Aircraft turnaround monitoring system and method

Abstract

The present application discloses an aircraft turnaround monitoring system and method. The turnaround monitoring system and method are configured to monitor the turnaround of an aircraft (102) at an airport (104). The turnaround monitoring system and method include: a turnaround analysis control unit (130) receives turnaround data about the aircraft (102) at the airport (104); and the turnaround analysis control unit (130) determines the turnaround status of the aircraft (102) based on the turnaround data.

Description

Technical Field

[0001] Embodiments of the present disclosure generally relate to aircraft turnaround monitoring systems and methods. Background Art

[0002] Aircraft of various types are used to transport passengers and cargo between many locations. Each aircraft typically flies between locations according to a defined flight plan or path. For example, an aircraft departs from a departure airport and flies to an arrival airport.

[0003] An aircraft may make multiple flights between different airports. For example, an aircraft may depart from a first airport and arrive at a second airport. At the second airport, the aircraft may prepare for another flight to a third airport or back to the first airport. The turnaround time between an aircraft's scheduled flights is the time from when the aircraft lands at an airport until the aircraft leaves the airport.

[0004] During the turnaround, various tasks are performed to ensure that the aircraft is ready for the next flight. For example, the first group of passengers who boarded the aircraft to arrive at the destination airport disembark from the aircraft. The interior cabin of the aircraft is cleaned, for example by cleaning staff, while and / or after the passengers leave the aircraft. In addition, the luggage of the arriving passengers is removed from the baggage area of ​​the aircraft. The aircraft is refueled for the next flight. The catering service removes used tableware, etc. and restocks the aircraft with food and drinks for the next flight. The crew of the arriving flight can leave the aircraft. The new crew for the next flight can board the aircraft. In addition, the second group of passengers who are to board the aircraft from the departing airport are boarded.

[0005] Typically, the aircraft operator is not aware of all the progress details of the turnaround process. In particular, while the aircraft operator knows when the aircraft arrives at the gate and when the aircraft leaves the gate, in order to determine the status of a particular turnaround service, the operator makes a series of calls between the ground operation center, airline dispatch, pilots, ramp operators, service companies, airport control offices, and / or the like. As can be appreciated, the process of gaining situational awareness of the turnaround process can be tedious and time consuming. Summary of the invention

[0006] There is a need for a system and method for efficiently determining situational awareness of an aircraft turnaround process. Additionally, there is a need for a system and method for automatically analyzing a turnaround process. Additionally, there is a need for a system and method for obtaining situational awareness of a turnaround process without requiring an individual to make a series of calls to other individuals at the airport and / or within the aircraft.

[0007] In view of those needs, certain embodiments of the present disclosure provide a turnaround monitoring system configured to monitor the turnaround of aircraft at an airport. The turnaround monitoring system includes a turnaround analysis control unit that receives turnaround data about aircraft at an airport and determines the turnaround status of the aircraft based on the turnaround data.

[0008] In at least one embodiment, the turnaround monitoring system includes one or more cameras and one or more sensors. The camera(s) and the sensor(s) output turnaround data about the aircraft. The turnaround analysis control unit communicates with the camera(s) and the sensor(s). The turnaround analysis control unit receives the turnaround data from the camera(s) and the sensor(s).

[0009] The camera(s) may include at least one camera on or within the aircraft. The camera(s) may include at least one camera at an airport. In at least one embodiment, the camera(s) include a cabin camera(s) configured to capture and output images within the interior cabin; one or more tail cameras mounted on the tail of the aircraft configured to capture and output images outside the aircraft; one or more stabilizer cameras mounted on one or more stabilizers of the aircraft configured to capture and output images outside the aircraft; one or more belly cameras mounted on the belly or under the fuselage of the aircraft configured to capture and output images outside the aircraft; and / or one or more wing cameras mounted on one or more wings of the aircraft configured to capture and output images outside the aircraft.

[0010] The sensor(s) may include one or more fuel sensors configured to detect the amount of fuel in one or more fuel tanks of the aircraft. The sensor(s) may include one or more door sensors configured to detect the position of one or more doors of the aircraft.

[0011] In at least one embodiment, the turnaround data includes information including passenger information, baggage, catering, fueling, cleaning, and crew. In at least one embodiment, the turnaround status includes information related to passenger disembarkation and boarding, baggage unloaded from and boarded on the aircraft, catering, aircraft fueling, aircraft interior cabin cleaning, and crew status.

[0012] In at least one embodiment, the turnaround monitoring system further includes: a turnaround database storing historical turnaround data; and a turnaround prediction control unit predicting a completion time of the turnaround based on a comparison between the turnaround data and the historical turnaround data.

[0013] The turnaround monitoring system may further include a gate computer at a boarding gate of an airport. The turnaround analysis control unit communicates with the gate computer. The gate computer outputs the turnaround data to the turnaround analysis control unit.

[0014] The turnaround monitoring system may also include a flight computer of the aircraft. The turnaround analysis control unit communicates with the flight computer. The flight computer outputs the turnaround data to the turnaround analysis control unit.

[0015] In at least one embodiment, the turnover monitoring system further includes a display in communication with the turnover analysis control unit (and optionally, the turnover forecast control unit). The turnover analysis control unit displays the turnover status on the display.

[0016] In at least one embodiment, the turnaround analysis control unit includes a passenger analysis module, a baggage analysis module, a catering analysis module, a fueling analysis module, a cleaning analysis module, and a crew analysis module.

[0017] Certain embodiments of the present disclosure provide a turnaround monitoring method, which is configured to monitor the turnaround of an aircraft at an airport. The turnaround monitoring method includes: receiving, by a turnaround analysis control unit, turnaround data about the aircraft at the airport, and determining, by the turnaround analysis control unit, the turnaround status of the aircraft based on the turnaround data.

[0018] In at least one embodiment, the turnover monitoring method further includes: communicatively coupling one or more cameras to a turnover analysis control unit; communicatively coupling one or more sensors to the turnover analysis control unit; and outputting turnover data by (one or more) cameras and (one or more) sensors. Receiving includes receiving turnover data output by (one or more) cameras and (one or more) sensors.

[0019] In at least one embodiment, the turnaround monitoring method further includes: storing historical turnaround data in a turnaround database; and predicting, by the turnaround prediction control unit, a completion time of the turnaround based on a comparison between the turnaround data and the historical turnaround data.

[0020] The turnaround monitoring method may further include communicatively coupling a gate computer to the turnaround analysis control unit and outputting the turnaround data from the gate computer. The receiving includes receiving the turnaround data output by the gate computer.

[0021] The turnaround monitoring method may further include communicatively coupling a flight computer of the aircraft to the turnaround analysis control unit and outputting the turnaround data from the flight computer. Receiving includes receiving the turnaround data output by the flight computer. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1is a schematic block diagram of an aircraft turnaround monitoring system according to an embodiment of the present disclosure.

