JP2009078745A - Electric vertical takeoff/landing aircraft - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric vertical takeoff/landing aircraft having considerably high safety to an operator and a person to be rescued, and capable of stably performing transition flight transferring from the aerial-stop posture to the horizontal flight posture. <P>SOLUTION: The electric vertical takeoff/landing aircraft comprises duct fans 1-4 exclusive for takeoff/landing, a center fuselage 7 equipped with the duct fans, a center boom 9 extending backwardly from the center of the center fuselage 7, a left boom 11 and a right boom 10 extending backwardly respectively from the right and left rear ends, right and left duct fans 5, 6 for propulsion supported by the center fuselage 7 and held between the right and left booms 11, 10 and the center boom 9, and a battery 16 for supplying the power to motors for driving the duct fans 1-6. The sectional shape of the center fuselage 7 forms a vertically symmetric airfoil, and its plan view shape forms a rectangular shape having the aspect ratio of 0.4-0.8. Inlets and outlets of the duct fans 1-4 exclusive for takeoff/landing are always opened. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  TECHNICAL FIELD The present invention relates to an electric vertical take-off and landing aircraft, and more particularly to an electric vertical take-off and landing aircraft capable of stably shifting from a hovering posture to a horizontal flight posture with a highly safe and simple mechanism for an operator and a rescued person. .

There have been many attempts to use unmanned aerial vehicles to search for victims during disasters and to observe disasters. As such an unmanned aerial vehicle, attention is paid to an electric fixed wing aircraft that has good startability and is easy to handle. As for take-off, a person takes the fixed-wing aircraft and takes it off by hand, or the fixed-wing aircraft takes off using a runway. As for landing, the fixed-wing aircraft is landing using a runway or is collected by an artificial net. Given the narrow national landscape of the main text, it is uneconomical and impractical to secure a long runway for unmanned airplane takeoff and landing. On the other hand, in the case of taking off by hand throwing, there is a constraint that the weight of the aircraft must be within the weight supported by one hand. In addition, when performing takeoff by hand throwing, the stall speed of the aircraft must be lower than the hand throwing speed, so there is a problem that the wing load must be reduced and the aircraft cannot fly during strong winds. By the way, the problem of fixed wing aircraft requiring a runway for takeoff and landing is solved by providing the aircraft with a vertical takeoff and landing capability. Helicopters have been put to practical use as an aircraft that can take off and land vertically. Other vertical take-off and landing aircraft include the tilt rotor type Bell Boeing V-22 Osprey (see Non-Patent Document 1), Lockheed Martin F-35 Lightning II (see Non-Patent Document 2) using a lift fan and vectoring jet. (See) has recently entered the practical range.
On the other hand, the methods adopted by small unmanned aerial vehicles with vertical takeoff and landing capabilities include (1) helicopter method, (2) tilt rotor method, (3) tail sitter method, and (4) compound method. In (1), Yamaha's R-MAX (see Non-Patent Document 3) has become commercially available. In (2), Bell Helicopter Eagle Eye (see Non-Patent Document 4) has been commercialized. In (3), Allied Aerospace has developed the vertical take-off and landing aircraft shown in Patent Document 1 under the name iStar. (4) is developed by Sikorsky under the name of Cypher II (see Patent Document 2).
Since unmanned aircraft users do not necessarily have skilled skills, there is a strong demand for a guard to prevent people from coming into contact with the rotor and propeller in order to prevent accidents. In this respect, since the duct fan is covered with a duct, safety is high. Various forms of vertical take-off and landing aircraft using a plurality of duct fans have been developed, and among them, Bell X-22A (refer to Non-Patent Document 5) using four duct fans is famous. . The X-22A will take off, land and hover with the four duct fans facing up, and will fly horizontally with the duct fan facing forward. Other examples of vertical take-off and landing aircraft using a duct fan include Ryan VX-5 (see Non-Patent Document 6), Patent Document 2, Patent Document 3, and Patent Document 4. In Ryan VX-5, it was necessary to close the fan, so there were problems that the aerodynamic characteristics changed before and after that and the mechanism became complicated.

