Patent Description:
Current regulations limit or prohibit flight over land that can produce a sonic boom over human population. Supersonic flight, however, can substantially reduce flight time.

Hence, it is desirable to provide systems and methods for reducing the sonic boom level experienced on the ground from supersonic flight. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.

<CIT> discloses the estimation and display of sonic boom strikes/impact (overpressure events) on the ground from supersonic flight. Boom floor graphics are also displayed to indicate minimum altitudes above which the aircraft should remain as it progresses along its flight path to avoid triggering an overpressure event. Moreover, numerical readouts indicate maximum speed at which the aircraft can travel, when located at corresponding altitudes indicated by the boom floor graphics, without triggering an overpressure event.

In <CIT>, a pilot modifies (touch control) the altitude of an aircraft to visualize the effect of such modification on the aircraft trajectory.

In XP <NUM>, color coding is used to display in 2D the absolute severity (overpressure) in pounds per square foot (PSF) of the sonic boom of an aircraft.

<CIT> discloses displaying in an aircraft a warning (use of color coding) about the current acoustic level/boom strenght of the aircraft. A red color is used when the current acoustic level is above a maximum allowable sonic boom strength. Acoustic pressure levels at ground level and boom strikes/intercepts at ground level are also displayed.

An adaptive system in an aircraft for presenting speed and altitude recommendations for supersonic flight on an aircraft display unit is defined in claim <NUM>.

A method in an aircraft for presenting speed and altitude recommendations for supersonic flight on an aircraft display unit is defined in claim <NUM>.

For the sake of brevity, conventional techniques related to signal processing, data transmission, signaling, control, touchscreens, and other functional aspects of the systems (and the individual operating components of the systems) may not be described in detail herein.

The subject matter described herein discloses apparatus, systems, techniques and articles for providing speed and altitude (SPD/ALT) recommendations for supersonic flight to flight crew using an aircraft display unit. The described apparatus, systems, techniques and articles can provide speed and altitude recommendations for supersonic flight that are optimized for fuel and time efficiencies. The described apparatus, systems, techniques and articles can provide the flight crew with speed and altitude recommendations for supersonic flight that do not cause an unacceptable sonic boom noise level on the ground.

The described apparatus, systems, techniques and articles can reduce flight crew head down activity, provide Fuel/Time efficient settings, provide intuitive SPD/ALT trending graphs and alerts, provide increased situational awareness with respect to SPD/ALT references suitable for given flight situations, and identify favorable opportunities for an improved SPD/ALT profile during flight. The described apparatus, systems, techniques and articles can achieve the above-said parameters by profiling of SPD/ALT with respect to time or distance from the aircraft in a <NUM>-dimensional graphical display from source to destination. Using an intuitive graphical interface, the flight crew can enter proposed changes to the mission speed and altitude profile and receive a graphic display indicating whether the proposed changes would allow supersonic flight with an acceptable sonic boom noise level on the ground with optimized fuel and time efficiency. The speed and altitude profile changes could originate via ATC communication or the flight crew attempting to determine a set of maneuvers manually. The described apparatus, systems, techniques and articles can provide acceptable alternative guidance to flight crew by allowing the flight crew to select economic modes of altitude, speed and vertical profile for enhanced safety and fuel efficiency with reduced flight crew workload.

<FIG> is a diagram illustrating an example operating scenario for an example aircraft <NUM> during supersonic flight. As an aircraft <NUM> travels over terrain <NUM> during supersonic flight, the aircraft <NUM> creates a series of pressure waves that merge into a single shock wave <NUM> in the shape of a geometrical cone behind the aircraft <NUM> that travels at the speed of sound. The shock wave <NUM> can affect observers that are positioned at a point that intersects a region in the shape of a geometrical cone <NUM> behind the aircraft <NUM>. As the aircraft <NUM> moves, the conical region <NUM> also moves behind the aircraft <NUM>, and when the cone <NUM> passes over an observer, the observer will briefly experience a sonic boom, i.e., the sound associated with the shock waves <NUM>.

The example aircraft <NUM> is equipped with a system <NUM> that provides speed and altitude (SPD/ALT) recommendations for supersonic flight. The system is configured to evaluate a number of factors including the speed, altitude, weather, terrain, and aircraft model to determine whether the aircraft <NUM>, if it maintained its current speed and altitude profile, would cause an acceptable sonic boom effect (e.g., perceived sound level on land due to unrestricted supersonic flight over land) on the terrain <NUM>.

