JP2023079662A - Flight stabilizer or missile mounted with the same - Google Patents

Abstract

To provide a flight stabilizer and a missile which can cancel swirling air without affected by a change in swirling air speed due to a change in flight speed.SOLUTION: A flight stabilizer is mounted on a missile using rotation of a propeller body as drive force, and reduces an influence of swirling air generated by a main blade body. The flight stabilizer includes a mounting part 110 capable of being mounted on the propeller body, a plurality of short blade bodies 120 extending from the mounting part 110, a rectifier 130 which is provided on the short blade bodies 120 and adjusts air speed, and an arc partition body 140 mounted on the outer periphery tip of the short blade bodies 120. Central air 101 is generated behind by the rectifier 130, and covers the periphery of a body of an airframe. Air speed of the central air 101 is adjusted to be lower than air speed of propulsion air 201 obtained by rotation of the main blade body 210 of the propeller body, and the central air 101 flows so as to be partitioned from the propulsion air 201 by the arc partition body 140.SELECTED DRAWING: Figure 1

Description

The present invention relates to a flight stabilizer for reducing the adverse effects of a propeller wake of a propeller airplane and enabling stable flight, and a flying object equipped with the same.

A propeller-type winged airplane rotates the propeller to blow out the propulsion wind backward to form an air flow that flows backward, and is generated on the upper surface of the main wing based on the difference in the speed of the air flow flowing on the upper and lower surfaces of the main wing. Negative pressure (lift) keeps the aircraft in the air and propels it forward. The propulsive wind produced by a propeller-type airplane is produced by the rotation of the propeller, so it is a swirling wind that flows backward.
One of the problems with prior art propeller-type winged airplanes is that this swirling wind adversely affects the flight of the airframe. For example, if the left-turning wind collides with the aircraft, the flight direction of the aircraft tends to tilt to the left, hindering stable flight.

FIG. 5 is a diagram showing, in an easy-to-understand manner, how the propulsion wind generated by the rotation of the propeller of a conventional propeller-type winged airplane becomes the left-handed wind. In FIG. 5, a propeller-type winged airplane is depicted very simply.
FIG. 6 is a diagram showing in an easy-to-understand manner the effect of left-hand turning wind on a propeller-type winged airplane in the prior art. Even in Figure 6, the propeller-type winged airplane is drawn in a very simplified manner.

As shown in FIG. 5, when the propeller rotates clockwise (as seen from the fuselage side), the propulsion wind generated by the propeller becomes a counterclockwise swirling flow (as seen from the fuselage side). When the aircraft flies in the left-hand turning current, the wind is received from the left side, and as shown in FIG.
In this way, the flow of propulsion air generated by the rotation of the propeller has a large vector component in the straight direction, but also has a lateral vector component from left to right. These propulsive airflows vary according to the rotational speed of the propeller and the angle of attack of the propeller blades.

Here, in a propeller-type airplane, it is necessary to increase or decrease the speed during takeoff and landing, or during flight navigation, and the rotational speed of the propeller must be changed variously.
Therefore, in the prior art, there has been known a "variable pitch mechanism" that varies the angle of attack of propeller blades (Patent Document 1: Japanese Patent Application Laid-Open No. 2018-47905, Patent Document 2: Japanese Patent Application Laid-Open No. 2021-147038). This variable pitch mechanism is a mechanism that adjusts the angle of attack of the propeller. If a variable pitch mechanism is installed, the propeller blades can be adjusted by taking into account the effects of multiple factors such as the torque obtained by the propeller, the thrust obtained by blowing the thrust backward from the propeller, and the friction received from the colliding air. angle of attack can be adjusted.

Also, in the prior art, as a countermeasure against the turning wind speed seen in this propeller aircraft, the vertical tail is turned to the right to take into account the effect of the flight direction turning to the left with respect to the propulsion direction. ] Or, it is also conceivable to devise a “propeller shaft bending correction” that tilts the propeller shaft to the right and adds side thrust so that it can hit the effect of bending to the left.

