System and method for generating an avionics display including a forecast boom tolerance threshold exceeded symbol

Abstract

Systems and methods for generating an avionics display including a symbolic representation of a forecast boom tolerance threshold being exceeded are provided. In various embodiments, an avionics display system includes a display device on which an avionics display is generated. A controller architecture is operably coupled to the display device and is configured to determine when there is a likelihood of an overpressure event occurring in a future schedule due to constructive interference between pressure waves of a collision that is forecast to occur during an upcoming supersonic flight of one or more A / Cs. When it is determined that there is a likelihood of an overpressure event occurring in a future schedule due to constructive interference between pressure waves, the controller architecture also generates a visual indication of the potential occurrence of an overpressure event on the avionics display.

Description

Technical Field

[0001] The following disclosure relates generally to avionics display systems and, more particularly, to avionics display systems and methods for generating an avionics display including symbology useful in reducing the likelihood of a boom tolerance threshold being exceeded due to constructive interference between pressure waves.

[0002] Abbreviations

[0003] Acronyms that occur relatively infrequently in this document are defined at initial use, while abbreviations that occur more frequently in this document are defined below.

[0004] A / C – aircraft;

[0005] AGL – above ground level;

[0006] ATC – Air Traffic Controller;

[0007] FMS – Flight Management System;

[0008] HNAV – Horizontal Navigation;

[0009] PFD – Primary Flight Display;

[0010] UAV – Unmanned Aerial Vehicle; and

[0011] VNAV – Vertical Navigation. Background Art

[0012] Throughout most of the densely populated world, regulatory agencies currently restrict the land supersonic flight of civil A / C. In the United States, for example, current Federal Aviation Administration (FAA) regulations prohibit the supersonic flight of civil A / C on land. Such constraints are generally stimulated by the expectation of noise reduction basic principles and protection of ground structures such as building windows from damage caused by pressure waves generated during supersonic air travel. Despite these concerns, regulatory agencies have indicated that existing supersonic land flight constraints may be quickly alleviated within certain limits. The industry's attention has therefore turned to the development and production of so-called "low roar" A / C suitable for service as a commercial airliner or passenger aircraft that can operate at a lower Mach speed. As the efforts of the industry are increasingly focused on the development of low roar A / C, there has been a corresponding demand for the development of tools and systems for supporting civil A / C participating in supersonic flight while ensuring the appropriate control of pressure waves and noise levels generated by such supersonic air travel. Summary of the invention

[0013] An avionics display system and method for generating an avionics display including a symbolic representation that reduces the likelihood of a boom tolerance threshold exceeding (an overpressure event) due to potential constructive interference between pressure waves generated by A / Cs participating in supersonic flight is provided. In various embodiments, the avionics display system includes a display device on which the avionics display is generated. A controller architecture is operably coupled to the display device and is configured to determine when an overpressure event may potentially occur in a future timeframe (i.e., a future likelihood or risk of an overpressure event occurring) due to constructive interference between colliding pressure waves that are forecast to occur during an upcoming supersonic flight of one or more A / Cs. When it is determined that an overpressure event may potentially occur in a future timeframe due to constructive interference between pressure waves, the controller architecture also generates a symbolic representation or other graphic indicating the potential occurrence of an overpressure event on the avionics display.

[0014] In another embodiment, an avionics display system includes a display device on which an avionics display is generated, a controller architecture operably coupled to the display device, and a storage medium containing computer executable code or instructions. When executed by the controller architecture, the computer executable code causes the avionics display system to perform the following operations: (i) predict whether constructive interference may occur between acoustic pressure waves generated by A / C passing through airspace; (ii) when constructive interference is predicted to occur, calculate the maximum combined amplitude potentially caused by the constructive interference; and (iii) when the maximum combined amplitude exceeds a boom tolerance threshold, generate a symbolic representation on the avionics display indicating a potential overpressure event. In certain embodiments, the controller architecture is further configured to assign a value to the boom tolerance threshold based at least in part on a geographic location where constructive interference between acoustic pressure waves may occur.

[0015] A method for generating an avionics display including a symbolic representation of a predicted overpressure event is also provided. The method can be performed by an avionics display system including a display device and a controller architecture operably coupled to the display device. In one embodiment, the method includes the following steps or processes: predicting whether an overpressure event may occur due to constructive interference between pressure waves generated during supersonic flight of one or more A / Cs, as expected in a future schedule. When an overpressure event is predicted to occur, a visual indication is generated or produced on the display device that conveys the potential future occurrence of the overpressure event. In some instances, the method may also include the following steps or processes: (i) estimating the maximum combined amplitude potentially caused by constructive interference between pressure waves generated during supersonic A / C flight; and (ii) determining that an overpressure event may occur due to constructive interference between pressure waves when the maximum combined amplitude exceeds a boom tolerance threshold.

[0016] The methods set forth above and described elsewhere in this document may be implemented using a program product such as a software application executed on a suitably equipped avionics display system and distributed in any suitable manner. Various additional examples, aspects, and other useful features of the embodiments of the present disclosure will also become apparent to those of ordinary skill in the relevant industry given the additional description provided below. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] At least one example of the present invention will be described below with reference to the accompanying drawings, wherein like numbers represent like elements, and:

[0018] Figure 1 is a block diagram of an avionics display system configured to generate one or more avionics displays including symbolic representations indicating predicted overpressure events potentially caused by constructive interference between colliding pressure waves, as illustrated in accordance with an exemplary embodiment of the present disclosure;

[0019] Figure 2 is to describe the process by which one or more avionics displays including symbology indicating a predicted overpressure event are generated. Figure 1 A flowchart of an exemplary process performed by an avionics display system;

[0020] Figure 3 is a screenshot of an exemplary HNAV display that may be displayed by Figure 1 The avionics display system shown in generates and includes a symbolic representation indicating the potential occurrence of an overpressure event due to constructive interference between pressure waves, as illustrated in the first flight scenario; and

[0021] Figure 4 and 5 and VNAV displays, respectively, which may be displayed by Figure 1 The avionics display systems shown in generate and each include a symbolic representation indicating the potential occurrence of an overpressure event due to constructive interference between pressure waves, as illustrated in the second flight scenario. DETAILED DESCRIPTION

[0022] The following specific embodiments are merely exemplary in nature and are not intended to limit the invention or the application and uses of the invention. As appears throughout this document, the term "exemplary" is synonymous with the term "example" and is repeatedly used below to emphasize that the descriptions appearing in the following sections only provide multiple non-limiting examples of the invention and should not be interpreted as limiting the scope of the invention as set forth in the claims in any respect.

[0023] As it appears in this article, the term "avionics display" refers to a computer-generated display depicting the flight environment of at least one A / C. Similarly, the term "avionics display system" refers to a system that generates at least one avionics display during system operation. The term "avionics" can thus be considered synonymous with the term "A / C related" in the context of this document. Thus, the use of the term "avionics" does not require that the avionics display system must be deployed on the A / C in all instances. In fact, in many implementations, some or all components of the avionics display system will be located outside any particular A / C. This may be the case when, for example, an avionics display system is used to pilot a UAV, and certain components of the display system are located in a facility from which the UAV is controlled. This may also be the case when an avionics display system is used to guide or manage supersonic air traffic, in which case the display system may reside in a control tower, in an ATC facility, or in another non-A / C location.