<FIG> is a block diagram depicting an example system <NUM> in an aircraft <NUM> for providing speed and altitude (SPD/ALT) recommendations for supersonic flight. The example system <NUM> is configured to receive aircraft sensor inputs from on-board systems and then predict an optimum altitude and speed while flying in a supersonic phase of flight. The predicted values would be highly accurate and suitable for the current aircraft model and wind conditions. The example system <NUM> is configured to validate the speed and altitude profile using a SONIC prediction module <NUM> that, in turn, is configured to predict whether the speed and altitude profile would cause a sonic boom effect that is acceptable as per pre-defined threshold limits. The system <NUM> is configured to predict an economical (ECON) SPD range and/or ECON ALT range for the aircraft <NUM> to fly without causing an unacceptable sonic boom effect. The system <NUM> is configured to receive air traffic control (ATC) cleared SPD/ALT profiles and validate these profiles against SONIC prediction rules using the SONIC prediction module <NUM>. The system <NUM> is configured to display speed, altitude, and acceptable sonic boom effect curves, to the flight crew for selection on a display unit. The system <NUM> is configured to allow proposed modifications to the SPD/ALT profile via graphical input from a touchscreen and when modifications are received the system <NUM> is configured to re-compute boom effect curves and display the current and predicted boom effect curves for the complete flight profile for the flight crew on the display unit. The system <NUM> is also configured to submit proposed modifications to the SPD/ALT profile to ATC for clearance and transmit ATC approved SPD/ALT profile modifications to the flight profile to appropriate on-board avionics systems.

The example system <NUM> is configured to receive aircraft sensor inputs from on board aircraft sensors and other inputs. The aircraft sensor inputs include automatic dependent surveillance broadcast (ADS-B) data, ATC communications, weather data (e.g., GDC XM weather data), and the current aircraft altitude and speed. The example system <NUM> is also configured to receive as input aircraft model information, terrain information from a terrain database, and airline cost information. The example system <NUM> is configured to output to a display unit <NUM> data for a navigational display <NUM>, ECON display indication data <NUM>, and data for a guidance display <NUM>. The data for the navigational display <NUM> and guidance display <NUM> may include a BOOM impact altitude profile (as described below), a BOOM impact speed profile (as described below), a minimum no BOOM altitude (as described below), a maximum no BOOM speed (as described below), ECON display indication data <NUM> such as an optimum speed and optimum altitude calculated based on the aircraft model, weather conditions, and airline cost index, command speed and altitude range data (e.g., an ATC cleared speed and altitude profile), and pilot entry trail altitude and speed data (e.g., flight crew proposed speed and altitude profile data). The example system <NUM> is further configured to submit, when ATC approval is received, the flight crew inputted proposed altitude adjustment (e.g., selected independently by the flight crew or provided by ATC) and the flight crew inputted proposed speed adjustment (e.g., selected independently by the flight crew or provided by ATC) to appropriate flight systems on the aircraft (e.g., autopilot/mode control panel (MCP) <NUM>) for implementation.

The example system <NUM> includes a sonic prediction module <NUM>, a display processing module <NUM>, a VNAV optimizer module <NUM>, an auto pilot proxy module <NUM>, an ATC communication module <NUM>, and a controller (not shown) that is configured to implement the sonic prediction module <NUM>, display processing module <NUM>, VNA V optimizer module <NUM>, auto pilot proxy module <NUM>, and ATC communication module <NUM>. The controller includes at least one processor and a computer-readable storage device or media encoded with programming instructions for configuring the controller. The processor may be any custom-made or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), an auxiliary processor among several processors associated with the controller, a semiconductor-based microprocessor (in the form of a microchip or chip set), any combination thereof, or generally any device for executing instructions.

The computer readable storage device or media may include volatile and nonvolatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM), for example. KAM is a persistent or non-volatile memory that may be used to store various operating variables while the processor is powered down. The computer-readable storage device or media may be implemented using any of a number of known memory devices such as PROMs (programmable read-only memory), EPROMs (electrically PROM), EEPROMs (electrically erasable PROM), flash memory, or any other electric, magnetic, optical, or combination memory devices capable of storing data, some of which represent executable programming instructions, used by the controller.

The sonic prediction module <NUM> is configured to predict whether a selected speed and selected altitude profile would cause an acceptable BOOM effect per a predefined BOOM effect threshold limit during flight between a plurality of waypoints, wherein a BOOM effect is a perceived sound level on land due to unrestricted supersonic flight over land, and wherein a BOOM effect threshold limit is an acceptable perceived sound level on land due to supersonic flight over land. The selected speed could be the optimum speed chosen by the system, an ATC selected speed, or a flight crew selected speed. Similarly the selected altitude may be the optimum altitude chosen by the system, an ATC selected altitude, or a flight crew selected altitude. The sonic prediction module <NUM> is also configured to predict whether an ATC cleared speed and altitude profile would cause an acceptable BOOM effect per predefined BOOM effect threshold limits during flight between a plurality of waypoints.

The sonic prediction module <NUM> is further configured to predict for a selected speed the BOOM impact altitude profile for the altitude profile and the minimum no BOOM altitude profile for the selected speed, wherein the BOOM impact altitude profile indicates the altitude for the selected speed at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM altitude profile indicates the minimum supersonic flight altitude for the selected speed that would result in an acceptable perceived sound level on land. The sonic prediction module <NUM> is also configured to predict for a selected altitude the BOOM impact speed profile at the current speed and the maximum no BOOM speed profile for the selected altitude, wherein the BOOM impact speed profile indicates the speed for the selected altitude at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM speed profile indicates the maximum speed for the selected altitude that would result in an acceptable perceived sound level on land.

