Patent Description:
Various types of aircraft are used to transport passengers and cargo between numerous locations. Each aircraft typically flies between different locations according to a defined flight plan or path. For example, an aircraft departs from a departure airport and flies to an arrival airport.

An aircraft may fly 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. Turnaround between scheduled flights for an aircraft is a time from when the aircraft lands at an airport until the aircraft departs from the airport.

During a turnaround, various tasks are performed in order to ensure that the aircraft is readied for its next flight. For example, a first set of passengers arriving at a destination airport aboard the aircraft disembark from the aircraft. As and/or after the passengers leave the aircraft, an internal cabin of the aircraft is cleaned, such as by a cleaning staff. Further, luggage of the arriving passengers is removed from a luggage area of the aircraft. The aircraft is refueled for the next flight. A catering service removes used utensils and the like, and also resupplies the aircraft with food and drink items for the next flight. A flight crew for the arriving flight may depart the aircraft. A new flight crew for the next flight may board the aircraft. Additionally, a second set of passengers that is to depart from the airport aboard the aircraft boards the aircraft.

Typically, aircraft operators are not aware of all the details of progress of a turnaround process. In particular, while an aircraft operator is aware when an aircraft arrives at a gate, and when the aircraft leaves the gate, in order to determine a status of a particular turnaround services, the operator makes a series of phone calls between a ground operations center, airline dispatch, pilots, ramp agents, service companies, airport control offices, and/or the like As can be appreciated, the process of gaining situational awareness of a turnaround process may be tedious and time-consuming.

<CIT> states, according to its abstract, in one example, a computing system to monitor aircraft operational parameters during turnaround of an aircraft is disclosed. The computing system may include at least one processor, and memory coupled to the at least one processor. The memory may include an analytics module to obtain at least one aircraft operational parameter during turnaround of an aircraft from an aircraft on-board system, analyze the at least one aircraft operational parameter related to the turnaround with respect to a threshold value or a range of threshold values, and generate an alert based on the analysis of the at least one obtained aircraft operational parameter.

<CIT> states, according to its abstract, it's disclosure relates to a device for monitoring and controlling traffic guidance at an airport, comprising a database unit, a data processing unit, an input unit, a memory and an output unit, the device comprising a plurality of data acquisition sites, distributed across the airport area, for acquiring real-time data, at least one airport database for supplying flight-relevant master data and a conversion unit for converting received data, the data processing unit being designed to link received data and the output unit being equipped to display selected data in real time. It's disclosure further relates to a method for monitoring and controlling traffic guidance at an airport using said device.

<CIT> states, according to its abstract, a system and method for aircraft cabin activity management occurring during turnaround using video analytics are disclosed. In one embodiment, real-time video feed of the aircraft cabin activities is obtained during the turnaround from at least one video camera disposed in an aircraft cabin. Further, aircraft cabin activity time stamps and progress associated with one or more aircraft cabin activities are determined by applying video analytics on the obtained video feed. Furthermore, the aircraft cabin activities are managed using the determined aircraft cabin activity time stamps and the progress associated with the one or more aircraft cabin activities.

<CIT> states, according to its abstract, a system and method for providing an aircraft turnaround schedule are disclosed. In one embodiment, a time taken for each aircraft turnaround activity is obtained from touchdown to takeoff of an aircraft from an aircraft on-board system by a ground station system. Further, the aircraft turnaround schedule is computed based on the obtained time taken for each aircraft turnaround activity using a dynamic buffer management approach by the ground station system.

<CIT> states, according to its abstract, a system for monitoring scheduled turnaround activities and alerting on time deviation from the scheduled turnaround activities is disclosed. The system includes a ground computing station system, an aircraft on-board system, a cloud, and user interface. The cloud is communicatively coupled to the ground station computing system and the aircraft onboard system. The cloud includes processor and memory. The memory includes an analytics module to obtain actual start and end time stamps associated with scheduled turnaround activities, from touchdown to takeoff of an aircraft, from aircraft on-board systems and a ground station system. The analytics module to determine time deviation of scheduled turnaround activities by analyzing the obtained actual start and end time stamps. The user interface to present each scheduled turnaround activity and determined time deviation of the scheduled turnaround activities.

<CIT> states, according to its abstract, methods, devices, and systems for generating an aircraft turnaround and airport terminal status analysis are described herein. One device includes a memory, and a processor configured to execute executable instructions stored in the memory to receive flight information and airport terminal information associated with an airport, generate an aircraft turnaround analysis based on the flight information and the airport terminal information, and a user interface to display the aircraft turnaround analysis in a single integrated display. One device includes a memory, and a processor configured to execute executable instructions stored in the memory to receive airport terminal information associated with an airport, generate an airport terminal status analysis based on the airport terminal information, and a user interface to display the airport terminal status analysis in a single integrated display.

