Patent Description:
Generally, supersonic flight may present several challenges. For instance, as a first example, supersonic flight may be limited by certification authorities (e.g., FAA), such as minimum/floor requirements that dictate a minimum altitude that a vehicle may cruise at supersonic or maximum mach speed (based on altitude) for a geographic region, etc. Therefore, determining suitable entry and exit locations into and out of transonic flight to or from supersonic flight may be one challenge. As a second example, supersonic flight for supersonic vehicles may be sensitive to center of gravity stability for the supersonic vehicles. Therefore, executing transition maneuvers into or out of supersonic flight, with sufficient space, may be a second challenge.

The present disclosure is directed to overcoming one or more of these above-referenced challenges.

<NPL>, describes an electronic management system which performs airborne sonic boom monitoring and limiting for a supersonic aircraft.

<CIT> describes a supersonic aircraft having a controller which can transfer fuel among a plurality of fuel tanks to adjust the aircraft center of gravity.

The invention is defined in the attached independent claims to which reference should now be made. Further, optional features may be found in the sub-claims appended thereto.

According to certain aspects of the disclosure, systems and methods are disclosed for a supersonic entry/exit monitor that ensures safe and consistent transition between supersonic and subsonic flight.

Various embodiments of the present disclosure relate generally to a supersonic entry/exit monitor.

In general, the present disclosure is directed to a supersonic entry/exit monitor on board a vehicle. The supersonic entry/exit monitor of the present disclosure (e.g., an auto-flight system or fly-by-wire system) may execute a supersonic flight entry/exit process to ensure that the transition through transonic to supersonic or subsonic are safe and consistent. For instance, the supersonic entry/exit monitor of the present disclosure may compare a center of gravity locations (either current or predicted through points in a maneuver) to center of gravity thresholds; if the center of gravity locations are outside the center of gravity thresholds, then the supersonic entry/exit monitor may determine the maneuver does not have enough space to safely perform the maneuver, and cause the maneuver to be adjusted until it is safe. Moreover, the supersonic entry/exit monitor of the present disclosure may predict a course of the vehicle through the maneuver based on expected performance, dynamics, and conditions. Using the course, the supersonic entry/exit monitor of the present disclosure may determine an exit point of the maneuver based on the curve and the predicted ending point of the course; and determine whether the exit point (or, generally, any points of the curve) are within supersonic flight restrictions. If so, the supersonic entry/exit monitor of the present disclosure may adjust the maneuver; if not, the supersonic entry/exit monitor of the present disclosure may confirm the maneuver, and then execute actuator instruction to exit the confirmed maneuver. Therefore, the supersonic entry/exit monitor of the present disclosure may (<NUM>) determine suitable entry and exit locations into and out of transonic flight to or from supersonic flight and (<NUM>) ensure that execution of transition maneuvers into or out of supersonic flight occurs with sufficient space.

While this disclosure describes the systems and methods with reference to aircraft, it should be appreciated that the present systems and methods are applicable to management of vehicles, including those of drones, or any other autonomous flight vehicle, or spacecraft.

<FIG> depicts an exemplary block diagram of a system for a supersonic entry/exit monitor, according to one or more embodiments. <FIG> depicts an exemplary system environment <NUM> for a supersonic entry/exit monitor, according to one or more embodiments. The system may be a vehicle <NUM>, such as a supersonic aircraft, that is operating in the exemplary system environment <NUM> of <FIG>. However, the vehicle <NUM> may also be a supersonic drone (e.g., an un-maned aircraft), a rocket, or a spacecraft. The vehicle <NUM> may include an auto-throttle control system (AFCS) <NUM> (or, a fly-by -wire system), a flight management system (FMS) <NUM>, and a display system <NUM> (or, generally, a user interface system). The AFCS <NUM>, the FMS <NUM>, and the display system <NUM> may be a part of a control system <NUM> of the vehicle <NUM>, such as in a cockpit of an aircraft.