[0024] Incorporation by reference

[0025] The following applications owned by the present assignee at the time this document was filed with the United States Patent and Trademark Office (USPTO) are generally related to the present subject matter and are hereby incorporated by reference: U.S. patent application serial number 15 / 798,692, entitled “SYSTEMS AND METHODS FORGENERATING AVIONIC DISPLAYS INCLUDING FORECAST OVERPRESSURE EVENT SYMBOLOGY,” filed with the United States Patent and Trademark Office on October 31, 2017 and assigned to Honeywell International, Inc., the assignee of the present application.

[0026] Overview

[0027] An avionics display system and method for generating an avionics display is provided, the avionics display including a symbolic representation useful in reducing the likelihood of a boom tolerance threshold being exceeded (herein, an "overpressure event") due to potential constructive interference between acoustic pressure waves. During operation, the avionics display system determines whether an overpressure event may occur due to constructive interference between pressure waves that are predicted to collide during an upcoming supersonic flight of one or more A / Cs. When it is determined that an overpressure event may be caused by constructive interference between colliding pressure waves, the avionics display system provides a visual indication of a potential overpressure event. The visual indication may include or take the form of a textual notification warning of a potential future occurrence of an overpressure event such as generated on one or more avionics displays. In addition or alternatively, the visual indication may include or take the form of a symbolic representation identifying a geographic location where the pressure wave is predicted to collide. Such a symbolic representation may also visually convey other information about a potential overpressure event, such as the planned maximum severity of the overpressure event (if constructive interference between colliding pressure waves occurs), and / or the geographic location where the combined pressure wave (the product of the colliding pressure waves) is expected to initially impact the earth's surface.

[0028] Embodiments of avionics display systems can utilize different data sources and analysis techniques to assess whether an overpressure event may be potentially caused by constructive interference between colliding pressure waves. In some implementations, the avionics display system repeatedly obtains sonic boom forecast data from a remote entity such as a cloud-based service dedicated to executing a sonic boom forecast algorithm, and utilizes the forecast data when determining whether an overpressure event may be caused by constructive interference during a pressure wave collision, if such constructive interference occurs. For example, in such an implementation, the avionics display system can submit a series of "hypothesis analysis" requests to the remote entity to obtain a sonic boom forecast based on the predicted flight parameters of one or more A / Cs, such as planned into a future schedule based on current flight vector data, flight plan information, flight execution model, weather and wind conditions, and / or other such factors. After obtaining the sonic boom forecast data, the avionics display system then analyzes the data to determine whether a collision between pressure waves is predicted during an upcoming supersonic A / C flight. If a pressure wave collision is predicted, the avionics display system further estimates or calculates the maximum combined amplitude potentially caused by the pressure wave collision, if constructive interference occurs. If the maximum combined amplitude exceeds a predetermined boom tolerance threshold, the avionics display system then provides a visual indication of a potential overpressure event on one or more appropriate avionics displays.

[0029] The use of a boom tolerance threshold in assessing the future likelihood or risk of an overpressure event occurring provides flexibility in implementing an avionics display system. When the boom tolerance threshold is set at a relatively low value, only relatively low intensity sonic booms may be permitted during supersonic A / C flight, if permitted. On the contrary, when the boom tolerance threshold is set at a relatively high value, sonic booms with greater intensity (higher pressure and / or decibel level) may be permitted during supersonic A / C flight. The avionics display system may utilize this flexibility in an embodiment by allocating a specific value to the boom tolerance threshold based on one or more factors about the predicted pressure wave collision before the evaluation process or comparison step described above. For example, when assessing whether an overpressure event may potentially be caused by constructive interference between colliding pressure waves, the avionics display system may allocate an appropriate value to the boom tolerance threshold according to the geographical location where the pressure wave collision is predicted to occur, according to the specific ground impact location associated with the overpressure event, and / or according to the time of day when the pressure wave collision is predicted to occur. In this way, higher (more tolerant) values ​​may be assigned to the boom tolerance threshold when appropriate, such as when pressure wave collisions are predicted to occur in sparsely populated geographic areas or over large bodies of water, over municipalities with lax noise regulations, and / or during waking hours, to name a few examples.

[0030] Embodiments of the avionics display system may also provide other beneficial features. For example, in other implementations, the avionics display system may determine and present suggested preemptive actions or "navigation solutions" that may be performed by one or more A / Cs to prevent the potential occurrence of a forecast overpressure event. The following provides a description of such navigation solutions and other functionality usefully performed by the avionics display system. However, first, in conjunction with Figure 1 A general description of an exemplary avionics display system suitable for generating forecast overpressure event symbology including symbology and other graphics relating to overpressure events potentially caused by constructive interference between colliding pressure waves is set forth.

[0031] Example of an avionics display system suitable for generating an avionics display including symbology for a predicted overpressure event Figure 1is a block diagram of an avionics display system 10 as illustrated in accordance with an exemplary and non-limiting embodiment of the present disclosure. As schematically shown, the avionics display system 10 includes the following components or subsystems, each of which may take the form of a single device or a plurality of interconnected devices: (i) a controller architecture 12, (ii) at least one avionics display device 14, (iii) a computer-readable storage medium or memory 16, and (iv) a user input interface 18. In embodiments in which the avionics display system 10 is used for A / C piloting, the avionics display system 10 may also include a number of ownship data sources 22, including, for example, an array or cluster of flight parameter sensors 24. In other embodiments, such as when the display system 10 is used in directing or managing supersonic air traffic, the avionics display system 10 may not include the ownship data source 22, as indicated by the use of phantom lines. As shown in FIG. Figure 1 , the avionics display system 10 may also include a data link subsystem 26 including an antenna 28 that may wirelessly transmit and receive data to and from various sources external to the display system 10. Such external sources may include, for example, an ATC station, A / C, weather forecast services, and remotely located sonic boom forecast services, as discussed more fully below.

[0032] When the display system 10 is used to navigate a manned "own aircraft" A / C, the various components of the avionics display system 10 may all be located on the own aircraft A / C. In contrast, in embodiments where the avionics display system 10 is used to navigate a remotely controlled UAV or other remotely piloted A / C, certain components of the avionics display system 10 may be carried by the UAV, while other components may be located at a ground-based station or other facility from which the UAV is navigated. For example, in this latter example, (multiple) avionics display devices 14, user input interfaces 18, and a portion of memory 16 may be located outside the UAV. Finally, when used to guide or manage supersonic air traffic (rather than directly navigating a UAV or manned A / C), the avionics display system 10 may not be deployed on any particular A / C, but rather in a control tower, in a ground-based ATC station, or in a similar location. In this latter aspect, and as discussed further below, in situations where a certain A / C is authorized to approach or depart a particular airport or air terminal at supersonic speeds, embodiments of the avionics display system 10 may be particularly well suited for directing air traffic converging on that airport or air terminal.