The sonic prediction module <NUM> is further configured to predict for a selected speed a modified BOOM impact altitude profile based on a proposed altitude adjustment between a plurality of the waypoints, wherein the modified BOOM impact altitude profile indicates the altitude for the selected speed at which the perceived sound level from the sonic boom is at an acceptable level. The sonic prediction module <NUM> is also configured to predict for a selected altitude a modified BOOM impact speed profile based on a proposed speed adjustment between a plurality of the waypoints, wherein the modified BOOM impact speed profile indicates the speed for the selected altitude at which the perceived sound level from the sonic boom is at an acceptable level.

The display processing module <NUM> is configured to perform input and output tasks for the flight crew using a display unit such as a touchscreen display unit and/or multifunction display unit. In particular, the display processing module <NUM> is configured to position, for display via a graphical display window on a display unit, a graphical representation of a travel path that includes a waypoint icon for each of a plurality of waypoints along the travel path in the form of an altitude profile, a graphical representation of the altitude of the terrain underneath the travel path, and an aircraft icon positioned in the graphical display window at a current altitude and a current position relative to the travel path.

The display processing module <NUM> is configured to position on the graphical display window, for a selected speed, a graphical representation of both a BOOM impact altitude profile for the altitude profile and a minimum no BOOM altitude profile. The display processing module <NUM> is also configured to position on the graphical display window, for a selected altitude, a graphical representation of both a BOOM impact speed profile for a predicted speed profile and a maximum no BOOM speed profile.

The display processing module <NUM> is further configured to receive a flight crew inputted proposed altitude adjustment between a plurality of waypoints for flight for the selected speed; and position on the graphical display window, for the selected speed, a graphical representation of the flight crew inputted proposed altitude adjustment for flight between the plurality of waypoints and a graphical representation of a modified BOOM impact altitude profile based on the proposed altitude adjustment between the plurality of waypoints. The display processing module <NUM> is also configured to receive a flight crew inputted proposed speed adjustment between a plurality of waypoints for flight for the selected altitude; and position on the graphical display window, for the selected altitude, a graphical representation of the flight crew inputted proposed speed adjustment for flight between the plurality of waypoints, and a graphical representation of a modified BOOM impact speed profile based on the proposed speed adjustment between the plurality of waypoints. The display processing module <NUM> is further configured to receive the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment by touch gestures via the graphical display window.

The display processing module <NUM> is further configured to display, on the display unit, the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment for flight crew selection for submission for ATC clearance. The display processing module <NUM> is also configured to adjust the scaling of the graphical display window using pinch and zoom touch gestures.

The VNA V optimizer module <NUM> is configured to predict, based on received aircraft sensor inputs from on board aircraft sensors, an optimum speed and altitude profile while flying in a supersonic phase of flight between a plurality of waypoints for the current aircraft model, wind conditions, and mission.

The auto pilot proxy module <NUM> is configured to submit, when ATC approval is received, the flight crew inputted proposed altitude adjustment (e.g., selected independently by the flight crew or provided by ATC) and the flight crew inputted proposed speed adjustment (e.g., selected independently by the flight crew or provided by ATC) to appropriate flight systems on the aircraft for implementation.

The ATC communication module <NUM> is configured to submit a new flight plan to ATC for clearance that includes the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment for ATC clearance.

The example system <NUM> is configured to present the profiling of SPD/ALT with respect to time or distance from the aircraft in a <NUM>-dimensional graphical display from source to destination. Using an intuitive graphical interface the flight crew can perform changes to the predicted speed and altitude profile. The changes could be originated via (a) ATC communication or (b) flight crew trying to determine a set of maneuvers manually. The example system <NUM> can provide "Speed Situational Awareness", a "Speed Trend Alert and monitor", "Altitude Situational Awareness" and an "Altitude Trend Alert and monitor".

<FIG> is a diagram depicting an example user interface <NUM> for a system that provides speed and altitude recommendations for supersonic flight. The example user interface <NUM> illustrates the provision of a vertical situational display for econ speed mode and altitude level revisions. In this scenario, the flight crew is assumed to be flying in the ECON Speed mode (at <NUM> Knots) and is trying to perform an altitude level change. This may be due to favorable conditions existing at a different altitude level. In this example, the flight crew would like to change the altitude from FL500 to FL550. At this stage, the flight crew would like to know whether the selected altitude changes would result in an unacceptable sonic BOOM on the earth surface at the current aircraft speed. <FIG> illustrates flight crew actions for altitude level changes with respect to the current altitude profile and the subsequent verification of the sonic BOOM impact and corresponding down path altitude profile impacts. The flight crew may subsequently initiate a request to ATC for the proposed change if the proposed change has an acceptable sonic boom impact.

