Landing of multimodal craft

Abstract

A computing platform may be configured to: (i) identify a landing area for a craft, wherein the landing area comprises a landing location on water; (ii) based on one or more of water conditions and wind conditions, determine a landing approach for the craft for landing within the identified landing area; (iii) cause an indication of the identified landing area to be presented at a user interface of a system associated with the craft, wherein the indication of the identified landing area comprises a virtual runway for the craft; and (iv) automatically implement at least a portion of the determined landing approach for the craft.

Description

PATENT Docket No. REGENT 24-0704PCT LANDING OF MULTIMODAL CRAFTCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Application No. 63 / 755,431, filed February 7, 2025, and entitled “LANDING OF MULTIMODAL CRAFT,” the contents of which are incorporated herein by reference in their entirety.BACKGROUND

[0002] Various craft are capable of taking off from, and landing on, water. Examples of such craft include crafts having extendible hydrofoils attached to the hull of the craft. For instance, a first (or “rear”) hydrofoil may be positioned towards the tail section of the craft, and a second (or “main”) hydrofoil may be positioned near the midsection of the craft, forward the first hydrofoil (e.g., proximate to the main wing of the craft). The hydrofoils may be controlled to extend and retract depending on the operating mode of the craft. For example, when airborne, the hydrofoils may be retracted towards the hull, and when hull-borne or foil-borne, the hydrofoils may be extended. Such craft may include one or more wings as well as a plurality of propellers on the one or more wings of the craft.

[0003] In some examples, such craft may be a wing-in-ground (WIG) effect craft. Such craft fly close to the ground or water surface by using the ground effect principle, where flying close to the surface reduces aerodynamic drag and increases lift. For example, the drag on the craft is reduced when its distance from the ground is within about the length of the aircraft’s wingspan.PATENT Docket No. REGENT 24-0704PCT OVERVIEW

[0004] Aspects described herein are related to landing of a craft such as a multimodal craft.

[0005] In one aspect, disclosed herein is a method that includes: (i) identifying a landing area for a craft, wherein the landing area comprises a landing location on water; (ii) based on one or more of water conditions and wind conditions, determining a landing approach for the craft for landing within the identified landing area; (iii) causing an indication of the identified landing area to be presented at a user interface of a system associated with the craft, wherein the indication of the identified landing area comprises a virtual runway for the craft; and (iv) automatically implementing at least a portion of the determined landing approach for the craft.

[0006] In another aspect, disclosed herein is a computing platform that includes at least one network interface, at least one processor, at least one non-transitory computer-readable medium, and program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to carry out the functions disclosed herein, including but not limited to the functions of the foregoing method.

[0007] In yet another aspect, disclosed herein is a non-transitory computer-readable medium that is provisioned with program instructions that, when executed by at least one processor, cause a computing platform to carry out the functions disclosed herein, including but not limited to the functions of the foregoing method.

[0008] In another aspect, disclosed herein is a craft that includes: (i) a hull; (ii) one or more wings coupled to the hull; (iii) extendible hydrofoils attached to the hull, wherein the craft is configured to operate in a wing-borne mode of operation, a hydrofoil-borne mode of operation, and a hull-borne mode of operation; and (iv) computing platform comprising: (a) a communication interface; (b) at least one processor; (c) at least one non-transitory computer-readable medium; and (d) program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) identify a landing area for a craft, wherein the landing area comprises a landing location on water; (ii) based on one or more of water conditions and wind conditions, determine a landing approach for the craft for landing within the identified landing area; (iii) cause an indication of the identified landing area to be presented at a user interface of a system associated with the craft, wherein the indication of the identified landing area comprises a virtual runway for the craft; and (iv) automatically implement at least a portion of the determined landing approach for the craft.

[0009] In another aspect, disclosed herein is a method that includes: (i) identifying a landing area for a craft, wherein the landing area comprises a landing location on water; (ii) determining a landing approach, wherein determining the landing approach comprises: (a) determining whetherPATENT Docket No. REGENT 24-0704PCT at least a portion of water within the landing area is in a threshold disruptive state; (b) if it is determined that the at least the portion of the water is in the threshold disruptive state, then determine the landing approach based on at least (1) a condition of the at least the portion of the water and (2) a condition of wind; and (c) if it is determined that the at least the portion of the water is not in the threshold disruptive state, then forego determining the landing approach based on the condition of the at least the portion of the water, and determine the landing approach based on at least the condition of wind; and (iv) implementing the determined landing approach.

[0010] In another aspect, disclosed herein is a computing platform that includes at least one network interface, at least one processor, at least one non-transitory computer-readable medium, and program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to carry out the functions disclosed herein, including but not limited to the functions of the foregoing method.

[0011] In yet another aspect, disclosed herein is a non-transitory computer-readable medium that is provisioned with program instructions that, when executed by at least one processor, cause a computing platform to carry out the functions disclosed herein, including but not limited to the functions of the foregoing method.

[0012] In yet another aspect, disclosed herein is a craft comprising: a hull; one or more wings coupled to the hull; extendible hydrofoils attached to the hull, wherein the craft is configured to operate in a wing-borne mode of operation, a hydrofoil-borne mode of operation, and a hull-borne mode of operation; and a computing platform comprising: (i) a communication interface; (ii) at least one processor; (iii) at least one non-transitory computer-readable medium; and (iv) program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: identify a landing area for a craft, wherein the landing area comprises a landing location on water; determine a landing approach, wherein determining the landing approach comprises: (a) determining whether at least a portion of water within the landing area is in a threshold disruptive state; (b) if it is determined that the at least the portion of the water is in the threshold disruptive state, then determine the landing approach based on at least (1) a condition of the at least the portion of the water and (2) a condition of wind; and (c) if it is determined that the at least the portion of the water is not in the threshold disruptive state, then forego determining the landing approach based on the condition of the at least the portion of the water, and determine the landing approach based on at least the condition of wind; and implement the determined landing approach.

[0013] One of ordinary skill in the art will appreciate these as well as numerous other aspects in reading the following disclosure.PATENT Docket No. REGENT 24-0704PCT BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The accompanying drawings are included to provide a further understanding of the claims, are incorporated in, and constitute a part of this specification. The detailed description and illustrated examples described serve to explain the principles defined by the claims.

[0015] Figure 1 A depicts a perspective view of a craft, according to an example of the present disclosure.

[0016] Figure IB depicts a top view of a craft, according to an example of the present disclosure.

[0017] Figure 1C depicts a side view of a craft, according to an example of the present disclosure.

[0018] Figure ID depicts a front view of a craft, according to an example of the present disclosure.

[0019] Figure IE illustrates a perspective view of an example of a craft, according to an example of the present disclosure.

[0020] Figure 2A illustrates an example main hydrofoil deployment system of a craft, according to an example of the present disclosure.

[0021] Figure 2B illustrates an example main hydrofoil deployment system of a craft, according to an example of the present disclosure.

[0022] Figure 2C illustrates an example hydrofoil assembly, according to an example of the present disclosure.

[0023] Figure 3 illustrates an example rear hydrofoil deployment system of a craft, according to an example of the present disclosure.

[0024] Figure 4 depicts an example battery system of a craft, according to an example of the present disclosure.

[0025] Figure 5 depicts an example control system of a craft, according to an example of the present disclosure.

[0026] Figure 6A depicts a craft in a hull-borne mode of operation, according to an example of the present disclosure.

[0027] Figure 6B depicts a craft in a hydrofoil-borne maneuvering mode of operation, according to an example of the present disclosure.

[0028] Figure 7A depicts a craft in a hydrofoil-borne takeoff mode of operation, according to an example of the present disclosure.

[0029] Figure 7B is a graph that depicts various lift forces acting on a craft, according to an example of the present disclosure.PATENT Docket No. REGENT 24-0704PCT

[0030] Figure 8 depicts a craft in a wing-borne mode of operation, according to an example of the present disclosure.

[0031] Figure 9 depicts an example process for facilitating landing of a craft, such as a multimodal craft, in accordance with aspects of the disclosed technology.

[0032] Figure 10a illustrates an example landing area, in accordance with aspects of the disclosed technology.

[0033] Figure 10b illustrates an example two-dimensional landing zone, in accordance with aspects of the disclosed technology.

[0034] Figure 11 depicts an example process for determining a three-dimensional landing zone and defining allowable operator inputs and / or subzones for the three-dimensional landing zone, in accordance with aspects of the disclosed technology.

[0035] Figure 12 illustrates an example three-dimensional landing zone, in accordance with aspects of the disclosed technology.

[0036] Figure 13 depicts an example process for identifying the landing area based on data from one or more landing-zone nodes, in accordance with aspects of the disclosed technology.

[0037] Figure 14a depicts an example landing-zone node network, in accordance with aspects of the disclosed technology.

[0038] Figure 14b illustrates a side perspective view of the landing-zone node network of Figure 14a, in accordance with aspects of the disclosed technology.

[0039] Figure 15 depicts an example process for dynamically determining a landing zone, in accordance with aspects of the disclosed technology.

[0040] Figure 16 illustrates example areas to be avoided, in accordance with aspects of the disclosed technology.

[0041] Figure 17 depicts an example process for determining a landing approach for a craft, in accordance with aspects of the disclosed technology.

[0042] Figure 18 depicts an example process for determining a landing approach for a craft utilizing cameras, in accordance with aspects of the disclosed technology.

[0043] Figure 19 illustrates an example estimate of a water surface, in accordance with aspects of the disclosed technology.

[0044] Figure 20 depicts an example process for generating a three-dimensional estimate of the water surface, in accordance with aspects of the disclosed technology.

[0045] Figure 21 depicts an example process for determining the water conditions utilizing multiple sensors, in accordance with aspects of the disclosed technology.PATENT Docket No. REGENT 24-0704PCT

[0046] Figure 22 depicts an example process for determining a landing approach for a craft utilizing a water-first determination approach, in accordance with aspects of the disclosed technology.

[0047] Figure 23 depicts an example process for optimizing a landing approach based on wind, in accordance with aspects of the disclosed technology.

[0048] Figure 24 depicts an example process for optimizing a landing approach based on wind, in accordance with aspects of the disclosed technology.

[0049] Figure 25 depicts an example process for outputting landing-related information, in accordance with aspects of the disclosed technology.

[0050] Figure 26 illustrates an example human-machine interface (HMI), in accordance with aspects of the disclosed technology.

[0051] Figure 27 illustrates an example HMI, in accordance with aspects of the disclosed technology.

[0052] Figure 28a illustrates an example helmet 2802 that is configured to be worn by an operator of a craft, in accordance with aspects of the disclosed technology.

[0053] Figure 28b illustrates an example display of landing-related information via overlay, in accordance with aspects of the disclosed technology.

[0054] Figure 29 depicts an example snapshot of a graphical user interface (GUI), in accordance with aspects of the disclosed technology.

[0055] Figure 30 depicts an example snapshot of a GUI, in accordance with aspects of the disclosed technology.

[0056] Figure 31 depicts an example snapshot of a GUI, in accordance with aspects of the disclosed technology.

[0057] Figure 32 depicts an example process for modifying a landing area, in accordance with aspects of the disclosed technology.

[0058] Figure 33 depicts an example snapshot of a GUI, in accordance with aspects of the disclosed technology.

[0059] Figure 34 depicts an example process for modifying a landing process, in accordance with aspects of the disclosed technology.

[0060] Figure 35 depicts an example snapshot of a GUI, in accordance with aspects of the disclosed technology.

[0061] Figure 36 depicts an example overlay, in accordance with aspects of the disclosed technology.PATENT Docket No. REGENT 24-0704PCT

[0062] Figure 37 depicts an example snapshot of a GUI, in accordance with aspects of the disclosed technology.

[0063] Figure 38 depicts a structural diagram of an example computing platform that may be configured to carry out one or more of the functions, in accordance with aspects of the disclosed technology.

[0064] Figure 39 depicts a structural diagram of an example client device that may be configured to communicate with the example computing platform of Figure 38 and also carry out one or more functions, in accordance with aspects of the disclosed technology.

[0065] The drawings are for the purpose of illustrating example embodiments, and it is to be understood that the present disclosure is not limited to the arrangements and instrumentalities shown in the drawings.PATENT Docket No. REGENT 24-0704PCT DETAILED DESCRIPTION

[0066] Various examples of systems, devices, and / or methods are described herein. Any embodiment, implementation, and / or feature described herein as being an “example” is not necessarily to be construed as preferred or advantageous over any other embodiment, implementation, and / or feature unless stated as such. Thus, other embodiments, implementations, and / or features may be utilized, and other changes may be made without departing from the scope of the subject matter presented herein.

[0067] Accordingly, the examples described herein are not meant to be limiting. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations.

[0068] Further, unless the context suggests otherwise, the features illustrated in each of the figures may be used in combination with one another. Thus, the figures should be generally viewed as component aspects of one or more overall embodiments, with the understanding that not all illustrated features are necessary for each embodiment.

[0069] Additionally, any enumeration of elements, blocks, or steps in this specification or the claims is for purposes of clarity. Thus, such enumeration should not be interpreted to require or imply that these elements, blocks, or steps adhere to a particular arrangement or are carried out in a particular order.

[0070] Further, terms such as “A coupled to B” or “A is mechanically coupled to B” do not require members A and B to be directly coupled to one another. It is understood that various intermediate members may be utilized to “couple” members A and B together.

[0071] Moreover, terms such as “substantially” or “about” that may be used herein, are meant that the recited characteristic, parameter, or value need not be achieved exactly but that deviations or variations, including, for example, tolerances, measurement error, measurement accuracy limitations and other factors known to skill in the art, may occur in amounts that do not preclude the effect the characteristic was intended to provide.

[0072] In the figures, like numerals can refer to like elements throughout the figures.I. Introduction

[0073] Aspects described herein are generally related to craft, such as aircraft, including craft that are capable of taking off from, and landing on, water. Examples of such craft include crafts having extendible hydrofoils attached to the hull of the craft. For instance, a first (or “rear”) hydrofoil may be positioned towards the tail section of the craft, and a second (or “main”) hydrofoil may be positioned near the midsection of the craft, forward the first hydrofoil (e.g.,PATENT Docket No. REGENT 24-0704PCT proximate to the main wing of the craft). The hydrofoils may be controlled to extend and retract depending on the operating mode of the craft. For example, when airborne, the hydrofoils may be retracted towards the hull, and when hull-borne or foil-borne, the hydrofoils may be extended. The term “hull” is used throughout this description to refer to the main body of the craft. It is understood that this term is interchangeable with the term “fuselage,” among other possible terms, which is sometimes used to refer to the main body of aircraft.

[0074] In some examples, the craft may additionally or alternatively be a wing-in-ground (WIG) effect craft. Such craft fly close to the ground or water surface by using the ground effect principle, where flying close to the surface reduces aerodynamic drag and increases lift. For example, the drag on the craft is reduced when its distance from the ground is within about the length of the aircraft’s wingspan.

[0075] Aspects described herein are related to systems and methods for landing of a craft, such as a multimodal craft.

[0076] These and other aspects are discussed in more detail in the passages that follow.II. Example Wing-In-Ground Effect Vehicles

[0077] Figures 1 A-1D illustrate different views of an example of a craft 100. As shown, some examples of the craft 100 include a hull 102, a main wing 104, a tail 106, a main hydrofoil assembly 108, and a rear hydrofoil assembly 110.A. Hull

[0078] Some examples of the craft 100 operate in a first waterborne mode for an extended period of time, during which the hull 102 is at least partially submerged in water. As such, some examples of the hull 102 are configured to be watertight, particularly for surfaces of the hull that contact the water during this first waterborne operational mode. Further, some examples of the hull 102, as well as the entirety of the craft 100, are configured to be passively stable on all axes when floating in water. To help achieve this, some examples of the hull 102 include a keel (or centerline) 112, which provides improved stability and other benefits described below. Some examples of the craft 100 include various mechanisms for adjusting the center of mass of the craft 100 so that the center of mass aligns with the center of buoyancy of the craft 100. For instance, in some examples, a battery system (described in further detail below in connection with Figure 4) of the craft 100 is electrically coupled to one or more moveable mounts. Some examples of the mounts are moved by one or more servo motors or the like. In some examples, a control system of the craft 100 is configured to detect a change in its center of buoyancy, for instance, by detecting a rotational change via an onboard gyroscope, and responsively operate the servo motors to move the battery system until the gyroscope indicates that the craft 100 has stabilized. Some examplesPATENT Docket No. REGENT 24-0704PCT of the craft 100 include a ballast system for pumping water or air to various tanks distributed throughout the hull 102 of the craft 100. The ballast system facilitates adjusting the center of mass of the craft 100 so that the center of mass aligns with the center of buoyancy of the craft 100. Other example systems may be used to control the center of mass of the craft 100 as well.

[0079] Additionally, or alternatively, some examples of the hull 102 are configured to reduce drag forces when both waterborne and wing-borne. For instance, some examples of the hull 102 have a high length-to-beam ratio (e.g., greater than or equal to 8), which facilitates reducing hydrodynamic drag forces when the craft 100 is under forward waterborne motion. Some examples of the keel 112 are curved or rockered to improve maneuverability when waterborne. Further, some examples of the hull 102 are configured to pierce the surface of waves (e.g., to increase passenger and crew comfort) by including a narrow, low-buoyancy bow portion of the hull 102.B. Wing and Distributed Propulsion System

[0080] As shown in Figures 1 A-1D, some examples of the main wing 104 include an outrigger 114 at each end of the main wing 104. The outriggers 114 (which are sometimes referred to as “wing-tip pontoons”) are configured to provide a buoyant force to the main wing 104 when submerged or when otherwise in contact with the water, which improves the stability of the craft 100 during waterborne operation. Some examples of the outriggers 114 may also include integrated pumps (e.g., propeller pumps) that facilitate providing thrust in some scenarios, as described in more detail below.

[0081] As shown in Figure ID, some examples of the main wing 104 have a gull-wing shape such that the outriggers 114 at the ends of the main wing 104 are at the lowest point of the main wing 104 and are positioned approximately level with (or slightly above) a waterline of the hull 102 when the hull 102 is waterborne.

[0082] Some examples of the main wing 104 have a high aspect ratio, which is defined as the ratio of the span of the main wing 104 to the mean chord of the main wing 104. In some examples, the aspect ratio of the main wing 104 is greater than or equal to five, or greater than or equal to six, but other example aspect ratios are possible as well. Such wings tend to have reduced pitch stability and maneuverability due to lower roll angular acceleration. These issues are ameliorated by various mechanisms described below. On the other hand, such wings tend to have increased roll stability and increased efficiency resulting from higher lift-to-drag ratios. Further, high aspect ratio wings provide a longer leading edge for the mounting of a distributed propulsion system along the wing.PATENT Docket No. REGENT 24-0704PCT

[0083] As shown in the figures, some examples of the main wing 104 include a number of electric motor propeller assemblies 116 distributed across a leading edge of the main wing 104. This arrangement corresponds to a blown-wing propulsion system. Arranging the propeller assemblies 116 in this manner increases the speed of air moving over the main wing 104, which increases the lift generated by the main wing 104. This increase in lift allows the craft 100 to take off and become wing-borne at slower vehicle speeds. This facilitates, for example, taking off on water which can be difficult at higher speeds due to the various forces that would otherwise act on the craft 100.

[0084] The electric motor propeller assemblies 116 tend to be much lighter, less complex, and smaller than the liquid-fueled engines used on conventional craft. Some examples of the electric motor propeller assemblies 116 are controlled by an electronic speed controller and powered by an onboard battery system (e.g., a lithium-ion system, magnesium-ion system, lithium-sulfur system, etc.). Some examples of the electric motor propeller assemblies 116 are controlled by a fuel cell or a centralized liquid-fueled electricity generator. In some examples, the onboard electrical supply system includes multiple systems for supplying power during different operational modes, such as a first battery system configured to deliver large amounts of power during takeoff and a second system with a higher energy density but lower peak power capability for delivering sustained lower power during cruise operation (e.g., during hydrofoil waterborne operation or during wing-borne operation, each of which are described in further detail below).

[0085] In some examples, the positioning of the electric motor propeller assemblies 116 along the leading edge of the main wing 104 is determined based on a variety of factors including, but not limited to, (i) the total thrust for all modes of operation of the craft 100, (ii) the thrust generated by each individual propeller of the propeller assemblies 116, (iii) the radius of each propeller in the respective propeller assemblies 116, (iv) the tip clearance between each propeller and the surface of the water, and (v) the additional freestream speed over the main wing 104 required for operation.

[0086] As shown in the figures, in some examples, the number of propeller assemblies 116 is symmetrical across both sides of the hull 102. In some examples, the propeller assemblies 116 are identical. In some examples, the propeller assemblies 116 have different propeller radii or blade configurations along the span so long as the configuration is symmetrical across the hull 102. The different radii facilitate adequate propeller tip clearance from the water or vehicle structure. In some examples, the different propellers are optimized for different operational conditions, such as wing-borne cruise. The propeller placement and configuration may vary to increase the airflow over the main wing 104 or tail system 106 to improve controllability or stability. While twelvePATENT Docket No. REGENT 24-0704PCT total propeller assemblies 116 are illustrated, the actual number of propeller assemblies 116 can vary based on the requirements of the craft 100.

[0087] In some examples, the propeller assemblies 116 have different pitch settings or variable pitch capabilities based on their position on the main wing 104. For instance, in some examples, a subset of the propeller assemblies 116 have fixed-pitch propellers sized for cruise speeds, while the remainder of the propeller assemblies 116 have fixed-pitch propellers configured for takeoff or can allow for varying the propeller’s pitch.

[0088] In some examples, different propeller assemblies 116 are turned off or have reduced rotational speeds during different modes of operation. For instance, during waterborne operation, one or more of the propeller assemblies 116 may be turned off or have reduced rotational speeds in a manner that generates asymmetrical thrust. This may create a yawing moment on the craft 100, allowing the craft 100 to turn without large bank angles and increasing the turning maneuverability of the craft 100. For instance, in order to yaw right, the craft 100 may increase the rotational speeds of the propellers of one or more of propeller assemblies 116g-l while decreasing the rotational speeds of the propellers of one or more of propeller assemblies 116a-f. Similarly, to yaw left, the craft 100 may increase the rotational speeds of the propellers of one or more of propeller assemblies 116a-f while decreasing the rotational speeds of the propellers of one or more of propeller assemblies 116g-l.

[0089] Similarly varying rotational speeds or propeller pitches may be used to yaw or roll the aircraft in flight or while foiling due to varied forces and lift distributions imposed over the wing and its control surfaces or in general used to tailor the lift distribution across the wing for optimized efficiency.

[0090] In some examples, the propeller assemblies may tilt to vector thrust either to provide directly more vertical lift or to change how the wing is blown depending on the mode of operation so as to tailor the blown lift distribution.

[0091] Some examples of the main wing 104 include one or more aerodynamic control surfaces, such as flaps 118 and ailerons 120. Some examples of these controls comprise movable hinged surfaces on the trailing or leading edges of the main wing 104 for changing the aerodynamic shape of the main wing 104. Some examples of the flaps 118 are configured to extend downward below the main wing 104 to reduce stall speed and create additional lift at low airspeeds, while some examples of the ailerons 120 are configured to extend upward above the main wing 104 to decrease lift on one side of the main wing 104 and induce a roll moment in the craft 100. In some examples, the ailerons 120 are additionally configured to extend downward below the main wing 104 in a flaperon configuration to help the flaps 118 generate additional liftPATENT Docket No. REGENT 24-0704PCT on the main wing 104, which, in some examples, is used to either create a rolling moment or additional balanced lift depending on coordinated movement of both ailerons. Some examples of the flaps 118 and ailerons 120 include one or more actuators for raising and lowering the flaps 118 and ailerons 120. Within examples, the flaps 118 include one or more of plain flaps, split flaps, slotted flaps, Fowler flaps, slotted Fowler flaps, Gouge flaps, Junkers flaps, or Zap flaps. Further, in some examples, the flaps 118 (and the ailerons 120 when configured as flaperons) are positioned to be in the wake of one or more of the propeller assemblies 116. In some examples, the ailerons 120 are positioned so that they are in the wake of one or more of the propeller assemblies 116 to increase the effectiveness of the ailerons at low forward velocities. Some of the propeller assemblies 116 are positioned so that no ailerons 120 are in their wake to increase thrust on the outboard wing during a turn without inducing adverse yaw. For example, in a left turn, a normal airplane would have adverse yaw to the right as the right aileron is deflected down, increasing drag. In the present disclosure, however, the right propeller assembly outboard of the right aileron may have its thrust increased relative to the respective left propeller assembly, initiating a turn without adverse yaw.

[0092] Although in the example of Figures 1 A-D, the craft 100 is illustrated as including a single main wing 104, in other examples the craft 100 may include more than one wing. For instance, in the example of FIG IE, the craft 100 includes a first wing 104a and a second wing 104b. Other examples are possible as well.C. Tail System

[0093] As illustrated in Figures 1A-1D, some examples of the tail 106 include a vertical stabilizer 122, a horizontal stabilizer 124, and one or more control surfaces, such as elevators 126. Similar to the flaps 118 and ailerons 120, some examples of the elevators 126 comprise movable hinged surfaces on the trailing or leading edges of the horizontal stabilizer 124 for changing the aerodynamic shape of the horizontal stabilizer 124 to control a pitch of the craft 100. Some examples of the horizontal stabilizer 124 are combined with the elevator 126, creating a fully articulating horizontal stabilizer (e.g., a stabilator). Raising the elevator 126 above the hinge point creates a net downward force on the tail system and causes the craft 100 to pitch upward. Lowering the elevators 126 below the hinge point creates a net upward force on the horizontal stabilizer 124 and causes the craft 100 to pitch downward. Some examples of the elevators 126 include actuators, which are operated by a control system of the craft 100 to raise and lower the elevators 126.

[0094] As illustrated in Figures 1 A-1D, some examples of tail 106 include a rudder 128. Some examples of the rudder 128 comprise a movable hinged surface on the trailing edge of the vertical stabilizer 122 for changing the aerodynamic shape of the vertical stabilizer 122 to control the yawPATENT Docket No. REGENT 24-0704PCT of the craft 100 when operating in an airborne mode. In some examples, the rudder 128 additionally changes a hydrodynamic shape of the hull 102 to control the yaw of the craft 100 when operating in a waterborne mode. To facilitate such hydrodynamic control, in some examples, the rudder 128 is positioned low enough on the tail 106 that the rudder 128 is partially or entirely submerged when the hull 102 is floating in water. For instance, the rudder 128 is positioned partially or entirely below the waterline of the hull 102. Some examples of the rudder 128 include one or more actuators, which are operated by a control system of the craft 100 to rotate the hinged surface of the rudder 128 to the left or right of the vertical stabilizer 122. Actuating the rudder 128 to the left (relative to the direction of travel) causes the craft 100 to yaw left. Actuating the rudder 128 to the right (relative to the direction of travel) causes the craft 100 to yaw right. As such, the rudder 128 may be used in combination with any of the other mechanisms disclosed herein for controlling the yaw of the craft 100, including in combination with the ailerons 120 during airborne operation and in combination with varying the rotational speeds of different ones of the propeller assemblies 116 to help improve the maneuverability of the craft 100 during waterborne operation.