The FMS <NUM> may store a flight plan of the vehicle <NUM>, and manage the flight plan of the vehicle <NUM>, such as by user or system inputs. As depicted in <FIG>, the flight plan may have a planned flight path <NUM> between various points (e.g., waypoints, such as waypoint w1, waypoint w2, and waypoint w3, at time t1, t2, and t3, respectfully). The flight plan may indicate that at waypoint w1 the vehicle <NUM> may transition from (<NUM>) supersonic to subsonic flight or (<NUM>) subsonic to supersonic flight (referred to herein as "transition point"). Notably, however, the flight plan may indicate a transition at a different point, other than a named waypoint, such as before or after waypoint w1. One of skill in the art would understand that flight plans may indicate transition points based on various criteria, such as restricted airspace, efficient use of fuel, weather conditions, etc. Furthermore, the flight plan may be updated before and/or during a flight of the vehicle <NUM>, such as by pilot or system inputs to the FMS <NUM>.

Furthermore, the flight plan may indicate that at waypoint w1, the vehicle <NUM> may start a transition maneuver <NUM> so that the vehicle <NUM> has safely transitioned (<NUM>) to supersonic flight or (<NUM>) to subsonic flight, before or at waypoint w2. The transition maneuver <NUM> may be one of a plurality of maneuvers programmed into the FMS <NUM> or the AFCS <NUM> (e.g., in the navigation database <NUM>). The plurality of maneuvers may be designed based on circumstances (e.g., starting altitude, weather conditions, center of gravity (CG), etc.) for vehicle <NUM> (e.g., for all vehicles of a type similar or same as the vehicle <NUM>). Generally, the plurality of maneuvers may be flight path curves that indicate an altitude, attitude, and/or speed, with respect to time, of the vehicle <NUM> through a maneuver. The plurality of maneuvers may be stored in the performance database <NUM>, e.g., with identifiers.

The AFCS <NUM> may control actuation systems of the vehicle <NUM> to control the vehicle <NUM> along a flight path curve of a maneuver, such as the transition maneuver <NUM>. The actuation systems of the vehicle <NUM> may include motors, engines, and/or propellers to generate thrust, lift, and/or directional force for the aircraft <NUM>; and flaps or other control surface to augment the thrust, lift, and/or directional force for the vehicle <NUM>. The AFCS <NUM> may collect sensor data <NUM> from various sensors installed on the aircraft, and may also receive navigation and performance-related data from external systems via wired and/or wireless connection. The received data may be stored in one or more databases of the FMC <NUM>, such as the performance database <NUM> and the navigation database <NUM>, depending on the data type. For example, aerodynamic and engine performance models of the airplane, maximum take-off weight, fuel weight and distribution models, CG models and CG thresholds, drag models, etc., may be stored in the performance database <NUM>. The aerodynamic and engine performance models may include a flight envelope for maneuvers of the vehicle <NUM>, and a prediction model, discussed in detail below. The information stored in the performance database <NUM> may be used to predict performance of the vehicle in a maneuver, such the transition maneuver <NUM>.

The navigation database <NUM> may store information related to navigation or routing of the aircraft in a geographic area. In particular, the navigation database <NUM> may contain data elements that indicate restrictions on vehicle maneuvers, such as supersonic flight restrictions. The supersonic flight restrictions may indicate three-dimensional zones in which supersonic flight is not allowed or is allowed but in a limited manner. The information stored in the navigation database <NUM> may also include, for example, waypoints, airports, runways, airways, radio navigation aids, holding patterns, etc..

In one aspect of the disclosure, the AFCS <NUM> may perform a trigger process. The trigger process may include: obtaining a flight plan of a vehicle; monitoring progress of the vehicle through the flight plan to determine whether a transition between supersonic and subsonic flight is approaching; and in response to determining the transition between subsonic and supersonic flight is approaching, performing a supersonic flight entry/exit process.

To obtain a flight plan of a vehicle, the AFCS <NUM> may request a copy (or portion thereof) of the flight plan from the FMS <NUM>. Moreover, the AFCS <NUM> may receive updates to the flight plan from the FMS <NUM>, during the flight.