The example user interface <NUM> includes a left window pane <NUM>, a center window pane <NUM>, and a right window pane <NUM>. An example BOOM impact altitude profile <NUM>, an example minimum no BOOM altitude <NUM>, an example ECON speed <NUM>, an example ECON altitude <NUM> along a travel path <NUM> that includes waypoint icons <NUM>, an example pilot entry trail altitude (e.g., flight crew proposed altitude profile change) <NUM>, an example modified BOOM impact altitude profile <NUM>, aircraft icon <NUM>, and the terrain <NUM> are displayed in the center window pane <NUM>. The example minimum no BOOM altitude <NUM>, example ECON altitude <NUM>, and example pilot entry trail altitude <NUM> are also displayed in the left window pane <NUM>. The right window pane <NUM> displays a status chart <NUM> that shows the proposed altitude change <NUM> and a button <NUM> that when selected causes the proposed altitude change to be sent to ATC for approval.

<FIG> is a diagram depicting an example user interface <NUM> for a system that provides speed and altitude recommendations for supersonic flight. The example user interface <NUM> illustrates the provision of a vertical situational display for econ speed mode and altitude level revisions. In this scenario, the flight crew is assumed to be flying in the ECON Speed mode (at <NUM> Knots) and is trying to perform an altitude level change. This may be due to favorable conditions existing at a different altitude level. In this example, the flight crew would like to change the altitude from FL500 to FL350. At this stage, the flight crew would like to know whether the altitude changes would result in an unacceptable sonic BOOM on the earth surface at the current aircraft speed. <FIG> illustrates flight crew actions for altitude level changes with respect to the current altitude profile and the subsequent verification of the sonic BOOM impact and corresponding down path altitude profile impacts. The flight crew may subsequently initiate a request to ATC for the proposed change if the proposed change has an acceptable sonic boom impact.

<FIG> and <FIG> also illustrate altitude situational awareness. While the aircraft is flying at a specific supersonic speed, the system provides situational awareness of the corresponding altitude limits to the flight crew with which the aircraft could possibly fly without causing any sonic BOOM impact on the underlying terrain. In particular, the system displays the minimum no boom altitude limits <NUM>, <NUM>, which are the altitude limit references at which the aircraft could fly to avoid an unacceptable sonic BOOM on the surface of the terrain below the aircraft. The system, via the display <NUM>, <NUM>, can provide guidance via the ECON altitude <NUM>, <NUM> per the current terrain condition, a measure of the deviation of current aircraft altitude with respect to the ECON altitude, and the minimum altitude at which the aircraft can fly without causing any unacceptable sonic BOOM on the earth surface (the minimum no boom altitude limits <NUM>, <NUM>). The system, via the display <NUM>, <NUM>, can also provide guidance regarding the extent a proposed altitude profile modification <NUM>, <NUM> or a current aircraft state would impact the predicted sonic BOOM and/or down path propagation of the altitude profile.

Additionally, apart from the situational display, the system is configured to provide a trend of the altitude profile <NUM>, <NUM> which is computed based on the variation of the underlying terrain, aircraft acceleration, change in wind and/or change in path along the flight trajectory. The graphical display <NUM>, <NUM> presents an easily editable altitude profile <NUM>, <NUM> to the flight crew. This allows the flight crew to perform graphical revisions on the profile <NUM>, <NUM> and simultaneously view the trend of terrain and sonic BOOM impacts. This further helps to identify favorable opportunities to make profile changes to achieve flight efficiency, meet the required scheduled time of arrival, improve fuel efficiency and increase safety with supersonic flights. Also, when ATC commands altitude profile changes the flight crew can quickly verify the sonic BOOM impacts and revise the flight plan accordingly.

<FIG> is a diagram depicting an example user interface <NUM> for a system that provides speed and altitude recommendations for supersonic flight. The example user interface <NUM> illustrates the provision of a speed situational display for econ altitude mode and speed level revisions. In this scenario, the flight crew is assumed to be flying in the ECON altitude mode at FL600 and is trying to perform a speed change during the flight to possibly meet a scheduled time of arrival or utilize favorable TAIL wind conditions for better fuel savings. In this example, the flight crew would like to change the speed from <NUM> to <NUM>. At this stage, the flight crew would like to know whether the speed changes would result in an unacceptable sonic BOOM on the earth surface or if the down path propagation of the modified speed profile is achievable or will result in a steep profile causing passenger discomfort. <FIG> illustrates flight crew actions for the speed level changes with respect to current speed profile and the subsequent verification of the sonic BOOM impact and corresponding down path speed profile impacts. The flight crew may subsequently initiate a request to ATC for the proposed change if the proposed change has an acceptable sonic boom impact.

The example user interface <NUM> includes a left window pane <NUM>, a center window pane <NUM>, and a right window pane <NUM>. An example BOOM impact speed profile <NUM>, an example maximum no BOOM speed <NUM>, an example ECON altitude <NUM>, an example ECON speed profile <NUM> along a travel path <NUM> that includes waypoint icons <NUM>, an example pilot entry trail speed (e.g., flight crew proposed speed profile change) <NUM>, an example modified BOOM impact speed profile <NUM>, aircraft icon <NUM>, and the terrain <NUM> are displayed in the center window pane <NUM>. The example maximum no BOOM speed <NUM>, example ECON speed <NUM>, and example pilot entry trail speed <NUM> are also displayed in the left window pane <NUM>. The right window pane <NUM> displays a status chart <NUM> that shows the proposed speed change <NUM> and a button <NUM> that when selected causes the proposed speed change to be sent to ATC for approval.