[0095] Some examples of the tail 106 include one or more vertical stabilizers 122a, 122b, 122n, one or more horizontal stabilizers 124a, 124b, one or more control surfaces, such as elevators 126, and one or more tail flaps 127 for enhanced pitch control configured to exert enhanced net downward force on the tail system. It should be understood that although the figures show only two horizontal stabilizers, it is contemplated that more than two of each can be used within the scope of the present teachings. In some applications, it has been found that the transition from waterborne operation to airborne or wing-borne operation can require a larger pitching moment to overcome the larger drag forces existing between the hull 102 and / or the hydrofoil assemblies 108, 110 and the water. This phenomenon can further occur in wheeled aircraft configured for short takeoff and landing (STOL) operations. In this way, at low airspeeds, aerodynamic forces in conventional designs fail to produce sufficient downward force to permit sufficient pitching moment. To provide sufficient pitching moment to pitch the craft 100 upward, a conventional solution would be to increase the span of the tail so that the elevator generates more force; however, a resultant consequence of increasing the span of the tail is that the entire tail must be stronger and heavier, which can result in undesired reduction of payload and efficiency. However, the present configuration provides improved performance by providing a tail 106 having a first horizontal stabilizer 124a and a second horizontal stabilizer 124b. It should be understood that one or more additional horizontal stabilizers can be used.PATENT Docket No. REGENT 24-0704PCT

[0096] In some examples, a first horizontal stabilizer 124a is a lower horizontal stabilizer relative to a second horizontal stabilizer 124b. However, it should be appreciated that the horizontal stabilizers in some examples can be interchanged for performance purposes (e.g., the disclosed structure of the first horizontal stabilizer 124a can be incorporated in the upper horizontal stabilizer and the disclosed structure of the second horizontal stabilizer 124b can be incorporated in the lower horizontal stabilizer). In some non-limiting examples, the structure, shape, and / or performance of each horizontal stabilizer can be tailored as desired such that the lower horizontal stabilizer (in this example, the first horizontal stabilizer 124a) is more likely to experience aerodynamic effect from being in the wake of the blown-wing propulsion system disclosed herein or associated wake produced by alternative propulsion systems. In this way, greater aerodynamic control and / or downwards lift can be generated during desired phases of operation.

[0097] Some examples of the horizontal stabilizers 124a, 124b include one or more aerodynamic control surfaces, such as tail flaps 127 and elevators 126, which may comprise movable hinged surfaces on the trailing or leading edges of the horizontal stabilizer 124a, 124b for changing the aerodynamic shape of the respective horizontal stabilizer 124a, 124b. It should be recognized that at least one of the horizontal stabilizers 124a, 124b can be sized, shaped, and / or spaced relative to a second of the horizontal stabilizers 124a, 124b to enhance or minimize the aerodynamic effect on the adjacent stabilizers. In this way, the aerodynamic flow, pressures, and / or forces can be used to improve the efficiency or effectiveness of the adjacent stabilizer. In some examples, at least one of the horizontal stabilizers 124a, 124b can be actuated in an opposing direction. In some embodiments, at least one of the horizontal stabilizers 124a, 124b can define a ratio of a surface area of the first horizontal stabilizer to a surface area of the second horizontal stabilizer in the range of 0.9 to 1.6. In some non-limiting example configurations, the surface area of the first horizontal stabilizer is 5.7 m2, the surface area of the second horizontal stabilizer is 3.9 m2, and both have a chord of about 1 m and a vertical separation of 1.8 m. In some embodiments, a vertical separation distance between the first horizontal stabilizer and the second horizontal stabilizer is in the range of 0.25 to 0.75 of the lower horizontal stabilizer span. In some examples, a vertical separation distance can be dependent on the required rudder authority and thus elevator size (driven by, e.g., yaw stability, or the need to counteract asymmetric thrust following powerplant failure). In some examples, a sweep offset moves the center of pressure further aft from the center of gravity, thus allowing the airfoil of the horizontal stabilizer to have less surface area overall, thus being smaller and lighter. In some examples, a dihedral in the bottom surface of the horizontal stabilizer adds stability. In some examples, the box tail design itself increases thePATENT Docket No. REGENT 24-0704PCT efficiency due to the elimination of wingtip vortices of a typical tail. In some embodiments, a lower horizontal stabilizer may have approximately a 15% thickness-to-chord ratio to support the weight of the upper components, whereas the vertical and upper surfaces may be thinner, such as, for example, 10% thickness-to-chord ratio due to reduced structural load requirement, which enables the upper horizontal stabilizer to be more efficient (lower drag). It should be appreciated that the left and right elevator surfaces 126 can be controlled independently and / or differentially to create a rolling moment, thereby enabling the wing ailerons 120 to be made smaller. The smaller wing ailerons 120 further enable larger flaps 118. It should be appreciated that in some embodiments, using the vertical control surfaces 128a, 128b, 128n can change the pressure distribution across the elevator 126, for example, commanding a left 5 degree deflection in the left vertical control surface may move the mean pressure distribution left / right by a percentage of the elevator width.

[0098] Some examples of the tail flaps 127 are configured to selectively extend upward above the horizontal stabilizer 124 for changing a surface area, camber, aspect ratio, and / or shape of the horizontal stabilizer 124. The tail flaps 127 may include, for example, one or more of plain flaps, split flaps, slotted flaps, Fowler flaps, slotted or double-slotted Fowler flaps, Gouge flaps, Junkers flaps, or Zap flaps. That is, in some examples, tail flaps 127 serve to change an angle of attack of the horizontal stabilizer 124, change a chord line of the horizontal stabilizer 124, change a surface area of the horizontal stabilizer 124, and / or otherwise increase the net effective downwardly directed lift of the horizontal stabilizer 124. Such configurations effectively reduce the speed at which the horizontal stabilizer 124 becomes aerodynamically effective by creating additional net downward force at low airspeeds to aid in exerting a nose-up pitching moment of the craft 100. The elevators 126 may be configured for changing the aerodynamic shape of the horizontal stabilizer 124 to further control or vary a pitch of the craft 100.

[0099] In some examples operations, the tail flaps 127 are deployed for takeoff (e.g., transition from hydrofoil-borne mode to airborne mode) and landing (e.g., transition from airborne mode to hull-borne mode) to generate additional downforce on the tail system when additional pitch-up moment is required. Tail flaps 127 can be stowed for other phases of operation, such as hull-borne mode, to reduce downforce on the tail system and reduce drag.

[0100] In some examples, the elevators 126 are additionally configured to extend upward above the horizontal stabilizer 124 in a flaperon-like configuration (yet with elevators, rather than ailerons) to help the tail flaps 127 generate additional downward force on the horizontal stabilizer 124, which may be used to either create a pitching moment or additional balanced downward force. The tail flaps 127 and elevators 126 may each include one or more actuators 125 for raisingPATENT Docket No. REGENT 24-0704PCT and lowering the tail flaps 127 and elevators 126, singly or in combination. The actuators 125 can comprise any system configured to selectively actuate the associated system, such as but not limited to a flap track system (integrated into vertical stabilizers 122a, 122b, 122n, which can reduce complex hinge systems or external arms, thereby reducing wetted area and excrescences drag), an electric servo motor mounting within the vertical stabilizers 122a, 122b, 122n and / or horizontal stabilizers 124a, 124b, and / or a central vertical strut system generally mounted in the hull 102 or the fuselage of the craft 100 (to provide the potential for reduced cross-sectional area and associated drag).

[0101] Further, in some examples, the elevators 126 and / or the tail flaps 127 are positioned so that they are in the wake 129 of one or more of the propeller assemblies 116 of main wing 104. The elevators 126 and / or the tail flaps 127 may be positioned so that they are in the wake 129 of one or more of the propeller assemblies 116 to increase the effectiveness of the elevators at low forward velocities. In some examples, the propeller assemblies 116 are positioned so that no elevators 126 and / or tail flaps 127 are in the wake 129 to ensure consistent and / or predictable aerodynamic forces, independent of power application, are exerted during critical operational phases. In some examples, the propeller assemblies 116 are positioned so that the elevators 126 are in their wake 129 and the tail flaps 127 are not in the wake 129 (e.g., above the wake 129) and are exposed to clean air 131. It should be understood that positioning of the tail flaps 127 in the second horizontal stabilizer 124b, or at a distance above the center of gravity of the craft 100, will have the added unexpected benefit of creating additional nose-up pitching moment as a result of induced drag acting about the center of gravity causing the craft 100 to pitch upward.

[0102] Similar to the flaps 118 and the ailerons 120 of the main wing 104, some examples of the elevators 126 comprise movable hinged surfaces on the trailing or leading edges of the horizontal stabilizer 124 for changing the aerodynamic shape of the horizontal stabilizer 124 to control a pitch of the craft 100. The horizontal stabilizer 124 may be combined with the elevator 126, creating a fully articulating horizontal stabilizer (e.g., a stabilator). Raising the elevators 126 above the hinge point creates a net downward force on the tail system and causes the craft 100 to pitch upward. Lowering the elevators 126 below the hinge point creates a net upward force on the horizontal stabilizer 124 and causes the craft 100 to pitch downward. The elevators 126 may include actuators, which may be operated by a control system of the craft 100 in order to raise and lower the elevators 126.

[0103] In some examples, the tail 106 includes one or more rudders 128a, 128b, 128n. The rudders 128a, 128b, 128n may each comprise a movable hinged surface on the trailing edge of the corresponding vertical stabilizers 122a, 122b, 122n for changing the aerodynamic shape of thePATENT Docket No. REGENT 24-0704PCT vertical stabilizer 122 to control the yaw of the craft 100 when operating in an airborne mode. It should be understood that rudders 128a, 128b, 128n can operate independently or in combination as desired. Moreover, in some examples, rudders 128a, 128b, 128n can be used as redundant systems, particularly useful in the event of one or more failures.

[0104] In some examples, the rudders 128a, 128b, 128n additionally change a hydrodynamic shape of the hull 102 to control the yaw of the craft 100 when operating in a waterborne mode. In order to facilitate such hydrodynamic control, the rudders 128a, 128b, 128n may be positioned low enough on the tail 106 that one or more of the rudders 128a, 128b, 128n is partially or entirely submerged when the hull 102 is floating in water. Namely, the rudders 128a, 128b, 128n may be positioned partially or entirely below a waterline of the hull 102. The rudders 128a, 128b, 128n may include one or more actuators, which may be operated by a control system of the craft 100 in order to rotate the hinged surface of the rudders 128a, 128b, 128n to the left or right of the vertical stabilizer 122. Actuating the rudders 128a, 128b, 128n to the left (relative to the direction of travel) causes the craft 100 to yaw left. Actuating the rudders 128a, 128b, 128n to the right (relative to the direction of travel) causes the craft 100 to yaw right. As such, the rudders 128a, 128b, 128n may be used in combination with any of the other mechanisms disclosed herein for controlling the yaw of the craft 100, including in combination with the ailerons 120 during airborne operation and in combination with varying the rotational speeds of different ones of the propeller assemblies 116 to help improve the maneuverability of the craft 100 during waterborne operation.

[0105] It should be understood that the fundamental shape of tail 106, having one or more vertical stabilizers 122a, 122b, 122n and one or more horizontal stabilizers 124a, 124b, can result in a box-like assembly, wherein the vertical stabilizers are generally coupled to the horizontal stabilizers to form a reinforced box-like construction. This box-like construction provides enhanced structural integrity that enables tail 106 of some examples to be lighter and / or smaller than otherwise constructed.

[0106] Some examples of the craft 100 include a distributed propulsion system on the tail 106, which may be similar to the distributed propulsion system of propeller assemblies 116 on the main wing 104. Such a distributed propulsion system may provide similar benefits of increasing the freestream velocity over the control surfaces (e.g., the elevators 126 and / or the rudder 128) to allow for increased pitch and yaw control of the craft 100 at lower travel speeds. When determining the number and size of propeller assemblies to include on the tail 106, one may apply the same factors described above when determining the number and size of propeller assemblies to include on the main wing 104.PATENT Docket No. REGENT 24-0704PCT D. Hydrofoil Systems

[0107] As noted above, some examples of the craft 100 include a main hydrofoil assembly 108 and a rear hydrofoil assembly 110. In some examples, the main hydrofoil assembly 108 is positioned proximate to the middle or bow of the craft 100, and the rear hydrofoil assembly 110 is positioned proximate to the stem. For instance, some examples of the main hydrofoil assembly 108 is positioned between the bow and a midpoint (between the bow and stern) of the craft 100, and some examples of the rear hydrofoil assembly 110 is positioned below the tail 106 of the craft 100.

[0108] The main hydrofoil assembly 108 and the rear hydrofoil assembly 110 are configured to facilitate the breaking of contact between the hull of the craft and the water surface during takeoff, which can otherwise be challenging in some conventional craft designs. Some examples of the main hydrofoil assembly 108 and the rear hydrofoil assembly 110 are configured to be retractable, large enough to lift the entire craft out of the water and not impact the water surface, and to enable sustained operation in the hydrofoil-bome mode (where the entire weight of the craft is supported by the one or more hydrofoil assemblies). In other examples, the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110 may comprise fixed hydrofoils as opposed to extendible and retractable hydrofoils.

[0109] Some examples of the main hydrofoil assembly 108 include a main hydrofoil 130, one or more main hydrofoil struts 132 that couple the main hydrofoil 130 to the hull 102, and one or more main hydrofoil control surfaces 134. Similarly, some examples of the rear hydrofoil assembly 110 include a rear hydrofoil 136, one or more rear hydrofoil struts 138 that couple the rear hydrofoil 136 to the hull 102, and one or more rear hydrofoil control surfaces 140.

[0110] Some examples of the main hydrofoil 130 and the rear hydrofoil 136 take the form of one or more hydrodynamic lifting surfaces (also referred to as “foils”) configured to be operated partially or entirely submerged underwater while the hull 102 of the craft 100 remains above and clear of the water’s surface. In operation, as the craft 100 moves through water with the main hydrofoil 130 and the rear hydrofoil 136 submerged, the hydrofoils generate a lifting force that causes the hull 102 to rise above the surface of the water. In general, the lifting force generated by the hydrofoils must be at least equal to the weight of the craft 100 to cause the hull 102 to rise above the surface of the water. The lifting force of the hydrofoils depends on the speed and angle of attack at which the hydrofoils move through the water, as well as their various physical dimensions, including the aspect ratio, the surface area, the span, and the chord of the foils.[OHl] The height at which the hull 102 is elevated above the surface of the water during hydrofoil-bome operation is limited by the length of the one or more main hydrofoil stmts 132PATENT Docket No. REGENT 24-0704PCT that couple the main hydrofoil 130 to the hull 102 and the length of the one or more rear hydrofoil struts 138 that couple the rear hydrofoil 136 to the hull 102. In some examples, the main hydrofoil strut 132 and the rear hydrofoil strut 138 are long enough to lift the hull 102 at least five feet above the surface of the water during hydrofoil-borne operation, which facilitates operation in substantially choppy waters. Struts of other lengths may be used as well. For instance, in some examples, longer struts that allow for better wave-isolation of the hull 102 (but at the expense of the stability of the craft 100 and increasing complexity of the retraction system) are utilized.

[0112] In practice, hydrofoils have a limited top speed before cavitation occurs, which results in vapor bubbles forming and imploding on the surface of the hydrofoil. Cavitation not only may cause damage to a hydrofoil but also significantly reduces the amount of lift generated by the hydrofoil and increases drag. Therefore, it is desirable to reduce the onset of cavitation by designing the main hydrofoil 130 and the rear hydrofoil 136 in a way that allows the hydrofoils to operate at higher speeds (e.g., -20-45 mph) and across the entire required hydrofoil-borne speed envelope before cavitation occurs. For instance, in some examples, the onset of cavitation is controlled based on the geometric design of the main hydrofoil 130 and the rear hydrofoil 136. Additionally, in some examples, the structural design of the main hydrofoil 130 and the rear hydrofoil 136 is configured to allow the surfaces of the hydrofoils to flex and twist at higher speeds, which may reduce loading on the hydrofoils and delay the onset of cavitation.

[0113] Further, in some examples, the distributed blown-wing propulsion system described above further facilitates the delay of onset of cavitation on the main hydrofoil 130 and the rear hydrofoil 136. Cavitation is caused by both (i) the amount of lift generated by a hydrofoil and (ii) the profile of the hydrofoil (which is affected by both the hydrofoil’ s angle of attack and its vertical thickness) as it moves through water. Reducing the amount of lift generated by the hydrofoil delays the onset of cavitation. Because the blown-wing propulsion system creates additional lift on the main wing 104, the amount of lift exerted on the main hydrofoil 130 and the rear hydrofoil 136 to lift the hull 102 out of the water is reduced. Further, because the main hydrofoil 130 and the rear hydrofoil 136 do not need to generate as much lift to raise the hull 102 out of the water, their angles of attack may be reduced as well, which further delays the onset of cavitation. In some examples, combining the blown-wing propulsion system with the hydrofoil designs described herein facilitates operating the craft 100 in a hydrofoil-borne mode at speeds above 35 knots before cavitation occurs.

[0114] As noted above, some examples of the main hydrofoil assembly 108 and the rear hydrofoil assembly 110 include one or more main and rear hydrofoil control surfaces 134, 140, respectively. Some examples of the main hydrofoil control surfaces 134 include one or morePATENT Docket No. REGENT 24-0704PCT hinged surfaces on a trailing or leading edge of the main hydrofoil 130 as well as one or more actuators which are operated by the control system of the craft 100 to rotate the hinged surfaces so that they extend above or below the main hydrofoil 130. Some examples of the main hydrofoil control surfaces 134 on the main hydrofoil 130 are operated in a similar manner as the flaps 118 and ailerons 120 on the main wing 104 of the craft 100. In some examples, lowering the control surfaces 134 to extend below the main hydrofoil 130 changes the hydrodynamic shape of the main hydrofoil 130 in a manner that generates additional lift on the main hydrofoil 130, similar to the aerodynamic effect of lowering the flaps 118. In some examples, asymmetrically raising one or more of the control surfaces 134 (e.g., raising a control surface 134 on only one side of the main hydrofoil 130) changes the hydrodynamic shape of the main hydrofoil 130 in a manner that generates a roll force on the main hydrofoil 130, similar to the aerodynamic effect of raising one of the ailerons 120.

[0115] Likewise, some examples of the rear hydrofoil control surfaces 140 include one or more hinged surfaces on a trailing or leading edge of the rear hydrofoil 136 as well as one or more actuators, which are operated by the control system of the craft 100 to rotate the hinged surfaces so that they extend above or below the rear hydrofoil 136. In some examples, the rear hydrofoil control surfaces 140 on the rear hydrofoil 136 are operated in a similar manner as the elevators 126 on the tail 106 of the craft 100. In some examples, lowering the control surfaces 140 to extend below the rear hydrofoil 136 changes the hydrodynamic shape of the rear hydrofoil 136 in a manner that causes the craft 100 to pitch downwards, similar to the aerodynamic effect of lowering the elevators 126. In some examples, raising the control surfaces 140 to extend above the rear hydrofoil 136 changes a hydrodynamic shape of the rear hydrofoil 136 in a manner that causes the craft 100 to pitch upwards, similar to the aerodynamic effect of raising the elevators 126.

[0116] In some examples, one or both of the main hydrofoil control surfaces 134 or the rear hydrofoil control surfaces 140 include rudder-like control surfaces similar to the rudder 128 on the tail 106 of the craft 100. For instance, some examples of the main hydrofoil control surfaces 134 include one or more hinged surfaces on a trailing edge of the main hydrofoil strut 132 as well as one or more actuators, which are operated by the control system of the craft 100 to rotate the hinged surfaces so that they extend to the left or right of the main hydrofoil strut 132. Similarly, some examples of the rear hydrofoil control surfaces 140 include one or more hinged surfaces on a trailing edge of the rear hydrofoil strut 138 as well as one or more actuators, which are operated by the control system of the craft 100 in order to rotate the hinged surfaces so that they extend to the left or right of the rear hydrofoil strut 138. In some examples, actuating the main hydrofoil control surfaces 134 or the rear hydrofoil control surfaces 140 in this manner changes thePATENT Docket No. REGENT 24-0704PCT hydrodynamic shape of the main hydrofoil strut 132 or the rear hydrofoil strut 138, respectively, which facilitates controlling the yaw of the craft 100 when operating in a waterborne or hydrofoil-borne mode, similar to the effect of actuating the rudder 128 of the craft 100, as described above.

[0117] In some examples, instead of (or in addition to) actuating hinged control surfaces on the main hydrofoil 130 and / or the rear hydrofoil 136, a control system of the craft 100 actuates the entire main hydrofoil 130 and / or the entire rear hydrofoil 136 themselves. In some examples, the craft 100 includes one or more actuators for rotating the main hydrofoil 130 and / or the rear hydrofoil 136 around the yaw axis. In some examples, the craft 100 includes one or more actuators for controlling the angle of attack of the main hydrofoil 130 and / or the rear hydrofoil 136 (i.e., rotating the main hydrofoil 130 and / or the rear hydrofoil 136 around the pitch axis). Some examples of the craft 100 include one or more actuators for rotating the main hydrofoil 130 and / or the rear hydrofoil 136 around the roll axis. Some examples of the craft 100 include one or more actuators for changing a camber or shape of the main hydrofoil 130 and / or the rear hydrofoil 136. Some examples of the craft 100 include one or more actuators for flapping the main hydrofoil 130 and / or the rear hydrofoil 136 to help propel the craft 100 forward or backward. Other examples are possible as well.

[0118] Further, some examples of the craft 100 dynamically control an extent to which the main hydrofoil 130 and / or the rear hydrofoil 136 are deployed based on an operational mode (e.g., hull-borne, hydrofoil-borne, or wing-borne modes) of the craft 100. For instance, in some examples, during hull-borne mode, the rear hydrofoil assembly 110 is partially deployed or retracted to increase turning authority. The amount of partial deployment or retraction may be a function of the desired overall vehicle draft when operating in a shallow water environment. In some examples, during hydrofoil-borne mode, the main hydrofoil assembly 108 is partially retracted to reduce the distance between the hull of the vehicle and the water’s surface. This increases the amount of lift generated by the main wing 104 by operating the wing closer to the surface of the water, increasing the effects of the aerodynamic ground effect.

[0119] As noted above, some examples of the main hydrofoil assembly 108 and rear hydrofoil assembly 110 interface with a deployment system that facilitates retracting the respective hydrofoil assemblies 108, 110 into or toward the hull 102 for hull-borne or wing-borne operation and for extending the respective hydrofoil assemblies 108, 110 below the hull 102 for hydrofoil-borne operation. As described further below, in some embodiments, the deployment system is used in connection with extending, retracting, and / or otherwise controlling the positioning of the hydrofoil assemblies 108, 110 during takeoff when the craft is transitioning from hydrofoil-borne operation to wing-borne operation.1PATENT Docket No. REGENT 24-0704PCT E. Hydrofoil Deployment Systems

[0120] Figures 2A-B illustrate two examples of main hydrofoil deployment systems 200, 220 that facilitate retracting and extending of the main hydrofoil assembly 108. As shown in Figure 2A, one example of the main hydrofoil deployment system 200 takes the form of a linear actuator that includes one or more brackets 202 that couple the main hydrofoil assembly 108 (by way of the main hydrofoil strut 132) to one or more vertical tracks 204. Some examples of the brackets 202 are configured to move vertically along the tracks 204, such that when the brackets 202 move vertically along the tracks 204, the main hydrofoil assembly 108 likewise moves vertically. Some examples of the brackets 202 are coupled to a leadscrew 206 that, when rotated, causes vertical movement of the brackets 202. Some examples of the leadscrew 206 are rotatable by any of various sources of torque, such as an electric motor coupled to the leadscrew 206 by a gear assembly.

[0121] Some examples of the main hydrofoil deployment system 200 further include one or more sensors (not shown) configured to detect a vertical position of the main hydrofoil assembly 108 (including the main foil 130 and main control surfaces 134). For example, a first sensor senses when the main hydrofoil assembly 108 has reached a fully retracted position and a second sensor senses when the main hydrofoil assembly 108 has reached a fully extended position. However, the main hydrofoil deployment system 200 may include additional sensors for detecting additional discrete positions or continuous positions of the main hydrofoil assembly 108. Some examples of the sensors are included as part of, or otherwise configured to communicate with, the control system of the craft 100 to provide the control system with data that indicates the position of the main hydrofoil assembly 108. Some examples of the control system use this data to determine whether to operate the electric motor to retract or extend the main hydrofoil assembly 108.

[0122] In some examples, such as examples where the linear actuator is not a self-locking linear actuator, the main hydrofoil deployment system 200 includes a locking or braking mechanism for holding the main hydrofoil strut 132 in a fixed position (e.g., in a fully retracted or fully extended position). An example of the locking mechanism corresponded to a dual-action mechanical brake that is coupled to the electric motor, the leadscrew 206, or the gear assembly.

[0123] Figure 2B shows a perspective view of another example hydrofoil deployment system 220 having a strut 221 with interlock 223, and a casing 222 with catches 224, 225 for holding the main hydrofoil strut 221 in a fixed position. In other crafts, the catches 224, 225 can be located in a different structure, such as for example, a dual-channel configuration. Both configurations are discussed in PCT / US24 / 48937, entitled “Hydrofoil Retraction System” and filed on September 4, 2024, which claims priority to US provisional application 63 / 547,191, entitled “HydrofoilPATENT Docket No. REGENT 24-0704PCT Retraction System” and filed on November 3, 2023, both of which are incorporated by reference herein in their entirety. The first catch 224 is located toward the top of the casing 222 and is in a position to lock the strut 221 in place when the hydrofoil deployment system 220 is in a fully-retracted position. The second catch 225 is located toward the bottom of the casing 222 and is in a position to lock the strut 221 in place when the hydrofoil deployment system 220 is in a fully-deployed position. While two catches 224, 225 are shown in this example, one or more additional catches can be used to lock the strut 221 in place when the hydrofoil deployment system 220 is in one or more positions between the fully-deployed and fully-retracted positions. In other embodiments, only a single catch is used. In still other embodiments, a relatively large number of catches may be used, such as 10 or more catches. Also, the catch can be the sole locking mechanism for the hydrofoil deployment system 220 or can be used in conjunction with other locking mechanisms. Further, the interlock 223 can be responsible for rigidly / securely holding the hydrofoil deployment system 220 in place (at various places) throughout the deployment of the hydrofoil deployment system 220 by selectively engaging with the catches 224, 225.

[0124] Fig. 2C shows another example hydrofoil assembly 240 with a strut 241 and a foil 246 with control surfaces 247. In this example, the position of the foil 246 is backward relative to the strut 241 so that the lift vector 249 is off-center with respect to the vertical axis 250 of the strut 241. As a result, the control surfaces 247 are behind the vertical axis 250. This arrangement works to more-strongly push the strut 241 against one side of the casing (not shown), placing the strut 241 on the “negative side” of any forward / backward movement inside the casing, regardless of the craft speed while foiling. As a result of the off-center foil position, the strut 241 is pushed adjacent the rear of the casing (i.e., opposite the forward direction of movement 251).