[0033] like Figure 1, the controller architecture 12 includes at least first, second, third, and fourth inputs, which are respectively operatively coupled to the user input interface 18, the memory 16, the ownship data source 22 (when present), and the data link subsystem 26. The controller architecture 12 also includes at least first, second, and third outputs, which are respectively operatively coupled to the avionics display device(s) 14, the memory 16, and the data link subsystem 26. In further embodiments, the avionics display system 10 may include a greater or lesser number of components, which may be interconnected in various manners utilizing any combination of wireless or hardwired (e.g., avionics bus) connections. Although the avionics display system 10 is generally illustrated in FIG. Figure 1 1 and 2. The avionics display system 10 is schematically illustrated as a single unit, but the various elements and components of the avionics display system 10 may be implemented in a distributed manner using any number of physically distinct and operatively interconnected hardware or equipment blocks, as previously indicated. Similarly, the user input interface 18 may include a variety of different types of hardware or software components suitable for recognizing input received from a navigator, ATC crew member, or other user of the avionics display system 10, such as a touch screen device, cursor device, keyboard, voice recognition module, etc.

[0034] (Multiple) avionics display devices 14 may include any number and type of image generating devices on which one or more avionics displays may be generated. When the avionics display system 10 is used for manned A / C piloting, (multiple) avionics display devices 14 may be attached to the static structure of the A / C cockpit, as, for example, one or more downward-looking displays (HDD) or head-up display (HUD) units. Alternatively, (multiple) avionics display devices 14 may include or take the form of a movable display device (e.g., a display device worn by the navigator) or a portable display device (such as an electronic flight bag (EFB), a laptop or a tablet computer), which is carried into the A / C cockpit by the navigator or other crew members. Similarly, when the avionics display system 10 is used for A / C piloting for UAV or remote piloting, (multiple) display devices 14 may be implemented as one or more HDD or HUD units attached to the static structure of the control facility, (multiple) portable electronic devices carried into such a control facility, or a movable display device worn by the navigator when remotely operating the UAV. Finally, when the avionics display system 10 is used to guide or manage supersonic air traffic, the display device(s) 14 may be implemented as any of the aforementioned display types, including one or more HDD display units, HUD display units, portable electronic devices, and head mounted display devices.

[0035] As it appears herein, the term "controller architecture" broadly refers to components of the avionics display system 10 that are dedicated to executing and otherwise supporting processing functionality. Figure 1 As schematically depicted in FIG, the controller architecture 12 may include or be associated with one or more processors, flight control computers, navigation equipment blocks, computer-readable memories (including or attached to memory 16), power supplies, storage devices, interface cards, and other standardized components. The controller architecture 12 may also include or collaborate with any number of firmware and software programs or computer-readable instructions designed to perform the various process tasks, calculations, and control / display functions described herein. In various embodiments of the avionics display system 10, the controller architecture 12 may also exchange data with one or more external sources, such as cloud-based services or server farms. In this case, two-way wireless data exchange may occur over a communication network, such as a public or private network implemented in accordance with a transmission control protocol / Internet protocol architecture or other conventional protocols. Encryption and mutual authentication techniques may be applied as appropriate to ensure data security.

[0036] The memory 16 may include any number and type of storage media suitable for storing computer-readable code or instructions and other data for supporting the operation of the avionics display system 10. In certain embodiments, the memory 16 may store one or more databases 30, such as a geographic (terrain) database, a runway database, a navigation database, and a historical weather database. Such databases 30 are usefully updated on a periodic basis to maintain data timeliness; and in embodiments in which the display system 10 is used to pilot a manned A / C, the databases maintained in the memory 16 may be shared by other systems on the A / C, such as an enhanced ground proximity warning system (EGPWS) or a runway awareness and advisory system (RAAS). In other cases, one or more databases 30 may be maintained by an external entity (such as a cloud-based service), which may be accessed by the controller architecture 12 when needed. As Figure 1 Memory 16 may also store one or more values ​​associated with a boom tolerance threshold value described below, as generally represented by box 32 in the display system 10. In addition, one or more A / C-specific sonic boom profiles may be stored in memory 16. For example, in embodiments where display system 10 is used to pilot a UAV or manned A / C, memory 16 may store a sonic boom profile specific to the A / C on which display system 10 is deployed. In other embodiments, memory 16 may store multiple A / C-specific sonic boom profiles associated with different types of A / Cs, such as in a multi-dimensional lookup table.

[0037] As indicated previously, the avionics display system 10 may include several flight parameter sensors 24 when, for example, the display system 10 is used to pilot an A / C. When present, the flight parameter sensors 24 supply various types of data or measurements to the controller architecture 12 during flight of the A / C. A non-exhaustive list of such data includes initial reference system measurements, flight path angle (FPA) measurements, airspeed data, ground speed data, altitude data, attitude data including pitch data and roll measurements, yaw data, data related to A / C weight, time / date information, heading information, data related to atmospheric conditions, flight path data, flight trajectory data, radar altitude data, geometric altitude data, wind speed and direction data, and fuel consumption data. Additionally, in such embodiments, the controller architecture 12 and other components of the avionics display system 10 may be included within or in cooperation with any number and type of systems typically deployed on an A / C, including, for example, an FMS, an attitude and heading reference system (AHRS), an instrument landing system (ILS), and an inertial reference system (IRS), to name a few.

[0038] During operation, the avionics display system 10 generates one or more avionics displays on the avionics display device(s) 14. For example, Figure 1 , the avionics display system 10 may generate a horizontal navigation or "HNAV" display 34 on the avionics display device(s) 14. As appears herein, the term "horizontal navigation display" or, more succinctly, "HNAV display" refers to an avionics display presented from a top-down or overhead viewpoint. In addition to or in lieu of the HNAV display 34, at least one vertical navigation display 36 may be generated on the avionics display device(s) 14 in embodiments of the display system 10; the term "vertical navigation display" or "VNAV display" refers to an avionics display presented from a side or lateral viewpoint (also commonly referred to as a "vertical situation display"). In many implementations, the avionics display system 10 may generate the displays 34, 36 simultaneously; for example, in such embodiments, the displays 34, 36 may be presented on separate screens of the plurality of display devices 14, or, alternatively, on a single screen of the display device 14, in a picture-in-picture or side-by-side format. In other implementations, the display system 10 may generate only one of the HNAV display 34 and the VNAV display 36 at a given point in time. In other implementations, the avionics display system 10 may generate only a single display type, such as an airport or air terminal centric HNAV display (also commonly referred to as an “ATC display”) when the display system 10 is used to direct or manage air traffic.

[0039] Although the present description focuses primarily on forecast overpressure event symbology in the context of two-dimensional (2D) avionics displays, such as the HNAV display 34 and the VNAV display 36, it is emphasized that embodiments of the avionics display system 10 may generate forecast overpressure event symbology (and related graphics described throughout this document) on any number and type of avionics displays depicting the flight environment of one or more A / Cs. For example, in another implementation, forecast overpressure event symbology may be generated on one or more 3D avionics displays, such as a PFD or an outward-facing 3D avionics display, in addition to or in lieu of one or more 2D avionics displays. Figure 1 This possibility is further indicated in FIG. 1 by the inclusion of “other” avionics display blocks 37 contained within the larger avionics display device block(s) 14 of the avionics display system 10. Figure 2 The stated exemplary method is described below and usefully implemented by the avionics display system 10 in generating one or more of the avionics displays 34 , 36 , 37 to selectively include forecast overpressure event symbology.