A need exists for a system and a method for efficiently determining situational awareness of an aircraft turnaround process. Further, a need exists for a system and a method for automatically analyzing a turnaround process. Moreover, a need exists for a system and a method for gaining situational awareness of a turnaround process without requiring an individual to make a series of calls to other individuals within an airport and/or on an aircraft.

With those needs in mind, an aspect of the subject disclosure provides a turnaround monitoring system according to appended claim <NUM>.

The camera(s) may include at least one camera on or within the aircraft. In at least one example, the camera(s) include one or more cabin cameras that are configured to capture and output images within the internal cabin, one or more tail cameras mounted on a tail of the aircraft that are configured to capture and output images outside of the aircraft, one or more stabilizer cameras mounted on one or more stabilizers of the aircraft that are configured to capture and output images outside of the aircraft, one or more belly cameras mounted on a belly or underside of a fuselage of the aircraft that are configured to capture and output images outside of the aircraft, and/or one or more wing cameras mounted on one more wings of the aircraft that are configured to capture and output images outside of the aircraft.

The sensor(s) may include one or more fuel sensors that are configured to detect an amount of fuel within one or more fuel tanks of the aircraft. The sensor(s) may include one or more door sensors that are configured to detect a position of one or more doors of the aircraft.

In at least one example, the turnaround data includes information including passenger information, and crew. In at least one example, the turnaround status includes information regarding passengers disembarking and boarding the aircraft, luggage removed from and boarded onto the aircraft, catering, fueling of the aircraft, cleaning of an internal cabin of the aircraft, and crew status.

The turnaround monitoring system may also include a gate computer at a gate of the airport. The turnaround analysis control unit is in communication with the gate computer. The gate computer outputs the turnaround data to the turnaround analysis control unit.

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

In at least one example, 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 shows the turnaround status on the display.

In at least one example, the turnaround analysis control unit includes a passenger analysis module, a luggage analysis module, a catering analysis module, a fueling analysis module, a cleaning analysis module, and a crew analysis module.

Another aspect of the subject disclosure provides a turnaround monitoring method according to appended claim <NUM>.

The turnaround monitoring method may also include communicatively coupling a gate computer with 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.

The turnaround monitoring method may also include communicatively coupling a flight computer of the aircraft with 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.

Further, references to "one embodiment" are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features. Moreover, unless explicitly stated to the contrary, embodiments "comprising" or "having" an element or a plurality of elements having a particular condition may include additional elements not having that condition.

Certain examples of the subject disclosure provide aircraft turnaround monitoring systems and methods that are configured to automatically monitor and report an aircraft turnaround process. In at least one example, one or more images (such as a video feed) from aircraft-mounted cameras and status information from different 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 (for example, fuel, catering or bag trucks, gate bridge position, power, pneumatic or air conditioner auxiliary connections, individual bags or catering trolleys, passenger disembarking and boarding, and/or the like). Such information may be aggregated with aircraft and ground equipment sensor information, (for example, parking brake status, doors open/close position, fuel levels, and/or the like). The aircraft turnaround monitoring systems and methods are configured to analyze such information and report and predict turnaround milestones to pilots, the airline control center, airports, air traffic control, and/or any other interested subscribers.

The presently claimed invention provides 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 determines a turnaround status of an aircraft based on the turnaround data, according to appended claim <NUM>.

According to the presently claimed invention, 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 and historical turnaround data. The turnaround data includes information indicative of luggage, and may additionally include information regarding various turnaround aspects, such as passenger information (for example, passengers disembarking from a first flight and passengers boarding a subsequent second flight), catering, fueling, cleaning, crew, and the like.

<FIG> is a schematic block diagram of an aircraft turnaround monitoring system <NUM>, according to an example of the subject disclosure. The aircraft turnaround monitoring system <NUM> is configured to monitor a turnaround of an aircraft <NUM> that lands at and departs from an airport <NUM>. A turnaround for the aircraft relates to a time that the aircraft <NUM> on a first flight lands at the airport <NUM> and a time that the aircraft <NUM> subsequently departs from the airport <NUM> on a second flight.

The aircraft <NUM> includes an internal cabin <NUM>. The internal cabin <NUM> includes a cockpit in which controls <NUM> and a flight computer <NUM> are located. The controls <NUM> and the flight computer <NUM> are used to control the aircraft <NUM> during a flight and on the ground. The flight computer <NUM> may also be used to input and output data, such as when passengers have disembarked, doors are opened and closed, and/or the like.