[0023] Figure 2 is a schematic diagram of a catering vehicle in proximity to an aircraft according to an embodiment of the present disclosure.

[0024] Figure 3 is a schematic diagram of a display according to an embodiment of the present disclosure.

[0025] Figure 4 is a schematic diagram of an aircraft imaged by a tail camera according to an embodiment of the present disclosure.

[0026] Figure 5 is a schematic diagram of an aircraft as imaged by a camera of the aircraft according to an embodiment of the disclosure.

[0027] Figure 6 is a schematic diagram of an interior cabin of an aircraft imaged by a cabin camera according to an embodiment of the present disclosure.

[0028] Figure 7 is a schematic diagram of a display showing aspects of turnaround status according to an embodiment of the present disclosure.

[0029] Figure 8 is a schematic diagram of a front perspective view of an aircraft according to an exemplary embodiment of the present disclosure.

[0030] Fig. 9 A flow chart of a turnaround monitoring method configured to monitor the turnaround of aircraft at an airport according to an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0031] When reading in conjunction with the accompanying drawings, the foregoing overview and the following detailed description of certain embodiments will be better understood. As used herein, the elements or steps stated in singular form and before the word "one" or "an" should be understood to not necessarily exclude multiple elements or steps. In addition, reference to "an embodiment" is not intended to be interpreted as excluding the existence of additional embodiments that also include the features. In addition, unless there is a clear statement to the contrary, the embodiment of "including" or "having" one or more elements with a specific condition may include additional elements without the condition.

[0032] Certain embodiments of the present disclosure provide an aircraft turnaround monitoring system and method configured to automatically monitor and report the aircraft turnaround process. In at least one embodiment, one or more images (e.g., video feeds) from a camera mounted on the aircraft and status information from different aircraft and ground machine sensors are received at the turnaround analysis control unit. Image recognition technology is applied to process the images to detect and track elements related to the turnaround process (e.g., fuel, catering or luggage carts, boarding gate bridge positions, power, pneumatic or air conditioning auxiliary connections, individual luggage or catering trolleys, passenger disembarkation and boarding, etc.). Such information can be aggregated with aircraft and ground machine sensor information (e.g., parking brake status, door open / closed position, fuel level, etc.). The aircraft turnaround monitoring system and method are configured to analyze such information and report and predict turnaround milestones to pilots, airline control centers, airports, air traffic control, and / or any other interested subscribers.

[0033] As described herein, embodiments of the present disclosure provide a turnaround monitoring system, which includes a turnaround analysis control unit that receives turnaround data from one or more cameras and one or more sensors, and determines the turnaround status of the aircraft based on the turnaround data. In at least one embodiment, the turnaround monitoring system also includes a turnaround prediction control unit that predicts the completion time of the turnaround based on a comparison of the turnaround data and historical turnaround data. The turnaround data includes information about various aspects of the turnaround, such as passenger information (e.g., passengers disembarking from a first flight and passengers boarding a subsequent second flight), baggage, catering, fueling, cleaning, crew, etc.

[0034] Figure 1 1 is a schematic block diagram of an aircraft turnaround monitoring system 100 according to an embodiment of the present disclosure. The aircraft turnaround monitoring system 100 is configured to monitor the turnaround of an aircraft 102 that lands and leaves an airport 104. The turnaround of the aircraft involves the time when the aircraft 102 in a first flight lands at the airport 104 and the time when the aircraft 102 subsequently leaves the airport 104 in a second flight.

[0035] Aircraft 102 includes an interior cabin 106. Interior cabin 106 includes a cockpit in which controls 108 and flight computer 110 are located. Controls 108 and flight computer 110 are used to control aircraft 102 during flight and on the ground. Flight computer 110 may also be used to input and output data, such as when passengers disembark, doors are opened and closed, etc.

[0036] The aircraft 102 also includes a plurality of cameras 112 configured to capture and output images (e.g., still images and video feeds). The cameras 112 include one or more cabin cameras 112a configured to capture and output images of the interior cabin; one or more tail cameras 112b mounted on the tail of the aircraft 102 configured to capture and output images of the exterior of the aircraft 102; one or more stabilizer cameras 112c mounted on one or more stabilizers of the aircraft 102 configured to capture and output images of the exterior of the aircraft 102; one or more belly cameras 112d mounted on the belly or under the fuselage of the aircraft 102 configured to capture and output images of the exterior of the aircraft 102; one or more wing cameras 112e mounted on one or more wings of the aircraft 102 configured to capture and output images of the exterior of the aircraft 102, etc. In at least one embodiment, the aircraft 102 includes more or fewer cameras 112 than shown. For example, the aircraft 102 may not include a stabilizer camera. As another example, aircraft 102 may include cameras within a luggage and / or cargo area within aircraft 102 .

[0037] The aircraft 102 also includes a plurality of sensors 114 configured to sense various aspects. The sensors 114 include one or more fuel sensors 114a configured to detect the amount of fuel within one or more fuel tanks of the aircraft 102; one or more door sensors 114b configured to detect the position of one or more doors of the aircraft 102 (e.g., between an open position and a closed position); and / or the like. In at least one embodiment, the aircraft 102 includes more or fewer sensors 114 than shown. For example, the aircraft may include weight sensors, luggage detection sensors, and / or the like.

[0038] After the aircraft 102 lands at the airport 104, the aircraft 102 taxis to a gate 116 at the airport 104. Passengers boarding the aircraft 102 disembark from the aircraft 102 and enter the airport 104 through the gate 116. The gate 116 includes a gate computer 118, which may be operated by, for example, a ramp operator. The gate computer 118 is used to input flight and passenger information, gate status, aircraft status (e.g., door open or closed), etc. In addition, the gate 116 may include one or more gate cameras 120 for capturing and outputting images of the gate 116, the aircraft 102, etc. Furthermore, the airport 104 may include other cameras that are not located at the gate 116.

[0039] The aircraft turnaround monitoring system 100 includes a turnaround analysis control unit 130 communicatively coupled to the flight computer 110, the camera 112, the sensor 114, the gate computer 118, the gate camera(s) 120, etc., such as via one or more wireless (or wired) connections. In at least another embodiment, the turnaround analysis control unit 130 is communicatively coupled to less than all of the flight computer 110, the camera 112, the sensor 114, the gate computer 118, and the gate camera(s) 120. For example, the turnaround analysis control unit 130 may not be communicatively coupled to the gate computer 118 and / or the gate camera(s) 120.