<FIG> and <FIG> also illustrate speed situational awareness. While the aircraft is flying at a supersonic speed at a given altitude, the system provides situational awareness of the corresponding speed limits to the flight crew with which the aircraft could possibly fly without causing any sonic BOOM impact on the underlying terrain. In particular, the system displays the maximum no boom speed limits <NUM>, <NUM>, which are the speed limit references at which the aircraft could fly to avoid an unacceptable sonic BOOM on the surface of the terrain below the aircraft. The system, via the display <NUM>, <NUM>, can provide guidance via the ECON speed <NUM>, <NUM> per the current terrain condition, a measure of the deviation of current aircraft speed with respect to the ECON speed, and the maximum speed at which the aircraft can fly without causing any BOOM on the earth surface (the maximum no boom speed limits <NUM>, <NUM>). The system, via the display <NUM>, <NUM>, can also provide guidance regarding the extent a proposed speed profile modification <NUM>, <NUM> or a current aircraft state would impact the predicted sonic BOOM and/or down path propagation of the speed profile.

Additionally, apart from the situational display, the system is configured to provide a trend of the speed profile <NUM>, <NUM> which is computed based on the variation of the underlying terrain, aircraft acceleration, change in wind and/or change in path along the flight trajectory. The graphical display <NUM>, <NUM> presents an easily editable speed profile <NUM>, <NUM> to the flight crew. This allows the flight crew to perform graphical revisions on the profile <NUM>, <NUM> and simultaneously view the trend of terrain and sonic BOOM impacts. This further helps to identify favorable opportunities to make profile changes to achieve flight efficiency, meet the required scheduled time of arrival, improve fuel efficiency and increase safety with supersonic flights. Also, when ATC commands speed profile changes the flight crew can quickly verify the sonic BOOM impacts and revise the flight plan accordingly.

<FIG> is a process flow chart depicting an example process <NUM> in an aircraft for providing speed and altitude recommendations for supersonic flight. The order of operation within the process is not limited to the sequential execution as illustrated in the figure, but may be performed in one or more varying orders as applicable and in accordance with the present disclosure.

The example process <NUM> includes positioning, for display via a graphical display window on a display unit, a graphical representation of a travel path that includes a waypoint icon for each of a plurality of waypoints along the travel path in the form of an altitude profile, a graphical representation of the altitude of the terrain underneath the travel path, and an aircraft icon positioned in the graphical display window at a current altitude and a current position relative to the travel path (operation <NUM>).

The example process <NUM> includes predicting, based on received aircraft sensor inputs from on board aircraft sensors, an optimum speed and altitude profile while flying in a supersonic phase of flight between the plurality of waypoints for the current aircraft model, wind conditions, and mission (operation <NUM>).

The example process <NUM> includes determining using a SONIC boom prediction model whether the optimum speed and altitude profile would cause an acceptable BOOM effect per a predefined BOOM effect threshold limit during flight between the plurality of waypoints, wherein a BOOM effect is a perceived sound level on land due to unrestricted supersonic flight over land, and wherein a BOOM effect threshold limit is an acceptable perceived sound level on land due to supersonic flight over land (operation <NUM>).

The example process <NUM> includes positioning on the graphical display window, for a selected speed, a graphical representation of both a BOOM impact altitude profile for the altitude profile and a minimum no BOOM altitude profile, wherein the BOOM impact altitude profile indicates the altitude for the selected speed at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM altitude profile indicates the minimum supersonic flight altitude for the selected speed that would result in an acceptable perceived sound level on land (operation <NUM>).

The example process <NUM> includes positioning on the graphical display window, for the selected speed, a graphical representation of a flight crew inputted proposed altitude adjustment for flight between a first plurality of the waypoints, and a graphical representation of a modified BOOM impact altitude profile based on the proposed altitude adjustment between the first plurality of the waypoints (operation <NUM>). The flight crew inputted proposed altitude adjustment may be received by touch gestures via the graphical display window and displayed on the graphical display window.

The example process <NUM> includes positioning on the graphical display window, for a selected altitude, a graphical representation of both a BOOM impact speed profile for a predicted speed profile and a maximum no BOOM speed profile, wherein the BOOM impact speed profile indicates the speed for the selected altitude at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM speed profile indicates the maximum supersonic flight speed for the selected altitude that would result in an acceptable perceived sound level on land (operation <NUM>).

The example process <NUM> includes positioning on the graphical display window, for the selected altitude, a graphical representation of a flight crew inputted proposed speed adjustment for flight between a first plurality of the waypoints, and a graphical representation of a modified BOOM impact speed profile based on the proposed speed adjustment between the first plurality of the waypoints (operation <NUM>). The flight crew inputted proposed speed adjustment may be received by touch gestures via the graphical display window and displayed on the graphical display window.