The aircraft <NUM> also includes a plurality of cameras <NUM> that are configured to capture and output images (such as still images and video feeds). The cameras <NUM> include one or more cabin cameras 112a that are configured to capture and output images within the internal cabin, one or more tail cameras 112b mounted on a tail of the aircraft <NUM> that are configured to capture and output images outside of the aircraft <NUM>, one or more stabilizer cameras 112c mounted on one or more stabilizers of the aircraft <NUM> that are configured to capture and output images outside of the aircraft <NUM>, one or more belly cameras 112d mounted on a belly or underside of a fuselage of the aircraft <NUM> that are configured to capture and output images outside of the aircraft <NUM>, one or more wing cameras 112e mounted on one more wings of the aircraft <NUM> that are configured to capture and output images outside of the aircraft <NUM>, and/or the like. In at least one example, the aircraft <NUM> includes more or less cameras <NUM> than shown. For example, the aircraft <NUM> may not include stabilizer cameras. As another example, the aircraft <NUM> may include cameras within a baggage and/or cargo area within the aircraft <NUM>.

The aircraft <NUM> also includes a plurality of sensors <NUM> that are configured to sense different aspects. The sensors <NUM> includes one or more fuel sensor(s) 114a that are configured to detect an amount of fuel within one or more fuel tanks of the aircraft <NUM>, one or more door sensors 114b that are configured to detect a position of one or more doors (such as between an open position and a closed position) of the aircraft <NUM>, and/or the like. In at least one example, the aircraft <NUM> includes more or less sensors <NUM> than shown. For example, the aircraft may include weight sensors, baggage detection sensors, and/or the like.

After the aircraft <NUM> lands at the airport <NUM>, the aircraft <NUM> taxis to a gate <NUM> of the airport <NUM>. Passengers aboard the aircraft <NUM> disembark the aircraft <NUM> and pass into the airport <NUM> via the gate <NUM>. The gate <NUM> includes a gate computer <NUM>, which may be operated by a ramp agent, for example. The gate computer <NUM> is used to enter flight and passenger information, gate status, aircraft status (such as doors open or closed), and/or the like. Additionally, the gate <NUM> may include one or more gate cameras <NUM>, which are used to capture and output images of the gate <NUM>, the aircraft <NUM>, and/or the like. Also, the airport <NUM> may include additional cameras that are not located at the gate <NUM>.

The aircraft turnaround monitoring system <NUM> includes a turnaround analysis control unit <NUM> that is communicatively coupled with the flight computer <NUM>, the cameras <NUM>, the sensors <NUM>, the gate computer <NUM>, the gate camera(s) <NUM>, and/or the like, such as through one or more wireless (or wired) connections. In at least one other example, the turnaround analysis control unit <NUM> is communicatively coupled with less than all of the flight computer <NUM>, the cameras <NUM>, the sensors <NUM>, the gate computer <NUM>, and the gate camera(s) <NUM>. For example, the turnaround analysis control unit <NUM> may not be communicatively coupled to the gate computer <NUM> and/or the gate camera(s) <NUM>.

In at least one example, the turnaround analysis control unit <NUM> is remotely located from the aircraft <NUM> and the gate <NUM>. For example, the turnaround analysis control unit <NUM> may be at a central monitoring station, which may or may not be located at the airport <NUM>. In at least one other example, the turnaround analysis control unit <NUM> is onboard the aircraft <NUM>, such as within the internal cabin <NUM>. In at least one other example, the turnaround analysis control unit <NUM> is at the gate <NUM>.

The turnaround analysis control unit <NUM> is communicatively coupled to a display <NUM> (such as a television, computer monitor, touchscreen interface, handheld device such as a smart phone or tablet, and/or the like), such as through one or more wired or wireless connections. In at least one example, the display <NUM> is collocated with the turnaround analysis control unit <NUM>, such as at a common workstation. Optionally, the display <NUM> is remotely located from the turnaround analysis control unit <NUM>. For example, the display <NUM> may be onboard the aircraft <NUM>, while the turnaround analysis control unit <NUM> is remotely located from the aircraft <NUM>.

The turnaround analysis control unit <NUM> is also communicatively coupled to a turnaround prediction control unit <NUM>, such as through one or more wired or wireless connections. In at least one example, the turnaround prediction control unit <NUM> is collocated with the turnaround analysis control unit <NUM>, such as at a common workstation. The turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM> may be part of an integrated common processing system or control unit. In at least one other example, the turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM> are separated and distinct processing systems or control units. In at least one example, the turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM> are remotely located from one another.

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

As shown, the turnaround analysis control unit <NUM> includes a passenger analysis module <NUM>, a luggage analysis module <NUM>, a catering analysis module <NUM>, a fueling analysis module <NUM>, a cleaning analysis module <NUM>, a crew analysis module <NUM>, and/or the like. The different modules may be separate portions of the turnaround analysis control unit <NUM>. Optionally, the different modules may form a single, integrated processing system.