JP-A-6-293296 US Pat. No. 6,270,038 JP 2004-122945 A JP 2005-125976 A JP-A-3-70699 Jane's All the World's Aircraft 2006-2007, pp.652 Jane's All the World's Aircraft 1966-1967, pp.804 Jane's Unmanned Aerial Vehicles and Targets, Issue Twenty Seven, Nov. 2006, pp 107 Jane's Unmanned Aerial Vehicles and Targets, Issue Twenty Seven, Nov. 2006, pp 190 Jane's All the World's Aircraft 1966-1967, pp.192 Jane's All the World's Aircraft 1966-1967, pp.316

It is desirable that the aircraft used for disaster monitoring and victim search in the event of a disaster be electric because of its high startability and low noise. In addition, a fixed-wing aircraft with a high blade load that requires a long runway is not practical. Therefore, a method of taking off by hand throwing and landing on the grass on the grass is considered as a practical method. However, an airplane that can take off by hand throwing inevitably has a small wing surface load and is susceptible to disturbance. Such an aircraft cannot fly even in the event of a disaster if a strong wind is blowing.
If an aircraft with a vertical take-off and landing capability such as a helicopter is adopted for disaster monitoring and victim search, the above-mentioned runway problem and flight speed problem can be solved.
However, since the rotor of the helicopter is exposed, there is a possibility of injuring the user or the rescued person. For the same reason, the tilt rotor machine and the tilt wing machine are not preferable. In addition, tilt rotors have difficulty in transmitting power at moving parts, the mechanical complexity of the swash plate, and the problem that the main wing is blown down from the rotor during transitional flight and becomes aerodynamically unstable. The tilt wing machine has the same mechanical difficulty and the problem that the main wing is almost stalled during transitional flight. The lift fan type Ryan XV-5 also had a problem that the aerodynamic characteristics differed between hovering and cruising because the fan holes (openings) were closed by the upper and lower louvers during cruising.
Therefore, the present invention was devised in view of the above circumstances, and can be stably shifted from a hovering posture to a horizontal flight posture by a very high and simple mechanism for an operator or a rescued person. An object is to provide an electric vertical take-off and landing aircraft.

In order to achieve the above object, an electric vertical take-off and landing aircraft according to claim 1 has four duct take-off and landing duct fans, a central fuselage equipped with the take-off and landing duct fan, and a rear extending from the center of the central fuselage. A central boom, a right boom and a left boom extending rearward from the right and left rear ends, two propulsion dedicated duct fans held at positions sandwiched between the left and right booms, and an outer side of the left and right booms An electric vertical take-off and landing aircraft comprising left and right horizontal tails and left and right vertical tails, a nose extending forward from the center of the central fuselage, and a battery pack for supplying electric power to the electric motor that drives the duct fan, The central fuselage has an aerofoil shape whose cross-sectional shape in the wing wing direction is vertically symmetrical, and its planar shape is a substantially rectangular shape with an aspect ratio of 0.4 to 0.8. Wherein the the are detachably mounted along the bottom.
Since the electric vertical take-off and landing aircraft includes a duct fan dedicated to take-off and landing, a long runway for taking off and landing is not required. In addition, since each fan is housed in a duct, the blades of the fan are not directly exposed to the outside. As a result, the risk of injury to the operator (user) and the rescued person (disaster) is extremely low. The safety of the aircraft is improved. Further, since the fan is protected by the duct, the possibility that the fan is damaged or cannot be driven by contact with the structure is extremely reduced, and the durability and reliability of the airframe are improved.
In addition, the central fuselage has a symmetrical airfoil profile and its planar shape is rectangular with an aspect ratio of about 0.4 to 0.8, so it is possible to equip the center fuselage with a duct fan dedicated to takeoff and landing. . With the assistance of this take-off and landing duct fan, the aircraft can accelerate from the hovering state to the stall speed while maintaining a constant altitude and reach a level flight. This makes it possible to set the stall speed high. That is, the wing surface load can be increased by the duct fan dedicated to take-off and landing in the central fuselage, and as a result, it is possible to make the aircraft strong against disturbance.
Furthermore, since the battery pack is detachably attached along the lower part of the nose, the battery can be replaced without accessing the inside of the aircraft, and the maintainability of the aircraft is improved. In addition, when the aircraft collides with a structure or the ground, the battery is easily detached from the aircraft, thereby preventing the duct fan from running away and achieving a fail-safe function. Further, when the battery is detached from the nose, the nose forms a crushable zone, minimizing damage to the fuselage and improving the collision safety of the fuselage. As described above, the electric vertical take-off and landing aircraft according to the present invention can stably and safely perform a transitional flight from hovering to horizontal flight by a very simple mechanism of a take-off and landing duct fan and a propulsion duct fan. Therefore, the above problems are preferably solved by the electric vertical take-off and landing aircraft having a high wing load.

