JP3207691U - Model airplane - Google Patents

Abstract

The present invention provides a model airplane that can be easily made as a paper model airplane and can be raised vertically at the time of injection, and as a result, a long flight time can be secured. A model airplane having a fuselage part, a main wing fixed to the fuselage part, and a leading wing provided on the nose side of the main wing of the fuselage part. 12 is formed as a forward wing, the front surface portion is formed by a flat surface, and a main wing protrusion 41 protruding in the back surface direction is disposed in front of the back surface in the wing width direction. In the front in the wing width direction, a leading wing protrusion 42 protruding in the direction of the back surface is disposed. [Selection] Figure 1

Description

  The present invention relates to improvement of a model airplane.

  2. Description of the Related Art Conventionally, model airplanes that fly with a propulsive force applied to a fuselage by a so-called rubber pachinko or the like, in which one end of a rubber string is fixed to a bar, are not limited to hobbies and are popular as competition targets. In a model airplane competition, it is required to fly a model airplane over a long flight time.

  In order to obtain a long flight time, it is necessary to launch the model airplane as high as possible at the time of injection to ensure the height first, and then to glide gently to ensure the flight time. Therefore, after launching a model airplane in the vertical direction at the time of injection to ensure a predetermined altitude, it has been desired to fly so as to move to the glide.

  Here, in the case of a conventional model airplane, in order to obtain lift, the wing cross-sectional shape of the main wing is formed in an arc shape at the front end edge, and thereafter, a contour line consisting of a gentle curve is drawn, and the rear end The edge portion is formed in an acute angle shape, and a so-called angle of attack is provided, and the front end edge portion is disposed above the rear end edge portion.

Even if such a general wing-type model airplane is launched in the vertical direction at the time of injection, lift is generated on the wing during ascending, and it is necessary to follow a flight trajectory that always reverses upward while drawing an arc. It was.
Therefore, there is a problem that the flight altitude cannot be sufficiently secured at the time of injection, and as a result, the flight time is shortened.

  Therefore, in the past, the applicant of the utility model registration was a model airplane having a fuselage, a main wing fixed to the fuselage, and a leading wing provided on the fuselage on the nose side of the main wing. The main wing is formed with a flat back surface, and the front surface bulges upward at the front end in the wing width direction and has a large thickness, and the thickness increases toward the rear end side in the wing width direction. The entire cross section is formed in a triangular shape with gradually decreasing dimensions, and the front wing is formed with a flat back surface, and the front surface of the front wing bulges upward in the wing width direction and has a thickness dimension. An application has been filed for a model airplane that is large and has a cross-sectional shape formed by a curve whose thickness dimension gradually decreases toward the rear end side in the wing span direction (Patent Document 1). ).

  However, in Patent Document 1, it is difficult to make the main wing and the tail wing made of paper because the transverse cross-sectional shape of the main wing and the tail wing has a three-dimensional feature composed of the above triangles and curves. There was a bug.

Utility Model Registration No. 3192450

  Therefore, the technical problem of the present invention is to provide a model airplane that can easily make a wing as a paper model airplane and can be raised vertically at the time of injection, and as a result can ensure a long flight time. There is to do.

  In order to solve the above-mentioned problem, in the device according to claim 1, a fuselage part, a main wing fixed to the fuselage part, and a leading wing provided on the nose side of the main wing of the fuselage part The main wing is formed as a forward wing, the front surface portion is formed by a flat surface, and the main wing protrusion protruding in the back surface direction is arranged in front of the back surface in the wing width direction. A leading wing protrusion protruding in the direction of the back surface is disposed in front of the back surface of the front wing in the wing width direction.

  Accordingly, the main wing protrusion is disposed in front of the back surface of the main wing in the width direction, and the front wing protrusion is disposed in front of the back of the front wing in the width direction. In addition, a step portion is formed between the front side in the blade width direction and the rear side in the blade width direction of the back surface portion of the leading wing.