To monitor progress of the vehicle through the flight plan, the AFCS <NUM> may receive positioning data (e.g., GPS data, heading data, track data, etc.) from among the sensor data <NUM>; and compare the positioning data to points of the planned flight path <NUM>. For instance, the AFCS <NUM> may determine the positioning data indicates the vehicle <NUM> is a distance away (or time away) from a next point on the planned flight path <NUM>.

To determine whether the transition between supersonic and subsonic flight is approaching, the AFCS <NUM> may determine whether the positioning data indicates the vehicle is within a threshold from a transition point from among the points of the planned flight path <NUM>. As depicted in <FIG>, at time t0, the AFCS <NUM> may determine the vehicle <NUM> is within a threshold distance or threshold time away from a transition point at waypoint w1. If the AFCS <NUM> determines the vehicle <NUM> is more than a threshold distance/time away from the transition point, the AFCS <NUM> may continue monitoring the progress of the vehicle through the flight plan. If the AFCS <NUM> determines the vehicle <NUM> is less than a threshold distance/time away from the transition point, the AFCS <NUM> may perform a supersonic flight entry/exit process. In this manner, the AFCS <NUM> may reduce processing power and/or processing time by avoiding executing the supersonic flight entry/exit process while far enough away from the transition point. For instance, if the AFCS <NUM> performed the supersonic flight entry/exit process at a great distance (e.g., <NUM> miles) from the transition point, the analysis may not be accurate due to changed circumstances at the time of the transition point (e.g., due to weather conditions changing, fuel levels changing, performance characteristics changing, etc.).

To perform a supersonic flight entry/exit process, the AFCS <NUM> may invoke and execute a supersonic flight entry/exit program. The supersonic flight entry/exit process, in the supersonic flight entry/exit program, may include: obtaining center of gravity (CG) information for the vehicle <NUM>, drag information for the vehicle <NUM>, and a planned trajectory of the vehicle <NUM>; performing an analysis of the CG information, the drag information, and the planned trajectory to determine whether the planned trajectory is safe and consistent; based on a result of the analysis, adjusting the planned trajectory or confirming the planned trajectory of the vehicle <NUM>; and based on the adjusted planned trajectory or the confirmed planned trajectory of the vehicle <NUM>, generating actuator instructions to execute the adjusted planned trajectory or the confirmed planned trajectory.

To obtain the CG information for the vehicle <NUM>, the AFCS <NUM> may obtain CG information from another system (e.g., a fly by wire system) or generate the CG information based on the sensor data <NUM>. For instance, to generate the CG information, the AFCS <NUM> may obtain and use a CG model from the performance database <NUM>. The CG model may take as inputs fuel remaining and distribution (e.g., in various storage tanks) and attitude information (e.g., pitch, roll, and/or yaw, and rates thereof), and determine a CG location for the vehicle <NUM> based on a plurality of location, size, and weight for physical structures of the vehicle <NUM> and of the fuel in the storage tanks. A CG location may be a three-dimensional point based on a coordinate system with a defined center in or near the vehicle <NUM>. The AFCS <NUM> may determine a current CG location (based on current data from the sensor data <NUM>) and/or one or more predicted CG locations for points through a maneuver (based on expected data at the points). The CG information may include the current CG location (based on current data from the sensor data <NUM>) and/or the one or more predicted CG locations for points through a maneuver.

To obtain the drag information for the vehicle <NUM>, the AFCS <NUM> may obtain the drag information from another system (e.g., the fly by wire system) or generate the drag information based on the sensor data <NUM>. For instance, to generate the drag information, the AFCS <NUM> may obtain and use a drag model from the performance database <NUM>. The drag model may take as inputs external environment data (e.g., external air pressure, temperature, density, etc.), speed and attitude of the vehicle <NUM>, and determine a drag force on the vehicle <NUM>. The drag information may include the drag force determined by the drag model.

To obtain the planned trajectory of the vehicle <NUM>, the AFCS <NUM> may obtain the transition maneuver <NUM> from the performance database <NUM> or from the FMS <NUM>. The AFCS <NUM> may obtain the transition maneuver <NUM> from the performance database <NUM> by finding a maneuver in the performance database <NUM> with a same identifier as an identifier indicated on the flight plan for the transition point.