[0040] In at least one embodiment, the turnaround analysis control unit 130 is located remotely from the aircraft 102 and the boarding gate 116. For example, the turnaround analysis control unit 130 may be located at a central monitoring station, which may or may not be located at the airport 104. In at least one other embodiment, the turnaround analysis control unit 130 is on the aircraft 102, such as within the interior cabin 106. In at least one other embodiment, the turnaround analysis control unit 130 is at the boarding gate 116.

[0041] The turnaround analysis control unit 130 is communicatively coupled to a display 132 (such as a television, a computer monitor, a touch screen interface, a handheld device such as a smart phone or tablet, etc.), for example, via one or more wired or wireless connections. In at least one embodiment, the display 132 is collocated with the turnaround analysis control unit 130, for example, at a common workstation. Alternatively, the display 132 is located remotely from the turnaround analysis control unit 130. For example, the display 132 may be located on the aircraft 102, while the turnaround analysis control unit 130 is located remotely from the aircraft 102.

[0042] The turnaround analysis control unit 130 is also communicatively coupled to the turnaround forecast control unit 134, such as through one or more wired or wireless connections. In at least one embodiment, the turnaround forecast control unit 134 is collocated with the turnaround analysis control unit 130, such as at a common workstation. The turnaround analysis control unit 130 and the turnaround forecast control unit 134 may be part of an integrated common processing system or control unit. In at least another embodiment, the turnaround analysis control unit 130 and the turnaround forecast control unit 134 are separate and are different processing systems or control units. In at least one embodiment, the turnaround analysis control unit 130 and the turnaround forecast control unit 134 are remote from each other.

[0043] The turnaround forecast control unit 134 is communicatively coupled to a turnaround database 136, such as by one or more wired or wireless connections. The turnaround forecast control unit 134 and the turnaround database 136 may be at a common location. Alternatively, the turnaround database 136 may be located remotely from the turnaround forecast control unit 134. The turnaround database 136 stores historical turnaround data, such as turnaround data from past flights.

[0044] As shown, the turnaround analysis control unit 130 includes a passenger analysis module 138, a baggage analysis module 140, a catering analysis module 142, a fueling analysis module 144, a cleaning analysis module 146, a crew analysis module 148, etc. The different modules may be independent parts of the turnaround analysis control unit 130. Alternatively, the different modules may form a single integrated processing system.

[0045] In operation, the turnaround analysis control unit 130 receives turnaround data from one or more of the flight computer 110, the camera 112, the sensor 114, the gate computer 118, and / or the gate camera 120. The turnaround analysis control unit 130 analyzes the turnaround data to determine the turnaround status of the aircraft 102 between flights, such as information regarding passengers disembarking and boarding the aircraft 102, luggage baggage being unloaded from and boarded the aircraft 102, catering, fueling the aircraft 102, cleaning the interior cabin 106, crew status, etc. In at least one embodiment, the turnaround analysis control unit 130 outputs the turnaround status data (indicative of the turnaround status) to a display 132 that shows the turnaround status to an individual.

[0046] In at least one embodiment, the turnaround prediction control unit 134 receives the turnaround status data from the turnaround analysis control unit 130 and compares the turnaround status data with the historical turnaround data stored in the turnaround database 136. By comparing the turnaround status data with the historical turnaround data, the turnaround prediction control unit 134 is able to predict the remaining time of various turnaround aspects. The turnaround prediction control unit 134 then outputs the turnaround aspect prediction data indicating one or more turnaround aspect predictions to the display 132 (e.g., through one or more wired or wireless connections and / or via the turnaround analysis control unit 130), which is then displayed on the display 132.

[0047] In at least one embodiment, the flight computer 110 receives various turnaround aspects, which may be input by a pilot or other crew member. For example, turnaround aspects related to a number of passengers on the aircraft 102, whether passengers from a first flight have disembarked from the aircraft 102, whether passengers for a subsequent second flight have boarded the aircraft 102, whether a passenger door is open or closed, and / or the like may be input into the flight computer 110 and output to the turnaround analysis control unit 130 as turnaround data. The turnaround data is received by the turnaround analysis control unit 130, which then analyzes the received turnaround data to determine a turnaround status related to such turnaround data. For example, the turnaround analysis control unit 130 (such as via the passenger analysis module 138) may determine a turnaround status related to passengers disembarking from a first flight of the aircraft 102 and passengers boarding the aircraft 102 for a second flight via the turnaround data received from the flight computer 110. In at least one embodiment, the turnaround analysis control unit 130 determines whether passengers from the first flight have disembarked the aircraft 102 and whether passengers from the second flight have boarded the aircraft 102 through the turnaround data received from the flight computer 110, and the turnaround analysis control unit 130 outputs the associated turnaround status data to the display 132, which can then display such turnaround status.

[0048] The turnaround prediction control unit 134 may compare the turnaround status data about the passengers and compare it with the historical passenger data about disembarkation and boarding stored in the turnaround database 136 to predict the remaining time for disembarkation and / or boarding. The display 132 receives the turnaround prediction data about the disembarkation and / or boarding of the passengers, and then the display 132 may display the associated turnaround prediction about such disembarkation and / or boarding. For example, the turnaround database 136 may store historical data indicating that all passengers from the first flight should disembark within a certain time after landing and / or all passengers for the second flight should board within a certain time after the first flight lands. If the specified time stored in the turnaround database 136 has been exceeded before no passengers from the first flight have disembarked and / or no passengers from the second flight have boarded, the turnaround prediction control unit 134 may output an alarm signal. The alarm signal may be displayed as a graphic and / or video message on the display 132. As another example, the alarm signal may be an audio signal broadcast through a speaker.

[0049] In at least one embodiment, the camera captures images related to various turnaround aspects, such as images related to passengers disembarking and boarding the aircraft, luggage unloading and boarding the aircraft, catering, fueling, crew, etc. The turnaround analysis control unit 130 can analyze the received image data to determine the status of the various turnaround aspects.

[0050] The one or more cameras 112 capture images related to passengers disembarking and boarding the aircraft 102 (e.g., via cabin camera 112a), the presence of luggage carts or vehicles (e.g., via one or more cameras 112b-112e), the presence of catering vehicles at catering doors of the aircraft 102 (e.g., via one or more cameras 112a-112e), the presence of fueling vehicles near the aircraft 102 (e.g., via one or more cameras 112a-112e), the presence of cleaning crews and / or vehicles near the aircraft 102 (e.g., via one or more cameras 112a-112e), crew members disembarking and / or boarding the aircraft 102 (e.g., via one or more cabin cameras 112(a)), and / or the like. The image data from the cameras 112 is received by the turnaround analysis control unit 130 as turnaround data.

