\le V^*(h) - \epsilon$}\\
    \text{DEC} & \quad \text{if $V \ge V^*(h) + \epsilon$}\\
    \text{CST} & \quad \text{otherwise}
  \end{array} \right.$$ where ACC is acceleration, DEC is deceleration and CST is constant speed and $V^*$ be a target speed at altitude $h$ where $V$ tends to converge. $V^*$ can be chosen according to the speed schedule defined in the Airline Procedures Model of BADA 3.10 User Manual [@Bada2012] p.29, where three target speeds $(V_1,V_2,M)$ are required as parameters. The nominal values can be found in the airline procedure files of BADA. Finally, $\epsilon \in \mathbb{R}$ is a threshold value to avoid jitter. Next, the energy share factor function $f$ takes its values according to the following flight conditions:

1.  Constant $V_M$ above tropopause,

2.  Constant $V_M$ below tropopause,

3.  Constant $V_{CAS}$ above tropopause,

4.  Constant $V_{CAS}$ below tropopause,

5.  Acceleration in climb,

6.  Deceleration in climb

where $V_M$ is the Mach speed and $V_{CAS}$ is the calibrated speed. These flight conditions can be defined in terms of conjunctions of $q_1$, $q_2$ and $q_3$. From [@Bada2012] p.15-16, $f$ is discontinuous when $q$ jumps from one mode to another. Also, $f$ is bounded and therefore, with the flight envelope, one can also bound $\dot 