KR101678164B1 - Operation system of flying object and operation method of flying object - Google Patents

Abstract

The present invention provides an operation system of a flying object. The operation system of a flying object comprises: a flying object which flies in the air; a mooring part which is located in the bottom of the flying object; a cable which is connected to the flying object and the mooring part and moors the flying object to the mooring part; and a flying control part which is loaded to the flying object or unloaded from the flying object to change one or more from the weight of the flying object and the buoyancy of the flying object.

Description

Technical Field [0001] The present invention relates to a flying object and a flying object,

Embodiments of the present invention relate to a flight operation system and a flight operation method, and more particularly, to a flight operation system and a flight operation method for operating a flight that can function as a support line and an airship.

In general, aerostats are aeronautical objects that perform surveillance, observation, and communication relaying by using video equipment, radar and other aviation sensors at high altitudes. Such a support line is required to be installed for a long time at high altitude, and in the process of performing the above mission, a lot of equipment related to mooring as well as a wide space for mooring is required. In addition, it is very difficult to install the support line on the ground, and it takes a lot of time and cost to move the installed support line to another place.

On the other hand, the airship is a flying body which can fly to a desired position by floating in the air using buoyancy mainly, but it is good in mobility and timeliness, but it is difficult to carry out the mission for a long time due to the limitation of the flight time have.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a flight operation system and a flight operation method for operating an aircraft capable of functioning as a support line and an airship, in order to solve various problems including the above problems. However, these problems are exemplary and do not limit the scope of the present invention.

According to an aspect of the present invention, there is provided an air conditioner comprising: a flying body capable of flying and floating in the air; a mooring section located under the airway body; a cable connected to the airway body and the mooring section, And a buoyancy control unit that is loaded on or unloaded from the air vehicle so that at least one of the weight of the air bag and the buoyancy of the air vehicle is changed.

The lifting and lowering control part may move up and down to change the weight of the flying object.

The lifting control portion includes a plurality of rollers and a motor, and the plurality of rollers can be driven to rotate along the cable by being driven to rotate by the motor.

The flotation control part may include a drones.

The flotation control section may include a winding section for winding the cable.

The flotation controlling part may comprise liquid or sand.

The flotation control part may be released to the outside to reduce the weight of the air vehicle.

The levitation regulator may comprise helium or hydrogen.

The flotation control part may be released to the outside to reduce buoyancy of the air vehicle.

And a guide unit installed at an end of the cable and guiding the cable to the mooring unit.

And a mooring winding unit installed in the mooring unit for winding up the cable or releasing the winding of the cable to move up and down the air vehicle.

According to another aspect of the present invention, there is provided a method for controlling an aircraft, comprising: flying a flying object toward a mooring unit located at a lower portion of the flying object; mooring the flying object to the mooring unit by connecting the flying object and the mooring unit with a cable, The method of claim 1, further comprising the steps of: unloading the floatation control unit; floating the airplane at an appropriate height; loading the second floatation control unit on the airplane or unloading the second floatation control unit from the airplane; And withdrawing the cable from the cable.

Wherein the step of unloading the first flotation control unit is a step of reducing the weight of the airplane by unloading the first flotation control unit from the airplane by moving down the first flotation control unit, The step of unloading the second flotation control part may be a step of increasing the weight of the airplane by lifting and lowering the second flotation control part and loading the airplane on the airplane.

At least one of the first flotation regulating portion and the second flotation regulating portion includes a plurality of rollers and a motor and the plurality of rollers are driven to rotate along the cable by being driven to rotate by the motor.

At least one of the first lift control portion and the second lift control portion may include a drone.

At least one of the first and second lifting and lowering control portions may include a winding portion for winding the cable.

Wherein the first lift control unit includes liquid or sand and the step of unloading the first lift control unit includes reducing the weight of the air vehicle by releasing the first lift control unit to the outside and unloading the first lift control unit from the air vehicle .

Wherein the second lift control unit includes helium or hydrogen and the step of loading the second lift control unit on the air vehicle or unloading the second lift control unit from the air vehicle includes discharging the second lift control unit to the outside, Thereby reducing buoyancy of the air vehicle.

The mooring step may include the step of guiding the cable to the mooring unit using a guide provided at an end of the cable.