[0125] While the above description provides various details of an example main hydrofoil deployment systems 200, 220, and example hydrofoil assemblies 108, 240, it should be understood that the main hydrofoil deployment system 200, 220 and hydrofoil assemblies 108, 240 illustrated in Figures 2A-C are for illustrative purposes and are not meant to be limiting. For instance, the main hydrofoil deployment systems 200, 220 may include any of various linear actuators now known or later developed that are capable of retracting and extending the main hydrofoil assembly 108. Similarly, the hydrofoil assemblies 108, 240 may be positioned forward, backward, or center to the strut 132, 241.

[0126] Figure 3 illustrates an example of a rear hydrofoil deployment system 300 that facilitates retracting and extending the rear hydrofoil assembly 110. As shown, some examples of the rear hydrofoil deployment system 300 include an actuator 305 to the rear hydrofoil strut 138. When actuated, the actuator 305 causes the rear hydrofoil strut 138 to raise or lower by causingPATENT Docket No. REGENT 24-0704PCT the rear hydrofoil strut 138 to slide vertically along a shaft 307. While not illustrated in Figure 3, in some examples, the rudder 128 is mounted to the shaft 307 such that, when the actuator 305 raises the rear hydrofoil strut 138, the rear hydrofoil strut 138 retracts at least partially into the rudder 128. Additionally, some examples of the rear hydrofoil deployment system 300 include one or more servo motors configured to rotate the rear hydrofoil strut 138 around the shaft. In this respect, in some examples, the rear hydrofoil strut 138 is rotated around the shaft to act as a hydrorudder when submerged in water or to act as an aero-rudder when out of the water. Further, because the rudder 128 is mounted to the same shaft 307 as the rear hydrofoil strut 138 and the rear hydrofoil strut 138 can be retracted into the rudder 128, the same servo motor can also be used to control the rotation of the rudder 128.

[0127] The actuator 305 of the rear hydrofoil deployment system 300 may take various forms and may, for instance, include any of various linear actuators now known or later developed that are capable of retracting and extending the rear hydrofoil assembly 110. Further, in some examples, the actuator 305 has a non-unitary actuation ratio such that a given movement of the actuator 305 causes a larger corresponding induced movement of the rear hydrofoil assembly 110. This can help allow for faster retractions of the rear hydrofoil assembly 110, which may be beneficial during takeoff.

[0128] Some examples of the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110 are configured such that, when fully retracted, the hydrofoil assembly is flush, conformal, or tangent to the hull 102. For instance, some examples of the hull 102 include one or more recesses configured to receive the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110. In this regard, some examples of the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110 have a shape such that when the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110 are fully retracted into the recesses of the hull 102, the outer contour of the hull 102 forms a substantially smooth transition at the intersection of the hull 102 and the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110.

[0129] Other examples of the main hydrofoil assembly 108 and / or the rear hydrofoil protrude slightly below the hull 102 when retracted. These examples of the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110 are configured to have a non-negligible effect on the aerodynamics of the craft 100. Some examples of the craft 100 are configured to leverage these effects to provide additional control of the craft 100. For instance, in some examples, when the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110 are retracted but still exposed, the exposed hydrofoil is manipulated in flight to impart forces and moments on the craft 100 similar to an aero-control surface.PATENT Docket No. REGENT 24-0704PCT

[0130] Some examples of the hydrofoil assemblies 108, 110 disclosed herein are mounted on a pivot that is locked underwater but is unlocked to allow the hydrofoil to move around the pivot in the air. At that point, the control surfaces act like trim tabs and are able to effect movement of the entire unlocked, pivoting hydrofoil, which would otherwise require impractically large and heavy servo motors. This configuration facilitates unlocking and moving of the hydrofoil using a slow servo and / or a combination of control surface movement combined with forward movement through water, and then re-locked such that the hydrofoil is at a selected angle of incidence.

[0131] As noted above, some examples of the main hydrofoil assembly 108 are configured to be retractable. Some examples of the hull 102 include openings through which the strut 132 of the main hydrofoil assembly 108 are retracted and extended. Some examples of the hull 102 are configured to isolate water that enters through these openings (e.g., when the hull 102 contacts the water surface) and to allow for the water to drain from the hull 102 after the hull 102 is lifted out of the water. For instance, some examples of the hull 102 include pockets 142 on each side of the hull 102 aligned above the strut 132. Some examples of the pockets 142 are isolated from the remainder of the interior of the hull 102 so that water that accumulates in the pockets 142 does not reach any undesired areas (e.g., the cockpit, passenger seating area, areas that house the battery system 400, components of the control system of the craft 100, etc.). Further, some examples of the pockets 142 include venting holes or other openings located at or near the bottom of the pockets 142. The venting openings are configured to allow water that enters the pockets 142 to vent out of the pockets 142 when the hull 102 is lifted out of the water.

[0132] Some examples of the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110 include one or more propellers for additional propulsion when submerged underwater. For instance, in some examples, one or more propellers are mounted to the main hydrofoil 130 and / or the rear hydrofoil 136. In some examples, the propellers are configured to provide additional propulsion force to the craft 100 during hydrofoil-borne or hull-borne operation.

[0133] In some examples, propellers are mounted to the hull 102. The propellers are submerged during hull-borne operation. In some examples, the propellers are configured to provide additional propulsion force to the craft 100 during hull-borne operation.

[0134] Some examples of the main and / or rear hydrofoil assemblies 108, 110 include various failsafe mechanisms in case of malfunction. For instance, in some examples, when one or both of the main and rear hydrofoil deployment systems 200, 300 cannot be retracted due to a malfunction, the craft 100 is configured to jettison the malfunctioning assembly. In this regard, some examples of the main and / or rear hydrofoil assemblies 108, 110 are coupled to the hull 102 by a releasable latch. Some examples of the control system of the craft 100 are configured to identify a retractionPATENT Docket No. REGENT 24-0704PCT malfunction (e.g., based on data received from the positional sensors 210) and responsively open the latch to release the connection between the hull 102 and the malfunctioning hydrofoil assembly. In some examples, the weight of the malfunctioning hydrofoil assembly is sufficient to jettison the malfunctioning hydrofoil assembly out of the hull 102 when the latch is opened. Some examples of the craft 100 include an actuator or some other mechanism to jettison the malfunctioning hydrofoil assembly out of the hull 102. In some examples, the main and / or rear hydrofoil assemblies 108, 110 are configured to break in a controlled manner upon impact with water. For instance, in some examples, a joint between the main hydrofoil strut 132 and the hull 102 and / or a joint between the rear hydrofoil strut 138 and the hull 102 is configured to disconnect when subjected to a torque significantly larger than standard operational torques at the joints. Other designs for providing controlled breaks are possible as well.F. Battery system

[0135] Figure 4 illustrates an example of an onboard battery system. In some examples, the battery system 400 is arranged in a protected area 402 of the hull 102 below a passenger seating area 404. Some examples of the battery system 400 are separated from the passenger seating area 404 by a firewall 406 to protect the passengers from harm if a thermal runaway occurs. In this regard, some examples of the craft 100 include a battery management system comprising voltage, current, and / or thermal sensors for detecting thermal runaway or some other fire detection system for detecting a fire in the protected area 402.

[0136] Some examples of the craft 100 include one or more mechanisms for flooding the battery system 400 (e.g., with an inert gas fire, with water, etc.) upon detecting a thermal runaway or a fire in the protected area 402. For instance, some examples of the hull 102 comprise one or more valves or other controllable openings. The control system of the craft 100 is configured to open the valves and / or controllable openings upon detecting a fire in the protected area 402 or thermal runaway in the battery system 400 to allow water to enter the protected area 402 and to extinguish or prevent a fire in the protected area 402.

[0137] In some examples, the battery system 400 is configured to be jettisoned through one or more of the controllable openings in the hull 102 described above. In this regard, in some examples, the weight of the battery system 400 is sufficient to jettison the battery system 400 out of the hull 102 when the hull 102 is opened. In some examples, the craft 100 comprises an actuator or the like configured to jettison the battery system 400 out of the hull 102.

[0138] In other examples, the craft 100 may take measures to become waterborne in response to detecting a fire in the protected area 402 or thermal runaway in the battery system 400. Some examples of the control system of the craft 100 determine a fire suppression operation to performPATENT Docket No. REGENT 24-0704PCT based on the operational state of the craft 100 (e.g., operating in hull-borne, hydrofoil-borne, or wing-borne mode). For instance, when operating in hull-borne mode and upon detecting a thermal runaway or a fire in the protected area 402, some examples of the control system are configured to flood the battery system 400 as described above. When operating in hydrofoil-borne or a wing-borne mode, the control system is configured to cause the craft 100 to transition to hull-borne mode upon detecting a thermal runaway or a fire in the protected area 402 and then flood the battery system 400. Battery system 400 is described in further detail below.G. Control System

[0139] Figure 5 illustrates an example of a control system 500 of the craft 100. As shown, some examples of control system 500 include one or more processors 502, data storage 504, a communication interface 506, a propulsion system 508, actuators 510, a Global Navigation Satellite System (GNSS) 512, an inertial navigation system (INS) 514, a radar system 516, a lidar system 518, an imaging system 520, various sensors 522, a flight instrument system 524, and flight controls 526. In some examples, some or all of these components communicate with one another via one or more communication links 528 (e.g., a system bus, a public, private, or hybrid cloud communication network, etc.)

[0140] Some examples of processors 502 correspond to or comprise general-purpose processors (e.g., a single- or multi-core microprocessor), special-purpose processors (e.g., an application-specific integrated circuit or digital-signal processor), programmable logic devices (e.g., a field-programmable gate array), controllers (e.g., microcontrollers), and / or any other processor components now known or later developed. Further, while the one or more processors 502 are illustrated as a separate stand-alone component of the control system 500, it should also be understood that the one or more processors 502 could comprise processing components that are distributed across one or more of the other components of the control system 500.

[0141] Some examples of the data storage 504 comprise one or more non-transitory computer-readable storage mediums that are collectively configured to store (i) program instructions executable by the one or more processors 502 such that the control system 500 is configured to perform some or all of the functions disclosed herein, and (ii) data that may be received, derived, or otherwise stored, for example, in one or more databases, file systems, or the like, by the control system 500 in connection with the functions disclosed herein. In this respect, the one or more non-transitory computer-readable storage mediums of data storage 504 may take various forms, examples of which may include volatile storage mediums such as random-access memory, registers, cache, etc. and non-volatile storage mediums such as read-only memory, a hard-disk drive, a solid-state drive, flash memory, an optical -storage device, etc. Further, while the dataPATENT Docket No. REGENT 24-0704PCT storage 504 is illustrated as a separate stand-alone component of the control system 500, it should also be understood that the data storage 504 may comprise computer-readable storage mediums that are distributed across one or more of the other components of the control system 500.

[0142] Some examples of the communication interface 506 include one or more wireless interfaces and / or one or more wireline interfaces, which allow the control system 500 to communicate via one or more networks. Some example wireless interfaces provide for communication under one or more wireless communication protocols, such as Bluetooth, WiFi (e.g., an IEEE 802.11 protocol), Long-Term Evolution (LTE), WiMAX (e.g., an IEEE 802.16 standard), a radio-frequency ID (RFID) protocol, near-field communication (NFC), and / or other wireless communication protocols. Some example wireline interfaces include an Ethernet interface, a Universal Serial Bus (USB) interface, CAN Bus, RS-485, or similar interface to communicate via a wire, a twisted pair of wires, a coaxial cable, an optical link, a fiber-optic link, or other physical connection to a wireline network.

[0143] Some examples of the propulsion system 508 include one or more electronic speed controllers (ESCs) for controlling the electric motor propeller assemblies 116 distributed across the main wing 104 and, in some examples, across the horizontal stabilizer 124. Some examples of the propulsion system 508 include a separate ESC for each respective propeller assembly 116, such that the control system 500 individually controls the rotational speeds of the electric motor propeller assemblies 116.

[0144] Some examples of the actuators 510 include any of the actuators described herein, including (i) actuators for raising and lowering the flaps 118, ailerons 120, elevators 126, main hydrofoil control surfaces 134, and rear hydrofoil control surfaces 140, (ii) actuators for turning the rudder 128, the main hydrofoil control surfaces 134 positioned on the main hydrofoil strut 132, and the rear hydrofoil control surfaces 140 positioned on the rear hydrofoil strut 138, (iii) actuators for retracting and extending the main hydrofoil assembly 108 and the rear hydrofoil assembly 110, and / or (iv) actuators for performing the various other disclosed actuations of the main hydrofoil assembly 108 and the rear hydrofoil assembly 110. Each of the actuators described herein may include any actuators now known or later developed capable of performing the disclosed actuation. Some examples of the actuators correspond to linear actuators, rotary actuators, hydraulic actuators, pneumatic actuators, electric actuators, electro-hydraulic actuators, and mechanical actuators. Some examples of the actuators correspond to electric motors, stepper motors, and hydraulic cylinders. Other examples are contemplated herein as well.

[0145] Some examples of the GNSS system 512 are configured to provide a measurement of the location, speed, altitude, and heading of the craft 100. The GNSS system 512 includes one orPATENT Docket No. REGENT 24-0704PCT more radio antennas paired with signal processing equipment. Data from the GNSS system 512 may allow the control system 500 to estimate the position and speed of the craft 100 in a global reference frame, which can be used for route planning, operational envelope protection, and vehicle traffic deconfliction by both understanding where the craft 100 is located and comparing the location with known traffic.

[0146] Some examples of the INS 514 include motion sensors, such as angular and / or linear accelerometers, and rotational sensors, such as gyroscopes, to calculate the position, orientation, and speed of the craft 100 using dead reckoning techniques. In some examples, one or more of these components are used by the control system to calculate actuator outputs to stabilize or otherwise control the vehicle during all modes of operation.

[0147] Some examples of the radar system 516 include a transmitter and a receiver. The transmitter may transmit radio waves via a transmitting antenna. The radio waves reflect off an object and return to the receiver. The receiver receives the reflected radio waves via a receiving antenna, which may be the same antenna as the transmitting antenna, and the radar system 516 processes the received radio waves to determine information about the object’s location and speed relative to the craft 100. This radar system 516 may be utilized to detect, for example, the water surface, maritime or wing-borne vehicle traffic, wildlife, or weather.

[0148] Some examples of the lidar system 518 comprise a light source and an optical receiver. The light source emits a laser that reflects off an object and returns to the optical receiver. The lidar system 518 measures the time for the reflected light to return to the receiver to determine the distance between the craft 100 and the object. This lidar system 518 may be utilized by the flight control system to measure the distance from the craft 100 to the surface of the water in various spatial measurements.

[0149] Some examples of the imaging system 520 include one or more still and / or video cameras configured to capture image data from the environment of the craft 100. Some examples of the cameras correspond to or comprise charge-coupled device (CCD) cameras, complementary metal-oxide-semiconductor (CMOS) cameras, short-wave infrared (SWIR) cameras, mid-wave infrared (MWIR) cameras, or long-wave infrared (LWIR) cameras. Some examples of the imaging system 520 are configured to perform obstacle avoidance, localization techniques, water surface tracking for more accurate navigation (e.g., by applying optical flow techniques to images), video feedback, and / or image recognition and processing among other possibilities.

[0150] As noted above, some examples of the control system 500 include various other sensors 522 for use in controlling the craft 100. Examples of such sensors 522 correspond to or comprise thermal sensors or other fire detection sensors for detecting a fire in the hull 102 or for detectingPATENT Docket No. REGENT 24-0704PCT thermal runaway in the battery system 400. As further described above, the sensors 522 may include position sensors for sensing the position of the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110 (e.g., sensing whether the assemblies are in a retracted or extended position). Examples of position sensors may include photodiode sensors, capacitive displacement sensors, eddy-current sensors, Hall effect sensors, inductive sensors, or any other position sensors now known or later developed.

[0151] Some examples of the sensors 522 facilitate determining the altitude of the craft 100. For instance, some examples of the sensor 522 include an ultrasonic altimeter configured to emit and receive ultrasonic waves. The emitted ultrasonic waves reflect off the water surface below the craft 100 and return to the altimeter. The ultrasonic altimeter measures the time for the reflected ultrasonic wave to return to the altimeter to determine the distance between the craft 100 and the water surface. Some examples of the sensor 522 include a barometer for use as a pressure altimeter. The barometer measures the atmospheric pressure in the environment of the craft 100 and determines the altitude of the craft 100 based on the measured pressure. Some examples of the sensor 522 include a radar altimeter to emit and receive radio waves. The radar altimeter measures the time for the radio wave to reflect off of the surface of the water below the craft 100 to determine a distance between the craft 100 and the water surface. In some examples, these sensors are placed in different locations on the craft 100 to reduce the impact of sensor constraints, such as sensor deadband or sensitivity to splashing water.

[0152] Some examples of the control system 500 are configured to use one or more of the sensors 522 or other components of the control system 500 to help navigate the craft 100 through maritime traffic or to avoid any other type of obstacle. For example, some examples of the control system 500 determine the position, orientation, and speed of the craft 100 based on data from the INS 514 and / or the GNSS 512, and the control system 500 may determine the location of an obstacle, such as a maritime vessel, a dock, or various other obstacles, based on data from the radar system 516, the lidar system 518, and / or the imaging system 520. Some examples of the control system 500 determine the location of an obstacle using the Automatic Identification System (AIS). Some examples of the control system 500 are configured to maneuver the craft 100 to avoid collision with an obstacle based on the determined position, orientation, and speed of the craft 100 and the determined location of the obstacle by actuating various control surfaces of the craft 100 in any of the manners described herein.

[0153] Some examples of the flight instrument system 524 include instruments for providing data about the altitude, speed, heading, orientation (e.g., yaw, pitch, and roll), battery levels, or any other information provided by the various other components of the control system 500.PATENT Docket No. REGENT 24-0704PCT

[0154] Some examples of the flight controls 526 include one or more joysticks, thrust control levers, buttons, switches, dials, levers, or touch screen displays, etc. In operation, a pilot may use the flight controls 526 to operate one or more control surfaces (e.g., flaps, ailerons, elevators, rudder, propulsion propellers, etc.) of the craft 100 to thereby maneuver the craft 100 (e.g., control the direction, speed, altitude, etc., of the craft 100)

[0155] In some examples, the combinations of control surfaces on the craft 100 used by the control system 500 to control operations of the craft 100 depends on the mode of operation of the craft 100 and is determined based at least in part on aspects such as vehicle position, speed, attitude, acceleration, rotational rates, and / or altitude above water. Table 1 summarizes an example of the relationship between the control surfaces and the operation mode.Table 1

[0156] In some examples, the propulsion control surfaces in the table include the propeller assembly 116, as well as any propellers mounted to the hull 102, main hydrofoil assembly 108, or rear hydrofoil assembly 110. In some examples, the aerodynamic elevator control surfaces include elevator 126, the aerodynamic ailerons include ailerons 120, the aerodynamic rudder includes rudder 128 (when not submerged), the aerodynamic flaps include flaps 118, the hydrodynamic elevator includes rear hydrofoil control surfaces 140, the hydrodynamic flaps include main hydrofoil control surfaces 134, and the hydrodynamic rudder includes rudder 128 (when submerged).PATENT Docket No. REGENT 24-0704PCT

[0157] In some examples, when actuating the control surfaces in the various examples, operational modes identified in Table 1 above, the control system 500 executes different levels of stabilization along the various vehicle axes during different modes of operation. Table 2-1 and Table 2-2 below identify alternative examples of stabilization controls that the control system 500 applies during the various modes of operation for each axis of the craft 100. Closed-loop control may comprise feedback and / or feed-forward control.Table 2-1PATENT Docket No. REGENT 24-0704PCT Table 2-2

[0158] Further, in some examples, the control system 500 is configured to actuate different control surfaces to control the movement of the craft 100 about its different axes. Table 3 below identifies example axial motions that are affected by the various control surfaces of the craft 100.III. Example Modes of OperationA. Hull-Borne Operation

[0159] Figure 6A illustrates an example of the craft 100 when the craft 100 is operating in a hull-borne mode. During this mode, the craft 100 is docked and floating on the hull 102, with the buoyancy of the outriggers 114 providing for roll stabilization of the craft 100. While docked, the battery system 400 of the craft 100 may be charged. In some examples, rapid charging is aided by an open or closed-loop water-based cooling system. In some examples, the surrounding body of water is used in the loop or as a heat sink. In some examples, the craft 100 includes a heat sink integrated into the hull 102 for exchanging heat from the battery system 400 to the surrounding body of water. In other examples, the heat sink is located offboard in order to reduce the mass of the craft 100.PATENT Docket No. REGENT 24-0704PCT

[0160] Additionally, in some examples, the propeller assemblies 116 are folded in a direction away from the dock while the craft 100 is docked to help avoid collision with nearby structures or people. This folding may be actuated in various ways, such as by metal spring force, hydraulic pressure, electromechanical actuation, or centrifugal force due to propeller rotation. Other examples are possible as well. Further, in some examples, the main hydrofoil assembly 108 and the rear hydrofoil assembly 110 are retracted (or partially retracted) to avoid collisions with nearby underwater structures.

[0161] In some examples, when the craft 100 is ready to depart, the craft 100 uses its propulsion systems, including the propeller assemblies 116 and / or the underwater propulsion system (e.g., one or more outrigger propulsion systems, one or more propeller pods mounted to the hull 102, the main hydrofoil assembly 108, and / or the rear hydrofoil assembly 110), to maneuver away from the dock while remaining hull-borne. In some examples, the main hydrofoil assembly 108 and the rear hydrofoil assembly 110 remain retracted (or partially retracted) during this maneuvering to reduce the risk of hitting underwater obstacles near docks or in shallow waterways. However, when there is a limited risk of hitting underwater obstacles, the craft 100 may partially or fully extend the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110. With the main hydrofoil assembly 108 and / or the rear hydrofoil assembly 110 extended, the craft 100 actuates the main hydrofoil control surfaces 134 and / or the rear hydrofoil control surfaces 140 to improve maneuverability as described above.

[0162] In some examples, at low speeds during hull-borne operation, the control system 500 controls the position and / or rotation of the craft 100 by causing all of the propeller assemblies 116 to spin at the same idle speed, but with a first subset spinning in a forward direction and a second subset spinning in a reverse direction. For instance, in some examples, the control system 500 causes propeller assemblies 116a, 116c, 116e, 116h, 116j, and 1161 to idle in reverse and propeller assemblies 116b, 116d, 116f, 116g, 116i, and 116k to idle forward. In this arrangement, the control system 500 causes the craft 100 to make various maneuvers without having to change the direction of rotation of any of the propeller assemblies 116. For instance, to induce a yaw on the craft 100, in some examples, the control system 500 increases the speed of the reverse propeller assemblies on one side of the main wing 104 while increasing the speed of the forward propeller assemblies on the other side of the main wing 104 and without causing any of the propeller assemblies to transition from forward to reverse or from reverse to forward. For example, idling the propellers at a nominal RPM may allow for a faster response in generating a yaw moment on the craft 100 because the propellers required for generating the yaw moment do not have to increase from zero RPM to the desired RPM value. They can spin from the idle RPM to the desired RPM value.PATENT Docket No. REGENT 24-0704PCT B. Foil-borne Maneuvering Operation

[0163] Figure 6B illustrates an example of the craft 100 when the craft 100 is operating in hydrofoil-borne maneuvering mode. During this mode, the craft 100 is configured to, for example, move through harbors and crowded waterways at speeds generally between 20-45 mph. In this regard, the craft 100 may extend the main hydrofoil assembly 108 and the rear hydrofoil assembly 110 (if not already extended) and accelerate using the previously described propulsion system towards a desired takeoff speed. During acceleration, the craft 100 reaches a speed at which the main hydrofoil assembly 108 and the rear hydrofoil assembly 110 alone support the weight of the craft 100, and the hull 102 is lifted above the surface of the water (e.g., by 3-5 ft) so that the hull is clear of any surface waves. After the hull 102 leaves the surface of the water, the drag forces exerted on the craft 100 drop significantly, and the amount of thrust required to maintain acceleration can be reduced. Therefore, in some examples, after the hull 102 has left the water, the control system 500 reduces the speed of the propeller assemblies 116 to lower the thrust of the craft 100.

[0164] Some examples of the control system 500 sustain this operational mode by actively controlling the pitch and speed of the craft 100 so that the main hydrofoil assembly 108 and the rear hydrofoil assembly 110 continue to entirely support the weight of the craft 100. In this regard, some examples of the control system 500 actuate the main hydrofoil control surfaces 134 and / or the rear hydrofoil control surfaces 140 and / or the propulsion system to stabilize the attitude of the craft 100 to maintain the desired height above the surface of the water, vehicle heading, and vehicle forward speed. In this regard, some examples of the control system 500 are configured to detect various changes in the yaw, pitch, or roll of the craft 100 based on data provided by the INS 514 and to make calculated actuations of the main hydrofoil control surfaces 134 and / or the rear hydrofoil control surfaces 140 to counteract the detected changes.C. Foil-borne Takeoff Operation

[0165] Figure 7A illustrates an example of the craft 100 when the craft 100 is operating in hydrofoil-borne takeoff mode. During this mode, the craft 100 is configured to, for example, move through open waters and obtain speeds generally between 40-50 mph to facilitate generating the lift required to become wing-borne.

[0166] Referring to Figure 7A, aero lift, LW, generally represents the lift generated by the main wing 104 of the craft 100 but can also include the lift generated by other surfaces such as the tail wing, hull, or propulsive devices such as propellers, rotors, jets, etc. LF generally corresponds to the lift generated by one or more hydrofoils 130, 136 of the craft 100, where LFF corresponds to the lift generated by the front foil and the LFR corresponds to the lift generated by the rear foil.PATENT Docket No. REGENT 24-0704PCT WCRAFT corresponds to the force of gravity exerted on the craft 100 and is also referred to as the weight of the craft. During steady state operation, WCRAFT generally corresponds to LW+LFR+LFF which also corresponds to LNET. Throughout the description, the term LF is generally understood to correspond to LFR+LFF.

[0167] Some experimental craft developed by Applicant that include aero foils were unable to achieve the lift required to sustain flight. In these experimental craft, in an attempt to become airborne, the craft 100 would ramp up to a speed at which point the hydrofoil would breach the surface of the water, as WCRAFT < Lw + LF, and LF > 0, resulting in Lw < WCRAFT. However, in order to takeoff from the water’ s surface, the aero lift must be greater than or equal to the weight of the craft, however prior to takeoff, the hydrofoils are still under the water’ s surface, and up until takeoff, have been generating lift (LF>0) as the aerodynamic lift has been insufficient for takeoff up until this point. If the hydro lift and the aero lift sum to greater than the weight of the craft, the vehicle will accelerate upwards and potentially create a premature takeoff condition (prior to condition CO in Figure 7B) as the aero lift, LW, generated by the wings, etc., of the craft 100 would be insufficient to sustain flight, and, as a result, the craft 100 would come back down and breach the water, ultimately preventing takeoff. The techniques disclosed below ameliorate these problems by controlling the hydrofoil lift vector, LF, specifically by generating downward forces of one or more hydrofoils 130, 136 of the craft 100 to keep the hydrofoils 130, 136 submerged until after the upwards aero lift, LW, is sufficient to allow the craft 100 to sustain flight.