In operation, the turnaround analysis control unit <NUM> receives turnaround data from one or more of the flight computer <NUM>, the cameras <NUM>, the sensors <NUM>, the gate computer <NUM>, and/or the gate cameras <NUM>. The turnaround analysis control unit <NUM> analyzes the turnaround data to determine turnaround status of the aircraft <NUM> between flights, such as information regarding passengers disembarking and boarding the aircraft <NUM>, luggage removed from and boarded onto the aircraft <NUM>, catering, fueling of the aircraft <NUM>, cleaning of the internal cabin <NUM>, crew status, and/or the like. In at least one example, the turnaround analysis control unit <NUM> outputs turnaround status data (indicative of the turnaround status) to the display <NUM>, which shows the turnaround status to an individual.

In at least one example, the turnaround prediction control unit <NUM> receives the turnaround status data from the turnaround analysis control unit <NUM> and compares the turnaround status data with historical turnaround data stored in the turnaround database <NUM>. By comparing the turnaround status data with the historical turnaround data, the turnaround prediction control unit <NUM> is able to predict a remaining time for various turnaround aspects. The turnaround prediction control unit <NUM> then outputs turnaround aspect prediction data to the display <NUM> (such as through one or more wired or wireless connections and/or via the turnaround analysis control unit <NUM>) indicative of one or more turnaround aspect predictions, which are then shown on the display <NUM>.

In at least one example, the flight computer <NUM> 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 onboard the aircraft <NUM>, whether passengers from a first flight have disembarked the aircraft <NUM>, whether passengers for a subsequent second flight have boarded the aircraft <NUM>, whether passenger doors are open or closed, and/or the like may be input into the flight computer <NUM> and output to the turnaround analysis control unit <NUM> as turnaround data. The turnaround data is received by the turnaround analysis control unit <NUM>, which then analyzes the received turnaround data to determine a turnaround status related to such turnaround data. For example, the turnaround analysis control unit <NUM> (such as via the passenger analysis module <NUM>) may determine the turnaround status related to passengers from a first flight disembarking the aircraft <NUM> and passengers for a second flight boarding the aircraft <NUM> through the turnaround data received from the flight computer <NUM>. In at least one example, the turnaround analysis control unit <NUM> determines whether the passengers from the first flight have disembarked the aircraft <NUM> and whether the passengers for the second flight have boarded the aircraft <NUM> through the turnaround data received from the flight computer <NUM> and outputs the associated turnaround status data to the display <NUM>, which may then show such turnaround status.

The turnaround prediction control unit <NUM> may compare the turnaround status data regarding the passengers and compare that with historical passenger data regarding disembarking and boarding stored within the turnaround database <NUM> to predict a remaining time for disembarking and/or boarding. The turnaround aspect prediction data regarding passengers disembarking and/or boarding is received by the display <NUM>, which may then show an associated turnaround aspect prediction regarding such disembarking and/or boarding. For example, the turnaround database <NUM> may store historical data indicating that all passengers from a first flight should disembark within a certain time after landing and/or all passengers for a second flight should have board within a certain time after the first flight landed. The turnaround prediction control unit <NUM> may output an alert signal if the designated times stored in the turnaround database <NUM> have been surpassed without the passengers from the first flight having disembarked and/or the passengers for the second flight having boarded. The alert signal may be shown on the display <NUM> as a graphic and/or video message. As another example, the alert signal may be an audio signal broadcasted through a speaker.

In at least one example, the cameras capture images related to various turnaround aspects, such as those related to passengers disembarking and boarding the aircraft, luggage removed from and boarded onto the aircraft, catering, fueling, crew, and/or the like. The turnaround analysis control unit <NUM> may analyze the received image data to determine the status of various turnaround aspects.

One or more of the cameras <NUM> capture images related to passengers disembarking and boarding the aircraft <NUM> (such as via the cabin cameras 112a), the presence of luggage carts or vehicles (such as via one or more of the cameras 112b-112e), the presence of catering vehicles at a catering door of the aircraft <NUM> (such as via one or more of the cameras 112a-112e), the presence of a fueling truck proximate to the aircraft <NUM> (such as via one or more of the cameras 112a-112e), the presence of cleaning crew and/or vehicles proximate to the aircraft <NUM> (such as via one or more of the cameras 112a-112e), crew disembarking and/or boarding the aircraft <NUM> (such as via the cabin cameras <NUM>(a)), and/or the like. The image data from the cameras <NUM> is received by the turnaround analysis control unit <NUM> as turnaround data.

