Aircraft turnaround monitoring system and method

Abstract

To provide an aircraft turnaround monitoring system and method for managing turnaround time from landing of an aircraft at an airport to departure of the aircraft from the airport.SOLUTION: An aircraft turnaround monitoring system 100 is configured to monitor turnaround time of an aircraft 102 at an airport 104, receive turnaround data of the aircraft 102 at the airport 104 using a turnaround analysis control unit 130, and determine the turnaround status of the aircraft 102 based on data of a turnaround database 136.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] FIELD OF THE DISCLOSURE Embodiments of the present subject disclosure generally relate to aircraft turnaround monitoring systems and methods. [Background technology]

[0002]

[0003] Various types of aircraft are used to transport passengers and cargo between numerous locations. Each aircraft typically flies between various locations according to a prescribed flight plan, or flight path. For example, an aircraft departs from a departure airport and flies to a destination airport.

[0003] An aircraft may fly multiple flights between various 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 between the scheduled flights of an aircraft is the time between when the aircraft lands at an airport and when the aircraft takes off from the airport.

[0004] During the turnaround, various operations are performed to ensure that the aircraft is ready for the next flight. For example, a first set of passengers who boarded the aircraft and arrived at the destination airport disembark from the aircraft. The interior cabin of the aircraft is cleaned by cleaning staff or the like as the passengers leave the aircraft. Furthermore, the luggage of the arriving passengers is removed from the baggage area of ​​the aircraft. The aircraft is refueled for the next flight. A catering service removes used utensils or the like and also resupplies the aircraft with food and beverages for the next flight. The flight crew of the arriving flight may board the departing flight of the aircraft. A new flight crew may board the aircraft for the next departing flight. Furthermore, a second set of passengers who are to board the aircraft and depart from the airport board the aircraft.

[0005] Typically, an aircraft operator does not know all of the details of how the turnaround process is progressing. In particular, while the aircraft operator knows when the aircraft arrives at the gate and when the aircraft leaves the gate, the operator engages in a series of telephone calls with the ground operations center, airline dispatchers, pilots, ramp agents, maintenance companies, airport control offices, etc., to determine the status of a particular turnaround service. As can be appreciated, the process of gaining situational awareness of the turnaround process is cumbersome and time consuming. Summary of the Invention

[0006] What is needed is a system and method for efficiently determining situational awareness of an aircraft turnaround process. Additionally, what is needed is a system and method for automatically analyzing the turnaround process. Additionally, what is needed is a system and method for gaining situational awareness of the turnaround process without requiring individuals to engage in a series of telephone calls with other individuals within the airport confines and / or on the aircraft.

[0007] In consideration of these needs, certain embodiments of the subject disclosure provide a turnaround monitoring system configured to monitor the turnaround of an aircraft at an airport, the turnaround monitoring system including a turnaround analysis control unit that receives turnaround data relating to an aircraft at the airport and identifies a 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 sensor(s) output turnaround data related to the aircraft. The turnaround analysis control unit is in communication with the camera(s) and sensor(s). The turnaround analysis control unit receives the turnaround data from the camera(s) and sensor(s).

[0009] The camera(s) may include at least one camera on or in the aircraft. The camera(s) may include at least one camera at an airport. In at least one embodiment, the camera(s) include one or more cabin cameras 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 of the exterior of the aircraft, one or more stabilizer cameras mounted on one or more stabilizers of the aircraft configured to capture and output images of the exterior of the aircraft, one or more underside cameras mounted on the bottom or underside of the fuselage of the aircraft configured to capture and output images of the exterior of the aircraft, and / or one or more wing cameras mounted on one or more wings of the aircraft configured to capture and output images of the exterior of the aircraft.

[0010] The sensor(s) may include one or more fuel sensors configured to detect an 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 a 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, refueling, cleaning, and crew. In at least one embodiment, the turnaround status includes information regarding passengers exiting and boarding the aircraft, baggage being removed from and placed on the aircraft, catering, refueling the aircraft, cleaning of the interior cabin of the aircraft, and crew status.

[0012] In at least one embodiment, the turnaround monitoring system also includes a turnaround database that stores historical turnaround data, and a turnaround prediction control unit that predicts the time of completion of the turnaround based on a comparison of the turnaround data to the historical turnaround data.

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

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

[0015] In at least one embodiment, the turnaround monitoring system also includes a display in communication with the turnaround analysis control unit (and optionally the turnaround prediction control unit). The turnaround analysis control unit displays the turnaround 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 refueling analysis module, a cleaning analysis module, and a crew analysis module.

[0017] Certain embodiments of the subject disclosure provide a turnaround monitoring method configured to monitor the turnaround of an aircraft at an airport, the turnaround monitoring method including receiving, by a turnaround analysis control unit, turnaround data relating to an aircraft at the airport, and determining, by the turnaround analysis control unit, a turnaround status of the aircraft based on the turnaround data.

[0018] In at least one embodiment, the turnaround monitoring method also includes communicatively connecting one or more cameras to the turnaround analysis control unit, communicatively connecting one or more sensors to the turnaround analysis control unit, and outputting turnaround data by the camera(s) and the sensor(s), wherein the receiving includes receiving the turnaround data output by the camera(s) and the sensor(s).

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

[0020] The turnaround monitoring method may also include communicatively connecting a gate computer to a 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 also include communicatively connecting a flight computer of the aircraft to the turnaround analysis control unit and outputting the turnaround data from the flight computer. The receiving includes receiving the turnaround data output by the flight computer. [Brief description of the drawings]