[0051] For example, the turnaround analysis control unit 130 detects an image of a passenger leaving the aircraft 102, for example, via the passenger analysis module 138, and determines that the passenger has disembarked and / or boarded the aircraft through image analysis. The turnaround analysis control unit 130 may know the passenger count of the first flight stored in the memory, and count the number of disembarking passengers relative to the passenger count to determine whether all passengers from the first flight have disembarked. Similarly, the turnaround analysis control unit 130 may know the passenger count of the subsequent second flight stored in the memory, and count the number of boarding passengers relative to the passenger count to determine whether all passengers of the second flight have boarded the aircraft. As another example, the passenger analysis module 138 may determine that the passenger has disembarked and / or boarded the aircraft by monitoring the directional flow of passengers (out of or onto the aircraft 102), and determine that the passenger has disembarked and / or boarded the aircraft after a threshold time without additional movement out of and / or into the aircraft. In at least another embodiment, as described above, the passenger analysis module 138 determines the disembarkation and / or boarding status of the passenger through image data received from the cabin camera(s) 112a and data input into the flight computer 110. Additionally, as described above, the turnaround prediction control unit 134 may compare the turnaround status data regarding the passenger and compare it with historical passenger data regarding disembarkation and boarding stored in the turnaround database 136 to predict the remaining time for disembarkation and / or boarding.

[0052] As another example, the turnaround analysis control unit 130 detects the disembarkation and boarding times of passengers through the opening and closing of passenger doors via the door sensors 114b via the passenger analysis module 138. For example, the passenger analysis module 138 monitors the sequence of the opening and closing of the doors via the door sensor(s) 114b to determine whether passengers from a first flight have disembarked and passengers from a subsequent second flight have boarded.

[0053] The turnaround analysis control unit 130 (e.g., via the crew analysis module 148) can monitor crew members disembarking and / or boarding the aircraft 102 in a similar manner to passengers. In at least one embodiment, crew information can be input into the flight computer 110 and / or the gate computer 118 and received and analyzed by the turnaround analysis control unit 130.

[0054] In at least another exemplary embodiment, the turnaround analysis control unit 130, such as via the baggage analysis module 140, detects images of baggage vehicles adjacent to the baggage area of ​​the aircraft 102 and determines the unloading and boarding of baggage through image analysis. In at least one embodiment, the turnaround analysis control unit 130 detects the presence of the baggage vehicle(s) through image analysis, such as distinguishing its markings through unique aspects of the baggage vehicle(s), etc. For example, the baggage analysis module 140 can determine that baggage from a first flight has been unloaded from the aircraft 102 by detecting that a first group of baggage vehicles approached and subsequently left the aircraft 102 within a first time frame. Similarly, the baggage analysis module 140 can determine that baggage for a second flight has been boarded on the aircraft 102 by detecting that a second group of baggage vehicles approached and subsequently left the aircraft 102 within a second time frame.

[0055] The turnaround prediction control unit 134 may compare the turnaround status data on the baggage and compare it with the historical baggage data on unloading and boarding stored in the turnaround database 136 to predict the remaining time for baggage unloading and boarding. In the case where the baggage of the first flight is not unloaded and / or the baggage of the second flight is not boarded, if the designated baggage time stored in the turnaround database 136 is exceeded, the turnaround prediction control unit 134 may output an alarm signal. The alarm signal may be displayed as a graphic and / or video message on the display 132. As another example, the alarm signal may be an audio signal broadcasted through a speaker.

[0056] As another example, the turnaround analysis control unit 130 (e.g., via the catering analysis module 142) detects an image of a catering vehicle proximate to the aircraft 102 (e.g., at a catering door) and determines the catering service time through image analysis. In at least one embodiment, the turnaround analysis control unit 130 detects the presence of the catering vehicle through image analysis, such as by distinctively marking the catering vehicle(s) via unique aspects thereof, etc. For example, the catering analysis module 142 can determine that the catering service time has been completed by detecting that the catering vehicle approaches and then leaves the aircraft 102.

[0057] The turnover prediction control unit 134 may compare the turnover status data on the catering service time and compare it with the historical catering service data stored in the turnover database 136 to predict the remaining time of the catering service time. If the designated catering service time stored in the turnover database 136 is exceeded without completing the current catering service, the turnover prediction control unit 134 may output an alarm signal. The alarm signal may be displayed as a graphic and / or video message on the display 132. As another example, the alarm signal may be an audio signal broadcast through a speaker.

[0058] As another example, the turnaround analysis control unit 130, such as via the refueling analysis module 144, detects an image of a refueling vehicle in proximity to the aircraft 102 (such as in proximity to a refueling location) and determines the refueling time through image analysis. In at least one embodiment, the turnaround analysis control unit 130 detects the presence of the refueling vehicle through image analysis, such as distinguishing its signature via unique aspects of (one or more) the refueling vehicle, etc. For example, the refueling analysis module 144 can determine that the refueling time is complete by detecting the refueling vehicle approaching and then leaving the aircraft 102.

[0059] As another example, the turnaround analysis control unit 130 detects the refueling time via the fuel analysis module 144 through the refueling data output by the fuel sensor(s) 114 a of the aircraft 102. For example, the fuel analysis module 144 monitors the fuel level with respect to the final amount of fuel that will be provided to the aircraft 102 through the turnaround data output by the fuel sensor(s) 114 a as the fuel data.

[0060] The turnaround prediction control unit 134 may compare the turnaround status data regarding the fuel filling time and compare it with the historical fuel filling data stored in the turnaround database 136 to predict the remaining fuel filling time. If the specified fuel filling time stored in the turnaround database 136 has been exceeded without completing the current fuel filling, the turnaround prediction control unit 134 may output an alarm signal. The alarm signal may be displayed as a graphic and / or video message on the display 132. As another example, the alarm signal may be an audio signal broadcast through a speaker.

[0061] In at least one exemplary embodiment, the turnaround analysis control unit 130, such as via the cleaning analysis module 146, detects an image of a cleaning cart within the aircraft 102 and determines the cleaning time through image analysis. In at least one embodiment, the turnaround analysis control unit 130 detects the presence of the cleaning cart through image analysis, such as distinguishing its markings through unique aspects of the cleaning cart(s), etc. For example, the cleaning analysis module 146 can determine that the cleaning time has been completed by detecting that the cleaning cart(s) are moved into the aircraft 102 and then leave the aircraft 102. As another example, the turnaround analysis control unit 130, via the cleaning analysis module 146, detects the cleaning time through cleaning data output from the flight computer 110 (e.g., input by the crew) and / or the gate computer 118 (e.g., input by the ramp operator).

[0062] The turnover prediction control unit 134 may compare the turnover status data on the cleaning time with the historical cleaning data stored in the turnover database 136 to predict the remaining time of cleaning. If the specified cleaning time stored in the turnover database 136 is exceeded without completing the current cleaning, the turnover prediction control unit 134 may output an alarm signal. The alarm signal may be displayed as a graphic and / or video message on the display 132. As another example, the alarm signal may be an audio signal broadcast through a speaker.

