Landing facility, and landing method

Abstract

To provide a landing facility and the like on which a flight body can safely land even under strong wind.SOLUTION: A landing device includes: a first area for landing of a flight body; a windbreak part which has a prescribed height, and covers at least a part of the periphery of the first area; and a second area which is located away from the windbreak part, and in which the flight body descends to a prescribed flight altitude. The flight altitude is lower than the prescribed height of the windbreak part. The second area is an area selected from a plurality of permission areas where vertical descent is permitted. A part of the windbreak part is formed of a net.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to landing equipment and a landing method.

Background Art

[0002] In recent years, research and demonstration experiments have been promoted for the practical application of delivery services using flying objects such as drones and unmanned aerial vehicles (UAVs) (hereinafter collectively referred to as "flying objects"). In practical application, in addition to improving reliability, safety, and efficiency during flight, improvement is also desired during landing. In view of such a situation, Patent Document 1 discloses a system that realizes a flight plan while ensuring safety at a port. (For example, refer to Patent Document 1).

[0003] Patent Document 1 provides a flight management system that enables a flying object to land safely at a port. (For example, refer to Patent Document 1).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Currently, many of the flying objects for which services are being developed are flying objects equipped with multiple rotors, so-called multicopters. These aircraft are easily affected by wind during flight and during takeoff and landing. In particular, vertical descent (landing operation) performed in strong crosswinds or updrafts is known to be dangerous. In Patent Document 1, by installing a wind sensor at a port and using wind information to determine the feasibility of takeoff and landing at the port, it is possible to provide a safe landing.

[0006] However, in the delivery business, due to the nature of the operations, it is expected that the aircraft will have to land at the designated location even in strong winds. Also, in order to improve operational efficiency, it is necessary to avoid interrupting flights and takeoffs / landings until the wind subsides. In particular, at locations where multiple aircraft come to deliver goods one after another, multiple aircraft will have to stay in the air waiting to land, leading not only to a decrease in efficiency but also to a deterioration in fuel efficiency due to an increase in the fuel used.

[0007] At the port in Patent Document 1, it becomes difficult for the aircraft to land at the port while strong winds are being observed, resulting in a decrease in operational efficiency. The port used for takeoffs and landings should not only enable the aircraft to land safely in calm winds but also be a facility that can ensure stable takeoffs and landings even in environments such as strong winds in order to improve the operating rate.

[0008] Therefore, an object of the present invention is to provide a landing facility and a landing method that enable an aircraft to land safely even in strong winds.

Means for Solving the Problems

[0009] According to the present invention, there is provided a landing facility including: a first area for landing an aircraft; a windbreak portion having a predetermined height and covering at least a part of the periphery of the first area; and a second area located away from the windbreak portion, where the aircraft descends to a predetermined flight altitude.

Effects of the Invention

[0010] According to the present invention, it is possible to provide a landing facility and a landing method that enable an aircraft to land safely even in strong winds.

Brief Description of the Drawings

[0011]

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Embodiments for Carrying Out the Invention

[0012] The content of the embodiments of the present invention will be listed and described. The landing facility and landing method according to the embodiments of the present invention have the following configurations. [Item 1] A first area for landing the flying object, A windbreak having a predetermined height and covering at least a part of the periphery of the first area, Including a second area located away from the windbreak and where the flying object descends to a predetermined flight altitude, A landing facility characterized by the above. [Item 2] The flight altitude is lower than the predetermined height of the windbreak, The landing facility according to Item 1, characterized by the above. [Item 3] The second area is an area selected from a plurality of permitted areas where vertical descent is permitted. The landing facility according to any one of Item 1 or Item 2, characterized by this. [Item 4] A part of the windbreak is composed of a net. The landing facility according to any one of Items 1 to 3, characterized by this. [Item 5] The windbreak is a building. The landing facility according to any one of Items 1 to 3, characterized by this. [Item 6] The second area includes a descent instruction unit that instructs the flying object to descend to the predetermined flight altitude. The landing facility according to any one of Items 1 to 5, characterized by this. [Item 7] The first area includes a landing instruction unit that instructs the flying object to land. The landing facility according to any one of Items 1 to 6, characterized by this. [Item 8] A landing method using a landing facility including a first area for landing a flying object, a windbreak having a predetermined height and covering at least a part of the periphery of the first area, and a second area located away from the windbreak and where the flying object descends to a predetermined flight altitude, The flying object descends to a predetermined flight altitude in the second area and then lands in the first area. A landing method characterized by this. [Item 9] The flight altitude is lower than a predetermined height of the windbreak. The landing method according to Item 8, characterized by this.