[0022] [Figure 1] FIG. 1 is a schematic block diagram of an aircraft turnaround monitoring system, according to an embodiment of the subject disclosure. [Diagram 2] 1 is a diagrammatic representation of a catering vehicle in proximity to an aircraft, according to one embodiment of the subject disclosure. [Diagram 3] 1 is a diagrammatic representation of a display according to one embodiment of the subject disclosure. [Figure 4] 1 is a diagrammatic representation of an aircraft imaged by a tail camera, according to one embodiment of the subject disclosure. [Diagram 5] 1 is a diagrammatic representation of an aircraft imaged by a camera on the aircraft, according to one embodiment of the subject disclosure. [Figure 6] 1 is a diagrammatic representation of an interior cabin of an aircraft imaged by a cabin camera, according to one embodiment of the subject disclosure. [Figure 7] 1 is a diagrammatic representation of a display showing aspects of a turnaround status, according to one embodiment of the subject disclosure. [Figure 8] 1 is an illustration of a front three-quarter view of an aircraft in accordance with an exemplary embodiment of the subject disclosure. [Figure 9] 1 illustrates a flowchart of a turnaround monitoring method configured to monitor aircraft turnaround at an airport, according to one embodiment of the subject disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] The above summary, as well as the following detailed description of some embodiments, will be better understood when read in conjunction with the accompanying drawings. As used herein, it is to be understood that the use of "a" or "an" in the singular form of an element or step does not necessarily exclude a plurality of such elements or steps. Moreover, references to "an embodiment" should not be interpreted as excluding the existence of additional embodiments that incorporate the features described herein. Moreover, unless expressly stated otherwise, an embodiment "including" or "having" one or more elements having a particular condition may include additional elements that do not have that condition.

[0024] Certain embodiments of the subject disclosure provide an aircraft turnaround monitoring system and method configured to automatically monitor and report aircraft turnaround processes. In at least one embodiment, one or more images (e.g., video feeds) from an aircraft-mounted camera and status information from various aircraft and ground equipment sensors are received at a turnaround analysis control unit. The images are processed applying image recognition techniques to detect and track elements related to the turnaround process (e.g., fuel, catering or bag trucks, gate bridge locations, auxiliary connections for power, gas pressure or air conditioning, individual bags or catering carts, disembarking and boarding passengers, etc.). Such information can be aggregated with aircraft and ground equipment sensor information (e.g., parking brake status, door open / closed position, fuel levels, etc.). The aircraft turnaround monitoring system and method analyze such information and report and predict turnaround milestones to pilots, airline control centers, airports, air traffic control, and / or any other interested parties.

[0025] As described herein, embodiments of the subject disclosure provide a turnaround monitoring system that includes a turnaround analysis control unit that receives turnaround data from one or more cameras and one or more sensors and identifies a 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 a time of completion of the turnaround based on a comparison of the turnaround data to historical turnaround data. The turnaround data includes information regarding various aspects of the turnaround, such as passenger information (e.g., passengers disembarking from the first flight and passengers subsequently boarding the next flight), baggage, catering, refueling, cleaning, flight crew, etc.

[0026] 1 is a schematic block diagram of an aircraft turnaround monitoring system 100, in accordance with one embodiment of the subject disclosure. The aircraft turnaround monitoring system 100 is configured to monitor the turnaround of an aircraft 102 landing at and taking off from an airport 104. The aircraft turnaround relates to the time that an aircraft 102 of a first flight lands at the airport 104, and the time that an aircraft 102 of a second flight subsequently takes off from the airport 104.

[0027] The aircraft 102 includes an interior cabin 106. The interior cabin 106 includes a cockpit in which controls 108 and flight computers 110 are located. The controls 108 and flight computers 110 are used to control the aircraft 102 in flight and on the ground. The flight computers 110 may also be used to input and output data, such as when passengers disembark, when doors are opened and closed, etc.

[0028] The aircraft 102 also includes a number 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 within 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 lower cameras 112d mounted on a lower or underside of a 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 are shown. For example, the aircraft 102 may not include stabilizer cameras. As another example, aircraft 102 may include cameras in baggage and / or cargo areas within aircraft 102 .

[0029] The aircraft 102 also includes a number of sensors 114 configured to sense various aspects, including one or more fuel sensors 114a configured to detect an amount of fuel in one or more fuel tanks of the aircraft 102, one or more door sensors 114b configured to detect a position of one or more doors of the aircraft 102 (e.g., between an open and closed position), etc. In at least one embodiment, the aircraft 102 includes more or fewer sensors 114 than are shown. For example, the aircraft may include weight sensors, baggage detection sensors, etc.

[0030] After the aircraft 102 lands at the airport 104, the aircraft 102 taxis to a gate 116 at the airport 104. Passengers aboard the aircraft 102 disembark the aircraft 102 and move into the airport 104 via the gate 116. The gate 116 includes a gate computer 118, which may be operated by, for example, a ramp agent. The gate computer 118 is used to input flight and passenger information, gate status, aircraft status (e.g., doors open or closed), and the like. Additionally, the gate 116 may include one or more gate cameras 120, which are used to capture and output images of the gate 116, the aircraft 102, and the like. Additionally, the airport 104 may include additional cameras not located at the gate 116.

[0031] The aircraft turnaround monitoring system 100 includes a turnaround analysis control unit 130 that is communicatively connected to the flight computer 110, the cameras 112, the sensors 114, the gate computer 118, the gate camera(s) 120, etc., such as through one or more wireless (or wired) connections. In at least one other embodiment, the turnaround analysis control unit 130 is not communicatively connected to all of the flight computer 110, the cameras 112, the sensors 114, the gate computer 118, and the gate camera(s) 120. For example, the turnaround analysis control unit 130 may not be communicatively connected to the gate computer 118 and / or the gate camera(s) 120.

[0032] In at least one embodiment, the turnaround analysis control unit 130 is located remotely from the aircraft 102 and the gate 116. For example, the turnaround analysis control unit 130 may be at a central monitoring station that may or may not be located at the airport 104. In at least one other embodiment, the turnaround analysis control unit 130 is onboard the aircraft 102 (e.g., in the interior cabin 106). In at least one other embodiment, the turnaround analysis control unit 130 is at the gate 116.

[0033] 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 smartphone or tablet, etc.), such as through one or more wired or wireless connections. In at least one embodiment, the display 132 is co-located with the turnaround analysis control unit 130, such as at a common workstation. Optionally, the display 132 is located remotely from the turnaround analysis control unit 130. For example, the display 132 may be on-board the aircraft 102, while the turnaround analysis control unit 130 is located remotely from the aircraft 102.