To perform the analysis of the CG information, the drag information, and the planned trajectory to determine whether the planned trajectory is safe and consistent, the AFCS <NUM> may use the prediction model to (<NUM>) determine an amount of space and/or time to execute the maneuver and (<NUM>) determine a starting point of the maneuver and an exit point of the maneuver in an acceptable location (to ensure safety/consistency); and compare the CG information to the CG thresholds to determine whether the CG location is within acceptable CG thresholds (to ensure safety).

The prediction mode may take as inputs a target flight path curve (e.g., a flight path curve of the transition maneuver <NUM>), the flight envelope, external environment data (e.g., air pressure, wind, temperature, density, etc.), and the drag information. The AFCS <NUM> may use the prediction model to predict an amount of space and/or time to execute the maneuver to exit transonic flight to either of (<NUM>) supersonic flight or (<NUM>) subsonic flight. For instance, in order to ensure safety/consistency, the maneuver should be initiated at a point where the vehicle <NUM> has a capacity to perform a flight path angle curve at a defined rate of change and the vehicle <NUM> also has the appropriate thrust/drag to accelerate/decelerate through the transonic region in a defined time. By using the prediction model, the AFCP <NUM> may determine when it may be safe to perform the maneuver to result in consistent transitions through the transonic region. Specifically, the AFCP <NUM>, using the prediction model, may predict the acceleration/deceleration of the vehicle <NUM> and a time response of a control system to achieve the defined flight path curve. For instance, the prediction model may have dynamic equations specific to the type of the vehicle <NUM> to predict a course (position with respect to time through maneuver) of the vehicle <NUM> through the maneuver, based on a state vector, possible control inputs to the actuation systems and associated outputs, external environmental data, and the drag information. The state vector may include position, velocity, acceleration, attitude (pitch, roll, yaw) and rates thereof for the vehicle <NUM>. The possible control inputs may include inputs to control an elevator, throttle, aileron, rudder, etc. (referred to as "control system"), and the associated outputs may be what those control inputs would achieve, including the time response of the control system, such as an amount of thrust, a change in pitch, a change in roll, etc. of the vehicle <NUM>. The AFCS <NUM> may obtain the state vector by obtaining relevant data from the sensor data <NUM>, such as position and velocity from GPS data and attitude and rates thereof from one or more gyroscopes. The AFCP <NUM> may obtain the possible control inputs and the associated outputs from the performance database <NUM>.

The AFCS <NUM> may determine a starting point of the maneuver and an exit point of the maneuver in an acceptable location, based on the predicted course (position with respect to time through maneuver) of the vehicle <NUM>. The predicted course may indicate a time to complete the maneuver (e.g., thirty seconds to accelerate through transonic and achieve a target mach speed at supersonic flight) and a curve that the vehicle <NUM> is to proceed along to achieve the target altitude and speed. The curve may include a predicted starting point and a predicted ending point of the maneuver. The curve may indicate an amount of space to execute the maneuver, such as changes in altitude, latitude, and/or longitude from the predicted starting point to the predicted ending point.

To determine whether the planned trajectory has sufficient space, the AFCS <NUM> may compare the CG information to the CG thresholds. To compare the CG information to the CG thresholds, the AFCS <NUM> may determine a longitudinal CG component (e.g., forward or aft of the defined center) and/or a lateral CG component (e.g., left or right of the defined center) from the CG information for each the current CG location and/or the one or more predicted CG locations for points through a maneuver; and extract upper and lower longitudinal CG thresholds and upper and lower lateral CG thresholds from the CG thresholds. The AFCS <NUM> may then compare the determined longitudinal CG components to the upper and lower longitudinal CG thresholds to check that the determined longitudinal CG components are within the upper and lower longitudinal CG thresholds; and compare the determined lateral CG components to the upper and lower lateral CG thresholds to check that the determined lateral CG components are within the upper and lower lateral CG thresholds.