The applicant of the utility model registration of the present invention is that the model airplane according to claim 1 generates little lift in the Re (Reynolds) state above the transition point and generates lift only in the Re (Reynolds) state lower than the transition point. The experimental results are obtained.
Here, since such experimental results are difficult to explain in Bernoulli's theorem, it was assumed that the wing lift generation factor was a turbulent boundary layer or a vortex.
That is, in the case of Re above the transition point, the air flows along the blade, but the difference in the flow velocity of the air flowing on the blade upper surface and the blade lower surface at this time hardly generates lift.
On the other hand, in the case of Re lower than the transition point, the air is cut by the step portion formed on the back surface of the blade, and the air flowing on the lower surface of the blade does not flow along the blade, generating a vortex. . At this time, it is possible to explain that the energy of the fluid causes a difference in flow velocity due to the generation of vortices, and as a result, the lift is generated by blowing down.
Re is the ratio of the viscous force and inertial force of air called Reynolds number, and the state of the air flow changes between turbulent flow and laminar flow at the transition point. At a relatively high Re above the transition point, laminar flow occurs, and at Re lower than the transition point, turbulent flow occurs.
Therefore, in the model airplane according to claim 1, the wing in which the step portion is formed is configured as the vortex wing as described above.

  The invention according to claim 2 is characterized in that the leading wing protrusion is disposed rearward by a predetermined dimension from the front end of the leading wing.

According to a third aspect of the present invention, the leading wing is fixed to the front end of the fuselage, the main wing is fixed to the rear end of the fuselage, and the main wing of the fuselage is The fixed part is provided with a vertical tail that projects downward from the body part.
Therefore, the dynamic stability in the horizontal direction about the yaw direction, that is, the vertical axis is improved.

According to a fourth aspect of the present invention, the fuselage portion is arranged on substantially the same plane as the main wing, and is composed of a planar hexagonal fin that has a rear end portion reaching the rear end portion of the fuselage portion. It is characterized in that a strake is provided.
Stroke is a fin provided on the side of an aircraft fuselage or nose. Therefore, the above-described stroke generates lift and improves the dynamic stability in the pitch direction, that is, in the plane about the left and right axes.

  The invention according to claim 5 is characterized in that a ridge portion is provided along a blade length direction on a surface portion of the leading wing.

In the invention according to claim 6, it is provided that winglets formed of fins bent toward the surface portion of the leading wing are provided at both ends in the blade length direction of the leading wing. Features.
A winglet is a small wing that is typically attached to the main wing tip of an aircraft. Therefore, the winglet as described above reduces the drag force related to the leading wing and improves the dynamic stability in the pitch direction, that is, in the plane about the left and right axes.

In the model airplane according to claim 1, the main wing protrusion in the wing width direction front of the back surface of the main wing, the leading wing protrusion in the wing width direction forward of the back surface of the leading wing, By arranging each, a step portion is formed between the front and back in the wing width direction of the back surface of the main wing and the leading wing, for example, in the main wing and the leading wing, The main wing protrusion and the tail wing protrusion can be formed by sticking paper, respectively.
Therefore, in the conventional model airplane, there is a problem that it is difficult to make the main wing and the tail wing made of paper because the cross-sectional shape of the wing has a three-dimensional feature made of triangles and curves. On the other hand, in the model airplane according to the first aspect, the main wing and the leading wing can be easily made of paper.

Further, since the main wing and the leading wing having the stepped portion are configured as a vortex wing, in the high speed state (Re above the transition point), almost no lift is generated in the wing, and the low speed state ( At Re), which is lower than the transition point, lift occurs on the wing.
Therefore, almost no lift is generated on the wing in the high speed state at the time of injection, and therefore, even when the model airplane is injected in the vertical direction, it can be raised straight. After that, when the speed decreases due to the decrease of the ascending propulsion force due to gravity, lift is generated on the wing, and the aircraft can fly to the glide posture while slowly lowering the altitude.

  From the above, in the model airplane according to claim 1, the wing can be easily made as a paper model airplane and can be raised vertically at the time of injection, and as a result, a long flight time is ensured. A model airplane can be provided.