[0168] In some examples, the lift LF is in the downward direction, and is introduced via the hydrofoil(s) as LW increases beyond WCRAFT while the craft 100 is increasing in speed in anticipation of takeoff. This allows the craft 100 to generate a greater overall aero lift, LW, prior to actual takeoff than would otherwise be possible. Then, at the appropriate time (e.g., when LW reaches some predetermined threshold such as the weight of the craft 100 or some margin thereof), the negative lift, LF, can be “released” from the craft 100, and the craft 100 can, as a result, proceed to become wing-borne.

[0169] Figure 7B is an example of a graph 700 that relates these aspects. The relationships shown in the graph 700 and the ways in which various lift forces, thresholds, etc., are depicted are merely examples and are provided to aid understanding of the various operations and procedures described herein. As shown, the net lift, LNET, on the craft 100 initially corresponds to the combination of the aero lift, LW, generated by the wing (e.g., main wing, tail wing, etc.) and the lift, LF, generated by the hydrofoils 130, 136 (e.g., LNET=LW + LF). On the left side of the graph 700, the speed of the craft 100 is such that LNET is sufficient to allow the craft 100 to operate in hydrofoil-borne maneuvering mode but is insufficient to allow the craft 100 to become wing-PATENT Docket No. REGENT 24-0704PCT borne. Moving to the right of the graph 700 as speed increases, LW increases with increased craft 100 water speed. To maintain ride height and prevent the hydrofoils 130, 136 from breaching the water surface, LF is reduced in proportion to an increase in LW. For example, LF is adjusted with the speed of the craft 100 to maintain LNET at a margin equal to the weight, WCRAFT, of the craft 100, or small deviations about equal to control ride height. The overall lift provided by the hydrofoils 130, 136 may decrease at the same rate at which lift from the wing is increased towards zero or even become negative with increased speed. For example, just before the speed of the craft 100 reaches the speed associated with condition CO, LF may be reduced to zero. The conditions at CO (e.g., speed of the craft 100, angle of attack of craft 100, deflection angles of control surfaces, angle of incidence of hydrofoils, etc.) may be such that LF may be zero or close to zero. At CO, the aero lift, LW, generated by the main wing 104 may be expected to be able to transition the craft 100 to a wing-borne mode of operation if the downwards hydrofoil lift, LF, were to be removed as LW = WCRAFT. Accordingly, at some time and / or increased speed after this point (e.g., speed associated with condition Cl ) where LW > WCRAFT, LF may be gradually or abruptly removed / released. This, in turn, allows LNET to approximately equal to or greater than WCRAFT which allows the craft 100 to take off and become wing-borne.

[0170] While not shown in the graph, in some examples, LF is not removed / released as described. Rather, as the craft 100 continues to accelerate, the downwards hydrofoil lift, LF, increases to a maximum downwards amount (e.g., a predetermined maximum amount and / or a maximum amount achievable due to the limitations of the control capabilities of the hydrofoil). As the aero lift, LW, generated by the main wing 105 continues to increase past this maximum amount of downwards hydrofoil lift, LF, LNET increases in the upwards direction beyond WCRAFT and the craft 100 is pulled from the water. This, in turn transitions the craft 100 to a wing-borne mode of operation.D. Wing-Borne Operation

[0171] Figure 8 illustrates an example of the craft 100 after becoming wing borne. In some examples, once the transition from hydrofoil-borne operation to wing-borne operation is complete, the control system 500 causes the main hydrofoil deployment system 200 and the rear hydrofoil deployment system 300 to respectively retract the main hydrofoil assembly 108 and the rear hydrofoil assembly 110. In some examples, the control system 500 initiates this retraction as soon as the hydrofoil assemblies 108, 110 are clear of the water to reduce the chance of the hydrofoil assemblies 108, 110 reentering the water. The control system 500 may determine that the hydrofoil assemblies 108, 110 are clear of the water in various ways. For instance, in an example, the control system 500 makes such a determination based on a measured altitude of the craft 100 (e.g., basedPATENT Docket No. REGENT 24-0704PCT on data provided by the radar system 516, the lidar system 518, and / or the other sensors 522 described above for measuring an altitude of the craft 100). In another example, the sensors 522 may further include one or more conductivity sensors, temperature sensors, pressure sensors, strain gauge sensors, or load cell sensors arranged on the hydrofoil assemblies 108, 110, and the control system 500 may determine that the hydrofoil assemblies 108, 110 are clear of the waterbased on data from these sensors.

[0172] Once the craft 100 is clear of the water, the control system 500 continues to accelerate the craft 100 to the desired cruise speed by controlling the speed of the propeller assemblies 116. In some examples, the control system 500 retracts the flap systems when the craft 100 has achieved sufficient airspeed to generate enough lift to sustain altitude without them and actuates various control surfaces of the craft 100 and / or applies differential thrust to the propeller assemblies 116 to perform any desired maneuvers, such as turning, climbing, or descending, and to provide efficient lift distribution. While in wing-borne mode, the craft 100 can fly both low over the water’s surface in ground-effect or above ground-effect depending on operational conditions and considerations.E. Return to Hull-Borne Operation

[0173] To facilitate transitioning from wing-borne to hull-borne mode of operation (See Figure 6A), the control system 500 determines that the hydrofoil assemblies 108, 110 are fully or partially retracted so that the craft 100 may safely land on its hull 102. In some examples, the control system 500 additionally determines and suggests the desired landing direction and / or location-based on observed, estimated, or expected water surface conditions (e.g., based on data from the radar system 516, the lidar system 518, the imaging system 520, or other sensors 522).

[0174] The control system 500 initiates deceleration of the craft 100, for instance, by reducing the speeds of the propeller assemblies 116 until the craft 100 reaches a desired landing airspeed. During the deceleration, the control system 500 may deploy the flaps 118 to increase lift at low airspeeds and / or to reduce the stall speed. Once the craft 100 reaches the desired landing airspeed (e.g., approximately 50 knots), the control system 500 reduces the descent rate (e.g., to be less than approximately 200 ft / min). As the craft 100 approaches the surface of the water (e.g., once the control system 500 determines that the craft 100 is within 5 feet of the water surface), the control system 500 further slows the descent rate to cushion the landing (e.g., to be less than approximately 50 ft / min). As the hull 102 of the craft 100 impacts the surface of the water, the control system 500 reduces thrust, and the craft 100 rapidly decelerates due to the presence of hydrodynamic drag, the reduction in forward thrust, and the reduction or elimination of blowingPATENT Docket No. REGENT 24-0704PCT air over the wing which significantly reduces lift causing the vehicle to settle into the water. The hull 102 settles into the water as the speed is further reduced until the craft 100 is stationary.

[0175] In some examples, after the craft 100 is settled in the water, the craft 100 is transitioned back to hydrofoil-borne maneuvering mode (See Figure 6B) by extending the hydrofoil assemblies 108, 110 to transition from hull-borne operation to hydrofoil-borne operation in the same manner as described above. In some examples, the control system 500 then sustains the hydrofoil-borne mode at the fifth stage and maneuvers the craft 100 into port while keeping the hull 102 insulated from surface waves. The control system 500 then reduces the thrust generated by the propeller assemblies 116 to lower the speed of the craft 100 until the hull 102 settles into the water, thereby transitioning that craft back to hull-borne operation at the sixth stage. The control system 500 then retracts the hydrofoil assemblies 108, 110 and performs the hull-borne operations described above to maneuver the craft 100 into a dock for disembarking passengers or goods and recharging the battery system 400.IV. Example Systems and Methods for Landing of a CraftA. Introduction

[0176] As discussed above, the present disclosure is directed towards systems and methods for landing of a craft, such as a multimodal craft.

[0177] Various landing technologies exist for conventional craft such as conventional aircraft and conventional seaplanes, but these existing landing technologies are not well-suited for a multimodal craft such as craft 100 that is configured to take off from, fly close to the surface of, and land on water. In this regard, various challenges exist for a craft such as craft 100 that is configured to take off from, fly close to the surface of, and land on water that are not adequately addressed by existing landing technologies. As one example, the close proximity to the water throughout operation of the craft presents challenges for a craft that is configured to take off from, fly close to the surface of, and land on water. For instance, monitoring the environment and objects for potential risks and / or collisions is inherently more challenging when operating close to the surface of the water and / or in water than when operating over land and / or a significant distance above the water. In this regard, monitoring the environment and objects for potential risks and / or collisions may be more challenging when operating close to the surface of the water and / or in water because of the small field of view afforded from a low height.

[0178] As another example, moving water also presents challenges for a craft that is configured to take off from, fly close to the surface of, and land on water. For instance, the water state may be continuously changing (e.g., changing profile of waves), and there are inherent challenges arising from the continuously changing profile of the water (e.g., waves), and there are alsoPATENT Docket No. REGENT 24-0704PCT inherent challenges arising from the potential for occlusion due to the water (e.g., an object that is obscured behind waves). Notably, such challenges are exacerbated when the craft is flying close to the surface of the water at relatively high speeds. Further, it may be commercially desirable to be able to safely and / or comfortably operate in a relatively wider set of environmental conditions in which the water state may be continuously changing.

[0179] As yet another example, landing on water also presents challenges for a craft that is configured to take off from, fly close to the surface of, and land on water. In this regard, landing on water is significantly different than, and presents unique challenges compared to, landing on land. For instance, it is well known that, when landing a craft on land, it is desirable to consider wind direction. More particularly, it is generally preferable to land into the wind, so as to, for example, improve controllability of the craft. Landing into the wind may help with lift and avoid uneven or otherwise undesirable forces on the craft. However, when landing on water, additional factors that are not relevant for landing on land may significantly affect the landing of the craft. For instance, wind direction and wave state may both affect landing of multimodal craft such as craft 100, and thus it is desirable to consider both (i) wind direction and (ii) wave state when landing a multimodal craft such as craft 100.

[0180] Further, not only must additional factors (e.g., wave state) be considered when landing on water, but as a result of these additional factors, some approaches discussed herein involve a unique and challenging optimization problem to solve for when landing a craft on water — that is, how to trade off wind and wave considerations in determining craft heading during landing.

[0181] Another challenge associated with landing on water is that water is a dynamic surface subject to significant variation, while the ground is not. And yet another challenge with landing on water is that “glassy water conditions” may present visual challenges for operation of multimodal craft such as craft 100. Notably, such challenges involved with landing a craft on water are compounded by additional physical challenges where the multimodal craft includes hydrofoils extending from bottom of hull (whether extended or retracted (where hydrofoils may still be exposed)).

[0182] Further, as mentioned above, the speed at which the craft may land may present issues. For instance, at the speeds multimodal craft are typically travelling, the operator might not reliably and / or accurately visualize (i) the landing point and (i) the wave geometry around that point as effectively as may be possible if assisted using craft-based systems. This difficulty of visualization may be a particular problem when the landing location is a dynamic location that the operator does not utilize routinely (rather than a predetermined location that the operator utilizes routinely).PATENT Docket No. REGENT 24-0704PCT

[0183] As another example, bathymetry (i.e., underwater terrain) may present challenges for multimodal craft such as craft 100 that is configured to take off from, fly close to the surface of, and land on water. In this regard, bathymetry could include water depth, seabed topography generally, and / or obstacles under the water that might impact landing and / or movement shortly after landing. While land topology (e.g., geography) is generally well known, bathymetry characteristics are generally less well known. In practice, multimodal craft such as craft 100 generally avoid land during operation, and instead operate in the water and / or close to the surface of the water, and bathymetry concerns are difficult to identify, and present challenges for operation of the multimodal craft. Notably, bathymetry challenges are especially relevant where the multimodal craft includes hydrofoils extending from bottom of hull (whether extended or retracted (where hydrofoils may still be exposed)).

[0184] As yet another example, the nature of possible and / or potential landing locations may present challenges for multimodal craft such as craft 100 that is configured to take off from, fly close to the surface of, and land on water. In this regard, when landing on land, landing location is typically fixed and predetermined (e.g., a given runway). However, when landing on water, the landing location is often dynamic. Further, the landing location when landing on water is significantly more likely to be dynamic than when compared to landing on land. Thus, determining, indicating, and / or executing the landing location are all challenges that are unique (in whole or in part) to landing on water.

[0185] Still further, while conventional seaplanes are capable of landing on water, there are different considerations for multimodal craft such as craft 100 when landing that may need to be addressed (compared to considerations for conventional seaplanes when landing). In this regard, considerations such as bathymetry and / or taxiing time may need to be considered for multimodal craft (and such considerations may be less of a concern for conventional seaplanes). For instance, multimodal craft can taxi long distances efficiently, whereas conventional seaplanes cannot. Thus, multimodal craft may have more possible and / or potential landing locations compared to a conventional seaplane, and dynamic selection of landing location is more challenging for a multimodal craft such as craft 100 than for a conventional seaplane given the wide range of possible and / or potential landing locations. Further, bathymetry may be more of a concern for multimodal craft and less of a concern for conventional seaplanes (e.g., given that multimodal craft may have more possible and / or potential landing locations compared to a conventional seaplane).

[0186] As yet another example, missing a planned landing location may present challenges for multimodal craft such as craft 100 that is configured to take off from, fly close to the surface ofPATENT Docket No. REGENT 24-0704PCT (e.g., in ground effect), and land on water. In this regard, missing a planned landing location may be a larger problem for a multimodal craft such as craft 100 than for a conventional craft. In conventional craft (e.g., conventional aircraft or seaplanes), it is typically possible for the conventional craft to quickly loop back around and attempt to land again. However, because the multimodal craft may be limited in altitude, turning radius, etc. it might be difficult for the multimodal craft to quickly loop back around and attempt to land again (in the same way a conventional aircraft would). Thus, when landing a multimodal craft such as craft 100, it is desirable to land at the planned landing location in the first instance, because having to abort the landing procedure and loop back around to the planned landing location is especially undesirable in a multimodal craft that typically flies in ground effect. Furthermore, it is possible that the geography of the landing location might severely limit whether the multimodal craft may even be able to loop back around whatsoever.

[0187] As yet another example, a challenge that exists for multimodal craft such as craft 100 that is configured to take off from, fly close to the surface of, and land on water is that automated landing (e.g., partially automated or fully automated) on water is generally under explored and underdeveloped (e.g., as compared to landing craft on land). Notably, while aspects of some at least partially automated landing procedures exist for unmanned craft, automated (e.g., partially automated or fully automated) landing procedures are not typical or common for any manned flying craft (whether manned multimodal craft or other manned flying craft). In this regard, one barrier that limits the ability for automated landing procedures for conventional manned craft is that conventional manned craft typically must interact with (e.g., engage in communications with) air traffic controllers during the landing procedure. Given the interaction with air traffic controllers, development of automated landing procedures for conventional manned craft is stifled. However, while conventional manned craft may need to communicate with air traffic controllers during a landing procedure, multimodal craft such as craft 100 that is configured to take off from, fly close to the surface of, and land on water might not need to communicate with an air traffic controller or with other vehicles according to the same requirements, and therefore a unique opportunity to automate aspects of the landing process (in full or in part) for such craft exist.

[0188] Further, as mentioned above, a challenge with landing on water is that “glassy water conditions” may result in the water acting like a mirror, making landing on water visually challenging. Therefore, there is a desire to automate (e.g., partially automate or fully automate) landing process for a multimodal craft, so as to make “glassy water conditions” less of an issue (e.g., for the operator of the craft).PATENT Docket No. REGENT 24-0704PCT

[0189] Furthermore, there is also a desire for improved human-machine interfaces (HMIs) for multimodal craft such as craft 100, including in particular an HMI that is adapted to implement landing techniques for landing multimodal craft such as craft 100. In this regard, there is a desire to minimize or reduce the complexity of the HMI for a multimodal craft and provide an HMI that is adaptable to and useful for landing on water. Moreover, for (i) safety, (ii) passenger comfort, and / or (ii) other aspects of commercial efficiency and / or desirability, there is a desire to reduce and / or minimize the amount of cognitive load and / or involvement that is required from the operator to perform a high quality landing.

[0190] To address these and other limitations, disclosed herein are methods, systems, and software technology for landing of a craft such as a multimodal craft. At a high level, the disclosed technology for facilitating landing a craft may involve: (i) identifying a landing area for a craft, wherein the landing area comprises a landing location on water; (ii) based on one or more of water conditions and wind conditions, determining a landing approach for the craft for landing within the identified landing area; (iii) causing an indication of the identified landing area to be presented at a user interface of a system associated with the craft, wherein the indication of the identified landing area comprises a virtual runway for the craft; and (iv) automatically implementing at least a portion of the determined landing approach for the craft.

[0191] Figure 9 depicts one example of a process 900 that may be carried out in accordance with the disclosed technology in order to facilitate landing of a craft, such as a multimodal craft. For purposes of illustration only, example process 900 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 900 may be carried out by computing platforms that take other forms as well. In general, example process 900 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 9 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.PATENT Docket No. REGENT 24-0704PCT

[0192] As shown in Figure 9, the example process 900 may begin at block 902, where the control system 500 identifies a landing area for a craft such as craft 100. The identified landing area comprises a landing location on water. In general, the identified landing area may be any suitable landing area and may be specified in various ways. For instance, as one possibility, the landing area may be virtually defined in various ways. For example, the landing area may be virtually defined by data that includes one or more geospatial points that demarcate the landing area. As another possibility, the landing area may be physically demarcated, in whole or in part in various ways. For instance, the landing area may be physically demarcated by one or more landing-zone nodes (e.g., sensors and / or beacons, among other possibilities) that serve to define the landing location.

[0193] Further, in some examples, the landing area may be a predetermined landing area for the craft. In other examples, the landing area may be a dynamically determined landing area for the craft.

[0194] Still further, the landing area may be any suitable location and / or zone in which the craft is to perform functions to facilitate landing the craft and / or land the craft on the water. In this regard, the identified landing area may take various forms. For instance, as one possibility, the landing area may include or be a point on the water at which the craft 100 is to land. As another possibility, the landing area may be a two-dimensional landing zone that specifies an area on the water in which the craft 100 is to perform functions to facilitate landing the craft and / or land the craft on the water. As another possibility, the landing area may be a three-dimensional landing zone that specifies an area in which the craft is to perform functions to facilitate landing the craft and / or land the craft on the water. In this regard, in an example, the three-dimensional landing zone may specify at least the full, allowable corridor of the wing-to-hull-mode transition of the landing process. That is, the three-dimensional landing zone may specify (i) a height or altitude above the water that the craft shall stay under and / or (ii) a distance under or depth under the water the craft shall stay above (i.e., any portion of the craft including, e.g., the hull and / or a foil of the craft). Other example zones in which the craft is to perform functions to facilitate landing the craft and / or land the craft on the water are possible as well.

[0195] The function of identifying the landing area discussed with respect to block 902 will be discussed in greater detail below with reference to Figures 10 to 16.

[0196] At block 904 of Figure 9, the control system 500 may, based on one or more of water conditions and wind conditions, determine a landing approach for the craft. At a high level, the control system 500 may engage in various functions to plan the landing of the craft given the particular water and / or wind conditions encountered by the craft (which may in turn help to reducePATENT Docket No. REGENT 24-0704PCT or minimize damage to the craft, and / or improve the comfort of the landing, among other benefits). In some examples, determining the landing approach may involve tradeoffs to address both water conditions and wind conditions at the same time.

[0197] By determining the landing approach based on water conditions and / or wind conditions, the control system 500 may help to both (i) increase or maximize safety and comfort of the passengers and (ii) reduce or minimize impact forces on the craft. For instance, determining the landing approach based on water conditions and / or wind conditions may help to reduce a force exerted on the craft when landing, which in turn may help to prevent and / or reduce damage to the craft from the landing process, while also helping to increase or maximize safety and comfort of the passengers. Still further, determining the landing approach based on water conditions and / or wind conditions may help to reduce and / or minimize the amount of involvement and / or cognitive load that is required from the operator to perform a high quality landing. And yet still further, determining the landing approach based on water conditions and / or wind conditions may help to expand or increase a landing envelope of scenarios in which it is acceptable to land craft.

[0198] The function of determining, based on water conditions and / or wind conditions, a landing approach for the craft discussed with respect to block 904 will be discussed in greater detail below with reference to Figures 17 to 24.

[0199] At block 906 of Figure 9, the control system 500 may cause landing-related information to be output. In general, the landing related information may include any suitable landing related information, such as information related to the identified landing area and / or the determined landing approach, among other possibilities. In an example, the landing related information may include an indication of a runway (which may also be referred to as a “waterway”) for the craft.

[0200] Further, in general, control system 500 may cause the landing-related information to be output to a system on the craft or a system that is remote from the craft. For instance, as one example, control system 500 may cause an indication of the landing-related information to be presented at a user interface of the control system 500. As another example, the control system 500 may transmit, to a system remote from the craft (e.g., a client device of an individual monitoring the craft), data defining the landing-related information and thereby cause an indication of the landing-related information to be presented at a user interface of the system remote from the craft.

[0201] The function of causing landing-related information to be output discussed with respect to block 906 will be discussed in greater detail below with reference to Figures 25 to 36.

[0202] At block 908, the control system 500 may optionally automatically implement at least a portion of the determined landing approach for the craft. In general, automatically implementingPATENT Docket No. REGENT 24-0704PCT at least a portion of the determined landing approach may involve adjusting and / or controlling one or more aspects of the control system 500 so as to cause the craft to perform the portion of the determined landing approach. In some examples, the control system 500 may automatically implement in full the determined landing approach for the craft. In other examples, the control system 500 may automatically implement a portion of the determined landing approach.B. Identifying a Landing Area

[0203] As indicated above, the function of identifying the landing area for the craft discussed with respect to block 902 is discussed in greater detail with reference to Figures 10 to 16.

[0204] In general, in order to identify the landing area, the control system 500 may obtain data related to one or more potential landing areas and identify the landing area based on the obtained data. The obtained data may take various forms and may depend on how the landing area is specified and / or whether the landing area is predetermined or dynamically determined. For instance, in an example where the landing area is virtually defined, the control system 500 may obtain data virtually defining the landing area (e.g., data that includes one or more geospatial points that demarcate the landing area) and identify the landing area based on that obtained data. On the other hand, in an example where the landing area is at least partially physically demarcated by one or more landing-zone nodes that serve to define the landing area, the control system 500 may obtain data originating from the one or more landing-zone nodes, and may utilize that obtained data to identify the landing area. Further, in an example where the landing area is dynamically determined, the computing system 500 may obtain data related to a plurality of possible landing areas, and the control system, 500 may identify the landing area based on the obtained data related to a plurality of possible landing areas. Still further, within examples, the data related to the one or more landing areas may include data virtually defining one or more landing areas and / or data originating from the one or more landing-zone nodes that serve to define one or more landing areas.

[0205] Other examples of obtained data related to one or more landing areas are possible as well.

[0206] As mentioned above, the identified landing area may take various forms. For instance, as one possibility, the identified landing area may include, or may itself be, a point on the water at which the craft 100 is to touchdown on the water when landing. As another possibility, the identified landing area may be a two-dimensional landing zone within which the craft 100 is to perform functions to facilitate landing the craft and / or land the craft on the water. As yet another possibility, the identified landing area may be a three-dimensional landing zone within which the craft 100 is to perform functions to facilitate landing the craft and / or land the craft on the water.PATENT Docket No. REGENT 24-0704PCT As indicated above, within examples, the three-dimensional landing zone may specify (i) a height or altitude above the water that the craft shall stay under and / or (ii) a distance under or depth under the water the craft shall stay above (i.e., any portion of the craft including, e.g., the hull and / or a foil of the craft). Examples of such landing areas are described in more detail with reference to Figures 10a, 10b, and 12.

[0207] Turning first to an identified landing area that is a point on the water at which the craft 100 is to touchdown on the water when landing, the point on the water at which the craft 100 is to land may be a geospatial point that specifies the landing location. In an example, the point on the water at which the craft 100 is to land may be a two dimensional area that includes a particular landing point, which may be a target particular landing point or optimal particular landing point (e.g., an approximation of where touch down should occur). An illustrative example of an example point on the water in which the craft is to land is shown in Figure 10a. In this simple illustrative example, a map 1000 includes an example point 1002 at which the craft is to land is shown. In this example, the map 1000 also includes a travel path 1006 for the craft and a plurality of areas 1004a-e to be avoided by the craft 100 during travel.

[0208] Turning next to a two-dimensional landing zone within which the craft 100 is to perform functions to facilitate landing the craft and / or to land the craft on the water, an identified two-dimensional landing zone may take any of various forms. In an example, the landing area may be defined as a two-dimensional polygon that represents the landing area. For instance, the obtained data may comprise data defining a polygon (or other generic shape) containing a width and length, within which the craft 100 is to perform functions to facilitate landing the craft and / or land the craft on the water. In some examples, the polygon can be any irregular polygon, which comprises a flat shape with multiple straight sides, but where each side can be a different length and each angle can be a different measure (i.e., there are no restrictions on the side lengths or angles within the shape). Further, in some examples, this polygon may represent a runway for the craft. For instance, the polygon may define the extents of the landing zone used by the control system 500 and / or operator for aiming the craft and where the landing touchdown can occur.

[0209] An illustrative example of a two-dimensional landing zone is shown in Figure 10b. In this simple illustrative example, a map 1000’ includes an example two-dimensional landing zone 1003 that takes the form of a rectangle. Other example identified two-dimensional landing zones are possible as well. Still further, in this simple illustrative example, the map 1000’ also includes travel path 1006 for the craft and the plurality of areas 1004a-e to be avoided by the craft 100 during travel.PATENT Docket No. REGENT 24-0704PCT

[0210] Turning next to a three-dimensional landing zone within which the craft 100 is to perform functions to facilitate landing the craft and / or land the craft on the water, an identified three-dimensional landing zone may take any of various forms. In this regard, the three-dimensional landing zone may define a volumetric shape that at least extends from an aimpoint on the waterway to the aircraft's three-dimensional position that defines the full, allowable corridor of the wing-to-hull mode transition. This three-dimensional landing zone may represent a runway for the craft. The volumetric shape may define the craft’s landing glideslope and allowable variance in lateral and / or longitudinal motion of the craft during the wing-to-hull mode transition. Further, the volumetric shape may specify (i) a height or altitude above the water that the craft shall stay under and / or (ii) a distance under or depth under the water the craft shall stay above (i.e., any portion of the craft including, e.g., the hull and / or a foil of the craft).

[0211] In some examples, the control system 500 may also define allowable operator inputs that may be adjusted by an operator when the craft is operating within the three-dimensional landing zone. Additionally or alternatively, in some examples, the control system 500 may also define a plurality of mode-of-operation subzones for the three-dimensional landing zone.

