大型航空模型的飛機行列（即機身主體結構與各部件的組合系統(tǒng)）是模型性能與還原度的關鍵載體，其制作需兼顧氣動特性、結構強度與外觀精度，既要滿足模型飛行時的穩(wěn)定性需求，又要精準呈現(xiàn)原機的比例與細節(jié)特征。從比例縮放、結構銜接至功能適配，每個環(huán)節(jié)的要求都直接影響模型的整體質量，尤其對于翼展超過 3 米的大型模型，行列設計的合理性更是決定飛行安全與展示效果的核心。

　　The aircraft rows and columns of large aviation models (i.e. the combination system of the main body structure and various components) are the key carriers of model performance and fidelity. Their production needs to take into account aerodynamic characteristics, structural strength, and appearance accuracy. They must not only meet the stability requirements of the model during flight, but also accurately present the proportion and detail characteristics of the original aircraft. From scaling, structural connection to functional adaptation, the requirements of each link directly affect the overall quality of the model, especially for large models with wingspans exceeding 3 meters. The rationality of row and column design is the core of determining flight safety and display effectiveness.

　　比例精度是飛機行列還原原機特征的基礎，需嚴格遵循縮放標準。制作前需依據(jù)原機圖紙按固定比例（常見 1:5、1:8、1:10）縮放，機身長度、翼展、機翼面積等關鍵參數(shù)的誤差需控制在 ±1% 以內，確保行列整體比例協(xié)調。例如還原噴氣式客機時，機翼后掠角、垂尾高度與機身的比例偏差若超過 2°，會直接影響模型的氣動布局，導致飛行時出現(xiàn)偏航或失速。細節(jié)比例同樣重要，發(fā)動機艙直徑與機身的匹配度、起落架艙門的尺寸比例，需與原機保持一致，既保證外觀還原度，又避免因局部比例失衡破壞氣流穩(wěn)定性。對于有飛行需求的模型，比例精度還需結合空氣動力學修正，部分部件（如機翼前緣）可在原比例基礎上做 0.5-1mm 的微調，提升低速飛行時的升力性能。

　　Proportional accuracy is the basis for restoring the original features of aircraft rows and columns, and must strictly follow scaling standards. Before production, it is necessary to scale the aircraft according to a fixed scale (commonly 1:5, 1:8, 1:10) based on the original drawings. The error of key parameters such as fuselage length, wingspan, and wing area should be controlled within ± 1% to ensure the overall proportion coordination of the rows and columns. For example, when restoring a jet airliner, if the wing sweep angle, vertical tail height, and body ratio deviation exceed 2 °, it will directly affect the aerodynamic layout of the model, leading to yaw or stall during flight. The proportion of details is equally important. The matching degree between the diameter of the engine compartment and the fuselage, as well as the size ratio of the landing gear doors, need to be consistent with the original aircraft to ensure the degree of appearance restoration and avoid damaging airflow stability due to local proportion imbalance. For models with flight requirements, the proportion accuracy needs to be combined with aerodynamic correction. Some components (such as the leading edge of the wing) can be fine tuned by 0.5-1mm on the original proportion basis to improve the lift performance during low-speed flight.

　　結構強度需適應大型模型的自重與飛行負荷，兼顧輕量化與抗變形能力。機身骨架是行列的承重核心，通常采用碳纖維管與輕木復合結構，主承重梁的直徑需根據(jù)模型重量計算（每千克重量對應直徑不小于 8mm 的碳纖維管），確保承受 3 倍于模型自重的載荷時不發(fā)生彎曲。機翼與機身的連接部位需設置加強肋，采用榫卯結構配合環(huán)氧樹脂膠固定，連接處的剪切強度需達到每平方厘米 50N 以上，防止飛行中機翼脫落。大型模型的蒙皮材料需選擇高強度薄膜或輕質玻璃鋼，厚度控制在 0.1-0.3mm，既保證表面光滑以減少空氣阻力，又能承受飛行時的氣壓沖擊（時速 60km/h 時蒙皮需承受 0.5kPa 的壓力）。對于可折疊機翼的模型，鉸鏈結構的強度需經過疲勞測試，確保反復折疊 500 次以上仍能保持連接穩(wěn)固，避免飛行中出現(xiàn)松動。