  Further, in the model airplane according to claim 1, since it is configured as a leading wing aircraft provided with a trailing wing provided on the nose side of the main wing on the fuselage as described above, In addition, since the center of pressure is located behind the center of gravity, high stability of the fuselage can be obtained when vertically rising. As a result, a wider design width can be secured as compared with a model airplane having a tail at the rear of the fuselage.

  Further, in the model airplane according to claim 1, since the main wing is a forward wing, in a low speed state (Re lower than the transition point), vortices generated in the main wing have both ends in the main wing length direction. It converges toward the blade fixing part direction from the part to the body part, and a larger lift can be generated. As a result, the descending speed in the glide posture can be reduced, and the flight time can be secured longer.

The model airplane according to claim 2 is characterized in that the leading wing protrusion is arranged to be spaced apart from the front end of the leading wing by a predetermined distance.
Providing the front wing with an upward mounting angle with respect to the fuselage body is not advantageous in terms of vertical stability in terms of dynamic stability. Therefore, the present inventor tried to make a difference in lift inclination by the vortex blade regardless of the mounting angle, and confirmed that this can be achieved by the apparatus as described above.
Therefore, by providing the protrusions as described above, the dynamic stability in the pitch direction is improved.
In the model airplane according to the second aspect, since the dynamic stability in the pitch direction can be improved and the pitching can be suppressed, stable flight in a glide posture is possible. Therefore, it can fly stably even in places where the air current is disturbed, such as outdoors.

  In the model airplane according to the third aspect, since the vertical tail can improve the dynamic stability in the yaw direction and suppress yawing, stable flight in a glide posture is possible. Therefore, it can fly stably even in places where the air current is disturbed, such as outdoors. It also has a role as a cushioning material to prevent the fuselage and other wings from being damaged by impact during landing.

  In the model airplane according to claim 4, lift is generated by the strake provided in the fuselage, and dynamic stability in the pitch direction can be improved. Therefore, it is possible to reduce the descending speed in the glide posture, to secure a longer flight time, and to stably fly even in places where the air current is disturbed, such as outdoors.

In the model airplane according to claim 5, the surface portion of the leading wing is provided with a ridge portion along the wing length direction. Therefore, in the case of Re lower than the transition point, The air flowing through the surface portion collides with the ridge portion and flows backward while getting over.
Therefore, lift can be generated by a simple configuration in which a protrusion is provided on the surface of the leading wing, similar to a wing having a so-called camber in which the cross-sectional shape of the wing bulges upward.

In the model airplane according to claim 6, while the winglet provided at both ends in the wing length direction of the leading wing reduces the drag force on the leading wing, the pitch direction, that is, the left and right as the axes. It is possible to improve the dynamic stability in the in-plane.
As a result, stable flight in a glide posture is possible. Therefore, it can fly stably even in places where the air current is disturbed, such as outdoors.

FIG. 1 is a perspective view of a model airplane according to an embodiment of the present invention as viewed obliquely from behind with respect to the flight direction. FIG. 2 is a perspective view of an embodiment of a model airplane according to the present invention as viewed from an oblique back surface direction. FIG. 3 is a plan view showing an embodiment of a model airplane according to the present invention. FIG. 4 is a side view of a model airplane according to an embodiment of the present invention viewed from the front. FIG. 5 shows an embodiment of a model airplane according to the present invention, where (a) is a cross-sectional view of the main wing taken along line AA in FIG. 3, and (b) is a cross-sectional view of the leading wing taken along line BB in FIG. FIG. 6A and 6B are plan views showing only the main wing protrusion, and FIG. 6B is a plan view showing only the strake, in an embodiment of the model airplane according to the present invention.

  Hereinafter, a model airplane according to an embodiment of the present invention will be described in detail with reference to the drawings.

