Takeoff and landing information generation device and takeoff and landing information generation method
The takeoff and landing information generation device and method address the challenge of smooth and safe drone operations by monitoring and correcting deviations, ensuring efficient and secure aircraft maneuvers.
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Patents
- Current Assignee / Owner
- HITACHI LTD
- Filing Date
- 2022-10-25
- Publication Date
- 2026-06-30
AI Technical Summary
Existing drone operation systems, as described in Patent Document 1, effectively stabilize takeoffs and landings based on wind conditions, but do not address the need for smooth, high-frequency operations and safety in densely populated airspace, particularly in avoiding operational delays and ensuring air safety for multiple flying vehicles.
A takeoff and landing information generation device and method that includes an airborne monitoring unit, status acquisition unit, condition setting unit, and status determination unit to monitor and correct deviations from predetermined conditions, ensuring safe and efficient aircraft operations by providing corrective information to the aircraft.
Enables smooth and safe takeoffs and landings by monitoring and correcting deviations from predetermined conditions, preventing airspace occupancy delays and crashes, thereby facilitating high-frequency operations.
Smart Images
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Abstract
Description
Technical Field
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[0001] The present invention relates to a takeoff / landing information generation device and a takeoff / landing information generation method.
Background Art
[0002] In recent years, the use of unmanned aerial vehicles (UAVs), generally known as drones, has been advancing in the industrial field, and their use in applications such as transportation, photography, inspection, and manufacturing has been increasing.
[0003] Regarding the operation of drones, for example, in Patent Document 1, for the purpose of providing a drone port equipped with equipment and functions required for the operation of large drones that can be flexibly transported to a desired location, in short, "the landing control unit acquires measurement values regarding the wind direction and wind speed, the presence or absence and intensity of rainfall around the takeoff / landing platform from the environmental measurement module, determines whether the environment is safe for landing, and transmits the determination result to the drone." is proposed.
Prior Art Documents
Patent Documents
Patent Document 1
Summary of the Invention
Problems to be Solved by the Invention
[0005] According to Patent Document 1, since it is possible to determine the situation of whether takeoff / landing is possible based on the current information of the wind conditions, there is an effect that the operation can be stabilized. <S000030> However, given the expected further advancement in the use of drones and other unmanned aerial vehicles (hereinafter simply referred to as "flying vehicles"), improvements are needed in both aspects: smooth operation, such as achieving smooth, high-frequency takeoffs and landings to cope with increased operational density and avoiding operational delays caused by prolonged occupancy of airspace above takeoff and landing areas; and safety, such as ensuring air safety for the takeoffs and landings of multiple flying vehicles.
[0007] Based on the above, the present invention aims to provide a takeoff and landing information generation device and a takeoff and landing information generation method suitable for smooth operation and safety assurance regarding the operation of aircraft. [Means for solving the problem]
[0008] Based on the above, the present invention is a "takeoff and landing information generation device that determines the takeoff and landing status of an aircraft in the air above a takeoff and landing field and transmits takeoff and landing information, comprising: an airborne monitoring unit that monitors the conditions in the air above the takeoff and landing field from the ground; a status acquisition unit that acquires the status of the takeoff and landing field; a condition setting unit that sets the conditions for determining the takeoff and landing status of an aircraft; a status determination unit that detects deviations of the aircraft from the said determination conditions; and an output unit that outputs information to the aircraft, characterized in that when the status determination unit detects a deviation from the determination conditions based on the information of the aircraft and the takeoff and landing field conditions obtained by the airborne monitoring unit and the status acquisition unit, it outputs correction information to the aircraft."