[0040] Example of a method for generating avionics display(s) including forecast overpressure event symbology

[0041] Figure 2 is a flow chart illustrating an exemplary method 40 that may be performed by the avionics display system 10 ( Figure 1 ) is performed to generate symbolic representations useful in identifying and preventing the occurrence of forecast overpressure events, including those potentially caused by constructive interference between colliding pressure waves occurring during supersonic A / C flight. Figure 2 As described in , method 40 includes several computer-implemented functions or process steps identified as steps 42, 44, 46, 48, 50, 52, 54. Depending on the specific manner in which method 40 is implemented, Figure 2 Each step generally illustrated in the figure may involve a single process or multiple sub-processes. Figure 2 The steps illustrated in and described below are provided only as non-limiting examples. In alternative embodiments of method 40, additional process steps may be performed, certain steps may be omitted, and / or the illustrated steps may be performed in an alternative order.

[0042] Common reference Figure 1-2, the method 40 begins at step 42. The method 40 may be initiated when the avionics display system 10 is initially operated, and may be repeatedly or iteratively performed until the system is shut down. Alternatively, the method 40 may be initiated in response to receipt of a user input received via the user input interface 18; for example, as entered by a navigator, an ATC crew member, or other user of the avionics display system 10. As another possibility, the method 40 may be initiated in response to the occurrence of a specified triggering event. For example, when the avionics display system 10 is used to pilot the own-aircraft A / C, the method 40 may be automatically initiated (i.e., initiated without requiring additional user input) when the own-aircraft A / C exceeds a predetermined speed threshold, such as a threshold slightly above or below Mach 1 or a predetermined (static or dynamic) airspeed threshold; here, it is noted that any such airspeed threshold may vary depending on weather conditions that affect the speed of sound within the surrounding environment. The method 40 may then be performed iteratively or repeatedly, preferably on a relatively rapid (eg, real-time) basis, until such time as the A / C ceases supersonic flight or is no longer scheduled to travel at supersonic speeds during the current flight cycle.

[0043] After the start at step 42, the method 40 proceeds to step 44. During step 44, the avionics display system 10 generates one or more avionics displays on the avionics display device(s) 14. As discussed above, the particular avionics display(s) generated during step 44 will vary between embodiments depending on various factors, such as whether the display system 10 is being used for navigational purposes or for managing supersonic air traffic. In many embodiments, the avionics display system 10 generates during step 44 corresponding to the avionics display device(s). Figure 1 The HNAV display 34 is schematically shown in FIG. Figure 3-4 A specific exemplary implementation of the HNAV display 34 is described. Additionally or alternatively, the avionics display system 10 may also generate a display corresponding to the HNAV display 34 during step 44. Figure 1 The VNAV display 36 shown in FIG. 3 is a VNAV display. The following is combined with Figure 5 Specific exemplary implementations of the VNAV display 36 are discussed further below. In other embodiments, and as previously noted, the avionics display system 10 may generate other types of avionics displays during step 44, such as a 3D avionics display, in addition to or in lieu of the HNAV display and / or the VNAV display.

[0044] Proceeding to step 46 of method 40, the avionics display system 10 then obtains appropriate data for use in generating the forecast overpressure event symbology. This data includes so-called "sonic boom forecast data"; that is, data describing whether an upcoming supersonic flight of one or more A / Cs is predicted or expected to generate supersonic pressure waves or sonic booms. The sonic boom forecast data also usefully indicates the projected location and intensity of such a sonic boom forecast. For example, in an embodiment, the sonic boom forecast data may include time-phased data specifying the expected location, propagation, and intensity of the pressure wave caused by the sonic boom forecast as mapped throughout the three-dimensional airspace. As an emphasis point, the sonic boom forecast data may be generated using any suitable algorithm or process performed by the avionics display system 10 itself, by another entity in communication with the display system 10, or by a combination thereof. In some implementations, the avionics display system 10 may outsource selected processing tasks associated with the generation of the sonic boom forecast data to a remote entity, such as a cloud-based service or server farm. For example, the avionics display system 10 may submit a series of "what-if" queries or data requests to the remote entity and then receive a sonic boom forecast. Such a "what-if" query may include planned flight parameters for the A / C as extrapolated into a future schedule and generated by the display system 10 utilizing established A / C performance models, current flight vector data, flight plan information (if known), and other such data inputs. In this manner, relatively complex, computationally intensive forecast algorithms may be executed by a remote external entity to increase the speed and accuracy of generating sonic boom forecast data while reducing the processing demands placed on the controller architecture 12.

[0045] The algorithm or process used to generate the sonic boom forecast data during step 46 usefully considers a relatively wide range of static and dynamic inputs. Such inputs include meteorological conditions that affect the propagation of sound pressure waves through the surrounding environment, such as current wind speed and direction, air temperature, humidity levels, and information about the presence of airborne precipitation (such as rain, sleet, or snow). Data about current meteorological conditions can be extracted from XM Weather Radio or other reports transmitted by a dedicated weather forecast service. Measurements of current meteorological conditions can be obtained from flight parameter sensors 24 when included in the display system 10. Again, such factors can also be applied to a virtual flight performance model implemented by the avionics display system 10 and / or a remote entity in wireless communication with the display system 10 to project A / C flight parameters (position, speed, etc.) at various junctures in the future. In this case, the display system 10 can then provide this information to the remote source at selected intervals or increments along the flight path or flight plan predicted for the A / C to obtain a sonic boom prediction. Alternatively, when the avionics display system 10 obtains sonic boom predictions or other forecast data from a remote entity (e.g., a dedicated sonic boom forecast service) that is in wireless communication with the display system 10, the remote entity can itself predict the future position and flight parameters of the A / C(s) under consideration.

[0046] As indicated above, the algorithm or process for generating sonic boom forecast data usefully considers the predicted future flight parameters of one or more A / Cs capable of supersonic flight. For example, the FPA, speed, and position (longitude, latitude, and altitude) can be planned into a future schedule using an established performance module. Such future flight parameters can be predicted based on the current flight vector data and flight trends of the A / C; for example, the time-dependent position and supersonic speed of the A / C can be inferred into a future schedule based on the current speed, attitude direction, and FPA of the A / C under consideration. In certain embodiments, such data can be transmitted to the display system 10 from one or more A / Cs for which sonic boom predictions are performed. For example, when the avionics display system 10 is used for air traffic management, the current flight parameters of the A / Cs within the monitored airspace can be determined from radar or reported by the A / C as, for example, an automatic dependent surveillance-broadcast (ADS-B) transmission. Such an A / C may also provide flight plan information, which may also be provided to the display system 10; for example, the A / C may communicate flight plan information to the avionics display system 10 when taking the form of an ATC system, or otherwise used to monitor air traffic traveling to and from a particular airport.

[0047] In various embodiments of the method 40, an A / C-specific sonic boom profile may also be taken into account when generating the sonic boom forecast data obtained during step 46. Such an A / C-specific sonic boom profile may represent the general three-dimensional pressure wave shape created by a specific A / C when traveling at supersonic speeds. A sonic boom profile for a specific A / C may be constructed based on the physical characteristics of the A / C, such as shape, weight class, and engine type. The avionics display system 10 may store one or more A / C-specific sonic boom profiles in the memory 16 and recall such profiles on an as-needed basis during the process of the method 40. For example, the avionics display system 10 may store a sonic boom profile specific to the aircraft's A / C in the memory 16 and then recall the sonic boom profile when independently executing the onboard forecast algorithm. Alternatively, when sonic boom forecast data or sonic boom predictions are requested therefrom, the controller architecture 12 may recall and transmit to the remote entity one or more appropriate A / C-specific sonic boom profiles, along with other relevant data (e.g., current flight vector data and / or flight plan information). As another possibility, when the avionics display system 10 is used to monitor air traffic traveling in a particular airspace (e.g., traveling to and departing from a particular airport), the memory 16 may store a plurality of A / C-specific sonic boom profiles associated with various A / Cs. The display system 10 may then assign a different sonic boom profile to each A / C under consideration during step 46 of the method 40.