[0013] <Details of Embodiments According to the Present Invention> Hereinafter, a landing facility and a landing method according to an embodiment of the present invention will be described with reference to the drawings.

[0014] <Details of the First Embodiment> As shown in FIGS. 1 to 2, the landing facility 10 according to the embodiment of the present invention includes a first region 12 configured with an area, shape, and material on which the flying object 100 using the landing facility 10 can stably land, and a wind protection part 11 that prevents wind hitting the flying object taking off or landing.

[0015] In order to prevent the landing part 15 of the flying object in the first region 12 from lifting soil, sand, dust, etc. by the propeller wake and having an adverse effect on the flying object and the transported object, it is desirable to lay concrete, asphalt, etc. at the place where the wind emitted from the flying object hits, or to lay plates or sheets of metal, resin, etc. Alternatively, it is also possible to prevent the lifting of soil, etc. by providing it at a high place so as to be separated from the ground. The trigger for the start of landing of the flying object is preferably provided by position information such as GNSS, or a landing instruction unit such as a marker or beacon provided in the first region 12.

[0016] The wind protection part 11 must be configured to have an effect of weakening the wind blowing from outside the first region into the first region. Examples include panels, nets, fences, buildings, air curtains, green curtains, water curtains, etc.

[0017] The wind protection part 11 is a simple and low-cost configuration in which a frame or the like is provided to stretch a net, or a part of the net is fixed to an existing structure. In the case of long-term operation, it is desirable to use outdoor building materials that can withstand rain, wind, ultraviolet rays, etc. and make it robust. Also, as shown in FIGS. 4 and 5, when a building is used as the wind protection part 11, there is no cost for newly installing the wind protection part 11, and it becomes more robust compared to panels, nets, etc.

[0018] When using a member with a fine mesh material, panel, or building that is difficult for air to pass through in the wind protection part 11, a strong wind protection effect can be expected. However, as shown in FIG. 3, the wind hitting the wind protection part 11 rises to avoid the wind protection part 11, and the air near the area A above the wind protection part 11 is compressed. Then, in the vicinity of the area B beyond the wind protection part 11, air vortices are likely to be generated due to the pressure difference. The airflow in the first area is disturbed by the generated vortices, and the takeoff and landing of the aircraft may become unstable.

[0019] When the aircraft landing in the first area 12 descends from the points P1 and P2 in FIG. 3 respectively, at P1, since it is close to the air compression area A and the vortex generation area B, the aircraft that has been descending while taking a posture to resist a certain wind will enter the jet stream and turbulent flow, and the flight may become unstable. P2 is farther from the air vortex generation point compared to P1. Therefore, the change in the air flow while the aircraft descends becomes gentle, and since it is within the range of the wind protection effect, the flight stability increases compared to the case of descending at point A1.

[0020] However, when comparing P1' directly below P1 and P2' directly below P2, although it is possible to obtain a wind protection effect at P2' as well, it is obvious that P1' closer to the wind protection part 11 has a higher wind protection effect, so it is suitable for the landing of the aircraft. Therefore, the descent of the aircraft can be performed at P2 away from the wind protection part, and the landing of the aircraft can be performed at P1' close to the wind protection part 11. By performing at least the descent in two or more stages, the aircraft can be safely landed.

[0021] Also, the material used for the wind protection part 11 may vary the degree of the wind protection effect depending on the part. For example, when using a net, the mesh can be made coarser in the upper part and finer in the lower part, so that the wind protection effect in the upper part is weakened, and the wind protection effect is gradually strengthened towards the lower part, preventing the compression of air near the area A and the generation of vortices near the area B, and enabling more stable takeoff and landing.

[0022] In addition, a flying object that has entered the range where the wind protection effect can be obtained once will move to a place where the air flow is gentler than outside the range and can land. Therefore, the stability and reliability in a series of operations from the descent to the landing of the flying object can be improved.

[0023] The second region 13 provided at a position separated from the wind protection part 11 with the first region 12 in between is the region where the flying object descends. It is desirable that the trigger for the start of the descent of the flying object be provided by position information such as GNSS, a marker provided in the second region 13, a descent instruction unit such as a beacon, etc.