[0063] Similar to the camera 112 of the aircraft 102, the gate camera(s) 120 or other airport cameras may also be used to capture images of passengers, baggage vehicles, catering vehicles, fueling vehicles, cleaning carts, crew members, etc. As described above, the turnaround analysis control unit 130 may receive image data from the gate camera(s) 120 or other airport cameras to analyze various turnaround aspects. However, using the camera 112, sensors 114, and / or flight computer 110 of the aircraft 102 to output turnaround data to the turnaround analysis control unit 130 allows the aircraft 102 to independently perform analysis of turnaround aspects, rather than relying on separate and distinct component data capture devices external to the aircraft 102.

[0064] As used herein, the terms "control unit," "central processing unit," "unit," "CPU," "computer," and the like may include any processor-based or microprocessor-based system, including systems using microcontrollers, reduced instruction set computers (RISC), application specific integrated circuits (ASICs), logic circuits, and any other circuit or processor including hardware, software, or a combination thereof capable of performing the functions described herein. This is exemplary only and is not intended to limit the definition and / or meaning of such terms in any way. For example, as described herein, the turnover analysis control unit 130 and the turnover forecast control unit 134 may be or include one or more processors configured to control their operation.

[0065] The turnover analysis control unit 130 and the turnover forecast control unit 134 are configured to execute instruction sets stored in one or more data storage units or elements (e.g., one or more memories) to process data. For example, the turnover analysis control unit 130 and the turnover forecast control unit 134 may include or be coupled to one or more memories. The data storage unit may also store data or other information as desired or required. The data storage unit may be in the form of an information source or a physical storage element within a processing machine.

[0066] The instruction set may include various commands that instruct the turnover analysis control unit 130 and the turnover forecast control unit 134 to perform specific operations such as the methods and processes of various embodiments of the subject matter described herein as a processor. The instruction set may be in the form of a software program. The software may take various forms, such as system software or application software. In addition, the software may be in the form of a collection of separate programs, a subset of programs within a larger program, or a portion of a program. The software may also include modular programming in the form of object-oriented programming. The processing of input data by the processor may be in response to user commands, or in response to the results of previous processing, or in response to a request made by another processor.

[0067] The diagrams of the embodiments herein may show one or more control or processing units, such as the turnover analysis control unit 130 and the turnover prediction control unit 134. It should be understood that the processing or control unit may represent a circuit, circuit system, or part thereof, which may be implemented as hardware with associated instructions to perform the operations described herein (e.g., software stored on a tangible and non-transitory computer-readable storage medium (e.g., a computer hard drive, ROM, RAM, etc.)). The hardware may include a state machine circuit system that is hardwired to perform the functions described herein. Alternatively, the hardware may include an electronic circuit that includes and / or is connected to one or more logic-based devices, such as a microprocessor, a processor, a controller, etc. Alternatively, the turnover analysis control unit 130 and the turnover prediction control unit 134 may represent a processing circuit system, such as one or more of a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), (one or more) microprocessors, and / or the like. The circuits in various embodiments may be configured to execute one or more algorithms to perform the functions described herein. Whether or not explicitly identified in a flowchart or method, one or more algorithms may include aspects of the embodiments disclosed herein.

[0068] As used herein, the terms "software" and "firmware" are interchangeable and include any computer program stored in a data storage unit (e.g., one or more memories) for execution by a computer, including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The above data storage unit types are merely exemplary, and thus there is no limitation on the types of memory that may be used to store a computer program.

[0069] Figure 2 is a schematic diagram of a catering vehicle 200 in proximity to an aircraft 102 according to an embodiment of the present disclosure. Figure 1 and Figure 2 The catering vehicle 200 may be viewed by a camera 112 of the aircraft 102 or a gate camera 120 (eg, Figure 1 In at least one embodiment, the turnover analysis control unit 130 uses machine learning image recognition to detect the presence of catering vehicles 200, luggage vehicles, fueling vehicles, cleaning carts, etc. For example, the turnover analysis control unit 130 can be programmed to detect distinguishing features, shapes, markings, etc. of such vehicles, carts, etc.

[0070] Figure 3 1 is a schematic diagram of a display 132 according to an embodiment of the present disclosure. Figure 1 and Figure 3 In at least one embodiment, the display 132 may be within the interior cabin 106 , such as within a flight deck of the aircraft 102 .

[0071] Figure 4 According to an embodiment of the present disclosure, the rear camera 112b ( Figure 1 Schematic diagram of aircraft 102 imaged as shown. Figure 5 is a schematic diagram of aircraft 102 as imaged by camera 112 of aircraft 102 according to an embodiment of the present disclosure. Figure 1 , Figure 4 and Figure 5 The aircraft 102 includes a plurality of cameras 112 (e.g., Figure 1 shown).

[0072] Figure 6 1 is a schematic diagram of the interior cabin 106 of the aircraft 102 as imaged by the cabin camera 112a according to an embodiment of the present disclosure. Figure 1 and Figure 6 , for example, the interior cabin 106 may be imaged via the cabin camera 112a and show the flight deck entrance and the boarding door open.

[0073] Figure 7 is an illustration of a display 132 showing turnaround status aspects 300 according to an embodiment of the present disclosure. Turnaround status aspects 300 include passengers 302, baggage 304, fueling 306, cleaning 308, catering 310, and crew 312. Figure 1 and Figure 7 , the turnaround analysis control unit 130 determines the status of each aspect 300, as described above, and displays such status 330 on the display 132, including a completed task bar 331 and an uncompleted task bar 333. The turnaround analysis control unit 130 may also display a current turnaround time graphic 350 indicating the time between landing 352 and scheduled takeoff 354.

[0074] Figure 8 4 is a schematic diagram of a front perspective view of an aircraft 102 according to an exemplary embodiment of the present disclosure. The aircraft 102 includes a propulsion system 412, which may include, for example, two turbofan engines 414. Optionally, the propulsion system 412 may include more engines 414 than shown. The engines 414 are carried by wings 416 of the aircraft 102. In other embodiments, the engines 414 may be carried by a fuselage 418 and / or a tail 420. The tail 420 may also support a horizontal stabilizer 422 and a vertical stabilizer 424. The fuselage 418 of the aircraft 102 defines an interior cabin, which may include a cockpit 430.

[0075] Cameras 112 are mounted to various portions of aircraft 102. Aircraft 102 may include more or fewer cameras 112 at locations other than those shown.

[0076] The size, shape, and configuration of aircraft 102 may vary. Figure 8 For example, aircraft 102 may be a non-fixed wing aircraft, such as a helicopter.