[0048] After obtaining the sonic boom forecast data (step 46), the avionics display system 10 proceeds to step 48 of the method 40. During step 48, the avionics display system 10 interprets or analyzes the newly obtained sonic boom forecast data. Specifically, Figure 2As indicated in , the avionics display system 10 may analyze the most recently received sonic boom forecast data to determine whether a collision is predicted to occur between the pressure wave forecasts during the upcoming supersonic A / C flight; and, when appropriate, further assess whether such a pressure wave collision may result in or trigger an overpressure event if constructive interference occurs between the colliding pressure waves. In one approach, the avionics display system 10 may construct and repeatedly update a pressure wave forecast map using the sonic boom forecast data obtained during step 46, and then search or scan the pressure wave forecast map for areas where the acoustic pressure waves are predicted to collide. Upon locating the map area where the pressure wave collision is predicted to occur, the display system 10 may then determine whether such a collision may result in a combined pressure wave of sufficient strength to trigger an overpressure event if constructive interference will occur, as discussed more fully below in conjunction with step 50 of method 40. In other embodiments, the avionics display system 10 may determine whether an overpressure event may occur by comparing the maximum possible amplitude result with a predetermined boom tolerance threshold (as discussed below), but without constructing such a pressure wave forecast map. A variety of different schemes may be used for this purpose, of which the following description is provided only as a non-limiting illustration.

[0049] Proceeding to step 50 of method 40, the avionics display system 10 then evaluates whether the predicted collision between the pressure waves can result in an overpressure event if constructive interference occurs between the colliding pressure waves. One possible manner in which the avionics display system 10 can perform this evaluation or assessment is as follows. First, the avionics display system 10 estimates or calculates the maximum combined amplitude (e.g., pressure or decibel level) potentially caused by constructive interference between the pressure waves generated during supersonic A / C flight. Informally stated, this can be considered a "worst case" scenario caused by the expected pressure wave collision. The avionics display system 10 can then conclude or determine that an overpressure event can in fact occur when the maximum combined amplitude exceeds a predetermined boom tolerance threshold. As noted above, and as discussed more fully below, the boom tolerance threshold can have a static value in an embodiment, but more usefully has a variable value that is actively adjusted by the display system 10 based on one or more characteristics of the predicted pressure wave collision under consideration. Additionally, in embodiments, the maximum combined amplitude may be considered at the origin of a potential overpressure event or at a ground impact location corresponding to a pressure wave collision; i.e., the geographic location where the cumulative or aggregated pressure wave resulting from the pressure wave collision is expected to first impact the Earth's surface (water or ground). In general, the avionics display system 10 may estimate the cumulative pressure wave amplitude by summing the maximum amplitudes of two (or more) pressure waves at a projected intersection point or other selected location between the pressure waves.

[0050] Here, it should be noted that although pressure wave collisions will typically occur when two or more A / Cs pass through in relatively close proximity, this need not always be the case. In fact, in some instances, pressure wave collisions and thus potential constructive interference between pressure waves may occur due to the action of a single A / C participating in supersonic flight. This may occur due to reflection or rebound of pressure waves from land features, particularly when the A / C turns. Consider, for example, the following scenario, in which a first pressure wave generated by an A / C impacts the ground (or other land features), is reflected from the ground, and then encounters a second pressure wave (or in other words, another part of a single continuous pressure wave) generated by the same A / C. In this case, constructive interference between pressure waves generated by the same A / C may occur. In other instances, a first pressure wave may be emitted from the ground and subsequently collide with a second pressure wave generated by another A / C. Therefore, a variety of different scenarios are possible, in which two or more sound pressure waves may collide after the pressure wave reflections. For this reason, potential reflections of sound pressure waves from land objects are usefully considered during steps 48, 50, as discussed below.

[0051] When considering pressure wave reflections during steps 48, 50 of method 40, terrain topology and type may be determined; for example, by recollection from the geographic database 30 or other data sources contained in the memory 16. Terrain topology and type may then be considered when evaluating whether a particular acoustic pressure wave is likely to be reflected from a land object such as the ground, a mountain, or a body of water. The ground topology may be considered, for example, to estimate the AGL altitude of the A / C that generated the sonic boom or pressure wave, and the general angular range at which such land features may reflect acoustic pressure waves. The type of land surface cover may also be taken into account to estimate the extent to which a particular land surface or surface cover may help dissipate acoustic waves upon impact. For example, when a pressure wave is reflected from a bare ground surface, little or no pressure wave dissipation or absorption may be expected, while a considerable amount of pressure wave dissipation may be reasonably expected when a pressure wave reflection occurs from a land surface covered by relatively dense vegetation.

[0052] As indicated above, the avionics display system 10 also assigns a value to the boom tolerance threshold for comparison purposes when determining whether the amplitude of the combined sonic boom exceeds the boom tolerance threshold during step 50 of the method 40. In some cases, a single or universal boom tolerance threshold may be utilized and recalled from the memory 16 when needed. In this relatively simple case, the avionics display system 10 may allow the value of the boom tolerance threshold to be adjusted, for example, by software updates or user input received via the interface 18. In other embodiments, the boom tolerance threshold may have a variable value; that is, a value that is actively adjusted based on one or more parameters related to the pressure wave collision. The data stored in the memory 16 may associate multiple boom tolerance thresholds with different geographic sectors, different times of the day, and / or other distinguishing factors. For example, in this case, the boom tolerance threshold may be referenced by geographic coordinates; that is, distinguished by geographic regions. This enables the value of the boom tolerance threshold to be adjusted based on population density, local or regional noise abatement ordinances, political boundaries, proximity to land when a sonic boom is forecast to originate over water, and other such factors. As a specific example, the value of the boom tolerance threshold may be increased (rendered more lenient) for geographic areas with lower population density and decreased (rendered more stringent) for geographic areas with greater population density or infrastructure susceptible to pressure wave damage. Additionally or alternatively, the boom tolerance threshold may be associated with the time of day; for example, the value of the sonic boom threshold may be increased (rendered more lenient) during waking hours and decreased (rendered more stringent) at night.

[0053] At step 50, if the display system 10 determines that constructive interference between the colliding pressure waves (if such constructive interference would occur) would still not be sufficient to trigger an overpressure event, the avionics display system 10 proceeds to step 54 and updates the avionics display(s) 34, 36 in accordance with the most recently collected data inputs. The avionics display system 10 then returns to step 46, and the method 40 loops or repeats until termination. Conversely, if the display system 10 determines that an overpressure event could potentially occur due to constructive interference between the colliding pressure waves, the avionics display system 10 proceeds to step 52, as described more fully below. In this way, symbology regarding the pressure wave collision is generated on the appropriate avionics display(s) only when such a pressure wave collision could induce an overpressure event (if constructive interference occurs). This helps ensure that a viewer of the display system 10 is presented with relevant, actionable information while the avionics display(s) are decluttered. Despite these advantages, in alternative embodiments of the display system 10 , the avionics display system 10 may generate graphics indicative of pressure wave collisions even when the pressure waves are insufficient to trigger an overpressure event.