　　The structural strength needs to adapt to the self weight and flight load of large models, while balancing lightweight and deformation resistance. The fuselage skeleton is the load-bearing core of the row and column, usually using a composite structure of carbon fiber tubes and lightweight wood. The diameter of the main load-bearing beam needs to be calculated based on the weight of the model (carbon fiber tubes with a diameter of not less than 8mm per kilogram of weight) to ensure that it does not bend when subjected to a load three times the weight of the model. The connection between the wing and the fuselage needs to be reinforced with ribs, fixed with mortise and tenon structure and epoxy resin adhesive. The shear strength at the connection should reach more than 50N per square centimeter to prevent the wing from falling off during flight. The skin material for large models should be selected from high-strength thin films or lightweight fiberglass, with a thickness controlled between 0.1-0.3mm. This ensures a smooth surface to reduce air resistance and can withstand air pressure impacts during flight (the skin needs to withstand a pressure of 0.5kPa at a speed of 60km/h). For models of foldable wings, the strength of the hinge structure needs to undergo fatigue testing to ensure that the connection remains stable even after repeated folding for more than 500 times, avoiding looseness during flight.

　　氣動布局設計需滿足飛行穩(wěn)定性要求，行列各部件的位置與角度需精準把控。機翼安裝角（機翼與機身水平線的夾角）通常設定在 2°-3°，可提升模型的縱向穩(wěn)定性，安裝誤差超過 0.5° 會導致飛行時抬頭或低頭趨勢。水平尾翼與機翼的水平距離需為機身長度的 30%-40%，垂直尾翼的面積需為機翼面積的 15%-20%，這些參數(shù)直接影響模型的偏航與俯仰控制能力。發(fā)動機安裝位置需位于機身重心前方 5-10cm，確保飛行時的推力線與重心匹配，避免產生力矩失衡（如單發(fā)模型發(fā)動機軸線需與機身中軸線重合，偏差不超過 1°）。對于多引擎模型，引擎之間的間距需均勻分布，左右引擎的高度差不超過 3mm，防止產生不對稱推力導致模型側翻。

　　The aerodynamic layout design needs to meet the requirements of flight stability, and the position and angle of each component in the row and column need to be accurately controlled. The wing installation angle (the angle between the wing and the horizontal line of the fuselage) is usually set at 2 ° -3 °, which can improve the longitudinal stability of the model. Installation errors exceeding 0.5 ° can lead to a tendency to lift or lower the head during flight. The horizontal distance between the horizontal tail and the wing should be 30% -40% of the fuselage length, and the area of the vertical tail should be 15% -20% of the wing area. These parameters directly affect the yaw and pitch control capabilities of the model. The installation position of the engine should be 5-10cm in front of the center of gravity of the fuselage, ensuring that the thrust line during flight matches the center of gravity and avoiding torque imbalance (such as the axis of the single engine model engine should coincide with the axis of the fuselage, with a deviation of no more than 1 °). For multi engine models, the spacing between engines should be evenly distributed, and the height difference between the left and right engines should not exceed 3mm to prevent asymmetric thrust from causing the model to roll over.

　　部件銜接的密封性與協(xié)調性影響飛行時的氣流連續(xù)性，減少空氣阻力。機身與機翼的銜接處需做平滑過渡處理，縫隙控制在 0.5mm 以內，并用膩子填補后打磨光滑，避免氣流在縫隙處產生湍流。發(fā)動機艙與機身的連接處需安裝導流罩，罩體與機身的切線角度偏差不超過 5°，確保氣流順暢通過發(fā)動機艙，降低飛行阻力。起落架收起時，艙門需完全閉合，與機身表面的平整度誤差不超過 1mm，防止飛行時艙門凸起形成額外阻力。對于有襟翼、副翼等活動部件的模型，部件與固定翼面的間隙需控制在 0.3-0.8mm，既保證活動部件靈活轉動（轉動角度范圍需與原機一致），又避免間隙過大導致氣流泄漏，影響操控精度。

　　The sealing and coordination of component connections affect the continuity of airflow during flight and reduce air resistance. The connection between the fuselage and the wings needs to be smoothly transitioned, with gaps controlled within 0.5mm, and filled with putty and polished smooth to avoid turbulence caused by airflow in the gaps. A diffuser should be installed at the connection between the engine compartment and the fuselage, with a tangent angle deviation of no more than 5 ° between the diffuser and the fuselage, to ensure smooth airflow through the engine compartment and reduce flight resistance. When the landing gear is retracted, the cabin door must be completely closed, with a flatness error of no more than 1mm from the surface of the fuselage, to prevent the cabin door from protruding and causing additional resistance during flight. For models with movable parts such as flaps and ailerons, the gap between the parts and the fixed wing surface should be controlled at 0.3-0.8mm to ensure flexible rotation of the movable parts (the rotation angle range should be consistent with the original aircraft), while avoiding excessive gap that may cause airflow leakage and affect control accuracy.

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