[0077] Fig. 9 A flow chart of a turnaround monitoring method configured to monitor aircraft turnaround at an airport according to an embodiment of the present disclosure is shown. Figure 1 and Fig. 9 , the turnaround monitoring method includes receiving 500, by the turnaround analysis control unit 130, turnaround data regarding the aircraft 102 at the airport 104. The method also includes determining 502, by the turnaround analysis control unit 130, a turnaround status of the aircraft 102 based on the turnaround data.

[0078] In at least one embodiment, the turnaround monitoring method includes: communicatively coupling the camera(s) 112 to the turnaround analysis control unit 130; communicatively coupling the sensor(s) 114 to the turnaround analysis control unit 130; and outputting turnaround data by the camera(s) 112 and the sensor(s) 114. In at least one embodiment, receiving 500 includes receiving the turnaround data output by the camera(s) 112 and the sensor(s) 114.

[0079] In at least one embodiment, the turnaround monitoring method further includes storing 504 the historical turnaround data in the turnaround database 136 , and predicting 506 by the turnaround prediction control unit 134 a time to complete the current turnaround of the aircraft based on a comparison of the turnaround data with the historical turnaround data.

[0080] The turnaround monitoring method may further include communicatively coupling the gate computer 118 to the turnaround analysis control unit 130 and outputting the turnaround data from the gate computer 118. In at least one embodiment, receiving 500 includes receiving the turnaround data output by the gate computer 118.

[0081] The turnaround monitoring method may further include communicatively coupling the flight computer 110 of the aircraft 102 to the turnaround analysis control unit 130 and outputting the turnaround data from the flight computer 110. In at least one embodiment, receiving 500 includes receiving the turnaround data output by the flight computer 110.

[0082] Embodiments of the present disclosure provide systems and methods that allow computing devices to quickly and efficiently analyze large amounts of data. Large amounts of data are being tracked and analyzed. As described herein, the turnover analysis control unit 130 and the turnover forecast control unit 134 effectively organize and / or analyze large amounts of data. The turnover analysis control unit 130 and the turnover forecast control unit 134 analyze the data in a relatively short period of time so as to quickly and effectively output turnover analysis and forecasts. Humans would not be able to effectively analyze such a large amount of data in such a short period of time. In this way, embodiments of the present disclosure provide increased and effective functionality relative to existing computing systems, and have greatly superior performance relative to human analysis of large amounts of data. In short, embodiments of the present disclosure provide systems and methods for analyzing thousands (if not millions) of operations and calculations that humans cannot effectively, efficiently, and accurately manage.

[0083] As described herein, embodiments of the present disclosure provide systems and methods for efficiently determining situational awareness of an aircraft turnaround process. Additionally, embodiments of the present disclosure provide systems and methods for automatically analyzing a turnaround process. Additionally, embodiments of the present disclosure provide systems and methods for obtaining situational awareness of a turnaround process without requiring an individual to make a series of calls to other individuals at the airport and / or on the aircraft.

[0084] Although various spatial and directional terms, such as top, bottom, lower, middle, side, horizontal, vertical, front, etc., may be used to describe embodiments of the present disclosure, it should be understood that such terms are used only with respect to the orientation shown in the figures. The orientation may be reversed, rotated, or otherwise changed so that upper is lower and vice versa, horizontal becomes vertical, and so on.

[0085] As used herein, a structure, limitation, or element "configured to" perform a task or operation is specifically structurally formed, constructed, or adapted in a manner corresponding to the task or operation. For purposes of clarity and avoidance of doubt, an object that is merely capable of being modified to perform a task or operation is not "configured to" perform a task or operation as used herein.

[0086] It should be understood that the above description is intended to illustrate rather than limit. For example, the above embodiments (and / or aspects thereof) can be used in combination with each other. In addition, without departing from the scope of the invention, many modifications can be made to adapt specific situations or materials to the teachings of various embodiments of the present disclosure. Although the size and type of materials described herein are intended to define the parameters of various embodiments of the present disclosure, these embodiments are by no means restrictive, but exemplary embodiments. After reviewing the above description, many other embodiments will be obvious to those skilled in the art. Therefore, the scope of various embodiments of the present disclosure should be determined with reference to the appended claims and the full range of equivalents given by these claims. In the appended claims, the terms "including" and "wherein" are used as the ordinary English equivalents of the corresponding terms "including" and "wherein". In addition, the terms "first", "second" and "third", etc. are used only as labels and are not intended to impose numerical requirements on their objects. In addition, the limitations of the following claims are not written in the format of device plus function, nor are they to be interpreted based on 35 U.S.C. §112 (f), unless and until such claim limitations expressively use the phrase "device / means for ...", followed by a functional description without further structure.

[0087] Furthermore, the present disclosure includes embodiments according to the following embodiments:

[0088] Embodiment 1. A turnaround monitoring system, configured to monitor the turnaround of an aircraft (102) at an airport (104), the turnaround monitoring system comprising:

[0089] A turnaround analysis control unit (130) receives turnaround data about an aircraft (102) at an airport (104) and determines a turnaround status of the aircraft (102) based on the turnaround data.

[0090] Embodiment 2. The turnover monitoring system according to embodiment 1 further includes:

[0091] one or more cameras (112, 112a-112e, 112b-112e); and

[0092] one or more sensors (114),

[0093] wherein one or more cameras (112, 112a-112e, 112b-112e) and one or more sensors (114) output turnaround data regarding the aircraft (102), and

[0094] The turnover analysis control unit (130) communicates with one or more cameras (112, 112a-112e, 112b-112e) and one or more sensors (114), wherein the turnover analysis control unit (130) receives turnover data from one or more cameras (112, 112a-112e, 112b-112e) and one or more sensors (114).

[0095] Embodiment 3. The turnaround monitoring system of embodiment 2, wherein the one or more cameras (112, 112a-112e, 112b-112e) comprises at least one camera on or within the aircraft (102).

[0096] Embodiment 4. The turnaround monitoring system of embodiment 2 or 3, wherein the one or more cameras (112, 112a-112e, 112b-112e) includes at least one camera at an airport (104).

[0097] Embodiment 5. The turnaround monitoring system according to any one of embodiments 2-4, wherein one or more cameras (112, 112a-112e, 112b-112e) include one or more of the following:

[0098] one or more cabin cameras (112, 112a-112e, 112b-112e) configured to capture and output images within the interior cabin (106);

[0099] one or more tail cameras (112, 112a-112e, 112b-112e) mounted on the tail of the aircraft (102) and configured to capture and output images of an exterior of the aircraft (102);

[0100] one or more stabilizer cameras (112, 112a-112e, 112b-112e) mounted on one or more stabilizers of the aircraft (102) and configured to capture and output images of an exterior of the aircraft (102);

[0101] One or more belly cameras (112, 112a-112e, 112b-112e) mounted below the belly or fuselage (418) of the aircraft (102) and configured to capture and output images of an exterior of the aircraft (102); or

[0102] One or more wing cameras (112, 112a-112e, 112b-112e) mounted on one or more wings (416) of an aircraft (102) and configured to capture and output images of an exterior of the aircraft (102).