For example, the turnaround analysis control unit <NUM>, such as via the passenger analysis module <NUM>, detects images of passengers leaving the aircraft <NUM> and determines passengers disembarking and/or boarding through image analysis. The turnaround analysis control unit <NUM> may know a passenger count for a first flight stored in memory and count the number of disembarking passengers in relation to the passenger count to determine whether all of the passengers from a first flight have disembarked. Similarly, the turnaround analysis control unit <NUM> may know a passenger count for a subsequent second flight stored in memory and count the number of boarding passengers in relation to the passenger count to determine whether all of the passengers for the second flight have boarded. As another example, the passenger analysis module <NUM> may determine that passengers have disembarked and/or boarded by monitoring a directional flow of passengers (either out of the aircraft <NUM> or onto the aircraft <NUM>) and determine that the passengers have disembarked and/or boarded after a threshold time of no additional motion out of the aircraft and/or onto the aircraft. In at least one other example, passenger disembarking and/or boarding status is determined by the passenger analysis module <NUM> through the image data received from the cabin camera(s) 112a and data input into the flight computer <NUM>, as described above. Also, as described above, the turnaround prediction control unit <NUM> may compare the turnaround status data regarding the passengers and compare that with historical passenger data regarding disembarking and boarding stored within the turnaround database <NUM> to predict a remaining time for disembarking and/or boarding.

As another example, the turnaround analysis control unit <NUM>, via the passenger analysis module <NUM>, detects passengers disembarking and boarding times through passenger doors being opened and closed via the door sensors 114b. For example, the passenger analysis module <NUM> monitors a sequence of doors opening and closing, via the door sensor(s) 114b, to determine whether passengers from a first flight have disembarked and passengers for a subsequent second flight have boarded.

The turnaround analysis control unit <NUM>, such as via the crew analysis module <NUM>, may monitor crew disembarking and/or boarding the aircraft <NUM> in a similar manner as with passengers. In at least one example, crew information may be input into the flight computer <NUM> and/or the gate computer <NUM> and received by the turnaround analysis control unit <NUM> and analyzed.

According to the presently claimed invention, the turnaround analysis control unit <NUM>, such as via the luggage analysis module <NUM>, detects images of luggage vehicles proximate to the luggage areas of the aircraft <NUM> and determines luggage removal and boarding through image analysis. According to the presently claimed invention, the turnaround analysis control unit <NUM> detects the presence of the luggage vehicle(s) through image analysis, such as via unique aspects of the luggage vehicle(s), distinguishing indicia thereof, and/or the like. For example, the luggage analysis module <NUM> may determine that luggage from a first flight has been removed from the aircraft <NUM> by detecting that a first set of luggage vehicles approaches and subsequently leaves the aircraft <NUM> over a first time frame. Similarly, the luggage analysis module <NUM> may determine that luggage for a second flight has been boarded onto the aircraft <NUM> by detecting that a second set of luggage vehicles approaches and subsequently leaves the aircraft <NUM> over a second time frame.

The turnaround prediction control unit <NUM> may compare the turnaround status data regarding the luggage and compare that with historical luggage data regarding removal and boarding stored within the turnaround database <NUM> to predict a remaining time for luggage removal and boarding. The turnaround prediction control unit <NUM> may output an alert signal if designated luggage times stored in the turnaround database <NUM> have been surpassed without the luggage from the first flight having been removed and/or the luggage for the second flight being boarded. The alert signal may be shown on the display <NUM> as a graphic and/or video message. As another example, the alert signal may be an audio signal broadcasted through a speaker.

As another example, the turnaround analysis control unit <NUM>, such as via the catering analysis module <NUM>, detects images of catering vehicles proximate to the aircraft <NUM> (such as at catering doors) and determines catering service time through image analysis. In at least one example, the turnaround analysis control unit <NUM> detects the presence of catering vehicles through image analysis, such as via unique aspects of the catering vehicle(s), distinguishing indicia thereof, and/or the like. For example, the catering analysis module <NUM> may determine that catering service time is completed by detecting that the catering vehicle approaches and subsequently leaves the aircraft <NUM>.

The turnaround prediction control unit <NUM> may compare the turnaround status data regarding the catering service time and compare that with historical catering service data stored within the turnaround database <NUM> to predict a remaining time for catering service time. The turnaround prediction control unit <NUM> may output an alert signal if designated catering service time stored in the turnaround database <NUM> has been surpassed without the current catering service being completed. The alert signal may be shown on the display <NUM> as a graphic and/or video message. As another example, the alert signal may be an audio signal broadcasted through a speaker.

As a further example, the turnaround analysis control unit <NUM>, such as via the fueling analysis module <NUM>, detects images of fueling vehicles proximate to the aircraft <NUM> (such proximate fueling locations) and determines fueling time through image analysis. In at least one example, the turnaround analysis control unit <NUM> detects the presence of fueling vehicles through image analysis, such as via unique aspects of the fueling vehicle(s), distinguishing indicia thereof, and/or the like. For example, the fueling analysis module <NUM> may determine that fueling time is completed by detecting that the fueling vehicle approaches and subsequently leaves the aircraft <NUM>.