And moving the mover up and down by rotating the mooring winding unit installed on the mooring unit to wind the cable or unwind the cable.

According to an embodiment of the present invention as described above, it is possible to easily operate a flight body capable of functioning as a support line and an airship.

In addition, it is possible to improve the accomplishment of the mission because it is possible to inject a flight capable of long-term flight at high altitude.

Of course, the scope of the present invention is not limited by these effects.

FIG. 1 is a conceptual diagram showing a flight body constituting a flight operation system according to an embodiment of the present invention.
FIGS. 2 to 7 are conceptual diagrams sequentially illustrating a method of operating a flight vehicle according to an embodiment of the present invention.
FIG. 8 is a conceptual diagram showing a flight operation system according to another embodiment of the present invention.
9 is a conceptual diagram showing a flight operation system according to another embodiment of the present invention.
10 is a conceptual diagram showing a flight operation system according to another embodiment of the present invention.
11 is a conceptual diagram showing a flight operation system according to another embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention is capable of various modifications and various embodiments, and particular embodiments are illustrated in the drawings and will be described in detail in the detailed description. It is to be understood, however, that the invention is not to be limited to the specific embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

The terms first, second, etc. used in this specification may be used to describe various elements, but the elements should not be limited by terms. Terms are used only for the purpose of distinguishing one component from another.

Hereinafter, embodiments according to the present invention will be described in detail with reference to the drawings. Referring to the drawings, substantially identical or corresponding elements are denoted by the same reference numerals, and a duplicate description thereof will be omitted do. In the drawings, the thickness is enlarged to clearly represent the layers and regions. In the drawings, the thicknesses of some layers and regions are exaggerated for convenience of explanation.

FIG. 1 is a conceptual diagram showing a flying object constituting a flight object operating system according to an embodiment of the present invention, and FIGS. 2 to 7 are conceptual diagrams sequentially illustrating a method of operating a flight object according to an embodiment of the present invention.

1 and 2, the air vehicle operation system according to an embodiment of the present invention includes a flight vehicle 100, a mooring unit 200, a cable C1, and a flotation control unit 300 Respectively.

Here, the air vehicle 100 can fly, but can float in the air by buoyancy, for example, in the form of an airship. However, the present invention is not limited to this, and various types of air vehicles having an auxiliary power unit may be applied to non-powered air vehicles. Hereinafter, for convenience of explanation, the air vehicle 100 will be specifically described with reference to a case where the air vehicle 100 is an airship.

The air vehicle 100 includes a bag 110 and a gondola 120. The air bag 100 is a part filled with air inside the air bag 110. The air bag 100 is lifted in the air for a long time due to buoyancy provided by the air bag 110 to perform various tasks such as monitoring, observation, and communication relay. Various types of gas that are lighter than air such as helium, hydrogen, etc. can be filled in the air bag 110. The air bag 100 may further include an air bag (not shown) for adjusting the air pressure of the air bag 110 or adjusting the longitudinal posture of the air bag 100.

A gondola 120 is disposed below the air bag 110. The gondola 120 is provided with at least one fan or propeller 130 driven by an engine (not illustrated). Such a fan or propeller 130 may provide power to propel the air vehicle 100. The gondola 120 may be provided with a winding unit 140 and a flotation control unit 300 on which a cable C1 is wound. The winding unit 140 and the flotation control unit 300 may be disposed inside the gondola 120. In this case, the cable C1 and the flotation control unit 300, wound around the winding unit 140, The gondola 120 may be provided with an opening (not shown) that can be opened or closed so that the gondola 120 can be loaded or unloaded from the air vehicle 100. However, the present invention is not limited thereto. It is also possible that the winding section 140 and the flotation regulating section 300 are disposed outside the gondola 120 and then loaded or unloaded.

Although not shown in FIG. 1 and the like, the air vehicle 100 is provided with various sensors for measuring the pressure inside the air bag 110, various measuring instruments for monitoring and observing the air vehicle 100, mission payload and so on.