[0024] The trigger should be appropriately determined according to the environment and operation method, for example, by providing a panel that displays a marker for descent instruction upward in the second region 13 and capturing it with imaging equipment equipped on the flying object, or recognizing that a certain distance (the point that becomes the second region 13) has been reached from the first region 12 based on GNSS information. Also, multiple methods may be provided for redundancy.

[0025] The flying object 100 that has entered the second region descends the altitude of the flying object below a predetermined altitude. At this time, the second region 13 is provided at a position not more than a predetermined distance away from the wind protection part 11 so that the flying object can sufficiently obtain the wind protection effect of the wind protection part 11, and it is desirable that the altitude of the aircraft after descent be set lower than the upper end of the wind protection part 11.

[0026] The determination of the distance between the wind protection part 11 and the second region 13 should be appropriately determined according to the properties of the material and structure used as the wind protection part 11 and the operation environment. For example, since the range of the wind protection effect by the net (horizontal direction) is generally 20 times the height of the wind protection part, when the wind protection part 11 shown in FIG. 2 uses a net, when the vertical height b from the upper end of the wind protection part 11 to the landing surface provided in the first region 12 is n meters, it is desirable that the horizontal distance a from the end of the wind protection part 11 to the end of the second region 13 be provided within n×20 meters.

[0027] In the landing equipment 10, the first area 12 may be provided at a high place offset by a certain distance from the ground. For example, it may be provided at a high place offset by a certain distance from the ground so that a third party or a living thing on the ground does not touch the flying object and cause an accident (for example, in Japan, an offset of about 2 meters or more is considered suitable to reduce the risk of being touched by a third party), or due to the convenience of the flying / landing location, it may be provided on the upper floor or roof of a building 30, on a rooftop, etc.

[0028] When the first area 12 is provided at a high place, it is desirable to reduce not only the crosswind but also the updraft. By further providing a windbreak part extending in the outer direction of the first area rather than vertically upward near the upper edge of the first area, the updraft hitting the flying object entering the first area 12 can be suppressed. For example, as shown in FIG. 6, the windbreak part 11 extending in the outer direction of the first area preferably extends in a substantially horizontal direction and is provided near the upper edge of the building. However, depending on the structure or environment where the first area is provided, it may extend obliquely upward from the structure or be provided on the side surface of the structure.

[0029] Also, the windbreak part 11 may be foldable, collapsible, storable, etc. when not in use. Thereby, the time when sound is generated due to the wind hitting the windbreak part 11 can be minimized, or the aesthetic appearance of the building, etc. can be prevented from being damaged.

[0030] By providing the windbreak part 11 on a moving body such as a vehicle, it becomes possible to efficiently install the windbreak part 11 in experimental landing equipment for short-term use, temporary landing equipment 10 for festivals, etc.

[0031] <Details of the Second Embodiment> In the details of the second embodiment according to the present invention, since the constituent elements overlapping with those of the first embodiment perform the same operations, the description will not be repeated.

[0032] As shown in FIGS. 7 to 9, when the first area 12 is covered by the windbreak 11 and an entrance part 14 is provided through which the flying object 100 can pass through the windbreak 11 and land on the landing part 15, or when the first area 12 is provided inside a building as shown in FIGS. 11 and 12, the flying object that has performed a descending operation in the second area 13 passes through the entrance part in a substantially horizontal flight and proceeds onto the first area. Since the landing operation is to be performed in an environment where the wind is weakened by the windbreak 11, a stable landing of the flying object becomes possible.

[0033] Since the flying object 100 passes through the entrance part 14 in a substantially horizontal flight, it can enter the space surrounded by the windbreak 11 earlier than in the case of a vertical descent. Further, after the flying object enters the space surrounded by the windbreak 11, the possibility of getting out of the space is reduced, so the safety to the surroundings in a place where a third party may enter nearby is improved.

[0034] Also, when the first area 12 is provided in combination with a building, it is possible to use a part of the outer wall of the building as the windbreak 11. For example, as shown in FIG. 10, by using one surface of the windbreak as the outer wall of the building, a door through which a person can pass can be provided between the building and the space surrounded by the windbreak, and it is also possible to facilitate the recovery of the landed aircraft.