As another example, the turnaround analysis control unit <NUM>, via the fuel analysis module <NUM>, detects fueling time through fueling data output by the fuel sensor(s) 114a of the aircraft <NUM>. For example, the fuel analysis module <NUM> monitors a fuel level in relation to a final fuel amount to be supplied to the aircraft <NUM> through turnaround data output as fuel data by the fuel sensor(s) 114a.

The turnaround prediction control unit <NUM> may compare the turnaround status data regarding the fueling time and compare that with historical fueling data stored within the turnaround database <NUM> to predict a remaining time for fueling. The turnaround prediction control unit <NUM> may output an alert signal if designated fueling time stored in the turnaround database <NUM> has been surpassed without the current fueling being completed. The alert signal may be shown on the display <NUM> as a graphic and/or video message. As another example, the alert signal may be an audio signal broadcasted through a speaker.

In at least one exemplary example, the turnaround analysis control unit <NUM>, such as via the cleaning analysis module <NUM>, detects images of cleaning carts within the aircraft <NUM> and determines cleaning time through image analysis. In at least one example, the turnaround analysis control unit <NUM> detects the presence of the cleaning carts through image analysis, such as via unique aspects of the cleaning cart(s), distinguishing indicia thereof, and/or the like. For example, the cleaning analysis module <NUM> may determine that cleaning time is completed by detecting that the cleaning cart(s) is moved into the aircraft <NUM> and subsequently leaves the aircraft <NUM>. As another example, the turnaround analysis control unit <NUM>, via the cleaning analysis module <NUM>, detects cleaning time through cleaning data output from the flight computer <NUM> (such as entered by crew) and/or the gate computer <NUM> (such as entered by a ramp agent).

The turnaround prediction control unit <NUM> may compare the turnaround status data regarding the cleaning time with historical cleaning data stored within the turnaround database <NUM> to predict a remaining time for cleaning. The turnaround prediction control unit <NUM> may output an alert signal if designated cleaning time stored in the turnaround database <NUM> has been surpassed without the current cleaning being completed. The alert signal may be shown on the display <NUM> as a graphic and/or video message. As another example, the alert signal may be an audio signal broadcasted through a speaker.

The gate camera(s) <NUM> or other airport cameras may also be used to capture images of passengers, luggage vehicles, catering vehicles, fueling vehicles, cleaning carts, crew, and/or the like, similar to the cameras <NUM> of the aircraft <NUM>. The turnaround analysis control unit <NUM> may receive image data from the gate camera(s) <NUM> or other airport cameras to analyze the various turnaround aspects, as described above. Nevertheless, using the cameras <NUM>, sensors <NUM>, and/or the flight computer <NUM> of the aircraft <NUM> to output turnaround data to the turnaround analysis control unit <NUM> allows for aircraft-independent analysis of turnaround aspects, instead of relying on separate and distinct components data capturing devices outside of the aircraft <NUM>.

As used herein, the term "control unit," "central processing unit," "unit," "CPU," "computer," or 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 executing the functions described herein. Such are exemplary only, and are thus not intended to limit in any way the definition and/or meaning of such terms. For example, the turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM> may be or include one or more processors that are configured to control operation thereof, as described herein.

The turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM> are configured to execute a set of instructions that are stored in one or more data storage units or elements (such as one or more memories), in order to process data. For example, the turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM> may include or be coupled to one or more memories. The data storage units may also store data or other information as desired or needed. The data storage units may be in the form of an information source or a physical memory element within a processing machine.

The set of instructions may include various commands that instruct the turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM> as a processing machine to perform specific operations such as the methods and processes of the various examples of the subject matter described herein. The set of instructions may be in the form of a software program. The software may be in various forms such as system software or application software. Further, the software may be in 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 user commands, or in response to results of previous processing, or in response to a request made by another processing machine.

The diagrams of examples herein may illustrate one or more control or processing units, such as the turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM>. It is to be understood that the processing or control units may represent circuits, circuitry, or portions thereof that may be implemented as hardware with associated instructions (e.g., software stored on a tangible and non-transitory computer readable storage medium, such as a computer hard drive, ROM, RAM, or the like) that perform the operations described herein. The hardware may include state machine circuitry hardwired to perform the functions described herein. Optionally, the hardware may include electronic circuits that include and/or are connected to one or more logic-based devices, such as microprocessors, processors, controllers, or the like. Optionally, the turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM> may represent processing circuitry such as one or more of a field programmable gate array (FPGA), application specific integrated circuit (ASIC), microprocessor(s), and/or the like. The circuits in various examples may be configured to execute one or more algorithms to perform functions described herein. The one or more algorithms may include aspects of examples disclosed herein, whether or not expressly identified in a flowchart or a method.

