft 110; FIG. 18 is a plan view of aircraft 110; fig. 19 is a side view of the aircraft 110. The airframe 111 of the aircraft 110 has an approximately cylindrical streamlined shape with a diameter D. The axis 122 of the approximate cylindrical body 111 is directed in the direction of flight a. The aircraft 110 is configured to be symmetrical with respect to an imaginary vertical plane 123 that includes the axis 122. The first main wing 112, which is flat and approximately triangular with two rounded ends, is attached to the body 111 parallel to the spool 122 of the body 111. Left and right ends of the first main wing 112 are formed to be rounded, and a bottom side 112a of the first main wing 112 is disposed above the axis 122 of the body 111. The second main wing 113 is similar in shape to the first main wing 112 and is disposed parallel to the first main wing at a distance H1 above the first main wing 112, and the first main wing 112 on the third main wing 114 is similar in shape and is disposed parallel to the first and second

main wings

112, 113 at a distance H2 above the second main wing 113. The distances H1 and H2 are chosen to be equal to each other.

The first and second

main wings

112, 113 are connected by a vertical wing 116 disposed above the body 111 and a pair of vertical wings 119 disposed on right and left sides of the vertical wing 116. The second and third

main wings

113, 114 are connected by a vertical wing 117 disposed above the vertical wing 116 and a pair of vertical wings 120 disposed at left and right sides of the vertical wing 117.

The

vertical wings

116, 117, 119, 120 are each formed like an approximately elliptical cylinder. The

vertical wings

116 and 117 are arranged such that they form a first imaginary approximately elliptical cylinder 125, which is perpendicular to the first, second and third

main wings

112 and 114. The

vertical wings

119 and 120 are arranged such that they form a second imaginary approximately elliptical cylinder 126, which is perpendicular to the first, second and third main wings 112 to 114. The major axis of the ellipse, which is a section of the vertical wings 116 to 117 taken perpendicular to the longitudinal axes of the

vertical wings

116 and 117, is arranged parallel to the longitudinal axis 122 of the body 111. The main axis of the ellipse of the section of the

vertical wings

119 and 120, taken perpendicularly to the longitudinal axis of the

vertical wings

119 and 120, is arranged parallel to the longitudinal axis 122 of the body 111. This configuration improves flight between spatial distances. Further, the distance L11 between the imaginary plane 123 and the center line of the vertical wing 119 is greater than the distance L12 between the center line of the vertical wing 119 and the outer end of the main wing 112, and preferably the distance L11 is greater than 1.5 times the distance L12. Thus, the structural strength of the aircraft is increased.

An upper vertical wing 118 is disposed above the third main wing 114, the upper vertical wing 118 is arranged to extend from a front end of the flight direction side a to a rear end of the a side of the third main wing 114 and is parallel to an axis 122 of the body 111, a vertical tail wing 124 is disposed at a rear portion of the upper vertical wing 118, and the vertical tail wing 124 extends upward. The vertical rear wing 124 is formed to have a thickness T1 smaller than a thickness T2 of the vertical wing 118, and the vertical wing 118 and the vertical rear wing 124 are integrally formed. The distance H1 from the first main wing 112 to the second main wing 113 is less than the distance H3, the distance H3 is the distance from the lower end of the vertical tail 124 to the lower end of the vertical tail 118, and the distance H1 is greater than the distance H4, the distance H4 is the distance from the upper end to the lower end of the vertical tail 124. Preferably, distance H3 is greater than twice distance H4 and distance H1 is greater than 1.5 times distance H4. The stability of flight is improved. Further, the thickness of each of the

vertical wings

116, 117, 119 and 120 is equal to the thickness T2 of the lower end of the vertical wing 118. A pair of jet engines 115 is disposed left and right above the third main wing. The guide 121 is arranged to extend from the front of the upper vertical wing 118 to the air inlet 115a of each jet engine 115. Because the profile of the guide is formed with a convex arc at its rear, air in front of the guide 121 can be efficiently directed to the air inlet 115a of the jet engine 115 to be compressed during flight of the aircraft 110, which results in improved efficiency of the jet engine 115. The angle theta formed by the guide member 121 and the imaginary plane 123 is selected to be 10 degrees to 45 degrees, preferably 35 degrees, and air can be effectively guided into the air inlet 115a because the air outlet 115b is provided to protrude rearward from the third main wing 114 and high-temperature exhaust gas discharged from the air discharge port 115b can be prevented from blowing against parts of the aircraft, such as the vertical wings.

The first to third main wings 112 to 114, the

vertical wings

116, 177, 119 and 120, and the upper vertical wing 118, which are made of a flexible material, are hollow, and their inner sides are in communication with each other. Since the insides of the first to third main wings 113 to 114, the

vertical wings

116, 117, 119 and 120 and the upper vertical wing 118 are filled with lighter-than-air gas, for example, the aircraft can be prevented from crashing even when a troublesome accident of the jet engine occurs and thrust cannot be obtained. The first to third main wings 112 to 114 form a triangle-like shape, so the space in the main wings can be increased to make it possible to fill the maximum amount of gas. The gas may be an inert gas such as helium and neon, and natural gas. In addition, the number of the main wings is not necessarily limited to three, and a plurality of second main wings may be provided in order to increase the amount of the filling gas and the amount of the filling gas of the body 111. Further, a propeller and an internal combustion engine that drives the propeller may be provided instead of the jet engine 115.