[0034] The turnaround analysis control unit 130 is also communicatively coupled to the turnaround prediction control unit 134, such as through one or more wired or wireless connections. In at least one embodiment, the turnaround prediction control unit 134 is co-located with the turnaround analysis control unit 130, such as in a common workstation. The turnaround analysis control unit 130 and the turnaround prediction control unit 134 may be part of an integrated common processing system or control unit. In at least one other embodiment, the turnaround analysis control unit 130 and the turnaround prediction control unit 134 are separate and are separate processing systems or control units. In at least one embodiment, the turnaround analysis control unit 130 and the turnaround prediction control unit 134 are remotely located from each other.

[0035] The turnaround prediction control unit 134 is communicatively coupled to a turnaround database 136, such as through one or more wired or wireless connections. The turnaround prediction control unit 134 and the turnaround database 136 may be at a common location. Optionally, the turnaround database 136 may be located remotely from the turnaround prediction control unit 134. The turnaround database 136 stores historical turnaround data, such as turnaround data from past flights.

[0036] 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 various modules may be separate parts of the turnaround analysis control unit 130. Optionally, the various modules may form a single integrated processing system.

[0037] In operation, the turnaround analysis control unit 130 receives turnaround data from one or more of the flight computers 110, the cameras 112, the sensors 114, the gate computer 118, and / or the gate cameras 120. The turnaround analysis control unit 130 analyzes the turnaround data to determine a turnaround status of the aircraft 102 during the flight, such as information regarding passengers disembarking and boarding the aircraft 102, baggage removed from and loaded onto the aircraft 102, catering, refueling the aircraft 102, cleaning of 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 the display 132. The display 132 displays the turnaround status to an individual.

[0038] In at least one embodiment, a turnaround prediction control unit 134 receives turnaround status data from the turnaround analysis control unit 130 and compares the turnaround status data to historical turnaround data stored in a turnaround database 136. By comparing the turnaround status data to the historical turnaround data, the turnaround prediction control unit 134 can predict remaining times for various turnaround aspects. The turnaround prediction control unit 134 then outputs (e.g., over one or more wired or wireless connections and / or via the turnaround analysis control unit 130) turnaround aspect prediction data indicative of a prediction of one or more turnaround aspects to the display 132, which then displays the predictions of those aspects.

[0039] In at least one embodiment, flight computer 110 receives various turnaround aspects, which may be input by the pilot or other crew members. For example, turnaround aspects related to the number of passengers boarding aircraft 102, whether passengers from the first flight have deplaned aircraft 102, whether passengers of the subsequent flight have boarded aircraft 102, whether passenger doors are open or closed, etc., may be input to flight computer 110 and output as turnaround data to turnaround analysis control unit 130. The turnaround data is received by turnaround analysis control unit 130, which then analyzes the received turnaround data to determine a turnaround status associated with such turnaround data. For example, turnaround analysis control unit 130 may determine (e.g., via passenger analysis module 138) a turnaround status associated with passengers from the first flight deplaning aircraft 102 and passengers of the subsequent flight boarding aircraft 102 through the turnaround data received from flight computer 110. In at least one embodiment, the turnaround analysis control unit 130 determines, through turnaround data received from the flight computer 110, whether passengers from the first flight have disembarked the aircraft 102 and whether passengers for the next flight have boarded the aircraft 102, and outputs associated turnaround status data to the display 132, which can then display such turnaround status.

[0040] The turnaround prediction control unit 134 may compare turnaround status data for passengers and compare it with historical passenger data for disembarking and boarding stored in the turnaround database 136 to predict the remaining time for disembarking and / or boarding. The predicted data of turnaround aspects for disembarking and / or boarding passengers is received by the display 132, which may then display the prediction of the associated turnaround aspects for such disembarking and / or boarding. For example, the turnaround database 136 may store historical data indicating that all passengers from a first flight should disembark within a certain time after landing and / or that all passengers of a second flight should board within a certain time after the first flight lands. The turnaround prediction control unit 134 may output a warning signal if a specified time stored in the turnaround database 136 has elapsed without passengers from the first flight disembarking and / or passengers of the second flight boarding. The warning signal may be displayed on the display 132 as a graphic and / or video message. As another example, the warning signal may be an audio signal broadcast through a speaker.

[0041] In at least one embodiment, cameras capture images related to various turnaround aspects, such as those related to passengers disembarking and boarding the aircraft, baggage being removed from and loaded onto the aircraft, catering, refueling, crew, etc. Turnaround analysis control unit 130 analyzes the received image data to determine the status of various turnaround aspects.

[0042] One or more of the cameras 112 capture images related to passengers disembarking and boarding the aircraft 102 (e.g., via cabin camera 112a), the presence of a luggage cart or vehicle (e.g., via one or more of cameras 112b-112e), the presence of a catering vehicle at the catering door of the aircraft 102 (e.g., via one or more of cameras 112a-112e), the presence of a refueling truck in proximity to the aircraft 102 (e.g., via one or more of cameras 112a-112e), the presence of cleaning crew and / or cleaning vehicles in proximity to the aircraft 102 (e.g., via one or more of cameras 112a-112e), flight attendants disembarking and / or boarding the aircraft 102 (e.g., via cabin camera 112(a)), and the like. Image data from the camera 112 is received by the turnaround analysis control unit 130 as turnaround data.

[0043] For example, the turnaround analysis control unit 130 may detect images of passengers leaving the aircraft 102, such as via the passenger analysis module 138, and identify disembarking and / or boarding passengers through image analysis. The turnaround analysis control unit 130 may know the number of passengers of a first flight stored in memory and may count the number of disembarking passengers associated with that number of passengers to determine if all of the passengers from the first flight have disembarked. Similarly, the turnaround analysis control unit 130 may know the number of passengers of a next flight stored in memory and may count the number of boarding passengers associated with that number of passengers to determine if all of the passengers of the next flight have boarded. As another example, the passenger analysis module 138 may determine that passengers have disembarked and / or boarded by monitoring the direction of passenger flow (either out of the aircraft 102 or into the aircraft 102) and may determine that passengers have disembarked and / or boarded after a threshold time has elapsed without additional movement out of and / or into the aircraft. In at least one other embodiment, as described above, the disembarkation and / or boarding status of passengers is determined by the passenger analysis module 138 through image data received from the cabin camera(s) 112a and data input to the flight computer 110. Also, as described above, the turnaround prediction control unit 134 can compare the turnaround status data for passengers and compare it to historical passenger data for disembarkation and boarding stored in the turnaround database 136 to predict the time remaining for disembarkation and / or boarding.