<FIG> is a diagrammatic representation of catering vehicles <NUM> proximate to the aircraft <NUM>, according to an example of the subject disclosure. Referring to <FIG> and <FIG>, the catering vehicles <NUM> may be imaged by the cameras <NUM> of the aircraft <NUM> or the gate cameras <NUM> (as shown in <FIG>). In at least one example, the turnaround analysis control unit <NUM> detects the presence of the catering vehicles <NUM>, luggage vehicles, fueling vehicles, cleaning carts, and/or the like using machine learning image recognition. For example, the turnaround analysis control unit <NUM> may be programmed to detect distinguishing features, shapes, indicia, and/or the like of such vehicles, carts, and/or the like.

<FIG> is a diagrammatic representation of the display <NUM>, according to an example of the subject disclosure. Referring to <FIG> and <FIG>, in at least one example, the display <NUM> maybe within the internal cabin <NUM>, such as within a flight deck of the aircraft <NUM>.

<FIG> is a diagrammatic representation of the aircraft <NUM> as imaged by a tail camera 112b (shown in <FIG>), according to an example of the subject disclosure. <FIG> is a diagrammatic representation of the aircraft <NUM> as imaged by cameras <NUM> of the aircraft <NUM>, according to an example of the subject disclosure. Referring to <FIG>, <FIG>, and <FIG>, the aircraft <NUM> includes numerous cameras <NUM> (shown in <FIG>) that allow imaging of areas surrounding the aircraft <NUM>.

<FIG> is a diagrammatic representation of the internal cabin <NUM> of the aircraft <NUM> as imaged by cabin cameras 112a, according to an example of the subject disclosure. Referring to <FIG> and <FIG>, for example, the internal cabin <NUM> may be imaged via the cabin cameras 112a and showing a flight deck entrance and boarding door open.

<FIG> is a diagrammatic representation of the display <NUM> showing turnaround status aspects <NUM>, according to an example of the subject disclosure. The turnaround statust aspects <NUM> include passengers <NUM>, luggage <NUM>, fueling <NUM>, cleaning <NUM>, catering <NUM>, and crew <NUM>. Referring to <FIG> and <FIG>, the turnaround analysis control unit <NUM> determines a status of each of the aspects <NUM>, as described above, and shows such status <NUM>, including completed task bars <NUM> and uncompleted task bars <NUM>, on the display <NUM>. The turnaround analysis control unit <NUM> may also show a current turnaround time graphic <NUM> that indicates a time between landing <NUM> and scheduled departure <NUM>.

<FIG> is a diagrammatic representation of a front perspective view of the aircraft <NUM>, according to an exemplary example of the subject disclosure. The aircraft <NUM> includes a propulsion system <NUM> that may include two turbofan engines <NUM>, for example. Optionally, the propulsion system <NUM> may include more engines <NUM> than shown. The engines <NUM> are carried by wings <NUM> of the aircraft <NUM>. In other examples, the engines <NUM> may be carried by a fuselage <NUM> and/or an empennage <NUM>. The empennage <NUM> may also support horizontal stabilizers <NUM> and a vertical stabilizer <NUM>. The fuselage <NUM> of the aircraft <NUM> defines an internal cabin, which may include a cockpit <NUM>.

Cameras <NUM> are mounted to various portions of the aircraft <NUM>. The aircraft <NUM> may include more or less cameras <NUM> at different locations than shown.

The aircraft <NUM> may be sized, shaped, and configured other than shown in <FIG>. For example, the aircraft <NUM> may be a non-fixed wing aircraft, such as a helicopter.

<FIG> illustrates a flow chart of a turnaround monitoring method that is configured to monitor a turnaround of an aircraft at an airport, according to an example of the subject disclosure. Referring to <FIG> and <FIG>, the turnaround monitoring method includes receiving <NUM>, by the turnaround analysis control unit <NUM>, turnaround data regarding the aircraft <NUM> at the airport <NUM>. The method also includes determining <NUM>, by the turnaround analysis control unit <NUM>, a turnaround status of the aircraft <NUM> based on the turnaround data.

In at least one example, the turnaround monitoring method includes communicatively coupling the camera(s) <NUM> with the turnaround analysis control unit <NUM>, communicatively coupling the sensor(s) <NUM> with the turnaround analysis control unit <NUM>, and outputting the turnaround data by the camera(s) <NUM> and the sensor(s) <NUM>. In at least one example, the receiving <NUM> includes receiving the turnaround data that is output by the camera(s) <NUM> and the sensor(s) <NUM>.

According to the presently claimed invention, the turnaround monitoring method also includes storing <NUM> historical turnaround data in a turnaround database <NUM>, and predicting <NUM>, by the turnaround prediction control unit <NUM>, a time of completion of a current turnaround of the aircraft based on a comparison of the turnaround data and the historical turnaround data.