[0035] When a first area is provided inside a high-rise building, the air colliding with the windbreak 11 may form ascending or descending airflows, which may hinder the addition of the flying object. Therefore, as shown in Fig. 11, it is desirable to have two or more access parts (for example, south and north, east and west, or all of east, south, west, and north, etc.) considering the terrain and wind trends so that a safer access direction can be selected according to the wind direction, etc. When the building is equipped with a plurality of access parts 14, the flying object can most efficiently receive the windbreak effect of the windbreak 11 by using the access part 14 provided on the leeward side of the windbreak 11 with respect to the wind. For example, when the access parts 14 are provided in the four directions of east, south, west, and north of the building, in an environment where the wind blows from the north and the north side of the building faces the wind directly, the access part 14 on the south side of the building is selected. At this time, the access parts 14 provided on the east and west sides are not suitable for the entry of the flying object compared with the access part on the south side because the wind hitting the north side of the building flows along the side of the building, resulting in a strong crosswind blowing around.

[0036] When the flying object enters the access part 14, the flying object is likely to lose its posture when receiving a strong wind from the lateral direction with respect to the traveling direction. When entering, by selecting the access part 14 that can receive the wind from the front or the rear, the stability and accuracy of the flight during entry can be improved. Note that the wind direction, wind speed, the shape and orientation of the building with respect to the wind are not always constant, and the conditions vary depending on the location where the first area 12 is provided. Therefore, it is desirable to consider a suitable position based on past meteorological data, etc. regarding the position where the access part 14 is provided. Also, in order to prevent the inflow of wind, etc. from the access part 14 that is not used for entry, a mechanism that can be opened and closed may be provided for the access part 16.

[0037] The second area 13 where the flying object 100 descends may be limited to a predetermined permitted area within the periphery of the first area 12 where the vertical movement of the flying object is permitted and set in advance.

[0038] For example, when a building having the function of the windbreak part 11 encloses the first area 12, the second area 13 where the flying object 100 descends is set as a predetermined permitted area near the building where the vertical movement of the flying object 100 is permitted. When the building enclosing the first area is a tower mansion, there are areas (such as passageways, squares, parking lots, etc.) on the mansion site where a third party can easily enter. It is desirable to set a restricted area that restricts the vertical movement of the flying object over such areas so as not to set the second area 13 there.

[0039] In addition, when the flying object 100 performs a vertical descent, the flying object may become unstable due to a crosswind or an updraft. Therefore, it is also desirable to set an area that restricts the vertical movement of the flying object for places where air flow turbulence is predicted (such as near high-rise buildings or places where building wind blows in).

[0040] As shown in FIG. 12, when there are a plurality of second areas 13 around the building enclosing the first area 12, the flying object 100 may further select and use a second area suitable for descent when descending. By selecting and using a second area suitable for descent based on the wind direction and the situation of flying objects other than the own aircraft, an improvement in stability during descent can be expected. For example, when the wind is blowing, by selecting the second area provided on the leeward side of the building enclosing the first area, it becomes possible to efficiently obtain a windbreak effect.

[0041] The second area 13 used by the flying object 100 may be determined before the flight based on past meteorological observation data, the situation before the flight, etc., or may be determined during the flight based on data on the weather and the usage rate of the second area acquired by the flying object 100, flying objects other than the own aircraft, ground observation stations, etc. These determinations may also be used for setting the type of the permitted area where the vertical movement of the flying object is permitted or the restricted area where it is restricted, and for selecting the area to be used as the second area 13 among the permitted areas.

[0042] It is difficult to anticipate a predetermined area where vertical movement of the aircraft is permitted before the start of operation. Due to various factors such as upper-air turbulence and new structures, there may be a place where the aircraft is likely to become unstable after the start of operation, which may appear or be discovered. By accumulating the flight logs and failure records of the aircraft, the area where the aircraft is descending stably continues to be the permitted area where vertical movement of the aircraft is permitted, and for the area where the aircraft is not descending stably (for example, there are records of flight attitude disturbances or crashes), by changing it to a restricted area that restricts the vertical movement of the aircraft, the reliability of the descent of the aircraft in the second region 13 can be further improved.

[0043] Also, due to the various factors described above, it is possible to weight among multiple permitted areas and multiple restricted areas based on stability, aircraft or third-party safety, etc. According to the weighting, for example, the area with the highest stability or the area with the highest safety may be selected as the second region 13.