JP 2018-047905 A Japanese Patent Application Laid-Open No. 2021-147038

As described above, the propulsion wind obtained by the propeller type airplane becomes the left-hand turning wind that hits the left side of the fuselage as shown in FIGS. 5 and 6 . When the rotational speed of the propeller is increased in order to increase the flight speed of a propeller-type airplane, the swirling wind speed in the left direction also increases in the propulsive wind that is obtained.
Prior art "variable pitch mechanisms" are heavy, complex and costly. Therefore, many aircraft do not have a variable pitch mechanism and the angle of attack of the propeller is fixed.
The same is true for the conventional technology "curving correction by vertical tail" and "propeller shaft bending correction". It is necessary to change the angle accurately, but it is difficult because the structure to change according to the flight speed becomes complicated and the cost increases.
Therefore, there has been a demand for a method of canceling the effect of the left-hand circling wind, even if there is a change in the velocity of the left-hand circling wind due to a change in flight speed.

SUMMARY OF THE INVENTION The present invention has been devised in view of the above-mentioned conventional problems. To provide a flight stabilizer capable of canceling a swirling wind and a flying object equipped with the flight stabilizer.

In order to achieve the above object, the flight stabilizer of the present invention is attached to a flying object driven by the rotation of a propeller body having main blades, and reduces the influence of swirling wind generated by the main blades during flight. a stabilizing device that is mountable to the propeller body;
A plurality of short blades extending from the mounting portion, a rectifying body provided in the short blades to adjust the wind speed, and an arc partition attached to the outer peripheral tip of the short blades. The wind speed of the central wind that is generated by the blades and covers the fuselage of the airframe is adjusted by the straightening body to be slower than the wind speed of the thrust wind that is generated outside the central wind due to the rotation of the main blades of the propeller body, and The flight stabilizer is characterized in that the central wind is separated from the propulsive wind by an arc partition.

With the above configuration, the flight stabilizer of the present invention can cover the periphery of the fuselage with the central wind to separate it from the outer thrust wind, and can suppress the influence of the thrust wind on the fuselage. Only the forward propulsion force is applied to the fuselage through the propeller shaft from the propulsion wind, and the lift generated by the main wings is applied to the fuselage through the main wing frame, enabling stable flight.

The short blades also rotate according to the rotation of the propeller, but since the short blades are positioned near the center of rotation of the propeller, the rotation speed is sufficiently higher than the rotation speed near the outer circumference of the main blades. The swirling wind speed is sufficiently small for the central wind that is slow and flows backward. Therefore, the wind speed of the central wind is relatively slower than that of the propulsion wind, and from the view of the propulsion wind, it acts like a protective air mass that covers the surroundings of the fuselage, and it is possible to suppress the swirling wind of the propulsion wind from approaching the fuselage.

In the configuration of the flight stabilizer described above, the number of short blades is not limited and may be any number. Also, the number of main blades of the flying object is not limited and may be any number.
It is preferable that the number of the short blades and the extension positions thereof are adjusted so that the arrangement of the main blades and the short blades has a uniform angle on the circumference.
For example, in the case of a so-called "two-leaf propeller" that has two main blades and opens 180 degrees, if two short blades are provided, they are arranged at an angle that opens 90 degrees with respect to the main blades. Then, adjust so that a total of four blades, ie, the main blades and the short blades, are arranged with each opening 90 degrees.
For example, in the case of a so-called "two-leaf propeller" that has two main blades that open 180 degrees, if there are four short blades, the main blades can be opened at 60 degrees and 120 degrees. It is arranged at an angle, and adjusted so that a total of six blades, ie, the main blades and the short blades, are arranged with an opening of 60 degrees each.
Similarly, if there are two main blades and six short blades, the main blades and the short blades, a total of eight blades, should be adjusted so that they are opened 45 degrees each. In the case where there are four main blades and four short blades, a total of eight main blades and short blades should be adjusted so that they are opened 45 degrees each. Good luck.
With the above device, the main blades and the short blades rotate together in response to the rotation of the propeller. turbulence generated in the

Next, in the configuration of the flight stabilizer described above, it is preferable that the ratio of the length of the main blade to the length of the short blade is adjusted to 5:1 to 2:1. The above range is preferable as the range in which the speed of the central wind is lower than that of the driving wind and the wind speed difference between the central wind and the driving wind is generated. A range of 5:1 to 3:1 and a range of 4:1 to 3:1 are also preferred. Note that the ranges of 5:1 to 3:2 and 10:1 to 2:1, which are outside the range, are not excluded.