As shown in FIGS. 1 to 5, a model airplane 10 according to the present embodiment is provided with a fuselage portion 11, a main wing 12 fixed to the fuselage portion 11, and the fuselage portion 11 closer to the nose than the main wing 12. And a leading wing 13.
In the present embodiment, the fuselage unit 11 is made by processing a piece of wood, while the main wing 12 and the leading wing 13 are made of cardboard, and the fuselage in the plan view of the model airplane 10 (see FIG. 3). It is bonded and fixed to the body part 11 so as to be line symmetric with respect to the axis of the part 11.

As shown in FIGS. 1 to 5, the main wing 12 according to the present embodiment is formed as a forward wing, the front surface portion 20 a is formed by a flat surface, and the back surface portion 19 a is formed on the front surface 21 a in the blade width direction of the back surface portion 19 a. A main wing protrusion 41 protruding in the direction is disposed.
As shown in FIGS. 1 to 5, a leading blade protrusion 42 that protrudes in the direction of the back surface 19 b is disposed on the front 21 b in the blade width direction of the back surface 19 b of the leading blade 13 according to the present embodiment.
As a result, as shown in FIG. 5, a stepped portion 48 a is formed between the blade width direction front 21 a and the blade width direction rear 22 a of the back surface portion 19 a of the main wing 12, and the blade width direction front of the back surface portion 19 b of the leading blade 13. Step portions 48b are respectively formed between the blade 21b and the blade width direction rear portion 22b.

  As shown in FIGS. 2 and 5, the leading wing protrusion 42 according to the present embodiment is disposed away from the front end 40 b of the leading wing 13 by a predetermined distance L1 rearward.

  As shown in FIGS. 1 to 5, in the model airplane 10 according to the present embodiment, the leading wing 13 is fixed to the distal end portion 15 of the fuselage portion 11, and the main wing 12 is the rear end of the fuselage portion 11. A vertical tail 16 having a substantially inverted trapezoidal side surface is provided at a portion fixed to the portion 14 and to which the main wing 12 of the body 11 is fixed.

  As shown in FIGS. 1 to 5, the body portion 11 according to the present embodiment is arranged on the substantially same plane as the main wing 12, and as shown in FIG. 6, the rear end portion 17 is the rear end of the body portion 11. A strake 18 made of a substantially hexagonal flat plane reaching the portion 14 is provided.

  As shown in FIGS. 1, 3 and 5, the surface portion 20b of the leading blade 13 according to the present embodiment is provided with ridges 43, 43 along the blade length direction.

  Further, as shown in FIGS. 1 and 3, the blade length direction both ends 28, 28 of the leading blade 13 according to the present embodiment are formed from fins bent in the direction of the surface portion 20 b of the leading blade 13. Winglets 44, 44 are provided.

The configuration of the model airplane 10 according to the present embodiment will be described in more detail with reference to the accompanying drawings.
As shown in FIGS. 1-5, the trunk | drum 11 which concerns on this Embodiment is formed in square pillar shape.
The strake 18 according to the present embodiment is made of cardboard, and as shown in FIG. 4, is attached and fixed to the body portion 11 with an adhesive so that the angle with the blade fixing surface is 24 degrees. As shown in FIG. 4, the main wing 12 is fixed to the strake 18 in the wing fixing portion 27 via the main wing protrusion 41, so that the angle α between the wing fixing surface and the wing surface of the main wing 12 becomes 24 degrees. In this way, the body 11 is fixed.

  As shown in FIGS. 4 and 5, the main wing 12 and the leading wing 13 are fixed to the body portion 11 on the same plane.

Moreover, as shown in FIGS. 1-3, the main wing | blade 12 which concerns on this Embodiment is formed so that it may become narrow in the plane from the wing | blade fixing | fixed part 27 to a wing tip.
Further, as shown in FIG. 3, the angle β between the front end portion 40a of the main wing 12 according to the present embodiment and the axial direction of the body portion 11 is formed to be about 45 degrees.