[0212] In an example, the three-dimensional landing zone may be wider at the start of the mode transition and then become progressively narrower until the touchdown location. For instance, in an example, the three-dimensional landing zone is wider at the start of the mode transition and collapses to a singularity at the touchdown location within the landing zone. In another example, the three-dimensional landing zone is wider at the start of the mode transition and then narrows at the touchdown location within the landing zone and extends into a taxiing zone that may be utilized by the craft. Other examples are possible as well.

[0213] Such a three-dimensional landing zone may be useful in various scenarios. For instance, as one example, a three-dimensional landing zone may help with landing in a crowded area. As another example, a three-dimensional landing zone may help with landing in a canyon. As yet another example, a three-dimensional landing zone may help with landing in an inlet (e.g., a coastline with a bay). Other examples are possible as well. Further, such a three-dimensional landing zone may help to further enhance automation (e.g., full or partial automation) of the landing process.

[0214] Turning to Figure 11, a flow diagram of an example process 1100 that may be carried out by control system 500 in order to determine a landing zone (e.g., a two-dimensional or a three-dimensional landing zone) and define allowable operator inputs and / or subzones for the landing zone is depicted. For purposes of illustration only, example process 1100 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but itPATENT Docket No. REGENT 24-0704PCT should be understood that example process 1100 may be carried out by computing platforms that take other forms as well. In general, example process 1100 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 11 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0215] As shown in Figure 11, the example process 1100 may begin at block 1102 with control system 500 defining a landing zone (e.g., a two-dimensional or a three-dimensional landing zone) extending at least between a given location and an aimpoint that define an allowable corridor for the wing-to-hull mode transition. The given location may be any suitable location including, for instance, a current location of the craft or a future location (e.g., an anticipated future location) of the craft. In some examples, the landing zone extends between the given location of the craft, to a touchdown location, and beyond the touchdown location. The zone may be any suitable shape. In an example of a three-dimensional landing zone, the zone comprises a cone, although any suitable three-dimensional shape is possible.

[0216] In some examples, at block 1104, control system 500 may optionally further define a plurality of mode-of-operation subzones for the landing zone. For instance, the control system 500 may define a plurality of subzones, where each sub-zone is a zone associated with a set of one or more modes of operation of the craft 100. For instance, control system 500 may define a first subzone corresponding to a wing-borne mode of operation, a second subzone corresponding to a hull-borne mode of operation, and a third subzone corresponding to a foil-borne mode of operation. As another example, control system 500 may define a first subzone corresponding to a wing-borne mode of operation, a second subzone corresponding to a hull-borne mode of operation, and a third subzone corresponding to a hull-borne mode of operation and a foil-borne mode of operation. Other example mode-of-operation subzones are possible as well. Further, in some examples, one or more subzones may extend beyond the area in which the craft lands (e.g., the touchdown location). For instance, a subzone(s) for extended hull-borne mode of operation and / orPATENT Docket No. REGENT 24-0704PCT a foil-bome mode of operation that is associated with taxiing may extend beyond the area in which the craft lands (e.g., the touchdown location). Other examples are possible as well.

[0217] Further, in some examples, at block 1104, control system 500 may optionally further define allowable operator inputs that may be adjusted by an operator when the craft is operating within the landing zone. For instance, the control system 500 may define allowable operator inputs for one or more landing-related features, such as adjusting the speed of landing, the rate of descent, and / or the runway for landing (e.g., the location, size, and / or shape of the runway), among other possibilities. In this regard, the control system 500 may allow for manipulating a given landing-related feature only up to a threshold amount. For instance, the control system 500 may allow an operator to change the landing speed by an amount that is less than or equal to a threshold percentage of the planned landing speed (e.g., an amount that is less than or equal 5%, 10%, 15%, 20%, or 25% of the planned landing speed, among other possibilities). As another example, the control system 500 may allow an operator to change the rate of descent by an amount that is less than or equal to a threshold percentage of the planned rate of descent (e.g., an amount that is less than or equal 5%, 10%, 15%, 20%, or 25% of the planned rate of descent, among other possibilities). As another example, the control system 500 may allow an operator to change the landing runway length by an amount that is less than or equal to a threshold percentage of the planned landing runway length (e.g., an amount that is less than or equal 5%, 10%, 15%, 20%, or 25% of the planned landing runway length, among other possibilities. As another example, the control system 500 may allow an operator to change the landing runway location by a distance that is less than or equal to a threshold percentage the planned landing runway location (e.g., an amount that is less than or equal 5%, 10%, 15%, 20%, or 25% of the planned landing runway location, among other possibilities). Other example limits to the manipulation of the landing process are possible as well. Further, in some examples, the control system 500 may put limits to the manipulation of the landing process in place for typical operation of the craft, but the operator may always have the ability to override the limits (e.g., for purposes of safety).

[0218] In scenarios where the landing zone includes a plurality of mode-of-operation subzones, within examples, the control system 500 may define, for each subzone of the landing zone, a respective set of allowable operator inputs for one or more landing-related features.

[0219] An illustrative example of a three-dimensional landing zone is shown in Figure 12. In this simple illustrative example, an example three-dimensional landing zone 1202 is shown. Further, the three-dimensional landing zone 1202 includes a first subzone 1204 corresponding to a wing-borne mode of operation, a second subzone 1206 corresponding to a hull-borne mode ofPATENT Docket No. REGENT 24-0704PCT operation, and a third subzone 1208 corresponding to a hull-borne mode of operation and a foil-borne mode of operation. Other example three-dimensional landing zones are possible as well.

[0220] Although landing subzones and defined allowable operator inputs that may be adjusted by an operator when the craft is operating within the landing zone are primarily discussed above with reference to a three-dimensional landing area, in other examples, a two dimensional landing zone may be associated with landing subzones and defined allowable operator inputs that may be adjusted by an operator when the craft is operating within the landing zone. For instance, returning to Figure 10b, the two-dimensional landing zone 1003 may include a landing location 1008, a first subzone 1010 corresponding to a wing-borne mode of operation, a second subzone 1012 corresponding to a hull-borne mode of operation, and a third subzone 1014 corresponding to a hull-borne mode of operation and a foil-borne mode of operation. Further, the control system 500 may define allowable operator inputs that may be adjusted by an operator when the craft is operating within the landing zone 1003. For instance, the control system 500 may define for each subzone of landing zone 1003, a respective set of allowable operator inputs for one or more landing-related features.

[0221] As mentioned above, in some examples, the landing area may be at least in part physically demarcated (e.g., by one or more landing-zone nodes that serve to identify the landing location). In this regard, the control system 500 may obtain data from the one or more landingzone nodes that serve to indicate the landing area. In such examples, the function of identifying the landing area for the craft discussed with respect to block 902 may involve identifying the landing area based on data received from the one or more landing-zone nodes. In some examples, some portion(s) of the landing area may be physically demarcated by the one or more landing nodes where another portion(s) of the landing area may not be physically demarcated. In other examples, the entire landing area may be physically demarcated by the one or more landing nodes.

[0222] Turning to Figure 13, a flow diagram of an example process 1300 that may be carried out by the control system 500 in order to identify the landing area based on data from one or more landing-zone nodes is depicted. For purposes of illustration only, example process 1300 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 1300 may be carried out by computing platforms that take other forms as well. In general, example process 1300 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functionsPATENT Docket No. REGENT 24-0704PCT described with reference to Figure 13 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0223] As shown in Figure 13, the example process 1300 may begin at block 1302 with control system 500 receiving, from a plurality of landing-zone nodes, respective signals that serve to demarcate a landing zone. The landing-zone nodes may demarcate the landing zone in various ways. For instance, in an example, the landing zone may be broadly demarcated as a general area inside of which the craft should land. Additionally or alternatively, the landing zone may be demarcated as a runway (which may also be referred to as a “waterway”) for landing the craft. In some examples, the landing-zone nodes may also additionally demarcate a taxiway for the craft. In an example, the runway may comprise zones specified for hull-only, foil-only operations, or hull and foil operations. In some examples, the landing-zone nodes may also additionally demarcate one or more runway crossing locations (which may also be referred to as waterway crossing locations). Such crossings may be useful in scenarios involving multiple landing runways in close proximity to one another, where craft routinely land.

[0224] Various landing zone-nodes are possible. In general, each of the landing-zone nodes may be configured to communicate with one another and / or the craft 100 and may comprise one or more sensors and / or beacons. Various sensors and / or beacons are possible. For instance, the sensors and / or beacons may include hydrophones, cameras, inertial measurement units (IMUs) (e.g., configured for wave sensing), and / or radio communications, among other possibilities.

[0225] The landing-zone nodes may be positioned at any suitable location. In general, the landing zone nodes may be positioned on the water, above the water, and / or under the water. In some examples, the sensors and / or beacons might be distributed via buoys (which may in turn be anchored to sea floor), that are communicatively coupled to the craft (and perhaps additional craft as well). In other examples, the landing-zone nodes may be positioned underwater (e.g., anchored to the sea floor) or above water (e.g., positioned on a wire above the water).

[0226] In some examples, the landing zone nodes may transmit information directly to the craft. In other examples, the landing zone nodes may transmit information to an intermediary (e.g., another craft or a server or control center at a dock, among other possibilities) that in turn relays the information to the craft.PATENT Docket No. REGENT 24-0704PCT

[0227] As mentioned above, the land-zone nodes may demarcate the landing zone. In some examples, at least some of the landing-zone nodes may also be configured to detect and report various conditions associated with the landing zone, such as wind and / or water conditions in the landing zone.

[0228] In some examples, the craft 100 may include one or more additional sensors within the craft itself that are configured to interact with the distributed landing-zone nodes (e.g., either via direct communication, active, or passive sensing) that enables additional characteristics or features of the landing zone to be perceived by the craft 100. For instance, an example could be a perception system that perceives the landing-zone nodes within one or multiple sensor frames, and that fuses their three-dimensional locations to determine sea state characteristics of the landing zone by analyzing motion features over time. Other examples of identifying additional characteristics or features of the landing zone are possible as well.

[0229] Further, at block 1304, the control system 500 identifies, based on the received signals, the landing zone. In this regard, the control system 500 may identify the landing zone based on the received signals in any suitable way. In an example, each of the landing-zone nodes may provide data indicating the geospatial coordinates of the landing-zone node, and the control system may identify the landing zone utilizing those geospatial coordinates. Other examples are possible as well.

[0230] An illustrative example of a landing-zone node network is shown in Figures 14a-b. More particularly, Figure 14a depicts an example landing-zone node network 1400 that includes a plurality of landing-zone nodes 1402. In this example, the landing-zone nodes 1402 include a buoy 1404 having a first sensor 1406 and a buoy 1408 having a second sensor 1410. Further, the landing-zone nodes 1402 include underwater beacons 1412, 1414, 1416, and 1418. In this example, the sensors 1406 and 1410 may be configured to report water and / or wind conditions. Further, the sensors 1406 and 1410 and the underwater beacons 1412, 1414, 1416, and 1418 may be configured to demarcate various parts of the landing zone. For instance, Figure 14b illustrates a side perspective view of the landing-zone node network 1400 that depicts subzones. More particularly, landing-zone node network 1400 demarcates (i) a first subzone 1450 corresponding to a wing-borne mode of operation and encompassing a region between (a) underwater beacons 1412 and 1414 and (b) buoys 1404 and 1408, (ii) a second subzone 1452 corresponding to a hull-borne mode of operation and encompassing a region between (a) buoys 1404 and 1408 and (b) underwater beacons 1416 and 1418, and (iii) a third subzone 1454 corresponding to a hull-borne mode of operation and a foil-borne mode of operation and encompassing a region after underwater beacons 1416 and 1418.PATENT Docket No. REGENT 24-0704PCT

[0231] As mentioned above, within examples, the identified landing area may be a predetermined landing area or a dynamically determined landing area. In practice, it may be more common for the identified landing area to be a predetermined landing area rather than a dynamically determined one. For instance, the predetermined landing area may be a commonly used and / or clearly established landing area for the craft 100. For example, for common travel routes and / or for common ports of operation, an operator of a fleet of multimodal craft might establish a particular landing area that is used by the fleet. For instance, commercial operations for a craft may typically employ one or more designated zones for landing. Such predetermined or designated zones may be desirable for the sake of safety for the craft and other vehicles (e.g., boats, coast guard vessels, etc.) that may be operating in the area, such that others will know that the designated area may be a common landing location for commercial operations for craft.

[0232] However, in some scenarios, it may be more appropriate to dynamically select a landing area rather than identifying and selecting a predetermined landing area. In this regard, dynamic determination of landing location might be suitable or required in various situations. For instance, as one example, dynamic determination of landing location might be suitable or required for tourbased experiences (e.g., visiting islands, snorkeling, and / or flying around to various possible points of interest, among other possibilities). As another example, dynamic determination of landing location might be suitable or required in emergency scenarios. As another example, dynamic determination of landing location might be required when a predetermined landing location is closed or being heavily used by other craft. In such scenarios, the craft may establish a dynamic landing location in close proximity to the predetermined landing locations. As yet another example, dynamic determination of landing location might be suitable or required in a scenario where the water and / or wind conditions in a predetermined landing location are not suitable conditions for landing the craft. Other examples are possible as well.

[0233] Turning to Figure 15, a flow diagram of an example process 1500 that may be carried out in order to dynamically determine a landing zone is depicted. For purposes of illustration only, example process 1500 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 1500 may be carried out by computing platforms that take other forms as well. In general, example process 1500 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 15 may be encodedPATENT Docket No. REGENT 24-0704PCT in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0234] As shown in Figure 15, the example process 1500 may begin at block 1502 with control system 500 identifying one or more available areas for landing the craft 100. The function of identifying available options may involve (i) identifying a region in which the craft is to land, (ii) identifying areas within the region to be avoided, and (iii) ruling out those areas as potential landing areas.

[0235] Further, control system 500 may identify areas to be avoided in any suitable way. In this regard, identifying areas to be avoided may involve determining certain areas that are not suitable for landing. In an example, the control system 500 may identify the areas to be avoided based on the geospatial data. Further, areas to be avoided may be any area in the region that is to be avoided by the craft during landing.

[0236] An avoidance area may take any of various forms and, in some examples, an avoidance area may comprise land, airspace, bathymetry characteristics (i.e., underwater terrain), an object(s) in the water (e.g., marine life, underwater pipes, etc.), an object(s) on the water (e.g., ships, an oil rig, etc.), and / or an object(s) above the water (e.g., a bridge, a pier, etc.), among other possibilities. Within examples, control system 500 may treat an area having a water depth less than a threshold amount (e.g., less than a threshold depth in the range of 10 feet to 25 feet) as an area to be avoided. Within examples, an area to be avoided may correspond to a protected area. Various protected areas are possible. As one possibility, a protected area may be an endangered environment, such as a coral reef, among other possibilities. As another possibility, a protected area may be a military area (e.g., a water and / or airspace defined according to military considerations that is subject to one or more restrictions). As yet another possibility, a protected area may be an area previously identified as problematic for craft operations (e.g., an area known to be hyperactive with endangered species such as sea turtles or whales, among other possibilities). Other example protected areas are possible as well.

[0237] An avoidance area may take other forms as well.

[0238] Examples of identifying areas to be avoided are described in U.S. Provisional Patent Application No. 63 / 740,074, entitled “AREA AVOIDANCE FOR MULTIMODAL CRAFT” and filed December 30, 2024, which is incorporated by reference herein in its entirety.PATENT Docket No. REGENT 24-0704PCT

[0239] An illustrative example of areas to be avoided is shown in Figure 16. More particularly, Figure 16 depicts an example map of a region 1600 that shows depth of the water in the region 1600. Further, the region 1600 includes an area 1602 to be avoided that corresponds to an area having shallow water. The region 1600 also includes an area 1604 to be avoided that corresponds to an underwater obstruction such as a coral reef or a sandbar. In an example, the control system 500 may rule those areas 1602 and 1604 out as potential landing areas. Other example areas to be avoided are possible as well.

[0240] After identifying areas to be avoided, the control system 500 may rule those areas out as potential landing areas. Further, the control system 500 may identify one or more available areas for landing the craft that are within the remainder of the region as available options for landing the craft 100. In an example, the control system 500 may identify one or more available areas for landing the craft that are within the remainder of region 1600 as available options for landing the craft 100. For instance, in an example, the control system 500 may identify area 1606 and area 1608 as available areas for landing the craft 100. In another example, the control system 500 may treat the entirety of the remainder of region 1600 as an option for landing the craft 100. Other examples are possible as well.

[0241] Further, at block 1504, the control system may select a landing area from among the one or more available areas for landing the craft. The function of selecting the landing area from among the one or more available areas for landing the craft may involve consideration of various factors related to the available areas for landing the craft. For instance, the control system 500 may select the landing area based on one or more of: data related to one or more characteristics of the water area, data related to one or more characteristics of water (e.g., wave) state in the area, data related to weather in the area, data related to one or more activity in the area, and data related to density of craft in the area. Other factors are possible as well.

[0242] For instance, returning to the illustrative example of Figure 16, the control system 500 may select a landing area from among available areas 1606 and 1608 based on one or more of: data related to one or more characteristics of the water area, data related to one or more characteristics of water (e.g., wave) state in the area, data related to weather in the area, data related to one or more activity in the area, and data related to density of craft in the area. As a representative example, the water state may be more favorable for landing in area 1606 compared to 1608, so control system 500 may select area 1606 as the landing area. Other examples are possible as well.

[0243] Within examples, the control system 500 may receive as inputs data related to one or more characteristics of the water area, data related to one or more characteristics of water (e.g.,PATENT Docket No. REGENT 24-0704PCT wave) state in the area, data related to weather in the area, data related to one or more activity in the area, and data related to density of craft in the area. Further, based on the received inputs, the control system 500 may output a recommended landing area for the craft. The recommended landing area may then be selected (e.g., accepted or approved) and / or modified by an operator. In practice, in normal operation and / or circumstances, the recommended landing area in which to land will be conservative, so as to enhance safety during the landing process.

[0244] Characteristics of the water area may take various forms. For instance, in an example, a characteristic of the area may be distance from land. In another example, a characteristic of the area may be distance from port. In another example, a characteristic of the area may be a bathymetry characteristic. In this regard, there may be one or more preferable bathymetry characteristics as a consideration for safety. For instance, depth of the water may be a key consideration for landing and also subsequent foiling mode for the craft.

[0245] The data related to one or more characteristics of the water area may be obtained in any suitable manner. For instance, a variety of sources and / or mechanisms might be used for obtaining data related to characteristics of the water area including, for instance, craft sensor information, locally deployed sensor system(s), and / or commercially available environmental information sources, among other possibilities. Within examples, craft radar could be used to determine characteristics of the water area. In some examples, magnetometers might be used for some underwater obstructions. Further, in some examples, camera observations of water surface may be utilized to infer objects under water (based on shadows, bubbles, swirls, etc.).

[0246] Examples of identifying bathymetry characteristics are described in U.S. Provisional Patent Application No. 63 / 740,074. As mentioned above, U.S. Provisional Patent Application No.63 / 740,074, entitled “AREA AVOIDANCE FOR MULTIMODAL CRAFT” and filed December 30, 2024, is incorporated by reference herein in its entirety. Further, examples of suitable sensors and sensor systems are described in U.S. Provisional Patent Application No. 63 / 550,428, entitled “Sensor Configuration of Craft” and filed on February 6, 2024, which is incorporated by reference herein in its entirety.

[0247] Characteristics of the water state may take various forms. At a high level, the one or more characteristics of the water (e.g., wave) state may provide an indication of the wave and / or current conditions in the area. For instance, as an example, a characteristic of the water state may include height of the waves in the area. As another example, a characteristic of the water state may include a wave period in the area (i.e., the time it takes for two successive crests (one wavelength) to pass a specified point). As another example, a characteristic of the water state may include a wave frequency (i.e., the number of waves passing a point in a specified period of time).PATENT Docket No. REGENT 24-0704PCT As another example, a characteristic of the water state may include a speed of the current in the area. Other example characteristics of the water state in the area are possible as well.

[0248] The characteristics of the water state may affect not only landing on the water but also craft operations after landing is completed. For instance, at time of landing, some areas may include more waves and / or more aggressive waves than other areas, which may depend on whether there is current, a tidal shift, and so forth. Further, after landing, the state of the waves and / or current may affect the craft after landing. For instance, the state of the waves and / or current may carry the craft 100 undesirably after touchdown (e.g., at least for some period of time up until the craft is able to drop its foils and begin foiling).

[0249] The data related to one or more characteristics of the water state may be obtained in any suitable manner. For instance, a variety of sources and / or mechanisms might be used for obtaining data related to characteristics of the water state including, for instance, craft sensor information, locally deployed sensor system(s), and / or commercially available environmental information sources, among other possibilities.

[0250] Examples of evaluating water conditions in connection with landing location evaluation are described in U.S. Patent Application No. 17 / 875,942, published as U.S. Patent Application Pub. No. 2022 / 0382300, which is incorporated by reference herein in its entirety.

[0251] Characteristics of the weather in the area may take various forms. For instance, in an example, a characteristic of the area may be whether the weather is windy. In another example, a characteristic of the area may be whether the weather is foggy. In another example, a characteristic of the area may be whether the weather is rainy. Other example characteristics of the weather in the area are possible as well.

[0252] The data related to one or more characteristics of the weather may be obtained in any suitable manner. For instance, a variety of sources and / or mechanisms might be used for obtaining data related to characteristics of the weather including, for instance, craft sensor information, locally deployed sensor system(s), and / or commercially available environmental information sources, among other possibilities.

[0253] Characteristics of activity in the area may take various forms. For instance, a characteristic of activity in the area may be whether there is vehicle activity (e.g., craft and / or boat traffic, among other possibilities) in the area. As another example, a characteristic of activity in the area may be whether there is human activity (e.g., swimmers or surfers, among other possibilities) in the area. As another example, a characteristic of activity in the area may be whether there is animal activity (e.g., whales breaching, dolphins, and / or sea turtles, among other possibilities) in the area. Other example characteristics of activity in the area are possible as well.PATENT Docket No. REGENT 24-0704PCT

[0254] The data related to one or more characteristics of the activity in the area may be obtained in any suitable manner. For instance, a variety of sources and / or mechanisms might be used for obtaining data related to characteristics of the activity in the area including, for instance, craft sensor information, locally deployed sensor system(s), and / or commercially available environmental information sources, among other possibilities.

[0255] Finally, the data related to the density of craft in the area may take various forms. For instance, the density of craft may be a number of craft operating in the area. As another example, the density of craft may be a number of landings in close proximity per a given period of time (e.g., landings per hour). Other examples are possible as well.

[0256] The data related to the density of the craft may be obtained in any suitable manner. For instance, a variety of sources and / or mechanisms might be used for obtaining data related to characteristics of the density of the craft including, for instance, craft sensor information, locally deployed sensor system(s), and / or commercially available information sources, among other possibilities.C. Determining a Landing Approach

[0257] As mentioned above, after determining the landing area, the control system 500 may determine a landing approach for the craft based on water conditions and / or wind conditions. The function of determining, based on water conditions and / or wind conditions, a landing approach for the craft discussed with respect to block 904 is now discussed in greater detail below with reference to Figures 17 to 24.

[0258] At a high-level, determining the landing approach based on water conditions and / or wind conditions may involve various functions to plan the landing of the craft, so as to help provide safety and comfort for passengers (e.g., increase or maximize safety and comfort of the passengers) and to help limit impact force and / or damage to the craft during impact (e.g., help reduce or minimize impact forces on the craft). In general, one goal of planning and / or at least partially automating the landing may be to accomplish a low-as-possible force landing (which may also be referred to here as a “reduced force landing”). Further, planning and / or at least partially automating the landing may also help to expand or increase a landing envelope of scenarios in which it is acceptable to land craft. In this regard, automated processes and optimizations to account for landing conditions (e.g., waves, wind, etc.) might expand areas, situations, and / or environments in which it is acceptable to land craft all together. Still further, determining and / or at least partially automating the landing approach based on water conditions and / or wind conditions may help to reduce and / or minimize the amount of involvement and / or cognitive load that is required from the operator to perform a high quality landing.PATENT Docket No. REGENT 24-0704PCT

[0259] This process of determining the landing approach based on water conditions and / or wind conditions and / or at least partially automating the landing may be referred to herein as “optimizing” the landing of the craft. While the phrase “optimized” is used in this regard, it should be understood that the techniques described herein may not necessarily result in an “optimized” landing outcome in an absolute sense. Instead, the landing outcome may be “optimized” in a relative sense; i.e., modified and / or generally improved compared to an alternative. In this regard, optimizing the landing of the craft may involve optimizing— i.e., generally modifying and / or improving— along one or more of two primary optimization vectors: (i) water and (ii) wind. In other words, the determined landing approach may address and / or take action based on (i) how water conditions will impact the landing and / or (ii) how wind conditions will impact the landing. As mentioned above, in some examples, the control system 500 may automatically implement at least a portion of the determined landing approach for the craft.

[0260] Turning to Figure 17, a flow diagram of an example process 1700 that may be carried out in order to determine a landing approach for the craft is depicted. For purposes of illustration only, example process 1700 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 1700 may be carried out by computing platforms that take other forms as well. In general, example process 1700 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 17 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0261] As shown in Figure 17, the example process 1700 may begin at block 1702 with control system 500 determining one or more of (i) water conditions in the area and (ii) wind conditions in the area. Further, at block 1704, control system 500 may, based on the determined one or more of water conditions in the area and wind conditions in the area, determine a landing approach. In this regard, in some examples, the landing approach may be determined based on water conditions in the area (but not wind conditions in the area). Further, in other examples, the landing approachPATENT Docket No. REGENT 24-0704PCT may be determined based on wind conditions in the area (but not water conditions in the area). Still further, in other examples, the landing approach may be determined based on consideration of both water conditions and wind conditions. And, in yet other examples, the landing approach may be determined based on consideration of both water conditions and wind conditions, as well as other additional conditions. Various such examples of determining the landing approach are discussed in greater detail in the following subsections. Further, as mentioned above, in some examples, the control system 500 may automatically implement at least a portion of the determined landing approach for the craft. For instance, in some examples, the control system 500 may automatically implement in full the determined landing approach for the craft. In other examples, the control system 500 may automatically implement a portion of the determined landing approach.a. Water-Only Determination Approach

[0262] In an example, the function of determining the landing approach involves determining based on water conditions without taking wind conditions into account (which may be referred to herein as a “water-only determination approach”). In a water-only determination approach, the control system 500 may be configured to determine the water conditions in the landing area, and then utilize those determined water conditions to determine the landing approach.

[0263] The control system 500 may determine the water conditions in various ways. In this regard, the control system 500 may utilize cameras and / or other sensors to determine the water conditions. Examples of evaluating water conditions (e.g., determining water conditions and / or determining the landing approach based on water conditions) are described in U.S. Patent Application No. 17 / 875,942. As mentioned above, U.S. Patent Application No. 17 / 875,942, published as U.S. Patent Application Pub. No. 2022 / 0382300, is incorporated by reference herein in its entirety. In this regard, as indicated in U.S. Patent Application No. 17 / 875,942, it may be desirable for the craft’s hull to initiate contact with the water at a particular water surface feature. Further, the particular water surface feature may vary depending on the design of the craft, but may include a wave trough, or an upward or downward slope of a wave.