The example process <NUM> includes submitting a new flight plan to ATC for clearance that includes the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment for ATC clearance (operation <NUM>) and submitting, when ATC approval is received, the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment to appropriate flight systems on the aircraft for implementation (operation <NUM>).

The example process <NUM> optionally includes determining using the SONIC boom prediction model whether an ATC cleared speed and altitude profile would cause an acceptable BOOM effect per predefined BOOM effect threshold limits during flight between the plurality of waypoints (operation <NUM>).

Described herein are apparatus, systems, techniques and articles in an aircraft for providing speed and altitude recommendations for supersonic flight. The described apparatus, systems, techniques and articles can provide graphical control for monitoring the ECON ALT/SPD modes of flying in supersonic jets. A vertical situation display control can allow for the performance of intuitive revisions to vertical profile and speed profile. The described apparatus, systems, techniques and articles provides a tool that can aid flight crews to inspect revisions to a flight path.

The described apparatus, systems, techniques and articles can provide a graphical tool that can aid a pilot with situational awareness as well as providing a strategic tool for planning and inspecting flight parameters. Flight crew can use the strategic tool to look for opportunities to identify optimal changes down path in the route. This can reduce the work load and improve accuracy and quick decision making. The described apparatus, systems, techniques and articles can allow for the comparison of current parameters or ATC suggested parameters with the ECON parameter limits.

The described apparatus, systems, techniques and articles can assist the flight crew to greatly reduce validation activities. The described apparatus, systems, techniques and articles can assist with validating whether "aircraft speed", or "ATC cleared speed" is within an acceptable range for not causing unacceptable SONIC BOOM on the ground. The described apparatus, systems, techniques and articles can assist with validating whether "aircraft altitude", or "ATC cleared altitude" is within an acceptable range for not causing an unacceptable SONIC BOOM on the ground.

The described apparatus, systems, techniques and articles can reduce pilot head down activity and collates multiple data into one display for easy decision making and confirming the changes to the on-board system. The described apparatus, systems, techniques and articles can provide assistance in obtaining ATC clearance for SPD/ALT changes. The described apparatus, systems, techniques and articles can provide the flight crew in aircraft engaged in supersonic flight with speed and altitude combinations that will not result in an unacceptable sonic boom noise level on the ground underneath the aircraft. The described apparatus, systems, techniques and articles can provide a way to allow civilian aircraft to engage in supersonic flight over land populated by people without creating unacceptable sonic boom noise levels on the ground underneath the aircraft.

In one embodiment, an adaptive system in an aircraft for presenting speed and altitude recommendations for supersonic flight on an aircraft display unit is provided. The system comprises one or more processors configured by programming instructions on non-transient computer readable media. The system is configured to: position, for display via a graphical display window on a display unit, a graphical representation of a travel path that includes a waypoint icon for each of a plurality of waypoints along the travel path in the form of an altitude profile, a graphical representation of the altitude of the terrain underneath the travel path, and an aircraft icon positioned in the graphical display window at a current altitude and a current position relative to the travel path; predict, based on received aircraft sensor inputs from on board aircraft sensors, an optimum speed and altitude profile while flying in a supersonic phase of flight between the plurality of waypoints for the current aircraft model, wind conditions, and mission; and determine using a SONIC boom prediction model whether the optimum speed and altitude profile would cause an acceptable BOOM effect per a predefined BOOM effect threshold limit during flight between the plurality of waypoints, wherein a BOOM effect is a perceived sound level on land due to unrestricted supersonic flight over land, and wherein a BOOM effect threshold limit is an acceptable perceived sound level on land due to supersonic flight over land. The system is further configured to: position on the graphical display window, for a selected speed, a graphical representation of both a BOOM impact altitude profile for the altitude profile and a minimum no BOOM altitude profile, wherein the BOOM impact altitude profile indicates the altitude for the selected speed at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM altitude profile indicates the minimum supersonic flight altitude for the selected speed that would result in an acceptable perceived sound level on land; and position on the graphical display window, for the selected speed, a graphical representation of a flight crew inputted proposed altitude adjustment for flight between a first plurality of the waypoints, and a graphical representation of a modified BOOM impact altitude profile based on the proposed altitude adjustment between the first plurality of the waypoints.