As shown in (1) of FIG. 2, the air vehicle 100 is landed or pushed at a specific point, and then takes off to move to a point where the mission 100 is required to perform the mission. At this time, the flying body 100 is raised from the take-off point by the combination of the buoyancy of the gas stored in the air bag 110 and the buoyancy of the gas and the thrust of the propulsion device. Such a take-off point may be a later landing point. In this case, the landing point may be one point located on the land surface, but may also be a point located on one side of the ship or buoy. 2, when the air vehicle 100 ascends to a certain height, the air vehicle 100 moves toward the mission performing point by the thrust generated from the propulsion device including the fan or the propeller 130. As shown in (3) of FIG. 2, the flying body 100 reaches the point where the mooring unit 200, which is the mission performing point, is located. At this time, the mooring unit 200 may include a mooring winding unit 210 in which the mooring cable C2 is wound, similarly to the winding unit 140 provided in the air vehicle 100.

3, the air vehicle 100 having the flotation control unit 300 transports the cable C1 toward the mooring unit 200 located at the lower portion of the air vehicle 100. As shown in FIG. At this time, the cable C1 can be transported by the winding unit 140 shown in Fig. 3 is a floating control unit unloaded from the air vehicle 100. Hereinafter, the floating control unit 300 will be referred to as a first floating control unit 300. FIG. The guide portion 150 can be provided at the end E1 of the cable C1 so that the cable C1 is guided by the guide portion 150 to the mooring portion 200, E2. ≪ / RTI > In one embodiment, the guide 150 may include an electric motor (not shown) and a propeller (not shown). The motor and the propeller may be controlled by a radio signal or an automatic position control device to guide the end E1 of the cable C1 to a desired position.

Specifically, the guide portion 150 is located above the end portion E1 of the cable C1, and the guide portion 150 and the end portion E1 can be spaced apart by a predetermined distance. Whereby the end E1 of the cable C1 can easily be thrown to the end E2 of the mooring cable C2. However, since the flying object 100 can also be lifted due to the instantaneous rise of the guide portion 150, it is necessary to appropriately control the movement of the guide portion 150 so that the guide portion 150 does not rise excessively.

By appropriately controlling the movement of the guide portion 150 and guiding the end portion E1 of the cable C1 to the end portion E2 of the mooring cable C2 as described above, the end portion E1 of the cable C1 is guided to the mooring cable C2 to the end E2. Thus, the air vehicle 100 can be moored to the mooring portion despite the shaking due to draft, buoyancy, or the like. However, the present invention is not limited thereto, and the cable C1 may be wound or connected directly to the mooring unit 200 without the mooring cable C2. Hereinafter, the cable C1 and the mooring cable C2 will be concretely explained for convenience of explanation.

3, the end E1 of the cable C1 may be formed in the form of a hook, a ring, or the like, and may be connected to the end E2 of the mooring cable C2. The power line and / or signal line of the cable C1 and / or the signal line of the cable C1 and the power line and / or signal line of the mooring cable C2 are connected to each other through the connector (C1) As shown in FIG. Thus, a control signal can be transmitted to the air vehicle 100 through the signal line, data can be received from the air vehicle 100, and power can be supplied to the air vehicle through the power line.

Then, as shown in FIG. 4, the first lift control unit 300 is unloaded from the air vehicle 100. As the first lifting and lowering control unit 300 moves down, the weight of the flying body 100 decreases, thereby improving the buoyancy of the pending flying body 100, thereby allowing the flying body 100 to be held for a long period of time .

In one embodiment, as shown in the enlarged view of FIG. 4A, the first lift control unit 300 may include a plurality of rollers 310 and a motor 313. The plurality of rollers 310 are disposed on both sides of the cable C1 and move upward and downward along the cable C1 so that the horizontally extending first connecting portion 311 and the vertically extending second connecting portion 312 So that the adjacent rollers 310 are connected. The first connection portion 311 and the second connection portion 312 can support the plurality of rollers 310 and the motor 313 and can be fastened together with screws or bolts to facilitate disassembly. The number of the rollers 310 may be varied according to the weight of the air vehicle 100 to be controlled and the number and arrangement of the first and second connection portions 311 and 312 may be variously modified . The first lift control unit 300 may be driven by a motor 313. Specifically, the plurality of rollers 310 are rotationally driven by a motor 313 so that the first lift control unit 300 And moves down along the cable C1. After that, the first flotation control part 300 can be separated from the cable C1 and / or the mooring cable C2.