[0044] As another example, the turnaround analysis control unit 130, via the passenger analysis module 138, detects the times of passenger disembarkation and boarding through passenger doors that are opened and closed via the door sensors 114b. For example, the passenger analysis module 138, via the door sensor(s) 114b, monitors the sequence of door opening and closing to determine whether passengers from a first flight have disembarked and subsequently passengers from a second flight have boarded.

[0045] The turnaround analysis control unit 130 may monitor crew members disembarking and / or boarding the aircraft 102 in a manner similar to passengers, such as via a crew analysis module 148. In at least one embodiment, crew information may be entered into the flight computers 110 and / or gate computers 118 and may be received and analyzed by the turnaround analysis control unit 130.

[0046] In at least one other exemplary embodiment, the turnaround analysis control unit 130, such as via the baggage analysis module 140, detects images of baggage vehicles proximate to a baggage area of ​​the aircraft 102 and determines the removal and loading 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 by distinguishing their symptoms through distinctive aspects of the baggage vehicle(s). For example, the baggage analysis module 140 may determine that baggage from a first flight has been removed from the aircraft 102 by detecting that a first set of baggage vehicles approach and subsequently depart from the aircraft 102 over a first time frame. Similarly, the baggage analysis module 140 may determine that baggage for a next flight has been loaded onto the aircraft 102 by detecting that a second set of baggage vehicles approach and subsequently depart from the aircraft 102 over a second time frame.

[0047] The turnaround prediction control unit 134 can compare the turnaround status data for the baggage and compare it with historical baggage data for picking and loading stored in the turnaround database 136 to predict the time remaining for picking and loading. The turnaround prediction control unit 134 can output a warning signal if a specified baggage time stored in the turnaround database 136 has elapsed without the baggage from the first flight being picked up and / or the baggage of the next flight being loaded. The warning signal can be displayed on the display 132 as a graphic and / or video message. As another example, the warning signal can be an audio signal broadcast through a speaker.

[0048] As another example, the turnaround analysis control unit 130, such as via the catering analysis module 142, detects an image of a catering vehicle in proximity to the aircraft 102 (e.g., at a catering door) and identifies a catering service time through image analysis. In at least one embodiment, the turnaround analysis control unit 130 detects the presence of a catering vehicle through image analysis, such as by distinguishing symptoms of the catering vehicle(s) via distinctive aspects of the catering vehicle(s). For example, the catering analysis module 142 may determine that a catering service time is complete by detecting that a catering vehicle has approached and subsequently left the aircraft 102.

[0049] The turnaround prediction control unit 134 can compare the turnaround status data regarding the catering service time and compare it with the historical catering service data stored in the turnaround database 136 to predict the time remaining for the catering service time. The turnaround prediction control unit 134 can output a warning signal if the specified catering service time stored in the turnaround database 136 has elapsed without the current catering service being completed. The warning signal can be displayed on the display 132 as a graphic and / or video message. As another example, the warning signal can be an audio signal broadcasted through a speaker.

[0050] As a further 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 (e.g., near a refueling location) and identifies 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 by distinguishing symptoms via a distinctive aspect of the refueling vehicle(s) through the distinctive aspect of the refueling vehicle(s). For example, the refueling analysis module 144 may determine that the refueling time is complete by detecting the refueling vehicle approaching and subsequently leaving the aircraft 102.

[0051] As another example, the turnaround analysis control unit 130 detects the refueling time through refueling data output by the fuel sensor(s) 114a of the aircraft 102 via the fuel analysis module 144. For example, the fuel analysis module 144 monitors a fuel level related to the final amount of fuel to be delivered to the aircraft 102 through the turnaround data output as fuel data by the fuel sensor(s) 114a.

[0052] The turnaround prediction control unit 134 can compare the turnaround status data regarding refueling time and compare it with historical refueling data stored in the turnaround database 136 to predict the time remaining for refueling. The turnaround prediction control unit 134 can output a warning signal if the specified refueling time stored in the turnaround database 136 has elapsed without the current refueling being completed. The warning signal can be displayed on the display 132 as a graphic and / or video message. As another example, the warning signal can be an audio signal broadcast through a speaker.

[0053] 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 identifies the cleaning time through image analysis. In at least one embodiment, the turnaround analysis control unit 130 detects the presence of a cleaning cart through image analysis, such as via a distinctive aspect of the cleaning cart(s) and distinguishing their symptoms. For example, the cleaning analysis module 146 may determine that the cleaning time is complete by detecting that the cleaning cart(s) have entered the aircraft 102 and subsequently exited the aircraft 102. As another example, the turnaround analysis control unit 130, such as via the cleaning analysis module 146, detects the cleaning time through cleaning data output from the flight computer 110 (e.g., if entered by a flight crew member) and / or the gate computer 118 (e.g., if entered by a ramp agent).

[0054] The turnaround prediction control unit 134 can compare the turnaround status data regarding cleaning time with historical cleaning data stored in the turnaround database 136 to predict the time remaining for cleaning. The turnaround prediction control unit 134 can output a warning signal if a specified cleaning time stored in the turnaround database 136 has elapsed without the current cleaning being completed. The warning signal can be displayed on the display 132 as a graphic and / or video message. As another example, the warning signal can be an audio signal broadcast through a speaker.

[0055] The gate camera(s) 120 or other airport cameras may also be used to capture images of passengers, baggage vehicles, catering vehicles, refueling vehicles, cleaning carts, flight attendants, etc., as well as the cameras 112 on the aircraft 102. 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. Nevertheless, using the cameras 112, sensors 114, and / or flight computers 110 on the aircraft 102 to output turnaround data to the turnaround analysis control unit 130 allows for independent aircraft-by-aircraft analysis of turnaround aspects, instead of relying on separate and distinct component data capture devices outside the aircraft 102.