[0009] Furthermore, the present invention is defined as "a method for generating takeoff and landing information for determining the takeoff and landing status of an aircraft in the airspace above a takeoff and landing field and transmitting takeoff and landing information, characterized in that it monitors the conditions above the takeoff and landing field from the ground, acquires the conditions of the takeoff and landing field, sets conditions for determining the takeoff and landing status of the aircraft, detects deviations from the conditions for determining the aircraft, outputs information to the aircraft, and, if a deviation from the conditions is detected based on the information of the aircraft and the conditions of the takeoff and landing field, provides corrective information to the aircraft." [Effects of the Invention]
[0010] According to the present invention, it is possible to provide a takeoff and landing information generation device and a takeoff and landing information generation method that are suitable for smooth operation and ensuring safety in relation to the operation of an aircraft. [Brief explanation of the drawing]
[0011] [Figure 1] A diagram showing an example of the configuration of major facilities at an aircraft landing and takeoff field. [Figure 2] This diagram shows an example configuration when the takeoff and landing information generation device 4 is configured using a computer. [Figure 3] This diagram shows an example of a processing flow illustrating the processing content in the takeoff and landing information generation device 4. [Figure 4] This diagram shows an example of the processing flow for the method of setting the decision boundary M in processing step S16. [Figure 5] This diagram shows an example of the processing flow of the status determination unit 44, which monitors the status of an aircraft in actual operation. [Figure 6] This diagram shows an example of the processing flow of the status determination unit 44, which monitors the status of an aircraft in actual operation. [Figure 7] This diagram illustrates an example of adopting proactive measures to prevent deviations by predicting the location based on wind conditions. [Figure 8] A diagram illustrating an example of multiple ports. [Figure 9] A diagram illustrating an example of monitoring the aircraft's tilt relative to a reference attitude angle. [Figure 10] This diagram illustrates an example of monitoring the distance to other flying objects. [Figure 11] A diagram illustrating an example where a large area exists around the flight path. [Figure 12] A diagram illustrating an example of evasive action taken by an aircraft 9 after it deviates from the judgment boundary M. [Figure 13] A diagram illustrating an example of evasive action taken by an aircraft 9 after it deviates from the judgment boundary M. [Figure 14] A diagram illustrating an example of evasive action taken by an aircraft 9 after it deviates from the judgment boundary M. [Modes for carrying out the invention]
[0012] Hereinafter, embodiments of the present invention will be described with reference to the drawings.
Embodiment
[0013] FIG. 1 is a diagram showing a configuration example of main facilities at the takeoff and landing site of an aircraft. At the takeoff and landing site 1, as ground facilities, there are a port 7 where the aircraft 9 (9A, 9B in the illustrated example) takes off and lands, an airspace monitoring device 6 for monitoring the situation above the takeoff and landing site 1 from the ground, a state acquisition device 8 for acquiring the state of the takeoff and landing site 1, a communication device 5 for communicating between the aircraft 9 on the ground and in the airspace, and a display device 10 for displaying various states at the takeoff and landing site 1.
[0014] In addition, at the takeoff and landing site 1, for the control of the aircraft 9, there are an operation management device 2 for managing the operations of a plurality of aircraft 9 using the takeoff and landing site 1, a flight plan information acquisition device 3 for acquiring the flight plan information of a plurality of aircraft 9 taking off and landing at the takeoff and landing site 1, and a takeoff and landing information generation device 4 for determining the takeoff and landing states of a plurality of aircraft above the takeoff and landing site and transmitting the takeoff and landing information. These control devices are generally configured using computer devices.
[0015] Note that FIG. 1 shows that a funnel-shaped judgment boundary M defined at an angle α is set above the port 7, and the airspace within the judgment boundary M is set as the flight permission airspace when the aircraft 9 takes off and lands. The aircraft 9A scheduled to land is guided and controlled to perform the landing operation along the landing path P with the landing start point P1 and the final judgment point P2 set within the judgment boundary M, and finally land within the landing zone B. The same applies during takeoff.