As shown in FIGS. 2 and 6, the main wing protrusion 41 according to the present embodiment is made of cardboard, and the front surface and the back surface are respectively the main wing 12 and the strake 1.
A main body 45 bonded and fixed to the main body 8, and main wing reinforcements 46 and 46 which extend from the main body 45 and are bonded and fixed along the front end portion 40a of the main wing 12 up to both ends of the main wing 12 in the blade length direction. And have.

  Further, as shown in FIG. 2, the leading wing protrusion 42 according to the present embodiment is produced by forming a cardboard in a plane substantially arrow shape, and is stuck and fixed to the back surface portion 19b of the leading wing 13 with an adhesive. ing. As shown in FIGS. 2 and 5, the leading end protruding portion front end portion 26 according to the present embodiment is formed to match the shape of the leading end portion 40 b of the leading end blade 13 in the width direction.

  As shown in FIGS. 1 to 5, the leading blade 13 according to the present embodiment is formed in a planar pentagon shape, and the blade width direction front end portion 40 b of the leading blade 13 has blade length direction both end portions 28, 28. It has a receding angle that recedes toward.

The model airplane 10 according to the present embodiment is composed of the above-described parts, and as a whole, the center of gravity 29 is in the vicinity of the center of the body 11 in the axial direction and slightly to the left in the flight direction. It is adjusted by a weight (not shown) provided on the head. Further, as shown in FIG. 1, the pressure center 30 at the time of vertical ascent is formed behind the center of gravity 29 in the flight direction.
Here, the pressure center 30 at the time of vertical rise means the center of lift with respect to the crosswind.

Hereinafter, the operation of the model airplane 10 according to the present embodiment will be described with reference to the accompanying drawings.
As shown in FIGS. 1 to 5, the main wing 12 according to the present embodiment is formed as a forward wing, the front surface portion 20 a is formed by a flat surface, and the back surface portion 19 a is formed on the front surface 21 a in the blade width direction of the back surface portion 19 a. A main wing protrusion 41 protruding in the direction is disposed.
As shown in FIGS. 1 to 5, a leading blade protrusion 42 that protrudes in the direction of the back surface 19 b is disposed on the front 21 b in the blade width direction of the back surface 19 b of the leading blade 13 according to the present embodiment.
As a result, as shown in FIG. 5, a stepped portion 48 a is formed between the blade width direction front 21 a and the blade width direction rear 22 a of the back surface portion 19 a of the main wing 12, and the blade width direction front of the back surface portion 19 b of the leading blade 13. Step portions 48b are respectively formed between the blade 21b and the blade width direction rear portion 22b.
Accordingly, the main wing 12 and the leading wing 13 having the stepped portion 48a and the stepped portion 48b are configured as vortex wings, so that in the high speed state (Re above the transition point), almost no lift is generated in the wings. In a low speed state (Re lower than the transition point), lift occurs on the wing.
Accordingly, in the high speed state at the time of injection, almost no lift is generated on the wing, so that even when the model airplane 10 is injected in the vertical direction, it can be raised straight. After that, when the speed decreases due to the decrease of the ascending propulsion force due to gravity, lift is generated on the wing, and the aircraft can fly to the glide posture while slowly lowering the altitude.

  From the above, in the model airplane 10 according to the present embodiment, the wing can be easily created as a paper model airplane, and can be raised vertically at the time of injection, thereby ensuring a long flight time. A model airplane can be provided.

  Further, the model airplane 10 according to the present embodiment is configured as a leading wing aircraft provided with the trailing wing 13 provided on the nose side of the main wing 12 in the fuselage portion 11 as described above. Since the pressure center 30 is located on the rear side of the center of gravity 29 with respect to the flight direction, high stability of the airframe can be obtained when vertically rising. As a result, a wider design width can be secured as compared with a model airplane having a tail at the rear of the fuselage.

  In the model airplane 10 according to the present embodiment, since the main wing 12 is a forward wing, the vortex generated in the main wing has a main wing length in a low speed (Re lower than the transition point) state. It is possible to converge toward the wing fixing part 27 from both ends in the direction toward the body part 11 and generate a higher lift force. As a result, the descending speed in the glide posture can be reduced, and the flight time can be secured longer.