[0056] As used herein, terms such as "control unit," "central processing 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 (ASIC), logic circuits, and any other circuits or processors, including hardware, software, or combinations thereof, capable of performing the functions described herein. The above examples are illustrative only and thus are not intended to limit in any way the definitions and / or meanings of the above terms. For example, the turnaround analysis control unit 130 and the turnaround prediction control unit 134 may be or include one or more processors configured to control their operation as described herein.

[0057] The turnaround analysis control unit 130 and the turnaround prediction control unit 134 are configured to execute a set of instructions stored in one or more data storage devices or data storage elements (such as one or more memories) to process data. For example, the turnaround analysis control unit 130 and the turnaround prediction control unit 134 may include or be connected to one or more memories. The data storage devices may also store data or other information as desired or needed. The data storage devices may take the form of information sources or physical memory elements within a processing machine.

[0058] The set of instructions may include various instructions that instruct the turnaround analysis control unit 130 and the turnaround prediction control unit 134 to perform certain operations, such as the methods and processes of various embodiments of the subject matter described herein, as processing machines. The set of instructions may take the form of a software program. The software may take various forms such as system software or application software. Furthermore, the software may take the form of a collection of separate programs, a program subset 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 processing machine may be in response to a user's commands, in response to results of previous processing, or in response to a request made by another processing machine.

[0059] The drawings of the embodiments herein may show one or more control or processing units, such as the turnaround analysis control unit 130 and the turnaround prediction control unit 134. It should be understood that the processing or control unit may represent a circuit, an electric circuit, or a portion thereof, which may be implemented as hardware having associated instructions (e.g., software stored in a tangible and non-transitory computer-readable storage medium, such as a computer hard drive, ROM, RAM, etc.) that perform the operations described herein. The hardware may include a state machine circuit hardwired to perform the functions described herein. Optionally, the hardware may include electronic circuits including and / or connected to one or more logic-based devices, such as a microprocessor, a processor, a controller, etc. Optionally, the turnaround analysis control unit 130 and the turnaround prediction control unit 134 may represent a processing circuit, such as one or more of a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a microprocessor(s), etc. The circuitry in various embodiments may be configured to execute one or more algorithms to perform the functions described herein. The one or more algorithms, whether or not explicitly identified in a flowchart or method, may include aspects of the embodiments disclosed herein.

[0060] As used herein, the terms "software" and "firmware" are used interchangeably and include any computer program for execution by a computer stored in a data storage unit (e.g., one or more memories), including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The above types of data storage units are merely exemplary and thus not limiting as to the types of memory that may be used for storage of computer programs.

[0061] 2 is a diagrammatic representation of a catering vehicle 200 in proximity to an aircraft 102, according to one embodiment of the subject disclosure. With reference to FIGS. 1 and 2, the catering vehicle 200 may be imaged by the camera 112 or the gate camera 120 of the aircraft 102 (as shown in FIG. 1). In at least one embodiment, the turnaround analytics control unit 130 uses machine learning image recognition to detect the presence of the catering vehicle 200, baggage vehicles, refueling vehicles, cleaning carts, etc. For example, the turnaround analytics control unit 130 may be programmed to detect and distinguish features, shapes, indications, etc. of such vehicles, carts, etc.

[0062] 3 is a diagrammatic representation of a display 132, according to one embodiment of the subject disclosure. With reference to FIGs. 1 and 3, in at least one embodiment, the display 132 may be within the interior cabin 106, such as within a cockpit of the aircraft 102.

[0063] Figure 4 is a diagrammatic representation of an aircraft 102 as imaged by tail camera 112b (shown in Figure 1) according to one embodiment of the subject disclosure. Figure 5 is a diagrammatic representation of an aircraft 102 as imaged by cameras 112 of the aircraft 102 according to one embodiment of the subject disclosure. With reference to Figures 1, 4, and 5, the aircraft 102 includes multiple cameras 112 (shown in Figure 1) that enable imaging of the area around the aircraft 102.

[0064] 6 is a diagrammatic representation of the interior cabin 106 of the aircraft 102 as imaged by the cabin camera 112a, according to one embodiment of the subject disclosure. For example, with reference to FIGS. 1 and 6, the interior cabin 106 may be imaged via the cabin camera 112a, showing the cockpit entrance and boarding doors open.

[0065] 7 is a diagrammatic representation of the display 132 showing aspects 300 of a turnaround status, according to one embodiment of the subject disclosure. The aspects 300 of the turnaround status include passengers 302, baggage 304, fueling 306, cleaning 308, catering 310, and crew 312. With reference to FIGS. 1 and 7, the turnaround analysis control unit 130 identifies the status of each of the aspects 300 as described above and displays such status 330 on the display 132, including a bar 331 for completed tasks and a bar 333 for uncompleted tasks. The turnaround analysis control unit 130 may also show a current turnaround time graphic 350, which displays the time between landing 352 and scheduled takeoff 354.

[0066] 8 is a front perspective diagrammatic representation of the aircraft 102, in accordance with an exemplary embodiment of the subject 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 are 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 section 420. The tail section 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.

[0067] The cameras 112 are mounted on various portions of the aircraft 102. The aircraft 102 may include more or fewer cameras 112 than shown, and in different locations than shown.

[0068] The aircraft 102 may be sized, shaped, and configured differently than that shown in Figure 8. For example, the aircraft 102 may be a non-fixed wing aircraft, such as a helicopter.

[0069] 9 illustrates a flowchart of a turnaround monitoring method configured to monitor aircraft turnarounds at an airport, according to one embodiment of the subject disclosure. With reference to FIGs. 1 and 9, the turnaround monitoring method includes receiving (500), by the turnaround analysis control unit 130, turnaround data related to 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.

[0070] In at least one embodiment, the turnaround monitoring method includes communicatively connecting the camera(s) 112 to the turnaround analysis control unit 130, communicatively connecting 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.

[0071] In at least one embodiment, the turnaround monitoring method also includes storing (504) the historical turnaround data in the turnaround database 136 and predicting (506) by the turnaround prediction control unit 134 a time for completion of the current turnaround of the aircraft based on a comparison of the turnaround data to the historical turnaround data.

[0072] The turnaround monitoring method may also include communicatively connecting 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.

[0073] The turnaround monitoring method may also include communicatively coupling a flight computer 110 of the aircraft 102 with 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.