[0103] Embodiment 6. The turnaround monitoring system of any one of embodiments 2-5, wherein the one or more sensors (114) include one or more fuel sensors (114) configured to detect a fuel level in one or more fuel tanks of the aircraft (102).

[0104] Embodiment 7. The turnaround monitoring system of any one of embodiments 2-6, wherein the one or more sensors (114) include one or more door sensors (114, 114b) configured to detect a position of one or more doors of the aircraft (102).

[0105] Embodiment 8. A turnaround monitoring system according to any one of embodiments 1-7, wherein the turnaround data includes information including passenger information, baggage (304), catering (310), fueling (306), cleaning (308) and crew (312).

[0106] Example 9. A turnaround monitoring system according to any one of Examples 1-8, wherein the turnaround status includes information related to: passengers (302) disembarking and boarding the aircraft (102), luggage (304) unloading from and boarding the aircraft (102), catering (310), fueling of the aircraft (102) (306), cleaning (308) of the interior cabin (106) of the aircraft (102), and crew (312) status.

[0107] Embodiment 10. The turnover monitoring system according to any one of embodiments 1-9 further includes: a turnover database (136) which stores historical turnover data; and a turnover prediction control unit (134) which predicts the completion time of the turnover based on a comparison between the turnover data and the historical turnover data.

[0108] Example 11. The turnaround monitoring system according to any one of Examples 1-10 further includes a boarding gate (116) computer at a boarding gate (116) of an airport (104), wherein the turnaround analysis control unit (130) communicates with the boarding gate (116) computer, and wherein the boarding gate (116) computer outputs the turnaround data to the turnaround analysis control unit (130).

[0109] Embodiment 12. The turnaround monitoring system according to any one of embodiments 1-11 further includes a flight computer (110) of the aircraft (102), wherein the turnaround analysis control unit (130) communicates with the flight computer (110), and wherein the flight computer (110) outputs turnaround data to the turnaround analysis control unit (130).

[0110] Embodiment 13. The turnover monitoring system according to any one of embodiments 1-12 further includes a display (132) communicating with the turnover analysis control unit (130), wherein the turnover analysis control unit (130) displays the turnover status on the display (132).

[0111] Embodiment 14. The turnover monitoring system according to any one of embodiments 1-13, wherein the turnover analysis control unit (130) comprises: a passenger analysis module (138, 144);

[0112] Baggage (304) analysis module (144);

[0113] Catering (310) analysis module (144);

[0114] Fuel filling (306) analysis module (144);

[0115] cleaning (308) the analysis module (144); and

[0116] A crew member (312) analysis module (144).

[0117] Embodiment 15. A turnaround monitoring method, configured to monitor the turnaround of an aircraft (102) at an airport (104), the turnaround monitoring method comprising:

[0118] A turnaround analysis control unit (130) receives (500) turnaround data related to an aircraft (102) at an airport (104); and the turnaround analysis control unit (130) determines (502) a turnaround status of the aircraft (102) based on the turnaround data.

[0119] Embodiment 16. The turnover monitoring method according to embodiment 15 further includes:

[0120] communicatively coupling one or more cameras (112, 112a-112e, 112b-112e) to a turnaround analysis control unit (130);

[0121] communicatively coupling one or more sensors (114) to a turnaround analysis control unit (130); and

[0122] The one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114) output the turnaround data,

[0123] The receiving (500) includes receiving (500) turnaround data output by one or more cameras (112, 112a-112e, 112b-112e) and one or more sensors (114).

[0124] Embodiment 17. A method for monitoring turnover according to embodiment 15 or 16, wherein the turnover data comprises information including passenger information, luggage (304), catering (310), fuel filling (306), cleaning (308) and crew (312).

[0125] Embodiment 18. The turnover monitoring method according to any one of embodiments 15-17, further comprising:

[0126] storing (504) historical turnover data in a turnover database (136); and

[0127] The turnaround prediction control unit (130) predicts (506) the completion time of the turnaround based on a comparison of the turnaround data with historical turnaround data.

[0128] Embodiment 19. The turnover monitoring method according to any one of embodiments 15-18, further comprising:

[0129] communicatively coupling a gate (116) computer to a turnaround analysis control unit (130); and

[0130] Output turnover data from the gate (116) computer,

[0131] The receiving (500) includes receiving (500) turnover data output by a boarding gate (116) computer.

[0132] Embodiment 20. The turnover monitoring method according to any one of embodiments 15-19, further comprising:

[0133] communicatively coupling a flight computer (110) of the aircraft (102) to a turnaround analysis control unit (130); and

[0134] outputting turnaround data from the flight computer (110),

[0135] The receiving (500) includes receiving (500) turnaround data output by the flight computer (110).

[0136] Embodiment 21. A turnaround monitoring system, configured to monitor the turnaround of an aircraft (102) at an airport (104), the turnaround monitoring system comprising:

[0137] one or more cameras (112, 112a-112e, 112b-112e);

[0138] one or more sensors (114);

[0139] a gate (116) computer at a gate (116) at an airport (104);

[0140] A flight computer (110) of an aircraft (102), wherein one or more cameras (112, 112a-112e, 112b-112e), one or more sensors (114), a gate (116) computer, and the flight computer (110) output turnaround data regarding the aircraft (102);

[0141] a turnaround analysis control unit (130) in communication with one or more cameras (112, 112a-112e, 112b-112e), one or more sensors (114), a gate (116) computer and a flight computer (110), wherein the turnaround analysis control unit (130) receives turnaround data about an aircraft (102) at an airport (104) and determines a turnaround status of the aircraft (102) based on the turnaround data, wherein the turnaround status includes information about passengers (302) disembarking and boarding the aircraft (102), luggage (304) unloading and boarding the aircraft (102), catering (310), fueling (306) of the aircraft (102), cleaning (308) of the interior cabin (106) of the aircraft (102) and crew (312) status;

[0142] A turnover database (136) storing historical turnover data;

[0143] a turnaround prediction control unit (134) that predicts a completion time of a turnaround based on a comparison of the turnaround data with historical turnaround data; and

[0144] A display (132) is in communication with the turnaround analysis control unit (130) and the turnaround prediction control unit (134), wherein the turnaround analysis control unit (130) displays the turnaround status and the predicted time for turnaround completion on the display (132).