[0054] Turning finally to step 52 of method 40, during this process step, the avionics display system 10 generates a visual indication of a potential overpressure event on one or more appropriate avionics displays. Such visual indication may include text notifications and / or symbolic representations identifying various relevant information regarding the potential occurrence of an overpressure event. For example, such symbolic representations may identify locations where pressure waves potentially subject to constructive interference are predicted to collide. Such symbolic representations may also convey the maximum planned severity and / or likelihood of such an overpressure event as indicated by, for example, the visual encoding described below. If desired, during step 52, the avionics display system 10 may also present suggested preemptive actions for preventing or avoiding the potential occurrence of the forecast overpressure event. Such preemptive actions are referred to herein as "navigation solutions" and may include speed reductions, altitude increases, and flight path changes, which may be implemented by the appropriate A / C in advance of the forecast overpressure event to prevent its potential occurrence. Thereafter, the avionics display system 10 may proceed to step 54, causing method 40 to repeat until termination. This will now be combined with Figure 3-5 hereinafter describes additional discussion of exemplary avionics displays, forecast overpressure event symbology, and possibly suggested navigation solutions suitably generated by the avionics display system 10 during steps 52 , 54 of the method 40 .

[0055] Example of an avionics display including symbology for a forecast overpressure event

[0056] Figure 3 In the first exemplary flight scenario, the avionics display system 10 ( Figure 1 ) In step 52 of method 40 ( Figure 2 ) during the generation of an exemplary HNAV display 34 '. Here and elsewhere in the following description, for consistency, Figure 1 34, 36 are retained in the schematic diagram of FIG. However, these reference numerals are accompanied by the addition of single quote symbols (') or double quote symbols (") to help emphasize that the specific appearance of the HNAV and VNAV displays (and / or other avionics displays generated by the display system 10) will vary between different embodiments and may be customizable by the user or consumer in certain instances. Additionally, in Figure 3In the example of , the HNAV display 34' depicts the airspace that the A / C may traverse when approaching or departing from the airport represented by the airport icon 55. The embodiment of the HNAV display 34' may thus be considered to be well suited for an "ATC" display type that supports decision making in managing or directing supersonic air traffic, and will thus be primarily described in that context. Despite this, the possibility that the HNAV display 34' may be utilized when directly piloting an A / C carrying the display system 10 is not excluded.

[0057] In the illustrated example, the HNAV display 34' includes a number of range rings 56 that are concentrically positioned about an airport icon 55. A plurality of A / C icons 58, 60, 62 indicate the horizontal position (latitude and longitude) of A / Cs traversing the depicted airspace surrounding the airport represented by icon 55. The HNAV display 34' further produces a symbolic representation or other graphic identifying those A / Cs that are expected to generate acoustic pressure waves that are potentially subject to constructive interference driving an overpressure event. Thus, consistent with the foregoing description, the avionics display system 10 generates a visual notification on the HNAV display 34' to indicate that an overpressure event may be triggered if constructive interference occurs between colliding pressure waves. Figure 3 In the example of , specifically, the avionics display system 10 has determined that pressure waves generated during an impending supersonic flight of the A / Cs represented by icons 60 , 62 may potentially combine to cause an overpressure event. Figure 3 This is visually represented by intersecting sonic boom symbols 64, 66 associated with the A / C represented by icons 60, 62, respectively.

[0058] like Figure 3 As shown in , the intersecting sonic boom symbols 64, 66 are presented as graphics or icons having a generally parabolic shape; however, the shape, size, and prominence of the symbols 64, 66 will vary between embodiments. For added clarity, the sonic boom symbol 64 is visually linked to the A / C icon 60 by a flight path graphic 68, while the sonic boom symbol 66 is visually linked to the A / C icon 62 by a flight path graphic 70. This allows an ATC crew member or other viewer of the HNAV display 34' to quickly ascertain which A / C is responsible for the potential occurrence or future risk of an overpressure event. Figure 3 As indicated by cross-hatching in the figure, the sonic boom symbols 64, 66 can be generated in a visually striking color (such as red); and / or animation (e.g., flashing) can be applied to intersecting sonic boom symbols 64, 66 to attract attention thereto. In other embodiments, the coloring or other aspects of the sonic boom symbols 64, 66 can be varied to convey other relevant information, such as the predicted likelihood and / or maximum possible severity of a potential overpressure event, as described more fully below.

[0059] In certain embodiments, symbols 64, 66 may be visually coded to indicate the predicted likelihood and / or maximum possible severity of a potential overpressure event. For example, in one scenario, when an overpressure event is relatively unlikely to occur and / or is predicted to be moderate in severity, sonic boom symbols 64, 66 may be color coded into a pre-established warning color (e.g., amber). In other instances, when an overpressure event is relatively likely to occur and / or is predicted to be relatively intense in severity, sonic boom symbols 64, 66 may be color coded into a pre-established alarm color (e.g., red) and may be visually emphasized in other ways (e.g., by amplification). In various embodiments, the planned severity of an overpressure event may be determined based on a calculated inconsistency between a boom tolerance threshold and an estimated maximum combined amplitude, the estimated maximum combined amplitude being potentially generated by constructive interference between colliding pressure waves represented by intersecting sonic boom symbols 64, 66. In other implementations, additional stages or categories of visual coding may be applied, with codes assigned elevated levels of urgency based on, for example, the increased likelihood and / or maximum possible severity of an anticipated overpressure event. Animation effects or other visual changes may also be applied as appropriate for further visual emphasis. Finally, if desired, a visual warning alert (e.g., a text notification) may also be generated on the HNAV display 34' within the color-coded text box 72 to further call the viewer's attention to the potential future risk of an overpressure event in the absence of execution of a countermeasure or preemptive action on behalf of one or both of the A / Cs represented by the A / C icons 62, 64.

[0060] In certain embodiments, the avionics display system 10 may also usefully present suggested preemptive actions or navigation solutions on the HNAV display 34' when appropriate. Such a navigation solution may communicate a recommended course of action that may be performed by the A / C to prevent the potential occurrence of an overpressure event, whether through speed change, altitude increase, or rerouting. Additionally, when multiple A / Cs are predicted to contribute to the potential occurrence of an overpressure event due to constructive interference, the text announcement may also identify the A / C (single or multiple) for which the preemptive action or navigation solution is intended. When the avionics display system 10 is used to guide or manage sonic air traffic, the appropriate ATC personnel may then contact the corresponding A / C and communicate the suggested navigation solution. For example, as in Figure 3, such a navigation solution may be presented as a text notification or message that appears in a text box 74, as indicated in the upper left corner of . The message within the text box 74 may, for example, suggest that the A / C represented by icon 60 and / or the A / C represented by icon 64 change certain flight parameters (e.g., slow down, climb, or change course) prior to the planned pressure wave impact to prevent the possible occurrence of constructive interference that triggers an overpressure event. In addition, even if such actions are not sufficient to prevent the overpressure event, the performance of such preemptive actions may reduce the severity of the overpressure event. Finally, as shown in Figure 3 , the avionics display system 10 may also provide an option (here, in the form of a widget or virtual button 76 selectable with a cursor or by touch input 78) to suppress display of all A / Cs traveling at non-sonic speeds within the depicted airspace to unclutter the HNAV display 34' as desired.