[0074] Embodiments of the present subject disclosure provide systems and methods that allow large amounts of data to be analyzed by a computing device quickly and efficiently. Large amounts of data are tracked and analyzed. As described herein, the vast amounts of data are efficiently organized and / or analyzed by the turnaround analysis control unit 130 and the turnaround prediction control unit 134. The turnaround analysis control unit 130 and the turnaround prediction control unit 134 analyze the data in a relatively short time to quickly and efficiently output turnaround analysis and predictions. A human would not be able to efficiently analyze such a vast amount of data in such a short time. Thus, embodiments of the present subject disclosure provide improved and efficient functionality compared to conventional computing systems and overwhelmingly superior performance compared to a human analyzing vast amounts of data. In short, embodiments of the present subject disclosure provide systems and methods that analyze thousands, if not millions, of calculations and operations that a human cannot efficiently, effectively, and accurately manage.

[0075] As described herein, embodiments of the subject disclosure provide systems and methods for efficiently determining situational awareness of an aircraft turnaround process. Additionally, embodiments of the subject disclosure provide systems and methods for automatically analyzing the turnaround process. Additionally, embodiments of the subject disclosure provide systems and methods for gaining situational awareness of the turnaround process without the need for individuals to conduct a series of telephone calls with other individuals within the airport and / or on the aircraft.

[0076] For purposes of describing the embodiments of the subject disclosure, various spatial and directional terms may be used, such as top, bottom, lower, middle, lateral, horizontal, vertical, front, etc., but it should be understood that such terms are only used relative to the orientation shown in the drawings. The orientation may be flipped, rotated, or otherwise changed so that top becomes bottom and bottom becomes top, horizontal becomes vertical, etc.

[0077] As used herein, a structure, limitation, or element that is "configured to" perform a task or operation is structurally formed, configured, or adapted to specifically correspond to the task or operation. For clarity and to avoid doubt, an object that is merely modifiable to perform a task or operation is not "configured to" perform a task or operation as used herein.

[0078] It should be understood that the above description is intended to be illustrative, not limiting. For example, the above-described embodiments (and / or aspects thereof) can be used in combination with each other. In addition, many modifications can be made to the teachings of the various embodiments of the present disclosure to adapt to a particular situation or material without departing from the scope of the various embodiments of the present disclosure. The geometries and types of materials described herein are intended to define the parameters of the various embodiments of the present disclosure, but these embodiments are exemplary rather than limiting. Many other embodiments will be apparent to those skilled in the art upon review of the present invention. The scope of the various embodiments of the present disclosure should be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. In the appended claims, the words "including" and "in which" are used as obvious synonyms of the words "comprising" and "wherein," respectively. Additionally, the words "first," "second," "third," and the like are used merely as labels and are not intended to impose numerical requirements on their objects. Moreover, the following claim limitations are not written in means-plus-function form and are not intended to be construed under 35 U.S.C. § 112(f) unless such claim limitations expressly use the phrase "means for" and are followed by a recitation of a function without further structure.