The electric vertical take-off and landing aircraft according to claim 2, wherein the four duct take-off and landing duct fans vertically penetrate the central fuselage, the center is the center of gravity of the aircraft, and one opposite two sides are in the traveling direction. It was arranged at each vertex of a square parallel to the other.
In the electric vertical take-off and landing aircraft described above, it is easy to control the attitude of the airframe during transitional flight by configuring the four duct take-off and landing duct fans as described above.

In the electric vertical take-off and landing aircraft according to claim 3, the upper and lower surfaces of the take-off and landing dedicated duct fan are opened without being covered with a movable louver during horizontal flight.
In the above electric vertical take-off and landing aircraft, by opening the upper and lower surfaces of the four duct take-off and landing duct fans, the aerodynamic characteristics will not change between cruising and hovering, and the transition flight from hovering to horizontal flight will be smooth. At the same time, the structure is simplified and the reliability is improved.

5. The electric vertical take-off and landing aircraft according to claim 4, wherein the take-off / landing duct fan and the propulsion-only duct fan are composed of a fixed pitch fan having a disk load of 50 kgf / m ² to 100 kgf / m ² and an electric motor, and the duct The fan thrust control is performed by controlling the rotational speed of the electric motor.
In the electric vertical take-off and landing aircraft described above, the take-off and landing dedicated and propulsion dedicated duct fans are configured as described above, thereby making it easy to control the attitude of the aircraft during the transitional flight. In addition, by using an electric motor as an actuator for driving the fan, the duct fan has high startability, low noise level, and high reliability.

And it the electric vertical take-off and landing aircraft according to claim 5, the interval of the takeoff and landing dedicated duct fan substantially equal in all directions, when the inner diameter of the takeoff and landing dedicated duct fan was d _o, is 1.0d _o from 0.4d _o did.
In the electric vertical take-off and landing aircraft, the take-off and landing dedicated duct fan is configured as described above, whereby the attitude control of the aircraft during transitional flight is facilitated.

The electric vertical take-off and landing aircraft according to claim 6, the inner diameter of the propulsion dedicated duct fan is 1.2d _o from 0.9D _o, and spacing of the duct was be 0.8d _o from 0.2d _o.
In the electric vertical take-off and landing aircraft, the propulsion-only duct fan is configured as described above, so that the attitude control of the aircraft during transition flight is facilitated.

The electric vertical take-off and landing aircraft according to claim 7, wherein the vertical tail was that attached to the outside of the left and right boom at a distance of 0.5d _o from 0.1d _o to the propulsion dedicated duct fan.
In the electric vertical take-off and landing aircraft, the vertical tail is configured as described above, so that an increase in resistance due to an airflow flowing through a channel formed between the vertical tail and the propulsion dedicated duct fan is suitably suppressed.

In the electric vertical take-off and landing aircraft according to claim 8, the horizontal tail is composed of a horizontal stabilizer and an elevon, and the distance between the aerodynamic center of the horizontal stabilizer and the center of gravity of the fuselage is from 3d _o to 7d _o did.
In the electric vertical take-off and landing aircraft, the roll tail control and pitch angle control of the aircraft during forward flight (during horizontal flight) can be easily performed by configuring the horizontal tail as described above.

And it the electric vertical take-off and landing aircraft according to claim 9, wherein the wing is a straight blade which aspect ratio has a rectangular blade or weak taper ratio is from 4 to 7, and spanwise is 10d _o from 5d _o did.
In the electric vertical takeoff and lander, the main wing is configured as described above, so that the attitude of the aircraft is stable during hovering, transitional flight, and horizontal flight.