[0061] Final Reference Figure 4 and 5 , presenting that in the second flight scenario, the avionics display system 10 ( Figure 1 ) in step 52 of method 40 ( Figure 2 ) during the generation of an exemplary HNAV display 34" and a screenshot of a VNAV display 36". Originally referenced Figure 4 , an A / C icon 80 is surrounded by a range ring 82. As indicated above, the A / C icon 80 represents the current horizontal position (latitude and longitude) of the A / C within the field of view of the HNAV display 34"; for example, the ownship A / C when the avionics display system 10 is used for navigation purposes. The range ring 82 is provided to establish a sense of scale, with the readout 84 representing the radius of the ring 82 in nautical miles. Horizontal multi-segment flight path graphics 86, 88 are further generated on the HNAV display 34" and include a number of legs represented by connected line segments 86, 88. As can be seen, line segment 86 extends generally from the nose of the A / C icon 80 to a first unmarked waypoint 90, while line segment 88 extends from waypoint 90 to a second unmarked waypoint 92. Similarly, the VNAV display 36" includes an ownship A / C icon 94 and vertical multi-segment flight path graphics 96, 98. The vertical flight path graphics 96, 98 include at least two flight segments represented by connecting line segments 96, 98 extending between marked waypoints 100, 102. The VNAV display 36" may be generated to include various other known graphics or visual elements including, for example, a terrain graphic 104, a flight level indicator 106, an AGL tape or scale 108, and a calculated flight path indicator 110.

[0062] exist Figure 4-5In the flight scenario of FIG. 1 , the avionics display system 10 has determined that an overpressure event is likely to occur during supersonic flight of the A / C represented by the A / C icon 94, as planned into a future schedule. Accordingly, the avionics display system 10 generates symbology on one or both of the displays 34", 36" indicating the forecasted likelihood of an overpressure event. Specifically, in the illustrated example, a number of sonic boom symbols 112, 114, 116, 118 are generated on the HNAV display 34" and the VNAV display 36". Sonic boom symbol 112 is positioned along horizontal flight path graphics 86, 88 on HNAV display 34" at a location that generally corresponds to the expected horizontal location of a possible overpressure event. Sonic boom symbol 114 is superimposed on sonic boom symbol 112 to indicate that pressure waves associated with symbols 112, 114 may collide, and thus present an opportunity for constructive interference. The size and rotational orientation of symbols 112, 114 indicate that the pressure wave represented by symbol 112 is predicted to be generated by the A / C represented by icon 80, while the pressure wave corresponding to symbol 114 is predicted to be generated by another A / C not shown (or may also be generated by the A / C represented by icon 80 and reflected back by the ground). Similarly, as may be seen in FIG. Figure 5 As seen in FIG. 1 , the first sonic boom symbol 116 and the second intersecting sonic boom symbol 118 are positioned along the vertical flight path graphics 96, 98 on the VNAV display 36" at locations corresponding to planned locations where the pressure waves may collide and potentially trigger an overpressure event if constructive interference occurs.

[0063] and Figure 3 Like the sonic booms 64, 66 shown in FIG. 1 , the sonic boom symbols 112, 114, 116, 118 are generated as graphics or icons having a generally parabolic shape reminiscent of a wave front seen in two dimensions. Additionally, as in the previous case, the sonic boom symbols 64, 66 can be generated to be visually coded to indicate the predicted likelihood and / or maximum possible severity of a potential overpressure event; for example, color coding can be employed, such as by cross-hatching in Figure 4-5 If desired, additional overpressure event symbology may also be generated that conveys other relevant information to the navigator, ATC crew member, or other viewer of the display 34", 36". For example, Figure 5As shown in , a symbol 120 may be generated to indicate one or more projected ground impact locations associated with a predicted overpressure event. Symbol 120 is generated as a line segment extending from intersecting sonic boom symbols 116, 118 to the predicted ground impact location; that is, the geographic location where the combined pressure wave resulting from the collision of the pressure waves is expected to impact the earth's surface (ground or water). In various embodiments, the avionics display system 10 may enable a user to select a particular sonic boom symbol to call up additional information about the pressure wave corresponding to that symbol, such as the general direction of propagation of the pressure wave, the estimated amplitude (pressure or decibel level) of the sonic boom at the collision point, and other such parameters. For example, as Figure 4 As indicated in , selection of the sonic boom symbol 114 (e.g., using a graphical user interface included in interface 18) may call up a window or text box 122 indicating the starting point of the pressure wave, thereby encouraging a viewer of the displays 34", 36" to better assess potential solutions to the risk of an upcoming overpressure event.

[0064] An advisory message may be selectively generated on the HNAV display 34" and / or the VNAV display 36" to further warn of the future possibility or risk of an overpressure event. An example of such an advisory message is shown in text box 124, which may also be color coded as follows: Figure 4-5 A warning or alarm color (e.g., amber or red) indicated by cross-hatching in the display. An accompanying audible message or tactile alarm may also be generated. As previously indicated, when a potential overpressure event is forecast to occur, a suggested preemptive action or navigation solution may also be presented on the HNAV display 34" and / or the VNAV display 36". For example, Figure 4-5 As further indicated in the text notification 126, a text notification 126 may be generated on the display 34", 36" that presents a suggested navigation solution to prevent or stop a potential overpressure event; for example, by slowing down the appropriate A / C to a specified speed (e.g., Mach speed or airspeed) or by climbing to a particular altitude or flight level prior to the potential overpressure event. Finally, in some implementations, a prompt or clue may be generated on the HNAV display 34" and / or the VNAV display 36" to assist in implementing the suggested preemptive action or navigation solution. For example, Figure 5As shown in FIG. 1 , a trajectory change indicator 128 may be generated on the VNAV display 36″ indicating that it is recommended that the A / C, represented as icon 94, increase the AGL altitude in advance of a forecasted likelihood of an overpressure event due to constructive interference between pressure waves. In other embodiments, the visual cue or prompt may take other forms, such as equipment deployment cues generated along the horizontal flight path graphics 86, 88 and / or the vertical flight path graphics 96, 98 indicating a recommended timing for the deployment of drag-enhancing equipment such as specific flaps, slats, or airbrakes.

[0065] in conclusion

[0066] The above thus provides an avionics display system and method utilized in the generation of an avionics display including symbolic representations relating to the potential occurrence of an overpressure event and graphical elements that aid in avoiding such an overpressure event. Various embodiments of the avionics display system may forecast acoustic pressure waves generated by supersonic flight of at least one A / C and then provide a visual indication on the avionics display when it is determined that a predetermined pressure threshold may be exceeded due to constructive interference between the forecasted acoustic pressure waves. Such visual indications may include symbolic representations identifying one or more zones of the depicted airspace where the chance of constructive interference between the acoustic pressure waves is elevated, and / or a visual indication of the maximum possible severity (e.g., amplitude) of a combined pressure wave produced by constructive interference of two (or more) colliding pressure waves. The display device may be located on the A / C and referenced by a navigator; or the display device may be used for air traffic control and located, for example, within a ground-based ATC facility. Zones of potential constructive interference may occur due to pressure waves generated by a single A / C that are reflected by land and interact with other pressure waves generated by the same A / C. Alternatively, constructive interference may occur due to interaction between multiple A / C generated pressure waves traveling in the same general airspace.