[0079] Additionally, the present disclosure includes embodiments according to the following clauses: Article 1. 1. A turnaround monitoring system configured to monitor a turnaround of an aircraft (102) at an airport (104), comprising: A turnaround monitoring system comprising: a turnaround analysis control unit (130) for receiving turnaround data relating to the aircraft (102) at the airport (104) and determining a turnaround status of the aircraft (102) based on the turnaround data. Article 2. One or more cameras (112, 112a to 112e, 112b to 112e), and Further comprising one or more sensors (114); 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); The turnaround monitoring system described in clause 1, wherein the turnaround analysis control unit (130) communicates with the one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114) and receives the turnaround data from the one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114). Article 3. The turnaround monitoring system of claim 2, wherein the one or more cameras (112, 112a-112e, 112b-112e) comprise at least one camera on or within the aircraft (102). Article 4. The turnaround monitoring system according to clause 2 or 3, wherein the one or more cameras (112, 112a-112e, 112b-112e) comprises at least one camera at the airport (104). Article 5. The one or more cameras (112, 112a to 112e, 112b to 112e), 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) configured to capture and output images of the exterior of the aircraft (102); one or more stabilizer cameras (112, 112a-112e, 112b-112e) attached to one or more stabilizers of the aircraft (102) configured to capture and output images of the exterior of the aircraft (102); one or more lower cameras (112, 112a-112e, 112b-112e) (112d) mounted on or beneath a fuselage (418) of the aircraft (102) configured to capture and output images of the exterior of the aircraft (102); or The turnaround monitoring system described in any one of clauses 2 to 4, comprising one or more wing cameras (112, 112a-112e, 112b-112e) mounted on one or more wings (416) of the aircraft (102) configured to capture and output images of the exterior of the aircraft (102). Article 6. The turnaround monitoring system of any one of clauses 2 to 5, wherein the one or more sensors (114) comprise one or more fuel sensors (114) configured to detect an amount of fuel in one or more fuel tanks of the aircraft (102). Article 7. The turnaround monitoring system of any one of clauses 2 to 6, wherein the one or more sensors (114) comprise one or more door sensors (114, 114b) configured to detect the position of one or more doors of the aircraft (102). Article 8. 8. The turnaround monitoring system of any one of clauses 1 to 7, wherein the turnaround data includes information including passenger information, baggage (304), catering (310), fueling (306), cleaning (308), and crew (312). Article 9. 9. The turnaround monitoring system of any one of clauses 1 to 8, wherein the turnaround status includes information regarding passengers (302) disembarking from and boarding the aircraft (102), baggage (304) being removed from and loaded onto the aircraft (102), catering (310), refueling (306) of the aircraft (102), cleaning (308) of the interior cabin (106) of the aircraft (102), and the status of the crew (312). Article 10. a turnaround database (136) for storing historical turnaround data; and 10. The turnaround monitoring system of any one of clauses 1 to 9, further comprising a turnaround prediction control unit (134) for predicting a time of completion of the turnaround based on a comparison of the turnaround data with the historical turnaround data. Article 11. The turnaround monitoring system of any one of clauses 1 to 10, further comprising a gate (116) computer at a gate (116) of the airport (104), the turnaround analysis control unit (130) communicating with the gate (116) computer, and the gate (116) computer outputting the turnaround data to the turnaround analysis control unit (130). Article 12. The turnaround monitoring system of any one of clauses 1 to 11, further comprising a flight computer (110) of the aircraft (102), the turnaround analysis control unit (130) communicating with the flight computer (110), and the flight computer (110) outputting the turnaround data to the turnaround analysis control unit (130). Article 13. 13. The turnaround monitoring system of any one of clauses 1 to 12, further comprising a display (132) in communication with the turnaround analysis control unit (130), the turnaround analysis control unit (130) displaying the turnaround status on the display (132). Article 14. The turnaround analysis control unit (130) Passenger analysis modules (138, 144); A luggage (304) analysis module (144), Catering (310) analysis module (144), Refueling (306) analysis module (144); A cleaning (308) analysis module (144), and 14. The turnaround monitoring system of any one of clauses 1 to 13, comprising a crew (312) analysis module (144). Article 15. 1. A turnaround monitoring method configured to monitor a turnaround of an aircraft (102) at an airport (104), comprising: receiving (500) turnaround data relating to the aircraft (102) at the airport (104) by a turnaround analysis control unit (130); and determining (502), by the turnaround analysis control unit (130), a turnaround status of the aircraft (102) based on the turnaround data. Article 16. Connecting one or more cameras (112, 112a to 112e, 112b to 112e) to the turnaround analysis control unit (130) so as to be able to communicate with each other; communicatively connecting one or more sensors (114) to said turnaround analysis control unit (130); and outputting the turnaround data by the one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114); The turnaround monitoring method of claim 15, 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). Article 17. 17. The turnaround monitoring method according to clause 15 or 16, wherein the turnaround data includes information including passenger information, baggage (304), catering (310), fuelling (306), cleaning (308), and crew (312). Article 18. storing (504) the historical turnaround data in a turnaround database (136); and 18. The turnaround monitoring method of any one of clauses 15 to 17, further comprising predicting (506) by a turnaround prediction control unit (134) a time of completion of the turnaround based on a comparison of the turnaround data with the historical turnaround data. Article 19. communicatively connecting a gate (116) computer to said turnaround analysis control unit (130); and outputting the turnaround data from the gate (116) computer; 19. The turnaround monitoring method of any one of clauses 15 to 18, wherein said receiving (500) comprises receiving (500) the turnaround data output by the gate (116) computer. Article 20. communicatively connecting a flight computer (110) of the aircraft (102) to the turnaround analysis control unit (130); and outputting the turnaround data from the flight computer; 20. The turnaround monitoring method of any one of clauses 15 to 19, wherein said receiving (500) comprises receiving (500) the turnaround data output by the flight computer (110). Article 21. 1. A turnaround monitoring system configured to monitor a turnaround of an aircraft (102) at an airport (104), comprising: One or more cameras (112, 112a to 112e, 112b to 112e), one or more sensors (114); a gate (116) computer at a gate (116) of said airport (104); a flight computer (110) for the aircraft (102), wherein the one or more cameras (112, 112a-112e, 112b-112e), the one or more sensors (114), the gate (116) computer, and the flight computer (110) output turnaround data relating to the aircraft (102); a turnaround analysis control unit (130) in communication with the one or more cameras (112, 112a-112e, 112b-112e), the one or more sensors (114), the gate (116) computer, and the flight computer (110), the turnaround analysis control unit (130) configured to receive the turnaround data regarding the aircraft (102) at the airport (104), determine a turnaround status of the aircraft (102) based on the turnaround data, and determine the turnaround status of the aircraft (102) based on the turnaround data. a turnaround analysis control unit (130) in which the turnaround status includes information regarding passengers (302) disembarking and boarding the aircraft (102), baggage (304) being removed from and loaded onto the aircraft (102), catering (310), refueling (306) of the aircraft (102), cleaning (308) of the interior cabin (106) of the aircraft (102), and the status of the flight crew (312); a turnaround database (136) for storing historical turnaround data; a turnaround prediction control unit (134) for predicting a time of completion of the turnaround based on a comparison of the turnaround data to the historical turnaround data; and a display (132) 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 a time of predicted completion of the turnaround on the display (132).

[0080] The description set forth herein uses examples to disclose various embodiments of the present disclosure, including the best mode, and to enable any person skilled in the art to practice various embodiments of the present disclosure, including making and using any device or system, and performing any methods incorporated therein. The patentable scope of the various embodiments of the present disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if the examples have structural elements that do not differ from the literal language of the claims, or if the examples include equivalent structural elements that differ only insignificantly from the literal language of the claims.

Claims

1. 1. A turnaround monitoring system configured to monitor a turnaround of an aircraft (102) at an airport (104), comprising: a turnaround analysis control unit (130) for receiving turnaround data relating to the aircraft (102) at the airport (104) and determining a turnaround status of the aircraft (102) based on the turnaround data; A turnaround database (136) for storing historical turnaround data; and a turnaround prediction control unit (134) for predicting a time of completion of the turnaround based on a comparison of the turnaround data with the historical turnaround data; the turnaround status includes information regarding one or both of baggage being removed from and baggage being loaded onto the aircraft based on detecting the presence of one or more baggage vehicles in proximity to one or more baggage areas of the aircraft, or information regarding crew status; the turnaround analysis control unit (130) is configured to detect images of baggage vehicles proximate to a baggage area of ​​the aircraft (102) and determine baggage pick-up and loading through image analysis; The turnaround prediction control unit (134) is configured to compare turnaround status data relating to luggage with historical luggage data relating to picking and loading stored in the turnaround database (136) to predict the remaining time for picking and loading of the luggage, a turnaround monitoring system.

2. One or more cameras (112, 112a-112e, 112b-112e), and Further comprising one or more sensors (114); 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); The turnaround monitoring system of claim 1, wherein the turnaround analysis control unit (130) communicates with the one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114) and receives the turnaround data from the one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114).

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

4. The turnaround monitoring system of claim 2 or 3, wherein the one or more cameras (112, 112a-112e, 112b-112e) comprises at least one camera at the airport (104).