If the one of the longitudinal CG components or one of the lateral CG components are outside the upper and lower CG thresholds, the AFCS <NUM> may determine that the planned trajectory does not have sufficient space. If all of the longitudinal CG components the lateral CG components are within the upper and lower CG thresholds, the AFCS <NUM> may determine that the planned trajectory does have sufficient space. If the AFCS <NUM> determines the planned trajectory does not have sufficient space, the AFCS <NUM> may adjust the planned trajectory, as discussed below, and re-execute the analysis.

In one aspect of the disclosure, the upper and lower thresholds may be same or different for (<NUM>) when the transition is from subsonic to supersonic and (<NUM>) when the transition is from supersonic to subsonic. For instance, in the case of a supersonic-to-subsonic transition, the AFCS <NUM> may compare the CG information to a CG threshold (upper and lower) that allows recovery to subsonic given an available drag force of the drag information. In the case of a subsonic-to-supersonic transition, the AFCS <NUM> may compare the CG information to an allowable entry CG threshold; moreover, using the prediction model, the AFCS <NUM> may validate that there is enough acceleration available in engines of the vehicle <NUM> to achieve a target supersonic speed at the end of a transition maneuver.

To determine a starting point of the maneuver and an exit point of the maneuver in an acceptable location, the AFCS <NUM> may align the predicted starting point on the planned flight path <NUM> at the transition point to determine the exit point based on the curve and the predicted ending point. The AFCS <NUM> may then determine whether the determined exit point (or, generally, any points of the curve as aligned on the planned flight path <NUM>) is within a supersonic flight restriction of the supersonic flight restrictions (extracted, in total or in part, from the navigation database <NUM>). If the determined exit point is not within a supersonic flight restriction of the supersonic flight restrictions, the AFCS <NUM> may confirm the transition maneuver <NUM> as the planned trajectory.

If the determined exit point is within a supersonic flight restriction of the supersonic flight restrictions, the AFCS <NUM> may adjust the planned trajectory to an adjusted transition maneuver <NUM>. For instance, if the supersonic flight restriction is a three-dimensional zone in which supersonic flight is not allowed, the AFCS <NUM> may adjust the starting position forward or backward along the planned flight path <NUM> to check the exit point against the supersonic flight restriction to ensure that the vehicle <NUM> avoids the supersonic flight restriction. If the supersonic flight restriction is a three-dimensional zone in which supersonic flight is allowed but in a limited manner (e.g., conditions for a maximum mach number and/or minimum floor altitude), the AFCS <NUM> may check that the conditions are satisfied; if the conditions are satisfied, the AFCS <NUM> may confirm the transition maneuver <NUM> as the planned trajectory; if the conditions are not satisfied, the AFCS <NUM> may adjust the starting position forward or backward along the planned flight path <NUM> to check the exit point against the supersonic flight restriction to ensure that the vehicle <NUM> avoids the supersonic flight restriction (and/or satisfies conditions).

In another aspect of the disclosure, instead of adjusting the starting position, the AFCS <NUM> may select a different one of the plurality of maneuvers as the adjusted transition maneuver <NUM>, and re-execute the analysis. The AFCS <NUM> may select different maneuvers until one is acceptable, and confirm that acceptable maneuver as the confirmed trajectory.

To generate actuator instructions to execute the adjusted planned trajectory or the confirmed planned trajectory, the AFCS <NUM> may generate a plurality of control inputs to control the vehicle <NUM> through the confirmed or adjusted transition maneuver. For instance, the plurality of control inputs may adjust the throttle and control surfaces to execute the adjusted planned trajectory or the confirmed planned trajectory at specific times during the maneuver. The AFCS <NUM> may then execute the actuator instructions by controlling appropriate actuation systems of the vehicle <NUM>, by e.g., transmitting the actuator instructions to various control inputs.