[0016] Figure 2 shows an example of the configuration when the takeoff and landing information generation device 4 is made up of a computer. The takeoff and landing information generation device 4 consists of a calculation unit CPU, a data storage unit M, an output unit O, and an input unit I, all connected by a bus BUS. The processing content of the calculation unit CPU can be described as including the following functions: a state acquisition unit 45 that acquires the state of the takeoff and landing field 1, a condition setting unit 42 that sets the conditions for determining the takeoff and landing state of the aircraft, a state determination unit 44 that detects deviations of the aircraft 9 from the determination conditions, an aircraft position detection unit 43 that detects the position of the aircraft, and a takeoff and landing path design unit 41 that plans the takeoff and landing path.
[0017] The input unit I and output unit O are connected to the users of the ground control equipment, the aircraft 9 via the communication device 5, the ground equipment including the display device 10, and the flight management system, and information is exchanged between them at appropriate intervals.
[0018] Figure 3 is an example of a processing flow showing the processing content in the takeoff and landing information generation device 4. In the first processing step S10 in Figure 3, the aircraft position detection unit 43, which detects the position of the aircraft 9, detects that the aircraft 9A has arrived in the airspace above the takeoff and landing field 1 through communication with the air surveillance device 6 in Figure 1 and the aircraft 9.
[0019] Next, the status acquisition unit 45, which acquires the status of the landing and takeoff field 1, executes the processes from processing steps S11 to S13. First, in processing step S11, it acquires flight plan information from the flight control device 2, including the flight path, flight time, and registration information of the aircraft to be flown. In processing step S12, it acquires aircraft information and airborne condition information from the communication device 5 and the airborne monitoring device 6. The aircraft information includes the aircraft's position and any abnormalities, while the airborne information includes other aircraft 9B, objects, weather, etc. In processing step S13, the status acquisition device 8 acquires information on the status of the landing and takeoff field 1, including weather conditions (rain, snow, thunderstorms, fog, wind conditions, etc.), abnormalities (malfunctions, stops), and information on objects and people near landing strip B.
[0020] Next, the takeoff and landing path design unit 41, which plans the takeoff and landing path P, executes the processes in processing steps S14 and S15. First, in processing step S14, it sets the landing start point P1 and the final decision point P2 in Figure 1 based on information such as the current position, structure, performance, and weather conditions of the aircraft 9. Then, in processing step S15, it designs the landing path P in Figure 1 and transmits it to the aircraft 9.
[0021] In response, the condition setting unit 42, which sets the conditions for determining the takeoff and landing state of the aircraft, executes the processes from processing steps S16 to S20. First, in processing step S16, the determination boundary M shown in Figure 1 is set. Subsequently, in processing step S17, the time limit for passing the final determination point P2 is set, in processing step S18, the allowable aircraft attitude is set, in processing step S19, the allowable wind speed is set, and in processing step S20, the finally determined landing path and condition settings are saved to the data storage unit M. This saved information is simultaneously distributed and used by the aircraft 9 and the flight control device 2, etc.
[0022] The method for setting the decision boundary M in processing step S16 will be explained in more detail using Figure 4. In processing step S160, the angle α above port 7 in Figure 1 is set.
[0023] In processing step S161, it is determined whether there is an abnormality in the aircraft 9. If an abnormality is found (No), in processing step S162, the angle α of the judgment boundary M is widened to α1 (α1 > α). An abnormality can be a malfunction, low battery level, emergency landing request (e.g., a sick passenger), aircraft information, etc., and can be obtained by the airborne monitoring device 6. The angle α of the judgment boundary M may also be set as the width (diameter) between the upper and lower altitudes. In short, as shown in Figure 1, it is sufficient to set a funnel-shaped judgment boundary M, and in the event of an abnormality, the bottom of the funnel shape (width of the landing strip B) remains the same, while the opening (for example, the width at the upper landing starting point P1) is widened to form the judgment boundary M.