Then, as shown in FIG. 5, the air vehicle 100 performs a given mission by lifting the aircraft at an appropriate altitude (H). Here, the proper altitude (H) is an altitude at which the air vehicle 100 is suitable for performing tasks such as surveillance, observation, and communication relay. The altitude H is the highest altitude at which the aircraft 100 can operate as a gas inside the air bag 110 (altitude below pressure altitude).

Specifically, when the weight of the air vehicle 100 is reduced by unloading the first lift control unit 300 from the air vehicle 100, when the winding of the mooring cable C2 is canceled, ) Will be able to rise to the appropriate altitude (H) for mission performance, and it will be possible to carry out long-term hitting. Of course, instead of the mooring cable C2, the winding of the cable C1 connected to the mooring cable C2 may be released, or the winding of the cable C1 and the mooring cable C2 may be released together.

As shown in FIG. 6, the air vehicle 100 that has completed mission execution descends again due to the winding of the mooring cable C2 and loads the second flotation control unit. That is, the mooring cable C2, which was previously wound up in the ascending process of the air vehicle 100 and was transported upward, is again transported downward by the mooring winding unit 210 to descend the air vehicle 100. The second lifting control unit may be the same as the first lifting control unit 300 shown in FIG. 4, and it is preferable to use the first lifting control unit as an unloaded second lifting control unit as it is, And the like. Hereinafter, the second lifting control unit will be described in detail with reference to the same case as the first lifting control unit 300, and the name and sign of the first lifting control unit will be used instead of the second lifting control unit. This also applies to the following embodiments and modifications thereof.

The first flotation control unit 300 may have a structure as shown in an enlarged view of FIG. 4A. In this case, the first flotation control unit 300 may follow the cable C1 And lifts and moves. Thus, the first flotation control unit 300 is loaded on the flying body 100 to increase the weight of the flying body 100, and the flying body 100 has a proper weight for flying. In addition, by loading the fuel or the like together with the first lift control unit 300, the fuel amount of the air vehicle 100 can be supplemented to increase the operation time.

Then, as shown in FIG. 7, the connection between the air vehicle 100 and the mooring unit 200 is released. Concretely, the end E1 of the cable C1 is disconnected from the end E2 of the mooring cable C2, and the cable C1 is recovered to the flying body 100. [ Thus, the flying body 100 becomes the same as or similar to the state shown in (3) of FIG. 2, and then flows to the original take-off point or another mission performing point.

FIG. 8 is a conceptual diagram illustrating a flight operation system according to another embodiment of the present invention, and FIG. 9 is a conceptual diagram illustrating a flight operation system according to another embodiment of the present invention. Here, FIGS. 8 and 9 show other embodiments of the first lift control unit 300 described above with reference to FIG. 4 and / or FIG. Hereinafter, for convenience of description, the embodiments shown in FIGS. 8 and 9 will be described in detail, focusing on differences from the above-described embodiments.

First, referring to FIG. 8, the first lift control unit 300 may be formed in a drone shape. That is, the first flotation control part 300 may include a main body 320, a support part 321 and a wing part 322 as shown in an enlarged view of FIG. 8B. The main body 320 may include a control unit (not shown) disposed at the center of the first flotation control unit 300 for controlling the flight of the first flotation control unit 300 by receiving a remote signal or the like. A plurality of support portions 321 extending to the outside of the main body 320 are disposed on both sides of the main body 320 and a wing portion 322 is disposed at each end of the plurality of support portions 321. Thus, the first flotation control unit 300 flies down substantially to reduce the weight of the flight body 100. [ In FIG. 8, the first flotation control part 300 is illustrated as flying away from the cable C1, but the present invention is not limited thereto. That is, the first flotation control unit 300 may fly along the cable C1, for example, by passing the cable C1 through a through hole (not shown) formed in the main body 320, Can be moved along the cable C1. When the first flotation control unit 300 moves along the cable C1 as described above, the first flotation control unit 300 can be simplified to only move up and down.

Thereafter, the first flotation control unit 300 can be reloaded on the flight body 100 by flying substantially upward, thereby increasing the weight of the flight body 100 again. Meanwhile, the first lift control unit 300 of the present embodiment may be used only in the current loading step, not in the unloading step described above. That is, in the unloading step, the first lift control unit 300 is unloaded from the air vehicle 100 by the operation method according to another embodiment, and in the loading step, the operation method according to the present embodiment, The first flotation control unit 300 can be loaded into the air vehicle 100.