The AFCS <NUM> may notify the pilot/user of the vehicle <NUM> by a notice or alert on the display system <NUM>, and/or audible notify the pilot/user (in the case of a user interface system). The notification may indicate that the AFCS <NUM> has confirmed a transition maneuver, and the notification may inform the pilot/user of the type of change (e.g., subsonic to supersonic or supersonic to subsonic). The AFCS <NUM> may also notify the pilot/user when the transition maneuver is being executed by the AFCS <NUM>, such as at the start or continuously throughout the transition maneuver. The AFCS <NUM> may also notify the pilot/user when the vehicle <NUM> has exited transonic flight after the exit point.

Therefore, the AFCS <NUM> (a fly by wire system or, generally, a control system <NUM> of the present disclosure) may ensure that that vehicle <NUM> may safely and consistently exit transonic flight to supersonic flight and subsonic flight. For instance, the AFCS <NUM> may check CG locations to CG thresholds to ensure the vehicle <NUM> has sufficient space to execute the maneuver. Additionally, the AFCS <NUM> may check a predicted exit point (or, generally, any point of a predicted curve) of the maneuver to ensure that it does not intersect a supersonic flight restriction; and if it does, the AFCS <NUM> may adjust the maneuver to avoid the supersonic flight restriction. Therefore, the AFCS <NUM> of the present disclosure may (<NUM>) determine suitable entry and exit locations into and out of transonic flight to or from supersonic flight and (<NUM>) ensure that execution of transition maneuvers into or out of supersonic flight occurs with sufficient space.

<FIG> and <FIG>, respectfully, depict flowcharts for a supersonic entry/exit monitor, according to one or more embodiments. Flowchart 300A of <FIG> may depict a trigger process, while flowchart 300B of <FIG> may depict a supersonic flight entry/exit process. The processes of the flowcharts 300A and 300B may be performed by the AFCS <NUM>.

The AFCS <NUM> may start the process of flowchart 300A to obtain a flight plan of a vehicle (block <NUM>). For instance, the AFCS <NUM> may receive the flight plan (or updates thereto) from the FMS <NUM>, as discussed above with respect to <FIG>.

The AFCS <NUM> may continue the process to monitor a progress of the vehicle through the flight plan (bock <NUM>). For instance, the AFCS <NUM> may compare the positioning data to points of the planned flight path <NUM>, as discussed above with respect to <FIG>.

The AFCS <NUM> may continue the process to determine whether a transition between supersonic and subsonic flight is approaching (bock <NUM>). For instance, the AFCS <NUM> may determine whether the vehicle <NUM> is within a threshold from a transition point from among the points of the planned flight path <NUM>, as discussed above with respect to <FIG>.

In response to determining a transition between supersonic and subsonic flight is not approaching (block <NUM>: No), the AFCS <NUM> may return to monitor the progress of the vehicle through the flight plan (bock <NUM>).

In response to determining a transition between supersonic and subsonic flight is approaching (block <NUM>: Yes), the AFCS <NUM> may perform the supersonic flight entry/exit process (block <NUM>). For instance, the AFCS <NUM> may invoke the supersonic flight entry/exit process, as discussed above with respect to <FIG>.

The AFCS <NUM> may start the process of flowchart 300B to obtain center of gravity (CG) information for the vehicle, drag information for the vehicle, and a planned trajectory of the vehicle (block <NUM>). For instance, the AFCS <NUM> may obtain the CG model and the drag model from the performance database <NUM>, and determine the CG information and the drag information, as discussed above with respect to <FIG>.

The AFCS <NUM> may continue the process to perform an analysis of the CG information, the drag information, and the planned trajectory (bock <NUM>). For instance, the AFCS <NUM> may obtain the prediction model from the performance database <NUM> and use the prediction model to predict a course (position with respect to time through maneuver) of the vehicle <NUM> through the maneuver, as discussed above with respect to <FIG>.

The AFCS <NUM> may continue the process to determine whether the planned trajectory has sufficient space (bock <NUM>). For instance, the AFCS <NUM> may compare the CG information to the CG thresholds, as discussed above with respect to <FIG>.

In response to determining the planned trajectory has sufficient space (block <NUM>: Yes), the AFCS <NUM> may continue the process to determine whether the planned trajectory has a suitable entry/exit point between supersonic and subsonic flight (bock <NUM>). For instance, the AFCS <NUM> may compare the exit point with three-dimensional volumes associated with supersonic restrictions, as discussed above with respect to <FIG>.