[0067] Such avionics display system and method can be used in piloting for both manned A / C and unmanned A / C, to reduce the possibility of overpressure events during the supersonic flight of civil A / C (such as during the supersonic land flight of passenger planes and business airliners). In addition, the avionics display system and method described herein can also be usefully used in guiding supersonic air traffic. The embodiment of the avionics display system can be used in the context of traffic control when multiple A / Cs traveling gather at an airport or an airport. In this case, the avionics display system can compile and repeatedly update the forecast pressure wave map for air traffic (specifically, those A / Cs traveling at supersonic Mach speeds) traveling to and leaving a specific airport. By realizing such a system and method, the noise level and pressure wave intensity of the sound pressure wave can be more effectively limited during the supersonic flight of A / C. Finally, as emphasized above, the symbology described above may be generated on any number and types of avionics displays, including vertical and lateral navigation displays of the types described above, outside-facing 3D displays (e.g., displays depicting the 3D flight environment of the A / C from a point external to the A / C), PFDs, and other types of 2D and 3D avionics displays.

[0068] Terms such as "comprises," "includes," "having," and variations thereof are used herein to indicate non-exclusive inclusions. Such terms may thus be used to describe processes, articles, devices, and the like that include one or more specified steps or elements but may also include additional unspecified steps or elements. Although at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that there are a large number of variations. It should also be appreciated that one or more exemplary embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of the present invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient roadmap for implementing exemplary embodiments of the present invention. Various changes may be made in the functions and arrangements of the elements described in the exemplary embodiments without departing from the scope of the present invention as set forth in the appended claims.

Claims

1. An avionics display system (10), comprising: a display device (14) on which avionics displays (34, 36, 37) are generated; as well as A controller architecture (12) operably coupled to a display device (14), the controller architecture (12) being configured to: determining (48, 50) when a probability of an overpressure event will occur in a future schedule due to constructive interference between pressure waves predicted to occur during supersonic aircraft flight; as well as providing (52) a visual indication (64, 66, 72, 112, 114, 116, 118, 120, 124) of the potential occurrence of an overpressure event on an avionics display (34, 36, 37) upon determining that there is a likelihood of an overpressure event occurring in a future schedule due to constructive interference between pressure waves, Wherein the controller architecture (12) is configured to determine (48, 50) when there is a likelihood of an overpressure event occurring in a future schedule due to constructive interference between pressure waves by: monitoring (48) predicted collisions between pressure waves predicted to occur during supersonic flight; When the pressure waves are predicted to collide, estimating a maximum combined amplitude potentially caused by constructive interference between the colliding pressure waves; and determining (50) that there is a likelihood of an overpressure event occurring in a future timeframe due to constructive interference between colliding pressure waves when the maximum combined amplitude exceeds a boom tolerance threshold, The boom tolerance threshold may have a variable value that is actively adjusted by the controller architecture based on one or more parameters related to the pressure wave collision.

2. The avionics display system (10) of claim 1, wherein the controller architecture (12) is further configured to: A value is assigned to the boom tolerance threshold based at least in part on the time of day when the pressure waves are predicted to collide.

3. The avionics display system (10) of claim 1, wherein the controller architecture (12) is further configured to: A value is assigned to the boom tolerance threshold based at least in part on a geographic location where the pressure waves are predicted to collide.

4. The avionics display system (10) of claim 1, wherein the controller architecture (12) is further configured to: A value is assigned to the boom tolerance threshold based at least in part on a geographic location where a combined pressure wave resulting from the collision of the pressure waves is expected to impact the earth's surface.

5. The avionics display system (10) of claim 1, wherein the controller architecture (12) is further configured to: generating a visual indication to include a symbolic representation indicating a potential occurrence of an overpressure event; and The symbolic representation is visually encoded based at least in part on a disagreement between the maximum combined amplitude and the boom tolerance threshold.

6. The avionics display system (10) of claim 1, wherein the controller architecture (12) is further configured to: A visual indication is generated to include a symbolic representation identifying a geographic location where constructive interference is predicted to occur.

7. The avionics display system (10) of claim 1, wherein the controller architecture (12) is further configured to generate a visual indication (64, 66, 72, 112, 114, 116, 118, 120, 124) to include a symbolic representation (120) identifying a geographic location where a combined pressure wave resulting from the collision of the pressure waves is expected to impact the earth's surface.

8. The avionics display system (10) of claim 1, further comprising a data link (26) operably coupled to the controller architecture (12), the controller architecture (12) further configured to: obtaining a sonic boom prediction from a remote source in wireless communication with the avionics display system (10) via a data link (26); and Sonic boom (64) predictions are utilized in determining when there is a likelihood that an overpressure event will occur in a future schedule due to constructive interference between pressure waves predicted to occur during supersonic aircraft flight.

9. The avionics display system (10) of claim 8, wherein the controller architecture (12) is configured to obtain sonic boom prediction by: Calculate future flight parameters for one or more aircraft; and Future flight parameters are provided to a remote source for use in generating a sonic boom (64) prediction.

10. The avionics display system (10) of claim 1, wherein the controller architecture (12) is further configured to generate the visual indication (64, 66, 72, 112, 114, 116, 118, 120, 124) to include a graphic identifying aircraft (60, 62) predicted to generate acoustic pressure waves subject to potential constructive interference.

11. The avionics display system (10) of claim 1, wherein the controller architecture (12) is further configured to: upon determining that there is a likelihood of an overpressure event occurring in a future schedule due to constructive interference between pressure waves generated by at least the first aircraft, identify preemptive actions that can be performed by the first aircraft to prevent the potential occurrence of the overpressure event; and The preemptive action (74, 126) is presented on an avionics display (34, 36, 37).

12. A method (40) performed by an avionics display system (10), the avionics display system (10) comprising a display device (14) and a controller architecture (12) operably coupled to the display device (14), the method (40) comprising: forecasting (48) whether there is a likelihood of an overpressure event occurring as predicted in a future schedule due to constructive interference between pressure waves generated during supersonic flight of one or more aircraft; as well as generating (52) a visual indication (64, 66, 72, 112, 114, 116, 118, 120, 124) of a potential future occurrence of an overpressure event on a display device (14) when an overpressure event is forecast to occur, estimating a maximum combined amplitude potentially caused by constructive interference between pressure waves generated during supersonic aircraft flight; as well as Determine the possibility of an overpressure event due to constructive interference between pressure waves when the maximum combined amplitude exceeds the boom tolerance threshold, The boom tolerance threshold may have a variable value that is actively adjusted by the controller architecture based on one or more parameters related to the pressure wave collision.

13. The method (40) of claim 12, further comprising: constructing a pressure wave forecast map using sonic boom forecast data obtained from a remote source in wireless communication with an avionics display system (10); as well as The pressure wave forecast map is searched for regions where overpressure events are likely to occur due to potential constructive interference between colliding pressure waves.

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