[0264] Further, determining water conditions and determining the landing approach based on water conditions may involve forecasting or predicting the evolution of the wave state. In general, predicting the evolution of the wave state may involve making a prediction of what the wave state will be in the future, such as at the point of contact by the craft with the water. Such a forecast may be a key consideration with respect to optimizing for water. Examples of forecasting wave state are described in U.S. Patent Application No. 17 / 875,942 including, for instance, at paragraphs 117, 125, 128, 154, and 170-171. In this regard, as indicated in U.S. Patent ApplicationPATENT Docket No. REGENT 24-0704PCT No. 17 / 875,942, forecasted characteristics of the water surface may be determined using any of the measurements described in U.S. Patent Application No. 17 / 875,942. For instance, the control system may use data from the sensors to predict the slope, curvature, and / or shape of the water surface that the vehicle is expected to encounter, such as by forecasting characteristics of approaching areas of the water surface along the direction of travel of the vehicle.

[0265] In some examples, the function of determining water conditions may involve determining the water conditions utilizing one or more cameras without utilizing other sensors (which may be referred to herein as a “camera-only approach”). In this regard, cameras have the benefit of having relatively high signal in addition to a dense amount of information in each picture, whereas other sensors may require relatively more complex and / or computationally intensive arrangements. Further, in at least some scenarios camera performance is less dependent and / or impacted by the speed of travel compared to other sensors (e.g., given that sensed light is subject to less propagation time than other sensed signals). For at least these reasons, in some scenarios it may be preferable to use cameras only because of challenges inherent with other sensors. For instance, in at least some scenarios, cameras tend to be better at discriminating between adjacent objects compared to radar and / or sonar. On the other hand, in some cases, cameras may have difficulty measuring distance, and thus in some camera-only examples, control system 500 may utilize differential multi-camera inputs to determine distances.

[0266] The control system 500 may determine a landing approach for the craft utilizing cameras in various ways. An example of the function of determining a landing approach for the craft utilizing cameras is discussed with respect to Figure 18. In particular, with reference to Figure 18, a flow diagram of an example process 1800 that may be carried out in order to determine a landing approach for the craft utilizing a plurality of cameras is depicted. Although example process 1800 is described with respect to a plurality of cameras, in addition to or in alternative to utilizing one or more cameras to determine a landing approach for the craft, other sensors may be utilized, as described in more detail below. For purposes of illustration only, example process 1800 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 1800 may be carried out by computing platforms that take other forms as well. In general, example process 1800 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 18 may be encoded in the form of program instructions that arePATENT Docket No. REGENT 24-0704PCT executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0267] As shown in Figure 18, the example process 1800 may begin at block 1802 with control system 500 obtaining, from each of a plurality of cameras onboard the craft 100, respective camera data regarding water in a region. For instance, the control system 500 may obtain a picture of water in the region from each of the cameras. Further, any suitable number of cameras onboard the craft may be used.

[0268] At block 1804, control system 500 may, based on the received data, generate a three-dimensional estimate of the water surface. The three-dimensional estimate may take various forms. An illustrative example of a three-dimensional estimate of the water surface is shown in Figure 19. More particularly, Figure 19 depicts an example estimate 1900 of the water surface. The estimate 1900 includes: (i) an estimate of the mean sea level 1902; (ii) an estimated wave crest 1904 (i.e., the highest part of a wave); (iii) an estimated wave trough 1906 (i.e., the lowest part of a wave); (iv) an estimated wave height 1908 (i.e., the vertical distance between the wave trough and the wave crest); (v) an estimated wave length 1910 (i.e., the distance between two consecutive wave crests or between two consecutive wave troughs); and (vi) an estimated wave period 1912 (i.e., the time it takes for two successive crests (one wavelength) to pass a specified point, which is often referenced in seconds (e.g., one wave every 5 seconds). Other example three-dimensional estimates are possible as well. Figure 19 illustrates three separate wave spectra overlapping. Within examples, depending on time and direction, those wave spectra may overlap and be in constructive interference resulting in a larger wave height or destructive interference that would reduce wave height. In some examples, control system 500 may determine an average wave height (e.g., as shown in Figure 19 with the trough of the middle spectra to the top of another). In some examples, when determining the average wave height, control system 500 may weigh the higher spectra more heavily than the lower (e.g.., assign a higher weight towards the highest possible height based on the observed spectra). Other examples are possible as well.

[0269] The control system 500 may generate the three-dimensional estimate in various ways. An example of the function of generating a three-dimensional estimate of the water surface is discussed with respect to Figure 20. In particular, with reference to Figure 20, a flow diagram of an example process 2000 that may be carried out in order to generate the three-dimensionalPATENT Docket No. REGENT 24-0704PCT estimate is depicted. For purposes of illustration only, example process 2000 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 2000 may be carried out by computing platforms that take other forms as well. In general, example process 2000 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 20 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0270] As an initial matter, this approach of example process 2000 could involve multiple high-resolution imaging cameras mounted on the craft 100 and distributed to optimize field of view (FoV). Within examples, grayscale, RGB (Red Green Blue), or RGB-D (Red Green Blue - Depth) may be utilized. In this regard, grayscale may be preferred due to robustness to illumination variation. Further, in some examples, the FoV of some of the cameras’ FoV may overlap with the FoV of one or more other cameras. In this regard, overlapping FoV of at least some of the cameras may help provide three-dimensional depth estimation, but may not be required in general as ground (water) plane may be estimated in other ways.

[0271] As shown in Figure 20, the example process 2000 may begin at block 2002 with control system 500 obtaining, from each of a plurality of cameras onboard the craft, respective camera data regarding water. For instance, the control system 500 may obtain a picture from each of the cameras. Notably, there may be other cameras on the craft in addition to the aforementioned plurality of cameras onboard the craft. For instance, there may be other cameras on the craft that are active but are not utilized in the landing process.

[0272] At block 2004, the control system 500 may determine features (which may also be referred to herein as “corners”) in the image that have areas of high intensity (e.g., the amount of light reflected by a surface in the image). In an example, these features could be single pixels or groups of pixels.

[0273] At block 2006, the control system 500 may use these features for determining previous-to-current frame (or previous-to-N-next frame) motion transformations (e.g., visual odometry) toPATENT Docket No. REGENT 24-0704PCT determine the global motion of the craft in the coordinate system of each camera. Within examples, the global motion estimation may take sensor data from additional sensors on the craft as inputs, such as an inertial measurement unit (IMU). The global motion estimation may incorporate the global motion estimates of all the other cameras on the craft for error reduction. The global motion estimate may use ground plane estimation or horizon estimation to further reduce the errors in the estimate. The global motion estimate may take into account the altitude of the craft and the orientation of the craft to the ground (i.e., water) plane and / or horizon line to further refine the motion model.

[0274] After the global motion model is determined, at block 2008, the control system 500 may determine an accurate background subtracted image of the resulting sea in the frames of each camera. Due to having the global motion removed, the background subtracted image will have areas of high intensity. Removing the global motion amounts to reducing the intensity of the pixels in the background subtracted image that can be attributed to movement of the craft and the resulting camera scene motion. More particularly, the areas of high intensity will have high-levels of local motion due to the local motion of the water. The local motion corresponds to the movements of pixels or small regions in an image sequence that represent dynamic elements which undergo substantial movement relative to their surroundings.

[0275] At block 2010, the control system 500 may optionally apply another round of feature extraction on this global-motion reduced, background subtracted image to provide comers on the image that have significant wave motion.

[0276] At block 2012, the control system 500 may apply a set of one or more processing techniques to these local motion vectors on multiple frames to determine the magnitude and direction of these feature vectors and their variation over time. For instance, an example processing technique may involve using optical flow to determine the difference in pixel location of the feature to the next or N-next frame. The feature extraction process can be repeated (on the background subtracted image), and then data association techniques can be applied to find a two-dimensional transformation of the resultant positions of the optical flow vector (from previous-to-current or previous-to-N-next frame) to associate them with the tracked corners in the current or N-next frame, e.g., using random sample consensus (RANSAC) to fit a perspective warp. If the corner is in the overlap region between two fixed-mounted cameras, a three-dimensional motion vector may be extracted for each feature. This process utilizes stereo vision techniques to triangulate a three-dimensional motion vector from its 2D projections in both camera views. In addition, other techniques exist for estimating 3D information from a single camera view, such as monocular depth estimation. The end result may be a three-dimensional motion vector thatPATENT Docket No. REGENT 24-0704PCT provides the local motion of the feature in the image with the craft's motion removed. Because the feature extraction process used pixels with high intensity and the background water is darker than wave crests, this process serves to find the motion of wave crests.

[0277] At block 2014, the control system 500 may use the determined motion of individual wave crests as part of a higher-order sea state motion model that tracks individual wave crests over time to determine the global sea state. If this process is conducted when the craft is facing the landing zone, the sea state of the landing zone may be estimated to provide optimal landing selections.

[0278] It should be understood that method 2000 is one example embodiment of determining a landing approach for the craft utilizing one or more cameras, and other camera processing techniques are possible as well. Further, it should be understood that while method 2000 is described as involving various processing techniques based on inputs received from the camera(s), this is not to the exclusion of consideration of other sensor inputs as well. For instance, the craft may receive, process, and ultimately use additional inputs received from other sensors (such as radar and / or sonar, among other possible sensors) for determining the landing approach.

[0279] Returning to Figure 18, at block 1806, the control system 500 may utilize the three-dimensional estimate of the water surface to determine a landing approach for the craft. In general, as some non-limiting examples, this function may involve determining a location at which the craft is to land, a time at which the craft is to land, and / or a speed at which the craft is to land based on the estimate of the water surface. In this regard, the function of utilizing the three-dimensional estimate of the water surface to determine a landing approach for the craft may involve optimizing the landing approach based on the water. The control system 500 may optimize for water in various ways. In general, the control system 500 may adjust the vector of travel of the craft such that the orientation of the craft will be “comfortable” relative to the movement of the water (e.g., waves) (which may be referred to herein as “optimizing” the vector of travel of the craft).

[0280] As one possibility, the control system 500 may align the directional vector of the flight of the craft (i.e., the landing path) with the direction of movement of the water.

[0281] As another possibility, the control system 500 may time touchdown and align the point of contact with the water with a given point in the water. For instance, as an example, the control system 500 may time touchdown and align the point of contact with the water with a trough of waves (e.g., as opposed to landing on top of, or into, a crest of a wave). For instance, as an illustrative example and with reference to Figure 19, the control system 500 may time touchdown and align the point of contact with the water with trough 1906. As another example, the controlPATENT Docket No. REGENT 24-0704PCT system 500 may time touchdown and align the point of contact with the “back side” of a wave, such that craft lands with the motion of the wave. As an illustrative example and with reference to Figure 19, the control system 500 may time touchdown and align the point of contact with the water with backside 1914 of wave 1916. As another example, if the craft is landing in a large swell, the control system 500 may attempt to land perpendicular to the swell to "ride the wave" for a smoother landing. As an illustrative example and with reference to Figure 19, wave 1916 may be a swell, and the control system 500 may align the vector of travel of the craft 100 to be in a direction 1920 that is perpendicular or substantially perpendicular to the wave 1916. In an example, as used herein, substantially perpendicular may mean within a given number of degrees to perpendicular, such as within 10 degrees or less (e.g., within 10, 9, 8, 7, 6, 5, 4, 3, 2, or 1 degree, among other possibilities).

[0282] Other examples of adjusting the landing approach based on the water are possible as well.

[0283] In addition to or in alternative to utilizing one or more cameras to determine the water conditions, other sensors may be utilized. In some examples, one or more sensors different than a camera may be utilized, and, in such cases, the functions of Figure 18 could be carried out utilizing those different sensors (even though Figure 18 refers to a plurality of cameras). For instance, within examples, the function of determining water conditions may involve determining the water conditions utilizing alternative sensors and / or multiple sensors (which may be referred to herein as a “multiple-sensor approach” or “alternative sensor approach”). For instance, the control system 500 may be configured to determine water conditions utilizing multiple sensors. For example, in addition to or in alternative to cameras, ultrasonic and / or short range radar sensors might be used, whereby sensor inputs might be conditioned and / or fused together to derive a useful representation of the water. In one example, a “camera only” approach could be supplemented by further utilizing radar to provide a bias estimate. With respect to radars in particular, phased array radar might be used (to help enable required differential measurements and / or determinations for spatial analysis).

[0284] The control system 500 may determine the water conditions utilizing alternative and / or multiple sensors in various ways. An example of the function of determining the water conditions utilizing multiple sensors is discussed with respect to Figure 21. In particular, with reference to Figure 21, a flow diagram of an example process 2100 that may be carried out in order to determine a landing approach for the craft utilizing a multiple-sensor approach is depicted. For purposes of illustration only, example process 2100 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should bePATENT Docket No. REGENT 24-0704PCT understood that example process 2100 may be carried out by computing platforms that take other forms as well. In general, example process 2100 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 21 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0285] As shown in Figure 21, the example process 2100 may begin at block 2102 with control system 500 receiving, from each of a plurality of sensors, respective sensor data regarding water. The plurality of sensors may include any suitable sensors, including, for instance, cameras, and / or ultrasonic and / or short range radar sensors, among other possibilities. In an example, if the plurality of sensors includes one or more radar sensors, it may be necessary to use a phased array, because multiple radar measurements may be needed to get depth fidelity that is necessary to estimate wave state. In some examples, the plurality of sensors may include a single type of sensor or multiple types of sensors. For instance, in an example, the plurality of sensors may be a set of sensors where every sensor in the set is a single sensor type. In another example, the plurality of sensors may include a first set of sensors of a first sensor type and a second set of sensors of a second type. Other examples are possible as well.

[0286] Further, at block 2104, control system 500 may, based on the received data, generate a three-dimensional estimate of the water surface. In this respect, block 2104 is similar in many respects to block 1804, and thus is not described here again in as great of detail. It should be understood, however, that many of the possibilities and permutations described with respect to block 1804 are also possible with respect to block 2104. Further, as discussed above, Sensor inputs from the multiple sensors may be conditioned and / or fused together to derive a useful representation of the water.

[0287] In an example, sensors of landing-zone nodes may be utilized in this multi-sensor approach. For instance, in predetermined landing areas that have been demarcated and / or augmented by landing-zone nodes, an onboard perception system may attempt to estimate the 3D spatial -temporal features of the water’s surface indirectly by sensing the motion of the buoys, andPATENT Docket No. REGENT 24-0704PCT by negating effects of camera motion due to the craft's motion, in order to extrapolate wave state across the landing area and over time. Periodicity of the buoy motion highly correlates with periodicity of waves and more generally the wider sea state. Other examples are possible as well.

[0288] Still further, at block 2106, the control system 500 may utilize the three-dimensional estimate of the water surface to determine a landing approach for the craft. Control system 500 may utilize the three-dimensional estimate of the water surface to determine the landing approach for the craft in various ways. In this respect, block 2106 is similar in many respects to block 1806, and thus is not described here again in as great of detail. It should be understood, however, that many of the possibilities and permutations described with respect to block 1806 are also possible with respect to block 2106.b. Water-First Determination Approach

[0289] In an example, the function of determining the landing approach involves performing a water analysis first and then considering wind if appropriate (which may be referred herein as a “water-first determination approach”). Notably, in practice, there might be some sufficiently “calm” waves states that are small or insignificant enough whereby it may not be needed to optimize based on water conditions. In general, a water-first determination approach may involve determining the landing approach based on water conditions if the water conditions are sufficiently disruptive, but determining the landing approach based on wind conditions if the water conditions are not sufficiently disruptive.

[0290] Turning to Figure 22, a flow diagram of an example process 2200 that may be carried out in order to determine a landing approach for the craft utilizing a water-first determination approach. For purposes of illustration only, example process 2200 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 2200 may be carried out by computing platforms that take other forms as well. In general, example process 2200 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 22 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility thatPATENT Docket No. REGENT 24-0704PCT functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0291] As shown in Figure 22, the example process 2200 may begin at block 2202 with control system 500 determining whether water is in a threshold disruptive state. This function of determining whether water is in a threshold disruptive state may involve (i) determining the water conditions utilizing a plurality of cameras, a plurality of a given type of sensors, or a plurality of multiple sensor types, as discussed above with respect to Figures 18-21 and (ii) then determining whether water is in a threshold disruptive state based on the determined water conditions. Further, in general, a threshold disruptive state may be any state of the water where it is desirable to determine the landing approach based solely on the state of the water. In an example, a threshold disruptive state may correspond to a wave height above a given threshold (e.g., higher than 5 feet). Additionally or alternatively, a threshold disruptive state may correspond to a water current speed above a given threshold (e.g., higher than 4 miles per hour). Other threshold disruptive states are possible as well.

[0292] Further, at block 2204, control system 500 may, if the determination is that water is in a threshold disruptive state, determine a landing approach based on the water conditions, but if the determination is that water is not in a threshold disruptive state, determine a landing approach based on the wind conditions. The function of determining a landing approach for the craft based on water conditions may involve optimizing the landing approach based on the water conditions as described above with references to Figures 18-21. Further, the function of determining a landing approach for the craft based on wind conditions may involve optimizing the landing approach based on the wind conditions. In general, flying into the wind increases the vehicle’s effective airspeed (the speed the vehicle is moving through the wind, as opposed to the speed it is moving relative to the ground) which makes the vehicle more dynamic, and thus easier to control. As such, it is typically preferred for aircraft to land into the wind. In some examples, optimizing landing based on wind may involve maintaining an approach vector for the craft but implementing decrabbing techniques to account for the wind. In other examples, optimizing landing based on wind may involve adjusting the approach vector for the craft, such as adjusting the approach vector for the craft relative to and / or in consideration of a direction of a flow of the wind.

[0293] The control system 500 may optimize for wind in various ways. For instance, as one possibility, the function of optimizing landing based on wind may involve maintaining an approach vector for the craft but implementing de-crabbing techniques to account for the wind. For instance, in one approach of optimization based on wind, the craft might not select and / or change the approach vector for landing based on wind direction. Nonetheless, assuming a givenPATENT Docket No. REGENT 24-0704PCT approach vector (perhaps selected based on water conditions), the craft might implement a version of de-crabbing techniques to help maintain the directionality / stability of the landing vector in the presence of the wind. In general, in at least some scenarios, it is preferable for a craft to land into the wind. However, if landing with meaningful crosswind, it may be preferable to de-crab to keep the plane under control and heading in the desired vector.

[0294] As another possibility, the function of optimizing the landing approach based on the wind conditions may involve changing the approach vector based on wind conditions. For example, in a scenario where the water state allows for change in approach direction, then the craft may revert to changing approach vector so as to optimize for wind. In general, it is most preferable to land into the direction of wind. Indeed, traditionally, craft most prefer to land (and take off) heading into the wind as this condition generally corresponds to increased lift and therefore increased control authority.

[0295] Examples of optimizing landing based on wind are further described with reference to Figure 23 and 24. Turning first to Figure 23, a flow diagram of an example process 2300 that may be carried out in order to optimize a landing approach based on wind is depicted. For purposes of illustration only, example process 2300 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 2300 may be carried out by computing platforms that take other forms as well. In general, example process 2300 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 23 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0296] As shown in Figure 23, the example process 2300 may begin at block 2302 with control system 500 determining wind speed and direction. The control system 500 may determine wind speed and direction in various ways. As one possibility, the control system 500 may obtain wind speed and direction information from an environmental information source. As another possibility, the control system 500 may determine wind speed and direction locally. For instance,PATENT Docket No. REGENT 24-0704PCT the control system 500 may be configured to compare Global Positioning System (GPS) airspeed to ground speed. In some examples, the craft 100 may be equipped with sensors (e.g., an “Air Data Unit”) that can be used to determine local airspeed. Further, the control system 500 may be configured to compare GPS airspeed to ground speed and, based on this comparison, determine the wind speed. In some examples, the control system 500 may assign values for variables related to the wind and determine wind speed and direction based on the values. For instance, the control system 500 may assign values for speed of the wind, direction of the wind (absolutely), and direction of the wind relative to vehicle’s body velocity, among other possibilities.

[0297] Further, at block 2304, the control system 500 may implement a de-crabbing procedure based on the determined wind speed and direction. The function of implementing a de-crabbing procedure based on the determined wind speed may take various forms. In general, a de-crabbing procedure may involve causing the craft to approach the landing area somewhat sideways while centering the craft along the desired heading. Examples of a de-crabbing procedure are described in PCT / US23 / 29996 (published as WO 2024 / 035885), which is incorporated by reference herein in its entirety. As described at paragraph

[0100] of PCT / US23 / 29996, an example de-crabbing procedure may involve adjusting the angles of the rudders of the craft to cause the craft to approach the landing area somewhat sideways while centering the craft along the desired heading. The sideways positioning allows the craft to balance the crosswind with its own lateral movement in the opposite direction while making progress toward the runway. PCT / US23 / 29996 describes landing procedures, and the landing procedures described therein can be used to improve, modify, and / or at least partially automate the determined landing approaches disclosed herein.

[0298] Turning next to Figure 24, a flow diagram of an example process 2400 that may be carried out in order to optimize a landing approach based on wind is depicted. For purposes of illustration only, example process 2400 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 2400 may be carried out by computing platforms that take other forms as well. In general, example process 2400 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 24 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may bePATENT Docket No. REGENT 24-0704PCT implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0299] As shown in Figure 24, the example process 2400 may begin at block 2402 with control system 500 determining wind direction and / or wind speed. In this respect, block 2402 is similar in many respects to block 2302, and thus is not described here again in as great of detail. It should be understood, however, that many of the possibilities and permutations described with respect to block 2302 are also possible with respect to block 2402.

[0300] Further, at block 2404, control system 500 may adjust the approach vector for the craft 100 based on the wind direction and / or wind speed. In general, control system 500 may adjust the approach vector such that the approach vector causes the craft to land into or substantially into (e.g., within a threshold low angle, such as within 10 degrees) the direction of the wind. For instance, control system 500 may adjust the approach vector from (i) an orientation in which the approach vector would cause the craft to land into a crosswind to (ii) an orientation in which the approach vector would cause the craft to land into the direction of the wind. In an example, when landing into a crosswind, the control system may adjust motor control to help compensate for yaw induced by wind against the body of the vehicle. In an example, this may be accomplished with the aero rudder, and with differential thrust there may be an additional option to slow down some motors while speeding up others to generate yaw. In an example, if landing with the wind, the control system may increase revolutions per minute (RPM) across the motors to compensate for the loss of lift caused by a tailwind. Control surfaces for wind generally are the tail rudders for correcting yaw induced by wind on landing. Other examples of adjusting the approach vector for the craft 100 based on the wind direction are possible as well.c. Wind-Only Determination Approach

[0301] In some examples, the function of determining the landing approach may involve determining the landing approach based on wind conditions without taking into account water conditions (which may be referred to herein as a “wind-only determination approach”). For instance, determining the landing approach based on wind conditions may involve performing the functions discussed above with respect to Figures 23 and 24 (e.g., without first performing the functionality discussed with respect to Figure 22 regarding determining whether the water conditions are in a threshold disruptive state).d. Water and Wind Determination Approach

[0302] In some examples, the function of determining the landing approach may involve determining the landing approach based on water conditions and wind conditions (which may bePATENT Docket No. REGENT 24-0704PCT referred to herein as a “water and wind determination approach”). In practice, the wind typically moves in the same direction as the waves below it are propagating (or at least some localized portion of the waves that are near the craft). As a consequence, flying into the wind and landing might mean flying into a wave, as opposed to with the wave, and thus hitting it at a higher speed (relative to the wave) than if the craft were flying in the same direction as the wind, and thus the same direction as the wave propagation. Notably, this induces more stresses on the craft, more rapid deceleration, and potentially more torque, depending on the orientation of the vehicle at landing. Thus, in some examples, it is desirable to cross optimize for wind and waves during landing. In some scenarios, however, water conditions may diverge from the wind conditions. For instance, when on the water, wind direction will often correlate (at least in substantial part) with some local movement / effect on water, but overall swell of water may diverge from the wind. Generally, optimization for both wind and wave state may involve a tradeoff between a preference to land into the wind and a preference to land both perpendicular to and with the direction of travel of a wave. By balancing between wind conditions and water conditions, the craft may be able to balance between control authority (e.g., controlling descent, pitch, etc.), comfort, safety, and impact on the craft. Balancing between wind conditions and water conditions may be referred to as “cross-optimizing” landing based on the water conditions and wind conditions.

[0303] In an example, the control system 500 may take into account both factors and then output a decision based on both the wind conditions and water conditions. In some examples, the control system 500 may assign weights to the wind and wave conditions and then adjust based on those assigned weights. For instance, in an example, the control system may assign a first, higher weight (e.g., 60% or above) to the wind conditions and a second, lower weight (e.g., 40% or below) to the water conditions, and then utilize those weights when determining an approach based on the water and wind conditions. In another in an example, the control system may assign a first, higher weight (e.g., 60% or above) to the water conditions and a second, lower weight (e.g., 40% or below) to the wind conditions, and then utilize those weights when determining an approach based on the water and wind conditions. Other example weights are possible as well.

[0304] Within examples, the function of determining the landing approach may involve determining the landing approach based on factors and / or conditions in addition to water conditions and / or wind conditions. As one such example, the approach vector may also be adjusted based on landing distance. In general, an additional optimization objective will be to optimize landing distance. Typically, landing at a slower speed will tend to decrease landing distance. However, decreasing speed in the air tends to decrease control authority, and so there is a further optimization evaluation that may be performed in this regard. For instance, the control system 500PATENT Docket No. REGENT 24-0704PCT may determine an airspeed, based on a landing distance and a requisite lift, for at least a portion of the landing procedure. As another example, obstacles (whether stationary or moving) may be considered in addition to water conditions and / or wind conditions. For instance, the function of determining the landing approach may involve determining the landing approach based on (i) water conditions and / or wind conditions and (ii) obstacles. Within examples, obstacles may be considered for obstacle avoidance and / or giving the craft leeway or room for operating safely. Example obstacles may include vehicles, rocks, bathymetry, and / or marine mammals, among other possibilities.D. Displaying Landing-Related Information

[0305] The function of causing landing-related information to be output discussed with respect to block 906 will now be discussed in greater detail below with reference to Figures 25 to 36. At a high level, the control system 500 may be configured to output one or more indications related to landing of the craft 100.