In response to determining the planned trajectory does not have sufficient space and/or in response to the determining the planned trajectory does not have a suitable entry/exit point between supersonic and subsonic flight (blocks <NUM>/<NUM>: No), the AFCS <NUM> may adjust the planned trajectory (block <NUM>). The AFCS <NUM> may continue the process to perform the analysis of the CG information, the drag information, and the adjusted planned trajectory (bock <NUM>).

In response to determining the planned trajectory has a suitable entry/exit point between supersonic and subsonic flight (blocks <NUM>: Yes), the AFCS <NUM> may confirm the planned (or adjusted, if the planned trajectory has been adjusted) trajectory (block <NUM>).

The AFCS <NUM> may continue the process to generate actuator instructions to execute the confirmed trajectory (bock <NUM>). For instance, the AFCS <NUM> may generate a plurality of control inputs to control the vehicle <NUM> through the confirmed or adjusted transition maneuver, as discussed above with respect to <FIG>.

One of skill in the art would understand that the determinations of (<NUM>) whether the planned trajectory has sufficient space and (<NUM>) whether the planned trajectory has a suitable entry/exit point between supersonic and subsonic flight, may be determined in various manners. For instance, (<NUM>) and (<NUM>) may be determined in sequence, as depicted in <FIG>; in reverse conditional sequence (i.e., (<NUM>) is checked first, then (<NUM>) is checked); or in parallel.

<FIG> depicts an example system that may execute techniques presented herein. <FIG> is a simplified functional block diagram of a computer that may be configured to execute techniques described herein, according to exemplary embodiments of the present disclosure. Specifically, the computer (or "platform" as it may not a be a single physical computer infrastructure) may include a data communication interface <NUM> for packet data communication. The platform may also include a central processing unit ("CPU") <NUM>, in the form of one or more processors, for executing program instructions. The platform may include an internal communication bus <NUM>, and the platform may also include a program storage and/or a data storage for various data files to be processed and/or communicated by the platform such as ROM <NUM> and RAM <NUM>, although the system <NUM> may receive programming and data via network communications. The system <NUM> also may include input and output ports <NUM> to connect with input and output devices such as keyboards, mice, touchscreens, monitors, displays, etc. Of course, the various system functions may be implemented in a distributed fashion on a number of similar platforms, to distribute the processing load. Alternatively, the systems may be implemented by appropriate programming of one computer hardware platform.

The general discussion of this disclosure provides a brief, general description of a suitable computing environment in which the present disclosure may be implemented. In one embodiment, any of the disclosed systems, methods, and/or graphical user interfaces may be executed by or implemented by a computing system consistent with or similar to that depicted and/or explained in this disclosure. Although not required, aspects of the present disclosure are described in the context of computer-executable instructions, such as routines executed by a data processing device, e.g., a server computer, wireless device, and/or personal computer. Those skilled in the relevant art will appreciate that aspects of the present disclosure can be practiced with other communications, data processing, or computer system configurations, including: Internet appliances, hand-held devices (including personal digital assistants ("PDAs")), wearable computers, all manner of cellular or mobile phones (including Voice over IP ("VoIP") phones), dumb terminals, media players, gaming devices, virtual reality devices, multi-processor systems, microprocessor-based or programmable consumer electronics, set-top boxes, network PCs, mini-computers, mainframe computers, and the like. Indeed, the terms "computer," "server," and the like, are generally used interchangeably herein, and refer to any of the above devices and systems, as well as any data processor.

Aspects of the present disclosure may be embodied in a special purpose computer and/or data processor that is specifically programmed, configured, and/or constructed to perform one or more of the computer-executable instructions explained in detail herein. While aspects of the present disclosure, such as certain functions, are described as being performed exclusively on a single device, the present disclosure may also be practiced in distributed environments where functions or modules are shared among disparate processing devices, which are linked through a communications network, such as a Local Area Network ("LAN"), Wide Area Network ("WAN"), and/or the Internet. Similarly, techniques presented herein as involving multiple devices may be implemented in a single device. In a distributed computing environment, program modules may be located in both local and/or remote memory storage devices.