[0024] Figure 4 shows the conditions for setting the judgment boundary M to have a large, funnel-shaped opening. These conditions are applicable not only to abnormalities in the aircraft (processing step S161), but also to other conditions such as failure of the takeoff and landing function, abnormalities at the takeoff and landing field 1 such as natural disasters (processing step S163), a small number of aircraft at the takeoff and landing field (processing step S165, N or less), poor visibility (fog, lightning), bad weather (thunderstorms, rain, snow), wind speed, and other weather conditions above the takeoff and landing field affecting landing (processing step S167). In this embodiment, it is described as a funnel shape, but it does not necessarily have to be a funnel shape as long as the shape is wider at higher altitudes than at lower altitudes. In that case, it is good to set the cross-sectional area of the judgment boundary M to be wider at higher altitudes than at lower altitudes. Also, there may be cases where a perfect funnel shape cannot be achieved due to obstacles such as buildings, but in this case as well, the cross-sectional area of the judgment boundary M should be larger at higher altitudes than at lower altitudes.
[0025] The processing flows in Figures 3 and 4 define the flight path P and the flight permission area determined by the judgment boundary M for the aircraft during takeoff and landing. Then, the processing flows of the state determination unit 44, illustrated in Figures 5 and 6, perform state monitoring of the aircraft during actual takeoff and landing operations. The state determination unit 44 monitors the aircraft's state from multiple perspectives, and therefore uses the different processing flows in Figures 5 and 6 for each perspective.
[0026] The processing flow in Figure 5 performs state monitoring from the perspective of preventing deviation from the judgment boundary M. In the processing of the state judgment unit 44 in Figure 5, the position of the aircraft 9 is first detected in processing step S200. This detection is based on the detection that the aircraft has arrived at, for example, the landing start point P1, which is above the airspace defined by the judgment boundary M, and as a result, the occupancy of the airspace above the landing zone B is set for the arriving aircraft 9A. By setting the occupancy, the operation of other aircraft (for example, 9B) is prevented in this funnel-shaped airspace until aircraft 9A lands (or takes off).
[0027] Next, in processing step S201, the position of the aircraft 9A is continuously monitored to ensure it is inside the decision boundary M. As long as it remains inside, the landing operation continues in processing step S208, and monitoring continues until the aircraft 9A passes the final decision point P2 and lands in processing step S209. Upon landing, the occupation set for this aircraft 9A is released in processing step S210.
[0028] The above describes the response when there is no deviation from the judgment boundary M. However, if a deviation occurs (judgment of No in processing step S201), the deviation is determined in processing step S202, and in processing step S203, the aircraft 9A is notified of the deviation from the judgment boundary M via the communication device 5.
[0029] Furthermore, the process not only notifies the aircraft but also presents a new flight path to return to the decision boundary M. In this process, first, in processing step S204, it is determined whether the operating altitude at the time of deviation is higher or lower than a predetermined altitude Hth. If the operating altitude at the time of deviation is higher than the predetermined altitude Hth (Yes), in processing step S205, a corrected path to return to the decision boundary M is calculated and the aircraft is notified of the corrected path (processing step S207). If the operating altitude at the time of deviation is lower than the predetermined altitude Hth (No), in processing step S206, a corrected path to return to the airspace is calculated and the aircraft is notified of the corrected path (processing step S207).
[0030] This approach allows evasive action (operation on a corrected path) from deviations only in areas above a predetermined altitude Hth, taking into consideration the difficulty of safely correcting the path in low-altitude areas close to the ground and with limited space for movement. Furthermore, it is preferable that the condition judgment unit not make a deviation judgment at altitudes lower than the final judgment point P2, which is set to an altitude lower than the approach starting point P1 to the landing / takeoff area.
[0031] The processing flow in Figure 6 performs status monitoring from the perspective of ensuring that the time required for landing is within a predetermined time. In the processing of the status determination unit 44 in Figure 6, first, in processing step S211, it is detected that the aircraft 9 has passed the landing start point P1. This detection is that the aircraft has passed, for example, the landing start point P1, which is in the upper part of the airspace defined by the determination boundary M, and as a result, the occupancy of the airspace above the landing zone B is set for the incoming aircraft 9A. By setting the occupancy, the operation of other aircraft (for example, 9B) in this funnel-shaped airspace will be prevented until aircraft 9A lands (or takes off).