[0306] An example process for outputting landing-related information is described with reference to Figure 25. In this regard, the computing system 500 may be configured to output landing-related data and thereby cause landing-related information to be presented at a user interface of a system associated with the craft. For purposes of illustration only, example process 2500 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 2500 may be carried out by computing platforms that take other forms as well. In general, example process 2500 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), a computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 25 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0307] As shown in Figure 25, the example process 2500 may begin at block 2502 with control system 500 obtaining data indicating a landing area. In some examples, at block 2502a, the control system 500 may optionally obtain additional data related to the landing area. For instance, as onePATENT Docket No. REGENT 24-0704PCT possibility, the control system 500 may obtain data regarding a landing process. For example, information about the landing process may comprise information regarding allowable operator inputs that may be adjusted by an operator when the craft is operating within a landing zone. As another example, information about the landing process may comprise information regarding the amount of time until touchdown (e.g., a countdown). As yet another example, information about the landing process may comprise information regarding the distance and / or direction from current position to the landing area.

[0308] As another possibility, the control system 500 may obtain data regarding the water conditions and / or wind conditions in the landing area. As yet another possibility, the control system 500 may obtain data regarding one or more obstacles in or surrounding the landing area. As yet another possibility, the control system 500 may obtain data regarding information regarding one or more restricted areas in or surrounding the landing area, among other possibilities.

[0309] Other additional data related to the landing area is possible as well.

[0310] The control system 500 may obtain (i) the data indicating a landing area and (ii) additional data related to the landing area in various ways. In general, the data indicating a landing area and / or the additional data related to the landing area may be received from any suitable source and / or generated by the control system 500. Further, the data indicating a landing area and / or the additional data related to the landing area received from any suitable source and / or generated by the control system 500 may be received and / or generated in any suitable way including, for instance, as discussed above with respect to blocks 902 and 904, among other possibilities. For example, the data indicating a landing area might include a landing area identified in accordance with block 902.

[0311] At block 2504, the control system 500 may output data related to the landing area and thereby cause an indication of the landing area to be presented at a user interface of a system associated with the craft. For instance, the control system 500 may output data related to the landing area and thereby cause an indication of the landing area to be presented. Various indications of the landing area are possible. In an example, the control system 500 may output data related to the touchdown point for the craft and thereby cause an indication of the touchdown point for the craft to be displayed. For instance, the indication may comprise an indicator (e.g., a marker or icon) identifying the predicted touchdown point. The display might include a map view (e.g., a top-down overhead view, among other possibilities) that includes the landing area. In another example, the indication may comprise a virtual marker projected on the ground in a video feed.PATENT Docket No. REGENT 24-0704PCT

[0312] As another example, the control system 500 may output data related to the landing runway for the craft and thereby cause an indication of the landing runway for the craft. The presented landing runway may take various forms. For instance, the control system 500 may output data related to the two-dimensional landing zone within which the craft 100 is to perform functions to facilitate landing the craft and / or land the craft on the water and thereby cause an indication of the two-dimensional landing zone to be presented. As another example, the control system 500 may output data related to the three-dimensional landing zone within which the craft 100 is to perform functions to facilitate landing the craft and / or land the craft on the water and thereby cause an indication of the three-dimensional landing zone to be presented. As another example

[0313] Indications of the landing zones may comprise or serve to provide a “virtual runway.” In some examples, the virtual runway may be displayed as an overlay, such that the presented runway appears to augment the real-world view of an operator of the craft. In other examples, the runway may be displayed on a screen utilized by the operator during landing.

[0314] In some examples, the indication of the landing area may comprise color variance. For instance, the indication may comprise a color-coded ellipse showing the probability distribution of the landing area. Color variance may be utilized to provide additional context around the landing area. This color variance could help illustrate things such as bathymetry levels in areas or more generalized areas to avoid when landing and / or steering the vehicle on landing or approach (e.g., if landing in a tighter zone around other obstacles). In another example, color variance may represent areas with and / or without current.

[0315] Other example indications of the landing area are possible as well.

[0316] Within examples, the indication of the landing area may be displayed prior to initiating the landing procedure and / or during the landing procedure.

[0317] In some examples, at block 2504a, the control system 500 may also be configured to cause additional information to be displayed. As mentioned above, at block 2502a, the control system 500 may optionally obtain additional data related to the landing area. The control system 500 may be configured to cause one or more indications of the obtained additional information to be displayed. For instance, the control system 500 may output data related to the landing process and thereby cause an indication of the landing process to be presented at a user interface of a system associated with the craft. In this regard, information about the landing process may comprise information regarding allowable operator inputs that may be adjusted by an operator when the craft is operating within the landing zone. Further, the display may further include an indication of the amount of time until touchdown (e.g., a countdown). In another example, thePATENT Docket No. REGENT 24-0704PCT display may further include an indication of the distance and / or direction from current position to the landing area. In another example, the display may include an indicator of where landing will be completed (i.e., the location at which the craft may come to a stop). In another example, the display may include an indicator of where it is acceptable to deploy foils. This may be the same location as where landing will be completed. In another example, the information about the landing process may comprise information about the water conditions and / or wind conditions in the landing area.

[0318] As another example, the control system 500 may output data related to one or more obstacles surrounding the landing area and thereby cause an indication of the one or more obstacles surrounding the landing area to be presented at a user interface of a system associated with the craft. As another example, the control system 500 may output data related to one or more restricted areas surrounding the landing area and thereby cause an indication of the one or more restricted areas surrounding the landing area to be presented at a user interface of a system associated with the craft.

[0319] The user interface of a system associated with the craft may be any suitable user interface. For instance, the user interface may be any suitable human-machine interface (HMI), examples of which include an in-dash display, heads-up display (HUD), and / or an in-helmet display, among other possibilities. Moreover, aspects of the user interface and / or individual respective elements thereof might be displayed on different such HMIs concurrently. For instance, a first given element may be displayed via an in-dash display while a second given element may be displayed via a HUD.

[0320] Figure 26 illustrates an example HMI that takes the form of an in-dash display 2600. Example HMI includes a display screen 2602 that is mounted in a dash 2604 of the craft 100. The display screen is configured to present a GUI that displays landing-related information. The indash display 2600 may be configured to display landing-related information, such as the landing related information described below with respect to Figures 29-36. Such in-dash display capability of this landing-related information may help to reduce cognitive load for an operator during a landing process for craft 100.

[0321] Figure 27 illustrates an example HMI that takes the form of a heads-up display (HUD) 2700 that is configured to project images on a windshield of the craft. In particular, HUD 2700 includes a projector 2702 that is configured to display landing-related information via overlay 2704 on windshield 2706. The HUD 2700 may be configured to display landing-related information, such as the landing related information described below with respect to Figures 29-36. Further, such HUD capability of displaying landing-related information via overlay on a craftPATENT Docket No. REGENT 24-0704PCT windshield may help to provide an augmented reality relative to the real-world surrounding environment, which may help to reduce cognitive load for an operator during a landing process for craft 100.

[0322] Figures 28a-b illustrates an example HMI that takes the form of an in-helmet display 2800. More particularly, Figure 28a illustrates an example helmet 2802 that is configured to be worn by an operator of the craft 100. Further, the helmet 2802 may be configured to display landing-related information via overlay 2806 on a helmet visor 2804. Figure 28b illustrates an example overlay 2806. The helmet 2802 may be configured to display landing-related information, such as the landing related information described below with respect to Figures 29-36. Further, such in-helmet display of landing-related information via overlay on a helmet visor may help to provide an augmented reality relative to the real-world surrounding environment, which may help to reduce cognitive load for an operator during a landing process for craft 100.

[0323] Further, in some examples, the in-helmet display 2800 may be configured to provide a virtual “look through” capability. In general, this virtual “look through” capability may simulate an ability to “see through” the craft. For instance, this virtual “look through” capability may allow an operator to virtually “see through” the body of the craft in all directions including downward (e.g., through floor of the craft). Such virtual “look through” capability may be useful in various scenarios. For instance, as one example, this might be particularly useful to the extent it provides an accurate view of the landing area (that might extend visually “under” the craft at a given point in time). As another example, this might also be particularly useful while docking the craft (e.g., operator might “look through” the craft to observe craft position relative to dock). Other example scenarios in which a look-through view may be useful are possible as well. Further, an example “look through” presented at a user interface associated with the craft is described in further detail with reference to Figures 36.

[0324] In some examples, the control system 500 may be in communication with and / or the craft 100 may include any one of an in-dash display, a HUD, an in-helmet display, or a combination thereof.

[0325] As mentioned above, the computing system 500 may be configured to cause the HMI to display an indication of the landing area. As an illustrative example, Figure 29 depicts an example snapshot 2900 of a GUI 2902 that displays a planned landing area. GUI 2902 includes an indication 2904 of the planned landing location. Indication 2904 identifies the predicted touchdown point. Further, in this example, the GUI 2902 displays an overhead view of the region. In other examples, the GUI 2902 may display a three-dimensional view of the region.PATENT Docket No. REGENT 24-0704PCT

[0326] As another illustrative example, Figure 30 depicts an example snapshot 3000 of a GUI 3002 that displays a planned landing area. In particular, GUI 3002 includes an indication 3004 of a planned landing zone. Indication 3004 identifies a two-dimensional landing zone within which the craft 100 is to perform functions to facilitate landing the craft and / or land the craft on the water. As mentioned above, this indication may serve as a virtual runway for the craft. Further, in this example, the GUI 3002 displays an overhead view of the region. In other examples, the GUI 3002 may display a three-dimensional view of the region.

[0327] As mentioned above, the computing system 500 may also be configured to cause the HMI to display additional landing-related information.

[0328] For instance, as mentioned above, the display may provide an indication of one or more avoidance areas in the region in which the craft is landing. In this regard, in an example, the display may provide an indication of bathymetry in the landing zone. In another example, the display may provide an indication of obstacles relative to the path of travel and / or of “restricted” areas relative to the path of travel. Such indications may be useful in scenarios where the landing region is a crowded and / or congested area (e.g., a region in which other craft are landing and / or water vessels are traveling). An illustrative example is shown in Figure 29. In particular, GUI 2902 displays an area 2906 to be avoided that corresponds to an area having shallow water and an area 2908 to be avoided that corresponds to an underwater obstruction such as a coral reef or a sandbar. Similarly, with reference to Figure 30, GUI 3002 displays an area 3006 to be avoided that corresponds to an area having shallow water and an area 3008 to be avoided that corresponds to an underwater obstruction such as a coral reef or a sandbar.

[0329] As mentioned above, in some examples, the display may provide information about the landing process. For instance, the display may provide an indication of how to land on the water. As an illustrative example, with reference to Figure 30, GUI 3002 includes an indicator 3010 that suggests where to land within a trough of a wave.

[0330] As mentioned above, in some examples, the display may include an indicator of the status of the water and / or an indicator of the wind status. As an illustrative example, with reference to Figure 30, GUI 3002 includes an indication 3012 for the status of the water and an indicator 3014 for the status of the wind. As another example of an indicator of the status of the water, the display may include an indicator of the long period of the waves or swells in the area.

[0331] As mentioned above, in some examples, the indication of the landing area may serve to provide a virtual runway. In this regard, the control system 500 may be configured to output landing-related data and thereby cause a virtual runway to be presented at a user interface of a system associated with the craft. The display may indicate (e.g., highlight) the expected path ofPATENT Docket No. REGENT 24-0704PCT travel during the landing process and / or other information related to the landing process. As an illustrative example, Figure 31 depicts an example snapshot 3100 of a GUI 3102 that displays an augmented reality display of a virtual runway. GUI 3102 includes an indication of the expected landing runway 3104. In this example, the GUI also displays subzones for the expected landing runway. In this regard, the GUI 3102 displays wing-borne mode zone 3110, a hull-borne mode zone 3112, and a hull-borne or foil-borne mode zone 3114. Still further, the GUI 3102 displays an area 3106 to be avoided that corresponds to an area having shallow water and an area 3108 to be avoided that corresponds to an underwater obstruction such as a coral reef or a sandbar.

[0332] Another illustrative example of a virtual runway is shown in Figure 27. In particular, the overlay 2704 comprises a landing runway 2710 that augments the real -world view of an operator of the craft 100. The overlay 2704 may also include additional information, including, for instance, touchdown point, indications of mode-of-operation subzones, and indications of allowable operator inputs, among other possibilities. Yet another illustrative example of a virtual runway is shown in Figure 28. In particular, the overlay 2806 comprises a landing runway 2810 that augments the real -world view of an operator of the craft 100. The overlay 2806 may also include additional information, including, for instance, touchdown point, indications of mode-of-operation subzones, and indications of allowable operator inputs, among other possibilities.

[0333] Within examples, the display may be updated as appropriate as the landing process proceeds. For instance, the display may adapt as the real-world view changes. Further, as discussed above, throughout the landing process, the control system 500 may update the landing target area and / or landing process per the optimization routines discussed herein, and the display may be modified accordingly based on those updates.E. Modification of Landing Area and / or Landing Process and Display Thereof

[0334] In some examples, the control system 500 may be configured to allow an operator to modify the landing area and / or the landing process. The function of allowing an operator to modify the landing area and / or the landing process may take various forms, examples of which are described with reference to Figures 32 through 35.

[0335] Turning first to modifying the landing area, an example process for modifying the landing area is described with reference to Figure 32. For purposes of illustration only, example process 3200 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 3200 may be carried out by computing platforms that take other forms as well. In general, example process 3200 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), aPATENT Docket No. REGENT 24-0704PCT computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 32 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0336] As shown in Figure 32, the example process 3200 may begin at block 3202 with control system 500 receiving a request to modify the landing location. The control system 500 may receive the request to modify the landing location in any suitable way. For instance, in some examples, the control system 500 may present a selectable indicator for modifying the landing location, and receiving the request may involve receiving data indicating a selection of the selectable indicator. In some examples, concurrent with the GUI giving the operator the option to modify the landing location, the operator might be given the option to confirm or approve the landing location (e.g., as opposed to modifying it).

[0337] At block 3204, the control system 500 may receive, via the GUI, data indicating a modified landing location. The control system 500 may receive via the GUI, data indicating a modified landing location in any suitable way. In some examples, a user may drag a first landing location to a second, updated landing location via the GUI. In other examples, a user may tap and / or touch on a map to indicate a second, new landing location. Other examples are possible as well.

[0338] Further, at block 3206, after receiving the data indicating the modified landing location, the control system 500 may update the landing location based on the received data indicating the modified landing location. In an example, the control system 500 may determine whether the modified landing location is an acceptable landing location (e.g., not within an avoidance area), and if the modified landing location is acceptable, the control system 500 may set the modified landing location as the new landing location for the craft 100. Still further, in some examples, at block 3208, the control system 500 may automatically update the landing process based on the updated landing location. The control system 500 may update the landing process based on the updated landing location in any suitable way. For instance, the control system 500 may adjust the planned landing process based on the water and / or wind conditions at the updated landing location.PATENT Docket No. REGENT 24-0704PCT Other examples of updating the landing process based on the updated landing location are possible as well.

[0339] Figure 33 depicts an example snapshot 3300 of a GUI 3302 for updating the landing area. GUI 3302 includes an indication 3306 of an original landing location. The GUI 3302 may include one or more GUI elements for adjusting the landing location. For instance, GUI 3302 further includes a selectable indicator 3308 for modifying the landing location. In response to activation of the selectable indicator 3308, a user may input via GUI 3302 a second, new landing location 3310.

[0340] In some examples, the control system 500 may be configured to automatically suggest a new, updated landing location and the GUI may include a GUI element that indicates that the landing location is suggested. The control system 500 may suggest a new, updated landing location at various times and in any suitable way. In an example, the control system 500 may automatically suggest a new, updated landing location in response to detecting a change in wind and / or water conditions. In another example, the control system 500 may automatically suggest a new, updated landing location in response to activation of the selectable indicator 3308. Other examples are possible as well.

[0341] Within examples, the GUI 3302 may include elements for accepting and / or setting the modified landing location as the updated landing location. In some examples, the GUI may include elements that indicate, respectively, that the landing location is “suggested” or “set.” For instance, the control system 500 may display an indicator 3312 for a suggested landing location along with an indicator 3314 that specifies the new landing location is a suggested landing location. Further, the GUI 3302 may include a selectable indicator 3316 to set the suggested landing location as the modified landing location and / or a selectable indicator 3318 to reject the suggested landing location. While selectable indicator 3308 is illustrated as a “modify” button, selectable indicator 3316 is illustrated as an “approve” button, and selectable indicator 3318 is illustrated as a “reject” button, any other suitable GUI mechanisms for executing the corresponding operator input are possible.

[0342] Turning next to modifying the landing process, an example process for modifying the landing process is described with reference to Figure 34. For purposes of illustration only, example process 3400 is described as being carried out by a computing platform that takes the form of control system 500 of Figure 5, but it should be understood that example process 3400 may be carried out by computing platforms that take other forms as well. In general, example process 3400 includes functions that may be carried out by any computing platform associated with the craft including, for instance, a computing platform on the craft (such as control system 500), aPATENT Docket No. REGENT 24-0704PCT computing platform that is remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. Further, it should be understood that, in practice, the functions described with reference to Figure 34 may be encoded in the form of program instructions that are executable by one or more processors of the computing platform. Further yet, it should be understood that the disclosed process is merely described in this manner for the sake of clarity and explanation and that the example embodiment may be implemented in various other manners, including the possibility that functions may be added, removed, rearranged into different orders, combined into fewer blocks, and / or separated into additional blocks depending upon the particular embodiment.

[0343] As shown in Figure 34, the example process 3400 may begin at block 3402 with control system 500 receiving a request to modify the landing process. The control system 500 may receive the request to modify the landing process in any suitable way. For instance, in some examples, the control system 500 may present a selectable indicator for modifying the landing process, and receiving the request may involve receiving data indicating a selection of the selectable indicator.

[0344] At block 3404, the control system 500 may receive, via the GUI, data indicating a modified landing process. The control system 500 may receive, via the GUI, data indicating a modified landing process in any suitable way. For instance, the landing process may be modified in any suitable way including, for instance, the speed of landing, the rate of descent, and / or the runway for landing (e.g., the location, size, and / or shape of the runway), among other possibilities. Further, at block 3406, after receiving the data indicating the modified landing process, the control system 500 may update the landing process based on the received data indicating the modified landing process. In general, the control system 500 may set the modified landing process as the new landing process for the craft 100.

[0345] Figure 35 depicts an example snapshot 3500 of a GUI 3502 for updating the landing process. The GUI 3302 may include one or more GUI elements for adjusting the landing process. For instance, in an example, GUI 3502 includes a selectable indicator 3508 for initiating modifying the landing process. In response to activation of the selectable indicator 3508, the GUI may display one or more GUI elements for adjusting one or more aspects of the landing process. For instance, in this example, GUI 3502 may display a GUI element 3510 for adjusting the speed of landing, a GUI element 3512 for adjusting the rate of descent, and a GUI element 3514 for adjusting the runway for landing. Other examples are possible as well.

[0346] In some examples, the control system 500 may be configured to automatically suggest a new, updated landing process. Further, GUI 3502 may display an indication of a suggested modified landing process, as well as a GUI element to accept or reject the suggested landingPATENT Docket No. REGENT 24-0704PCT process. The control system 500 may suggest a new, updated landing process at various times and in any suitable way. In an example, may automatically suggest a new, updated landing process in response to detecting a change in wind and / or water conditions. In another example, may automatically suggest a new, updated landing process in response to activation of the selectable indicator 3508. Other examples are possible as well.

[0347] In some examples, the control system 500 may be configured to allow for the ability for an operator to manipulate the landing location and the landing process at the same time.

[0348] Operator manipulation of the landing location and / or the landing process is primarily described above with respect to a GUI. However, other manners of operator manipulation of the landing location and / or the landing process are possible as well. For instance, in some examples, the control system 500 may be configured to allow for the ability for an operator to manipulate the landing location and / or the landing process manually by utilizing a joystick of the craft as a way to adjust landing location by manipulating vertical velocity hold (e.g., by pushing forward or back). In an example, if there is a default descent rate, the operator may push the joystick forward so as to increase the speed of landing and / or increase the rate of descent. In another example, if the operator desires to manipulate the landing runway so as to extend the runway (without aborting the landing), the operator may pull backward on the joystick to extend the runway. In the event such manual manipulation of the landing process is performed, the display may be updated accordingly based on the manual manipulation. Further, while manual manipulation is primarily discussed above with respect to manipulation via a joystick, it should be understood that these manipulations may be achieved via other user input tools such as via buttons on a control system, among other possibilities.

[0349] Further, in some examples, the control system 500 may define and / or enforce limits to the manipulation of the landing process. In this regard, as described above, the control system 500 may allow for manipulating a landing process only up to a threshold amount. For instance, the control system 500 may allow an operator to change the landing speed by an amount that is less than or equal to a threshold percentage of the planned landing speed (e.g., an amount that is less than or equal 5%, 10%, 15%, 20%, or 25% of the planned landing speed, among other possibilities. As another example, the control system 500 may allow an operator to change the landing runway length by an amount that is less than or equal to a threshold percentage of the planned landing runway length (e.g., an amount that is less than or equal 5%, 10%, 15%, 20%, or 25% of the planned landing runway length, among other possibilities. Other example limits to the manipulation of the landing process are possible as well.PATENT Docket No. REGENT 24-0704PCT

[0350] As mentioned above, in some examples, the display may provide a look-through view. Figure 36 depicts an example snapshot 3600 of an overlay 3602 that provides an example look-through view 3604. In this example, the view 3604 is a view that “sees through” the bottom of the craft 100 (which is illustrated in a dotted line for reference) to provide a view of the environment 3608 beneath the craft 100. In particular, in this illustrative example, the environment 3608 beneath the craft 100 includes water 3610 and sandbar 3612. Other look through views are possible as well.

[0351] In one implementation, the look-through view is provided via in-helmet display 2800. The operator may control the field of view of the look through view based on the orientation of the operator’s helmet 2802. Although in this implementation the look through view is provided via in-helmet display 2800, in other implementations, a look through view of the craft could be provided via other displays, such as in-dash display 2600 or HUD 2700. In such an example, an operator may be able to manipulate the field of view of the look-through display via interaction with the GUI presented by in-dash display 2600 or the overlay display presented by HUD 2700. In this way, the operator may be able to obtain a visual of a look-through view on the in-dash display 2600 or HUD 2700.

[0352] As indicated above, the computing platform carrying out the functionality of example process 900 (and associated functions described with reference to Figures 10-36) may be a computing platform on the craft (e.g., such as control system 500), a computing platform remote from the craft, or a computing platform that is distributed between locations on the craft and remote from the craft. In examples where the computing platform is remote from the craft, the computing platform may be at any suitable location. For instance, as one possibility, the remote computing platform may be located at a dock or office associated with the craft’s home base of operation. As another possibility, the computing platform may be a cloud-based computing platform that is in communication with the craft (perhaps in addition to a plurality of other craft). Other examples are possible as well. Further, in examples where the computing platform is distributed between locations on the craft and remote from the craft, some of the functionality may be carried out on a portion of the computing platform remote from the craft, whereas other functionality may be carried out by the portion on the computing platform on the craft.F. Example Benefits

[0353] Beneficially, the disclosed methods, systems, and software technology for landing of multimodal craft help to overcome various limitations of existing landing technologies. For instance, the disclosed methods, systems, and software technology beneficially account for the various challenges that are presented for a craft such as craft 100 that is configured to take offPATENT Docket No. REGENT 24-0704PCT from, fly close to the surface of, and land on water. In this regard, the disclosed methods, systems, and software technology for landing of multimodal craft beneficially account for monitoring the environment and objects for potential risks and / or collisions when landing the craft.

[0354] Further, the disclosed methods, systems, and software technology for landing of multimodal craft also beneficially account for the continuously changing water conditions (e.g., changing profile of waves) and the potential for occlusion due to the water (e.g., an object that is obscured behind waves).

[0355] Still further, the disclosed methods, systems, and software technology for landing of multimodal craft also beneficially account for both (i) water conditions and wind conditions during landing and can optimize the landing of the craft based on the water and / or wind conditions.

[0356] Yet still further, the disclosed methods, systems, and software technology for landing of multimodal craft also beneficially reduce or eliminate challenges associated with (i) water being a dynamic surface subject to significant variation and (ii) “glassy water conditions” that may occur during landing of the craft.

[0357] Yet still further, the disclosed methods, systems, and software technology for landing of multimodal craft also beneficially reduce or eliminate issues that may be associated with difficulty of visualization of (i) the landing point and (i) the wave geometry around that point for the operator.

[0358] Yet still further, the disclosed methods, systems, and software technology for landing of multimodal craft also beneficially account for bathymetry characteristics during landing.

[0359] Yet still further, the disclosed methods, systems, and software technology for landing of multimodal craft also beneficially help to expand or increase a landing envelope of scenarios in which it is acceptable to land craft. Further, the disclosed methods, systems, and software technology for landing of multimodal craft also beneficially improve or enhance dynamic selection of landing location from among the wide landing envelope of scenarios in which it is acceptable to land craft.

[0360] Yet still further, the disclosed methods, systems, and software technology for landing of multimodal craft also beneficially help to reduce or eliminate issues associated with missing a planned landing location. In this regard, the disclosed methods, systems, and software technology may help to reduce or eliminate scenarios in which a multimodal craft needs to miss a planned landing location.

[0361] Yet still further, the disclosed HMIs may help to minimize or reduce the complexity of HMIs for a multimodal craft (compared to existing HMIs). For instance, the disclosed HMIs may help to reduce cognitive load for an operator and provide a user-friendly HMI for a multimodalPATENT Docket No. REGENT 24-0704PCT craft that is adaptable to and useful during a landing process for a multimodal craft such as craft 100.

[0362] Yet still further, the disclosed methods, systems, and software technology for landing of multimodal craft also beneficially help facilitate automated landing (e.g., partially automated or fully automated)) on water. In an example, the improved automation for landing on water helps to improve safety, reduce or eliminate the cognitive load on an operator, and to make “glassy water conditions” less of an issue (e.g., for the operator of the craft).V. Takeoff for Multimodal Craft

[0363] The disclosed methods, systems, and software technology are primarily described herein with reference to landing of the craft 100. However, in some examples, the disclosed methods, systems, and software technology can also be applied to other aspects of travel of the craft, such as a takeoff procedure for the craft 100. For instance, the disclosed technology may be utilized for one or more aspects of a takeoff procedure for the craft 100. In this regard, the disclosed methods, systems, and software technology can also be applied to, for instance, takeoff location identification, takeoff zone identification (e.g., a three-dimensional takeoff cone), and / or takeoff vector optimization (in view of wave state and / or wind), among other possibilities.

[0364] In order to apply the disclosed methods, systems, and software technology to a takeoff procedure, the control system 500 may perform the same or similar process as the one described with respect to Figure 9 (noting, however, that the process is applied with respect to takeoff rather than landing). For instance, at a high-level, the control system 500 may be configured to (i) identify a take-off area for a craft such as craft 100; (ii) based on water conditions and / or wind conditions, determine a take-off approach for the craft; (iii) cause take-off related information to be output; and (iv) automatically implement at least a portion of the determined take-off approach for the craft. Given that utilizing the disclosed technology for one or more aspects of a takeoff procedure for the craft 100 is the same or similar in many respects to utilizing the disclosed technology for a landing procedure, this process for utilizing the disclosed technology for one or more aspects of a takeoff procedure for the craft 100 is not described here again in as great of detail. It should be understood, however, that many of the possibilities and permutations described with respect to Figures 9-36 are also possible with respect to utilizing the disclosed technology for one or more aspects of a takeoff procedure for the craft 100.