Next, as a device for the arc partition, the wall surface of the arc partition is provided with a curved surface from the front edge to the rear edge, and the curved surface extends from the front edge to the rear edge in the direction of propulsion of the projectile. It is preferable that the corners are provided so as to spread.
With the above configuration, the central wind is blown out so as to expand in the outer peripheral direction. In some cases, the height of the rear tail wing is larger than the diameter of the central wind generated behind the propeller. You can avoid being positioned or affected by swirling winds.

Next, as a devising of the straightening member, the straightening member is provided with one or more sets of an upright flange and a groove-shaped slit adjacent to the flange on the outer surface of the short blade. Preferably. Furthermore, it is preferable that the flange and the slit are formed at a predetermined angle of attack with respect to the direction of rotation.
With the above configuration, the wind speed of the central wind formed by the short blades is further reduced by the rectifying body, the wind speed of the central wind becomes slower when viewed from the propelling wind, and a wind speed difference between the central wind and the propelling wind is generated. The effectiveness of the protective air mass can be increased.

Next, the flying object of the present invention is obtained by mounting the flight stabilizer of the present invention having the above configuration on a propeller.
Examples of flying objects include propeller-type manned airplanes, propeller-type unmanned airplanes, propeller-type model airplanes, propeller-type manned helicopters, propeller-type unmanned helicopters, and propeller-type model helicopters.

According to the flight stabilizer of the present invention, by covering the periphery of the fuselage with the central wind, it is possible to prevent the fuselage from being affected by the thrust wind, which is the swirling wind, separated from the thrust wind.
The wind speed of the central wind is relatively slow compared to the propulsion wind, and from the propulsion wind's point of view, it acts like a protective air mass that covers the periphery of the fuselage, and can suppress the swirling wind of the propulsion wind from approaching the fuselage.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows simply the structural example of the flight stabilizer 100 of this invention. FIG. 3 is a diagram simply showing how the central wind generated by the flight stabilizer 100 of the present invention wraps around the fuselage of the aircraft; FIG. 4 is a diagram simply showing how the center wind suppresses the influence of the left-handed turning wind, which is the propelling wind generated by the main blade body 210 of the propeller body. The ratio of the length of the main blade 210 to the length of the short blade 120 (the diameter of the flight stabilizer 100) is simply illustrated from the front. FIG. 10 is a view showing in an easy-to-understand manner how propulsion wind generated by rotation of the propeller of a conventional propeller-type winged airplane becomes counterclockwise turning wind. FIG. 10 is a diagram that clearly shows the effect of a left-hand turning wind on a propeller-type winged airplane in the prior art.

Hereinafter, embodiments of the flight stabilizer of the present invention will be described with reference to the drawings. However, the technical scope of the present invention is not limited to the specific applications, shapes, dimensions, etc. shown in the following embodiments.

As Example 1, a configuration example of a flight stabilizer 100 of the present invention is shown.
The flight stabilizer 100 is mounted on a flying object 200 driven by rotation of a propeller body having two or more main blade bodies 210 .
FIG. 1 is a diagram simply showing a configuration example of a flight stabilizer 100 of the present invention.
As shown in FIG. 1 , the flight stabilizer 100 has a configuration including a mounting portion 110 , short blades 120 , rectifiers 130 , and arc partitions 140 . Note that FIG. 1 also shows a main blade body 210 (only a portion near the flight stabilizer 100), which is the propeller of the flying object 200 to which the flight stabilizer 100 is attached.

Set up each component.
The mounting part 110 is an attachment that can be mounted on the propeller body of the flying object 200 . Any attachment that does not interfere with the rotation of the propeller body of the flying object 200 and can rotate together with the rotation of the propeller body of the flying object 200 may be used. In this example, it has a notched shape that can be fitted with the outer shape of the main blade 210 of the propeller body of the flying object 200 near the center. It is fitted and mounted by putting it on. Although not shown in FIG. 1, it may be screwed to the vicinity of the center of the main blade body 210 of the propeller body of the flying object 200 so as to be detachable.

The short blade body 120 is a plurality of short blade bodies extending from the mounting portion 110 toward the outer periphery. The short blades 120 are arranged so as to have a predetermined angle of attack with respect to the plane of rotation of the propeller, and as will be described later, can form a central wind that serves as a propelling wind in accordance with the rotation of the propeller. It's becoming
The short blade 120 is provided with a rectifier 130 on its outer surface, and an arc partition 140 is attached to its outer peripheral edge.