[0032] Next, in processing step S212, the system continues to monitor whether the elapsed time after passing the landing start point P1 is within a predetermined set time Tth. As long as it is within the set time Tth, the system continues the landing operation until the aircraft passes the final decision point P2 in processing step S219, and continues to monitor until the occupation set for this aircraft 9A is released in processing step S220 due to the landing.
[0033] The above describes the procedure when the time required for landing is within a predetermined range. However, if the time limit is exceeded (judged as No in processing step S212), processing step S213 determines that the time limit has been exceeded, and in processing step S214, the aircraft 9A is notified of the descent time exceeding the limit via the communication device 5.
[0034] This situation means that aircraft 9A is experiencing some kind of trouble that is preventing it from landing within the scheduled time, which it should have been able to do. Therefore, in processing step S215, flight plan information is obtained and the following emergency response is performed. First, in processing step S216, the takeoff and landing schedules of other aircraft (e.g., 9B) are checked, and if there are no particular schedules, the operation of aircraft 9A, which is currently descending, can be permitted even if it takes some time, so permission is granted to continue the operation as is.
[0035] If there are flight plans for other aircraft, the status of landing / takeoff field 1 is set to an unsteady state, and the relevant departments and divisions are notified accordingly. These notifications are made to the flight control device 2, other aircraft 9B in the air, and, if the environment allows for the use of the communication device 5 shown in Figure 1, to inform ground facilities and personnel; otherwise, the display device 10 is used.
[0036] The processing steps S216 to S218 in Figure 6 represent the establishment of a landing / takeoff field state management unit. When the state determination unit determines a deviation from the determination conditions, it transitions the landing / takeoff state to an emergency state and outputs emergency action instructions to other aircraft above the landing / takeoff field.
[0037] By performing this process, information about the aircraft can be acquired by equipment located on the ground, and the ground equipment can make decisions based on the flight status, thereby facilitating the smooth operation of the aircraft. By setting decision boundaries that take into account the conditions around the aircraft, ground-based equipment can issue instructions for go-arounds and corrections to takeoffs and landings according to the aircraft's condition, thereby ensuring safety during takeoffs and landings. [Examples]
[0038] In Example 1, the processing content of the takeoff and landing information generation device 4 of the present invention was described in detail, but this processing can be further adapted as described below.
[0039] First, the above explanation shows an example where evasive action is taken after actually detecting the deviation of the aircraft 9 from the judgment boundary M. However, as shown in Figure 7, this can be changed to a proactive evasive measure that predicts the deviation at a future point in time by performing position prediction considering wind conditions and other factors. For example, it is preferable to have an aircraft position detection unit that predicts the position of the aircraft after a certain period of time based on weather conditions such as wind conditions and the aircraft's flight state, and a state judgment unit that compares the current or future flight position with the judgment boundary to determine the deviation.
[0040] Furthermore, regarding the relationship between wind speed and the aircraft, the state determination unit should set a wind speed threshold for the wind speed above the takeoff and landing field, and determine that the takeoff and landing conditions have deviated from normal conditions when the wind speed exceeds the threshold.
[0041] Furthermore, while the above explanation assumes a takeoff and landing field with one port 7, this can be configured with multiple ports as shown in Figure 8. In this case as well, by setting a flight path P that includes a landing start point P1 and a final decision point P2 for each port, simultaneous takeoffs and landings of multiple aircraft become possible. In addition, decision boundaries are set individually for multiple aircraft, and the decision boundaries set for each aircraft are not to overlap.