[0044] As shown in FIG. 12, when a plurality of entry parts 14 are provided, the aircraft that has entered from each entry part may exit from the same entry part as the entered entry part, or may exit from an entry part different from the entered entry part. Especially when there is no wind, by having all the aircraft enter from the entry part 14a and exit from the entry part 14b, congestion in the entry part and the first region can be prevented. In this case, the entry part may be merely an opening, or may be an opening provided in the wind protection part 11 as described in FIG. 7, etc., or the wind protection part having such an opening may be arranged only on one side (especially the side where the wind strongly flows in).

[0045] In addition, when the building is configured to enclose the first area, in a place where the wind blows with difficulty or the wind is weak, as shown in FIG. 12, in the building, a continuous space that facilitates the movement of the flying object 100 between the respective access parts 14 may be used to improve convenience. In a place where the wind is strong and the wind passing through the building becomes strong by making the facing access parts continuous, the access parts are not made continuous, and a wall is provided to form a separate space or an obstacle is provided to prevent the wind from passing through smoothly, prevent the generation of strong winds such as valley winds, and improve the stability of the flying object flying in the building.

[0046] Furthermore, a wind protection part 11 for reducing the influence on flight due to updrafts and downdrafts may be provided so as to extend from the wall surface or the upper end of the building. By providing it at a higher position with respect to a predetermined altitude at which the flying object 100 flies after descending in the second area 13, the downdraft is reduced, and by providing it at a lower position, the updraft is reduced.

[0047] Note that the access part 14 must be accessible by the flying object 100 and have an area equal to or larger than the front projected area of the flying object at the time of entry. However, it does not necessarily have to be a rectangular opening that is always open, and it may be a slit-shaped gap, an elliptical hole, or may have an opening and closing function.

[0048] Hereinafter, the flying object 100 shown in FIG. 13 will be described. However, these do not limit the form of the flying object, and the flying object operated using the landing equipment in the present invention may be in a form capable of landing on the landing equipment. The landing equipment in the present invention can be expected to have a high effect particularly in the landing of a flying object that can land substantially vertically, such as a VTOL aircraft or an aircraft having a plurality of motors called a multicopter, and that is preferably not affected by strong winds during landing.

[0049] As shown in FIG. 13, the flying object 100 is provided with at least elements such as a propeller 110 and a motor 111 for flying, and it is desirable to mount energy (for example, a secondary battery, a fuel cell, a fossil fuel, etc.) for operating them.

[0050] Note that the illustrated flying object 100 is drawn in a simplified manner for ease of explaining the structure of the present invention. For example, detailed configurations such as a control unit are not illustrated.

[0051] The flying object 100 and the moving object 200 have the direction of the arrow D in the figure (-YX direction) as the forward direction (details will be described later).

[0052] Note that in the following description, terms may be used according to the following definitions. Front-rear direction: +Y direction and -Y direction, up-down direction (or vertical direction): +Z direction and -Z direction, left-right direction (or horizontal direction): +X direction and -X direction, traveling direction (front): -Y direction, backward direction (rear): +Y direction, ascending direction (upward): +Z direction, descending direction (downward): -Z direction

[0053] The propeller 110 rotates in response to the output from the motor 111. When the propeller 110 rotates, a propulsive force is generated to lift the flying object 100 off the departure point, move it, and land it at the destination. Note that the propeller 110 can rotate to the right, stop, and rotate to the left.

[0054] The propeller 110 included in the flying object of the present invention has one or more blades. The number of any blades (rotors) may be, for example, 1, 2, 3, 4, or more blades. Also, the shape of the blades can be any shape such as a flat shape, a bent shape, a twisted shape, a tapered shape, or a combination thereof. Note that the shape of the blades can be changed (for example, expanded and contracted, folded, bent, etc.). The blades may be symmetric (having the same upper and lower surfaces) or asymmetric (having different-shaped upper and lower surfaces). The blades can be formed into a geometric shape suitable for generating dynamic aerodynamic forces (for example, lift, thrust) when the blades are moved through the air. The geometric shape of the blades can be appropriately selected to optimize the dynamic aerodynamic characteristics of the blades, such as increasing lift and thrust and reducing drag.

[0055] In addition, the propellers of the flying object of the present invention may include, but are not limited to, fixed pitch, variable pitch, or a combination of fixed pitch and variable pitch.