The number of short blades may be any number without limitation.
The extension points of the short blades 120 are adjusted so that the arrangement positions of the main blades 210 and the short blades 120 form a uniform angle on the circumference.
The example of FIG. 1 is an example of a so-called "two-leaf propeller" in which two main blades 210 are opened 180 degrees, and four short blades 120 are provided. In this case, the short blades 120 are arranged at angles of 60 degrees and 120 degrees between the main blades, and as shown in FIG. are arranged to open evenly by 60 degrees.
Although illustration is omitted, similarly, if two short blades 120 are arranged, they are arranged at an angle of 90 degrees with respect to the main blade 210, and a total of four main blades and short blades are arranged. should be adjusted so that the blades are evenly opened by 90 degrees. Also, although illustration is omitted, similarly, if there are six short blades, a total of eight main blades and short blades are adjusted so that they are opened 45 degrees each. do it.
If it is a so-called “four-leaf propeller” with four main blades and four short blades, the total of eight main blades and short blades will be 45 degrees. It should be adjusted so that they are evenly opened one by one.
In this way, if the main blades and the short blades are arranged at the same angle with respect to the rotation axis, it is possible to generate a central wind that becomes a propelling wind uniformly, and the turbulent flow that occurs inside the central wind. becomes smaller.
It should be noted that propellers such as helicopters may also be considered in the same way.

Next, the rectifier 130 is provided on the outer surface of the short blade 120 to adjust the wind speed. This rectifier adjusts the central wind, which is the propelling wind generated behind the flight stabilizer 100, to slow down.
As an example of the shape of the rectifier, there is one having a flange 131 erected on the outer surface of the short blade 120 . If the flange 131 is formed with a predetermined angle of attack with respect to the direction of rotation of the propeller, the flange 131 will give resistance to the air flow generated on the surface due to the rotation of the short blade 120 by the angle of attack. As a result, the central wind, which is the propelling wind generated by the short blade body 120, can be adjusted to be slow.

Here, if the height of the flange 131 is too high, air resistance will occur as the flying object flies, leading to loss of propulsion energy. Like the flange 131, the groove-like slit 132 adjacent to the flange also gives resistance to the air flow generated on the surface of the short blade 120 by the angle of attack, and the propulsive wind generated by the short blade 120. You can adjust the central wind slow.
These flanges 131 and slits 132 can be provided as a set, or one or more sets can be provided. In the example of FIG. 1, four sets (four rows) are provided.

The flange 131 and the slit 132 can also be configured to be similar to those of the short blades 120 and provided at corresponding locations of the main blades 210 (same positions as the short blades 120 when viewed from the propeller shaft). Since a part of the center wind is also formed from the corresponding part of the main blade body 210 (same position as the short blade body 120 when viewed from the propeller axis), it is preferable to generate a circularly homogeneous center wind. It is from. If there is a possibility that the flying object flies with the flight stabilizer 100 of the present invention removed, the provision of the flange 131 and the slit 132 in the main blade 210 may become an obstacle. If it is assumed that the flight stabilizer 100 of the present invention is attached to the main blade body 210, it is preferable to provide the flange 131 and the slit 132 in the main blade body 210 as well. Of course, the main blade body 210 may also be used in such a way that a type with the flange 131 and the slit 132 and a type without the flange 131 and the slit 132 are prepared and replaced as appropriate.
In this way, the straightener 130 can adjust the thrust wind (central wind) generated by the short blades 120 to be relatively slower than the thrust wind generated by the main blades 210, as will be described later. .

The arc-shaped partition 140 is an arc-shaped partition attached to the tip of the outer circumference of the short blade 120 . The trajectory drawn by the arc partition 140 as the propeller rotates is a circular trajectory centered on the propeller shaft. The arc partitioning body 140 partitions so that the short blades 120 are positioned on the inner peripheral side and the main parts of the main blades 210 are positioned on the outer peripheral side. Of the main blades 210 , the inner peripheral side closer to the propeller shaft is located on the inner peripheral side of the arc partition 140 . Even if this area exists, if the rotation speed of the propeller increases, the partition effect of the arc partition 140 can be produced in a circular fashion.
In this way, the arc partition 140 makes it easier for the central wind, which is the propulsive wind generated by the short blades 120, and the propulsive wind generated by the main blades 210 to flow rearward while being separated from each other.