As shown in FIGS. 2 and 5, in the model airplane 10 according to the present embodiment, the leading wing protrusion 42 is disposed away from the front end portion 40 b of the leading wing 13 by a predetermined distance rearward. Yes.
Providing the front wing 13 with an upward mounting angle with respect to the fuselage body is not advantageous in terms of vertical stability in terms of dynamic stability. Therefore, the present inventor tried to make a difference in lift inclination by the vortex blade regardless of the mounting angle, and confirmed that this can be achieved by the apparatus as described above.
Therefore, with the above configuration, dynamic stability in the pitch direction can be improved.
In the model airplane 10 according to the present embodiment, dynamic stability in the pitch direction can be improved and pitching can be suppressed, so that stable flight in a glide posture is possible. Therefore, it can fly stably even in places where the air current is disturbed, such as outdoors.

  Further, in the model airplane 10 according to the present embodiment, the vertical tail 16 can improve the dynamic stability in the yaw direction and suppress yawing, so that stable flight in a glide posture is possible. Therefore, it can fly stably even in places where the air current is disturbed, such as outdoors. It also has a role as a cushioning material to prevent the fuselage and other wings from being damaged by impact during landing.

  In the model airplane 10 according to the present embodiment, lift can be generated by the strakes 18 provided in the body part 11, and dynamic stability in the pitch direction can be improved. Therefore, it is possible to reduce the descending speed in the glide posture, to secure a longer flight time, and to stably fly even in places where the air current is disturbed, such as outdoors.

As shown in FIGS. 1, 3, and 5, in the model airplane 10 according to the present embodiment, the protrusions 43, 43 are formed on the surface portion 20 b of the leading wing 13 along the wing length direction. Therefore, in the case of Re lower than the transition point, the air flowing through the surface portion 20b collides with the ridges 43, 43 and flows backward while getting over.
Accordingly, lift can be generated by a simple configuration in which the protrusions 43 and 43 are provided on the surface portion 20b of the leading wing 13 in the same manner as a wing having a so-called camber in which the cross-sectional shape of the wing bulges upward. it can.

As shown in FIGS. 1 and 3, in the model airplane 10 according to the present embodiment, the leading wing is provided by winglets 44, 44 provided at the wing length direction end portions 28, 28 of the leading wing 13. 13 can be reduced, and dynamic stability in the pitch direction, that is, in a plane with the left and right axes as axes, can be improved.
As a result, stable flight in a glide posture is possible. Therefore, it can fly stably even in places where the air current is disturbed, such as outdoors.

  In addition, the model airplane 10 according to the present embodiment can be manufactured by processing a piece of wood or cardboard into a predetermined shape and fixing it with an adhesive. It can be repaired easily even if it is damaged.

  In addition, as described above, the center of gravity 29 is near the center in the axial direction, and the pressure center 30 at the time of vertical rise is formed behind the center of gravity 29 in the flight direction. The stability of the aircraft at high speed (Re above the transition point) can be improved.

  The main wing 12 is fixed at an attachment angle α of 24 degrees with respect to the wing fixing surface, and further has a vertical tail 16 extending below the fuselage 11, so that when viewed from the flight direction, As shown in FIG. 4, the two main wings 12 and the vertical tail 16 protrude from the body 11 in three directions at approximately equal angles, so that the dynamic stability in the roll direction can be improved. It is advantageous.

  In the model airplane 10 according to the present embodiment, air flows along the wing in a high speed (Re above the transition point) state due to the cross-sectional shape of the wing. The difference in the flow velocity of the vortex hardly generates lift, while in a low speed state (Re lower than the transition point), vortex generates lift.

  Therefore, in the state of high speed (Re above the transition point) immediately after the model airplane 10 is injected directly above with a rubber pachinko or the like, it can be vertically raised while maintaining the stability of the aircraft, and the speed gradually decreases due to gravity. When the vehicle enters a low speed (Re lower than the transition point) state, the aircraft tilts due to the lift generated on the wings, and shifts to the glide posture.