The turnaround monitoring method may also include communicatively coupling the gate computer <NUM> with the turnaround analysis control unit <NUM>, and outputting the turnaround data from the gate computer <NUM>. In at least one example, the receiving <NUM> includes receiving the turnaround data output by the gate computer <NUM>.

The turnaround monitoring method may also include communicatively coupling the flight computer <NUM> of the aircraft <NUM> with the turnaround analysis control unit <NUM>, and outputting the turnaround data from the flight computer <NUM>. In at least one example, the receiving <NUM> includes receiving the turnaround data output by the flight computer <NUM>.

Examples of the subject disclosure provide systems and methods that allow large amounts of data to be quickly and efficiently analyzed by a computing device. Large amounts of data are being tracked and analyzed. The vast amounts of data are efficiently organized and/or analyzed by the turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM>, as described herein. The turnaround analysis control unit <NUM> and the turnaround prediction control unit <NUM> analyze the data in a relatively short time in order to quickly and efficiently output turnaround analysis and predictions. A human being would be incapable of efficiently analyzing such vast amounts of data in such a short time. As such, examples of the subject disclosure provide increased and efficient functionality with respect to prior computing systems, and vastly superior performance in relation to a human being analyzing the vast amounts of data. In short, examples of the subject disclosure provide systems and methods that analyze thousands, if not millions, of calculations and computations that a human being is incapable of efficiently, effectively and accurately managing.

As described herein, examples of the subject disclosure provide systems and methods for efficiently determining situational awareness of an aircraft turnaround process. Further, examples of the subject disclosure provide systems and methods for automatically analyzing a turnaround process. Moreover, examples of the subject disclosure provide systems and methods for gaining situational awareness of a turnaround process without requiring an individual to make a series of calls to other individuals within an airport and/or on an aircraft.

While various spatial and directional terms, such as top, bottom, lower, mid, lateral, horizontal, vertical, front and the like may be used to describe examples of the subject disclosure, it is understood that such terms are merely used with respect to the orientations shown in the drawings. The orientations may be inverted, rotated, or otherwise changed, such that an upper portion is a lower portion, and vice versa, horizontal becomes vertical, and the like.

It is to be understood that the above description is intended to be illustrative, and not restrictive. For example, the above-described examples (and/or aspects thereof) may be used in combination with each other. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the various examples of the disclosure, the scope of protection being defined by the appended claims. While the dimensions and types of materials described herein are intended to define the parameters of the various examples of the disclosure, the examples are by no means limiting and are exemplary examples. Many other examples will be apparent to those of skill in the art upon reviewing the above description. The scope of the various examples of the disclosure should, therefore, 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 terms "including" and "in which" are used as the plain-English equivalents of the respective terms "comprising" and "wherein. " Moreover, the terms "first," "second," and "third," etc. are used merely as labels, and are not intended to impose numerical requirements on their objects.

Claim 1:
A turnaround monitoring system that is configured to monitor a turnaround of an aircraft (<NUM>) at an airport (<NUM>), the turnaround monitoring system comprising:
a turnaround analysis control unit (<NUM>) that receives turnaround data regarding the aircraft (<NUM>) at the airport (<NUM>) and determines a turnaround status of the aircraft (<NUM>) based on the turnaround data;
a turnaround database (<NUM>) that stores historical turnaround data;
a turnaround prediction control unit (<NUM>) that predicts a time of completion of the turnaround based on a comparison of the turnaround data and the historical turnaround data;
one or more cameras (<NUM>, 112a-112e, 112b-112e); and
one or more sensors (<NUM>),
wherein the one or more cameras (<NUM>, 112a-112e, 112b-112e) and the one or more sensors (<NUM>) output the turnaround data regarding the aircraft (<NUM>),
wherein the turnaround analysis control unit (<NUM>) is in communication with the one or more cameras (<NUM>, 112a-112e, 112b-112e) and the one more sensors (<NUM>), wherein the turnaround analysis control unit (<NUM>) receives the turnaround data from the one or more cameras (<NUM>, 112a-112e, 112b-112e) and the one or more sensors (<NUM>),
wherein the one or more cameras (<NUM>, 112a-112e, 112b-112e) are configured to capture images related to the presence of luggage carts or vehicles, and
wherein the turnaround data includes information indicative of luggage (<NUM>),
wherein the turnaround status comprises information regarding luggage (<NUM>) removed from and boarded onto the aircraft (<NUM>),
wherein the turnaround analysis control unit (<NUM>) is configured to detect images of luggage vehicles proximate to luggage areas of the aircraft (<NUM>) and determine luggage removal and boarding through image analysis.