5. The one or more cameras (112, 112a to 112e, 112b to 112e), 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) configured to capture and output images of the exterior of the aircraft (102); one or more stabilizer cameras (112, 112a-112e, 112b-112e) attached to one or more stabilizers of the aircraft (102) configured to capture and output images of the exterior of the aircraft (102); one or more lower cameras (112, 112a-112e, 112b-112e) (112d) mounted on the bottom or underside of a fuselage (418) of the aircraft (102) configured to capture and output images of the exterior of the aircraft (102); or 5. The turnaround monitoring system of claim 2, further comprising one or more wing cameras (112, 112a-112e, 112b-112e) mounted on one or more wings (416) of the aircraft (102) configured to capture and output images of an exterior of the aircraft (102).

6. 6. The turnaround monitoring system of claim 2, wherein the one or more sensors (114) comprise at least one sensor (114) comprising one or more fuel sensors (114) configured to detect an amount of fuel 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).

7. 7. The turnaround monitoring system of claim 1, wherein the turnaround data includes information indicative of at least one of passenger information, baggage (304), catering (310), refueling (306), cleaning (308), or crew (312).

8. 8. The turnaround monitoring system of claim 1, wherein the turnaround status includes information regarding at least one of passengers (302) disembarking and boarding the aircraft (102), baggage (304) being removed from and loaded onto the aircraft (102), catering (310), refueling (306) of the aircraft (102), cleaning (308) of an interior cabin (106) of the aircraft (102), or a status of the flight crew (312).

9. 9. The turnaround monitoring system of claim 1, further comprising a gate (116) computer at a gate (116) of the airport (104), the turnaround analysis control unit (130) communicating with the gate (116) computer, the gate (116) computer outputting the turnaround data to the turnaround analysis control unit (130).

10. 10. The turnaround monitoring system of claim 1, further comprising a flight computer (110) of the aircraft (102), the turnaround analysis control unit (130) in communication with the flight computer (110), and the flight computer (110) outputting the turnaround data to the turnaround analysis control unit (130).

11. 11. The turnaround monitoring system of claim 1, further comprising a display (132) in communication with the turnaround analysis control unit (130), the turnaround analysis control unit (130) displaying the turnaround status on the display (132).

12. The turnaround analysis control unit (130) Occupant analysis modules (138, 144); A package (304) analysis module (144); Catering (310) analysis module (144); Refueling (306) analysis module (144); A cleaning (308) analysis module (144); and The turnaround monitoring system of any one of claims 1 to 11, comprising a crew (312) analysis module (144).

13. 1. A turnaround monitoring method configured to monitor a turnaround of an aircraft (102) at an airport (104), comprising: receiving (500) turnaround data relating to the aircraft (102) at the airport (104) by a turnaround analysis control unit (130); determining (502), by the turnaround analysis control unit (130), a turnaround status of the aircraft (102) based on the turnaround data; storing (504) the historical turnaround data in a turnaround database (136); and predicting (506), by a turnaround prediction control unit (134), a time for completion of the turnaround based on a comparison of the turnaround data to the historical turnaround data; the turnaround status includes information regarding one or both of baggage being removed from and baggage being loaded onto the aircraft based on detecting the proximity of one or more baggage vehicles to one or more baggage areas of the aircraft, or information regarding crew status; the turnaround analysis control unit (130) detects images of baggage vehicles proximate to a baggage area of ​​the aircraft (102) and determines baggage pick-up and loading through image analysis; The turnaround prediction control unit (134) compares turnaround status data for the loads with historical load data for picking and loading stored in the turnaround database (136) to predict the remaining time for picking and loading the loads.

14. Communicatively connecting one or more cameras (112, 112a-112e, 112b-112e) to the turnaround analysis control unit (130); communicatively connecting one or more sensors (114) to said turnaround analysis control unit (130); and outputting the turnaround data by the one or more cameras (112, 112a-112e, 112b-112e) and the one or more sensors (114); 14. The turnaround monitoring method of claim 13, wherein said receiving (500) comprises receiving (500) the turnaround data output by said one or more cameras (112, 112a-112e, 112b-112e) and said one or more sensors (114).

15. 15. The method of claim 13 or 14, wherein the turnaround data includes information including passenger information, baggage (304), catering (310), fueling (306), cleaning (308), and crew (312).

16. communicatively connecting a gate (116) computer to said turnaround analysis control unit (130); and outputting the turnaround data from the gate (116) computer; 16. The turnaround monitoring method of any one of claims 13 to 15, wherein said receiving (500) comprises receiving (500) said turnaround data output by said gate (116) computer.

17. communicatively connecting a flight computer (110) of the aircraft (102) with the turnaround analysis control unit (130); and outputting the turnaround data from the flight computer; 17. The method of turnaround monitoring of any one of claims 13 to 16, wherein said receiving (500) comprises receiving (500) the turnaround data output by the flight computer (110).

18. 1. A turnaround monitoring system configured to monitor a turnaround of an aircraft (102) at an airport (104), comprising: one or more cameras (112, 112a to 112e, 112b to 112e); one or more sensors (114); a gate (116) computer at a gate (116) of said airport (104); a flight computer (110) for the aircraft (102), wherein the one or more cameras (112, 112a-112e, 112b-112e), the one or more sensors (114), the gate (116) computer, and the flight computer (110) output turnaround data relating to the aircraft (102); a turnaround analysis control unit (130) in communication with the one or more cameras (112, 112a-112e, 112b-112e), the one or more sensors (114), the gate (116) computer, and the flight computer (110), the turnaround analysis control unit (130) configured to receive the turnaround data regarding the aircraft (102) at the airport (104), determine a turnaround status of the aircraft (102) based on the turnaround data, and determine the turnaround status of the aircraft (102). a turnaround analysis control unit (130) whose status includes information regarding passengers (302) disembarking and boarding the aircraft (102), baggage (304) being removed from and loaded onto the aircraft (102), catering (310), refueling (306) of the aircraft (102), cleaning (308) of the interior cabin (106) of the aircraft (102), and the status of the flight crew (312); a turnaround database (136) for storing historical turnaround data; a turnaround prediction control unit (134) for predicting a time of completion of the turnaround based on a comparison of the turnaround data with the historical turnaround data; and a display (132) 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 a time of predicted completion of the turnaround on the display (132).

Images