According to the electric vertical take-off and landing aircraft of the present invention, the following effects are expected.
(1) Since a duct fan is used as a means for generating ascending force and propulsive force, the risk of injury to the person at the tip of the fan blade during operation (during handling), hovering and collision is reduced.
(2) Attitude control during hovering is performed only by controlling the number of rotations of the four take-off and landing duct fans, which simplifies the mechanism and increases reliability.
(3) Since the airframe shape does not change during forward flight, takeoff / landing, and hovering, the aerodynamic characteristics are constant, the control is easy, the mechanism is simple, and the mechanical reliability is high.
In particular, during forward flight, since the duct fan inlet and outlet are not covered by the movable louvers, the characteristics are aerodynamically constant and easy to handle, and the mechanical reliability is high.
(4) Since the actuator that drives the fan is an electric motor, the noise level is low, the startability is high, and the reliability is high.
(5) Even during horizontal flight, the turning radius can be reduced by utilizing the thrust of the duct fan dedicated to takeoff and landing (maneuver called Vectoring in Forward Flight).
(6) The direction of the combined vector of the thrust of the duct fan dedicated to takeoff and landing and the thrust of the duct fan dedicated to propulsion can be instantaneously deflected from directly below to the rear. This deflection speed is overwhelmingly faster than thrust deflection type vertical take-off and landing aircraft, and can be controlled as desired by the operator (operator), facilitating transitional flight.
(7) Takeoff / landing duct that controls the roll angle, pitch angle, and yaw angle in the transition flight state where the main wing bears a part of the lift and the rest is taken by the takeoff / landing duct fan. It becomes possible to carry out as a simple linear sum of the thrust control of the fan and the forward control by the elevon, and the control during the transition flight becomes easy.

  Hereinafter, the present invention will be described in more detail with reference to embodiments shown in the drawings.

FIG. 1 is an upper perspective view showing an electric vertical take-off and landing aircraft 100 of the present invention. 2 is a perspective view, FIG. 3 is a top view, FIG. 4 is a side view, and FIG. 5 is a front view.
As shown in FIGS. 1 and 2, the electric vertical take-off and landing aircraft 100 generates lift in the central fuselage 7, and the right front duct fan 1, the left front duct fan 2, the right rear duct fan 3, and the left A rear duct fan 4 is provided. A central boom 9 extends rearward from the center of the central body 7, and a right boom 10 and a left boom 11 extend rearward from the left and right rear ends of the central body 7. The right propulsion duct fan 5 that generates propulsive force is held between the right boom 10 and the central boom 9, and the left propulsion duct fan 6 that also generates propulsive force is interposed between the left boom 11 and the central boom 9. Is retained.

The duct fans 1 to 6 all have an inner diameter d ₀ = 50 mm, the fans have three blades and a pitch of 75 mm, and are directly driven by a brushless motor having a Kv value = 5300. In addition, although it is desirable to make the rotation direction of a fan reverse on right and left, this is not essential and may be the same direction.

The cross-sectional shape of the central fuselage 7 (parallel to the wing wing direction) is a vertically symmetric airfoil shape, and its planar shape is a rectangular shape with a total length of 295 mm and a width of 166 mm, for example, as shown in FIG. It has a shape. In order to reduce the air resistance, a 45 ° receding angle is given to the left and right front edges of the central body 7. Further, the center of gravity of the aircraft is at a position 117 mm from the front edge of the central fuselage 7. The take-off and landing duct fans 1 to 4 are arranged so that each center comes to the apex of a square with a side of 80 mm centered on the center of gravity of the aircraft. Here, the length of one side of the square is also expressed as 2l ₀ .

  The span of the main wing 12 is 600 mm, and the chord length of the main wing 12 is 150 mm at the base and 120 mm at the tip. The blade has a relatively large camber shape. Although the aileron is omitted in this embodiment, it may be equipped.

  The nose 8 is long and uses a foamed polypropylene cushioning material at the tip. It also houses an avionics system that includes a receiver and flight control electronics. Further, by taking the nose 8 long, the internal device can be moved back and forth, and the position of the center of gravity can be easily adjusted. Further, the nose 8 is weakened and detachable so that the nose 8 is destroyed when it collides with an object to absorb energy and limit the destruction.

  The right front, left front, right rear, and left rear duct fans 1 to 4 are installed through the central body 7 up and down. As shown in FIG. 5, two fixed louvers 19 and 19 are provided at the exit of the take-off and landing duct fans 1 to 4 so as to be inclined 15 degrees outward, and the jet flow of the take-off and landing duct fans 1 to 4 is angled. Direct outward by β (β ≒ 10 °).