[0042] Furthermore, regarding the attitude control of the aircraft, as shown in Figure 9, it is possible to monitor the tilt of the aircraft relative to the reference attitude angle (generally the horizontal direction), and this is a good way to determine abnormalities in the aircraft. For example, the judgment conditions set by the condition setting unit should be the flight attitude, such as the tilt of the aircraft or the orientation of the aircraft relative to the direction of travel.
[0043] Furthermore, regarding the relationship with other aircraft, it is advisable to adopt the distance to other aircraft as a monitoring item, as shown in Figure 10. Specifically, the state determination unit should set an approach threshold for the distance to other objects in the airspace above the takeoff and landing field, and if the distance falls below the approach threshold, it should be determined that the takeoff and landing state has deviated from a normal state.
[0044] Furthermore, regarding the relationship with other aircraft, Figure 10 shows that a proximity threshold was set, and a deviation from the normal state was judged when the proximity threshold was not met. However, as shown in Figure 11, if there is a large area around the flight path, the flight path and part of the judgment boundary may be changed to continue the flight when the proximity threshold is not met. As shown in Figure 11, when the distance between the aircraft's future flight path and another aircraft falls below the threshold, a part of the flight path is changed to move away from the other aircraft. At the same time, the judgment boundary M is also changed in the same direction to perform takeoff and landing while maintaining a distance from other aircraft.
[0045] Figures 12, 13, and 14 show examples of flight path instructions after the aircraft 9 deviates from the decision boundary M. Figure 12 shows an example where, because there is sufficient altitude, a corrected path is instructed to return to the original flight path P while descending. Figure 13 shows an example where, because the altitude is low, a flight path is instructed to ascend at the same position and move to the airspace above the aircraft's own port. Figure 14 shows an example where, because the altitude is low, the aircraft is instructed to ascend but move to the airspace above another port rather than its own port and land.
[0046] The present invention, as described above, is characterized by monitoring aircraft from the ground so that all aircraft flying over the entire landing area can be monitored collectively. The ground monitors all aircraft flying over the entire landing area, determines whether the monitored aircraft have deviated from the landing path or the time limit until landing, and issues a go-around instruction if the aircraft has deviated or exceeded the time limit. This avoids deadlock situations and crash risks during landing control, and as a result facilitates takeoffs and landings. [Explanation of symbols]
[0047] 1: Takeoff and landing area 2: Flight control system 3: Flight plan information acquisition device 4: Takeoff and landing information generation device 5: Communication device 6: Upper air monitoring device 7: Port 8: Status acquisition device 9: Flying object 10:Display device 41: Takeoff and Landing Path Design Department 42: Condition Setting Section 43: Aircraft position detection unit 44: State determination unit 45: State acquisition unit P1: Landing start point P2: Final judgment point P: Landing path CPU: Arithmetic unit M: Data storage unit O: Output section I: Input section BUS
Claims
1. A takeoff and landing information generating device that determines the takeoff and landing status of an aircraft above a takeoff and landing field and transmits takeoff and landing information, The system comprises an aerial monitoring unit that monitors the conditions above the landing and takeoff area from the ground, a state acquisition unit that acquires the state of the landing and takeoff area, a condition setting unit that sets the conditions for determining the takeoff and landing state of the aircraft, a state determination unit that detects deviations of the aircraft from the determination conditions, and an output unit that outputs information to the aircraft. A takeoff and landing information generation device characterized in that the condition setting unit sets, as the judgment conditions, at least the permitted flight airspace when the aircraft takes off and lands at the takeoff and landing site and the time limit until the aircraft lands, and when the state judgment unit detects a deviation from at least the permitted flight airspace or the time limit among the judgment conditions based on the information of the conditions above the aircraft and the takeoff and landing site obtained by the airborne monitoring unit and the state acquisition unit, it outputs corrected path information to the aircraft.
2. A takeoff and landing information generation device according to claim 1, The takeoff and landing information generating device is characterized in that the flight permission airspace is the airspace within a determination boundary set outside the flight path given to the aircraft above the takeoff and landing field.