These aspects and other embodiments may include one or more of the following features. The selected speed may be the predicted optimum speed. To position a graphical representation of both the BOOM impact altitude profile and the minimum no BOOM altitude profile, the system may be configured to determine based on the selected speed and using the SONIC boom prediction model the BOOM impact altitude profile for the altitude profile and the minimum no BOOM altitude profile. To position a graphical representation of a flight crew inputted proposed altitude adjustment and a graphical representation of a modified BOOM impact altitude profile based on the proposed altitude adjustment, the system may be configured to: receive a flight crew inputted proposed altitude adjustment between the first plurality of the waypoints for flight for the selected speed; and determine based on the selected speed and using the SONIC boom prediction model, a modified BOOM impact altitude profile based on the proposed altitude adjustment between the first plurality of the waypoints. The system may be further configured to: position on the graphical display window, for a selected altitude, a graphical representation of both a BOOM impact speed profile at the current aircraft speed and a maximum no BOOM speed profile, wherein the BOOM impact speed profile indicates the speed for the selected altitude at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM speed profile indicates the maximum supersonic flight speed for the selected altitude that would result in an acceptable perceived sound level on land; and position on the graphical display window, for the selected altitude, a graphical representation of a flight crew inputted proposed speed adjustment for flight between a first plurality of the waypoints, and a graphical representation of a modified BOOM impact speed profile based on the proposed speed adjustment between the first plurality of the waypoints. The selected altitude may be the predicted optimum altitude. To position a graphical representation of both the BOOM impact speed profile and the maximum no BOOM speed profile, the system may be configured to determine based on the selected altitude and using the SONIC boom prediction model the BOOM impact speed profile for a predicted speed profile and the maximum no BOOM speed profile. To position a graphical representation of a flight crew inputted proposed speed adjustment and a graphical representation of a modified BOOM impact speed profile based on the proposed speed adjustment, the system is configured to: receive a flight crew inputted proposed speed adjustment between the first plurality of the waypoints for flight for the selected altitude; and determine based on the selected altitude and using the SONIC boom prediction model, a modified BOOM impact speed profile based on the proposed speed adjustment between the first plurality of the waypoints. The system may be further configured to: receive by touch gestures via the graphical display window the flight crew inputted proposed altitude adjustment, and the flight crew inputted proposed speed adjustment; and display, on the display unit, the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment for flight crew selection for submission for ATC clearance. The system may be further configured to: submit a new flight plan to ATC for clearance that includes the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment for ATC clearance; and submit, when ATC approval is received, the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment to appropriate flight systems on the aircraft for implementation. The system may be further configured to determine using the SONIC boom prediction model whether an ATC cleared speed and altitude profile would cause an acceptable BOOM effect per predefined BOOM effect threshold limits during flight between the plurality of waypoints. The system may be further configured to adjust the scaling of the graphical display window using pinch and zoom touch gestures.

In another embodiment, a method in an aircraft for presenting speed and altitude recommendations for supersonic flight on an aircraft display unit is provided. The method comprises: positioning, for display via a graphical display window on a display unit, a graphical representation of a travel path that includes a waypoint icon for each of a plurality of waypoints along the travel path in the form of an altitude profile, a graphical representation of the altitude of the terrain underneath the travel path, and an aircraft icon positioned in the graphical display window at a current altitude and a current position relative to the travel path; predicting, based on received aircraft sensor inputs from on board aircraft sensors, an optimum speed and altitude profile while flying in a supersonic phase of flight between the plurality of waypoints for the current aircraft model, wind conditions, and mission; and determining using a SONIC boom prediction model whether the optimum speed and altitude profile would cause an acceptable BOOM effect per a predefined BOOM effect threshold limit during flight between the plurality of waypoints, wherein a BOOM effect is a perceived sound level on land due to unrestricted supersonic flight over land, and wherein a BOOM effect threshold limit is an acceptable perceived sound level on land due to supersonic flight over land. The method further comprises positioning on the graphical display window, for a selected speed, a graphical representation of both a BOOM impact altitude profile for the altitude profile and a minimum no BOOM altitude profile, wherein the BOOM impact altitude profile indicates the altitude for the selected speed at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM altitude profile indicates the minimum supersonic flight altitude for the selected speed that would result in an acceptable perceived sound level on land; and positioning on the graphical display window, for the selected speed, a graphical representation of a flight crew inputted proposed altitude adjustment for flight between a first plurality of the waypoints, and a graphical representation of a modified BOOM impact altitude profile based on the proposed altitude adjustment between the first plurality of the waypoints.

These aspects and other embodiments may include one or more of the following features. The method may further comprise: positioning on the graphical display window, for a selected altitude, a graphical representation of both a BOOM impact speed profile for a predicted speed profile and a maximum no BOOM speed profile, wherein the BOOM impact speed profile indicates the speed for the selected altitude at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM speed profile indicates the maximum supersonic flight speed for the selected altitude that would result in an acceptable perceived sound level on land; and positioning on the graphical display window, for the selected altitude, a graphical representation of a flight crew inputted proposed speed adjustment for flight between a first plurality of the waypoints, and a graphical representation of a modified BOOM impact speed profile based on the proposed speed adjustment between the first plurality of the waypoints. The method may further comprise: receiving by touch gestures via the graphical display window the flight crew inputted proposed altitude adjustment, and the flight crew inputted proposed speed adjustment; and displaying, on the display unit, the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment for flight crew selection for submission for ATC clearance. The method may further comprise: submitting a new flight plan to ATC for clearance that includes the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment for ATC clearance; and submitting, when ATC approval is received, the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment to appropriate flight systems on the aircraft for implementation. The method may further comprise determining using the SONIC boom prediction model whether an ATC cleared speed and altitude profile would cause an acceptable BOOM effect per predefined BOOM effect threshold limits during flight between the plurality of waypoints.