  The horizontal stabilizers 13 and 13 and the vertical tails 15 and 15 are provided outside the right boom 10 and the left boom 11, respectively, and earn moment arms from the position of the center of gravity. When the stability in the vertical and horizontal directions is poor, the length of the left and right booms 10 and 11 shown in the figure may be increased. At this time, since the right and left propulsion duct fans 5 and 6 are arranged immediately after the central body 7, they are not moved backward by the extension of the left and right booms 10 and 11. Further, a channel is formed between the vertical tails 15 and 15 and the left and right propulsion duct fans 5 and 6, but by increasing the width of the left and right booms 10 and 11, an increase in resistance due to a flow passing through the channels is prevented. The elevon 14 is attached to the horizontal stabilizer 13 via a hinge and used to control the roll angle and pitch angle during forward flight. In this embodiment, the ladder and the aileron are not equipped, but these may be equipped.

  Main landing gears (main landing gears) 18 are disposed on the left and right sides of the central body 7, and front wheels (nose gears) 17 are disposed on the nose 8. Using these, the electric vertical take-off and landing aircraft 100 can take off and land from the runway.

  The battery 16 includes, for example, a three-cell 11.1V, 1800 mAh lithium ion polymer battery built in a container having an aerodynamically excellent shape, and replacement is performed for the entire container. The battery 16 is mechanically or electrically connected to the central body 7 by being brought into close contact with the central body 7 and sliding backward. This saves the trouble of opening the airframe to replace the battery, removes the heavy battery 16 when it collides with an object, reduces the stress applied to the central fuselage 7, and reduces the motor and battery 16 The electrical connection is released, and the aircraft can be prevented from running away. Further, the use of a cushioning material such as foamed polypropylene at the tip of the battery 16 reduces the damage to the colliding object.

  The fuselage weight of the electric vertical take-off and landing aircraft 100 of the present invention is 620 g, and the maximum thrust of the take-off and landing dedicated and propulsion dedicated duct fans 1 to 6 is 200 g.

  Here, as an example of control of the roll angle, pitch angle, and yaw angle of the airframe, roll angle control and pitch angle control are performed by elevons during forward flight. In addition, altitude control during hovering is performed by increasing or decreasing the total thrust of the four takeoff and landing dedicated duct fans 1 to 4. As for pitch angle control during hovering, for example, when the pitch angle increases, the total thrust of the front two takeoff and landing duct fans 1 and 2 is made larger than the total thrust of the rear two takeoff and landing duct fans 3 and 4. Do things. As for the roll angle control at the time of hovering, for example, when the roll angle increases, the total thrust of the left two take-off / landing duct fans 1, 4 is made larger than the total thrust of the right two take-off / landing duct fans 1, 3 Do things.

  As described above, the fixed louvers 19 are provided at the exits of the four takeoff and landing dedicated duct fans 1 to 4 to deflect the flow at the duct exits outward. As a result, the right and left rear take-off and landing duct fans 1 and 4 generate horizontal component forces that point the nose to the left, and the left front and right rear take-off and landing duct fans 2 and 3 generate horizontal component forces that point the nose to the right Arise. Therefore, with regard to yaw angle control during hovering, for example, when the yaw angle increases, the total thrust of the left front and right rear take-off and landing duct fans 1 and 4 is the total thrust of the right front and left rear take-off and landing duct fans 1 and 4 It is done by making it bigger.

Hereinafter, the thrust of the right front duct fan 1 is T ₁ , the thrust of the left front duct fan 2 is T ₂ , the thrust of the right rear duct fan 3 is T ₃ , the thrust of the left rear duct fan 4 is T ₄ , and the right propulsion duct fan 5 the thrust T _5, the thrust of the left propulsion duct fan 6 and T _6.
The advanced control of the aircraft during hover carried out by increasing or decreasing the lift F _D of the duct fan, which is defined by the following equation is generated.
F _D = (T ₁ + T ₂ + T ₃ + T ₄ ) cosβ
Here, cos β is applied to the whole because the thrust lines of the duct fans dedicated to takeoff and landing are deflected outward by β by the fixed louver 19.

When controlling the roll angle of the aircraft during hovering, the rolling moment L defined by the following equation is increased or decreased.
L = l ₀ (-T ₁ + T ₂ -T ₃ + T ₄ ) cosβ
Here, l ₀ is the left and right question distance from the center of gravity position to the duct fan and the front and rear distance as described above.

When controlling the pitch angle of the aircraft during hovering, the pitching moment M defined by the following equation is increased or decreased.
M = l ₀ (T ₁ + T ₂ -T ₃ -T ₄ ) cosβ

When controlling the yaw angle of the aircraft during hovering, increase or decrease the yawing moment N defined by the following equation.
N = l ₀ (-T ₁ + T ₂ + T ₃ -T ₄ ) sinβ

In order to control the forward speed during forward flight, the thrust T ₀ given by the following equation is increased or decreased.
T ₀ = T ₅ + T ₆

  When increasing the roll angle of the aircraft during forward flight, the right elevon 14 is raised and the left elevon 14 is lowered.