[0365] For instance, with respect to identifying the take-off area, the identified take-off area may be a two-dimensional take-off zone or a three-dimensional take-off zone. Further, the takeoff area may also include a plurality of subzones, where each sub-zone is a zone associated with a set of one or more modes of operation. Still further, the control system 500 may be configuredPATENT Docket No. REGENT 24-0704PCT to output data related to the takeoff procedure and thereby cause an indication of the takeoff procedure to be presented at a user interface of a system associated with the craft. For instance, Figure 37 depicts an example snapshot 3700 of a GUI 3702 that displays information related to a takeoff procedure. In this example, GUI 3702 displays an indication 3704 of a takeoff runway and an indication 3706 of a takeoff location. Further, GUI 3702 includes a selectable indicator 3708 for allowing modification of one or more aspects of the takeoff procedure (e.g., modification of the takeoff location and / or takeoff process).VI. Example Computing Platform

[0366] Turning now to Figure 38, a simplified block diagram is provided to illustrate some structural components that may be included in an example computing platform 3800 that may be configured to carry out any of the various functions disclosed herein, including but not limited to any of the functions described above with reference to Figures 9-37. At a high level, the example computing platform 3800 may generally comprise any one or more computing systems that collectively include one or more processors 3802, data storage 3804, and one or more communication interfaces 3806, all of which may be communicatively linked by a communication link 3808 that may take the form of a system bus, a communication network such as a public, private, or hybrid cloud, or some other connection mechanism. Each of these components may take various forms.

[0367] The one or more processors 3802 may each comprise one or more processing components, such as general-purpose processors (e.g., a single- or a multi-core central processing unit (CPU)), special-purpose processors (e.g., a graphics processing unit (GPU), applicationspecific integrated circuit, or digital-signal processor), programmable logic devices (e.g., a field programmable gate array), controllers (e.g., microcontrollers), and / or any other processor components now known or later developed. In line with the discussion above, it should also be understood that the one or more processors 3802 could comprise processing components that are distributed across a plurality of physical computing systems connected via a network.

[0368] In turn, the data storage 3804 may comprise one or more non-transitory computer-readable storage mediums that are collectively configured to store (i) program instructions that are executable by one or more processors 3802 such that computing platform 3800 is configured to perform any of the various functions disclosed herein, and (ii) data that may be received, derived, or otherwise stored, for example, in one or more databases, file systems, repositories, or the like, by computing platform 3800, in connection with performing any of the various functions disclosed herein. In this respect, the one or more non-transitory computer-readable storage mediums of the data storage 3804 may take various forms, examples of which may include volatilePATENT Docket No. REGENT 24-0704PCT storage mediums such as random-access memory, registers, cache, etc. and non-volatile storage mediums such as read-only memory, a hard-disk drive, a solid-state drive, flash memory, an optical -storage device, etc. In line with the discussion above, it should also be understood that the data storage 3804 may comprise computer-readable storage mediums that are distributed across a plurality of physical computing systems connected via a network.

[0369] The one or more communication interfaces 3806 may be configured to facilitate wireless and / or wired communication with other systems and / or devices, such as client devices (e.g., one or more client devices 3900 of Figure 39). Additionally, in an implementation where the computing platform 3800 comprises a plurality of physical computing systems connected via a network, the one or more communication interfaces 3806 may be configured to facilitate wireless and / or wired communication between these physical computing systems (e.g., between computing and storage clusters in a cloud network). As such, the one or more communication interfaces 3806 may each take any suitable form for carrying out these functions, examples of which may include an Ethernet interface, a serial bus interface (e.g., Firewire, USB 3.0, etc.), a chipset and antenna adapted to facilitate wireless communication, and / or any other interface that provides for any of various types of wireless communication (e.g., Wi-Fi communication, cellular communication, short-range wireless protocols, etc.) and / or wired communication. Other configurations are possible as well.

[0370] Although not shown, the computing platform 3800 may additionally include or have an interface for connecting to one or more user-interface components that facilitate user interaction with the computing platform 3800, such as a keyboard, a mouse, a trackpad, a display screen, a touch-sensitive interface, a stylus, a virtual-reality headset, and / or one or more speaker components, among other possibilities.

[0371] It should be understood that the computing platform 3800 is one example of a computing platform that may be used with the embodiments described herein. Numerous other arrangements are possible and contemplated herein. For instance, in other embodiments, the computing platform 3800 may include additional components not pictured and / or more or fewer of the pictured components.VII. Example Client Device

[0372] Turning next to Figure 39, a simplified block diagram is provided to illustrate some structural components that may be included in an example client device 3900 that is configured to communicate with the computing platform 3800, such as a client device used by an operator of the craft 100 during any of the processes described above with reference to Figures 9-37. As shown in Figure 39, the client device 3900 may include one or more processors 3902, data storage 3904,PATENT Docket No. REGENT 24-0704PCT one or more communication interfaces 3906, and one or more user-interface components 3908, all of which may be communicatively linked by a communication link 3910 that may take the form of a system bus or some other connection mechanism. Each of these components may take various forms.

[0373] The one or more processors 3902 may comprise one or more processing components, such as general-purpose processors (e.g., a single- or a multi-core CPU), special-purpose processors (e.g., a GPU, application-specific integrated circuit, or digital-signal processor), programmable logic devices (e.g., a field programmable gate array), controllers (e.g., microcontrollers), and / or any other processor components now known or later developed.

[0374] In turn, the data storage 3904 may comprise one or more non-transitory computer-readable storage mediums that are collectively configured to store (i) program instructions that are executable by the processor(s) 3902 such that the client device 3900 is configured to perform certain functions related to interacting with and accessing services provided by a computing platform, and (ii) data that may be received, derived, or otherwise stored, for example, in one or more databases, file systems, repositories, or the like, by the client device 3900, related to interacting with and accessing services provided by a computing platform. In this respect, the one or more non-transitory computer-readable storage mediums of the data storage 3904 may take various forms, examples of which may include volatile storage mediums such as random-access memory, registers, cache, etc. and non-volatile storage mediums such as read-only memory, a hard-disk drive, a solid-state drive, flash memory, an optical-storage device, etc. The data storage 3904 may take other forms and / or store data in other manners as well.

[0375] The one or more communication interfaces 3906 may be configured to facilitate wireless and / or wired communication with other computing devices. The communication interface(s) 3906 may take any of various forms, examples of which may include an Ethernet interface, a serial bus interface (e.g., Firewire, USB 3.0, etc.), a chipset and antenna adapted to facilitate wireless communication, and / or any other interface that provides for any of various types of wireless communication (e.g., Wi-Fi communication, cellular communication, short-range wireless protocols, etc.) and / or wired communication. Other configurations are possible as well.

[0376] The client device 3900 may additionally include or have interfaces for one or more userinterface components 3908 that facilitate user interaction with the client device 3900, such as a keyboard, a mouse, a trackpad, a display screen, a touch- sensitive interface, a stylus, a virtual-reality headset, and / or one or more speaker components, among other possibilities.

[0377] It should be understood that the client device 3900 is one example of a client device that may be used to interact with an example computing platform as described herein. Numerous otherPATENT Docket No. REGENT 24-0704PCT arrangements are possible and contemplated herein. For instance, in other embodiments, the client device 3900 may include additional components not pictured and / or more or fewer of the pictured components.VIII. Example Clauses

[0378] The disclosure includes example embodiments in accordance with the following clauses:

[0379] Clause Al . A computing platform comprising: a communication interface; at least one processor; at least one non-transitory computer-readable medium; and program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) identify a landing area for a craft, wherein the landing area comprises a landing location on water; (ii) based on one or more of water conditions and wind conditions, determine a landing approach for the craft for landing within the identified landing area; (iii) cause an indication of the identified landing area to be presented at a user interface of a system associated with the craft, wherein the indication of the identified landing area comprises a virtual runway for the craft; and (iv) automatically implement at least a portion of the determined landing approach for the craft.

[0380] Clause A2. The computing platform of clause Al, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: cause an indication of a landing process for the craft to be presented at the user interface of the system associated with the craft.

[0381] Clause A3. The computing platform of clause Al or clause A2, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: define one or more allowable operator inputs that may be adjusted by an operator when the craft is operating within the landing area.

[0382] Clause A4. The computing platform of any one of clause Al to clause A3, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: define a plurality of mode-of-operation subzones for the identified landing area.

[0383] Clause A5. The computing platform of clause A4, wherein the plurality of mode-of- operation subzones comprise: (i) a first subzone corresponding to a wing-borne mode of operation; (ii) a second subzone corresponding to a hull-borne mode of operation; and (iii) a third subzone corresponding to a hull-borne mode of operation and a foil -borne mode of operation.PATENT Docket No. REGENT 24-0704PCT

[0384] Clause A6. The computing platform of any one of clause Al to clause A5, wherein the identified landing area comprises a point on the water at which the craft is to touchdown on the water when landing.

[0385] Clause A7. The computing platform of any one of clause Al to clause A5, wherein the identified landing comprises a two-dimensional landing zone within which the craft is to perform functions to facilitate landing the craft and land the craft on the water.

[0386] Clause A8. The computing platform of any one of clause Al to clause A5, wherein the identified landing comprises a three-dimensional landing zone within which the craft is to perform functions to facilitate landing the craft and land the craft on the water.

[0387] Clause A9. The computing platform of any one of clause Al to clause A8, wherein the identified landing area is virtually defined.

[0388] Clause A10. The computing platform of any one of clause Al to clause A8, wherein the identified landing area is physically demarcated by one or more landing-zone nodes that serve to define the landing area.

[0389] Clause All. The computing platform of any one of clause Al to clause A10, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to identify the landing area for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: identify a predetermined landing area for the craft.

[0390] Clause A12. The computing platform of any one of clause Al to clause A10, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to identify the landing area for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: dynamically determine the landing area for the craft.

[0391] Clause A13. The computing platform of clause A12, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to dynamically determine the landing area for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) identify one or more available areas for landing the craft, wherein identifying the one or more available areas comprises (a) identifying a region in which the craft is to land, (b) identifying areas within the region to be avoided, and (c) ruling out the identified areas as potential landingPATENT Docket No. REGENT 24-0704PCT areas; (ii) identify one or more available areas for landing the craft that are within a remainder of the region as available options for landing; and (iii) select a landing area from among the one or more available areas for landing the craft.

[0392] Clause A14. The computing platform of any one of clause Al to clause A13, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to, based on one or more of water conditions and wind conditions, determine the landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) determine water conditions in the landing area; and (ii) utilize the determined water conditions to determine the landing approach.

[0393] Clause Al 5. The computing platform of any one of clause Al to clause Al 3, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to, based on one or more of water conditions and wind conditions, determine the landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) determine wind speed and direction; and (ii) determine a de-crabbing procedure based on the determined wind speed and direction.

[0394] Clause Al 6. The computing platform of any one of clause Al to clause Al 3, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to, based on one or more of water conditions and wind conditions, determine the landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) determine one or more of wind speed and direction; and (ii) adjust the approach vector for the craft based on the one or more of wind direction and wind speed.

[0395] Clause Al 7. The computing platform of any one of clause Al to clause Al 3, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to, based on one or more of water conditions and wind conditions, determine the landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) determine whether water is in a threshold disruptive state; and (ii) if the determination is that waterPATENT Docket No. REGENT 24-0704PCT is in the threshold disruptive state, determine the landing approach based on the water conditions, but if the determination is that water is not in the threshold disruptive state, determine the landing approach based on the wind conditions.

[0396] Clause A18. The computing platform of any one of clause Al to clause A13, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to, based on one or more of water conditions and wind conditions, determine the landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) assign respective weights to the wind conditions and the wave conditions; and (ii) utilize the assigned weights to determine the landing approach for the craft.

[0397] Clause Al 9. The computing platform of any one of clause Al to clause Al 8, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to automatically implement at least the portion of the determined landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: automatically implement the determined landing approach for the craft.

[0398] Clause A20. The computing platform of any one of clause Al to clause Al 9, wherein the system associated with the craft comprises an in-dash display, a heads-up display, or an inhelmet display.

[0399] Clause A21. The computing platform of any one of clause Al to clause A20, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: cause a look-through display to be presented at the user interface of the system associated with the craft, wherein the look-through display simulates an ability to see through the craft.

[0400] Clause A22. The computing platform of any one of clause Al to clause A21, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) present a selectable indicator for modifying the landing location; (ii) receive a request to modify the landing location; (iii) receive data indicating a modified landing location; and (iv) after receiving the data indicating the modified landing location, update the landing location based on the received data indicating the modified landing location.PATENT Docket No. REGENT 24-0704PCT

[0401] Clause A23. The computing platform of any one of clause Al to clause A22, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: suggest an updated landing location in response to detecting a change in one or more of wind conditions and water conditions.

[0402] Clause A24. The computing platform of any one of clause Al to clause A23, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) present a selectable indicator for modifying the landing process; (ii) receive a request to modify the landing process; (iii) receive data indicating a modified landing process; and (iv) update the landing process based on the received data indicating the modified landing process.

[0403] Clause A25. The computing platform of any one of clause Al to clause A24, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: suggest an updated landing process in response to detecting a change in one or more of wind conditions and water conditions.

[0404] Clause A26. The computing platform of any one of clause Al to clause A25, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) identify a take-off area for the craft; (ii) based on one or more of second water conditions and second wind conditions, determine a take-off approach for the craft for taking off within the identified take-off area; and (iii) cause an indication of the identified take-off area to be presented at a user interface of a system associated with the craft, wherein the indication of the identified take-off area serves to provide a virtual take-off runway for the craft.

[0405] Clause Bl. A craft comprising: (i) a hull; (ii) one or more wings coupled to the hull; (iii) extendible hydrofoils attached to the hull, wherein the craft is configured to operate in a wing-borne mode of operation, a hydrofoil-borne mode of operation, and a hull-borne mode of operation; and (iv) computing platform comprising: (a) a communication interface; (b) at least one processor; (c) at least one non-transitory computer-readable medium; and (d) program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) identify a landing area for a craft, wherein the landing area comprises a landing location on water; (ii) based on one or more of water conditions and wind conditions, determine a landing approach for the craft for landing within the identified landing area; (iii) cause an indication of the identified landing areaPATENT Docket No. REGENT 24-0704PCT to be presented at a user interface of a system associated with the craft, wherein the indication of the identified landing area comprises a virtual runway for the craft; and (iv) automatically implement at least a portion of the determined landing approach for the craft.

[0406] Clause B2. The craft of clause Bl, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: cause an indication of a landing process for the craft to be presented at the user interface of the system associated with the craft.

[0407] Clause B3. The craft of clause Bl or clause B2, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: define one or more allowable operator inputs that may be adjusted by an operator when the craft is operating within the landing area.

[0408] Clause B4. The craft of any one of clause B 1 to clause B3, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: define a plurality of mode-of-operation subzones for the identified landing area.

[0409] Clause B5. The craft of clause B4, wherein the plurality of mode-of-operation subzones comprise: (i) a first subzone corresponding to a wing-borne mode of operation; (ii) a second subzone corresponding to a hull-borne mode of operation; and (iii) a third subzone corresponding to a hull-borne mode of operation and a foil -borne mode of operation.

[0410] Clause B6. The craft of any one of clause Bl to clause B5, wherein the identified landing area comprises a point on the water at which the craft is to touchdown on the water when landing.

[0411] Clause B7. The craft of any one of clause Bl to clause B5, wherein the identified landing comprises a two-dimensional landing zone within which the craft is to perform functions to facilitate landing the craft and land the craft on the water.

[0412] Clause B8. The craft of any one of clause Bl to clause B5, wherein the identified landing comprises a three-dimensional landing zone within which the craft is to perform functions to facilitate landing the craft and land the craft on the water.

[0413] Clause B9. The craft of any one of clause Bl to clause B8, wherein the identified landing area is virtually defined.

[0414] Clause B10. The craft of any one of clause Bl to clause B8, wherein the identified landing area is physically demarcated by one or more landing-zone nodes that serve to define the landing area.PATENT Docket No. REGENT 24-0704PCT

[0415] Clause Bl 1. The craft of any one of clause Bl to clause BIO, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to identify the landing area for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: identify a predetermined landing area for the craft.

[0416] Clause B12. The craft of any one of clause Bl to clause BIO, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to identify the landing area for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: dynamically determine the landing area for the craft.

[0417] Clause B13. The craft of clause Bl 2, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to dynamically determine the landing area for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) identify one or more available areas for landing the craft, wherein identifying the one or more available areas comprises (a) identifying a region in which the craft is to land, (b) identifying areas within the region to be avoided, and (c) ruling out the identified areas as potential landing areas; (ii) identify one or more available areas for landing the craft that are within a remainder of the region as available options for landing; and (iii) select a landing area from among the one or more available areas for landing the craft.

[0418] Clause B14. The craft of any one of clause Bl to clause B13, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to, based on one or more of water conditions and wind conditions, determine the landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) determine water conditions in the landing area; and (ii) utilize the determined water conditions to determine the landing approach.

[0419] Clause B15. The craft of any one of clause Bl to clause B13, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to, based on one or more ofPATENT Docket No. REGENT 24-0704PCT water conditions and wind conditions, determine the landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) determine wind speed and direction; and (ii) determine a de-crabbing procedure based on the determined wind speed and direction.

[0420] Clause B16. The craft of any one of clause Bl to clause B13, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to, based on one or more of water conditions and wind conditions, determine the landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) determine one or more of wind speed and direction; and (ii) adjust the approach vector for the craft based on the one or more of wind direction and wind speed.

[0421] Clause B17. The craft of any one of clause Bl to clause B13, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to, based on one or more of water conditions and wind conditions, determine the landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) determine whether water is in a threshold disruptive state; and (ii) if the determination is that water is in the threshold disruptive state, determine the landing approach based on the water conditions, but if the determination is that water is not in the threshold disruptive state, determine the landing approach based on the wind conditions.

[0422] Clause B18. The craft of any one of clause Bl to clause B13, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to, based on one or more of water conditions and wind conditions, determine the landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) assign respective weights to the wind conditions and the wave conditions; and (ii) utilize the assigned weights to determine the landing approach for the craft.

[0423] Clause Bl 9. The craft of any one of clause Bl to clause Bl 8, wherein the program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to automatically implementPATENT Docket No. REGENT 24-0704PCT at least the portion of the determined landing approach for the craft comprise program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: automatically implement the determined landing approach for the craft.

[0424] Clause B20. The craft of any one of clause Bl to clause B19, wherein the system associated with the craft comprises an in-dash display, a heads-up display, or an in-helmet display.

[0425] Clause B21. The craft of any one of clause Bl to clause B20, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: cause a look-through display to be presented at the user interface of the system associated with the craft, wherein the look-through display simulates an ability to see through the craft.

[0426] Clause B22. The craft of any one of clause Bl to clause B21, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) present a selectable indicator for modifying the landing location; (ii) receive a request to modify the landing location; (iii) receive data indicating a modified landing location; and (iv) after receiving the data indicating the modified landing location, update the landing location based on the received data indicating the modified landing location.

[0427] Clause B23. The craft of any one of clause Bl to clause B22, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: suggest an updated landing location in response to detecting a change in one or more of wind conditions and water conditions.

[0428] Clause B24. The craft of any one of clause Bl to clause B23, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) present a selectable indicator for modifying the landing process; (ii) receive a request to modify the landing process; (iii) receive data indicating a modified landing process; and (iv) update the landing process based on the received data indicating the modified landing process.

[0429] Clause B25. The craft of any one of clause Bl to clause B24, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: suggest an updated landing process in response to detecting a change in one or more of wind conditions and water conditions.PATENT Docket No. REGENT 24-0704PCT

[0430] Clause B26. The craft of any one of clause Bl to clause B25, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to: (i) identify a takeoff area for the craft; (ii) based on one or more of second water conditions and second wind conditions, determine a take-off approach for the craft for taking off within the identified take-off area; and (iii) cause an indication of the identified take-off area to be presented at a user interface of a system associated with the craft, wherein the indication of the identified take-off area serves to provide a virtual take-off runway for the craft.

[0431] Clause Cl . A method carried out by a computing platform, the method comprising: (i) identifying a landing area for a craft, wherein the landing area comprises a landing location on water; (ii) based on one or more of water conditions and wind conditions, determining a landing approach for the craft for landing within the identified landing area; (iii) causing an indication of the identified landing area to be presented at a user interface of a system associated with the craft, wherein the indication of the identified landing area comprises a virtual runway for the craft; and (iv) automatically implementing at least a portion of the determined landing approach for the craft.

[0432] Clause C2. The method of clause Cl, further comprising: causing an indication of a landing process for the craft to be presented at the user interface of the system associated with the craft.

[0433] Clause C3. The method of clause Cl or clause C2, further comprising: defining one or more allowable operator inputs that may be adjusted by an operator when the craft is operating within the landing area.

[0434] Clause C4. The method of any one of clause Cl to clause C3, further comprising: defining a plurality of mode-of-operation subzones for the identified landing area.

[0435] Clause C5. The me...

Claims

1. PATENT Docket No. REGENT 24-0704PCT CLAIMS1. A computing platform comprising:at least one processor;at least one non-transitory computer-readable medium; andprogram instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to:identify a landing area for a craft, wherein the landing area comprises a landing location on water;determine a landing approach, wherein determining the landing approach comprises:(i) determining whether at least a portion of water within the landing area is in a threshold disruptive state;(ii) if it is determined that the at least the portion of the water is in the threshold disruptive state, then determine the landing approach based on at least (a) a condition of the at least the portion of the water and (b) a condition of wind; and(iii) if it is determined that the at least the portion of the water is not in the threshold disruptive state, then forego determining the landing approach based on the condition of the at least the portion of the water, and determine the landing approach based on at least the condition of wind; andimplement the determined landing approach.

2. The computing platform of claim 1, wherein determining the landing approach based on at least the condition of the at least the portion of the water comprises:obtaining, via at least one camera, camera data regarding the at least the portion of the water;generating, based on the received camera data, an estimate of a surface of the at least the portion of the water; anddetermining the landing approach based on at least the generated estimate of the surface of the at least the portion of the water.

3. The computing platform of claim 2, wherein determining the landing approach based on at least the generated estimate of the surface of the at least the portion of the water comprises determining, based on at least the generated estimate of the surface of the at least thePATENT Docket No. REGENT 24-0704PCT portion of the water, at least one of a location at which the craft is to land, a time at which the craft is to land, and / or a speed at which the craft is to land.

4. The computing platform of claim 2, wherein generating the estimate of the surface of the at least the portion of the water comprises generating an estimate of a direction of movement of the at least the portion of the water, and wherein determining the landing approach based on at least the generated estimate of the surface of the at least the portion of the water comprises determining a directional vector of flight for the craft that aligns with the generated estimate of the direction of movement of the at least the portion of the water.

5. The computing platform of claim 2, wherein determining the landing approach based on at least the condition of the at least the portion of the water comprises:obtaining, via at least one sensor that is not a camera, sensor data regarding the at least the portion of the water, wherein generating, based on the received camera data, the estimate of the surface of the at least the portion of the water comprises generating, based on the received camera data and the received sensor data, the estimate of the surface of the at least the portion of the water.

6. The computing platform of claim 5, wherein the at least one sensor that is not the camera comprises at least one radar sensor.

7. The computing platform of claim 6, wherein the at least one radar sensor comprises a phased array radar.

8. The computing platform of claim 1, wherein determining the landing approach based on at least the condition of wind comprises:determining a wind speed and a wind direction; anddetermining, based on the determined wind speed and wind direction, a de-crabbing procedure.

9. The computing platform of claim 1, wherein determining the landing approach based on at least the condition of wind comprises:determining a wind speed and a wind direction; anddetermining, based on the determined wind speed and wind direction, an approach vector for the craft.PATENT Docket No. REGENT 24-0704PCT10. The computing platform of claim 1, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to:cause an indication of the identified landing area to be presented at a user interface of a system associated with the craft, wherein the indication of the identified landing area comprises a virtual runway for the craft.

11. The computing platform of claim 1 , further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to:define a plurality of mode-of-operation subzones for the identified landing area.

12. The computing platform of claim 11, wherein the plurality of mode-of-operation subzones comprise:a first subzone corresponding to a wing-borne mode of operation;a second subzone corresponding to a hull-borne mode of operation; anda third subzone corresponding to a hull-borne mode of operation and a foil-borne mode of operation.

13. The computing platform of claim 1 , further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to:present a selectable indicator for modifying the landing location;receive a request to modify the landing location;receive data indicating a modified landing location; andafter receiving the data indicating the modified landing location, update the landing location based on the received data indicating the modified landing location.

14. The computing platform of claim 1, further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to:suggest an updated landing location in response to detecting a change in one or more of wind conditions and water conditions.PATENT Docket No. REGENT 24-0704PCT15. The computing platform of claim 1 , further comprising program instructions stored on the at least one non-transitory computer-readable medium that, when executed by the at least one processor, cause the computing platform to:present a selectable indicator for modifying the landing approach;receive a request to modify the landing approach;receive data indicating a modified landing approach; andupdate the landing process based on the received data indicating the modified landing approach.

16. A craft compri sing :a hull;one or more wings coupled to the hull;extendible hydrofoils attached to the hull, wherein the craft is configured to operate in a wing-borne mode of operation, a hydrofoil-borne mode of operation, and a hull-borne mode of operation; anda computing platform comprising:(i) a communication interface;(ii) at least one processor;(iii) at least one non-transitory computer-readable medium; and(iv) program instructions stored on the at least one non-transitory computer- readable medium that, when executed by the at least one processor, cause the computing platform to:identify a landing area for a craft, wherein the landing area comprises a landing location on water;determine a landing approach, wherein determining the landing approach comprises:(a) determining whether at least a portion of water within the landing area is in a threshold disruptive state;(b) if it is determined that the at least the portion of the water is in the threshold disruptive state, then determine the landing approach based on at least (1) a condition of the at least the portion of the water and (2) a condition of wind; andPATENT Docket No. REGENT 24-0704PCT (c) if it is determined that the at least the portion of the water is not in the threshold disruptive state, then forego determining the landing approach based on the condition of the at least the portion of the water, and determine the landing approach based on at least the condition of wind; andimplement the determined landing approach.

17. A non-transitory computer-readable medium, wherein the transitory computer-readable medium is provisioned with program instructions that, when executed by at least one processor, cause a computing platform to:identify a landing area for a craft, wherein the landing area comprises a landing location on water;determine a landing approach, wherein determining the landing approach comprises:(i) determining whether at least a portion of water within the landing area is in a threshold disruptive state;(ii) if it is determined that the at least the portion of the water is in the threshold disruptive state, then determine the landing approach based on at least (a) a condition of the at least the portion of the water and (b) a condition of wind; and(iii) if it is determined that the at least the portion of the water is not in the threshold disruptive state, then forego determining the landing approach based on the condition of the at least the portion of the water, and determine the landing approach based on at least the condition of wind; andimplement the determined landing approach.

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