In another embodiment, non-transient computer readable media configured by programming instructions to perform a method is provided. The method comprises: positioning, for display via a graphical display window on a display unit, a graphical representation of a travel path that includes a waypoint icon for each of a plurality of waypoints along the travel path in the form of an altitude profile, a graphical representation of the altitude of the terrain underneath the travel path, and an aircraft icon positioned in the graphical display window at a current altitude and a current position relative to the travel path; predicting, based on received aircraft sensor inputs from on board aircraft sensors, an optimum speed and altitude profile while flying in a supersonic phase of flight between the plurality of waypoints for the current aircraft model, wind conditions, and mission; and determining using a SONIC boom prediction model whether the optimum speed and altitude profile would cause an acceptable BOOM effect per a predefined BOOM effect threshold limit during flight between the plurality of waypoints, wherein a BOOM effect is a perceived sound level on land due to unrestricted supersonic flight over land, and wherein a BOOM effect threshold limit is an acceptable perceived sound level on land due to supersonic flight over land. The method further comprises positioning on the graphical display window, for a selected speed, a graphical representation of both a BOOM impact altitude profile for the altitude profile and a minimum no BOOM altitude profile, wherein the BOOM impact altitude profile indicates the altitude for the selected speed at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM altitude profile indicates the minimum supersonic flight altitude for the selected speed that would result in an acceptable perceived sound level on land; and positioning on the graphical display window, for the selected speed, a graphical representation of a flight crew inputted proposed altitude adjustment for flight between a first plurality of the waypoints, and a graphical representation of a modified BOOM impact altitude profile based on the proposed altitude adjustment between the first plurality of the waypoints.

These aspects and other embodiments may include one or more of the following features. The method may further comprise: positioning on the graphical display window, for a selected altitude, a graphical representation of both a BOOM impact speed profile for a predicted speed profile and a maximum no BOOM speed profile, wherein the BOOM impact speed profile indicates the speed for the selected altitude at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM speed profile indicates the maximum supersonic flight speed for the selected altitude that would result in an acceptable perceived sound level on land; and positioning on the graphical display window, for the selected altitude, a graphical representation of a flight crew inputted proposed speed adjustment for flight between a first plurality of the waypoints, and a graphical representation of a modified BOOM impact speed profile based on the proposed speed adjustment between the first plurality of the waypoints. The method may further comprise: receiving by touch gestures via the graphical display window the flight crew inputted proposed altitude adjustment, and the flight crew inputted proposed speed adjustment; displaying, on the display unit, the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment for flight crew selection for submission for ATC clearance; submitting a new flight plan to ATC for clearance that includes the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment for ATC clearance; submitting, when ATC approval is received, the flight crew inputted proposed altitude adjustment and the flight crew inputted proposed speed adjustment to appropriate flight systems on the aircraft for implementation; and determining using the SONIC boom prediction model whether an ATC cleared speed and altitude profile would cause an acceptable BOOM effect per predefined BOOM effect threshold limits during flight between the plurality of waypoints.

Claim 1:
An adaptive system (<NUM>) in an aircraft (<NUM>) for presenting speed and altitude recommendations for supersonic flight on an aircraft display unit, the system comprising one or more processors configured by programming instructions on non-transient computer readable media, the system configured to:
position, for display via a graphical display window on a display unit, a graphical representation of a travel path (<NUM>) that includes a waypoint icon (<NUM>) for each of a plurality of waypoints along the travel path in the form of an altitude profile, a graphical representation of the altitude of the terrain (<NUM>) underneath the travel path, and an aircraft icon (<NUM>) positioned in the graphical display window at a current altitude and a current position relative to the travel path;
predict, based on received aircraft sensor inputs from on board aircraft sensors, an optimum speed and altitude profile while flying in a supersonic phase of flight between the plurality of waypoints for the current aircraft model, wind conditions, and mission;
determine using a SONIC boom prediction model whether the optimum speed and altitude profile would cause an acceptable BOOM effect per a predefined BOOM effect threshold limit during flight between the plurality of waypoints, wherein a BOOM effect is a perceived sound level on land due to unrestricted supersonic flight over land, and wherein a BOOM effect threshold limit is an acceptable perceived sound level on land due to supersonic flight over land;
position on the graphical display window, for a selected speed, a graphical representation of both a BOOM impact altitude profile (<NUM>) for the altitude profile and a minimum no BOOM altitude profile (<NUM>), wherein the BOOM impact altitude profile indicates the altitude for the selected speed at which the perceived sound level from the sonic boom is at an acceptable level, and wherein the no BOOM altitude profile indicates the minimum supersonic flight altitude for the selected speed that would result in an acceptable perceived sound level on land; and
position on the graphical display window, for the selected speed, a graphical representation of a flight crew inputted proposed altitude adjustment (<NUM>) for flight between a first plurality of the waypoints, and a graphical representation of a modified BOOM impact altitude profile b(<NUM>) ased on the proposed altitude adjustment between the first plurality of the waypoints.