Aspects of the present disclosure may be stored and/or distributed on non-transitory computer-readable media, including magnetically or optically readable computer discs, hard-wired or preprogrammed chips (e.g., EEPROM semiconductor chips), nanotechnology memory, biological memory, or other data storage media. Alternatively, computer implemented instructions, data structures, screen displays, and other data under aspects of the present disclosure may be distributed over the Internet and/or over other networks (including wireless networks), on a propagated signal on a propagation medium (e.g., an electromagnetic wave(s), a sound wave, etc.) over a period of time, and/or they may be provided on any analog or digital network (packet switched, circuit switched, or other scheme).

Program aspects of the technology may be thought of as "products" or "articles of manufacture" typically in the form of executable code and/or associated data that is carried on or embodied in a type of machine-readable medium. "Storage" type media include any or all of the tangible memory of the computers, processors or the like, or associated modules thereof, such as various semiconductor memories, tape drives, disk drives and the like, which may provide non-transitory storage at any time for the software programming. All or portions of the software may at times be communicated through the Internet or various other telecommunication networks. Such communications, for example, may enable loading of the software from one computer or processor into another, for example, from a management server or host computer of the mobile communication network into the computer platform of a server and/or from a server to the mobile device. Thus, another type of media that may bear the software elements includes optical, electrical and electromagnetic waves, such as used across physical interfaces between local devices, through wired and optical landline networks and over various air-links. The physical elements that carry such waves, such as wired or wireless links, optical links, or the like, also may be considered as media bearing the software. As used herein, unless restricted to non-transitory, tangible "storage" media, terms such as computer or machine "readable medium" refer to any medium that participates in providing instructions to a processor for execution.

The terminology used above may be interpreted in its broadest reasonable manner, even though it is being used in conjunction with a detailed description of certain specific examples of the present disclosure. Indeed, certain terms may even be emphasized above; however, any terminology intended to be interpreted in any restricted manner will be overtly and specifically defined as such in this Detailed Description section. Both the foregoing general description and the detailed description are exemplary and explanatory only and are not restrictive of the features, as claimed.

Claim 1:
A method for controlling supersonic flight entry/exit of a vehicle, the method comprising:
obtaining (<NUM>) a flight plan of a vehicle;
monitoring (<NUM>) progress of the vehicle through the flight plan to determine (<NUM>) whether a transition between supersonic and subsonic flight is approaching; and
in response to determining (<NUM>) the transition between subsonic and supersonic flight is approaching, performing (<NUM>) a supersonic flight entry/exit process, the supersonic flight entry/exit process including:
obtaining (<NUM>) center of gravity (CG) information for the vehicle, drag information for the vehicle, and a planned trajectory of the vehicle;
performing (<NUM>) an analysis of the CG information, the drag information, and the planned trajectory to determine (<NUM>) whether the planned trajectory has sufficient space to execute a maneuver corresponding to the planned trajectory, wherein the maneuver is a transition maneuver into or out supersonic flight, and determine (<NUM>) whether an entry/exit point between supersonic and subsonic flight of the maneuvre is within a supersonic flight restriction;
upon the planned trajectory being determined (<NUM>) to not have sufficient space to execute the maneuver corresponding to the planned trajectory or upon the entry/exit point between supersonic and subsonic flight being determined (<NUM>) to be within the supersonic flight restriction, adjusting (<NUM>) the planned trajectory, and
upon the planned trajectory being determined (<NUM>) to have sufficient space to execute the maneuver corresponding to the planned trajectory and upon the entry/exit point between supersonic and subsonic flight being determined (<NUM>) not to be within the supersonic flight restriction, confirming (<NUM>) the planned trajectory of the vehicle; and
based on the adjusted planned trajectory or the confirmed planned trajectory of the vehicle, generating (<NUM>) actuator instructions to execute the adjusted planned trajectory or the confirmed planned trajectory.