The central wind generated by the short blades 120 is slow, and the propulsion wind generated by the main blades 210 is fast. By installing it at the rear, even if the two are approaching at the rear, the central wind will flow as a kind of mass of air, and it will work like a protective air mass that covers the surroundings of the fuselage, preventing the swirling wind of the propulsion wind from approaching the fuselage. can be suppressed.

Here, further ingenuity in the arc partition 140 will be described.
As shown in FIG. 1, the wall surface of the circular arc wall surface 140 has a curved surface from the front edge to the rear edge. shall be established. In the example of FIG. 1, the angle of attack of the curved surface of the wall surface of the arcuate wall surface body 140 is further widened with respect to the direction of propulsion as the propeller rotates. It is devised so that the central wind generated with rotation spreads.

Next, the movement of the central wind and the thrust wind during flight with the flight stabilizer 100 attached to the propeller of the flying object 200 will be described.
FIG. 2 is a diagram simply showing how the central wind generated by the flight stabilizer 100 of the present invention wraps around the fuselage of the aircraft. In FIG. 2, the flying object 200 is an example of a propeller-type winged airplane, and the airplane is very simplified.
FIG. 3 is a diagram simply showing how the influence of the left turning wind, which is the propulsive wind generated by the main blades 210 of the propeller body generated outside, is suppressed by the central wind covering the fuselage. be. In FIG. 3 as well, the flying object 200 is an example of a propeller-type winged airplane, and the airplane is depicted in a very simplified manner.

As shown in FIG. 2, the propeller rotation of the flying object 200 forms two types of propulsion winds with different velocities and flow areas. A central wind 101 and a driving wind 201 generated by the main blade body 210 flowing outside the central wind are formed. The central wind 101 is generated by the short blades 120 later than the motive wind 201 and is straightened later by the straighteners 130 on the outer surface of the short blades 120 . The central wind flows backward while covering the surroundings of the fuselage to protect it.

On the other hand, the propelling wind generated by the main blade body 210 is originally a left-handed turning wind, but since the airframe is covered with a low-speed central wind inside, it cannot approach the center direction (aircraft direction). It can be seen that compared to the conventional swirling wind without the flight stabilizer 100 of the invention (the conventional swirling wind before compensation shown in FIG. 5), the swirl is compensated to be smaller and flows backward.

FIG. 3 simply shows the above effect from above.
As shown in FIG. 3, the central wind 101 generated by the flight stabilizer 100 of the present invention spreads at a relatively slower speed than the outer propulsion wind 201 and wraps around the fuselage while flowing rearward. The propelling wind 201 generated by the body 210 is a left turning wind (a turning wind that blows on the fuselage from the left), but since the central wind exists in the center so as to wrap the fuselage, it is difficult to get close to the fuselage side. , compared to the conventional swirling wind without the flight stabilizer 100 of the present invention (conventional swirling wind before compensation shown in FIG. 5), the swirl is compensated to be smaller and flows backward.

Next, the length ratio of the short blades 120 to the main blades 210 will be described. In other words, this ratio is also the ratio of the diameter of the rotational trajectory drawn by the outer periphery of the main blade body 210 of the propeller and the diameter of the rotational trajectory drawn by the arc partition 140 .
The ratio between the length of the main blade 210 and the length of the short blade 120 is not limited, but the central wind is obtained so as to cover the fuselage, and the main blade 210 forms a propulsive wind that can obtain sufficient propulsive force. should be within the range of
Therefore, it is preferable to adjust the ratio of the length of the short blades 120 to the length of the main blades 210 to 5:1 to 2:1.

FIG. 4 is a simplified front view of the ratio of the length of the main blade 210 to the length of the short blade 120 (the diameter of the flight stabilizer 100) as a ratio of the sizes of the main blade and the flight stabilizer. It is what I did.
First, as an upper limit, the speed of the generated thrust air depends on the circling speed of the main blade body 210 of the propeller, and the circulating speed of the surface of the main blade body 210 increases as it approaches the outer periphery. In other words, the main portion that generates the propulsion wind is near the outer periphery of the main blade body 210 .
Therefore, the ratio of the length of the main blade body 210 to the length of the short blade body 120 (the diameter of the flight stabilizer 100) when the length of the short blade body 120 is secured as long as possible is shown in FIG. As shown, dividing the outer half of the main blade 210 and the remaining inner half is an appropriate range (that is, the ratio of the length of the main blade 210 to the length of the short blade 120 is 2). : 1).