  Further, since the main wing 12 has a forward wing shape, and the angle β between the front end portion 40a of the main wing 12 and the axial direction of the body portion 11 is formed to be about 45 degrees, it is generated in the main wing 12. The vortex flow can be converged toward the blade fixing portion 27 while being optimally controlled. As a result, a larger lift can be generated. Further, a greater lift can be generated by the strake 18 provided in the body portion 11.

  In addition, since the main wing 12 is formed so as to become narrower from the wing fixing portion 27 toward the wing tip, the weight of the wing can be reduced as compared with the case where the wing fixing portion 27 to the wing tip are formed with a constant width. It can be reduced.

Further, the center of gravity 29 of the model airplane 10 is slightly deviated to the left from the axial direction of the body part 11 with respect to the flight direction, and the aircraft is slightly inclined to the left side during gliding.
The model airplane 10 which has shifted to the glide posture due to the above-described action is glide while slowly turning down in altitude in a spiral manner while turning slightly to the left with respect to the flight direction.

  On the other hand, the strake 18 improves not only the role as a lift generating device but also dynamic stability in the pitch direction. Further, the leading tail projecting portion 42 can similarly improve the dynamic stability in the pitch direction, and the vertical tail 16 can improve the dynamic stability in the yaw direction.

  Therefore, the model airplane 10 in the glide posture can be stably flying, and can be stably flying even in a place where the air current is disturbed, for example, outdoors.

The model airplane 10 that glide while slowly lowering the altitude landed from the tip of the vertical tail 16 located at the bottom.
Therefore, as compared with the case where landing is performed from the body part 11, the main part such as the body part 11, the main wing 12, and the leading wing 13 can be landed without being damaged.

  The model airplane according to the present invention can be enjoyed by a wide range of users from children to adults, for example, by selling it as an assembly-type kit, and has industrial applicability.

10: model airplane 11: fuselage part 12: main wing 13: leading wing 14: rear end part 15 of the fuselage part 16: front end part of the fuselage part 16: vertical tail 17: rear end part of the stroking 18: strakes 19a, 19b: back part 20a, 20b: Surface portion 21a, 21b: Wing width direction front 22a, 22b: Wing width direction rear 26: Tail wing protrusion front end 27: Wing fixing portion 28: Wing length direction end 29: Center of gravity 30: Vertical rise Pressure center 40a, 40b: front end portion 41 in the wing width direction: main wing protrusion 42: leading wing protrusion 43: ridge 44: winglet 45: main body 46: main wing reinforcement 47a, 47b: rear in the wing width direction End portions 48a and 48b: Stepped portion L1: Spacing dimension

Claims (6)

A model airplane comprising a fuselage, a main wing fixed to the fuselage, and a leading wing provided on the nose side of the main wing of the fuselage,
The main wing is formed as a forward wing, the front surface portion is formed by a flat surface, and in the front of the back surface in the wing width direction, a main wing protrusion protruding in the back surface direction is disposed,
A model airplane characterized in that a leading wing protrusion protruding in the direction of the back surface is disposed in front of the back surface of the front wing in the wing width direction.   The model airplane according to claim 1, wherein the leading wing protrusion is spaced apart from the front end of the leading wing by a predetermined distance.   The leading wing is fixed to the front end portion of the fuselage portion, the main wing is fixed to the rear end portion of the fuselage portion, and protrudes downward from the fuselage portion at a portion where the main wing is fixed. The model airplane according to claim 1, wherein a vertical tail is provided.   The trunk portion is provided with a strut that is disposed on substantially the same plane as the main wing and has a substantially hexagonal planar fin that has a rear end portion that reaches the rear end portion of the trunk portion. Item 1. A model airplane according to item 1.   The model airplane according to claim 1, wherein a ridge portion is provided along a wing length direction on a surface portion of the leading wing.   The model airplane according to claim 1, wherein winglets made of fins bent toward the surface of the leading wing are provided at both ends of the leading wing in the length direction.