Also, the first flotation control part 300 of the present embodiment may be used as the guide part 150 shown in FIG. That is, in a state where the cable C1 passes through the main body 320 of the first flotation control unit 300, the first flotation control unit 300 is controlled by a radio signal or an automatic position control device, It is possible to guide the end portion E1 to the end portion E2 of the mooring cable C2.

Referring next to FIG. 9, the first lifting adjuster 300 may include a winding portion for winding the cable C1. The wind-up unit may be formed in the form of a mobile winch or the like, and the first flotation control unit 300 may be installed on the cable C1 and be transported downward together with the cable C1. Therefore, in the unloading step, the first flotation control unit 300 may reduce the weight of the air vehicle 100 and transfer the cable C1 downward.

In the subsequent loading step, the first flotation control unit 300 may be transferred upward with the cable C1 to be loaded on the air vehicle 100. Of course, the first flotation control unit 300 may serve to increase the weight of the air vehicle 100 and to transfer the cable C1 upward.

The wind-up unit included in the first flotation control unit 300 may be an electric apparatus, and the wind-up unit may be operated by receiving a voltage from a ground source (not shown) disposed in the mooring unit 200. Therefore, the first buoyancy regulating unit 300 can move up and down together with the cable C1 by the driving voltage of the ground power source.

Meanwhile, the first flotation control part 300 of the present embodiment may be used as the winding part 140 shown in FIG. That is, as the first flotation control unit 300 moves upward while winding the cable C1, the first flotation control unit 300 can perform the function of recovering the cable C1.

FIG. 10 is a conceptual diagram illustrating a flight operation system according to another embodiment of the present invention, and FIG. 11 is a conceptual diagram illustrating a flight operation system according to another embodiment of the present invention. In the previous embodiments, the second lifting control unit is similar to the first lifting control unit in view of the cost, the consistency of the flying environment, and the like. However, in the embodiments shown in FIGS. 10 and 11, The case where the second lifting control unit is different from the first lifting control unit will be mainly described below. Of course, in the embodiments shown in FIGS. 10 and 11, it is not entirely excluded that the second lift control portion is the same as the first lift control portion.

First, referring to FIG. 10, the first lift control unit 300a may be released to the outside in the unloading stage to reduce the weight of the air vehicle 100. At this time, the first flotation control part 300a may include a powdery product such as liquid or sand such as water, and any material may be used as long as it is a material which is harmless to the external environment and is easily released.

The water or sand may be re-supplied to the air vehicle 100 in the loading step. However, considering the cost and equipment for re-supplying water or sand, the second float adjusting unit (Not shown) can be selected from the flotation control unit having the roller and the motor shown in Fig. 4, the flotation control unit including the drones shown in Fig. 8, the flotation control unit including the winding unit shown in Fig. 9 .

Next, referring to FIG. 11, as in the embodiment of FIG. 10, the lifting control portion of this embodiment can be released to the outside. However, unlike the embodiment of FIG. 10, the lifting control part emitted to the outside in this embodiment means the second lifting control part.

Specifically, although not shown in FIG. 11, the first lift control unit is unloaded from the air body 100 first. In this case, the first flotation control unit may include a flotation control unit having a roller and a motor shown in Fig. 4, a flotation control unit including a dron shown in Fig. 8, or a flotation control unit including a winding unit shown in Fig. .

As shown in FIG. 5, the air vehicle 100 performs a given task by lifting the aircraft at an appropriate height, and then the air vehicle 100 unloads the second lift control unit 300b as shown in FIG. 11 It goes through. It is not necessary to lower the flight body 100 to the mooring unit 200 and the connection between the cable C1 and the mooring cable C2 is released according to a remote signal or the like so that the flying body 100 can fly .

In this unloading step of the second lift control part, the second lift control part 300b is discharged to the outside. However, unlike the previous embodiments, the weight of the air vehicle 100 is not changed due to the release of the second lift control unit 300b, but the buoyancy of the air vehicle 100 is reduced. For this purpose, the second lift control unit 300b may include helium or hydrogen which generates buoyancy in the air vehicle 100. In addition, if the air is lighter than air and can be stored in the air bag 100 of the air vehicle 100 May be included.