Next, as the lower limit, since the wind energy of the propulsive wind to be generated also depends on its cross-sectional area, considering that the cross-sectional area of the propulsive wind should be large, the length of the main blade body 210: the short blade body As shown in FIG. 4(b), the ratio of the length of 120 (the diameter of the flight stabilizer 100) is an appropriate range to divide the outer 4/5 of the main blade body 210 and the remaining inner 1/5. (That is, the ratio of the length of the main blade 210 to the length of the short blade 120 is 5:1).
That is, the ratio of the length of the short blades 120 (the diameter of the flight stabilizer 100) to the length of the main blades 210 is preferably adjusted to 5:1 to 2:1.

Considering the size of the central wind that covers the fuselage generated by the short blade bodies 120 and the balance between the wind velocity and the wind energy of the propulsive wind obtained by the main blade bodies 210, the range of the ratio is further narrowed down to the main blades. Further, the ratio of the length of the short blade body 120 to the length of the body 210 is preferably in the range of 5:1 to 3:1, more preferably in the range of 4:1 to 3:1. Note that the ranges of 5:1 to 3:2 and 10:1 to 2:1, which are outside the range, are not excluded.

The configuration example of the flight stabilizer 100 of the present invention and the flight stabilization effect obtained by the flying object 200 to which the flight stabilizer 100 of the present invention is attached have been described above.

Here, the flight stabilizer 100 of the present invention can be applied to flying objects 200 having various propeller-type propulsion mechanisms.
For example, a propeller-type manned airplane, a propeller-type unmanned airplane, a propeller-type model airplane, a propeller-type manned helicopter, a propeller-type unmanned helicopter, a propeller-type model helicopter, and the like are possible. In addition, any flying object having a propeller-type propulsion mechanism can be attached.

While the preferred embodiment of the flight stabilizer of the present invention has been illustrated and described, it will be appreciated that various modifications can be made without departing from the scope of the invention.

The present invention can be widely applied to propeller-type manned airplanes, propeller-type unmanned airplanes, propeller-type model airplanes, propeller-type manned helicopters, propeller-type unmanned helicopters, propeller-type model helicopters, and the like.

REFERENCE SIGNS LIST 100 flight stabilizer 110 mounting portion 120 short blade 130 rectifier 140 arc partition 200 flying object 210 main blade

Claims (8)

A flight stabilizer mounted on a flying object driven by the rotation of a propeller body having a main blade body to reduce the influence of a swirling wind generated by the main blade body,
a mounting portion that can be mounted on the propeller body;
a plurality of short blade bodies extending from the mounting portion;
a rectifying body that is provided on the short blade body and adjusts the wind speed;
An arc partition attached to the outer peripheral tip of the short blade,
The wind speed of the central wind generated by the short blades and covering the fuselage is adjusted by the straightening body to be slower than the wind speed of the propulsive wind generated outside the central wind by the rotation of the main blades of the propeller body. ,
A flight stabilizer, wherein the central wind is separated from the propulsive wind by the arc partition. 2. The flight stabilizer according to claim 1, wherein the extension points of the short blades are adjusted so that the main blades and the short blades are arranged at a uniform angle on the circumference. . 3. A flight stabilizer according to claim 1, wherein the ratio of the length of said main blade to the length of said short blade is adjusted to 5:1 to 2:1. A wall surface of the arc partition is provided with a curved surface from the front edge to the rear edge, and the curved surface is provided so that the angle of attack with respect to the propelling direction of the projectile increases from the front edge to the rear edge. The flight stabilizer according to any one of claims 1 to 3, characterized by: 5. The rectifier is provided with one or more sets of an upright flange and a groove-shaped slit adjacent to the flange on the outer surface of the short blade. The flight stabilizer according to any one of . 6. A flight stabilizer according to claim 5, wherein said flange and said slit are formed at a predetermined angle of attack with respect to the direction of rotation. A flying object having a propeller equipped with the flight stabilizer according to any one of claims 1 to 6. 8. The flying object according to claim 7, wherein the flying object is one of a propeller-type manned airplane, a propeller-type unmanned airplane, a propeller-type model airplane, a propeller-type manned helicopter, a propeller-type unmanned helicopter, and a propeller-type model helicopter.

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