3. A takeoff and landing information generation device according to claim 2, The takeoff and landing information generating device is characterized in that the judgment boundary is set such that the distance from the flight path is greater at higher altitudes than at lower altitudes above the takeoff and landing field.
4. A takeoff and landing information generation device according to claim 2, A takeoff and landing information generating device characterized in that the judgment boundary is set individually for each of the multiple aircraft, and the judgment boundaries set for each aircraft do not overlap.
5. A takeoff and landing information generation device according to claim 2, The landing and takeoff information generating device is characterized in that, when multiple aircraft are flying over the landing and takeoff field, the decision boundary is set to be narrower than when there is one aircraft.
6. A takeoff and landing information generation device according to claim 2, The landing and takeoff information generating device is characterized in that the condition setting unit designs the judgment boundary based on the number of aircraft, aircraft status, weather conditions, and landing and takeoff field status in the airspace above the landing and takeoff field.
7. A takeoff and landing information generation device according to claim 1, A takeoff and landing information generating device having an aircraft position detection unit that predicts the position of the aircraft after a certain period of time based on the weather conditions above the takeoff and landing site and the flight state of the aircraft, wherein the state determination unit compares the current or future flight position with the determination conditions and determines a deviation.
8. A takeoff and landing information generation device according to claim 1, The takeoff and landing information generating device is characterized in that the judgment condition set by the condition setting unit is the tilt of the aircraft or the orientation of the aircraft relative to the direction of travel.
9. A takeoff and landing information generation device according to claim 1, The aforementioned time limit is the time it takes to pass through a waypoint set in the flight path.
10. A takeoff and landing information generation device according to claim 1, The takeoff and landing information generating device is characterized in that the state determination unit does not make a determination of deviation at an altitude lower than the final determination point, which is set to an altitude lower than the approach start point to the takeoff and landing field.
11. A takeoff and landing information generation device according to claim 1, The takeoff and landing information generating device is characterized in that the state determination unit sets an approach threshold for the distance to other objects in the airspace above the takeoff and landing field, and determines that the takeoff and landing state has deviated from a normal state when the distance falls below the approach threshold.
12. A takeoff and landing information generation device according to claim 1, The state determination unit sets a wind speed threshold for the wind speed above the takeoff and landing field, and determines that the takeoff and landing state has deviated from a normal state when the wind speed exceeds the wind speed threshold, thereby generating takeoff and landing information.
13. A takeoff and landing information generation device according to claim 1, The takeoff and landing information generating device is characterized in that the corrected path is a path for correcting the deviation and returning to within the judgment conditions.
14. A takeoff and landing information generation device according to claim 1, The takeoff and landing information generating device is characterized in that the corrected path is a path that ascends to a pre-set altitude.
15. A takeoff and landing information generation device according to claim 1, A takeoff and landing information generating device having a takeoff and landing field state management unit, characterized in that when the state determination unit determines a deviation from the determination conditions, it transitions the takeoff and landing state to an emergency state and outputs emergency action instructions to other aircraft in the airspace above the takeoff and landing field.
16. A method for generating takeoff and landing information, which is performed by a takeoff and landing information generating device that determines the takeoff and landing status of an aircraft above a takeoff and landing field and transmits takeoff and landing information, The aerial monitoring unit monitors the conditions above the takeoff and landing field from the ground, the status acquisition unit acquires the status of the takeoff and landing field, the condition setting unit sets the conditions for determining the takeoff and landing status of the aircraft, the status determination unit detects deviations of the aircraft from the determination conditions, and the output unit outputs information to the aircraft. A method for generating takeoff and landing information, characterized in that the condition setting unit sets at least the permitted airspace for takeoff and landing of the aircraft at the takeoff and landing site and the time limit until the aircraft lands as the determination conditions, and when the state determination unit detects a deviation from at least the permitted airspace or the time limit among the determination conditions based on information about the aircraft and the conditions above the takeoff and landing site, it provides the aircraft with correction information.