[0056] The motor 111 causes the propeller 110 to rotate. For example, the drive unit may include an electric motor, an engine, or the like. The blades are drivable by the motor and rotate around the rotation axis of the motor (e.g., the long axis of the motor).

[0057] All the blades can rotate in the same direction or can rotate independently. Some of the blades rotate in one direction and the other blades rotate in the other direction. The blades can all rotate at the same rotational speed or can rotate at different rotational speeds. The rotational speed can be determined automatically or manually based on the dimensions of the moving object (e.g., size, weight) and the control state (speed, moving direction, etc.).

[0058] The flying object 100 determines the rotational speed of each motor and the flight angle according to the wind speed and wind direction by means of a flight controller, a prop, etc. Thereby, the flying object can perform movements such as ascending / descending, accelerating / decelerating, and changing direction.

[0059] The flying object 100 can perform autonomous flight according to a route or rules set in advance or during flight, or flight by operation using a prop.

[0060] The above-described aircraft has the functional blocks shown in FIG. 14. Note that the functional blocks in FIG. 14 are a minimum reference configuration. The flight controller is a so-called processing unit. The processing unit can have one or more processors such as a programmable processor (e.g., a central processing unit (CPU)). The processing unit has a memory (not shown) and can access the memory. The memory stores logic, code, and / or program instructions executable by the processing unit to perform one or more steps. The memory may include a separable medium or an external storage device such as an SD card or a random access memory (RAM). Data acquired from cameras and sensors may be directly transmitted to and stored in the memory. For example, still image / moving image data captured by a camera or the like is recorded in the built-in memory or the external memory.

[0061] The processing unit includes a control module configured to control the state of the rotary-wing aircraft. For example, the control module controls the propulsion mechanism (motor, etc.) of the rotary-wing aircraft to adjust the spatial arrangement, speed, and / or acceleration of the rotary-wing aircraft having six degrees of freedom (translational motions x, y, and z, and rotational motions θ x , θ y and θ z ). The control module can control one or more of the mounting part and the states of the sensors.

[0062] The processing unit is communicable with a transceiver configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or another remote controller). The transceiver can use any suitable communication means such as wired communication or wireless communication. For example, the transceiver can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a point-to-point (P2P) network, a telecommunications network, cloud communication, etc. The transceiver can transmit and / or receive one or more of data acquired by sensors, a processing result generated by the processing unit, predetermined control data, a user command from a terminal or a remote controller, etc.

[0063] The sensors according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0064] The above-described embodiments are merely examples for facilitating the understanding of the present invention and are not for limiting the interpretation of the present invention. It goes without saying that the present invention can be changed and improved without departing from its gist, and equivalents thereof are included in the present invention.

Explanation of Reference Numerals

[0065] 10 Landing equipment 11 Wind protection part 12 First area 13 Second area 14 Entrance part 15 Landing part 100 Flying object 110a~110e Propellers 111a~111e Motors

Claims

1. a first area for landing the aircraft; A windbreak having a predetermined height and covering at least a portion of the periphery of the first area; a second area located away from the windshield and in which the flying object descends to a predetermined flight altitude; A landing facility characterized by:

2. The flight altitude is lower than a predetermined height of the windbreak.

2. Landing equipment according to claim 1.

3. The second area is an area selected from a plurality of permitted areas in which vertical descent is permitted. Landing equipment according to claim 1 or 2.

4. A part of the windbreak is made of a net. Landing equipment according to any one of claims 1 to 3.

5. The windbreak is a building. Landing equipment according to any one of claims 1 to 3.

6. The second area includes a descent instruction unit that instructs the flying object to descend to the predetermined flight altitude. Landing equipment according to any one of claims 1 to 5.

7. The first area includes a landing instruction unit that instructs the aircraft to land. Landing equipment according to any one of claims 1 to 6.

8. A landing method using landing facilities including a first area for landing an aircraft, a windbreak having a predetermined height and covering at least a portion of the periphery of the first area, and a second area located away from the windbreak and in which the aircraft descends to a predetermined flight altitude, comprising: The aircraft descends to a predetermined flight altitude in the second area and then lands in the first area. A landing method characterized by:

9. The flight altitude is lower than a predetermined height of the windbreak.

9. A landing method as claimed in claim 8.

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