[0145] This written description uses examples to disclose various embodiments of the disclosure, including the best mode, and also enables any person skilled in the art to practice the various embodiments of the disclosure, including making and using any device or system and performing any incorporated method. The patentable scope of the various embodiments of the disclosure is defined by the claims, and may include other examples that occur to one skilled in the art. If an example has structural elements that do not differ from the literal language of the claims, or if an example includes equivalent structural elements that are not substantially different from the literal language of the claims, such other examples are intended to be within the scope of the claims.

Claims

1. A turnaround monitoring system, configured to monitor the turnaround of an aircraft (102) at an airport (104), the turnaround monitoring system comprising: a turnaround analysis control unit (130) which receives turnaround data about the aircraft (102) at the airport (104) and determines a turnaround status of the aircraft (102) based on the turnaround data, A turnover database (136) storing historical turnover data; a turnover prediction control unit (134) for predicting a completion time of the turnover based on a comparison between the turnover data and the historical turnover data; one or more cameras (112, 112a-112e, 112b-112e); and one or more sensors (114), wherein the one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114) output the turnaround data regarding the aircraft (102), wherein the turnaround analysis control unit (130) is in communication with the one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114), wherein the turnaround analysis control unit (130) receives the turnaround data from the one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114), wherein the one or more cameras (112, 112a-112e, 112b-112e) are configured to capture images associated with the presence of a luggage cart or vehicle, and wherein the turnover data includes information indicating the baggage (304), wherein the turnaround status includes information related to luggage (304) unloaded from the aircraft (102) and luggage (304) loaded onto the aircraft (102), The turnaround analysis control unit (130) is configured to detect images of luggage vehicles adjacent to a luggage area of ​​the aircraft (102) and determine luggage unloading and boarding through image analysis.

2. The turnaround monitoring system of claim 1, wherein the one or more cameras (112, 112a-112e, 112b-112e) include at least one camera on or within the aircraft (102).

3. The turnaround monitoring system of claim 1, wherein the one or more cameras (112, 112a-112e, 112b-112e) comprises at least one camera at the airport (104).

4. The turnaround monitoring system according to claim 1, 2 or 3, wherein the one or more cameras (112, 112a-112e, 112b-112e) include one or more of the following: one or more cabin cameras (112, 112a-112e, 112b-112e) configured to capture and output images within the interior cabin (106); one or more tail cameras (112, 112a-112e, 112b-112e) mounted on the tail of the aircraft (102) and configured to capture and output images of an exterior of the aircraft (102); one or more stabilizer cameras (112, 112a-112e, 112b-112e) mounted on one or more stabilizers of the aircraft (102) and configured to capture and output images of an exterior of the aircraft (102); one or more belly cameras (112, 112a-112e, 112b-112e) mounted on the belly of the aircraft (102) or below the fuselage (418) and configured to capture and output images of an exterior of the aircraft (102); or One or more wing cameras (112, 112a-112e, 112b-112e) mounted on one or more wings (416) of the aircraft (102) and configured to capture and output images of an exterior of the aircraft (102).

5. The turnaround monitoring system of claim 1 , 2 or 3, wherein the one or more sensors (114) include at least one of one or more fuel sensors (114) configured to detect a fuel amount in one or more fuel tanks of the aircraft (102) or one or more door sensors (114, 114b) configured to detect a position of one or more doors of the aircraft (102).

6. The turnaround monitoring system according to any one of claims 1-3, wherein the turnaround data includes information indicating at least one of passenger information, baggage (304), catering (310), fueling (306), cleaning (308) and crew (312).

7. A turnaround monitoring system according to any one of claims 1-3, wherein the turnaround status includes information related to passengers (302) disembarking and boarding the aircraft (102), catering (310), fueling (306) of the aircraft (102), cleaning (308) of the interior cabin (106) of the aircraft (102), or crew status.

8. The turnover monitoring system according to any one of claims 1 to 3, further comprising: A gate (116) computer at a gate (116) of the airport (104), wherein the turnaround analysis control unit (130) is in communication with the gate (116) computer, and wherein the gate (116) computer outputs the turnaround data to the turnaround analysis control unit (130).

9. The turnaround monitoring system according to any one of claims 1-3, further comprising a flight computer (110) of the aircraft (102), wherein the turnaround analysis control unit (130) communicates with the flight computer (110), and wherein the flight computer (110) outputs the turnaround data to the turnaround analysis control unit (130).

10. The turnover monitoring system according to any one of claims 1 to 3, further comprising a display (132) in communication with the turnover analysis control unit (130), wherein the turnover analysis control unit (130) displays the turnover status on the display (132).

11. The turnover monitoring system according to any one of claims 1 to 3, wherein the turnover analysis control unit (130) comprises: Passenger analysis module (138,144); Baggage (304) analysis module (144); Catering (310) analysis module (144); Fuel filling (306) analysis module (144); cleaning (308) the analysis module (144); and A crew member (312) analysis module (144).

12. A turnaround monitoring method, configured to monitor the turnaround of an aircraft (102) at an airport (104), the turnaround monitoring method comprising: Receiving (500) by a turnaround analysis control unit (130) turnaround data related to the aircraft (102) at the airport (104); Determining (502) a turnaround status of the aircraft (102) based on the turnaround data by the turnaround analysis control unit (130); storing (504) historical turnover data in a turnover database (136); The turnover prediction control unit (134) predicts (506) the completion time of the turnover based on a comparison between the turnover data and the historical turnover data; communicatively coupling one or more cameras (112, 112a-112e, 112b-112e) to the turnaround analysis control unit (130); communicatively coupling one or more sensors (114) to the turnaround analysis control unit (130); The one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114) output the turnaround data, wherein the receiving (500) includes receiving (500) the turnaround data output by the one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114), wherein the one or more cameras (112, 112a-112e, 112b-112e) are configured to capture images associated with the presence of a luggage cart or vehicle, and wherein the turnaround data includes information indicative of luggage (304), wherein the turnaround status includes information related to luggage (304) being unloaded from the aircraft (102) and loaded onto the aircraft (102), The turnaround analysis control unit (130) detects images of luggage vehicles adjacent to a luggage area of ​​the aircraft (102) and determines luggage unloading and boarding through image analysis.

13. The turnaround monitoring method of claim 12, wherein the turnaround data includes information including passenger information, catering (310), fueling (306), cleaning (308) and crew (312).

14. The turnover monitoring method according to claim 12 or 13, further comprising: communicatively coupling a gate (116) computer to the turnaround analysis control unit (130); as well as outputting the turnover data from the gate (116) computer, Wherein said receiving (500) comprises receiving (500) said turnaround data output by said gate (116) computer.

15. The turnover monitoring method according to claim 12 or 13, further comprising: communicatively coupling a flight computer (110) of the aircraft (102) to the turnaround analysis control unit (130); and outputting the turnaround data from the flight computer (110), Wherein the receiving (500) includes receiving (500) the turnaround data output by the flight computer (110).

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