Alternatively, instead of attempting to reduce the weight of the flying body 100, the buoyancy of the flying body 100 may be increased by loading helium or hydrogen into the flying body 100 in the step of unloading the first lifting control unit. However, considering the complexity and the risk of injecting helium or hydrogen into the air bag, it is preferable to reduce the weight of the air vehicle 100 by unloading the first float control part rather than to increase the buoyancy of the air vehicle 100 It would be more desirable to do so.

As described above, according to the embodiment of the present invention, it is possible to easily operate a flight body capable of functioning as a support line and an airship. In addition, it is possible to improve the accomplishment of the mission because it is possible to inject a flight capable of long-term flight at high altitude.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is evident that many alternatives, modifications, and variations will be apparent to those skilled in the art . Accordingly, the true scope of the present invention should be determined by the technical idea of the appended claims.

100: flight vehicle
150:
200:
210: Mooring winding part
300: Depression control unit
C1: Cable
C2: Mooring cable

Claims (20)

Flight capable of flying and flying in the air;
A mooring unit located at a lower portion of the air vehicle;
A cable connected to the flying object and the mooring unit for mooring the flying object to the mooring unit; And
And a buoyancy control unit that is loaded on or unloaded from the airplane so that at least one of the weight of the airplane and the buoyancy of the airplane is changed. The method according to claim 1,
Wherein the lifting control unit moves up and down to change the weight of the air vehicle. 3. The method of claim 2,
Wherein the lifting control portion includes a plurality of rollers and a motor, and the plurality of rollers are rotationally driven by the motor to move along the cable. 3. The method of claim 2,
Wherein the flotation control unit comprises a drones. 3. The method of claim 2,
And the lifting control section includes a winding section for winding the cable. The method according to claim 1,
Wherein said flotation control comprises liquid or sand. The method according to claim 6,
And the lifting control part is released to the outside to reduce the weight of the flying body. The method according to claim 1,
Wherein said flotation control comprises helium or hydrogen. 9. The method of claim 8,
Wherein the flotation control part is released to the outside to reduce buoyancy of the air vehicle. The method according to claim 1,
Further comprising a guide unit installed at an end of the cable and guiding the cable to the mooring unit. The method according to claim 1,
Further comprising a mooring winding unit installed in the mooring unit for winding up the cable or releasing the winding of the cable to move up and down the air vehicle. Flying a flying object toward a mooring part located at a lower portion of the flying object;
Connecting the air vehicle and the mooring unit with a cable to moor the air vehicle to the mooring unit;
Unloading the first lift control unit from the air vehicle;
Float the air into the air at an appropriate height;
Loading the second lift control part on the air vehicle or unloading the second lift control part from the air vehicle; And
And releasing the connection between the flying object and the mooring part and withdrawing the cable. 13. The method of claim 12,
Wherein the step of unloading the first flotation control part comprises the step of lowering the weight of the airplane by unloading the first flotation control part from the flight body,
Wherein the loading or unloading of the second lift control portion from the airplane comprises increasing the weight of the airplane by lifting and lowering the second lift control portion to the airplane, Way. 14. The method of claim 13,
Wherein at least one of the first lift control portion and the second lift control portion includes a plurality of rollers and a motor and the plurality of rollers are rotationally driven by the motor to move along the cable . 14. The method of claim 13,
Wherein at least one of the first lift control portion and the second lift control portion comprises a dron. 14. The method of claim 13,
Wherein at least one of the first lift control portion and the second lift control portion includes a winding portion for winding the cable. 13. The method of claim 12,
Wherein the first lift control part comprises liquid or sand,
Wherein the step of unloading the first flotation control part is a step of reducing the weight of the airplane by discharging the first flotation control part to the outside and unloading the air from the airplane. 13. The method of claim 12,
Wherein said second lift control comprises helium or hydrogen,
Wherein the step of loading the second lift control part or unloading the second lift control part from the air vehicle includes reducing the buoyancy of the air vehicle by releasing the second lift control part to the outside and unloading the second lift control part from the air vehicle, How to operate a flight. 13. The method of claim 12,
Wherein the mooring step includes the step of guiding the cable to the mooring unit using a guide provided at an end of the cable. 13. The method of claim 12,
Further comprising the step of raising and lowering the airplane by rotating the mooring winder provided on the mooring unit to wind the cable or unwinding the cable.

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