Fig. 20 is a side view of an aircraft 150 according to yet another embodiment of the invention, with a main wing 151 arranged on the airframe 152 and a tail wing 154 and a vertical wing 153 arranged behind the airframe 152. The solar cell 156 is disposed on a surface of the main wing 151, facing upward. Lighting, etc. within the aircraft 150 is driven by electrical energy from the solar cell 156. The solar cell 156 may be disposed on the surface of the body 152 and the surface of the rear wing 154, facing upward. In addition, the solar cell 156 is disposed on the surface of the wings and airframe of the aircraft shown in fig. 1-19, facing upward. Is indicated by phantom line 156.

The main wing 151 is made of synthetic resin, light metal such as aluminum, etc., is rigid, and is formed with an inner cavity. The cavity contains a bag made of flexible material filled with a gas lighter than air.

A pair of jet engines is provided below the main wing 151 on the left and right.

The main wing 151 is attached to a fitting 158 to which the end of the flexible tube 157 is removably connected. The flexible tube 157 and the pocket in the main wing 151 are in communication via the joint 158. The other end of the flexible tube 157 is connected to a gas source 159 located at the surface. The body 152 is removably connectable to ground via a plurality of cords 160. When the aircraft leaves the ground, the bag in the main wing 151 has been filled with lighter-than-air gas from the gas source 159 via the flexible tube 157, and the passengers and baggage carried by the aircraft are lifted by the buoyancy forces acting on the aircraft due to the gas. The aircraft prevented from lifting is lifted further due to the wire 160 attached to the ground and floats to remain near the low ground. In this state, the bag is inflated until the desired buoyancy acts on the aircraft 150. After non-inflation, the opening of the fitting 158 is closed and the flexible tube 157 is removed from the fitting 158.

The connection of the tether 160 to the ground is then released to allow the aircraft 150 to ascend in a direction perpendicular to the ground. When the aircraft 150 is raised to a predetermined height (e.g., 100 meters), the jet engines are operated to fly the aircraft 150, during which time the aircraft can rise higher due to wing lift acting on the aircraft 150.

As described above, because the ascent of the aircraft 150 is due to the buoyancy of lighter-than-air gases, the runway is not required or can be very short. Further, the jet engine 155 starts operating after floating from the ground, and thus the approach noise can be reduced.

When aircraft 150 lands, the charged lighter-than-air gases in the pockets within main wing 151 are slowly vented through joint 158 to reduce the buoyancy forces acting on aircraft 150. The joint 158 is attachable to the aircraft, indicated by the phantom lines in fig. 1 to 19, so as to enable it to fly the aircraft in order to supply lighter-than-air gas externally through the flexible tube 157 in the same condition as the aircraft 150, and after they ascend, to activate the jet engine or the propeller.

A bag filled with gas lighter than air may be provided in the body 152.

The invention can be applied to helicopters or similar devices, but with air rotor blades filled with lighter-than-air gas.

The present invention may be embodied in other forms without departing from its spirit or essential characteristics. The described embodiments are illustrative in all respects, but are not limited thereto. The scope of the invention is indicated by the appended claims, rather than by the foregoing description, and all changes that come within the meaning and range of equivalency of the claims are intended to be embraced therein. Dispute chelate

A bag filled with gas lighter than air may be provided in the body 152.

The present invention may be embodied in other forms without departing from its spirit or essential characteristics. The described embodiments are illustrative in all respects, but are not limited thereto. The scope of the invention is indicated by the appended claims, rather than by the foregoing description, and all changes that come within the meaning and range of equivalency of the claims are intended to be embraced therein.

Claims

1. An aircraft (110), comprising:

a body (111) having an axis (122) extending in a flight direction;

a jet engine (115);

wings (112, 113, 114, 116, 117, 119, 120, 118), each of which is made of a flexible material and includes a space inside thereof, which is filled with a lighter-than-air gas;

the method is characterized in that:

a first main wing (112) of approximately triangular shape mounted on the airframe (111) and parallel to the axis (122) of the airframe (111), the first main wing (112) being provided with solar cells for supplying electrical energy to lighting devices or the like within the aircraft (110);

at least one approximately triangular flat upper second and third main wings (113, 114) are disposed at a small interval (H1, H2) on the upper portion of the first main wing (112);

a plurality of vertical wings (116, 117, 119, 120) arranged perpendicular to the first main wing (112) and to the respective upper second and third main wings (113, 114) and parallel to the axis (122) of the fuselage, the plurality of vertical wings (116, 117, 119, 120) connecting the first main wing (112) with the second and third main wings (113, 114);

an upper vertical wing (118) is provided on an upper surface of the upper third main wing (114) disposed at the uppermost portion of the plurality of upper second and third main wings (113, 114), the upper vertical wing (118) extending from a front end to a rear end of the upper third main wing (114) in parallel to the axis and having a vertical tail wing (124) at the rear end thereof;

the jet engine (115) is arranged on the upper third main wing (114) arranged at the uppermost part, and the jet engine (115) comprises an air inlet (115a) facing the flight direction and an air outlet (115b) protruding from the rear end of the upper third main wing (114); and

the aircraft further comprises a guide (121) for guiding air into the air inlet (115a), the guide (121) extending from the front end of the upper vertical wing (118) to the air inlet (115a) of the jet engine (115) and forming an angle of 10 DEG to 45 DEG with an imaginary vertical plane (123).