  When increasing the pitch angle of the aircraft during forward flight, both the right and left elevons 14 are raised and steered.

During the transition flight sum of lift F _D generated by lift F _W and the duct fan wing occurs is controlled to be equal to the body weight. Also in proportion to the ratio of the lift force F _D generated by lift F _W and the duct fan wing occurs, the linear sum of the control method of the forward flight when the control method of the hovering control method at the time of transition flight .

  The electric vertical take-off and landing aircraft of the present invention can be suitably applied to disaster monitoring and victim search during a disaster.

It is an upper perspective view showing the electric vertical take-off and landing aircraft of the present invention. It is a lower perspective view showing the electric vertical take-off and landing aircraft of the present invention. 1 is a top view showing an electric vertical take-off and landing aircraft of the present invention. 1 is a side view showing an electric vertical take-off and landing aircraft of the present invention. 1 is a front view showing an electric vertical take-off and landing aircraft of the present invention.

Explanation of symbols

1 right front duct fan 2 left front duct fan 3 right rear duct fan 4 left rear duct fan 5 right propulsion duct fan 6 left propulsion duct fan 7 central fuselage 8 nose 9 central boom 10 right boom 11 left boom 12 main wing 13 horizontal stability Plate 14 Elebon 15 Vertical tail 16 Battery 17 Front wheel 18 Main landing gear 19 Fixed louver 100 Electric vertical take-off and landing aircraft

Claims (9)

  Four takeoff and landing duct fans, a central fuselage equipped with the takeoff and landing duct fan, a central boom extending rearward from the center of the central fuselage, a right boom and left extending rearward from the right and left rear ends, respectively A boom, two dedicated duct fans for propulsion held at positions sandwiched between the left and right booms, left and right horizontal tails and left and right vertical tails attached to the outside of the left and right booms, and forward from the center of the central fuselage An electric vertical take-off and landing aircraft having a long nose and a battery pack that supplies power to an electric motor that drives the duct fan, wherein the central fuselage has a wing shape whose cross-sectional shape in the wing wing direction is symmetrical vertically The planar shape is substantially rectangular with an aspect ratio of 0.4 to 0.8, and the battery pack is detachably attached along the lower part of the nose. Dynamic vertical take-off and landing aircraft.   The four duct take-off and landing duct fans are arranged at the vertices of a square with the center passing through the center fuselage and having the center as the center of gravity of the fuselage and the two opposite sides parallel to the traveling direction. The electric vertical take-off and landing aircraft according to claim 1.   The electric vertical take-off and landing aircraft according to claim 1 or 2, wherein the upper and lower surfaces of the take-off and landing duct fan are opened without being covered with a movable louver during horizontal flight. The take-off and landing duct fan and the propulsion duct fan are composed of a fixed pitch fan and an electric motor having a disk load of 50 kgf / m ² to 100 kgf / m ² , and thrust control of the duct fan controls the rotation speed of the electric motor The electric vertical take-off and landing aircraft according to any one of claims 1 to 3, wherein the electric vertical take-off and landing aircraft is performed. Approximately equal, when the inner diameter of the takeoff and landing dedicated duct fan was d _o, electric vertical take-off and landing according to claims 1 is 1.0d _o from 0.4d _o to one of 4 intervals of the takeoff and landing dedicated duct fans in all directions Machine. The inner diameter of the propulsion dedicated duct fan is 1.2d _o from 0.9D _o, and electric VTOL aircraft as recited in claim 5 spacing duct is 0.8d _o from 0.2d _o. The vertical tail electric vertical take-off and landing aircraft according to claim 5 or 6 is mounted on the outside of the left and right boom at a distance of 0.5d _o from 0.1d _o to the propulsion dedicated duct fan. The horizontal stabilizer is horizontal consists stabilizer and elevons and horizontal distance between the center of gravity of the aerodynamic center and body of the stabilization plate electric VTOL according to any of claims 5 7 from 3d _o is 7d _o Machine. The wing is a straight blade which aspect ratio has a rectangular blade or weak taper ratio is from 4 to 7, and spanwise electric VTOL according to any of claims 5 8 from 5d _o is 10d _o Machine.

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